Transport

Introduction and Policy Aim

5.1 The transport system has a major impact upon the quality of life experienced by the people of Sandwell. It enables access and movement. Nearly everyone travels every day, even if only locally, to access facilities, services and employment. In addition the freight industry contributes significantly to the prosperity of the area. It is clear therefore that an effective transport network is essential.

5.2 By integrating transport with the land use pattern it will be possible to reduce the need to travel, particularly by car, which in turn reduces the burdens on the environment which result from the use of private motor vehicles. Furthermore the provision of a full choice of transport opportunities will not exclude anyone from achieving their requirements. This is especially important in a Borough with an ageing population and relatively low car owner-ship or access to a car.

5.3 In its Integrated Transport White Paper: A New Deal for Transport-July 1998, the Government's analysis of the existing transport situation is that privatisation and deregulation have hastened a decline in public transport and produced an over reliance on the car. The Paper is not anti-car, but it is recognised that whilst simply constructing more roads is not a solution to the problem, neither is doing nothing. Bypassing congested towns and accessing regeneration schemes may be legitimate responses on occasion, but in order to address the wider issues radical change is required. What is needed is an integrated transport policy to combat congestion and pollution and to break the link between economic growth and growth in road traffic. The Government's underlying objective is to deliver a transport system which is safe, efficient, clean and fair, and which encourages sustainable development. The White Paper is based on choice for users, integration of services and accountability to users and the nation. The way forward is through integration; within and between different types of transport, with the environment, with land use planning and with government policies for education, health, and wealth creation so that transportation contributes to a fairer, more inclusive society.

Current Policy Guidance

5.4 Regional Planning Guidance for the West Midlands Region-RPG 11 published in April 1998 reflects the Government’s new approach and included the objectives of safe and efficient movement of people and goods; the reconciliation of the demand for travel with environmental concerns; the encouragement of a shift towards public transport; and taking into account the interaction between land use and transport.

5.5 The more recent Government guidance given in the PPG13-Transport is another welcome step towards the integration of land use and transport planning and confirms the emphasis on providing greater transport choice for everyone so that society becomes less car dependent. In particular it introduces maximum rather than minimum car parking standards for some categories of development as a means of managing the number of car journeys. It also introduces the need to accompany major proposals with Transport Assessments examining the full transport implications of that development.

5.6 Centro, in its 20 Year Public Transport Strategy, has taken account of these political as well as environmental, economic, social and technological factors. It rightly sees developing and promoting the public transport network as a vital component in an effective transport system for a prosperous and fair West Midlands. Its Mission Statement is "to increase the use of public transport, through partnership, to improve the economic, environmental, and social well being of the West Midlands."

5.7 The Government has established the need to produce Local Transport Plans (LTPs), which it sees as the key means of delivering change to transportation policy within the conurbation. In its foreword to the Guidance on Provisional Local Transport Plans the Government states, "that too many people currently have no choice but to rely on their cars. We can't just force people out of their cars, we need a range of measures which will offer travellers genuine choice and encourage more sustainable transport solutions...LTPs will make a decisive shift in favour of public transport, walking and cycling". The guidance promotes widening travel choice and says that LTPs should help to give people a choice as to whether or not they use their cars by promoting genuine alternatives. A good LTP adopts a formal order in which planners should consider the needs of different types of transport, placing pedestrians first. Local Authorities are expected to ensure that all aspects of their LTP (including road safety, planning and social policies) work together with policies to promote walking, cycling and public transport to achieve the goal of safe and sustainable transport.

5.8 The minimum requirement for a LTP is clear evidence of working with the planning authority to ensure land use and development planning allows and encourages people to walk. Similarly the LTP should include evidence of interaction with the planning authority to ensure land use and development planning allows and encourages people to cycle.

5.9 The West Midland LTP produced jointly by the 7 Metropolitan Districts and Centro sets out a strategy, policies and programmes related to transport set within the wider context of the economy, the environment and the community of the conurbation. The Plan encourages partnership working not only between the Local Authorities and the Passenger Transport Authority but also transport operators, business interest groups and local communities. The Plan is intended to be comprehensive and should integrate with other policies and strategies, e.g. for health, and for community safety. In particular the Plan should be consistent with the Strategy and proposals of the LTP. The five overall transport objectives are:

• to protect and enhance the built and natural environment;
• to improve safety for all travellers;
• to contribute to an efficient economy and to support sustainable growth at appropriate locations;
• to promote accessibility to everyday facilities for all, especially those without a car; and,
• to promote integration of all forms of transport and land use leading to a more efficient transport system.

5.10 The five main themes are:

• to develop a turn-up-and-go public transport network;
• to encourage cycling, walking and improving road safety;
• to use roads and rail to move people and goods effectively;
• to reduce congestion by managing demand; and
• to ensure policies and programmes are fully integrated with wider strategies and thinking.

Policies

Policy T1 - GENERAL POLICY

5.11 The Council's aim is to redress the balance in transportation issues and move away from reliance on the car to a broader and more integrated approach. It recognises that over the years many factors, including land use and transport policies, have worked against this and generally journeys have become longer.

5.12 The impact of pollution and congestion upon the environment from the growth in the use of the private car are major problems facing the country. This is particularly evident in Sandwell. Building new roads and car parks, each of which may encourage further traffic, cannot solve these problems. In some instances highway improvement schemes may be necessary as part of developments or to improve safety and provide a better environment for pedestrians, cyclists and public transport.

5.13 People who do not have access to a car can be denied the opportunity of working, shopping and enjoying other facilities. In a Borough of relatively low car ownership and household income it is particularly important that there is genuine choice available to people to access their needs.

5.14 A key aim of The New Deal for Transport White Paper is to promote integration between transport modes. The seamless trip, i.e. one without significant breaks or delays, would be ideal but this may not often be possible. Integration will however bring this ideal nearer. The planning process can play a major role in helping to achieve this. This will range from the direct provision of interchanges, through contribution to services and facilities, to enabling as direct access as possible and by properly locating land uses. New developments should provide for this integration including for example where appropriate the provision of cycling facilities and identifying safe pedestrian access.

5.15 In order to enable accessibility for everyone there is a need to positively address the provision of alternative modes of transport to the private car. Real choice of mode will require the provision of direct and safe links to attractive facilities. In addition without genuine choice people will be reluctant to opt for the more sustainable modes of transport than the private motor vehicle. The policy addresses the key alternatives, however this does not discount support for other viable alternatives, e.g. water-borne, should they come forward.

5.16 Whilst not being advocated as the sole means of access, walking should nonetheless be recognised as a healthy, sustainable and inclusive means of accessing day to day needs, and when integrated with other modes, particularly public transport, a key element of most journeys. Furthermore it is recognised that in an urban area such as Sandwell a significant number of trips are short, for which the most important mode is walking. It is important, therefore, that when schemes are prepared, the design process considers all modes and in particular actively facilitates walking.

5.17 Public transport provides a sustainable mode for many longer journeys, and is the most frequently used alternative to the car. Buses, heavy rail and the Metro provide an extensive network giving access to jobs, leisure and services for those living and working in the Borough. It is essential that developments enable easy access, when appropriate, to public transport facilities.

5.18 Planning guidance on transport (Revision of PPG 13)updates guidance on locations for major growth and travel generating uses, with an increased emphasis on accessibility to jobs, leisure and services by foot, bicycle and public transport. The Government has stated that it wishes to see more choice and will expect Local Authorities to give more priority to walking by:"….Using their planning powers to ensure that land-use mix, layout and design of development is safe, attractive and convenient for walking".

5.19 Cycling can provide a useful substitute for the private car, particularly for shorter trips, and is a valuable part of a sustainable and integrated transport system. It is also efficient and brings considerable health benefits, which are particularly important given the Borough's coronary health and respiratory disease problem, and therefore is an important consideration for all developments.

5.20 Where appropriate the existing transport infrastructure will be audited, particularly where there are known transport problems, and a programme of improvements will be promoted. For example along the Black Country New Road, there will be a detailed review of accessibility by walking, cycling and public transport, and shortcomings will be addressed as a priority. Improvements will also be sought as part of scheme development.

5.21 It is important that the transport environment is accessible to all, and the needs of disabled people taken into consideration, in terms of access arrangements, parking spaces, design, layout, physical conditions and interrelationship of uses. Also see Development Control Policy DC1:Access for Disabled People.

Policy T2 - WALKING.

Developments should take account of walking as a genuine choice for journeys, particularly access to schools, local facilities and those providing for day-to-day needs. Developments should provide direct, safe and convenient routes well integrated into existing and expected lines of movement.

Pedestrian movement through a development site should be provided for by clear and obvious routes, signed where necessary. People walking to or within a development site should be able to access all buildings safely and conveniently, particularly without having to cross service areas and car parks.

In new developments walking at the beginning and end of all trips should be facilitated, particularly by the integration of footpaths with bus services and other public transport.

5.22 Although the trend has been a decrease in people walking, it nonetheless always forms part of every journey, accounts for a surprisingly high proportion of all journeys and is the most used mode for journeys of under a mile. Provision for pedestrians would therefore be fully justified even without the move towards sustainable development. In order to enable as much walking as possible it is important to maintain and enhance the network of footpaths. The Sandwell Walking Forum is progressing a Walking Strategy which includes examining a network of footpaths.

5.23 For social, health and environmental reasons it is desirable that walking is maximised. Health benefits of walking for an increasingly inactive society are well known; walking creates no pollution and little noise; it does not add to traffic congestion or parking problems. Surveys on crime within Sandwell show that increased footfall past a property's front door improves security, while deserted streets increase the fear of crime.

5.24 Improving conditions for walking helps combat social exclusion particularly for the old, the young and their parents and for people with disabilities. Walking is part of every transport trip, so all benefit. For public transport users, research shows that the quality of door to door trip is vital, especially at night. A poorly lit alleyway can be sufficient to discourage pedestrians and result in more trips by car or taxi. The walk link at either end of a public transport trip, and indeed all walking routes, should be comfortable, convenient, convivial, conspicuous and connected.

5.25 In considering the order of movement, developers and others should address not only the site but its context and the surrounding area. Existing desire lines should be reflected and catered for wherever possible, and routes created to any nearby major attractors, such as shops and public facilities.

Policy T3 - PUBLIC TRANSPORT ACCESSIBILITY AND LOCATION.

Subject to the other policies of this Plan, development that could generate high levels of public transport usage will be directed to land within 400 metres of quality public transport interchanges. Residential development within or adjoining the main town centre, town and district centres, as defined in the Shopping and Role of Centres Section, or within a 400 metre radius of a bus service (with at least a ten minute frequency during peak periods) and either a Metro Stop or Heavy Rail Station, will be expected to be at a minimum density of 50 units per hectare or the equivalent number of habitable rooms. The development of major sites and the creation of new roads and access to serve such sites will be required to make provision for access by public transport.

5.26 It is important that the land-use pattern develops in such a way so as to contribute to sustainability, in particular to reduce the need to travel and the use of the private car. The Plan therefore seeks to link land use to the level of public transport accessibility and vice versa. Public transport is and will continue to be the chief alternative to the car for many journeys, and uses with potentially high generators of passengers will be directed to areas well served by quality services. At the same time it is important that land near to quality interchanges is used in such a way as to maximise the opportunity to generate public transport trips.

5.27 The Council is preparing additional detailed guidance as to what is defined as high levels of public transport generation. Similarly, additional guidance will define what are regarded as quality public transport interchanges, although this will not simply mean bus stations, for example the following may be considered;

• West Bromwich Town Centre,
• The Town Centres as defined in Chapter 6 of this Plan,
• Sandwell and Dudley Station and the Hawthorns Station.

Policy T4 - PUBLIC TRANSPORT

5.28 Improved public transport and its greater use would achieve a number of key objectives. It would enable those who do not use a car to access facilities, shops and jobs. It would reduce congestion by encouraging fewer car journeys and would thereby be less polluting and would reduce fuel consumption. No development should take place that would effectively exclude non-car users.

5.29 If people are to consider using public transport it needs to be reliable, frequent, quick, convenient, safe and comfortable. Furthermore, there needs to be integration between the different public transport modes and between public transport and other modes in order to encourage the use of this alternative to the car. It is essential that all the partners in the delivery of public transport coordinate and integrate their activities. Sandwell, in conjunction with Centro, has been promoting a number of new public transport improvements. These include:

• Midland Metro, with Line 1 linking Birmingham to Wolverhampton, via Smethwick, West Bromwich and Wednesbury, which opened in 1999 and proposed extensions;
• the concept of Bus Showcase Corridors where priority is given to improved bus services and improvements to routes and stops;
• the upgrading of existing railway routes including the Jewellery Line;
• the promotion of Park and Ride schemes; and
• the development of Ring and Ride to cover the whole of the Borough.

5.30 A number of strategies are also being developed to promote other, environmentally friendly, and healthy, alternatives in Sandwell, notably walking and cycling.

Policy T5 - BUS SERVICES

Major new developments and highway schemes must be designed to meet the operating requirements of safe, convenient and efficient bus services. Developers will be required to include or fund measures to achieve this, which may include off-site works.

A programme of bus priority measures will be promoted and encouraged during the plan period to enhance the convenience and efficiency of bus operations and use.

A network of existing and proposed Bus Showcase schemes, as detailed in the Local Transport Plan, is shown on the Proposals Map.

5.31 Buses are the most commonly available and frequently used mode of public transport and are likely to remain so for the plan period. In the past, the design of major new developments and highway schemes have not always taken into account the needs of users and operators. In some cases it has been made difficult or even impossible for satisfactory bus access to be provided. With the more prominent role sought for public transport this is no longer acceptable. These needs must be recognised and accommodated at the first stages of development.

5.32 Where bus services are provided in order to enable a development to satisfy public transport accessibility requirements, the Council may seek a contribution to revenue support services, in accordance with the advice in Circular 1/97.

5.33 A considerable amount of work is proposed to be done in providing bus priority measures. Examples include bus gates that enable buses to take a direct and convenient route when other traffic cannot. The Council will continue to seek opportunities as they arise through developments or highway schemes to improve bus accessibility.

5.34 Bus Showcase schemes are a partnership between the bus operators, the Council and Centro to encourage bus use. The bus operators must invest in more accessible vehicles, the Council must invest in infrastructure to ease access and speed services and Centro must invest in new bus shelters and electronic information systems so that people will know when the bus will arrive. A Bus Showcase scheme between Walsall and Blackheath via West Bromwich and Oldbury is being introduced. Other schemes proposed within the five-year period of the 2000 LTP and beyond are shown on the proposals map. Other schemes that are developed through Bus Quality Partnerships may be introduced.

Policy T6 - PASSENGER RAIL

The Council in liaison with Centro and service providers will support measures which create greater integration between the rail systems and other modes of transport.

The Council will promote and protect the proposed Midland Metro extension (Wednesbury to Brierley Hill) as identified on the Proposals Map. Other schemes will be supported where appropriate.

The Council will support the investigation into the use of the former Stourbridge to Walsall Freight Line for passenger rail and local Park and Ride proposals. Proposals for strategic rail park and ride developments in Sandwell will be resisted.

5.35 Rail plays a crucial role in the West Midlands transport network, for freight and passenger rail at both a strategic level and for local and commuter services. This helps support an intricate pattern of land use and transport in the conurbation. Increased usage could reduce car and heavy goods vehicles journeys which would bring with it environmental benefits.

5.36 The Midland Metro forms a vital part of the high quality turn-up-and-go local public transport network. Its extension is seen as bringing this to a wider area. The proposed extension from Midland Metro Line 1 at Wednesbury through Sandwell and Dudley Boroughs to Brierley Hill is actively being pursued. Other schemes will be supported where the Council considers they bring sufficient and appropriate benefits.

5.37 Investigations into the use of the Stourbridge to Walsall line for passenger rail are taking place. This brings with it the prospect of further local stations in the Borough. The Council will be in discussion with the various bodies and operators on this.

5.38 Integration of passenger rail with other modes, particularly walking, cycling and buses will contribute to increased patronage. With regard to Park and Ride (see Policy T13),the Council believes that Strategic Park and Ride facilities should be located on the edge of conurbations or close to the origins of journeys. It would be counter-productive to encourage drivers to use their cars for most of their journey and simply carry out the last few miles by public transport. However, for local journeys proposals which encourage transferral to train or Metro will be encouraged in appropriate circumstances, particularly those that reduce journeys by car within the Borough and immediate surrounding area.

Policy T7 - CYCLING

Developments should take account of cycling as a genuine choice of transport for journeys. Developments should provide coherent, direct, safe, comfortable and attractive routes that are well integrated into existing and expected lines of movement.

A network of cycle routes is proposed and is shown on the Proposals Map. The Council will explore opportunities for funding to implement the routes in the network. New developments will be required to recognise the network and where appropriate provide new routes. Proposals that will adversely affect a cycle route will not be permitted unless a satisfactory alternative is available or provided.

5.39 The cycle network shown on the Proposals Map indicates those routes that the Council will seek to provide within the Plan period. The Network includes the Millennium Route 5,Route 81 of the National Cycle Network and also the Regional Cycle Routes which have been identified in conjunction with other Authorities. The development of a Cycling Strategy for Sandwell by the Local Agenda 21 Cycling Group concluded that it was important to identify routes linking together 18 of Sandwell's centres. Much of this has been embraced as part of the overall proposed network.

5.40 Opportunities will be taken to integrate cycling with other modes in the hierarchy of movement. In addition further routes will be created if they are required, including, in particular, safe routes to stations, workplaces and schools, and routes linking with the cycle networks of neighbouring districts.

5.41 Secure cycle parking and storage is essential and will be encouraged, particularly in centres and at railway stations and Metro stops.

5.42 Supplementary Planning Guidance will be prepared which will provide detailed guidance on cycling issues.

Policy T8 - HACKNEY CARRIAGES/PRIVATE HIRE VEHICLES

Provision for Hackney Carriages and for the safe dropping off and picking up by private hire cars should be made in new developments that are the focus of major flows of movement.

In West Bromwich and town centres assessments of provision will be made and where necessary further provision will be explored.

5.43 Taxis (Hackney Carriages and Private Hire Vehicles) can provide a means of access to shops, leisure, social activities and schools, especially for people who have mobility problems. For those without access to a car, taxis can supplement public transport, cycling and walking and provide variety of choice. Also some choose taxis as a convenient alternative to their own cars. It is essential that provision be made in the major centres to avoid unauthorised parking and access, which is a danger to pedestrians. In addition new developments will, where appropriate, be expected to incorporate provision for taxis, as part of their overall design and be highlighted within the transport assessment of such proposals.

Policy T9 - TRAFFIC CALMING

A programme of "traffic calming" measures on existing highways will be promoted, and developers will be required to incorporate or fund measures in appropriate developments.

5.44 In residential areas, vehicles tend to travel too fast and create conflict with pedestrians, parked cars and children playing. This creates both safety and environmental problems and reduces the overall quality of life of residents. A range of measures known collectively as "traffic calming" has been developed to deal with these problems. These include road humps, narrowing of roads, pedestrian refuges, the concept of Home Zones where people are given priority rather than cars,20 mph zones and other reduced speed limits and road closures. The Council has implemented a number of such schemes. Private developers have also been required to incorporate measures into housing schemes. The Council's priority will be to deal with areas of the Borough where there are major road safety and/or traffic problems. Measures will be discussed with local residents. They will also be discussed with bus operators to ensure their accessibility, the emergency services to ensure that safety requirements are met, statutory undertakers and other users of the highway. Developers will be required to consider the needs of pedestrians and plan traffic calming measures into schemes where appropriate.

Policy T10 - ROADS

5.45 While the general thrust of transport planning will be to improve the provision of public transport and alternatives to the private car, thereby reducing the growth in the number and length of car journeys, there are still some circumstances where new road building is valid.

5.46 The Strategic Highway Network has been agreed at the Regional level and is shown on the proposals map. In particular, some major road schemes are identified on the Proposals Map that are part of major regeneration schemes. In addition, diverting the Strategic Highway Network out of major centres helps meet the LTP objective to contribute to an efficient economy and to support sustainable growth by improving journey times for freight and essential car traffic. This will then provide road space in the centre for buses and cyclists and for pedestrian improvements.

Policy T11 - ROAD IMPROVEMENT

Developments will not be permitted where they prejudice a road/junction improvement as indicated on the Proposals Map.

5.47 Road and junction improvements exist where considered necessary to the safe and efficient operation of the road network. These will be protected against development that would prejudice their implementation.

Policy T12 - CAR PARKING

Certain classes of development will be subject to maximum car parking standards, as defined by Planning Policy Guidance Note 13 –Transport). These standards are outlined in the table below:

Maximum Parking Standards
Food Retail - 1 space per 14m² for developments over 1000m² gross floorspace

Non Food Retail - 1 space per 20m² for developments over 1000m² gross floorspace

Cinemas and Conference Facilities - 1 space per 5 seats for developments over 1000m² gross floorspace

D2 (other than cinemas, conference facilities and stadia) - 1 space per 22m² for developments over 1000m² gross floor-space

B1 including offices - 1 space per 30m² for developments over 2500m² gross floorspace

Higher and Further Education - 1 space per 2 staff +1 space per 15 students (see note 1) for developments over 2500m² gross floorspace

Stadia - 1 space per 15 seats (see note 2) for developments over 1500 seats

Notes
1. The standard for students relates to the total number of students attending an educational establishment, rather than full-time equivalent figures.
2. For stadia, sufficient coach parking should be provided to the satisfaction of the local authority and treated separately from car parking. Coach parking should be designed and managed so that it will not be used for car parking.
3. Parking for disabled people is dealt with in policy DC5.1
4. For mixed development, the gross floorspace given over to each use should be used to calculate the overall total maximum parking figure. For land uses not covered in these standards, the most stringent regional or local standards should apply.
5. The standards are based on 1 space per m² of gross floorspace unless otherwise stated.

Proposals should address the road safety and amenity implications of the development.

A flexible approach will be taken to car parking provision for new housing. Reduced levels of car parking provision may be accepted, particularly: in association with developments in town centres; close to quality public transport; where targeted at low car ownership groups; and where infill developments reflect local distinctiveness.

Town Centres

A Car Parking Strategy will be developed for West Bromwich Town Centre. Consideration will be given to developing strategies for other town centres. These strategies will determine the appropriate level of car parking for the particular area.

Any car parking provided within the Town Centres of West Bromwich, Bearwood, Blackheath, Cape Hill, Cradley Heath, Great Bridge, Oldbury or Wednesbury shall be considered as part of the overall provision for that Centre;

Developers will be required to assess the impact of their proposals on the level and type of car parking;

Applicants must demonstrate how the proposed car park shall be managed to provide for short stay parking;

All car parks for new development should be accessible to the general public 24 hours a day and be convenient to and integrated within the centre. With regard to safety and security measures, the Council will assess all proposals for car parks against Circular 5/94 and the relevant initiatives and standards relating to Secure Car Parks or similar.

Deck/multi-storey parking will be encouraged in appropriate locations.

5.48 Land use planning and the provision of public transport and alternatives can influence the quantity of road traffic. However the effects of this will be negated if the number of parking spaces at destinations is not controlled. Parking restrictions may need to be tightened at some locations to complement other initiatives aimed at reducing traffic and its associated problems. The Council has adopted powers under the Road Traffic Act 1991 and is responsible for the enforcement of all non-endorsable parking offences. This gives the Council greater control in the use and management of parking controls.

5.49 The Government has recognised that car parking is a major influence on the choice of means of travel. Reducing the level of parking in new development is essential to promoting sustainable travel choices and tackling congestion. In order to do this, broad classes of development will have maximum car parking standards. There will be no minimum standards for general parking. For the purposes of this policy, changes of use are regarded as new development.

5.50 The Council will be considering extending this approach to other types of development. In particular, in keeping with PPG3 -Housing, a flexible approach will be taken to the amount of car parking provision required for different types of housing development.

5.51 A Town Centre must be economically viable to promote stability and growth, and car parking plays an important part in this. Short stay car parking is necessary to ensure a centre's attractiveness and competitiveness. The West Bromwich Town Centre is defined in the West Bromwich Town Centre Inset Plan and the Town Centres by the Inset Plans.

5.52 A statement of intent for management of the car parking provided is required. Generally, it is considered that any development should have regard to the practice in other car parks within the centre. This policy allows the opportunity for arrangements and options for management to be formalised, f necessary, between the applicant and the Council.

5.53 This policy reflects the move towards a 24 hour economy and the increase in late night shopping and leisure/entertainment. It has the caveat that the car park can be closed for one day a year to avoid it becoming a Public Right of Way. The introduction of this policy will have implications for lighting, maintenance and policing and will raise the quality, security and attractiveness of car parks.

5.54 The final part of this Policy gives the opportunity for multi storey parking to be promoted, thereby freeing up land for development.

5.55 For some members of our society the private car provides a level of personal mobility and access that cannot be reasonably provided by public transport. Provision of dedicated and specialist parking spaces will allow people with these requirements to have the opportunities to shop, work and take part in leisure activities. Therefore, it is still considered that certain types of parking, particularly for disabled people, and alternatives to the car should be adequately provided for; and minimum standards will be developed for these. Policy DC5.1 puts forward a formula for car parking for disabled people. Other minimum standards, for cycles, powered two wheelers and for parents with small children will be addressed as part of further detailed guidance.

5.56 The Council will develop car parking strategies that will help to reduce the projected increase in congestion and the growth of the use of the private car, thereby reflecting the provisions of the Local Transport Plan. The strategies will include:

• Achieving the LTP target reduction in the proportion of long stay car parking in West Bromwich as proposed in the West Bromwich Inset, together with improved access by public transport;
• Discouraging non-essential car parking for locations with good public transport accessibility;
• Addressing minimum standards for certain types of parking, e.g. for disabled people, people with special needs, cycling and powered two wheelers.

Policy T13 - PARK AND RIDE

Proposals for strategic park and ride developments in Sandwell will be resisted.

The Council supports the provision of new local park and ride developments at Metro stops, Rail Stations and in association with buses for access within Sandwell and the immediate area. Proposals for new or extensions to such local park and ride facilities will be considered on their merits, bearing in mind their impact on traffic movements in the vicinity of the site. Proposals that would increase car journey length or promote additional car journeys will be resisted.

5.57 The Council is keen to see the transfer of car journeys to public transport, whether it is to rail, the Metro or bus. This will promote energy efficient transport and reduce congestion. However the Council does not wish to encourage lengthy car journeys which enter the Borough in order to complete the last, short leg of a trip by public transport. Nor does the Council wish to promote additional car journeys within or into the Borough in order to park at such facilities which otherwise would not be generated. Such journeys would be counterproductive and introduce additional congestion and pollution concerns.

Policy T14 - ROAD FREIGHT

Proposals which generate significant freight movements will be directed to sites with direct or satisfactory access to the Strategic Highway Network, and where they do not overburden the local highway network or harm residential amenity.

5.58 It is likely the reliance on road freight for the movement of goods and materials will continue to be the primary means of freight haulage and distribution during the plan period. The location of Sandwell at the heart of the country's motorway network means that it is particularly attractive to road freight activities, particularly distribution uses.

5.59 Consequently the freight industry in Sandwell forms an important part of the local and wider economy. However, it is recognised that heavy goods vehicles can create noise, air pollution and general disturbance to the environment. Bases and other facilities such as truck-stops for heavy goods vehicles can also be a particular source of problems in or close to residential areas. The Council will therefore direct these types of uses to appropriate sites close to the Strategic Highway Network and sites where they will not overburden the local highway network or harm residential amenity. The Council will work with the Chamber of Commerce, the Freight Transport Association and operators to achieve this.

Policy T15 - RAIL FREIGHT

Sites with existing and potential rail freight facilities will be safeguarded for rail related uses. The Council will support the use of the Stourbridge to Walsall line for rail freight.

5.60 Compared to road, rail freight can offer significant advantages in terms of speed, the avoidance of congestion and environmental impact. This will also have environmental benefits arising from the reduction in the number of heavy lorries carrying freight. The Council recognises the environmental benefits of rail freight and is keen to ensure the Borough maximises its contribution to this.

5.61.Since 1994 the amount of freight carried by rail has increased. The Rail Freight Strategy for the West Midlands Region 1999 identifies a need, as well as potential, for an increase in the movement of freight by rail, both nationally and in the West Midlands Region. The Strategy indicates there is a shortage of new private sidings and a need to provide sufficient freight capacity along suitable routes. Sandwell has the potential to provide facilities for rail freight via the West Coast Mainline, the Tame Valley Line, the Stourbridge Line and potentially the Stourbridge to Walsall line. Sites along these routes with existing or potential rail access will be protected for rail related development and the reopening of the Stourbridge to Walsall line for freight would be supported. Sites which will be examined for such potential may include:

• Eagle Lane/Bagnall Street, Great Bridge,
• Willenhall Steel Stockholders,
• Albright &Wilson,
• Gulf Oil Site, Union Road,
• Broadwell Works, Oldbury,
• Station Road, Blackheath,
• Friar Park Road (Bescot),
• Bromford Lane, Oldbury,
• Tat Bank Road, Oldbury,
• Bilport Lane, Wednesbury,
• Middlemore Road Industrial Estate, North Smethwick.

Policy T16 - ROAD SAFETY

The safety of all highway users will be promoted and encouraged in order to reduce road danger. All developments should demonstrate attention to the need for road safety.

5.62 The safety of all users of the highway network is a priority. The Council will require that all proposals which involve the use of the highway demonstrate that the safety of pedestrians, cyclists, drivers and passengers has been promoted. When considering proposals for new development attention will not only be given to design and immediate means of access, but also whether it is in a suitable location in relation to the wider highway system in view of the nature and level of the traffic likely to be generated.

Policy T17 - TRANSPORT ASSESSMENTS, TRANSPORT STATEMENTS AND COMMUTER TRAVEL PLANS

To enable the proper consideration of proposals, planning applications for development will need to be accompanied by a Transport Assessment. For major proposals, the Assessment should illustrate accessibility to the site by all means, and the likely modal split of journeys to and from the site. It should also give details of proposed measures to improve access by public transport, walking and cycling.

For smaller schemes, the Assessment should simply outline the transport aspects of the application.

Planning obligations may be required, or conditions may be attached to planning consents, as a result of these assessments, in order to address the issues identified. These may include the preparation and implementation of Green Transport Plans.

5.63 It is important that no individual or individuals are physically excluded or disadvantaged from accessing facilities or opportunities. Design of all proposals should reflect this basic requirement. Development proposals will be expected to be accompanied by a Transport Assessment that demonstrates this. Prospective developers should hold early discussions with the Council in order to determine the coverage and detail of these Assessments.

5.64 Commuting is perhaps the most significant source of congestion in cities and towns. The morning and evening peak flows are characterised by low speed, low geared single occupancy private cars with an associated build up of pollutants in the atmosphere. Proposals which generate commuting trips will be required to address this issue by encouraging employees to explore alternatives, car sharing etc. This may be accomplished through the Company Travelwise Initiative. This seeks to prepare Green Transport Plans, a way by which companies manage their transport needs to reduce the amount of road traffic they generate.

5.65 Conditions may be attached to permissions that require on site transport measures and facilities. Obligations may be used to require measures that influence the pattern of travel to the proposals.

Policy T18 - SAFER ROUTES TO SCHOOL

The Council supports and promotes Safer Routes to Schools and requires developments to facilitate or accommodate these.

A School Travel Plan should accompany proposals for new or expanded schools.

5.66 Journeys made by vulnerable members of the community, in particular schoolchildren, need to be as safe as possible, and enabling this will often be an important aspect of a development. The Council supports the Safer Routes to Schools Initiative, and requires developments to contribute where necessary to achieving this.

5.67 School Transport Plans should promote safe walking, cycling and bus access and restrict parking and car access at and around schools. The Council favours 20 m.p.h. speed zones around all schools linked with the option of school transport.