TRANSPORT AND COMMUNICATIONS

Transport Aim

10.1 The key aim in relation to Transport is:

“to reduce the need to travel, particularly by car, and to promote other ways of travelling.”

Transport Objectives

10.2 To further this aim, the Transport objectives of the Local Plan are:

Objective 38: Location and Mix
To locate as much development as practicable within the towns and to ensure an appropriate density and mix of uses.

Objective 39: Rail Freight
To promote proposals that assist in the movement of freight by rail.

Objective 40: Integration
To promote high quality interchange facilities between different types of transport.

Objective 41: Personal Mobility
To improve access for everyone.

Objective 42: Infrastructure
To promote improvements to public transport infrastructure.

Objective 43: Traffic Impact
To reduce the harmful effects of traffic, especially in existing residential areas and town centres.

Objective 44: Cycling and Walking
To promote measures to improve safety and enhance access and facilities for vulnerable road users such as cyclists, pedestrians and horse riders.

Objective 45: Car Parking
To use car parking standards and policies, to promote more sustainable transport choices and reduce the reliance on the private car.

Objective 46: Travel Plans
To promote the formulation of green transport plans in connection with existing or proposed developments that either generate significant volumes of traffic, or would create specific traffic problems that need to be addressed.

Objective 47 Rural Transport
To promote the provision of a high quality transport network in rural areas.

Introduction

10.3 The movement of people and goods is vital to the District's economic well being and quality of life for local residents. In its first report under the Road Traffic reduction Act 1997, Worcestershire County Council states that local traffic growth has historically mirrored national traffic growth, predicting a 32% growth in traffic volume for the period 1996-2010. Within the three towns Kidderminster, Stourport-on-Severn and Bewdley, 25% of households do not own a car and 45% own one car. The rural parishes of Wyre Forest have very high levels of car ownership.

10.4 The Local Plan transport policies aim to reflect the objectives of Planning Policy Guidance Note 13 - Transport (March 2001). Notably to integrate land-use planning and transport to reduce the need to travel and to promote sustainable transport choices. There is increasing need to establish a balance between maintaining the freedom to travel and a competitive economy against both global and local environmental sustainability concerns.

10.5 The Government's 1998 White Paper "A New Deal for Transport" marked a radical change in transport policy, setting out measures to move towards a better, more integrated transport system. It stresses the need for fully integrated transport policies and proposals with land use planning. Emphasis is placed on promoting sustainable travel choices through improved public transport, cyclist and pedestrian accessibility. "A New Deal for Transport" highlights Local Transport Plans as the key to delivery of locally integrated transport. These constitute five-year strategies for co-ordinating and improving all forms of transport locally, setting out future investment plans and proposals for the implementation of specific measures.

Kidderminster Bus Station

10.6 The Worcestershire Local Transport Plan covers the period 2001-2006 and was submitted by Worcestershire County Council in July 2000 following a comprehensive year-long public consultation exercise. Proposals for the District include improvements at Kidderminster Rail Station and radial routes traffic management schemes at Stourport Road A451, Comberton Hill A448 and Horsefair A451. The Local Plan transport policies aim to address land-use issues relating to these proposals contained in the Local Transport Plan

10.7 The Worcestershire Local Transport Plan identified the need to establish a Wyre Forest Bus Quality Partnership which is now progressing. Provisions are made for the formation of Quality Partnerships in the Transport Act 2000. The Bus Quality Partnership aims to develop a programme of improvements to provide a safe, efficient and convenient public transport system for the Wyre Forest area. The steering group has identified a number of improvement scheme proposals, which have land use planning implications in the District. As a contribution towards the Bus Quality Partnership, the District Council has replaced most of the urban bus shelters through a sponsored scheme for the provision and ongoing maintenance of bus shelters.

10.8 The District Council has formulated a Cycle Strategy for Wyre Forest which was adopted as Supplementary Planning Guidance in 2002 following consultation with local cyclists, Worcestershire County Council and other interested parties. The strategy identifies a network of safe and convenient routes used by cyclists for both utility and leisure purposes. The improved provision of facilities for cyclists within the District is supported by the Wyre Forest Cycle Forum, a group of local cyclists and key policy makers.

10.9 Within the District, the County Council is implementing its Safer Routes to Schools programme which aims to improve the safety of the school journey through developing a package of measures which promote walking, cycling and public transport. Safer Routes to Schools Initiatives have already been undertaken at Baxter College in Kidderminster. The County Council is also promoting a walking strategy to introduce measures that promote walking as a viable mode of transport for journeys under one mile.

Public Transport

Buses

10.10 Bus services within Wyre Forest District and its outlying areas are generally provided by First Group and the locally based Go Whittle. The current bus network in Wyre Forest has a number of shortcomings such as poor reliability due to highway congestion particularly affecting radial routes into Kidderminster, irregularity of rural services and poor interchange with Kidderminster Rail Station.

10.11 The ability of Kidderminster to act as a hub for the Wyre Forest bus network has been enhanced through the redevelopment of the bus station, bus depot and adjacent industrial land as shown on the Proposals Map. This incorporates fully accessible waiting areas, toilet facilities and other travel information. Currently, the connectivity between the bus and rail stations in Kidderminster is poor and is not conducive to discouraging car use within the Wyre Forest. The Council wishes to promote the provision of good quality interchange facilities within the District.

Kidderminster Bus Station

10.12 The Wyre Forest Bus Quality Partnership provides the main impetus for improving bus services and infrastructure within the area. A number of bus priority measures are currently being researched and implementation is expected to begin in 2004/2005. Proposals include a package of measures for the A451 Stourport Road/Minster Road to address congestion at both Kidderminster and Stourport. Other measures include junction treatment and access to Kidderminster Rail Station from the A448 Comberton Hill. Identified measures have been collated to form a bus priority route network, which is shown on the Proposals Map.

10.13 The Council will support measures to improve public transport infrastructure and bus service provision both within and between the three main towns and linking the rural areas of the District. Although there is a high level of car ownership within the rural parishes, a number of people such as the elderly, young and disabled do not have access to a car. Improved public transport would help to increase their mobility and assist in reducing congestion within the three main towns. The Worcestershire Local Transport Plan highlights the development of the role of community transport in order to meet the needs of those people who are unable to utilise conventional public transport due to lack of service or mobility impairment.

10.14 The District Council will seek to improve public and community transport services in rural areas which are poorly served by public transport. In particular, improved links will be required for new development relating to employment, leisure and recreation in the rural areas of the District.

Bus Infrastructure

Policy TR.1 Development which is likely to have an adverse impact on the proposed bus priority route network, will not be permitted. Where appropriate S.106 Obligations will be sought for contributions towards: i) Off site provision of bus priority measures; ii) Improved bus services where major new development would generate significant volumes of traffic; iii) The provision of improved public transport services to link to new development in rural areas. iv) The upgrading of bus infrastructure in Stourport-on-Severn, Bewdley and Kidderminster.

 

Railways

10.15 Rail plays an increasingly important role in providing links with the West Midlands Conurbation; this is reflected in the current levels of commuting. Improvements to the capacity of the rail network could potentially transfer a further proportion of commuter traffic from road to rail.The Centro 20-Year Public Transport Strategy sets out the long-term perspective on improving the public transport system throughout the West Midlands. Cross boundary issues may have positive effects on facilities at Kidderminster Rail Station.

10.16 Two railway lines serve the District; firstly the Network Rail Birmingham (New Street/Snow Hill) - Stourbridge - Kidderminster - Droitwich - Worcester line served by Central Trains. This line provides an important link with Birmingham for commuting, shopping, leisure and educational trips and gives access via Birmingham New Street to the intercity network. Intermediate stations en route to Birmingham provide access for journeys to work in parts of the Black Country. In a southerly direction, the line provides access to Droitwich and Worcester. The service is well used in both directions with heavy use during weekday peak periods.

10.17 Severn Valley Railway Holdings plc operates the Kidderminster to Bridgnorth line as a restored steam railway aimed at the steam railway enthusiast, leisure and tourist market. The railway is one of the major tourist attractions of the area with stations at Kidderminster, Bewdley and Upper Arley.

Kidderminster Railway Station

10.18 There are two Network Rail stations within the District, at Kidderminster and at Blakedown. Kidderminster Station provides the main facilities to serve the District. Blakedown serves only a small local catchment due in part to service and parking restrictions. The parking facilities at Kidderminster Station are well used.

Train at Kidderminster Station

10.19 The Council is keen to promote the expansion and improvement of parking, interchange and other facilities at the Kidderminster railway stations, in order to improve the attractiveness of rail transport. An area of land to be safeguarded for such purposes has been identified on the Proposals Map. During September 2002 Chiltern Railways commenced a service from London Marylebone via Birmingham Snow Hill to Kidderminster. This has intensified usage of Kidderminster Rail Station.

10.20 PPG13 advises that convenient and safe interchange is essential in promoting sustainable travel choices. The Worcestershire Local Transport Plan identifies the need to improve access for all modes of transport to the Kidderminster Rail Station, in particular pedestrians, cyclists, buses, taxis and private cars. Currently access for the mobility impaired to the station and its platforms is very poor. The Local Transport Plan proposes a package of measures to improve interchange facilities at Kidderminster Rail Station. The package aims to promote the integration of all modes of travel and to improve the flexibility of public transport in Wyre Forest. Measures include:

- Junction improvements for ease of access into and out of the station.
- The provision of cycle lockers.
- Better access to travel information.
- Improved waiting facilities
- Improved access for disabled people.

The Council supports the proposed improvements to the station.

Entrance to Kidderminster Station

Interchange Improvements at Kidderminster Railway Station

Policy TR.2 The area of land centred on Kidderminster Station and shown on the Proposals Map as land for railway purposes, will be safeguarded for future railway related developments. Development which would be detrimental to the proposed interchange improvements at Kidderminster Rail Station, will not be permitted.

 

Former Railway Line - Stourport-on-Severn to Hartlebury.

10.21 Stourport-on-Severn was connected to the national rail network via a single-track line to Hartlebury until the mid 1970s. Although passenger services ceased in the 1960s, the line was used to provide local deliveries to the Stourport power station until just before its closure. Subsequently although the rail station and associated land was redeveloped for housing, the former railway line from the Staffordshire and Worcestershire Canal to Hartlebury has not been severed by development. Part of the route is included in the Leapgate Country Park and therefore has been safeguarded. In addition, the entire route is within the Green Belt where there is a general presumption against development.

10.22 The Worcestershire Local Transport Plan proposes interchange improvements at Hartlebury Rail Station in Wychavon District. This would increase the potential for rail services calling at Hartlebury. The existing former railway line provides an opportunity to provide sustainable transport linkages between Stourport-on-Severn and Hartlebury. Although no specific proposals are included in the Structure Plan to reinstate the rail link to Stourport-on-Severn, the District Council wishes to ensure that such a possibility remains open as a longer-term option. The nature and form of any future transport link proposals would need to be the subject of separate and further detailed consideration and assessment at the appropriate time.

10.23 At Stourport-on-Severn the safeguarded route for the Stourport Relief Road crosses the former railway line adjacent to Timber Lane. In the longer term this would provide the potential for vehicular access to a new station/interchange facility.

Sustainable Transport Route

Policy TR.3 The line of the former Stourport-on-Severn to Hartlebury railway will be safeguarded. Development considered to be detrimental to its long-term use as a sustainable transport route will not be permitted.

 

Freight Transfer

10.24 The economic prosperity of the District is dependent upon the efficient distribution of goods and services. However, the rapid growth in the transit of goods by roads has brought with it substantial disbenefits to local communities, including pollution, congestion, disturbance and increased accidents.

10.25 PPG13 advises that land-use planning has a significant impact to make on distribution by using policies and decisions on patterns of development and infrastructure. In particular developments generating substantial freight movements should be located away from congested and residential areas. Encouraging development, which can realistically be served by rail or water and with good access to trunk roads and the promotion of sustainable distribution in developments are highlighted. The identification and protection of sites, which could be critical in developing infrastructure to widen freight transfer choice and the identification and protection of opportunities for rail or waterway connections to existing sites, are recommended.

10.26 Structure Plan Policy T15 relates to the promotion of the transfer of freight, waste, aggregates and minerals from roads to other forms of transport such as rail, water and pipeline. The policy seeks to reduce the impact on the highway network and environment through locating new industrial and warehouse development with access to railways, waterways or pipeline termini. It also stresses that where freight requires transfer by road, it will be concentrated on the lorry route.

Rail Freight Connection

10.27 The Worcestershire Local Transport Plan proposes the development of a freight strategy. In summary, this identifies the following measures:

- The establishment of a Freight Quality Partnership
- The production of County HGV maps
- The production of congestion "hotspot" maps
- The establishment of clear zones/low emission zones
- Identifying the potential for a strategic freight interchange
- The development of opportunities for water borne freight.

10.28 The Council supports the principle of locating developments likely to generate significant freight movements at appropriate allocated sites with access or potential access to the rail network.

10.29 The Worcestershire Local Transport Plan identifies Hartlebury Industrial Estate in Wychavon District as an industrial site, which has the potential to be reinstated as a rail freight terminal. It also refers to the British Sugar Factory Site located on Stourport Road, Kidderminster, as a development site allocated for industry that has potential for rail freight connection. The British Sugar Factory site adjoins the Severn Valley Heritage Railway line, which was originally utilised for freight connections to Birmingham. A set of sidings adjacent to the site are still in existence, these were used for the transportation of sugar beet to and from the factory. Rail freight connection to the site ceased to be used in the early 1980s. This existing infrastructure has the potential to be upgraded to provide a rail freight line to serve industry within the area. The County Council's Freight Strategy proposes to explore the feasibility of these sites in order to develop further opportunities for rail freight.

Access to Rail Freight

Policy TR.4 Proposals for the redevelopment of the British Sugar Factory Site should take into account the potential for connection to the rail network for freight transport. Proposals which would be prejudicial to the viability of developing a rail freight connection will not be permitted.

 

Control of Heavy Goods Vehicles

10.30 The County Council has defined a network of lorry routes for Worcestershire; those within the District are shown on the Proposals Map. The main purpose of the network is to show which roads should be used for long distance trips and to assist in the planning of new industrial and commercial developments. The network also provides a framework for the design of traffic management regulatory measures aimed at, where feasible minimising the adverse environmental impact of Heavy Goods Vehicles.

Lorry Route Network

Policy TR.5 Proposals for development likely to generate significant goods vehicle traffic will normally be allowed only where they are in close proximity to the lorry route network. Proposals which are likely to have an adverse impact on residential areas will not be permitted.

 

Provision for Cyclists

10.31 Cycling represents a very environmentally acceptable and sustainable form of transport, suited in particular to most short utility and leisure trips. In 1996, the Government adopted the National Cycling Strategy, which included targets to double cycle use by the year 2002 and to double it again by 2012. In response to this, Local Authorities are required to develop viable cycle strategies for their areas.

Cycle parking, Kidderminster College

10.32 The County Council has an adopted Cycle Strategy for Worcestershire, which is outlined in Chapter 4 of the Local Transport Plan. This considers in general terms measures that can be sensibly implemented to make cycling a more convenient means of transport and aims to reduce the dangers to cyclists.

10.33 The Wyre Forest Cycle Forum was established in 1998. This group consisting of key policy makers and representatives of local cyclist's groups meets on a regular basis to discuss ways of improving facilities for cyclists within the District. Wyre Forest District Council's Town Centre Management Strategies for Kidderminster, Stourport-on-Severn and Bewdley, include proposals for improvements to cycle routes and the provision of safe and convenient cycle parking.

10.34 The District Council has prepared a Wyre Forest Cycle Strategy in consultation with local cyclists and the County Council which was adopted as Supplementary Planning Guidance in 2002. The Strategy identifies a strategic network of cycle routes, which aims to make existing roads more safe and convenient to use for cyclists. Measures such as traffic calming, junction treatment, reallocation of carriageway space and the provision of cycle lanes and tracks will be implemented in partnership with the County Council. The proposed cycle route network for Wyre Forest is shown on the Proposals Map. Any development, which is likely to be detrimental to the network, will not be permitted. The District Council will actively encourage developers to include cycle facilities in their proposals when submitting applications for planning permission, where appropriate. All new highway and land-use development schemes will be subject to a cycle audit procedure (undertaken by the County Council), to ensure that the needs of cyclists have been fully considered.

Staffordshire & Worcestershire Canal Cycle Path

10.35 The Staffordshire and Worcestershire canal provides a safe, direct utility and leisure cycle link to Kidderminster town centre and Stourport-on-Severn. Recently, the sustainable transport charity Sustrans, British Waterways and Worcestershire County Council funded surfacing works to the canal towpath running from Kidderminster to Stourport-on-Severn as part of the National Cycle Network, which will run through the Wyre Forest. Further provision for cyclists to the north of this route will be pursued through the Environment Agency's flood alleviation scheme in the Springfield Park and Puxton Marsh area.

10.36 The provision of secure cycle parking facilities is an important factor in encouraging people to cycle. The District Council will therefore require all major developments to conform to the County Council's cycle parking standards outlined in Appendix 9. These are based on advice given in PPG13, and require the provision of parking for at least six cycles for major new development.

Cycling Infrastructure

Policy TR.6 Development which is likely to be detrimental to the Wyre Forest cycle route network shown on the Proposals Map will not be permitted. The District Council will require all major new developments to conform to the cycle parking standards outlined in Appendix 9. Developers will be encouraged to include cycle facilities in their proposals when submitting applications for planning permission. Where appropriate s.106 Obligations may be required for contributions towards off site provision of cycle infrastructure.

 

Pedestrians

10.37 Walking represents a popular mode of transport; it is particularly well suited to short trips of less than one mile and accounts for 80% of these journeys. Walking helps to reduce peak traffic congestion and improves both fitness and health. However, during the last ten years, walking has declined by more than 10% due to the growth of car ownership and use. Land use planning has previously been dominated by the needs of the motor car and there has been a tendency to overlook the needs of pedestrians in the design and layout of developments

10.38 PPG13, highlights the need to pay particular attention to the design, location and access arrangements for new development to ensure that walking is promoted as a means of access and to create direct, safe and secure walking routes. The County Council aims to deliver a walking strategy for Worcestershire (Chapter 5, Local Transport Plan), the purpose of which is to:

"Promote walking as a viable means of transport, through prioritising the needs of pedestrians in transport and land use planning, and through improving facilities for pedestrians to make journeys safer and more convenient."

10.39 Wyre Forest District Council's Town Centre Management Strategies for Kidderminster, Stourport-on-Severn and Bewdley, include proposals for the improvement of pedestrian links and accessibility. The Strategy for Kidderminster is particularly concerned with the improvement of pedestrian links between Kidderminster town centre, rail and bus stations.

10.40 Land use planning plays a vital role in the promotion of walking as a mode of transport. The District Council will require all development to consider accessibility by foot, the design of safe and convenient walking routes in new development and in and around existing development. Resources from developers will also be sought in order to fund enhanced pedestrian access to development.

10.41 Easy access to all developments for everyone, in particular public facilities, must be available. The District Council will require all new facilities to be designed to be accessible to people with disabilities. Safe, attractive and efficient pedestrian routes for everyone must be incorporated into the layout of new development.

Provision for Pedestrians

Policy TR.7 The design and layout of all new development should ensure that proper provision is made for safe, convenient and easy pedestrian movement, including that for the mobility impaired, both within the development and in relation to adjacent areas. Applications which do not fulfil this objective will be refused. *Where appropriate s106 Obligations will be sought from developers to enhance pedestrian access to development and its surrounding environment.

 

10.42 The Leisure, Recreation and Tourism chapter of the District Local Plan provides more information on the Public Rights of Way network.

The Highway Network

10.43 All the main highways in the District are classified by the Highway Authority into a hierarchy of categories ranging from the Regional Strategic Route Network (roads connecting major towns) to Local Distributors (roads carrying traffic having an origin or destination within a defined area).

Within the District the key strategic highways are as follows:

- The A449 trunk road, which runs north/south through the District and the eastern side of Kidderminster, linking Worcester and Wolverhampton.
- The A456 which is a trunk road (between the M5 Junction 3 and the A449) and runs east/west through the District providing the main route from the conurbation to Kidderminster, Bewdley and on to the Marches.
- The A448 Kidderminster to Bromsgrove Road
- The A442, which connects Kidderminster with Bridgnorth and Droitwich
- The A451 Stourport-on-Severn -Kidderminster - Stourbridge route.

10.44 Worcestershire County Council is currently undertaking a review of the network hierarchy with the aim of maximising the safety and efficiency of movement for public transport, cycles and pedestrians. The road hierarchy provides guidance on how roads should be used by applying appropriate safety and maintenance standards. Emphasis will focus on balancing the use of the network through increasing highway safety for vulnerable road users such as cyclists, pedestrians and horse riders. Priority will be given to these users in appropriate circumstances.

10.45 Recently, proposals have emerged to detrunk selected trunk roads in order that they are managed by the Local Highway Authority. This will facilitate local decisions and enable the greater integration of local transport and land use planning issues. It is proposed that the sections of the A449 and A456 trunk roads running through the District will be detrunked.

10.46 The current road hierarchy for the District is shown on the Proposals Map.

The Highway Network

Policy TR.8 In considering proposals for development and for the management of traffic, regard will be had to the road hierarchy for the District, as indicated on the Proposals Map. Differing standards regarding design, speeds, access points and traffic management measures will be applied by the Highway Authority to each category of road in accordance with its primary function.

 

Impacts of Development on the Highway Network

10.47 It is the District Council's general aim to promote highway safety when considering proposals for development. In relation to highway considerations there are normally two aspects of concern. Firstly whether the local network is capable of accommodating the likely level of traffic arising out of the development together with predicted growth in base level traffic without causing unacceptable congestion, environmental effects, or safety problems. Secondly, whether the proposed site access itself would lead to highway safety or congestion problems.

10.48 Annex B: Access to Trunk Roads, set out in PPG13, advises that a graduated approach to new connections to trunk roads or the intensified use of existing ones should be adopted. Access will be most severely restricted in the case of motorways. The most strategic routes on the core network will be subject to access restrictions almost as stringent. The remainder of the network will be submitted to a less restrictive approach to connections, subject to consultation with the Local Highway Authority, Worcestershire County Council.

Impacts of Development on the Highway Network

Policy TR.9 In considering proposals for development, the District Council will have regard to the traffic impact of the proposal on the highway network. It must be demonstrated that the road network is capable of accommodating the type and scale of traffic likely to be generated, with regard to safety and capacity. Adequate visibility must be available for vehicles turning into and out of the site. Proposals which would lead to the deterioration of highway safety will not be allowed.

 

Environmental Impact of Necessary Highway Works

10.49 Although the Council is anxious to promote safe access arrangements for new development there are certain instances where the environmental consequences of providing an access to the requisite highway design standards are unacceptable; such as the provision of a visibility splay requiring the removal of important amenity trees and hedgerows or old attractive brick boundary walls. In these instances the District Council will have regard to the wider impact of the development in reaching a decision on such applications and may in exceptional circumstances allow the relaxation of highway standards.

Environmental Impact of Highway Works

Policy TR.10 In considering applications for development, the District Council will have regard to the visual and environmental impact of any highway works necessary for the development to proceed. Developments which have an unacceptable adverse impact upon the environment will not normally be permitted.

 

Developments Fronting Unmade Roads

10.50 The Highway Authority and the District Council have normally resisted developments that either front or gain access from unmade roads which generally give rise to access and servicing problems. Within the District, whilst there are a number of unmade roads or tracks giving access to developments within the rural areas, the number within the urban areas is fortunately very limited.

10.51 When considering proposals for new development, it is important to ensure that adequate facilities in the form of a suitably constructed access road, to enable safe and convenient access by residents' and visitors' cars and delivery, service and emergency vehicles, is available.

Developments Fronting Unmade Roads

Policy TR.11 New developments fronting unmade roads or tracks which are inadequate to service the needs of the development, will not normally be allowed. This objection may be overcome if the proposals include the upgrading of the access to an acceptable standard at the developer's expense. Proposals for single dwellings which would constitute infilling with an existing substantially built-up frontage to an unmade road within areas covered by Policy H.2 will be considered on their individual merits.

 

Road Improvements and Traffic Management Measures

Traffic Management and Calming

10.52 The Council recognises that some residential neighbourhoods within the District are suffering from unnecessary through traffic flows utilising inadequate local access roads. This is exacerbated by the effects of children being taken to school by car and the use of minor roads to bypass congestion, contributing to a reduction in the quality of life in residential areas.

10.53 The Worcestershire Local Transport Plan identifies the need to implement schemes through an area wide approach. In particular, it highlights the use of home zones to limit speeds to 20mph or less, traffic calming schemes and Safer Routes to School schemes. Land use planning has a particularly important contribution to make towards these initiatives through ensuring developments are designed with regard to the needs of school travel and that they promote safe direct walking and cycle routes where appropriate. The District Council will seek to contribute towards traffic management and calming measures and associated provision for cyclists and pedestrians wherever possible. This will include the use of planning obligations in appropriate circumstances.

Traffic Calming, Larches Road, Kidderminster

10.54 The District Council will urge the County Council as Highway Authority responsible for implementing traffic management schemes; to undertake schemes which demonstrate full consideration of cyclists' and pedestrians' needs on an area wide basis where appropriate.

Area-Wide Traffic Management Schemes

Policy TR.12 The District Council will support the implementation of traffic management and calming schemes, including Safer Routes to Schools and Home Zones where appropriate. New development will not be permitted where it would be detrimental to such area-based schemes. *Where necessary s106 Obligations may be sought to contribute towards development related traffic management and calming measures.

 

The Horsefair - Kidderminster

10.55 The Section of the A451 Blackwell Street between the Kidderminster Ring Road and Hurcott Road, which includes the Horsefair area, has a history of severe traffic problems. Difficulties are caused by the substandard width of Blackwell Street, together with the lack of off-street servicing facilities for shops and the complexity of the six junctions in close proximity. The District Council is particularly concerned over problems related to conflict between heavy goods vehicles and the safety of pedestrians in the Blackwell Street/Horsefair areas.

10.56 The Worcestershire Local Transport Plan recognises the widespread concern over the traffic impact on town centres in the District, particularly within the Horsefair A451. The District Council aims to progress the implementation of a neighbourhood plan for the Horsefair. This is intended to form a holistic approach towards improving the quality of life for local residents. In particular, the large volumes of traffic, associated congestion and pollution have an adverse effect on quality of life within the area. Solutions will focus on relieving congestion and improving pedestrian movement through the Horsefair.

10.57 As an interim measure it is proposed to continue safeguarding one of the service roads accessed from Radford Avenue, pending a review of the wider transport options to be undertaken in consultation with the County Council.

The Horsefair - Kidderminster

Policy TR.13 The line of the Blackwell Street rear service road accessed from Radford Avenue (as indicated on the Proposals Map) will be safeguarded and physical development, which prejudices this line, will not be permitted.

 

 

Stourport Relief Road

10.69 There has long been widespread concern over the impact of high levels of traffic on the historic centre of Stourport-on-Severn. The town has a single river crossing channelling all traffic on the A451 through the town centre. Traffic congestion is worsened during Bank Holidays and the summer months due to the popularity of Stourport as a tourist attraction. During the course of preparing the Urban Areas Local Plan an opportunity to utilise the route of the former railway line, which served Stourport Power Station until its closure in the early 1980s, was identified for the routing of a relief road combined with a second river bridge. A safeguarding policy for the route was included in the adopted Urban Areas Local Plan and the scheme was included in the Structure Plan list of major road schemes as part of the First Alterations approved in 1990.

10.70 Part of the route has already been safeguarded through the provision made as part of the redevelopment of the former Power Station Site for housing purposes. A further short section of the relief road has been provided as part of the development of the Timber Lane housing development. Whilst the proposed line of the Stourport Relief Road is still protected, major development which may prejudice its construction will not be permitted. However, minor incidental development which would not materially affect the line may be acceptable along the line of the proposed relief road.

10.71 The County Council carried out a transport study for Stourport-on-Severn, during 2002. The study addressed short, medium and long term measures to improve the social, economic and environmental well being of the town and addressed all modes of people movement. The Stourport Relief Road is a medium to longer term option that needs to be evaluated under the NATA (New Approach to Appraisal) techniques before a decision can be made on whether to continue to support the project or replace it with an alternative solution. Any major scheme (in excess of £5 million) will need to be prioritised and generally, one major scheme is pursued in any five-year Local Transport Plan period. If the construction of the Stourport Relief Road is recommended, replacement sports pitches for Stourport Cricket and Rugby Football Clubs will need to be provided in accordance with advice in PPG17 and Policy LR.9

Proposed Stourport Relief Road

Policy TR.15 The line of the Stourport Relief Road as shown on the Proposals Map, will be safeguarded and physical development which prejudices this line will not be allowed.

 

 

Car Parking Provision

10.73 PPG13 advises that a lower level of car parking associated with development should be provided through expressing car-parking standards in terms of maximum provision rather than minimum. A reduction in the amount of parking in new development and the expansion and change of use in existing development should be used as part of a package approach to planning and transport measures in order to increase sustainable travel choices. PPG13 specifies that whilst maximum standards should be adopted for car parking related to development, minimum standards should be applied for disabled parking and cycle parking provision. Adequate provision for motorcycle parking should also be made.

10.74 Regional Planning Guidance for the West Midlands outlines the importance of parking policy in relation to the effective traffic management of urban centres. In particular it proposes the reduction of parking development proposed for central urban locations, which are highly accessible by non-car modes.

10.75 Worcestershire County Structure Plan 1996-2011 Policy T.4 advocates parking policies based upon limiting long stay car parking in favour of short stay facilities and maintaining accessibility by car for the mobility impaired and delivery vehicles. It also highlights the use of car parking standards for new development to reflect the use, location and accessibility by non-car modes and expressing car-parking standards in terms of maximum provision.

10.76 Worcestershire County Council has recently published draft-revised car parking standards for consultation based on the levels set out in PPG13. These are intended to form a countywide framework to be used in conjunction with specific local requirements for car parking within each District Local Plan. The District Council considers that new developments should satisfy the County Council's parking standards set out in Appendix 9. In cases of discrepancy in the application of car parking standards, the Council will apply those standards set out in Annex D of PPG13.

Market Street Car Park, Kiddrminster

10.77 In the town centres of Kidderminster, Stourport-on-Severn and Bewdley and locations within the District that are highly accessible by other modes of transport, opportunities exist to reduce levels of car parking below the specified maxima. However, the District Council recognises the importance in maintaining good quality, short stay parking in order to retain the viability of the town centres through their retailing and leisure roles. Within these areas, a reduction in the provision of car parking associated with development should be adopted as part of a package of measures to promote sustainable transport. In accordance with paragraph 56 of PPG13, proposals involving town centre or edge-of-centre retail or leisure development with car parking provision above the maximum levels will be considered having regard to the advice set out in paragraph 56 of PPG13. Should planning applications for the future expansion of parking facilities at existing railway stations within Wyre Forest be received, they will be assessed against the provisions set out in paragraph 63 of PPG13 and where appropriate, Annex E of PPG13.

10.78 In the interests of highway safety the County Council's parking standards specify that all industrial, commercial and non-residential developments will be required to provide adequate parking and manoeuvring space for lorries. The District Council will adopt this requirement as set out in Appendix 9.

Car Parking Standards and Provision

Policy TR.17 New development will be required to provide on-site parking in accordance with the County Council's parking standards set out in Appendix 9. i) Standards relating to car parking provision are regarded as maximum and should not be exceeded. ii) Standards specified for disabled parking bays and cycle parking provision are minimum and will be increased in appropriate circumstances. In the town centres and locations highly accessible by other modes of transport, levels of car parking provision below these maxima may be necessary as part of a co-ordinated package of planning and transport measures. *s.106 obligations may be used to achieve improvements to public transport, cycling and walking, where such measures are likely to influence travel patterns to development or to enhance the use or attractiveness of existing car parks.

 

Transport Assessment

10.79 PPG13 advises that where new developments are likely to have significant transport implications, developers will be required to prepare and submit Transport Assessments with their planning applications. The Transport Assessment should reflect the scale of development. For example, major development proposals will need to demonstrate accessibility to the site by all modes of transport in addition to the likely modal split. Details should also be provided of measures to improve access by public transport, walking and cycling, the mitigation of transport impacts and the reduction of the need for parking associated with the development.

10.80 The Council supports the view that new development within the District should offer convenient accessibility by public transport, walking and cycling. However, due to the mixed urban and rural nature of our District, it recognises that the potential for using such modes of transport in the more remote areas is at present limited. In addition, it acknowledges that proposals for small scale business development in remote rural locations within the District would result in only modest additional daily travel movements by car. Therefore such development proposals may not necessarily be required to submit a Transport Assessment.

Transport Assessment of New Development

Policy TR.18 All new developments likely to have significant transport implications will be subject to a Transport Assessment. Developers will be required to prepare and submit Transport Assessments with planning applications.

 

Travel Plans

10.81 Improving transport choice and actually reducing the need to travel are essential factors in reducing car use. Originally, travel plans were referred to as "Green Travel Plans". They relate to a package of measures, which are tailored to the needs of individual sites, aimed at the promotion of greener, cleaner travel choices and reducing reliance on the car. Travel plans address different types of travel associated with organisation's activities such as commuter journeys, business travel, visitors, deliveries and fleet vehicles.

10.82 The need for travel plans was first emphasised in the Government's Transport White Paper "A New Deal for Transport." (1998). PPG13 recognises the role that travel plans can play in contributing towards the delivery of sustainable transport objectives. The Local Transport Plan specifies a number of targets relating to the take up of travel plans in Worcestershire. These include a 10% reduction in predicted car journeys for new developments and up to five major employers per year to implement a travel plan within the County.

10.83 In order to promote the delivery of sustainable transport objectives within the District, travel plans should be submitted with planning applications for all major developments relating to employment, retail, leisure, services and education above the following thresholds: Food Retail - 1000sqm, Non food retail - 1000sqm, Cinemas and conference facilities - 1000sqm, Other D2 Uses - 1000sqm, Higher and Further Education - 2500sqm and Stadia with over 1500 seats. The Plans will be required to set out measurable outputs and monitoring procedures for progressing the plan.

Implementation of Travel Plans

Policy TR.19 All major new developments as defined above, that would create specific transport related problems, including the generation of significant volumes of traffic must be accompanied by travel plans as part of the proposals for consideration. The implementation of travel plans will be secured by way of conditions or where appropriate, by way of a Section 106 Obligation.

 

Telecommunications

Telecommunication Facilities

10.84 Information technology and the associated use of telecommunications infrastructure enables the movement of information and has resulted in the phenomenon that is the 'global village'. The movement of information and the ability of people to purchase services from their desks or armchair have the potential to have a dramatic impact on the need to travel thereby benefiting the environment through reduced emissions and are likely to have considerable, though at present unknown, implications for the use of land.

10.85 With the growing use of mobile phones, Wireless Application Protocol (WAP) technology, e-mail and the World-Wide-Web, the demands being placed on telecommunications infrastructure are ever increasing. This presents itself through the growing number of applications and notifications for such infrastructure received by the Council.

10.86 Through the provisions of the General Permitted Development Order 1995 (GPDO), only masts above 15 metres in height require specific planning permission. For proposals involving masts of 15 metres and below operators must submit a prior approval application (notification) to the Council. The District Council will judge all proposals including planning applications and notifications against Policy TR.20.

10.87 The importance of telecommunications and its association with the future results in a strong emphasis on devising a positive approach to the consideration of the necessary infrastructure at both a national and local level. This section of the Plan will enable the Local Planning Authority to respond positively to telecommunication proposals, whilst helping to achieve a balance between the need to facilitate the growth of new and existing systems and the environmental objectives of the Local Plan.

10.88 Policy D.44 of the Worcestershire County Structure Plan 1996-2011 establishes the basis of the sequential approach set out in Policy TR.20 below. In line with PPG8 Telecommunications (revised 2001), the Wyre Forest District Council advocates the use of a sequential approach for the siting of telecommunications equipment, on the grounds of safeguarding visual amenity.

10.89 There has been much talk of a link between health and telecommunications in recent years. As a consequence of growing concerns, the government commissioned the Stewart Report into the health effects of mobile phones. The findings of the research (published in 2000) suggested that there is no general risk to the health of people living near telecommunications base stations. It is considered by government that there are no grounds for Local Planning Authorities to consider the health aspects of such facilities other than to have regard to the international emissions guidelines (the International Commission on Non-Ionising Radiation Protection (ICNIRP) guidelines).

10.90 As a result of their height and form, telecommunication masts can be obtrusive. It is generally considered that shared facilities can reduce the visual impact by preventing the erection of many masts that may cumulatively harm the landscape or townscape. However, in a number of instances such sharing can have the reverse effect. Where there are many antennae connected to a single mast, the resultant mass and clutter associated with the mast can have a far greater impact than a single mast. For this reason, it is important to ensure that proposals involving the sharing of facilities should not have a serious adverse impact on visual amenity.

10.91 In assessing the impacts of the proposed facilities, the Council will have regard to all other relevant policies in the Plan.

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The Location of Telecommunications

Policy TR.20 Proposals involving the erection of telecommunications equipment will be allowed where it is satisfactorily demonstrated that: i) There is clear evidence of need for the development; ii) It is sited and designed so as not to result in significant adverse impact to interests of acknowledged importance; subject to operational and technical requirements; iii) There are no satisfactory alternative available sites; iv) There is no reasonable possibility of sharing facilities; v) There is no possibility of erecting antenna on an existing building or structure. Proposals that will individually or cumulatively have a serious adverse impact on sensitive landscape, townscape or nature conservation will not be approved. All proposals for telecommunications infrastructure must demonstrate that they meet the ICNIRP Guidelines for public exposure. NOTE: Conditions or s.106 Obligations will be sought to facilitate the future sharing of a facility, or for the removal of a facility on obsolescence.