draft local transport plan 3 strategy
TRANSCRIPT
TRANSPORT PLAN STRATEGY_Layout 1 11/10/2010 09:39 Page 1
Herefordshire’s Local Transport Plan Strategy 2011 to 2026
October 2010
LTP Strategy
Contents Section Page Number
1 Right Here in Herefordshire 1
2 Developing the Strategy 3 2.1 LTP Goals 3 2.2 Future Challenges 3 2.3 LTP Outcomes 8 2.4 Strategy Linkages 9 2.4 Policy Connections 10
3 The Hereford Transport Strategy 11 3.1 Key Challenges 13 3.2 Transport and the Development of the City 15 3.3 Providing Sustainable Transport Infrastructure 21 3.4 Managing the Highway Network More Efficiently 29 3.5 Supporting Public Transport 33 3.6 Changing How We Travel – ‘Smarter Choices’ 37 3.7 Delivery Timeline 42
4. The Market Towns and Rural Communities Transport Strategy 43 4.1 Key Challenges 45 4.2 Land Use Proposals 48 4.3 Providing Sustainable Transport Infrastructure 56 4.4 Managing the Highway Network More Efficiently 59 4.5 Supporting Public Transport 62 4.6 Smarter Choices 65 4.7 Delivery Timeline 67
5 Road Safety Strategy 69 5.1 Key Challenges 71 5.2 Our Approach to Improving Road Safety 72 5.3 Herefordshire’s Road Accident Casualty History 73 5.4 Disadvantaged Areas 75 5.5 Specific Road Safety Issues 75 5.6 Minor Safety Improvements 76 5.7 Speed Management 77 5.8 Education through Raising Awareness and Promoting Safer Travel 79 5.9 Working in partnership to reduce road accidents 82 5.10 Delivery Timeline 82
6 Highways Management Strategy 83 6.1 Key Challenges 85 6.2 Transport Asset Management Plan 86 6.3 Highways Network Management Plan 86 6.4 Highway Maintenance Plan 87 6.5 Programme Maintenance 88 6.6 Bridges 91 6.7 Retaining Structures 92 6.8 Street Lighting 92 6.9 Traffic Signals 93 6.10 New Infrastructure 94 6.11 The ‘Streetscene’ approach to Services 94 6.12 Delivery 95
7 Financing the LTP Strategy 96 7.1 Alternative funding sources 96 7.2 Other funding 97
LTP Strategy
A glossary of terms used throughout the strategy is provided on page 98 and electronic links to further information can be accessed on page 101.
Tables Page Number
A Relationship between transport challenges and related LTP outcomes 8 B Relationship between LTP outcomes and transport strategy areas 9 C Key challenges addressed by the Hereford Transport Strategy. 13 D Hereford Transport Strategy Links 14 E Commuting Patterns in Hereford (Census 2001) 21 F Key challenges addressed by the Market Towns and Rural Communities
Transport Strategy. 46
G Market Towns and Rural Communities Strategy Links 47 H Housing Distribution 48 I Key challenges addressed by the Countywide Road Safety Strategy 71 J The Countywide Road Safety Strategy Links 72 K Accidents by Speed Limit 73 L Casualty by Class/Vehicle Type 73 M Herefordshire Casualty Trends 74 N Key challenges addressed by the Highways Management Strategy. 85 O Highways Maintenance Strategy Links 85
Figure Page Number
A Achieving the LTP Vision 4 B Hereford resident population journey to work by Mode (Census 2001) 22 C Hereford resident population distance travelled to work (Census 2001) 22 D Average daily vehicle flows in Hereford 24 E Comparison of term and non-term traffic flows during the AM Peak (08:00
to 09:00) 24
F School travel modal split between 2008 and 2010 within Hereford 25 G Hereford’s cycle network and green infrastructure corridors 28 H Long term bus priority measures in Hereford 34 I Countywide rail ticket sales (2004/05 to 2008/09) 36 J The County’s Primary Highway Network 60 K Total number of people killed or seriously injured in road traffic accidents 70
LTP Strategy Consultation We are always interested in your views regarding transport in Herefordshire. Please take the time to complete those parts of the consultation you are interested in. The consultation form is provided from page 103.
The LTP3 Strategy Consultation period operates from Monday 11th October to Friday 19th November 2010.
Please send your response form to our freepost address:
Freepost RLSE-HHZC-XTUG Transportation Planning Team Herefordshire Council Plough Lane Hereford HR4 0LE
Or email us your form to: [email protected] For information on our Local Transport Plan and to download our consultation documents please go to: http://www.herefordshire.gov.uk/transport/47800.asp or phone the Transportation Planning Team on 01432 261817
Foreword
Councillor Brian Wilcox, Cabinet Member for
Highways and Transportation
LTP Strategy
I am pleased to introduce Herefordshire’s third Local Transport Plan (LTP) which covers the period 2011 to 2026. The plan has been written in support of the county’s vision to achieve sustainable success for all and to begin Herefordshire’s transition to a low carbon transport network.
It is an exciting time in which to live, work or visit Herefordshire. Major transport projects are planned and innovative smaller projects will continue to be developed in partnership with local communities. All will support the desirability of adopting sustainable travel behaviour.
Within Hereford and Leominster, we plan to develop new highway infrastructure to support future growth and relieve existing pressure on the transport network. The highway improvements will be supported by enhancements to sustainable transport infrastructure such as pedestrian and cycle paths. Together these improvements will ease traffic movements whilst making public transport, walking and cycling more desirable by improving their ease of use and overall journey experience. However, the increased use of sustainable modes of travel will not happen unless we collectively change our attitude towards how we travel within our urban environments.
Herefordshire’s beautiful landscapes provide for a high quality of life, but the dispersed small population centres pose a number of issues when accessing key services by public transport. Public funding will be critical during this plan period and we may not be able to support conventional public transport services throughout the county; where gaps in service coverage occur we will work with communities to seek local solutions.
In spite of supporting the increased use of sustainable transport the private car will continue to have an essential role for many. Improving road safety and managing the highway network remain priorities. Despite significant reductions in the number of road casualties we remain committed to further reducing these figures through our ongoing education and engineering improvements. The council will also continue to work with local communities to address any concerns regarding vehicle speeds and road safety improvements.
I am always interested in your views regarding transport in Herefordshire and I would encourage you to visit our website for up to date information on transport improvements across the county. You can feedback your views via our LTP email address [email protected] or by writing to the Transportation Planning Team, Herefordshire Council, Plough Lane, Hereford, HR4 0LE
LTP Strategy
LTP Strategy
1. Right Here in Herefordshire Herefordshire is changing. Over the next 15 years significant housing and employment growth is planned and it is essential that the transport system supports the expectations of Herefordshire residents. The transport system needs to provide for everyone, whether residents or visitors whilst respecting the characteristics that make Herefordshire a beautiful place.
This 15 year transport plan includes a number of transport strategies that have been developed to ensure a sustainable future that supports local enterprise, reduces transport’s carbon footprint and provides for a safe and efficient transport system.
Given the 15 year plan period each strategy has been produced to be flexible allowing us to take into account changes regarding the economy, public finance, technological developments and peak oil.
Hereford
Hereford’s role as the economic centre for the county will be strengthened by the scale of planned growth over the next 15 years. To support this and provide for an efficient transport system new highway and sustainable transport infrastructure is required. We want to support a better quality of life for city residents by: reducing traffic intrusion and congestion; improving air quality and enhancing Hereford’s public spaces through major city centre regeneration projects facilitating improved access. This strategy sets out our proposals for transport improvements which will help achieve these aspirations. Key proposals include the Hereford relief road and second river crossing, strategic park and ride sites, bus priority measures and significant extension to the cycle network. In support of the infrastructure improvements, the council will seek to challenge existing travel behaviour by encouraging the adoption of smarter travel choices.
Market Towns and Rural Communities
We want our market towns and rural communities to thrive and this strategy aims to support a sustainable future in which people enjoy living and working within the county’s distinct natural surroundings. Providing good quality public transport services which complement rural communities is essential in connecting people with workplaces and key services. Where public transport is not financially viable there is a reliance on private vehicles, which can cause serious problems for those without access to private transport. We will be seeking innovative solutions for tailoring public and community-based transport schemes where gaps exist in the network.
Road Safety
We have made good progress in reducing the number of serious road traffic casualties on Herefordshire’s roads over the past 10 years. Over the next 15 years we will go further and target the increasing proportion of accidents involving younger road users, drink drivers and motorcycles. We recognise how vehicle speeds on rural roads and in some urban communities are a significant factor influencing road safety and can reduce the quality of life for local residents. The council will continue to review and monitor speed limits in the county and also continue to introduce full and part-time 20mph zones in residential areas and around schools. Our road safety strategy sets out how engineering, education and enforcement proposals will work together to improve both safety and quality of life. We will also continue to work closely with the Highways Agency to tackle road safety issues on the county’s Trunk Road network.
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LTP Strategy
Managing the Network
The quality and accessibility of the county’s extensive highway network underpins all of this strategy’s aspirations to provide a better and safer transport system for Herefordshire residents. We have made progress in recent years by improving how we maintain the network and key challenges over the next 15 years will focus on responding to extreme weather conditions and driving out greater efficiencies by delivering more for less.
Five goals have been identified to help inform the development of the transport strategies included within this plan:
• Support long-term economic growth • Prepare for a low-carbon future • Ensure transport is not a barrier to community involvement • Improve road safety • Encourage healthier lifestyles
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LTP Strategy
2. Developing the Strategy
An efficient transport system is vital for Herefordshire to fulfil its ambitions for growth. The following vision has been informed by Herefordshire’s Sustainable Community Strategy1 and provides a clear aim for this Local Transport Plan (LTP).
Herefordshire will be a place where people, organisations and businesses work together towards long term, sustainable success for all.
Herefordshire’s transport network will be easy to use, consistent in quality and functional. The network will facilitate the efficient and safe movement of people and
goods whilst protecting the quality of life enjoyed by its communities.
Figure A identifies the process behind this strategy and identifies the linkages to achieve this vision.
2.1 LTP Goals
Five strategic LTP goals have been identified. These reflect local priorities while supporting the principles of the Department for Transport’s 2008 report ‘Delivering a Sustainable Transport System’ (DaSTS)2.
LTP Goals:
� To support long-term economic growth within Herefordshire by improving journey time reliability and predictability on key routes.
� To prepare for a low-carbon future by supporting sustainable travel and ensuring responsible life-cycle management plans are developed to maintain Herefordshire’s transport assets.
� To ensure transport is not a barrier to community involvement.
� To improve levels of safety by reducing the risk of incident when using the county’s transport network.
� To encourage the adoption of active travel by all ages to create and support healthier lifestyles.
2.2 Future challenges
We have identified a range of future challenges for the transport system through extensive public consultation. The challenges are grouped into four themes:
• Facilitating the safe and efficient movement of people and goods • Mitigating the impacts of future development • Reducing the need to travel • Overcoming the barriers to the use of sustainable travel modes
1 http://www.herefordshirepartnership.com/documents/The_Community_Strategy_for_Herefordshire.pdf 2 http://www.herefordshire.gov.uk/transport/47094.asp
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LTP Strategy
Figure A – Achieving the LTP Vision
Herefordshire will be a place where people, organisations and businesses work together towards long term, sustainable success for
all. Herefordshire’s transport network will be easy to use, consistent in
quality and functional. The network will facilitate the efficient and safe movement of people and goods whilst protecting the quality of life
enjoyed by its communities.
To ensure transport is not a
barrier to community
To support long-term economic
growth by improving journey
To prepare for a low-carbon future by
supporting sustainable travel
To improve levels of safety by
reducing the risk of incident when
To encourage the adoption of active travel by all ages
to create and involvement. time reliability and
predictability on and ensuring
responsible life-cycle using the county’s transport network.
support healthier lifestyles
key routes. management plans are developed.
Facilitating the safe Mitigating the Reducing the need Overcoming the and efficient impacts of future to travel barriers to the use of
movement of people development sustainable travel and goods modes
Reduced congestion A significant reduction and improved journey Developers and key A transport network in the number of
time reliability service providers that is resilient and transport accidents develop infrastructure prepared for the effects that supports the use of unplanned events An enhanced transport Highly accessible key of active travelasset services
Lower levels of out- Improved air quality Car use is reduced for commuting local journeys
Smarter Choices are Active and public fully integrated into transport improvements
A competitive public transport related to facilitate increased Active travel an transport market exists decisions travel demand alternative to car use
Hereford Transport Market Towns & Road Safety Highways Strategy Rural Communities Transport Strategy Management
Transport Strategy Transport Strategy
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LTP Strategy
2.2.1 Facilitating the safe and efficient movement of people and goods
Facilitating the safe and efficient movement of people and goods within Herefordshire is a fundamental responsibility of the council. An efficient transport system requires a balance between supply and demand. Within Hereford and Leominster demand is currently exceeding supply at peak travel times resulting in congestion and travel delays occurring on a daily basis. Despite significant improvements in road safety during the past decade the number of people killed or seriously injured remains too high and must be further reduced.
Related LTP challenges:
• AC1 To provide for the needs of people travelling to the city for work, recreation and shopping.
• AC2 To reduce lost productive time by improving the reliability and predictability of journey times on key routes for business, commuting and freight.
• AC3 To be mindful of the changing needs of the county’s population profile through conventional public and community transport schemes reducing the risk of social exclusion.
• AC4 To maintain and improve the reliability of bus services on an increasingly busy local road network.
• AC5 To reduce congestion and improve journey time reliability and predictability on key routes.
• AC6 To ensure the transport network is resilient and prepared for the effects of unplanned events.
• AC7 To work with freight operators to reduce the impact of freight in inappropriate locations.
• AC8 To reduce the risk of death or injury due to transport accidents. • AC9 To enhance the integration of highway maintenance and road safety schemes to
ensure they are delivered in a timely cost effective manner to prevent the risk of incident.
2.2.2 Mitigating the impacts of future development
The scale of future development proposed for Herefordshire will place additional burden on the county’s existing infrastructure, and historical under investment has resulted in many highway junctions nearing their operational capacity in urban areas. The impacts of additional growth in travel resulting from new development must be alleviated to ensure the transport network operates efficiently. It is essential to make better use of existing infrastructure whilst ensuring appropriate infrastructure is provided to mitigate increased demand.
Related LTP challenges:
• BC1 To successfully manage the existing transport network whilst providing for the increased travel demand associated with the proposed level of future development.
• BC2 To ensure all new developments accommodate infrastructure to promote the use of sustainable modes of travel.
• BC3 To increase the value of travel plans as a tool to promote sustainable travel. • BC4 As settlements expand to mitigate the increased risk of the car becoming more
dominant. • BC5 To limit the extent of traffic intrusion in residential areas. • BC6 To deliver transport improvements and to facilitate the predicted increases in
future travel demand.
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LTP Strategy
• BC7 To work with developers and key service providers to develop infrastructure that supports the use of active travel.
• BC8 To develop lifecycle plans to ensure maintenance and enhancement of transport assets are undertaken in a timely fashion which preserves and extends their lifespan and represents the most efficient use of resources.
Technology has an important role in reducing the need to travel
Promoting alternatives and questing preconceived ideas will reduce the dependency of car use
2.2.3 Reducing the need to travel
The transition from a carbon dependant transport system to the identification and development of greener fuels is the challenge of the 21st century. Freedom of movement is something society has enjoyed for centuries and technological improvements over the past century has made travelling more accessible to more people. The technology required to replace existing fuel types is not yet sufficiently developed to be economically viable. Oil reserves have peaked or very nearly peaked so this situation may change during the timeframe of the LTP. Regardless of this, it is essential that remaining oil reserves are used more efficiently.
The LTP supports the transition to a low carbon transport system within Herefordshire. Being a rural county the car will continue to dominate, but by developing Smarter Choices this will assist in altering the way individuals think about travel. Technological advances in internet connectivity and the council’s ‘Localities’ agenda will reduce the need to travel when accessing key services and reduce the need to travel to work each day. The Local Development Framework’s (LDF)3 Strategic Housing Land Availability Assessment has informed the identification of future development sites and also assisted in reducing the need to travel by favouring sites that have higher levels of existing accessibility to key services.
Related LTP challenges:
• CC1 To increase levels of awareness regarding travel choices. • CC2 To work with developers and key service providers to develop infrastructure that
supports the use of active travel. • CC3 To fully integrate the role of ‘Smarter Choices’ into all transport related decisions. • CC4 To improve connectivity and access between labour markets and key business
centres to avoid increasing levels of out-commuting. • CC5 To ensure ease of access to key services.
3 http://www.herefordshire.gov.uk/housing/planning/24311.asp
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LTP Strategy
2.2.4 Overcoming the barriers to the use of sustainable travel modes
Promoting ‘Smarter Choices’ to individuals is quite simple; encouraging sustained behavioural change is far more challenging, especially when the impacts of the individual’s decisions regarding their travel choice are not immediately apparent.
For many people the ease of using their car makes it a more desirable alternative than walking or cycling. Overcoming these barriers is essential to the success of this strategy. For many individuals it can be a question of confidence and experience. Challenging preconceived ideas regarding an individual’s reliance on their car or their previous experiences of using alternatives will be fundamental elements of the ‘Smarter Choices’ section of the Hereford and Market Towns and Rural Communities Transport Strategies.
Related LTP challenges:
• DC1 To reduce the extent that the car dominates travel choice. • DC2 To prevent the decline in urban bus services and ensure that all new housing and
employment sites enjoy a high quality service as soon as they are developed. • DC3 To be able to achieve a radical improvement in the quality and image of public
transport. • DC4 To be able to deliver the scale of sustainable improvements identified to satisfy
demand. • DC5 To ensure that language is not a barrier to using the transport system. • DC6 To ensure that the existing characteristics of the built and natural form are not lost
to development and continue to make it easy and attractive for people to walk and cycle.
• DC7 To stop general decline of fitness levels within the county. • DC8 To reduce long term car use and promote sustainable travel. • DC9 To work with transport operators to ensure a competitive public transport market
exists which provides for changing customer needs. • DC10 To encourage active travel as a viable alternative to car use as well as a leisure
pursuit.
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2.3
LTP Strategy
LTP Outcomes
The four themed challenges for transport within Herefordshire are set out in Table A alongside the related LTP outcomes.
Table A – Relationship between transport challenges and related LTP outcomes
Challenges LTP Outcomes
A
Facilitating the efficient and safe movement of people and goods
AO1. Reduced congestion and improved journey time reliability
AO2. An enhanced transport asset AO3. A transport network that is resilient and prepared for
the effects of unplanned events AO4. A significant reduction in the number of transport
accidents AO5. Car use is reduced for local journeys AO6. Lower levels of out-commuting
B
Mitigating the impacts of future development
BO1. An enhanced transport asset BO2. A transport network that is resilient and prepared for
the effects of unplanned events BO3. Car use is reduced for local journeys BO4. Active and public transport improvements to facilitate
increased travel demand BO5. Developers and key service providers develop
infrastructure that supports the use of active travel BO6. Smarter Choices are fully integrated into transport
related decisions BO7. A competitive public transport market
C
Reducing the need to travel
CO1. Lower levels of out-commuting CO2. Developers and key service providers develop
infrastructure that supports the use of active travel CO3. Smarter Choices are fully integrated into transport
related decisions CO4. Highly accessible key services CO5. Improved air quality
D
Overcoming the barriers to the use of sustainable travel modes
DO1. An enhanced transport asset DO2. Car use is reduced for local journeys DO3. Active and public transport improvements to facilitate
increased travel demand DO4. Smarter Choices are fully integrated into transport
related decisions DO5. A competitive public transport market DO6. Active travel is a popular alternative to car use
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LTP Strategy
2.4 Strategy Linkages
The four themed strategies developed to deliver the LTP outcomes are set out in Table B alongside the main LTP outcomes. Where indicated there is a direct link between the LTP outcome and strategy area.
Table B – Relationship between LTP outcomes and transport strategy areas
Contribution to strategy area
Outcomes Hereford Market Towns & Rural
Communities
Road Safety Highways Management
Reduced congestion and improved journey time reliability
� � � �
An enhanced transport asset � � � �
A transport network that is resilient and prepared for the effects of unplanned events
� � � �
A significant reduction in the number of transport accidents
� �
Car use is reduced for local journeys � � �
Lower levels of out-commuting � � �
Active and public transport improvements to facilitate increased travel demand
� � � �
Developers and key service providers develop infrastructure that supports the use of active travel
� � �
Smarter Choices are fully integrated into transport related decisions
� � �
A competitive public transport market � �
Lower levels of out-commuting � �
Highly accessible key services � �
Improved air quality � �
Active travel is a popular alternative to car use
� �
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LTP Strategy
2.5 Policy Context
Transport is not an end in itself but is one of a range of factors that can help to maintain and improve the quality of life for local people and help them access key services, leisure and recreational opportunities. The LTP has been developed to support a number of national and local strategies.
2.5.1 National Context
• Low Carbon Transport: A Greener Future – A Carbon Reduction Strategy for Transport (2009)4
The Climate Change Act sets a target to reduce UK greenhouse gas emissions by at least 80 per cent by 2050. Transport contributes to 21% of the total UK domestic emissions and decarbonising transport must be part of the solution to reduce greenhouse gas emissions. By 2050 the national transport system will be fundamentally different from the transport system of today. • Delivery of a Sustainable Transport System (DaSTS) (2008)5
Produced in response to the Eddington Study and the Stern Review, this report aims to tackle transport’s immediate problems whilst shaping the transport system to meet its longer-term challenges.
2.5.2 Local Context
• Sustainable Communities Strategy (2010)6
The Herefordshire Sustainable Communities Strategy sets out aspirations for the county for 2020 and how they might be achieved. The strategy is based on issues and priorities for local services, reflecting the views of local people, businesses and organisations. One of the key issues identified within this strategy is ‘Improved public transport and less traffic congestion’. • The Local Development Framework – Core Strategy7
Once adopted by the Council the Local Development Framework (LDF) will replace the existing Unitary Development Plan (UDP) and sets the guidelines for development of new homes, businesses, open spaces and other facilities across the county up to 2026. • Economic Strategy (2005 to 2025)8
This strategy addresses the key economic challenges facing Herefordshire and sets a course to improve economic performance. • Hereford City Centre Regeneration Strategy9
This strategy identifies where improvements can be made to ensure Hereford city centre thrives and prospers for years to come. • Hereford Streetscape Design Strategy10
The Hereford Streetscape Design Strategy establishes a coordinated approach to the design, management and maintenance of Hereford’s streets and public spaces. • Herefordshire Carbon Emissions Action Plan 201011
The Herefordshire Carbon Emissions Action Plan 2010 sets out the measures that are being undertaken, and plans for further action to reduce carbon dioxide emissions across the county to achieve the 13.1% per capita reduction by 2011 and a 36% reduction by 2026. Transport contributes approximately a third of all CO2 emissions in the county, therefore reducing the county's contribution to climate change from transport emissions will form a key part in helping to achieve these targets.
4 http://interactive.bis.gov.uk/lowcarbon/2009/07/low-carbon-transport-a-greener-future/ 5 http://www.herefordshire.gov.uk/transport/47094.asp 6 http://www.herefordshirepartnership.com/documents/The_Community_Strategy_for_Herefordshire.pdf 7 http://www.herefordshire.gov.uk/housing/planning/47521.asp 8 http://www.herefordshire.gov.uk/docs/Business/Herefordshire_EDS_main.pdf 9 http://www.herefordshire.gov.uk/docs/CITY_CENTRE_REGENERATION_STRATEGY_WEB.pdf10 http://www.herefordshire.gov.uk/docs/Environment/hereford_streetscape_strategy.pdf 11 http://www.herefordshire.gov.uk/docs/PARTNERSHIP_Action_plan_NC.pdf
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Section 3
The Hereford Transport Strategy
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The Hereford Transport Strategy
The Hereford Transport Strategy aims to support the growth of the city by providing new infrastructure, improving traffic management, supporting public transport and promoting walking and cycling for the majority of local trips. Hereford currently operates as a traditional market town with a population of 55,000. The compact and self contained geography of the city means it is ideally suited to achieving significant levels of low carbon and sustainable travel for those living and working within the city. Data from the 2001 Census records three quarters of work related journeys originating in Hereford are less than three miles in length.
The Local Development Framework (LDF) Core Strategy1 has identified ambitious proposals to grow and create an expanded city with more affordable housing, employment and an expanded retail centre. Our aspirations are for a city which provides opportunities for its residents, with a better quality of life, a stronger economy and an improved environment, while protecting the city’s historic assets. The following vision provides a clear aim for the Hereford Transport Strategy to work towards.
By 2026, Hereford will be a thriving city, of which residents are proud, to which visitors are attracted, and in which the business community thrives.
The development of the strategy has been co-ordinated with the emerging proposals in the Core Strategy. A key element of the strategy is the requirement for a relief road with a second river crossing to accommodate the increase in travel demand from new and existing developments. However, the relief road on its own will not solve Hereford’s transport and congestion problems; it must be supported by significant improvements and investment in sustainable transport including walking, cycling and public transport. The scale of sustainable transport improvements required will not be deliverable unless traffic flows (particularly along the A49) are reduced in central Hereford. A Hereford transport package of a relief road and sustainable transport improvements, is therefore required to mitigate Hereford’s urban expansion whilst ensuring existing travel demands are managed more efficiently.
Active Travel provides the best way to enjoy Hereford’s historic townscape
1 http://www.herefordshire.gov.uk/housing/planning/24311.asp
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A Relief Road will ease traffic movements in Hereford
LTP Strategy
This strategy summarises the key challenges which face the city over the next 15 years, drawing on public consultation and the evidence base developed through the regional Delivering a Sustainable Transport Strategy (DaSTS)2 study.
Having identified the challenges, we have set them in the context of proposals and outcomes. The main section of the Hereford Strategy sets out our proposals in terms of key areas of activity:
• 3.2 Transport and the development of the city • 3.3 Providing sustainable transport infrastructure • 3.4 Managing the highway network more efficiently • 3.5 Supporting public transport • 3.6 Changing how we travel ‘Smarter Choices’
Finally, the strategy includes a summary of proposals in terms of delivery: ongoing; short term 2011 to 14; medium term 2014 to 2019, and long term 2019 to 2026.
3.1 Key Challenges The DaSTS study has considered Hereford’s role as a designated Growth Point for future development and assessed a wide range of challenges. We have also considered the feedback from LTP3 and LDF consultations undertaken earlier in 2010 to ensure that challenges are clearly defined and cover all of the key issues. Table C summarises the challenges addressed by the Hereford Transport Strategy and Table D identifies the links between challenges, measures and outcomes.
Table C - Key challenges addressed by the Hereford Transport Strategy. A) Facilitating the efficient and safe movement of people and goods
B) Mitigating the impacts of future development
AC1
AC2
AC3
AC4
To provide for the needs of people travelling to the city for work, recreation and shopping. To reduce lost productive time by improving the reliability and predictability of journey times on key routes for business, commuting and freight. To be mindful of the changing needs of the county’s population profile through conventional public and community transport schemes reducing the risk of social exclusion. To maintain and improve the reliability of bus services on increasingly busy local road networks.
BC1
BC2
BC3
BC4
BC5
How the existing transport network will operate with the increased travel demand associated with the proposed level of growth for the county. To ensure all new developments accommodate infrastructure to promote the use of sustainable modes of travel. To increase the value of travel plans as a tool to promote sustainable travel. As settlements expand there is the increased risk of the car becoming more and not less dominant. To limit the extent of traffic intrusion in residential areas.
C) Reducing the need to travel D) Overcoming the barriers to the use of sustainable travel modes
CC1
CC2
To increase levels of awareness regarding travel choices. To work with developers and key service providers to develop infrastructure that supports the use of active travel.
DC1
DC2
DC3
DC4
DC5
DC6
DC7
The need to reduce the extent the car dominates travel choice. To prevent the decline in urban bus services, and ensure that good services are available as soon as housing and employment areas are developed. The ability to achieve a radical improvement in the quality and image of public transport. The ability to deliver the scale of sustainable improvements identified to satisfy demand. That language is not a barrier to using the transport system. That the existing characteristics of the built and natural form are not lost to development and continue to make it easy and attractive for people to walk and cycle. The general decline of individual’s fitness levels within the county.
2 http://www.herefordshire.gov.uk/transport/47094.asp
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Table D - Hereford Transport Strategy Links
Overriding Challenges Hereford Transport Proposals Related LTP Outcomes
A
Facilitating the efficient and safe movement of people and goods
• Developing Workplace and School Travel Plans
• Walking and Cycling Infrastructure • Bus Network Improvements • Active Travel Information • Hereford’s Connect2 scheme • Parking Strategy • Promoting Greener Driving Styles • Hereford Intelligent Transport System • Bus Priorities • Park and Ride
AO1. Reduced congestion and improved journey time reliability
AO2. An enhanced transport asset AO3. A transport network that is resilient
and prepared for the effects of unplanned events
AO4. A significant reduction in the number of transport accidents
AO5. Car use is reduced for local journeys
AO6. Lower levels of out-commuting
• Rail Improvements
B
Mitigating the impacts of future development
• Updated Highway Design Guide • Area-Wide Travel Plans • New Active Travel Infrastructure • Revised Planning Obligations SPD • Network Management Masterplan
Improvements • Edgar Street Grid regeneration project • City Centre Pedestrianisation • Hereford Relief Road
BO1. An enhanced transport asset BO2. A transport network that is resilient
and prepared for the effects of unplanned events
BO3. Car use is reduced for local journeys
BO4. Active and public transport improvements to facilitate increased travel demand
BO5. Developers and key service providers develop infrastructure that supports the use of active travel
BO6. Smarter Choices are fully integrated into transport related decisions
BO7. A competitive public transport market exists
C
Reducing the need to travel
• Car sharing • Reducing the number of school trips by
car • Senior Rail Support • Community Transport • Community Transport links with
conventional public transport services • Residential Travel Plans
CO1. Lower levels of out-commuting CO2. Developers and key service
providers develop infrastructure that supports the use of active travel
CO3. Smarter Choices are fully integrated into transport related decisions
CO4. Highly accessible key services CO5. Improved air quality
D
Overcoming the barriers to the use of sustainable travel modes
• Travel Promotions • Developing new and maintaining
existing Active Travel infrastructure • Cycle training and Cycle Hire • Bus Interchanges • Smarter Choices Planning Guidance • Personalised Travel Plans • Bus Ticket Integration • Rail Station Travel Plans
DO1. An enhanced transport asset DO2. Car use is reduced for local
journeys DO3. Active and public transport
improvements to facilitate increased travel demand
DO4. Smarter Choices are fully integrated into transport related decisions
DO5. A competitive public transport market exists
DO6. Active travel is a popular alternative to car use
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3.2
LTP Strategy
Transport and the Development of the City
Linked Challenges: AC1, AC2, AC3, BC1, BC2, BC3, BC4, DC1, DC3, DC4, DC6 Linked Outcomes: AO1, AO2, AO3, AO5, AO6, BO1, BO2, BO3, BO4, BO5, BO6,
BO7, CO1, CO2, CO3, CO4, CO5, DO1, DO2, DO3, DO4, DO5, DO6
The county has identified the need to accommodate a high level of housing growth over the next 15 years. This will help secure the sustained growth of the city, providing greater employment opportunities and more affordable housing. The LDF Core Strategy will allocate 8,500 new dwellings and employment growth over a 20 year period up to 2026. The scale of new development will place significant pressure on existing infrastructure and new infrastructure will be required to provide for the proposed level of growth. In addition to the opportunities to plan new developments and build in sustainable transport infrastructure, such as an expanded bus network and cycle measures, it is important to recognise the existing potential that exists to relieve much of the pressure on infrastructure by providing greater support for active travel modes.
As the LDF Core Strategy has evolved a number of key studies have been undertaken to provide a sound evidence base to ensure the proposals are sound. In 2009 the Highways Agency and the council commissioned a transport modelling study to assess the level of growth and the need for additional infrastructure. The Hereford Multi-Modal Forecasting Report (2009) established that growth could only be accommodated with the provision of additional road infrastructure. The study tested four strategic housing options against three infrastructure scenarios; no relief road, a road to the east of the city and a road to the west of the city. The forecast report provided clear evidence that the scale of housing considered could not be accommodated by the existing highway network and a relief road would improve the situation.
The innovative Delivering a Sustainable Transport System Study (DaSTS) was commissioned jointly with Shropshire Council and Telford and Wrekin Council and with the support of the Department for Transport to assess the impacts of proposed housing growth in Hereford, Shrewsbury and Telford. The aims of the study were to identify low cost, sustainable transport solutions which would enable the growth to take place whilst reducing reliance on car based travel. The study also enabled a comparison between the three locations to help establish best practice, identifying approaches that had been tried and tested and also to compare analysis of the existing networks and travel behaviour. In discussing Hereford’s economic, environmental and social issues the DaSTS study made the following observations:
“The city of Hereford has the most sustainable travel patterns of the three. Walking and cycling account for nearly a quarter of journeys to work.
Hereford is compact and self contained (76% of its working population have jobs in the city) and offers its residents a high quality of life. It has a radial road network, the city is divided by the River Wye, and there is only one principal road bridge. There is significant congestion already, even without the planned growth.”
The study has formed the basis for the sustainable transport proposals in this strategy, providing a robust assessment of how the proposals will help enable the city’s growth and ensuring that the strategy is in line with best practice and national transport policy. Significantly, the study concluded that the level of growth planned through the Core Strategy would need both new road infrastructure and a strong package of sustainable transport measures.
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LTP Strategy
3.2.1 Hereford Relief Road
The need for the relief road to support future growth outside the Unitary Development Plan (UDP) plan period within Hereford was recommended in the 2003 Hereford Multi-Modal Study and this need was re-confirmed within the 2009 Hereford Multi-Modal Transport Study3. It is acknowledged that a road on its own will not solve Hereford’s transport problems. The road will act as an enabler to reduce the dominance of the car within central Hereford and must be supported by a package of sustainable transport improvements that provide attractive alternatives to car use for local trips. Many of the ambitious sustainable transport improvements considered within this strategy, such as strategic park and ride sites, bus priority measures and improved pedestrian and cycle links are dependant on the relief road providing greater network capacity.
Hereford is the only urban settlement located along the A49 Trunk Road which is not bypassed and the presence of this strategic road significantly impacts on both local and strategic traffic movements. The city’s transport network is placed under particular pressure due to the single vehicular river crossing of the River Wye at Greyfriars Bridge. This creates a bottle neck for the entire highway network resulting in daily traffic delays.
Acknowledging the pressures placed on the trunk road and the proposal for growth, the Highways Agency (which manages the A49) jointly commissioned the 2009 Hereford Multi-Modal Transport Study with the council. The study assessed the need for additional infrastructure in the form of a relief road either to the west or east of the city in the context of the emerging options for growth to 2026. The study concluded that a relief road would be required but there were only marginal variations between western and eastern options.
The relief road scheme was identified as a regional priority in the West Midlands Regional Funding Advice (RFA) to government in 2009. At the time, government indicated that further work was required to fully assess the role of sustainable transport options and alternatives to the road. The 2010 regional DaSTS Growth Point study considered these issues and concluded that additional infrastructure and a second river crossing would be required to support the planned growth for the city.
At the time of submitting the RFA advice to government a preferred route for the relief road had not been determined. The Hereford Relief Road Study of Options4 was commissioned to review all potential route options and assess the impacts of each route in terms of environmental issues, engineering and traffic flow. Importantly, this work included an assessment of sustainable transport options and considered if the growth proposed in the city could be supported by sustainable transport proposals alone and without a relief road.
The Hereford Relief Road Study of Options has provided a clear recommendation for a western relief road on an inner corridor, close to the urban fringe of the city, along with a comprehensive package of sustainable transport proposals including park and ride and bus priority. The assessment of the sustainable options identified that they worked considerably better with the relief road, providing journey time improvements and that the relief road also performed better with the sustainable transport proposals confirming the strategy for a blended package of new infrastructure and sustainable transport measures.
Developing the relief road scheme as a major project will commence following the formal adoption of the LDF Core Strategy. It is anticipated that this will enable the scheme development to begin in 2011/12. Work will focus on the alignment of the scheme and its
3 http://www.herefordshire.gov.uk/transport/43150.asp 4 http://www.herefordshire.gov.uk/housing/planning/35114.asp
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LTP Strategy
phasing so that its implementation is timed to deliver transport capacity as required in relation to the phased growth of the city up to 2026 and also to enable the delivery of strategic sustainable transport measures such as park and ride and bus priority.
The scheme development will require close working with key statutory bodies to ensure the minimum impact on natural assets and appropriate identification of effective mitigation measures. It will also be essential to work closely with the Highways Agency to ensure that all opportunities are realised to re-route trunk road traffic to the new relief road. This will reduce the intrusion of commercial and longer distance traffic through the city centre, improve air quality and provide the council with greater control of the existing city transport network.
Proposal:
• Hereford Relief Road – scheme development • Develop major scheme proposal and major scheme business case • Review phasing in line with core strategy timescales for housing development • Develop funding package and establish developer contributions • Delivery Timescale – 2011 to 2016 • Resource - LTP, LDF • Timescale – Short to Medium Term (2011 to 2016)
• Hereford Relief Road – scheme construction • Phase 1 – 2nd river crossing – 2017 to 2019 • Phase 2 – additional links to radial routes – 2020 on • Phase 3 – final links and scheme completion – 2025 on • Resource – Department for Transport, Developer contributions • Timescale – Medium to Long Term (2017 onwards)
3.2.2 Strategic Park and Ride / Sustainable Transport Hubs
A key element of our strategy is to reduce and mitigate future travel demand. The relief road will enable the redistribution of traffic, provide the option of a second river crossing and provide the basis of locating park and ride facilities which will enable the capture of traffic which would have otherwise terminated within the city centre. The expansion of retailing and employment opportunities in Hereford will increase travel demand into the city centre and park and ride will provide Hereford’s long-stay parking facilities.
The role of Hereford’s permanent strategic park and ride facilities will differ from the traditional role provided by park and ride facilities nationally. They will be more dynamic and serve a variety of demands by providing opportunities for individuals wanting to car-share, park and cycle, and access the conventional bus network, effectively working as sustainable transport hubs. As the sites will not be operated exclusively by a specific park and ride service there would be the opportunity for new services to operate from the site such as those accessing schools, colleges or employment sites.
The requirement for three permanent strategic park and ride sites has been identified within the LDF Core Strategy preferred option for Hereford. The 2003 Hereford Transport Review identified the need for four Park and Ride sites including an eastern site. Whilst the strategic proposals for the city do not support the identification of a fourth site to the east we will keep the need for an additional site serving the east of the city under review during the plan period. To support the development of park and ride, the Hereford Parking Strategy must co-ordinate car parking charges in the centre of the city to encourage the use of park and ride and to assist with meeting the revenue costs of operating the sites. Given the medium to long term timescale for introducing the sites it is important that changes to car park pricing structures,
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LTP Strategy
including the introduction of on-street parking charges, are introduced gradually to increase the desirability of using these facilities.
Proposals:
• The identification of strategic park and ride sites within the adopted LDF Core Strategy /Hereford Area Plan • Resource – LTP • Timescale 2011/12
• To review car parking charges in the centre of Hereford and set out a strategy of gradual increases to provide an income stream for Park and Ride and ensure Park and Ride is an attractive alternative • Resource – LTP • Timescale – Medium to Long Term
• To implement strategic park and ride sites – phased with housing, relief road and revised parking strategy • Resource - LTP, Planning Obligations, bus operators • Timescale – 2016 onwards
3.2.3 Planning Strategic Development
Joint working during the development of the LDF Core Strategy and LTP has strengthened the integration of land use planning and transportation planning policies. The coordination of these strategies has assisted in the identification and integration of transport infrastructure improvements into the city’s future housing and employment sites.
As the core strategy develops through the preparation of the Hereford Area Plan (HAP)5 we will explore how the new housing and employment developments will be planned, locking in master planning principles to ensure Hereford’s sustainable development.
Hereford’s Green Infrastructure Strategy highlights a network of strategic corridors that can be used to connect and create green spaces for biodiversity and conservation. The corridors identified within the strategy will also provide sustainable transport routes. These will maximise access and permeability by sustainable modes into new developments and provide direct cycling and walking links into the city centre.
All new developments will fully mitigate their transport impacts through the delivery of on-site transport improvements or financial contributions to off site infrastructure which enables future residents and businesses to minimise their impacts on the city’s transport network. We will seek the development of effective travel plans for these strategic sites which will help future occupants get the most out of the sustainable infrastructure they have access to and ensure development impacts are monitored to help inform any additional mitigation required.
It is anticipated that work on the HAP will commence during 2011/12. Close working between the council’s planning policy team and transportation team will continue to set out the key principles and design requirements for these strategic sites resulting in a HAP which sets the blueprint for development over the next 15 year period.
Proposal:
• Hereford Area Plan – identifying master planning principles which maximise the sustainable development of the new strategic housing and employment sites. • Resources – Staff • Delivery Timescale – 2011/12
5 http://www.herefordshire.gov.uk/housing/planning/30577.asp
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LTP Strategy
3.2.4 City Centre Regeneration
The Core Strategy proposals for Hereford include a focus on the city centre. The primary aim is to maintain Hereford’s status as a sub-regional shopping centre and to enhance and improve existing facilities. The proposals bring together the Eign Gate and Edgar Street6
regeneration areas.
The Hereford Movement strategy contained within the LDF Preferred Option for Hereford includes a number of transport related proposals for Hereford city centre. These include:
• New pedestrian and cycle links throughout the development site • A new link road between Commercial Road and Edgar Street • The pedestrian upgrade of Newmarket Street and Blueschool Street • An integrated transport hub at Hereford Railway Station
These proposals will need to harness resources and opportunities arising from the regeneration area and support the wider sustainable transport package set out in this strategy. The timescale for delivering these proposals will be linked to the phased regeneration strategy.
The regeneration of the city centre will result in the displacement of publicly available off-street parking, including the removal of a large proportion of the city’s long-stay commuter parking stock located at Merton Meadow. The council commissioned the Hereford City Centre Parking Review (2009) to assess the impacts of these proposals on parking and have identified the following long term proposals which will need to be facilitated by the development:
• Provision of suitable alternative parking during construction in order to maintain adequate supply for shoppers and commuters
• Re-supply of short stay parking within the retail quarter area to replace parking lost as a result of development
• Provision of short stay parking to the north east of the city centre to address an existing undersupply and help meet the increased demands related to city centre expansion
• Provision of long stay (commuter parking), through park and ride sites replacing that which is lost through redevelopment and gradually reducing the amount of commuting traffic in the centre of Hereford during the morning and afternoon peak periods, helping reduce congestion and mitigate growth associated with new development.
Proposal:
• The phased delivery of transport improvements as required ensuring the ongoing delivery of the Hereford City Regeneration Strategy.
• Maintain an adequate supply of publicly available parking and harness opportunities to redistribute short and long stay parking to support the economic viability of the city centre and reduce traffic congestion associated with commuting. • Resources – LTP, Planning Obligations, City Centre Streetscape Strategy • Delivery Timescale – Medium to Long Term
6 http://shophereford.co.uk/herefordfutures/
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LTP Strategy
3.2.5 Complementary Planning Guidance
Smarter Choices Planning Guidance A new Smarter Choices Planning Guidance document will ensure that throughout the planning process sustainable travel is considered and provided for. It is essential that all new developments promote sustainable travel practices and reduce the dependence on cars for local trips. The Smarter Choices Planning Guidance will also help strengthen the development of high quality Travel Plans and support the design strategy identified in the LDF.
Revised Planning Obligations Supplementary Planning Document (SPD)7
An updated Planning Obligations SPD will ensure compliance with current government policy and facilitate the delivery of scheme proposals. The development of a Community Infrastructure Levy and impacts to Section 106 Agreements will be clarified within this document.
Updated Highways Design and Highway Specification Guides for New Developments8
There is a need to provide an update to the council’s existing Highways Design and Specification Guides for New Developments to ensure it reflects the latest government guidance and covers issues relating to promoting sustainable travel choice measures.
Proposal:
• Deliver complementary policies – to ensure car use does not dominate new developments with measures appropriate to the new development supporting sustainable transport practices, and developer obligations are reasonable and appropriate to the scale of proposed development. • Resources – LTP • Delivery Timescale – Short Term
Smarter Choices will be fully integrated into the planning system to provide alternatives to car use
7 http://www.herefordshire.gov.uk/housing/planning/27284.asp 8 http://www.herefordshire.gov.uk/transport/27304.asp
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3.3
LTP Strategy
Providing Sustainable Transport Infrastructure
Linked Challenges: AC1, AC2, BC1, BC2, CC1, CC2, DC1, DC4, DC6, DC7 Linked Outcomes: AO1, AO2, AO5, BO1, BO3, BO4, BO5, BO6, CO2, CO3, CO4,
CO5, DO1, DO3, DO4, DO6
Active travel is the healthiest most cost effective form of travel available. Hereford’s urban footprint supports active travel as a genuine alternative to car use for the majority of trips within the city. Its natural and built form includes attractive active travel routes, some of them via non-trafficked river bridges, parkland, historic streets, alleyways and landmark buildings which provide interest and a sense of place, reinforced by selective improvements. As has been set out above, we will take every opportunity to plan appropriate infrastructure into new developments but we also need to continue improving the wider transport system in the city.
Figure B illustrates journey to work data from the 2001 census. Despite 53% of residents travelling to work by car, 15% of residents walk to work which is 5% higher than the national average. Bus users within Hereford account for 5% of journeys to work and tend to be concentrated in the southern part of the city where high frequency bus services are provided. 8% of Hereford residents cycle to work, with more cycling generally from the southern parts of the city, particularly in areas within easy access of the Great Western Way cycle route. High cycling levels are also recorded on the city’s road network. This simple analysis highlights the links between provision of infrastructure and use.
Figure C provides 2001 census data relating to the distance travelled to work. It clearly demonstrates the potential market for active travel within Hereford. 35% of people work within a 30 minute walk (1.25 miles) of where they live and 65% of people work within a short (15 minutes) cycle ride (3 miles) of their homes. The mean distance travelled by Hereford residents to work is 5 miles. 10% of people work from home and it is expected that as technological improvements are developed and flexible working patterns increase this will further reduce the need to travel. The Core Strategy seeks to ensure that new developments include good broadband services and this will further support home working as the city grows.
Commuting patterns within Hereford record greater numbers of people travelling into Hereford than travelling out of the city. A net inflow of over 5,000 people is recorded on a daily basis (see Table E). This reflects Hereford’s role as an employment centre for the county and supports the need for measures such as park and ride which will reduce the impact of commuting trips.
Table E - Commuting Patterns in Hereford (Census 2001)
Hereford
Employed people living in Hereford 32,284 Total working in Hereford 37,779 Number who both live and work in same location 24,555 Number who travel in to work 13,244 Number who travel out to work 7,729 Net inflow 5,495
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LTP Strategy
Figure B – Hereford resident population journey to work by Mode (Census 2001)
Hereford- Resident Population Journey to Work by Mode (Census 2001)
1%5%1%
Driving a Car/Van Passenger in Car/Van Motorcycle/Moped/Scooter Bicycle On Foot Works Mainly at/From Home Underground, Light Rail, Tram, Metro Train Bus, Mini Bus or Coach Taxi/Minicab
53%
7%
8%
15%
9%
1%
Figure C- Hereford resident population distance travelled to work (Census 2001)
Hereford - Resident Population Distance Travelled to Work (Census 2001)
0 5 10 15 20 25 30 35 40
Work at Home
0 to 1.2 miles
1.2 to 3.1 miles
3.1 to 6.2 miles
>6.2 miles
Dis
tanc
e Tr
avel
led
Percentage
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LTP Strategy
3.3.1 Hereford’s Connect2 walking and cycling route9
Hereford’s Connect2 scheme will provide a direct and coherent route for walkers and cyclists travelling between the city centre, the Rotherwas Business Park and ultimately on to Holme Lacy. The scheme will provide a key commuter and leisure route reducing city centre congestion, facilitating further development at Rotherwas and promoting health and well-being.
A bespoke purpose built bridge structure will be delivered as part of the scheme as this will avoid the complex and problematic issues related with retrofitting existing bridge structures not originally designed for providing pedestrian and cycle access. Funding for the route and new bridge comes from sustainable transport charity Sustrans, Herefordshire Council and additional funding received after the county was selected by government as a New Growth Point for housing.
Proposal: • Deliver Hereford’s Connect2 scheme.
• Resources – Council’s Capital Programme, LTP, Growth Point funding, Sustrans • Delivery Timescale – 2011-2013 (Short Term)
3.3.2 Corridor approach to scheme development
Hereford’s development has been influenced by its historic street pattern. Figure D illustrates the average daily vehicle flows on the nine highway corridors that converge on the city centre and River Wye crossing. The funnelling of vehicle demand through one outlet (i.e. Greyfriars Bridge) results in congestion and unpredictable journey times on a daily basis. The resulting congestion impacts on Hereford’s economic viability and is unsustainable.
Section 3.6 identifies proposals to influence existing travel behaviour by encouraging alternatives to car use. To fully realise this potential, sustainable transport infrastructure will be delivered on highway corridors linked to future development sites and supported by the revised parking strategy. Infrastructure improvements will include: pedestrian and cycle upgrades, new bus infrastructure including priority measures and intelligent vehicle information displays.
The corridor approach would support existing demand and mitigate future demand derived from new developments. It complements the existing scheme delivery processes in ensuring a comprehensive upgrade of infrastructure across all sustainable travel modes along key routes accessing the city centre – many of which have already been identified in existing scheme ranking processes.
Proposals: • Identify and deliver key highway corridor improvements for all modes
• Resource – LTP • Timescale – Short Term
9 http://www.herefordshire.gov.uk/transport/45948.asp
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LTP Strategy
Figure D - Average daily vehicle flows in Hereford
Figure E - Comparison of term and non-term traffic flows during the AM Peak (08:00 to 09:00)
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LTP Strategy
3.3.3 The Journey to School
Reducing the number of school trips by car was highlighted as the third highest priority in the LTP Vision and Issues consultation. The journey to and from school is a major contributor to car use within Hereford. The ‘school run’ represents a significant impact on peak time traffic levels. Figure E compares term and non term traffic flows during the morning peak (between 08:00 and 09:00). In 2009, there was a 20% reduction in traffic flows recorded during school holidays compared to term time within Hereford. The largest reduction in demand occurs along the Ledbury and Hampton Park Roads, which experience a 46% and 27% reduction in traffic flows respectively. Three primary and two secondary schools, along with two colleges, are located in this area, but it is unlikely that this reduction in traffic is entirely linked to school / college traffic. It is also probable that it is the result of a more general ‘holiday’ effect where changes to normal travel patterns occur. This does however illustrate the issue of peak travel demand and the potential benefits of greater flexibility in start times at education and employment centres.
Figure F illustrates the changing travel patterns for schools within Hereford since 2008 with car travel accounting for 28% of school journeys. Walking is the primary mode of travel to school accounting for 55% of journeys. Infrastructure improvements and school 20mph zones will continue to be delivered through the Safer Routes to School10 programme. This will improve the environment outside schools with the aim of encouraging alternatives to car use. To qualify for improvements, schools must have an updated travel plan and be committed to reducing car travel. The council will continue to work with schools to promote safe and more sustainable travel and aim to deliver engineering works for at least six schools each year.
Figure F - School travel patterns within Hereford since 2008 and 2010 within Hereford.
Hereford School Travel 2008-10
0%
10%
20%
30%
40%
50%
60%
Per
cent
age
Hereford 2008 Hereford 2009 Hereford 2010
Car Carshare Cycling School/Public Walk Other Transport
Mode
To encourage pupils to cycle to school the council has secured funding for Bikeability training at all schools. Bikeability is the new cycling proficiency test, designed to provide young people with skills and confidence to ride their bikes on today's roads.
10 http://www.herefordshire.gov.uk/community_and_living/43639.asp
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LTP Strategy
Proposals:
• Support schools to reduce the number of journeys undertaken by car when accessing their site, by developing and revising their school Travel Plans.
• Deliver six infrastructure or 20mph zone improvements per year through the Safer Routes to Schools programme.
• Provide Bikeability training at all schools. • Resources – LTP, Schools • Delivery Timescale – Ongoing
Walking to school can be safe and fun 20mph zones can improve safety outside schools
3.3.4 Wider Cycle Network Improvements
Hereford is ideally suited to travelling by bicycle due to its compact urban form. It has a growing complementary network of cycle routes, and cycling is actively promoted and supported as the preferred method of travel for commuting and other functional journeys.
Consequently cycle use within Hereford has increased over the past decade. To continue this trend and to raise the profile of Hereford’s cycle culture it is essential that all new measures aimed at encouraging cycling are direct, attractive, safe, comfortable and supported by clear and coherent signage.
The emphasis of new cycle routes will be routes for cyclists rather than cycle routes. The complementary policies identified in section 3.2.5 will ensure that sustainable transport improvements are strongly linked and considered in future developments.
Despite Hereford’s compact urban form there are a number of barriers to increasing widespread cycle use. These barriers must be overcome to encourage cycling as the preferred mode of travel within the city.
• Safety is perceived as a barrier to attracting new cyclists. A simple and cost effective way of addressing this issue is to continue to develop our programme of 20 mph zones (see section 5.7.1) in residential areas, reducing speed differentials between modes and making walking and cycling more attractive. It also helps improve air quality by reducing stop/start driving and reduces traffic volumes as car drivers migrate to sustainable modes.
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LTP Strategy
• One way systems for motorised traffic in the city present major obstacles to cyclists which can be overcome by introducing low cost informal contra flows supported by signage and a comprehensive marketing and educational campaign.
• The A49 trunk road with its limited at-grade crossing points creates a significant barrier for cyclists and pedestrians wanting to access the city from the west. We will continue to work with the Highways Agency to identify ways of reducing the dominance of the A49 and look to deliver at-grade crossings in line with best practice. The improvements proposed within the City Centre Regeneration Strategy11 will provide specific opportunities to improve access between the Great Western Way and the city centre along Edgar Street.
Figure G illustrates Hereford’s existing and planned cycle network. The planned routes illustrated do not incorporate planned improvements linked to the proposals outlined in the LDF Core Strategy. Further routes will be identified as the strategy progresses.
In order to ensure value for money, we have developed a robust and well tested process for identifying and prioritising cycle schemes. As well as ensuring schemes are coherent, direct and attractive, this process takes into account incidents involving other vehicles and cyclists and the scheme’s technical and economic feasibility. It is reviewed annually and considers all schemes identified in consultation with local cycle forums. A ranked list of schemes is produced and this will inform the future delivery of schemes.
Proposal: • Continue to Develop Hereford City Cycle Network - To progress schemes and new cycle parking facilities
as prioritised in accordance with the Council’s Ranking Procedure and corridor improvement programme. • Resource - LTP, Planning Obligations • Timescale - Ongoing
3.3.5 Wider Pedestrian Improvements
Hereford’s Green Infrastructure Strategy highlights a network of strategic corridors that will maximise access and remove barriers to sustainable modes for all new developments and provide direct cycling and walking links into the city centre. These corridors are illustrated in Figure G. Many of the corridors identified reflect established routes such as the Great Western Way or planned routes such as the Connect2 walking and cycling route. Others are linked to new development proposals which ensure green infrastructure is established before car dominated journey patterns can be established by the new residents.
11 http://www.herefordshire.gov.uk/business/economic_development/1267.asp
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LTP Strategy
Figure G - Hereford’s cycle network and green infrastructure corridors
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3.4
LTP Strategy
Further improvements identified to enhance pedestrian links are included within the city centre regeneration proposals and the city centre Streetscape Strategy12. Improvements include the establishment of new routes linking Hereford railway station to the historic centre and a comprehensive upgrade of pedestrian facilities along the inner ring road which will improve Hereford’s public space and ensure connectivity within the historic retail core and planned extension to the city centre.
In addition to providing new facilities the main priority remains to ensure existing pedestrian infrastructure is maintained to a high standard. All pedestrian routes need to be fully inclusive and planned improvements need to be made to ensure full compliance under the Disability Discrimination Act (DDA) 2005. This will include, where appropriate, the installation of controlled at-grade crossings, improved lighting, tactile surfaces, dropped kerbs and reduced speed limits. Pedestrian improvements to established routes will be incorporated into other planned sustainable transport improvements and delivered on a comprehensive corridor upgrade basis that would support existing demand whilst mitigating future demand derived from new developments. The type of improvements delivered would be informed by undertaking street audits in line with the method developed by the pedestrian charity Living Streets. This method is considered as the most effective way of looking at the quality of street environments by consulting with people who use them. The outcome of the audit will then provide the basis of planned improvements.
Proposal: • Undertake comprehensive street audit programme to inform planned upgrade of routes • Maintaining existing active travel infrastructure to a high standard and ensure all infrastructure is DDA
compliant. • Expansion of city centre pedestrianisation in line with Hereford City Centre Regeneration Strategy, the City
Centre Streetscape Strategy and proposals for Edgar Street regeneration site. • Resources – Developer contributions • Delivery Timescale – medium to long-term
Managing the Highway Network More Effectively
Linked Challenges: AC1, AC2, AC4, BC4, BC5 Linked Outcomes: AO1, AO2, AO3, BO1, BO2, BO4, CO5, DO1, DO3, DO5
Providing more with less is the challenge facing all local authorities. This statement could not be more appropriate when applied to managing Hereford’s highway network and mitigating the impacts of future travel derived from Hereford’s planned growth.
Hereford has a less developed road network than other centres of similar size and status; it also suffers from having limited route options for most cross city movements. As a consequence congestion occurs on a daily basis along the main routes including the river bridge and significant delays occur regularly. The limited highway network and route options also pose the risk of significant city-wide delays following any unplanned incidents occurring within the network.
Managing the highway network as efficiently as possible is one of the primary aims of this strategy. The Highways Agency is integral to this as it manages the A49 including the river crossing. The impact of the A49 on the surrounding network cannot be understated, as priority is provided to the route over the wider network. Additional demand will further restrict the
12 http://www.herefordshire.gov.uk/docs/Environment/hereford_streetscape_strategy.pdf
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LTP Strategy
movement of existing users. This underlines the need to maximise the network’s capacity by integrating sustainable travel modes to offer realistic and attractive alternatives for travelling.
A key challenge for Hereford is whether it is feasible for the city to expand further without the provision of a relief road. The regional DaSTS study commented that:
“In Hereford, a relief road would address existing congestion on the A49, by providing a new river crossing. The extent and phasing needs to be considered in relation to the planned growth.”
The relief road remains a long-term project but in the short to medium term the highway network will be managed by promoting alternatives to car use and developing a revised car parking strategy. A further long-term management tool linked to city centre regeneration is the use of intelligent transport information signs.
3.4.1 Hereford Car Parking Strategy
The management of car parking has a significant role in delivering the goals and outcomes of the LTP. Car parking plays a key role in influencing travel decisions, in terms of route, mode and destination. The approach adopted to manage car parking seeks to support Hereford’s economy by providing for the needs of visitors, shoppers and commuters, whilst balancing the need to encourage greater sustainable travel use.
Hereford attracts large numbers of workers, shoppers and business trips and a significant number of tourists and there is a need to manage the availability of spaces. By managing the cost and supply of car parking within the city, parking policy can contribute to managing car use and promoting the use of alternatives to the car when they are available and support the introduction and development of Park and Ride.
The Hereford City Centre Parking Review (2009)13 was commissioned to assess current and future demand for parking in the central area for shoppers and commuters. On a typical weekday there are 5300 off-street car parking spaces available within the city centre. 50% are managed by Herefordshire Council, 39% managed by retail outlets (including supermarkets), 9% are privately managed and 2% are managed by Network Rail. Of the 5300 spaces only 3200 or 61% are ‘publicly available’, the remainder being provided for customers of specific retail outlets.
At peak times only 85% of the publicly available parking stock is used indicating that there is normally available capacity. However, surveys of use have identified that capacity varies considerably across the car parks and that there is more likely to be capacity to the south of the central area compared with the north east.
As has been indicated at section 3.2.4, the city centre regeneration project will result in the loss of existing publicly available off-street parking, including the removal of almost all long-stay commuter parking (Merton Meadow). The following proposals have been identified to ensure that the proposed developments facilitate and support the provision of appropriate parking for the city centre as it grows:
• Provision of suitable alternative parking during construction in order to maintain adequate supply for shoppers and commuters
• Re-supply of short stay parking within the retail quarter area to replace parking lost as a result of development
13 http://www.herefordshire.gov.uk/transport/43152.asp
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LTP Strategy
• An increase in the provision of short stay parking to the north east of the city centre to address an existing undersupply and help meet the increased demands related to city centre expansion
• Provision of long stay (commuter parking), through park and ride sites replacing that which is lost through redevelopment and gradually reducing the amount of commuting traffic in the centre of Hereford during the morning and afternoon peak periods, helping reduce congestion and mitigate traffic growth associated with new development.
In addition to the opportunities presented through the redevelopment of large parts of the central area, we need to pursue a number of parking policies which relate to the management of car parks, pricing structure and also to protect residents in residential areas which adjoin the city centre and other areas where commuter and shopper parking can have a detrimental impact on local access. These policies are set out in more detail in the Countywide Parking Strategy but key policies include:
• Parking charges must not impact the long-term economic viability of Hereford, but should be increased to support the desirability of sustainable travel modes to a level comparable with neighbouring towns/cities;
• In partnership with all car park owners to agree a long-term pricing structure that does not undermine the principles of Hereford’s transition to a low carbon transport network;
• Encourage commuters to use long stay parking to the south of the river; • To review existing residential car parking schemes; • The upgrade of parking facilities to ensure DDA compliance whilst working to achieve
Park Mark safety standards; • The phased introduction (where appropriate) of pay-on-exit parking facilities for central
parking facilities; • The consideration of introducing on-street charges in central Hereford to contribute to
managing demand and provide revenue funding to support sustainable transport improvements and the introduction and development of park and ride facilities;
• Pursue opportunities to introduce dynamic signing as part of developing an Intelligent Transport System for the city to improve access to parking spaces and reduce circulating traffic.
Proposal:
• Deliver the Parking Strategy - to ensure parking provision is managed to support other transport policies including demand management, supporting Park and Ride and ensuring viability of the City • Resource – LTP • Timescale – Short-Term
3.4.2 Better Air Quality
Encouraging the use of sustainable travel and reducing congestion will contribute to improving air quality and reducing the impact of climate change. Hereford currently has one Air Quality Management Area (AQMA) on the A49 which exceeds the acceptable level of 40ug/m3 of pollutant concentrates. An action plan has been produced for Hereford’s AQMA to help monitor and reduce pollutant concentrate levels. We have made good progress in achieving a number of the actions within the plan during LTP2 and we will continue to achieve the remaining actions over the lifetime of this LTP.
The Hereford Relief Road will also help contribute to reducing pollutant concentrates within Hereford city as a lot of the traffic which currently passes through the city centre will bypass
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LTP Strategy
Hereford and relieve the city from congestion. The subsequent transfer of ownership of the A49 from the Highways Agency to the council will also allow sustainable transport infrastructure to be installed along the route including bus priority measures and cycle lanes.
The revised parking strategy seeks to improve the management of parking within Hereford
3.4.3 Hereford Intelligent Transport System
One of the key challenges in tackling Hereford’s congestion problem is achieving greater efficiency from a network that is already operating at and beyond its capacity, particularly during peak periods.
During the previous LTP a study was undertaken to consider the role of Intelligent Transport Systems (ITS). The study recommended a focus on car park management systems, however the recommendations were not taken forward due to anticipated changes to public car parks associated with the Hereford Futures proposals. As the city centre regeneration proposals have developed and are now set out in the Core Strategy for the period to 2026, opportunities to develop car parking management systems alongside the redevelopment and rationalisation of publicly available car parking will be pursued.
Over the period of the LTP it is likely that further opportunities will arise through development and technological advancements for other ITS applications such as real time information on traffic and public transport. We will keep these opportunities under review and will ensure that they are considered as part of the development of key projects such as strategic park and ride, bus priority and the master planning proposals for the new housing developments.
Proposal:
• Develop a parking management Intelligent Transport System for Hereford. • Resource – Planning Obligations, Highways Agency. • Timescale –Long Term
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3.5
LTP Strategy
Supporting Public Transport
Linked Challenges: AC1, AC2, AC3, AC4, BC1, DC1, DC2, DC3, DC5 Linked Outcomes: AO1, AO2, AO5, BO1, BO2, BO3, BO6, BO7, CO4, DO1, DO2,
DO4, DO5
Improvements to bus and rail services were identified among the main priorities for transport during the LTP Vision and Issues Consultation.
Bus passenger numbers in Hereford have been declining for a number of years and we need to work closely with bus operators to improve the quality and image of the bus network in Hereford to encourage greater numbers of people to use the service. As indicated in section 3.2, there are opportunities to increase bus use as the city’s residential area grows and we will progress design proposals and seek planning contributions to ensure that the new housing developments support bus use.
However, it is clear that there is limited likelihood of increasing bus usage in Hereford in the short term. Hence, the focus of this strategy is on the key physical infrastructure improvements which we have identified to help support a more effective city bus service.
3.5.1 The Herefordshire Hop Card - Bus Ticket Integration
Fares are a significant factor in the promotion and development of bus services. Fares on commercial services are controlled by the bus operators and in accordance with the Transport Act 1985; fares on supported services are set in line with the prevailing level of fares on commercially-operated routes.
Herefordshire Council requires operators of supported services to accept pre-paid tickets issued by other operators on the routes concerned, but there is no obligation on commercial operators to reciprocate, which can cause confusion and inconvenience to passengers. The Council will therefore seek to develop a range of multi-operator tickets in line with the requirements of the Public Transport Ticketing Schemes Block Exemption from the Competition Act 1998. We will also support any proposals for a nationwide smartcard public transport ticketing system which are taken forward by central government. Such a system was recently highlighted by transport minister Norman Baker with the aim of enabling users to travel seamlessly anywhere in the UK.
Herefordshire is served by a variety of bus operators and a multi-operator ticket would improve customer understanding and use of the bus network. Any developments would be subject to agreement with the Office of Fair Trading. This would begin with a low-tech initiative leading to the development of a high-tech integrated smart-card ticketing system over the timeframe of the LTP.
Proposal:
• To work in partnership with bus operators to develop an integrated smart ticketing system. • Resource - LTP, Bus Operators. • Timescale – Medium to Long Term
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LTP Strategy
3.5.2 Bus Priorities
It is essential for public transport to have a competitive advantage over other road users to encourage increased use. Hereford’s existing network provides limited opportunity for priority measures. This is largely due to the limited capacity within the existing highway network and the controlling influence of the A49 trunk road on the remaining highway network.
The Hereford relief road will provide sufficient highway capacity to deliver bus priorities on a range of routes. Key to this is the detrunking of the existing A49 and priority measures developed along Ross Road and Holmer Road. Bus priorities will only be considered following consultation with local bus operators and the development of quality partnerships to ensure an improved quality of service is provided. The long term proposals for bus priorities are provided in Figure H.
Figure H – Long term bus priority measures in Hereford
Proposals: • To deliver bus priority measures in consultation with bus operators. • To develop quality partnerships with bus operators on strategic routes. • Restrict access over the Old Bridge to public transport only.
• Resource - LTP, Bus Operators • Timescale – Long Term
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LTP Strategy
3.5.3 Bus Interchanges and Passenger Waiting Facilities
Hereford has four transport interchanges (City Bus Terminus, Country Bus Station, St Peters Square and Hereford Railway Station). Proposals for a central bus interchange are incorporated into the upgrading of New Market Street and Blueschool Street. These improvements will provide convenient access to the city centre and would enable more efficient movements of buses through the highway network. A purpose built transport hub at Hereford railway station will also provide passengers with a safe attractive environment to wait for connecting services. Both proposals are integral to the city centre regeneration project. To reduce customer waiting time the integration of bus and rail services will be encouraged while recognising the commercial and deregulated environment transport providers operate within.
A programme of improvements to ensure passenger waiting facilities are fully accessible has been delivered during LTP2 through a combination of raised kerbs and low floor buses. It is an aim during this strategy period to complete this programme.
All waiting facilities should provide fully accessible up-to-date timetable information in a variety of methods to increase customer’s awareness and confidence in the service. Additional information should also be provided with a local area map including details of distances to local areas of interest.
Proposals: • To ensure all bus infrastructure is of a high quality and services the needs of existing users and acts as a
catalyst to encourage increased patronage. • To develop a high quality bus interchange and transport hub in Hereford to aid the interchange between
bus, rail, car and cycle. • To work with public transport operators to develop integration between bus and rail timetables.
• Resource - LTP, Bus Operators, Planning Obligations • Timescale – Ongoing
Improvements to public transport interchanges will support increased use
3.5.4 Rail Improvements
Figure I highlights the significant increase in rail use throughout the county. Overall rail use has increased 38% between 2004/05 and 2008/09, the largest growth occurred at Leominster station where ticket sales increased by 68%.
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LTP Strategy
Figure I – Countywide rail ticket sales (2004/05 to 2008/09)
Countywide Rail Ticket Sales 2004/05 to 2008/09
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
900,000
1,000,000
2004/05 2005/06 2006/07 2007/08 2008/09
Years
Tick
et S
ales
Hereford
Ledbury
Leominster
Colw all
The West Midlands Region Rail Development Plan14 provides the main focus for future passenger and freight rail development for the region. In 2008, increasing regional rail capacity was identified as being a regional transport priority. The development plan identified the prioritisation of new rail infrastructure, longer trains and platforms, new railway stations and improved integration.
The LTP supports the regional rail strategy and will work in partnership with the Train Operators and Network Rail to improve rail services within Herefordshire. This will include:
� To improve capacity and reduce congestion on rail services at peak times by creating new local services between Hereford and Shrewsbury between 2014 and 2019.
� Improvements at Hereford railway station in 2012 to ensure the station is fully accessible and meets requirements under the Disability Discrimination Act 2005.
� Working with Network Rail to deliver rolling stock passing bays to increase service reliability and frequency on the Hereford to Great Malvern line with the longer term aim of twin tracking the whole section.
� To work with Worcestershire County Council and encourage London Midland to provide additional rolling stock on services to Birmingham and operate through services to Birmingham International Airport
Proposals:
• To work in Partnership with Train Operators and Network Rail to improve rail infrastructure within Herefordshire.
• To work in Partnership with Worcestershire County Council to improve services to Birmingham. • Resource – LTP, Network Rail, Train Operating Companies. • Timescale –Long Term
14 http://www.networkwestmidlands.com/News/Rail_Dev_Plan.aspx
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LTP Strategy
3.6 Changing How We Travel – ‘Smarter Choices’
Linked Challenges: CC1, BC1, BC3, DC1, DC4, DC7 Linked Outcomes: AO1, AO5, BO3, BO4, BO5, BO6. CO2, CO3, CO4, CO5, DO2,
DO4
‘Smarter Choices’ brings together a wide range of initiatives developed to influence travel behaviour to overcome the habitual use of the car when alternatives are available. The experience reported from the Sustainable Travel Towns and Cycling Demonstration Towns15
initiatives clearly demonstrates the success of Smarter Choices in encouraging modal shift while representing excellent value for money.
We already have a very good track record in terms of promoting Smarter Choices and this is recognised in the DaSTS study which compares Hereford with Shrewsbury and Telford and best practice elsewhere. The DaSTS study analysis and recommendations have helped us develop a robust and balanced strategy which maintains our best practices and incorporates new and innovative proposals to achieve even greater progress. Our Smarter Choices proposals aim to maximise the efficiency of communication and to promote those areas where the impact of private car use is most severe by:
• Travel Planning - Focusing activity on areas where people are concentrated, and where there is the opportunity to co-ordinate communication and action;
• Travel Promotions - Benefits of active travel and routes around the county; • Practical Support for Sustainable Travel - Delivery of pragmatic and practical
measures to enable positive behavioural changes.
3.6.1 Travel Planning
Travel planning is becoming increasingly important. Our capacity to communicate directly with residents offers an area of potential growth, e.g. using parish and ward networks through parish plans. However an existing robust network of functioning travel plans means that we can continue to work with businesses and schools to promote Smarter Choices. Importantly, a travel plan marks an organisation’s commitment to reducing its own transport impacts and helps the individuals in the organisation to focus on their journey to work or school and with assistance discover alternatives that make sense.
In supporting other organisations to develop travel plans it is essential that the council leads by example. The council’s own staff travel surveys have shown that real progress can be made, with a significant reduction in car use since the first travel survey in 2003. We support a wide range of travel planning activity including:
• Businesses –32% of Hereford’s workforce covered by a travel plan (2010) • Schools – 97% of state schools in Herefordshire now have a travel plan • Business District – the Rotherwas Business Park has a dedicated travel plan which
coordinates activity for 50 businesses and covers 75% of the site’s employees providing the dominant small employers with access to resources otherwise beyond their means.
15 http://www.dft.gov.uk/pgr/sustainable/demonstrationtowns/sustainabletraveldemonstrati5772; http://www.dft.gov.uk/cyclingengland/cycling-cities-towns/results/
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LTP Strategy
Proposal:
• Continue to develop and review workplace, school and area wide travel plans. • Resources – LTP, Schools, Businesses, Key Service Providers • Delivery Timescale – Ongoing
While some travel plans are developed voluntarily, increasingly travel plans are being required as a condition of planning approval. We have reviewed the performance of these types of travel plan and it is our intention to undertake an early review of the supporting policies for travel plans to improve their effectiveness. We will link travel plan targets for reducing car use to planning contributions so that mitigation could be provided through additional infrastructure or traffic management in the event that the travel plan does not deliver. A proposal to update the policy in support of travel plans has been set out in section 3.2.
The DaSTS study reported on the potential for additional travel planning activity over the next LTP period. In particular, it drew on best practice examples from the Sustainable Travel Towns project where significant resources have been provided to develop targeted personalised travel plans and also residential travel plans. Whilst this approach has proven to be effective in terms of reducing car use it is relatively intensive and requires a high level of personnel resource. We will explore opportunities to fund this type of travel planning support and will consider if contributions from new developments can be secured for this purpose.
Proposal:
• Develop personalised and residential travel plans within new strategic housing sites. • Resources – LTP/developer contributions. • Delivery Timescale – Medium to Long Term.
Adult cycling training helps provide people with new confidence
3.6.2 Travel Promotions - Specific Communications
Raising awareness of the alternatives to car use is critical as the first step towards influencing long-term travel behaviour. However, to be effective in encouraging behaviour change, awareness must be coupled with practical support and motivating communication.
The council's key priority is to encourage modal shift for journeys to and from work, school and college; the bulk of journeys made in the county and the biggest contributors to traffic congestion. In many cases, business and school travel plans can be used as a means to channel communication to employees, pupils and parents. This is an efficient and effective way to reach the working and studying population and therefore, we will continue to develop
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Walking to school can be a family event
LTP Strategy
and maintain relationships with key employers across the county, encouraging the development of travel plans but also benefiting from their support in promoting more sustainable travel.
There are considerable benefits to participation in national events (Walk to School Week, Bike to School Week, Walk to Work Week, National Liftshare Day, Bike Week). These provide value for money, a strong media presence, free resources and monitoring. The council has achieved considerable success using campaign-driven events for its own travel plan. We will continue to use our own experience to encourage others and to target activity of this nature to organisations that are committed to follow-up interest and support employees who shift to more sustainable modes.
The awareness campaign developed for our 2010 Bike Week promotion.
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LTP Strategy
Proposals:
• Develop area-wide promotions in partnership with businesses, schools and transport operators linked to Travel Plan activities.
• Support national travel events. • Resources – LTP, PCT, Businesses, Schools, Transport Operators • Delivery Timescale – Ongoing
3.6.3 Practical Support for Sustainable Travel
3.6.3.1 Car-sharing
The council’s Twoshare16 branded local authority car-share scheme is supported nationally by Liftshare. The council will continue to support an ‘open access’ approach to car-sharing rather than the use of restricted 'sub-clubs’ which limit the viability of such measures, particularly within rural catchments.
3.6.3.2 Park and Share
Hereford serves as the main employment centre for the county and receives a substantial influx of commuters on a daily basis. We want to enable commuters to choose more sustainable modes of travel. By working in partnership with local businesses the council aims to develop a series of Park and Share, Park and Cycle, and Park and Walk sites to encourage sustainable transport practices for part of the journey.
This proposal builds on the success of Twoshare and further increases the practicality of car-sharing in an area with a dispersed settlement pattern. This proposal creates an additional stage to trips where commuters can meet at an outpost where one or more vehicles are parked and the remaining part of the journey is shared, cycled, walked or completed by public transport depending on personal preferences and the location of the site. The scheme will be rolled out gradually focussing on main routes initially while seeking suggestions for other sites. The Council will act as facilitator, engaging with the local business premises to request use of suitable sites, and managing the allocation of spaces to ensure the scheme does not impact on the businesses’ day to day activities.
Proposals:
• Continued support and development of car-sharing. • To work in partnership with local businesses to develop a series of locations to support sustainable travel
behaviour and modal interchange for part of the journey. • Resources – LTP, Local Businesses • Delivery Timescale – Ongoing
3.6.3.3 Raising Awareness
The availability of travel information raises awareness, expands choice, and challenges existing travel behaviour. The preferred medium for receiving the information differs between individuals. Improving the quality of active travel signage so that it provides clear instruction but remains sensitive to its environment is to be developed within Hereford. Lessons learnt from the Sustainable Travel Towns programme will be adopted to develop the most effective means to increase levels of awareness and promote the use of active travel.
16 http://www.twoshare.co.uk/Default.asp?uxi=&cr=check
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LTP Strategy
Over 130,000 copies of the Hereford mini-map have been distributed over the past 4 years. The map will be updated regularly to reflect improvements in the active travel network. To date the map has only been available in paper formats and can be downloaded from the councils website. A long-term proposal would be to develop the mini-map so that it can be distributed as a free application through 3G technology.
Proposals:
• Delivery of signage improvements and travel information that supports the adoption of active travel throughout Hereford.
• To ensure active travel maps (Hereford mini-map) are updated regularly to reflect improvements in active travel infrastructure. • Resources – LTP, Local Businesses • Delivery Timescale – Short Term
3.6.3.4 Adult Cycle training
Giving people the confidence to cycle instead of using their car is fundamental to encouraging its use. For many people riding a bike is not something they have forgotten how to do, but they lack the confidence to start again. Training will be available to individuals across the county. Child cycle training is also provided at all schools (please refer to 5.11.1 Young Road Users section of the Road Safety Strategy).
Proposals:
• Provide adult cycle training • Resource - LTP • Timescale – Ongoing
3.6.3.5 Promoting Greener Driving Styles
The car will always play an important role within Hereford, and ensuring optimum fuel consumption whilst driving will become a major issue as concerns about peak oil develop during the lifetime of the LTP. Greener driving makes sense from an economic, social, and environmental point of view, while simultaneously creating a safer environment for vulnerable road users and facilitating modal shift.
We will continue to provide advice to drivers on greener driving styles, through businesses, driving instructors and colleges. Transport operators will also be encouraged to raise awareness in their drivers of the benefits of more efficient driving styles.
Proposals
• Develop promotional material promoting greener driving styles. • Encourage bus operators to provide advice to bus drivers on the most efficient driving style
• Resources – LTP, Bus Operators • Delivery Timescale – Short Term
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3.7
LTP Strategy
Delivery Timeline
Ongoing Proposals
• Developing Workplace and School Travel Plans • Area-Wide Travel Plans • Travel Promotions • Car-sharing / Park & Share • Reducing The Number of School Trips by Car • Maintaining Existing Active Travel Infrastructure • New Active Travel Infrastructure • Cycle Infrastructure • Cycle Training and Cycle Hire • Bus Network Improvements • Bus Interchanges • Senior Rail Support • Community Transport
Short Term Delivery – 2011 to 2014
• Smarter Choices Planning Guidance • Revised Planning Obligations SPD • Updated Highway Design Guide • Active Travel Information • Community Transport Links With Conventional Public Transport Services • Hereford’s Connect2 Greenway Scheme • Network Management Masterplan Improvements • Parking Strategy • Promoting Greener Driving Styles
Medium to Long Term Delivery – 2014 to 2026
• City Centre Regeneration Project – Transport Improvements • Personalised Travel Plans • Residential Travel Plans • City Centre Pedestrianisation • Bus Ticket Integration • Hereford Intelligent Transport System
Long Term Delivery – 2019 to 2026
• Hereford Relief Road • Rail Station Travel Plans • Bus Priorities • Park and Ride • Rail Improvements
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LTP Strategy
Section 4
The Market Towns and Rural Communities Transport Strategy
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LTP Strategy
4. The Market Towns and Rural Communities Transport Strategy
The Market Towns and Rural Communities Transport Strategy aims to support the sustainable growth of rural communities while respecting the distinct agrarian character of the area. Herefordshire is a beautiful county boasting unspoilt countryside, distinctive heritage, remote valleys and rivers. It is bordered on the east by the Malvern Hills (Area of Outstanding Natural Beauty) and to the south-west by the Black Mountains (part of the Brecon Beacons National Park). It also enjoys the tranquillity of the Wye Valley in the south of the county, an area also designated as an AONB.
The development of this strategy has been co-ordinated with the emerging proposals identified in the LDF Core Strategy and considers the county’s rurality and forecasted population changes. It supports the council’s aspirations for: a thriving rural economy supporting local enterprise; attractive market towns providing community facilities; key services; carefully managed rural landscapes and a sense of strong community spirit and pride. To inform the role of transport and to support these aspirations the following vision has been created:
By 2026, Herefordshire’s rurality will be a strength in supporting local enterprise, sustained economic growth and community involvement.
Living the rural idyll is the aspiration of many people and the county’s rural areas have recorded a rapid population growth during the previous decade when compared with urban areas. There is a net in-flow of all ages into the county, with the exception of young adults (15 to 29) who typically move away to attend higher education establishments and/or obtain higher paid jobs. The greatest level of inward migration is from people of retirement age migrating from other parts of the UK. In 2008 25% of Herefordshire’s population was of state retirement age and by 2026 this figure is expected to rise to 32%.
Of the 178,400 people living in Herefordshire, 54% live in rural areas. The county has the 4th lowest population density in England with the highest proportion of the population living in very sparsely populated areas of any English county. Consequently people often need to travel further to access key services.
The strategy considers each of the market towns and rural service centres separately (4.2.1 to 4.2.6). Countywide proposals are subsequently identified under transport themed headings (4.3 to 4.6). Many of the initiatives outlined within the Hereford Transport Strategy relate to commuters and visitors accessing Hereford, these proposals are relevant to this strategy even though they may not be directly identified. The Hereford relief road will ease countywide traffic movements by providing an alternative route option avoiding central Hereford. This will provide increased certainty about journey time, aid commercial vehicle movements and strengthen cross county trips. Highway maintenance and road safety also have a significant role to play within the market towns and rural areas as they ensure that infrastructure is maintained to a high standard which contributes to making the network safer for residents and visitors. The importance of highway maintenance and road safety within the county is explained further in Sections 5 and 6.
The 2009 ‘Access to Services in Herefordshire’1 report has aided the development of this strategy. The report provides a series of recommendations for improving access to services within the county. In this report transport’s role is identified as an ‘enabler’ to access key services. Two of the 20 recommendations relate to transport where it identifies the need for:
1
http://www.herefordshire.gov.uk/factsandfigures/docs/research/access_to_services_in_herefordshire_report _july_2009.pdf
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LTP Strategy
• Improved transport links – with reference to an integrated transport strategy • The role of Community Transport – with reference for greater integration between Primary
Care Trust funded services and Community Transport services.
Both recommendations have been incorporated into this strategy.
The main section of the Market Towns and Rural Communities Strategy sets out our proposals in terms of key areas of activity:
• 4.2 Land use proposals • 4.3 Providing sustainable transport infrastructure • 4.4 Managing the highway network more efficiently • 4.5 Supporting public transport • 4.6 Changing how we travel - ‘Smarter Choices’
Finally, the strategy includes a summary of proposals in terms of delivery: ongoing; short term 2011-14; medium term 2014 to 2019, and long term 2019 to 2026.
4.1 Key Challenges
The challenges were identified during the LTP consultation exercises. Table F (p.46) highlights the key challenges addressed by the Market Towns and Rural Communities Transport Strategy and Table G (p.47) identifies the links between challenges, measures and outcomes.
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CC3 CC5 CC6
LTP Strategy
Table F - Key challenges addressed by the Market Towns and Rural Communities Transport Strategy.
A) Facilitating the efficient and safe movement of people and goods
B) Mitigating the impacts of future development
AC3
AC5
AC6
AC7
AC8
AC9
To be mindful of the changing needs of the county’s population profile through conventional public and community transport schemes reducing the risk of social exclusion. To reduce congestion and improve journey time reliability and predictability on key routes. To ensure the transport network is resilient and prepared for effects of unplanned events. Work with freight operators to reduce the impact of freight in appropriate locations To reduce the risk of death, security or injury due to transport accidents. To enhance the integration of highway maintenance and road safety schemes to ensure they are delivered in a timely cost effective manner to prevent the risk of incident.
BC6
BC7
BC8
To deliver transport improvements and to facilitate the predicted increase in future travel demand. To work with developers and key service providers to develop infrastructure that supports the use of active travel. To develop lifecycle maintenance plans to ensure transport assets are undertaken in a timely fashion that preserve and extend their lifespan and represent the most efficient use of money.
C) Reducing the need to travel D) Overcoming the barriers to use of sustainable travel modes
To fully integrate the role of Smarter Choices into all transport related decisions. To improve connectivity and access between labour markets and key business centres to avoid increasing levels of out-commuting. To ensure ease of access to key services.
DC8
DC9
DC10
To reduce long term car use and promote sustainable travel where appropriate. To work with transport operators to ensure a competitive public transport market exists which provides for changing customer needs. To encourage active travel as a leisure pursuit.
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LTP Strategy
Preserving Herefordshire’s character is essential to promoting local enterprise
Table G - Market Towns and Rural Communities Strategy Links Overriding Challenges Market Towns and Rural Communities
Transport Proposals Related LTP Outcomes
A • Developing workplace and school travel plans
AO1 Reduced congestion and improved journey time reliability
Facilitating the efficient and safe movement of people and goods
• Cycle Infrastructure • Bus network Improvements • Active Travel Information • Parking strategy • Promoting greener driving styles • Rail improvements
AO2 An enhanced transport asset AO3 A transport network that is resilient and
prepared for the effects of unplanned events
AO5. Car use is reduced for local journeys AO6. Lower levels of out-commuting
B • New Active Travel Infrastructure • Revised planning obligations SPD
BO1. An enhanced transport asset BO2. A transport network that is resilient and
Mitigating the impacts • Updated Highways Design Guide prepared for the effects of unplanned
of future development • Leominster southern relief road events BO3. Car use is reduced for local journeys BO4. Active and public transport improvements
to facilitate increased travel demand BO5. Developers and key service providers
develop infrastructure that supports the use of active travel
BO6. Smarter Choices are fully integrated into transport related decisions
BO7. A competitive public transport market exists
C • Twoshare • Reducing the number of school trips by car
CO1. Lower levels of out-commuting CO2. Developers and key service providers
Reducing the need to travel
• Senior rail support • Community transport • Community transport links with conventional
public transport services
develop infrastructure that supports the use of active travel
CO3. Smarter Choices are fully integrated into transport related decisions
CO4. Highly accessible key services CO5. Improved air quality
D • Travel promotions • Maintaining existing and developing new
DO1. An enhanced transport asset DO2. Car use is reduced for local journeys
Overcoming the barriers to the use of sustainable travel modes
active travel infrastructure • Rural footway improvements • Public rights of way improvement plan • Bus interchanges • Smarter Choices planning guidance • Bus ticket integration
DO3. Active and public transport improvements to facilitate increased travel demand
DO4. Smarter Choices are fully integrated into transport related decisions
DO5. A competitive public transport market exists
DO6. Active travel is a popular alternative to car use
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4.2
LTP Strategy
Land use proposals
Linked Challenges: AC3, AC5, BC6, BC7, CC3, CC5, CC6, DC8, DC9, DC10, DC11 Linked Outcomes: AO1, AO2, AO3, AO5, AO6, BO1, BO2, BO3, BO4, BO5, BO6,
BO7, CO1, CO2, CO3, CO4, CO5, DO1, DO2, DO3, DO4, DO5, DO6
The emerging LDF Core Strategy2 has identified significant new housing and employment growth throughout the county. Table H details the allocation of new homes as indicated within the January 2010 LDF Place Shaping Consultation.
Table H - Housing Distribution
Hierarchy Settlement Number of planned dwellings (2006/26)
Main urban area Hereford 8,500
Market Towns Leominster 2,500 Ledbury 800 Ross-on-Wye 1,000 Bromyard 500 Kington 200 Total 5,000
Rural Areas Rural Service Centres 4,500
Grand Total 18,000
The scale of new development will place significant pressure on existing infrastructure and new infrastructure will be required to adequately provide for the proposed level of growth. There will be opportunities to plan new developments to incorporate sustainable transport infrastructure. Proposals 3.2.1 (Smarter Choices Planning Guidance), 3.2.2 (Revised Planning Obligations SPD) and 3.2.3 (Updated Highway Design and Highways Specification Guides for New Developments) of the Hereford Transport Strategy also relate to the Market Towns and Rural Communities Transport Strategy.
4.2.1 Leominster
The large scale development proposals for Leominster will strengthen Leominster’s role as a commercial centre
2 http://www.herefordshire.gov.uk/housing/planning/30579.asp
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Leominster is located to the north of the county along the A49 approximately 12 miles from Hereford and is the largest market town. It has a population of 11,100 and approximately 4,874 households. The LDF Core Strategy has identified a plan to increase housing by 2,500 between 2006 and 2026. As with other market towns in the county, Leominster is a service centre for an extensive rural hinterland. The decision to focus the second largest allocation of new homes in Leominster has been based on the recognition of its existing urban form and economic importance. It is located on the A49 corridor. Leominster has good public transport links, including a railway station. The urban extension will bring transport benefits in the form of a southern link road which will benefit the centre of the town in terms of reducing congestion and improving air quality. Relative to the county’s other market towns it is also the least constrained environmentally.
Transport constraints in the town have historically limited the rate of development and any future growth would require the construction of a new road between the B4361 (Hereford Road) and the A44 (Barons Cross Road). The southern link road would be funded by new development and will improve east-west transport movements while improving air quality at the A44 Bargates junction.
Public Transport (bus and rail) links between Leominster and Hereford are good; however bus links to the other market towns remain limited. Should market conditions improve and demand for travel between the towns increase, the council will work with bus operators to upgrade this service. A rail travel plan will be developed to manage additional rail use anticipated through Leominster’s expansion and address existing restrictions on car parking availability.
Although the town is on the National Byway and National Cycle Network Route 46, the one-way traffic management in the centre means a continuous cycle route is not possible. There is also interest from the town council in developing an east-west walking and cycle route.
The town is well provided with conveniently located car parks but it is important to ensure a reasonable turnover of spaces particularly for shoppers and visitors. Where charges are made in council controlled car parks, the level of charges are set to reflect the need to support the economy of the town. There are no on-street charges.
In summary the transport related issues are: • Improvements in accessibility and permeability by active travel modes • Limited east-west transport infrastructure • Poor public transport links other than with Hereford • Transport constraints identified in Bargates • Need for a southern link road
4.2.1.1 Air Quality in Leominster
Encouraging the use of sustainable travel and reducing congestion will contribute to improving air quality and reducing the impacts of climate change. Outside Hereford, there is currently one Air Quality Management Area (AQMA) at Bargates in Leominster, which exceeds the acceptable 40ug/m3 level of pollutant concentrates. During the lifetime of this LTP, an action plan for this site will be produced to ensure the levels of pollutant concentrates are reduced and monitored. We have previously looked at measures to reduce levels of pollutants at this junction including the reworking of junction timings and new technologies, however we will continue to look into new measures including the planned Southern Link Road. Continued monitoring will also take place around the whole county to ensure pollutant concentrates do not exceed acceptable levels.
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Proposals: • To develop a Leominster AQMA Action Plan
• Resource – Environmental Health, LTP • Timescale – Short Term
4.2.2 Ledbury
Ledbury is located in the eastern side of the county close to the M50 and the Malvern Hills Area of Outstanding Natural Beauty. It has a population of around 9,800 and approximately 4,211 households. The LDF Core Strategy has identified 800 new dwellings to be provided between 2006 and 2026, 700 of which will be provided in a single strategic urban extension to the north of the viaduct subject to a satisfactory transport assessment and likely improvements required to the junction between the Bromyard and Hereford roads. New pedestrian and cycling links from this development directly to the town trail, railway station and town centre will be funded through developer contributions to promote walking, cycling and the use of public transport to ease congestion and limit CO2 emissions.
It is planned that there will be provision of around 12ha of new employment land between the Little Marcle Road and the Ross Road to the west of the bypass to reduce the number of people travelling long distances for work and support economic regeneration. Developer contributions will be required towards sustainable transport to the town centre, green infrastructure and biodiversity enhancements along the Leadon Valley to promote sustainable communities.
Ensuring quality pedestrian and cycle routes will increase use for local journeys
The provision of car parking within Ledbury needs to be carefully managed. It is important for Ledbury’s economic development that a greater provision of spaces be restricted to short-stay only. This will free up parking availability and create greater turn-over of spaces for visitors and shoppers. Charges in council controlled car parks are set to reflect the significant demand for parking by both visitors and local people wishing to access jobs and local services. There are no on-street charges.
The development of a Town Travel Plan which would consider innovative solutions to improve sustainable travel patterns within the town may be appropriate. Any travel plan developed would be community led and supported by the council. Any plan developed would support the Town Plan and focus on encouraging greater sustainable behaviour by local residents and traders living within Ledbury. Outcomes of the plan would reduce the number of local car journeys and maximise the availability of parking spaces for people visiting Ledbury.
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No new road infrastructure in Ledbury is proposed, but it will be necessary to ensure that any peripheral development integrates properly with the existing highway network and also provides sustainable transport links into the town.
Ledbury is highly accessible by all modes of transport, with a high frequency rail and bus service to Hereford and rail links to Birmingham and London. Retaining the existing level of service will be a priority during the LTP timeframe. The council will continue to work with owners of Ledbury railway station (London Midland) to improve the existing accessibility arrangements at the station.
In summary the transport related issues are: • More off-road car parking; • Improvements to traffic congestion; • Improve visitor facilities such as signage and coach parking • Existing bypass acts as a barrier in defining the form of the town • Improve pedestrian and cycle infrastructure, routes and parking
4.2.3 Ross-on-Wye
Ross-on-Wye lies on the southern edge of Herefordshire, located approximately 15 miles south east of Hereford. The town has high levels of motor vehicle accessibility with access to the A40 and the M50 which connects the town to the wider national motorway network. It has an estimated population of 10,000 living in about 4,500 households.
The LDF Core Strategy has identified 1,000 new dwellings between 2006 and 2026, of which 350 will be located on a single strategic urban extension to the south east of the town at Hildersley. New pedestrian and cycle links between the site and the town centre will be funded by developer contributions. The proximity to Model Farm, an existing business park, and the Town Trail provides opportunity to ensure positive and sustainable transport improvements. Of the outstanding 650 homes, around 550 dwellings have been completed since 2006, are existing allocations or have the benefit of planning permissions. The remaining 100 dwellings will be provided through smaller scale non-strategic sites within the existing built up area.
Transport improvements will help people access local services
As with other Market Towns in the county, Ross provides a service centre for an extensive rural hinterland and provides an important gateway for tourists entering the county. It is ideally located for development of leisure cycling infrastructure too with potential for attractive routes to the National Cycle Network at Hereford, Forest of Dean, Symonds Yat and Monmouth.
No new road infrastructure is proposed in Ross, but it will be necessary to ensure that any peripheral development integrates properly with the existing highway network and also provides sustainable transport links into the town. The new Smarter Choices SPD and the
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refreshed Highways Design Guide will ensure all new development is integrated into the existing town. The proposals identified within this strategy address the issues identified and support sustainable transport links.
Charges in council controlled car parks are set to reflect the significant demand for parking by both visitors and local people wishing to access jobs and local services. Charges for car parks closer to the centre are set to encourage short stay and a turnover of spaces to support the local economy, with longer term parking allocated to car parks further from the centre. There are no on-street charges.
In summary the transport related issues are:
• Inadequate disabled access to public transport • Inadequate rural public transport • Car parking • The requirement for safer roads • Poorly maintained roads, paving and pavements • Traffic congestion and pollution • Street clutter • Road surface noise • Local buses and affordable public transport • More footpaths, bridleways and cycle ways
4.2.4 Bromyard
Bromyard’s historic street form presents a number of challenges mitigating future development
Bromyard is located on the A44 midway between Hereford and Worcester. Its main role is as a service centre to its rural hinterland. It has a population of around 4,600 and approximately 1,930 households. The LDF Core Strategy has identified 500 new dwellings to be provided between 2006 and 2026, of which 250 will be provided in a single strategic urban extension to the north west of the town at Hardwick Bank, subject to suitable vehicular access to the site via residential roads leading off Winslow Road and access off Leominster Road. New pedestrian and cycle links between the site and the town centre will be funded by developer contributions. Of the outstanding 250 homes, around 200 of these have been completed since 2006 or are existing commitments (having planning permission and existing allocations). The remaining 50 dwellings will be provided through smaller scale non-strategic sites within the existing built up area.
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With limited public transport access, Bromyard remains dependant on the car. The current charges are set to ensure spaces are usually available near the centre whilst keeping enough free parking spaces for those not wishing to pay but willing to walk a little further.
Redevelopment of land previously used for off-street car parking over recent years has indicated a need to provide additional off-street parking spaces to meet demand. The council will continue to investigate opportunities to provide additional car parking to support the local economy, as and when they arise. There are no on-street charges.
Proposals to improve public transport frequencies and cycle links to Hereford and the other market towns have been identified, but funding restrictions may result in the prioritisation of proposals that would favour larger population centres. Improvements will largely be developer funded.
In summary the transport related issues are:
• Improvements to car parking; • Improvements in street cleaning; • Poor access to key services
4.2.5 Kington
Strengthening Kington’s traditional market town role will be essential in providing for rural communities
Kington is situated in the north west of the county approximately 20 miles from Hereford and 15 miles from Leominster, near the Welsh border. Kington is the smallest market town with a population of around 3,260 and comprising 1,465 households. The LDF Core Strategy has identified 200 new dwellings to be provided between 2006 and 2026. As with other market towns in the county, Kington provides a service centre for an extensive rural hinterland.
With limited public transport access Kington remains dependant on the car. It is important to ensure an adequate supply of parking, including both on and off street spaces. Where charges are made in council controlled car parks, the level of charges are set to reflect the fact that demand for parking is mainly local in nature and is required to support the local economy. There are no on-street charges.
Proposals to improve public transport frequencies within the town and cycle links to Hereford and the other Market Towns have been identified, but funding restrictions may result in the prioritisation of proposals that would favour larger population centres. Improvements will largely be developer funded. Nevertheless Kington is served by the Radnor Ring, an 86 mile scenic on
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and off-road cycle route, linking to the National Cycle Network in Wales. As the town grows, existing footpaths will be preserved to encourage active travel within the town.
In summary the transport related issues are:
• Better public transport • Preservation of footpaths • Improvements to car parking
4.2.6 Rural Service Centres and Hubs
Rural Service Centres (RSC) are classified within the LDF Core Strategy and form the top tier of settlements below the level of the Market Towns. They are places that can fulfil the daily needs of local residents and others in the surrounding rural areas which can accommodate modest but balanced growth in a sustainable way. Each RSC provides a number of key services including a school, shop or post office and enjoys public transport access to either Hereford or one of the market towns.
The LDF Core Strategy has identified 4,500 new dwellings to be developed in and around the RSC and Hubs between 2006 and 2026. Rural Service Centres with Hubs (where indicated) include:
• Bishops Frome with Stoke Lacy • Canon Pyon • Clehonger • Colwall • Credenhill with Stretton Sugwas • Eardisley with Almeley • Ewyas Harold with Pontrilas • Fownhope • Goodrich • Kingsland • Kingstone with Winnal • Lea with Weston under Penyard • Leintwardine with Wigmore • Madley • Marden with Sutton St. Nicholas • Orleton • Pembridge with Eardisland • Peterchurch • Shobdon • Wellington with Moreton-on-Lugg • Weobley • Whitchurch
A number of villages and parishes have developed design statements to inform future developments and identify issues within the local area which relate principally to transport. It is a priority to retain existing public transport access to these locations throughout the LTP timeframe.
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Other transport improvements will largely be developer financed unless schemes reach the top of the scheme prioritisation lists or Public Rights of Way Implementation Plan3.
4.2.6.1 Ewyas Harold Village Design Statement • Appropriate street lighting for new developments • The need for continuous footpaths • No public car parks • The need for traffic calming measures
4.2.6.2 Colwall Village Design Statement • Link new development with open spaces • Maintenance of recreational footpaths • Access to the countryside • Traffic impact surveys for new developments • Reroute heavy vehicles • Traffic calming • The need to maintain the rail link
4.2.6.3 Much Marcle Parish Design Statement • Provision for off-road parking in new developments • The need to maintain the character of lanes and roads • Maintenance of public footpaths
4.2.6.4 Leintwardine Village Design Statement • Provision for off-road parking in new developments
4.2.6.5 Cradley and Storridge Village Design Statement • Preservation of features and boundaries such as walls, hedges and lanes • Opportunities for walking and cycling • Retain the form of two distinct settlements
Transport improvements must respect the environment they support
3 http://www.herefordshire.gov.uk/docs/LeisureAndCulture/Herefordshire_Council_-_ROWIP_08_-_Web_-_161208.pdf
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4.3
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Providing Sustainable Transport Infrastructure
Linked Challenges: BC6, BC7, CC2, CC4, CC5, CC6, DC8, DC9, DC10 Linked Outcomes: AO1, AO2, AO5, BO1, BO3, BO4, BO5, BO6, CO2, CO3, CO4,
CO5, DO1, DO3, DO4, DO6
Active travel is promoted as the preferred mode of transport for all local trips where possible. If greater numbers of people are to be encouraged to undertake short trips on foot or by bicycle- safe, coherent and comprehensive pedestrian and cycle networks need to be provided. Improvements to the pedestrian environment bring particular benefits to people who are mobility impaired, either by virtue of a disability, old age or even when carrying heavy shopping. A safe walking environment is particularly important for people who do not have access to a car. Consideration will also be given to improve pedestrian access from car parks to the main shopping areas in market towns to reduce the amount of circulating traffic and to encourage park and walk.
Over the next few years, financial pressures will mean that a lower number of new sustainable infrastructure schemes will be able to be delivered. It is vitally important therefore to maintain the existing infrastructure that we already have in place to a high standard. The council, working with its partners, will therefore protect and maintain the local cycle routes, footpaths, bridleways and canal networks as local transport routes.
Proposal:
• Maintaining existing active travel infrastructure to a high standard and ensure all infrastructure is DDA compliant. • Resources – LTP • Delivery Timescale – Ongoing
4.3.1 Rural Footway Improvements
The council will continue to undertake a programme of rural footway improvement schemes. Schemes of this nature bring particular benefits for improving accessibility for pedestrians and help to make the local walking environment safer and more attractive. Requests for schemes will be ranked on a demand/cost basis taking into account potential for accident savings which may contribute to achieving the council’s targets in relation to road safety. We will aim to deliver at least one major rural footway improvement each year.
Proposal:
• Continued programme of rural footway improvements – to deliver at least one scheme per year. Schemes prioritised in accordance with the council’s ranking procedure. • Resources – LTP/Planning Obligations • Delivery Timescale – Ongoing
4.3.2 Cycle Infrastructure and Greenways
The council continues to work towards the implementation of a comprehensive cycle network for the county. Good progress has been made in relation to this strategy and this is having a positive effect upon cycle usage. It is important to ensure value for money and remain focused upon delivering the schemes that are most beneficial.
Greenways can often offer routes which are suitable for both walking, cycling and in some instances equestrian use. In many cases they will become part of the implementation of the National Cycle Network in the county. These greenways will offer additional benefits of improving
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accessibility to the countryside, add to the Rights of Way network, and help address some of the gaps in the bridleway network.
Individual cycle and greenway schemes are kept under review ensuring we maintain a prioritised list of proposals. Key schemes have been identified within the market towns to work towards a safe and comprehensive network and these will be implemented as part of the annual investment programme. Our prioritisation procedure is comprehensive and a robust procedure taking into account accidents to cyclists, current and potential usage, scheme cost and technical feasibility. The process was developed with reference to best practice and in consultation with the local cycle forums.
In addition to route improvements, additional cycle parking and improved signage will continue to be provided within Hereford, the Market Towns and at large public transport interchanges. In addition to this further parking facilities will be installed at strategic rural bus stops. A programme of identifying need and prioritising delivery is being developed. This process will be informed through consultation with cycle user groups.
Proposal:
• Continued programme of cycle improvements – To deliver at least one cycle scheme per year on the Market Towns and Rural Communities scheme list and provide new cycle parking and signage facilities where possible. Schemes are prioritised in accordance with the Council’s ranking procedure.
• Resources – LTP, Planning Obligations • Delivery Timescale – Ongoing
4.3.3 National Cycle Network
The National Cycle Network is made up of more than 12,000 miles of traffic-free walking and cycling paths, quiet lanes and on-road cycling routes. We are working with national sustainable transport charity Sustrans to develop two National Cycle Network (NCN) routes crossing the county.
• NCN46 Abergavenny - Hereford - Worcester and • NCN44 Shrewsbury - Hereford - Forest of Dean.
The NCN46 section between Hereford and Abergavenny and NCN44 between Ludlow and Leominster is now signed with further signage improvements identified between Hereford and Leominster. The improvements between Ludlow and Leominster were developed as part of the National Byway route between Chester and Cirencester. This route passes through the county from Ludlow in Shropshire and Tewkesbury in Gloucestershire. The Herefordshire section takes in Leominster and Ledbury.
Working in partnership with Sustrans and local communities, (e.g. Walford Parish Council) the council aims to deliver the proposed routes to complement the highway network, with the aim of encouraging sustainable travel and reducing reliance on the car when commuting.
Proposal:
• Deliver proposed route improvements linking Herefordshire with the National Cycle Network and National Byway network. • Resources – LTP, Planning Obligations, Sustrans • Delivery Timescale – Long Term
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4.3.4 Public Rights of Way Improvement Plan
Over the years the use of footpaths and bridleways has changed from being functional; for example from allowing people to walk to church, to being recreational and to allow people to enjoy the countryside away from the noise, speed and danger from vehicles using public roads.
The council will continue to implement its Public Rights of Way Improvement Plan. There are approximately 4,400 registered public rights of way in Herefordshire, ranging in length from a few metres to several miles. In total there are over 2,125 miles of rights of way, about the same distance as the county’s highway network. The council will always seek to preserve existing public rights of way.
In recognition of health benefits of walking, the council has developed various schemes to encourage everybody to take up this popular pastime. Of course the various bridleways and byways can also be used for other popular activities such as cycling and horse riding.
Rights of way are more than a valuable recreational resource - they are also an important asset in terms of the rural and wider economy, tourism, sustainable transport, sport, social inclusion, cultural identity, health and well being. Walking has also played its part in the county becoming an extremely popular tourist destination. In celebration Walking Festivals are held annually in Herefordshire and a winter festival is held between Christmas and New Year.
We have produced a Rights of Way Improvement Plan (ROWIP) 2007-2011 which will be incorporated into the LTP Implementation Plan. This represents an objective and strategic view of the rights of way and countryside access network covering the whole of Herefordshire and looks at the benefits for different types of user, local communities, and those visiting the county. The ROWIP provides an assessment of information collected from consultations about access and rights of way. This has enabled a plan to be produced covering demand and network assessments and a statement of action outlining the way forward for countryside access in Herefordshire. The ROWIP contains:
• the extent to which the local network (footpaths, bridleways, restricted byways (formerly RUPPs), byways and cycleways) meets the present and likely future needs of the public;
• the opportunities that the network provides for exercise and other forms of open-air recreation;
• the accessibility of the network to blind and partially sighted persons and those with mobility problems.
The updated Plan will address the whole network of non-motorised routes, not just definitive rights of way, including all pedestrian and cycle infrastructure improvements. The Plan will look at the whole spectrum of users and journey purposes, from disabled access needs, to routes to open access land.
Proposal:
• Continue to deliver the improvements identified within the Update Public Rights of Way Improvement Plan • Resources – LTP, Planning Obligations • Delivery Timescale –Short-Term
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Ledbury Town Trail PROW improvements in Ross-on-Wye
Schemes identified within the PROWIP will be fully incorporated into the LTP Implementation Plan to ensure a comprehensive programme of Sustainable transport improvements are delivered throughout the county
4.4 Managing the Highway Network More Efficiently
Linked Challenges: AC1, AC2, AC4, BC4, BC5 Linked Outcomes: AO1, AO2, AO3, BO1, BO2, BO4, CO5, DO1, DO3, DO5
Managing the highway network as efficiently as possible is one of the primary aims of this strategy. The county is relatively remote in terms of access to the national transport network and this is highlighted in Figure J. The M50 provides a link to the M5 in the south of the county and the A49(T) provides the main north-south corridor linking the north-west of England and South Wales. A number of routes cross the county providing access to and from Wales, and eastwards towards Worcestershire and Gloucestershire namely the A40, A44, A465, A403 and the A438.
Highway improvements in Hereford and Leominster are linked to the development proposals identified in the LDF Core Strategy. These improvements will significantly improve journey times for countywide traffic movements by reducing existing bottle-necks within the network. No other significant highway improvements are planned but it will be necessary to ensure that any peripheral development integrates properly with the existing highway network.
4.4.1 Freight
It is recognised that road travel will continue to be the dominant mode of freight distribution during this plan period. The council will continue to encourage the maximum use of rail, and facilitate the provision and protection of rail facilities within the county. The use of rail for deliveries needs to become a viable option, and for rail to be competitive it must compete in terms of cost, reliability and operational efficiency. However for many companies when compared to rail, road freight is still considered to be cheaper, more secure and more flexible and able to respond to customer demands.
Heavy goods vehicles (HGV) are an essential constituent of transport distribution upon which a strong and vital national, regional and local economy depends. Whilst HGVs provide an essential service, they do generate problems of concern to local residents. In rural areas the main cause for concern is HGVs using unsuitable and very often narrow roads.
Not surprisingly HGVs are often seen by the general public to be both intrusive, and a danger to other road users and pedestrians. However it is often forgotten that even in rural areas, HGVs are necessary for the transportation of fuel, building materials, farm produce and
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refuse. Therefore in the majority of cases it is found that vehicles using minor roads do so for essential access, which is often not possible or desirable to restrict.
Figure J – The County’s Primary Highway Network
Whilst HGVs are perceived to be undesirable, this alone is not a justified reason to prohibit them. Prohibiting HGVs from using routes of their choice invariably means the vehicles will have to use less direct and therefore longer routes, which consequently increases the running costs to businesses. In addition these routes may well be through other villages, where different residents will suffer increased intrusion.
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When considering the introduction of a Traffic Regulation Order to exclude HGVs the council will examine whether the vehicles are either causing serious danger to other road users, or that the highway or environment is being damaged unreasonably. Large vehicles using minor roads, which were not constructed for such traffic, inevitably cause damage. However, unless the vehicles can be displaced to a more suitable road, little is gained from moving them from one minor road to another.
Proposals: • Encourage greater freight movements by rail. • Work in partnership with neighbouring authorities to develop strategic freight map.
• Resource – LTP, Freight Operators, Neighbouring Authorities • Timescale – Medium to Long Term
4.4.2 Car parking
The management of car parking has a significant role in delivering the goals and outcomes of the LTP. Car parking plays a key role in influencing travel decisions, in terms of route, mode and destination. The Car Parking Strategy concerns the management of car parking within Herefordshire and seeks to support the county’s economy by providing for the needs of visitors, shoppers and commuters, whilst balancing the need to encourage greater sustainable travel use.
The majority of parking within the county’s urban centres is provided by off-street, publicly operated, car parks and on-street parking. Typically parking stock is increased by large car parks operated by supermarkets and smaller privately operated car parks. In general, in order to support town centre economies short-stay parking tends to be located closer to the urban centres and long-stay towards the outside.
In each of the market towns on-street parking is currently free and generally controlled by means of limited waiting restrictions. The current supply of public off-street parking is considered to be broadly adequate to meet the needs of the market towns, although redevelopment within Bromyard and demand in Ledbury has indicated a possible need for more publicly available parking provision.
The overall parking policy supports the council’s aim to encourage the use of alternative forms of transport to the private car. However, it is recognised that in a predominantly rural county like Herefordshire, many journeys will continue to be undertaken by car and the overall supply of parking needs to be adequate to support the economic vitality of the market towns.
Funding for capital improvements to the local transport network is available through the Local Transport Plan allocation. However, many essential measures to address the transport needs of the county, such as community transport and Park and Ride, require ongoing revenue funding to make them work. Surplus income generated from car parking provision and enforcement will be used to support the objectives of the LTP. This may enable additional funding to be made available to support sustainable transport projects, such as community transport, public transport, cycling and walking. It may also be appropriate to use such funding to improve the quality of signing and car parking facilities.
The Car Parking Strategy contributes towards meeting LTP objectives by setting out an approach to managing car parking that will:
• Allow good access to employment, education, shopping, recreational and community facilities;
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4.5
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• Help support economic vitality in town centres by providing land close to commercial centres where those who wish to access shops and services can park their cars;
• Support strategies for the management of congestion; • Reduce the impact of the car on the environment, particularly in areas of high demand
such as town centres and in residential areas; and • Improve the environment and safety of those accessing car parking
Proposal:
• Deliver the Parking Strategy - to ensure parking provision is managed to support other transport policies including demand management • Resource – LTP • Timescale – Short Term
Supporting Public Transport
Linked Challenges: AC1, AC2, AC3, AC4, BC1, DC1, DC2, DC3, DC5 Linked Outcomes: AO1, AO2, AO5, BO1, BO2, BO3, BO6, BO7, CO4, DO1, DO2,
DO4, DO5
4.5.1 Bus Network Review Maintaining a good public transport network is a key concern for rural communities connecting, people with workplaces, education, retail and other services. We will continue to work with transport operators to improve integration of rural services with wider regional and national networks, such as rail stations. Following major investment during LTP1 and continued financial support during LTP2 rural bus passenger numbers have steadily increased for a number of years. The bus network is a lifeline for many communities and essential for individuals that do not have access to a car or van. Unfortunately for some communities the cost of providing public transport to meet their travel needs is prohibitive and unrealistic. In the short to medium term and in light of future limited resources, the council will revise how subsidies are spent on public transport services and consider community transport within a supporting role. Innovative solutions will be explored to minimise any potential occurrences of social exclusion and community based solutions will be supported to fill any gaps.
The planned housing growth identified for the county represents a real opportunity to design communities around the use of sustainable transport. Working in partnership with local bus operators it is important to ensure that new housing and employment sites are served quickly so habitual patterns of car use for local journeys do not dominate. The Local Bus Operators Forum will continue to be supported by the council and will operate as the main arena for discussions between the council and bus operators.
4.5.2 Improving Bus User Experience
In the longer term, the council will seek to improve the efficiency of the public transport system and consider the introduction of bus ticket integration (see section 3.5.1) and increased service frequencies on particular routes, ensuring improved connectivity between urban centres and supporting the local job market and Hereford’s evening economy.
Improving the quality of the bus fleet to meet the customer requirements is the responsibility of bus operators, but the council will work with bus operators to develop bids for grants to assist with any fleet upgrades. Encouraging bus operators to develop low-carbon fleets will be a priority during the LTP timeframe.
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Proposals: • To continue to support subsidised rural services where it is financially viable. • To continue to work with bus operators to ensure the greatest value for money without compromising
service quality when renewing bus contracts. • To work with bus operators to provide better links to national transport networks. • To aid bus operators upgrade their fleet to limit carbon outputs. • Partnership working to ensure all housing and employment sites are served by public transport. • Continued support of the Local Bus Operators forum.
• Resources – LTP, Bus Operators • Delivery Timescale – Ongoing
• To work in partnership with bus operators to improve service frequencies linking Hereford to each Market Town.
• Resources – LTP, Bus Operators • Delivery Timescale – Long Term
Conventional public transport and community transport services remain a lifeline for many communities
4.5.3 Bus Interchanges
A programme of ensuring passenger waiting facilities are fully accessible through a combination of raised kerbs and low floor buses was commenced during LTP2 and it is an aim during the LTP timeframe to complete this programme.
All waiting facilities should include fully accessible up-to-date timetable information in a variety of methods to increase customer awareness and confidence in the service. Additional information should also be provided including a local area map and details of distances to access areas of interest.
Proposal: • To ensure all bus infrastructure is of a high quality and services the needs of existing users and acts as a
catalyst to encourage increased patronage • Resource - LTP, Bus Operators, Planning Obligations • Timescale – Ongoing
4.5.4 Rail Improvements
There are only three railway stations in the county outside Hereford in Leominster, Ledbury and Colwall. Working in partnership with Network Rail and the train operators the council aims to improve the level of rail service operating within the county. This will reduce the existing trend of people driving to stations outside the county to gain access to a reliable high frequency rail service.
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In 2008, increasing regional rail capacity was identified as being a regional transport priority. The development plan prioritises the provision of new rail infrastructure, longer trains and platforms, new railway stations and improved integration.
The LTP supports the regional rail strategy and will work in partnership with the Train Operators and Network Rail to improve rail services within Herefordshire. This will include:
� New local services between Hereford, Leominster and Shrewsbury between 2014 and 2019
� Access improvements at Leominster railway station in 2015 to ensure the station is fully accessible and meets requirements under the Disability Discrimination Act 2005.
� Working with network rail to deliver rolling stock passing bays to increase service reliability and frequency on the Hereford to Great Malvern line (impacts for Ledbury and Colwall) with the longer term of aim of twin tracking for the whole section.
� To work with Worcestershire Council and encourage London Midland to provide additional rolling stock on services to Birmingham and operate through services to Birmingham International Airport
Proposals: • To work in Partnership with Network Rail and Train Operators to improve rail services and infrastructure
within Herefordshire. • Resource – LTP, Network Rail, Train Operating Companies • Timescale – Improvements Long Term - Review Study – Short Term
4.5.5 Community Transport
Community Transport (CT) plays an important role within Herefordshire by providing access to services for people who are unable to use conventional public transport. The CT schemes provide a pre-booked, door-to-door transport service to help people get to local services, visit friends and enjoy a range of leisure activities
It provides transport for people unable to use conventional public transport services because:
• There is no public transport service available • There is no alternative transport at the time they need to travel • They have limited mobility, which prevents them from using bus or train services.
Community car schemes use volunteers driving their own cars to provide transport for passengers needing to make a journey. Some schemes also operate minibuses or multi-purpose vehicles which can be used by passengers in wheelchairs or people who are travelling together. Passengers pay a contribution towards the cost of the journeys which are also subsidised by the council. Journeys can be made to the shops, doctors, friends and relatives, hospitals, dentist, opticians and for appointments, where no alternative transport is available.
The council will continue to support Community Transport projects, but will encourage community transport operators to access wider sustainable forms of funding from a range of partners including the Primary Care Trust.
Proposal: • Support Community Transport - to provide accessible transport for those most in need.
• Resource – LTP, PCT • Timescale - Ongoing
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Changing How We Travel – ‘Smarter Choices’
Linked Challenges: CC1, BC1, BC3, DC1, DC4, DC7 Linked Outcomes: AO1, AO5, BO3, BO4, BO5, BO6, CO2, CO3, CO4, CO5, DO2,
DO4
Smarter choices consist of a range of initiatives developed to influence travel behaviour and overcome the habitual use of the car, enabling more journeys to be made on foot, cycle, bus, train or in shared cars. Herefordshire’s rurality does not support extensive use of walking and cycling for end-to-end trips other than for local trips to and from stations or bus stops. Developing the council’s Smarter Choices programme will assist in raising awareness of the alternatives to car use and influence travel behaviour towards car sharing and public transport use.
Our Smarter Choices proposals aim to maximise the efficiency of communication and to promote those areas where the impact of private car use is most severe by:
• Travel Planning - Focusing activity on areas where there is a high population density, and where there is the opportunity to co-ordinate communication and action. A travel plan marks an organisation’s commitment to reduce its own transport impacts and helps the individuals in the organisation to focus on their journey to work or school and with assistance discover alternatives that make sense.
• Travel Promotions - Raising awareness of the alternatives to car use is critical as the first step towards influencing long-term travel behaviour. Business and school travel plans can be used as a means to channel communication to employees, pupils and parents
• Practical Support for Sustainable Travel - Delivery of pragmatic and practical measures to enable positive behavioural changes.
Further information on these proposals can be found in sections 3.6.1 to 3.6.3.
Proposals:
• Continue to develop and review workplace, school and area wide travel plans. • Resources – LTP, Schools, Businesses, Key Service Providers • Delivery Timescale – Ongoing
• Develop area-wide promotions in partnership with businesses, schools and transport operators linked to Travel Plan activities.
• Support national travel events. • Resources – LTP, PCT, Businesses, Schools, Transport Operators • Delivery Timescale – Ongoing
Expanding Smarter Choices initiatives will encourage active travel
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4.6.3 Practical Support for Sustainable Travel
4.6.3.1 Car-sharing
More information on car sharing can be found in section 3.6.3.1
4.6.3.2 Park and Share
More information on park and share can be found in section 3.6.3.2.
4.6.3.3 Adult Cycle training
Further information on adult cycle training is provided in section 3.6.3.4.
4.6.3.4 Promoting Greener Driving Styles
For further information please see 3.6.3.5
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Delivery Timeline
Ongoing Proposals
• Developing Workplace and School Travel Plans • Area-Wide Travel Plans • Travel Promotions • Brand Identity • Twoshare • Reducing the Number of School Trips by Car • Maintaining Existing Active Travel Infrastructure • Rural footway improvements • Cycle Infrastructure • Bus Network Improvements • Bus Interchanges • Senior Rail Support • Community Transport
Short Term Delivery – 2011 to 2014
• Smarter Choices Planning Guidance • Revised Planning Obligations SPD • Public Rights of Way Improvement Plan • Community Transport links with conventional public transport services • Parking Strategy • Leominster AQMA Action Plan
Medium to Long Term Delivery – 2014 to 2026
• Promoting Greener Driving Styles • Bus Ticket Integration
Long Tem Delivery – 2019 to 2026
• Leominster Southern Link Road • Rail Improvements
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Section 5
The Road Safety Strategy
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The Road Safety Strategy
The countywide Road Safety Strategy sets out how the council will continue to reduce the number of road traffic casualties on its roads through a combination of road safety improvements and educational programmes. Despite the forecasted population increase the council is committed to reducing road casualties and improving quality of life for all residents living both in the city and in the rural areas. Over the next 15 years, the county is expected to undergo significant growth with new housing and employment opportunities.
The following vision provides a clear aim for the Road Safety Strategy to work towards:
By 2026, Herefordshire will be an even safer place to live, work and visit, with improved road safety enforcement, education and training at the heart of this success
Significant progress was made improving road safety during LTP2 (refer to Figure K). The number of individuals killed and seriously injured (KSI) on the county’s roads decreased by 58% and child KSI’s reduced by 59% in 2009/10 from our 1994-1998 average. Despite these reductions further work is required to ensure their continued decrease.
Figure K - Total number of people killed or seriously injured in road traffic accidents
Indicator - NI 47 - Total number of people killed or seriously injured in road traffic accidents
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100
120
140
160
180
200
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
Years
No.
of K
SI
LTP2 Target (Actual no.of KSI's)
Performance (Actual no.of KSI's)
Performance 3 Year Average
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AC6 AC7 AC8 AC9
5.1
LTP Strategy
Key Challenges
There are a number of challenges the council will face with regards to road safety during the LTP timeframe including the need to reduce the number of KSI casualties in the 16-25 age category, the number of drink-driving related incidents and the number of motorcycle accidents.
Table I highlights the key challenges addressed by the Countywide Road Safety Strategy and Table J identifies the links between challenges, measures and outcomes.
Table I - Key challenges addressed by the Countywide Road Safety Strategy
A) Facilitating the efficient and safe movement of people and goods
B) Mitigating the impact of future developments
AC1 To provide for the needs of people travelling to the city for work, recreation and shopping
AC5 To reduce congestion and improve journey time reliability and predictability on key routes
To ensure the transport network is resilient and prepared for the effects of unplanned events
The work with freight operators to reduce the impact of freight in inappropriate locations
To reduce the risk of death, security or injury due to transport accidents
To enhance the integration of highway maintenance and road safety schemes to ensure they are delivered in a timely cost effective manner to prevent the risk of incident.
BC5
BC6
BC7
BC8
To limit the extent of traffic intrusion in residential areas
To deliver transport improvements and to facilitate the predicted increases in future travel demand.
The need to work with developers and key service providers to develop infrastructure that supports the use of active travel
To develop lifecycle maintenance plans to ensure transport assets are undertaken in a timely fashion which preserves and extends their lifespan and represents the most efficient use of money
Promotional events help to deliver key road safety Minor safety improvements are effective in reducing messages to the public road casualty accidents
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Table J - The Countywide Road Safety Strategy Links
Overriding Challenges Countywide Road Safety Strategy Measures
Related LTP Outcomes
A
Facilitating the efficient and safe movement of people and goods
• Partnership working • Minor Safety
Improvements • Child road safety
education • Junior Road Safety
Officers Scheme • School Crossing Patrols • Safer Routes to School
AO1. Reduced congestion and improved journey time reliability
AO2. An enhanced transport asset AO3. A transport network that is resilient
and prepared for the effects of unplanned events
AO4. A significant reduction in the number of transport accidents
B
Mitigating the impacts of future development
• Traffic Calming measures • 20mph Zones
BO1. An enhanced transport asset BO2. A transport network that is resilient
and prepared for the effects of unplanned events
BO4. Transport improvements facilitate increased travel demand
Our Approach to Improving Road Safety Linked Challenges: AC5, AC6, AC8, BC6 Linked Outcomes: AO1, AO2, AO3, AO4, BO1, BO2, BO3, BO4
In taking our strategy forward, we will continue with a balance of interventions that provide targeted engineering improvements, effective enforcement of highway law and education programmes designed to improve driver behaviour. This approach has proven very successful during the previous two LTP periods, ensuring that we met the 10 year targets for casualty reduction by 2010. We will also continue to carry out incisive analysis of casualty data and supporting information to provide a robust evidence base to refine our approach and target resources where they will have most effect and achieve best value for money.
Our strategy for achieving further significant casualty reduction over the next 15 years to 2026 will comprise the following measures:
• Minor Safety Improvements (see section 5.6) • Cluster Sites • Route Investigations • Mass Action Sites • Minor Highway Improvements • Safety Audit
• Speed Management (see section 5.7) • A review of speed limit policy • Speed Indicator Devices and Vehicular Activated Signs • Working with West Mercia Police and the Safer Roads Partnership to ensure
effective, targeted enforcement of speed limits
• Education through Raising Awareness and Promoting Safer Travel (see section 5.8) • Young Road Users • School Age Road Users including High Schools and Further Education
Establishments • School Crossing Patrols • School Travel Plans/Safer Routes to School and School 20mph Zones
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• Adult Road Users • Publicity • Monitoring and Evaluation • Working in Partnership
Herefordshire’s Road Accident Casualty History
Linked Challenges: AC8 Linked Outcomes: AO4
Analysis of Herefordshire’s casualty statistics over recent years reveals several trends. Herefordshire as a whole has achieved a considerable reduction in killed and seriously injured casualties with a 58% reduction in 2009/10 compared to the 1994-1998 average. Slight casualties also decreased by 12% in 2008 compared to the 1994-1998 average.
The following tables show the percentage of accidents per speed limit and casualty numbers by casualty class for the last 5 years within Herefordshire. The casualty class table also shows a comparison between the last 5 years data and the Road Casualties Great Britain 2008 national average.
Table K - Accidents by Speed Limit Speed Limit Accidents 2005-09 inc Percentage %
20 1 0 30 998 36 40 152 5 50 127 5 60 1397 50 70 118 4
Table L - Casualty by Class/Vehicle Type No of Cas 05 -09 inc % of Accidents
% age of involvement for all GB in 2008
Car Occupant 2914 72 65 Pedestrian 281 7 12 Pedal Cycle 222 5 7 Powered Two Wheelers 295 7 9 Horse Riders 5 <1% <1% Others 328 7 6
Tables K and L reflect the rural nature of the county, in that:
• 64% of all personal injury accidents occur in a speed limits of 60mph and above i.e. rural primary roads
• 72% of the total number of casualties are car occupants
Comparison with the most recent national averages shown in Table L reveals that, although Herefordshire’s statistics are below average for vulnerable road users, they are above average for car occupant casualties. These points reinforce the justification for the ranking system used in the prioritisation of schemes to be progressed. Our current practice of increased weighting for rural sites, as explained in paragraph 5.7.1, allows us to target the greatest number of accidents and resultant casualties, and relates directly to the most serious road safety issues exhibited within Herefordshire. Table M provides information on accident and casualty figures by type and year, and displays the casualty trends for varying accident and casualty types within Herefordshire.
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Table M: Herefordshire Casualty Trends
94-98 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Casualties Ave Fatal 18 13 12 19 19 17 14 17 12 22 16 13 Serious 231 166 160 160 131 129 127 130 107 111 77 92 Slight 719 888 841 867 847 719 777 732 663 713 632 707 Total 968 1067 1013 1046 997 865 924 879 782 846 725 811
Accidents Fatal 16 12 10 18 18 14 12 16 11 20 14 10 Serious 187 146 122 129 107 112 108 105 92 94 65 79 Slight 494 579 548 541 553 496 506 446 448 467 440 485 Total 697 737 680 688 678 622 626 567 551 581 519 574
Pedestrian Casualties by Age 0 – 15 32 39 30 18 21 20 17 20 14 21 7 17 16 – 29 20 9 15 16 14 18 21 12 10 15 9 16 30 – 59 24 23 15 19 13 15 18 15 15 14 22 15 60 + 15 18 10 13 16 8 9 15 10 13 7 14 Total 91 89 70 66 64 61 65 62 49 63 45 62
Pedal Cycle Casualties by Age 0 – 15 21 21 15 15 13 15 16 7 4 16 8 10 16 – 29 26 17 18 22 18 12 9 15 14 10 8 16 30 – 59 16 27 18 27 16 22 11 18 15 16 20 20 60 + 4 4 4 5 4 3 2 3 8 4 4 6 Total 67 69 55 69 51 52 38 43 41 46 40 52
Child Casualties by Vehicle Class (occupants) Car 49 37 65 68 56 32 41 52 35 25 33 39 PSV 4 34 7 18 3 1 7 2 0 19 0 0
Motorcycle casualties Driver/Rider 70 77 65 57 56 78 72 51 60 58 63 50 Pillion 5 7 4 9 4 2 2 3 3 1 5 1
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5.4 Disadvantaged Areas
Linked Challenges: AC1, AC8, AC9, BC5, BC7 Linked Outcomes: AO2, AO3, AO4, BO1, BO2
Nationally there is a strong link between deprivation and road safety risk, with the most deprived areas often incurring more road casualty accidents than the least deprived areas. Accidents related to disadvantaged areas can be targeted by a combination of educational programmes delivered in partnership, and if appropriate to achieving accident priorities, area traffic calming schemes may be implemented.
The aim would be to directly address real accident problems within an area, which would provide suitable justification for a proposed scheme, and therefore be more readily accepted by residents. It is however important to note that Herefordshire only has one such area that qualifies under national criteria, and at present there are no specific casualty problems that feature in our existing analysis and prioritisation process for the county as a whole.
5.5 Specific Road Safety Issues
Linked Challenges: AC5, AC8 Linked Outcomes: AO4
Trunk Road KSI casualties During the last five years, Killed or Seriously injured casualties occurring on the trunk road network within Herefordshire have on average, represented approximately one quarter (24%) of our total KSI casualties each year, ranging from 18% in 2006 to 29% in 2009. Comparing the trend between county and trunk road figures, it is apparent that whilst both are reducing overall, the trunk road statistics are falling at a lesser rate and appear to be more susceptible to fluctuation. In order to tackle the issue we are endeavouring to work closely with the Highways Agency to tackle the more problematic routes. It is hoped that this joint approach will combine skills and strategies to help bring about the improved reductions witnessed on our county road network over recent years.
Young Adult Road Users (16 – 25 age group) Over recent years, further analysis of our casualty data brought to light a ’hybrid’ age group which encompasses the official Department for Transport age groups of 16 – 19 and part of the 20 – 29 groups. This 16–25 age group accounted for 36% (38 of 105) of the total KSI casualties within the county during 2009, which is the largest percentage of all age groups. More worrying is the over representation in the fatal casualty figures, with this age group accounting for 54% (7 of 13) of all fatal casualties during 2009. Improved road safety education will be the primary means of addressing this issue, with engineering providing additional assistance in a supporting role.
Drink Driving The increasing numbers of accidents related to drink driving causes a particular concern for the council. The number of drink-driving related accidents in the county doubled in 2009 compared to 2008. The council will therefore continue to provide road safety education to road users.
Powered Two Wheelers Motorcyclists are particularly vulnerable on the county’s road network as they have little physical protection compared to a motor vehicle and are more susceptible to injury from roadside objects such as trees and posts. Accidents involving motorcyclists have decreased in recent years however they still account for over 13% of all collisions, 18% of KSI casualties
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and 7% of slight casualties in the county. Road safety education and training which specifically targets this group of user will therefore continue during the LTP timeframe.
Speeding and Communities The consequences of speeding can not only result in road casualty accidents but can also have a detrimental effect on the quality of life experienced by many people living in areas where speed limits are frequently exceeded. High speeds can lead to, for example, high levels of noise which in quiet residential areas or rural villages can become a nuisance and reduce residents’ quality of life. By lowering speed limits, this can create a more pleasant and safer environment for local residents meaning that they can enjoy a better quality of life and also feel safer when using more sustainable modes of travel such as walking or cycling. The council will therefore continue to review and monitor speed limits in the county and also continue to introduce 20mph zones in residential areas and around schools.
5.6 Minor Safety Improvements
Linked Challenges: AC5, AC6, AC7, AC8, AC9, BC6, BC8 Linked Outcomes: AO2, AO3, AO4, BO1, BO2, BO4
Maintaining the county’s highway asset is one of the council’s main priorities and is a key determinant for a safe highway network. The council currently monitors the quality of the road network through condition surveys which are undertaken annually to ensure defects are reported and managed. This process proves effective at halting the overall deterioration of the network. The close working relationship between highway maintenance and minor safety improvements therefore ensures the road network is of high quality and schemes are delivered in a cost effective manner to prevent the risk of incidents. A variety of methods are used to identify areas of the network requiring attention and treatment. These are explained in sections 5.7.1 to 5.7.5.
5.6.1 Cluster Sites
An analysis of all accidents within the previous five-year period is carried out annually to identify any ‘clusters’. This is carried out using the commercially available KeyACCIDENT analysis software, which was introduced in 2002. The qualification criteria are as follows:
• Urban sites (speed limit of 40mph or less) - 6 or more personal injury accidents during the previous five-year period within an area radius 25 metres centred on the central point of the cluster of accidents.
• Rural sites (speed limit greater than 40mph) - 3 or more personal injury accidents during the previous five-year period within an area radius 100 metres centred on the central point of the cluster of accidents.
Once identified sites are ranked to provide a priority order in which the sites may be investigated/treated as appropriate. The point’s values are derived by applying a formula to each site in order to identify any locations that may be developing into problem sites.
5.6.2 Route Investigations
Annually, all lengths of A and B class roads within the county are reviewed in terms of levels of accidents and accident rates. These are then prioritised based on a formula related to their length, number of accidents, yearly trend and accident rate, in order to produce a list that forms the basis for the selection of which routes are to be investigated. This integrated approach brings together various accident saving measures into a package and hence maximises returns on expenditure.
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5.6.3 Mass Action Sites
Annual investigations are undertaken to determine if a programme of mass action treatments at sites may be appropriate. This may consist of sites that exhibit; wet skid accident clusters; bends with single vehicle loss of control clusters, cycle accident clusters, pedestrian accident clusters, child accident clusters, powered two wheeler accident clusters etc. This will form the basis of a programme of maintenance treatments, and provide additional information to other teams to assist in the targeting of their work.
5.6.4 Minor Highway Improvements
To reduce injury accidents at locations other than cluster sites the council produces separate lists of ranked rural footway improvement, footway schemes and cycle schemes. The systems use accident savings and scheme cost to produce a first year economic rate of return upon which the scheme is ranked. The prioritised lists of schemes are added to and reviewed ensuring the latest accident record is used in targeting resources to those sites with the worst injury accidents. This ranking system will be used throughout the period of this LTP to identify the schemes to be constructed.
5.6.5 Safety Audit
The safety audit of highway schemes provides an important input into casualty reduction/prevention by improving the design of the highways. All county road schemes costing over £75,000 and all schemes arising from new developments requiring a Section 278 agreement are subject to audit. A safety audit is undertaken at four stages: these are preliminary design, detailed design, after construction but prior to opening where applicable, and one year and three years after. A formal report is prepared at each stage that seeks to identify any shortcomings and make recommendations; the reports are submitted to the project engineer responsible for the scheme. In addition to formal safety audit, schemes that do not necessarily meet all the safety audit criteria, but would benefit from informal input will be subject to safety assessments/comments.
Proposal: • To apply Minor Safety Improvements to contribute towards casualty reduction targets, aiming to deliver 10
schemes per year. • Resources- LTP • Timescale- Ongoing
5.7 Speed Management
5.7.1 Speed Limit Policy
Linked Challenges: AC5, AC8 Linked Outcomes: AO1, AO4
Herefordshire Council seeks to ensure speed limits are appropriate for the road and contribute to improving road safety. Guidance on setting local speed limits was published in Circular 1/06 by the DfT in 2006. The guidance retains and builds upon many of the underlying principles of Circular Roads 01/93 which was adopted in 1999. However, it also reflects some of the important developments in speed management policies and research, including the relationship between speed and the risk of collision and severity of injury, and of the actual speeds being driven on rural roads.
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We are currently undertaking a speed limit review of all A and B roads which will be completed in 2011. This will provide a programme of changes to speed limits designed to further improve road safety and quality of life for residents in rural communities.
During the lifetime of LTP2, a large number of speed limits were reduced to 30mph in areas which caused concern for local residents. Latest DfT guidance recommends the introduction of 20mph zones in streets that are primarily residential in nature and which are not part of any major through route. We have already successfully introduced a number of full and part time 20mph zones around schools and in residential areas and during this LTP we will review opportunities for a more extensive programme of full and part time 20mph zones in urban residential areas improving quality of life for local residents and supporting more sustainable transport modes such as walking and cycling.
Proposal: • Continue to implement 20mph zones in accordance with national guidance.
• Resource: LTP • Timescale: Ongoing
5.7.2 Speed Indicating Devices and Vehicle Activated Signs
Linked Challenges: AC8 Linked Outcomes: AO4
One of the main concerns for many local residents is the speed that vehicles travel through the area where they live. Speed Indicating Devices (SIDs) are an effective way of raising driver’s awareness of their speed whilst they are travelling through a local area. The council currently have 10 SIDs which are deployed throughout the county and will continue to be deployed throughout the LTP timeframe in line with requests from parish councils.
Vehicle Activated Signing is an effective and innovative way to target road casualties. It is, however, important to use these measures at locations where the accident patterns will receive the greatest benefit in order to ensure their overall effectiveness is not reduced by inappropriate usage. In considering the measures to be implemented at individual sites, vehicle activated signs may be used as part of a package of measures to address the accident patterns at particular locations.
Speed Indicating Devices help raise awareness of local speed limits
The speed limits on many rural roads will be reviewed
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Speed Enforcement
The enforcement of speed limits is critical to our overall road safety strategy. It is not feasible to make all of the county’s speed limits self enforcing through highway design and more extensive traffic calming. It is clear that resources will be extremely limited, at least in the early years of this LTP and hence the role of targeted, effective speed enforcement will be essential in helping reduce inappropriate speeds which not only reduce quality of life for local residents but also contribute to road traffic casualties. The role and resources provided for speed enforcement and more specifically speed cameras is currently under review. During the LTP2 period enforcement was focussed through the West Mercia Safer Roads Partnership (SRP). Ultimately, responsibility for speed enforcement lies with West Mercia Police. We will continue to work in partnership with the SRP and West Mercia Police with the aim of ensuring that speed enforcement becomes more effective and supports the overall aims of road traffic casualty reduction.
5.8 Education through Raising Awareness and Promoting Safer Travel
Linked Challenges: AC8, BC7 Linked Outcomes: AO4
Road safety education, training and publicity programmes form an integral part of this strategy. It is important to raise awareness of behaviour that can increase risk, and to equip road users with the attitudes and skills that not only reduce risk to the individual, but also contribute to the safety of all other road users.
5.8.1 Young Road Users
Linked Challenges: AC8, BC7 Linked Outcomes: AO4
The council believes road safety education is the right of all children, and will therefore pursue a policy of ensuring that every child in the county receives a progressive education in traffic issues and road safety.
The training and education of pre-school children acknowledges the central role of parents and with this in mind emphasis is placed on helping parents to teach by example. Pre-school groups create an excellent opportunity to talk to parents and raise issues of in-car and pedestrian safety. We will continue to respond to requests from pre-school groups to either supply road safety resources and/or make a visit.
Road safety education and travel issues are included as an integral part of the non-statutory framework for personal, social and health education for schools in England. It is therefore through schools that the most efficient route lies to ensuring road safety education is continuous and progressive.
All schools in the county are contacted at least twice a year, and on request road safety presentations, including pedestrian and cycle safety are carried out.
Road safety packs will be distributed through schools to parents of all children who are starting school for the first time. We will also continue to offer all primary schools the opportunity to join the road safety officers’ scheme. In 2009 approximately 1,800 packs were distributed, and for the academic year 2009/10, 53 schools participated in the scheme with a total of 106 junior road safety officers.
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Information and advice will continue to be given on request to school governors and staff who will be encouraged to adopt a policy on road safety education. Road safety staff will also be available to attend meetings of governors, teachers and parent-teacher groups in support of this aim.
Herefordshire Council will continue to offer all primary and secondary schools three levels of Bikeability cycle training. During the academic year of 2009/10 over 1,793 pupils participated in cycle training. Advice and cycle training for adults will continue to be made available on request.
The council recognises the work undertaken by its cycle instructors, and will therefore encourage more adults to train as instructors. On request from ‘carers’ or social workers we will carry out cycle training for their clients. In addition risk assessments of the training sites will be undertaken as and when any changes occur that may affect the safety of the pupils, instructors or helpers.
In-partnership education for pre-drivers is delivered in high schools and colleges on request. Herefordshire Council will continue with the Crucial Crew events, which involve working in partnership with the fire service, police, St John’s ambulance, Herefordshire PCT, and Healthy Schools. Crucial Crew is a practical way of teaching children how to cope with everyday dangers safely and effectively. The event takes place over two weeks and encourages children to participate pro-actively by moving around the designated site visiting the various scenarios.
Proposals: • To ensure every child in the county receives a progressive education in traffic issues and road safety. • To continue to contact schools at least twice yearly. • To continue the Junior Road Safety Officer scheme. • To encourage more adults to train as cycle instructors.
• Resource- LTP, Revenue Funding • Timescale- Ongoing
5.8.2 School Crossing Patrols
Linked Challenges: AC8 Linked Outcomes: AO4
School Crossing Patrols (SCP’s) play an important part in ensuring the safety of children when crossing the road on their way to and from school. We will therefore continue to provide patrols in line with nationally agreed criteria, and will continue to manage the SCPs in Herefordshire.
All new and existing patrols will be regularly monitored to ensure they continue to deliver the service according to nationally approved guidelines, and when a site falls vacant a replacement will only be sought if the site continues to meet the approved criteria. All requests for new SCPs will be responded to within 15 working days, and on request by the appropriate person we will carry out a SCP criteria count and report back to the appropriate person.
In order to address the concerns of all schools, especially in smaller rural areas where School Crossing Patrols are not justified, we will continue to support the ‘Walk to School’ events and ‘Walking Buses’ by working closely with schools and sustainable transport officers.
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‘Walk to School’ Event
Proposal: • To continue to provide and manage School Crossing Patrols.
• Resource- LTP, Revenue Funding • Timescale- Ongoing
5.8.3 Safer Routes to School and School 20mph zones
Linked Challenges: AC8, BC7 Linked Outcomes: AO2, AO4, BO2
Reducing the number of journeys to and from school plays an important part in tackling congestion. Children’s safety and school travel plans are recognised as the best way to influence travel change at schools. The emphasis of the school travel plan is on ‘soft’ measures that can be carried out by the school to improve safety and promote sustainable travel. Also included is an action plan of the initiatives the school can develop to change travel behaviour. If these aims are successful they will make the journey to school safer, make active travel modes more attractive and also ease traffic congestion, promote healthier lifestyles, provide more independence among school children, and help to protect the environment
The Safer Routes to School projects play an important role in reducing car use and improving children’s safety on the journey to school. However the success of Safer Routes to School is dependent on establishing and maintaining a partnership approach. The commitment and enthusiasm of the school including pupils, parents, staff and governors is of paramount importance and without this commitment, and in particular a ‘champion’, it is very difficult for the project to be effective. Not only does this partnership approach establish a two way dialogue between the council and the school, but it also gives a real sense of ownership in the project.
Proposals:
• School Travel Plans- continue to develop and maintain travel plans over the term of the LTP. • Safer Routes to School- aim to implement improvements at 5 schools per year. • School 20mph Zones- aim to implement 6 schemes per year over the LTP timeframe.
• Resource- LTP, School Travel Advisor Support Grant • Timescale- Ongoing
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5.8.4 Adult Road Users
Linked Challenges: AC8, BC7 Linked Outcomes: AO4
The council will continue to support education and training programmes for adults and work in partnership with Safer Herefordshire to ensure consistency within all promotions.
5.8.5 Publicity
Linked Challenges: AC8 Linked Outcomes: AO4
The council recognises the importance of ensuring people know and understand the issues surrounding road accidents. The council will continue to promote road safety through all relevant media channels and as appropriate press releases will be issued inviting radio, television and press to promote a road safety message.
Proposal: • To continue delivery of adult road safety education and training schemes.
• Resource- LTP, Revenue Funding • Timescale- Ongoing
5.9 Working in Partnership to Reduce Road Traffic Collisions
Linked Challenges: AC6 Linked Outcomes: AO2, AO3, AO4, BO1, BO2
The council recognises the benefits of working together with other organisations in the public and voluntary sectors to achieve road safety targets. Partnership working can help ensure that resources are targeted cost effectively and delivered on schedule and will continue working with the following organisations:
• Amey Wye Valley • Primary Care Trust • West Mercia Constabulary • Safer Roads Partnership • Highways Agency • Neighbouring Highway Authorities • Safer Herefordshire • Other Groups
Proposal:
• Continue partnership working with both the public and voluntary sectors and particularly with Amey Wye Valley, West Mercia Constabulary and the Highways Agency. • Resource- LTP, Road Safety Staff • Timescale- 2010/11 – 2025/26
5.10 Delivery Timeline
Ongoing Proposals
• Partnership Working • Minor Safety Improvements • Traffic Calming • Child Road Safety Education • Junior Road Safety Officers
• Cycle training • School Crossing Patrols • School Travel Plans • Safer Routes to School • Adult Road Safety Education
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Section 6
The Highways Management Strategy
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6. The Highways Management Strategy
The aim of Highways Management Strategy is to support the growth of the county by making the best use of its existing highway network and where possible achieve greater efficiencies by improved traffic control and initiatives to change peoples travel behaviour.
The council has always acknowledged the highway is a valuable asset, in both delivering and enabling vital services and activities. Herefordshire’s communities rely on a well-managed and maintained transport network that supports the economic and social vitality of the county. In particular, the highways have a key role to play in supporting local priorities and form a significant part of the public realm. The effective maintenance and management of the county’s highway infrastructure also has a valuable role in promoting public health and safety.
Our aspiration is that the county has an easy to use, consistent and functional highway network which links well its neighbours. The successful delivery of our Highway Maintenance Strategy is key to achieve this; our vision for the Highways Management Strategy is that:
By 2026, Herefordshire’s transport network will facilitate the efficient and safe movement of people and goods whilst protecting the quality of life within communities
Herefordshire has 3,301 miles of publicly maintained highways, 676 bridges and 13,873 lighting points including 12,314 street lights, 1061 illuminated signs and 419 illuminated bollards. The highway network is by far the single most valuable asset in the control of the council, with an estimated replacement value of over £2.2 billion. The extent and hence value of this asset is expanding constantly, through both new development and improvements to the existing infrastructure. When taken in this context the 0.4% of its value that the council has been able to invest in its annual maintenance and our approach to maintenance represents excellent value for money.
This strategy sets out the key challenges and our proposals for the delivery of the vision and creating a more sustainable county.
Maintaining the Highway Asset remains a council priority
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6.1 Key Challenges
The following key challenges have been identified in our LTP Vision and Issues consultation and the regional DaSTS Growth Point Connectivity- Phase 1 study. Table N highlights the key challenges addressed by the Highways Management Strategy. Table O identifies the links between challenges, measures and outcomes.
Table N - Key challenges addressed by the Highways Management Strategy.
A) Facilitating the efficient and safe movement of people and goods
B) Mitigating the impacts of future Development
AC5 To reduce congestion and improve journey time reliability and predictability on key routes
AC6 To ensure the transport network is resilient and prepared for the effects of impromptu events
AC7 To work with freight operators to reduce the impact of freight in inappropriate locations
AC8 The need to reduce the risk of death, security or injury due to transport accidents
AC9 To enhance the integration of highway maintenance and road safety schemes to ensure they are delivered in a timely cost effective manner to prevent the risk of incident
BC6
BC7
BC8
To deliver transport improvements and to facilitate the predicted increases in future travel demand.
The need to work with developers and key service providers to develop infrastructure that supports the use of active travel.
To develop lifecycle plans to ensure maintenance and enhancement of transport assets are undertaken in a timely fashion which preserves and extends their lifespan and represents the most efficient use of resources
Table O - Highways Maintenance Strategy Links
Overriding Challenges Hereford Transport Proposals Related LTP Outcomes
A
Facilitating the efficient and safe movement of people and goods
• Transport Asset Management Plan (TAMP) • Bridges • Retaining Structures • Traffic Signals
• New Infrastructure • Highways Network Management Plan
AO1. Reduced congestion and improved journey time reliability
AO2. An enhanced transport asset AO3. A transport network that is resilient
and prepared for the effects of unplanned events
AO4. A significant reduction in the number of transport accidents
B
Mitigating the impacts of future development
• Transport Asset Management Plan (TAMP) • Street Lighting • Traffic Signals
• New Infrastructure • Highways Network Management Plan • The ‘Streetscene’ approach to
Services
BO1. An enhanced transport asset BO2. A transport network that is resilient
and prepared for the effects of unplanned events
BO4. Transport improvements facilitate increased travel demand
BO5. Developers and key service providers develop infrastructure that supports the use of active travel
BO6. Smarter Choices are fully integrated into transport related decisions
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6.2 Transport Asset Management Plan (TAMP)
Linked Challenges: AC5, AC6, AC9, BC8 Linked Outcomes: AO2, AO3, BO1, BO2, BO4
The council has recognised the benefits that will ensue from adopting a comprehensive and structured approach to highway asset management. The TAMP indicates the direction of funding for the maintenance and enhancement of all highway assets.
Local Transport Plan 2 introduced the concept of transport asset management, and the development of a TAMP, which is ‘a strategic approach that identifies the optimal allocation of resources for the management, operation, preservation and enhancement of the highway infrastructure to meet the needs of current and future customers’. The scope of assets covered includes all ‘fence to fence’ highway assets such as roads, footways, bridges, retaining walls, street lighting, signs, drains, road markings, traffic signals and pedestrian crossings, street furniture, cycleways, verges and all assets related to public transport such as bus stops and shelters.
Keeping these local transport assets in good order is not only important for minimising long term costs but also because they contribute significantly to the delivery of our other objectives. This can help to encourage more walking and cycling, improve road safety and promote the quality and comfort of bus journeys. A clear link is established between well-managed and maintained local transport assets and other performance related targets such as road safety and public transport.
Proposal: • Complete TAMP to aid direction of funding for maintenance and revise when appropriate.
• Resources – LTP • Delivery Timescale – Short-Term
6.3 Highways Network Management Plan
Linked Challenges: AC1, AC5, AC8, BC6 Linked Outcomes: AO1, AO2, AO3, AO4, BO1, BO2, BO4, BO5, BO6
The Highway Network Management Plan forms the basis for operation and development of the highway network. It is primarily focused on improving journey time reliability and predictability whilst ensuring our compliance with the network management duty. This requires strong and effective partnership working with the Highways Agency, Highway Authorities, West Mercia Police and other emergency services.
The main focus of the plan is the prevention of disruption to travel through development, street works and other events. This will be achieved by our intervention with effective traffic control strategies and emergency responses. One of the key challenges in tackling Hereford’s congestion problem is getting greater efficiency out of a network, which is already operating at and beyond its capacity, particularly during peak periods. During these periods relatively small incidents at critical locations can have significant impacts on travel throughout the whole network. The council will continue to implement innovative, value for money solutions that get more out of the existing transport network without compromising road safety.
Proposal: • Update Highways Maintenance Plan to respond to changes in the social, political and natural environment.
• Resources – LTP • Delivery Timescale – Short –Term
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Keeping the roads safe in extreme weather is vitally important for the county’s economy
6.4 Highway Maintenance Plan
Linked Challenges: AC6, AC8, AC9, BC8 Linked Outcomes: AO2, AO3, BO1, BO2, BO4
The highway network is a vital, and highly visible, community asset that supports the local economy within Herefordshire and contributes to the character and environment of the county. The council, as a highway authority, has a duty to maintain highways within the county and the Highway Maintenance Plan sets out the approach taken to meet this core duty. Poor road conditions can have implications for road safety, the local economy and the availability of forward resources as a result of claims against the council for damage to property.
The Highway Maintenance Plan is a working plan. It is founded on a network hierarchy that covers all public highways in which the council has an interest. The plan allows for the continual development of that hierarchy to take account of local circumstances, such as Safer Routes to School schemes, access routes to sites of public importance, accident cluster sites, changes of traffic patterns, third party claims and road closures.
The core components of the plan are the Inspection Register that informs our reactive, routine and programmed maintenance operations together with our response to weather and other emergencies. These categories are reflected in our service standards covering the following core functions:
Reactive Maintenance: • Urgent repairs or safety measures - protecting highway users and minimising risk of
further deterioration.
Routine Maintenance: • Priority maintenance needs, identified through highway safety inspections; and • Preventative maintenance, working ahead of highway safety inspections to address
defects while they are in their ‘infancy’.
Weather and Other Emergencies: • Winter service - minimising risks through precautionary treatment to prevent the
formation of ice on 930km (29%) of the county’s roads. Snow clearance is initiated when required, details of these operations are described in our Winter Maintenance Plan; and
• Weather and other emergencies - dealing with the consequences of storms and floods, implementing the council’s Major Emergency Plan when necessary.
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6.5 Programmed Maintenance:
Through the adoption of sound asset management techniques we have established and delivered a needs based programme of works, incorporating a holistic approach that covers a wide range of highway elements. The development of the programme focuses on maximising the impact of the available resources thereby reducing whole life costs. A key objective is to target maintenance resources at sites identified as being at or around the intervention thresholds indicated by condition surveys. This approach has proved effective at halting the overall deterioration of the network. Through our TAMP we are working towards the development of life-cycle management plans to cover the following transport assets:
• Carriageways • Gullies • Safety Fences • Culverts • Road markings and studs • PROW • Traffic calming and road humps • Street Lighting • Pedestrian Crossings • Illuminated Signs • Highway Structures • Traffic Signals UTC • Paved footways and cycle tracks • Bus stops
• Bus Shelters Once completed the life-cycle plans will enhance our ability to deliver the prudent management of the council’s transport assets and be consistent with asset management principles. The development of our TAMP will see the Highway Maintenance Plan focus on the delivery of routine and reactive maintenance and whilst programmed maintenance will continue to be informed by our regular inspection register the comprehensive and structured approach of TAMP will enhance our ability to deliver our ability to deliver our vision.
Highway maintenance preserves the transport asset
6.5.1 Carriageways
Carriageways form the largest element of the highway asset accounting for an estimated 70% of the asset value. They are also the element that is used by all transport modes and as such maintaining their condition at an optimal level is a key to the success of our maintenance strategy.
This strategy is founded on the principle that timely treatment presents better value to the travelling public, enhancing the overall condition of the asset at a greater rate than a worst first approach. Whilst adopting this principle it is recognised that the council has a duty to maintain and reverse a legacy of under-investment in highway infrastructure nationally, in particular the lower road hierarchies which provide vital access to many of our homes and businesses. As
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such, the council has used a set of clearly defined community effects in addition to UKPMS outputs, to inform the priority given to sites within our overall programme of carriageway works.
The approach also influences the choice of treatments within the overall strategy. Increasing use has been made of surface treatments such as surface dressing and micro asphalts as the appropriate choice to extend the life of the carriageway and cover a significant proportion of the network. However, because of both the age of the network and its evolved nature, the need for both resurfacing and reconstruction clearly still exists. These high cost treatments will continue to feature in maintenance programmes in order to sustain the long-term health of the carriageway, recognising that all components of the asset have a finite life.
6.5.1.1 Principal Roads
In Herefordshire the principal roads form the strategic routes through the county and form some 12% of the carriageway asset. Historically the level of investment in these routes has been sustained (through ring fencing) at an acceptable level and this has been reflected in the ongoing improvements in the condition indices we have achieved. Recognising the usage of these routes, we consider factors such as skid resistance and accident investigation, in addition to structural condition as key influences in our maintenance strategy.
6.5.1.2 Non-Principal Classified Roads
These routes form vital links for Herefordshire’s communities; in many instances they are equal in importance to the principal roads for our predominantly rural population. The challenge we now seek to address through our maintenance strategy is to stabilise the condition of this component of the asset at an acceptable level, whilst recognising that its usage is diverse. This requires the consideration of accident, skid resistance and other community factors on a more site-specific basis as we develop and deliver our works programmes. As with the principal road network the improvements we have achieved to the non-principal network continue to be demonstrated through improvements in the annual condition indices.
6.5.1.3 Unclassified Roads
Unclassified roads form the largest component of the carriageway asset in Herefordshire, some 1,000 miles. In rural areas its construction is also the least structured. Conversely in the urban environment the opposite is often true. This dichotomy is a key influence on the choice of treatment within our maintenance strategy. We aim to stabilise the condition of this component of the asset at an optimal level, here recognising the amenity value of this asset and for its disrepair to potentially isolate remote communities, or for a lesser condition to go unrecognised by the majority of highway users. Whilst we have targeted improvements in the condition of this component of the asset, it is clear that the funding gap is greatest here and we have consistently found it hardest to achieve improvement and attain an optimised and sustainable condition throughout. It is also notable that these roads are the roads outside our customer’s homes and their condition often informs customer understanding of the overall highway condition.
6.5.2 Footways
The maintenance of a healthy footway network is essential if we are to achieve some of our wider objectives for modal shift, community health and economic development. Again our maintenance strategy is founded on the principle that timely treatment presents better value and defined community effects inform the priority given to sites within our overall programme of footway works.
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Here the choice of treatments is influenced not only by the existing structural makeup, but also by the desired usage of the footway or pedestrian area. Our approach is to tailor the quality of the materials used to match our wider aspirations for the site. This is particularly evident in retail centres, but applies equally to village environments, tourist centres and the suburbs. Again our strategy will be enhanced by the development of TAMP and our life cycle plans in particular. Through this approach we will deliver an optimal and sustainable footway network.
6.5.3 Public Rights of Way
The Public Rights of Way (PROW) component of the highway asset has become increasingly important as an amenity asset that also supports the economic development of our county’s tourist economy. This is particularly important in a rural county like Herefordshire, where walking and riding are not only enjoyed by its residents, but forms a mainstay of local tourism. Our strategy is to maintain and improve the accessibility of the network, whilst promoting certain routes that are particularly popular with users and usage of the wider network. Key to this is the delivery of the Rights of Way Improvement Plan.
6.5.4 The ‘Soft Estate’
Whilst the replacement cost of the ‘soft estate’ may be considered as low when compared to the carriageway and footway elements of the Highway, its influence on the use of the highway for both transport and amenity purposes can be extensive. This influence varies with the seasons and can be particularly acute in times of bad weather where fallen trees and land slips can hinder the availability of the highway network. The considerate maintenance of the soft estate is of particular relevance to the environmental impact of roads in this rural county.
6.5.4.1 Highway Verges
In urban areas our strategy is to deliver the maintenance of highway verges and visibility splays alongside the maintenance of the many amenity areas under the council’s control. This approach reflects the fact that our customers do not recognise the artificial boundary between the two asset groups. As such these urban areas receive a higher standard of maintenance than required for transportation purposes alone, but one that better satisfies the use the community makes of these areas.
In rural areas we have based our maintenance on the delivery of a blanket minimum standard, as required to satisfy safety criteria alone. However, recognising the usage that is made, particularly of the unclassified roads and potential environmental benefits, we are moving to an approach that tailors the frequency of verge mowing to the site. This approach should not only enhance the amenity and environmental value of parts of the network through a ‘quiet lanes’ approach, but also improve the safety of others through enabling a higher frequency of cut. In addition to this we currently manage 26 sites in a manner that specifically enhances their biodiversity and some 28 specific sites are targeted annually for the control of noxious weeds, which is being taken forward through our Biodiversity Action Plan.
6.5.4.2 Highway Trees
Where trees are located within the bounds of the highway we have aligned the frequency of arboricultural assessment with that used in the council’s amenity areas, with more frequent inspection being undertaken by our highway inspectors. The results of these activities have informed our maintenance strategy. However the majority of trees whose condition could influence the safe usage of our roads are located in hedgerows and adjacent land. Here our strategy is developing in line with the risk presented to the user, taking account of landscape character, biodiversity and wider environmental issues.
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6.5.4.3 Ditches and Grips
Whilst the duty to maintain most of the roadside ditches sits with the adjoining landowners, we recognise that good drainage is fundamental to the health of the highway asset as a whole. As such it is part of our strategy to pro-actively exercise our powers and clear roadside ditches and drainage grips on a regular basis. This investment represents a better value return than repairing the carriageway edge damage and general deterioration that results from the neglect of this vital component of the asset. Regular ditch drainage clearing benefits the health of the highway.
6.5.4.4 Highway Drainage
Proper drainage is vital to the long-term health of our roads. The maintenance and improvement of highway drainage systems is included in the delivery of all highway maintenance schemes, this as part of the ‘total package’ approach that we have had in place since 2000. Routinely our strategy is to shift from an output based approach with a target to clear all roadside gullies annually, to move to an outcome-focused approach that keeps all gullies operational, all year around.
6.6 Bridges
Linked Challenges: AC6, AC9, BC8 Linked Outcomes: AO2, AO3, BO1, BO2
Bridges are an important asset to the county and those carrying public roads have a present day replacement cost estimated to be £117m This asset value now informs service priorities and the management processes used for maintaining the bridges and will be a key element within the developing Transport Asset Management Plan.
The processes underlying our maintenance of the bridge stock are undergoing a radical development with changes to inspection regimes, improved partnering for advances in scheme selection and proposals, enhancements in procurement, and the introduction of specialist software to meet the needs of bridge condition indicators and performance measures. Together this will bring reduced life cycle costs, defined levels of service and an enhanced ability to track performance.
This work is seen as a long-term investment that will increase the knowledge of our bridge stock and condition trends, validate the benefits of maintenance, develop a long-term maintenance programme and predictive needs and enhance service delivery. This incorporates the guidance given in the Code of Practice for the Maintenance and Management of Highway Structures published in September 2005. Additionally the introduction of performance measures has been trialled and is being fully incorporated in the changes. These advances will allow progress to evidence based maintenance that enables the best use of the existing infrastructure by the travelling public.
6.6.1 Bridge Assessment and Condition Monitoring
The council has historically taken a pragmatic approach to 40 tonne assessment results and accidental wheel load failures for small span bridges. A number of these where it is considered safe and cost effective have been left unrestricted with a condition monitoring management strategy in accordance with best practice in place to satisfy ourselves that they remain serviceable. This approach is generally applied on lightly trafficked roads where the instances of heavy goods vehicles are known to be low. However, we remain alert to changes in environmental conditions that may lead to rapid deterioration in a bridge’s condition. Some bridges while being monitored are also programmed for strengthening so that we address the
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underlying concern over time, as resources allow in a cost effective manner. Making sure bridges remain open is vital to local communities
6.6.2 Bridge Assessment, Strengthening and Replacement Programme
With the significant changes in traffic loading (agricultural plant and the types of vehicles servicing rural businesses), problems such as structural damage due to changing load patterns on masonry structures, damage to concrete structures by de-icing salts, breakdown of water-proofing membranes, corrosion of steelwork and general deterioration are beginning to appear with council owned bridges. This is altering the way the bridge stock is managed.
Structure management and the assessment of the role of the structure is now becoming a pro-active procedure involving traffic flows, percentage of heavy goods vehicles, suitability of alternative accesses, length of the alternative routes and historical significance. Equally the maintenance techniques now need to be actively reassessed and the point at which a structure is monitored or included in the strengthening programme cannot be considered as fixed in time.
Our judgement will be guided by considerations of diversion routes, abnormal load routes, the impact on the network of adjacent authorities, the impact on local communities, safety and the potential for negative impacts on our network strategy and management, all as part of our TAMP.
Bridge maintenance projects minimise potential access barriers
Managing the county’s street lighting helps maintain personal safety
6.7 Retaining Structures
Linked Challenges: AC9 Linked Outcomes: AO2, BO1
We are responsible for approximately 1.1km of highway retaining walls of structural significance. The data on this asset is currently very limited, but as the TAMP is developed further inventory data has been confirmed and collected. This will be used to deliver greater efficiency and effectiveness in the maintenance of retaining walls.
6.8 Street Lighting
Linked Challenges: AC9, BC8 Linked Outcomes: AO2, BO1
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Our objective for street lighting extends beyond simple illumination. The provision of lighting can provide a safer, more secure night-time environment and its proper management can produce environmental, monetary and customer satisfaction gains for the county. In Herefordshire all street lighting activities are considered in the context of whole life costing. This approach ensures that all future costs, including energy use and carbon reduction, social benefits and environmental issues are taken into account in the decision process.
6.8.1 The Lighting Stock
The repair of faults in our existing street lighting stock is the key activity on which our customer’s perception of the service is based. This activity is underpinned by routine lamp changes, cleaning, electrical and structural testing and painting. As with other elements in the highway asset, the lighting stock has a finite life. We have established an ongoing renewals programme, which is aligned with the age profile of our lighting columns in order to ensure continued safe and reliable operation. In addition to this street lighting renewals and improvements are considered in the delivery of other highway schemes, as part of our ‘Total Package’ approach. This is particularly evident in the delivery of traffic calming and pedestrian crossing improvements, where the provision of well designed lighting can enhance and in some cases provide the necessary feature to secure the night-time effectiveness of the scheme.
Within Herefordshire there are 13,873 lighting points including 12,314 street lights, 1061 illuminated signs and 419 illuminated bollards installed for the safety of members of the public during hours of darkness.
6.8.2 Energy
Herefordshire’s street lighting has a total electricity demand of some 850kW, all of which is procured from renewable sources. This approach is supported by our investment in energy efficient equipment, for example; photo-electric cells have replaced thermal units to improve the accuracy of switching at dusk and dawn and to reduce wastage, not only due to failed cells causing street lights to be on throughout the day, but as the cell itself uses less energy. We have also have a comprehensive programme of carbon reduction measures in place to deliver our contribution to the Council’s carbon reduction commitments.
6.9 Traffic Signals
Linked Challenges: AC5, AC8, BC8 Linked Outcomes: AO1, AO2, AO4, BO1, BO2
Whilst the traffic signals asset is not that extensive in Herefordshire, with a total of 64 signalised junctions and crossings on non-trunk roads, it does provide a very targeted and essential level of control on traffic movements. Our maintenance strategy is founded on an annual overhaul and 6 month check of all signal equipment and the ability to react quickly to any loss of service. To date our programmed maintenance has centred on the replacement of the SCOOT system that manages Hereford’s traffic signal installations and the delivery of other maintenance alongside other works as part of our ‘total package’ thinking. We recognise the need to develop a more robust renewals programme, 6 monthly checks of all signal equipment and the ability to react quickly to any loss of service which ensures traffic flows are maintained for this asset group as part of our TAMP processes, particularly as the lifespan of much of this equipment (due to advances in technology as well as its physical nature), is considerably less than many other components that make up the highway.
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6.10 New Infrastructure
Linked Challenges: AC8, AC9, BC8 Linked Outcomes: AO1, AO2, AO4, BO1, BO2
Our objectives for local transport improvements can only be achieved through the provision and subsequent maintenance of key elements of new transport infrastructure. The council has recognised all elements of the local transport asset have to be managed as a consistent and coherent network with the overall priority of maximising public benefit from the investment. Annual reviews assess investment priorities to confirm the consistency of our developing highway and transport programmes with the delivery of key priorities.
As part of our Highway Maintenance Plan all significant new transport infrastructure schemes are subject to maintenance audits, ensuring that effective delivery of transport benefits is not eroded by unsustainable maintenance requirements. We will develop this approach further as we formulised our TAMP. In particular, we will ensure that the justification for future improvement schemes includes not only the capital cost but also the whole-life revenue costs, so that fully informed decisions can be made between options.
6.11 The ‘Streetscene’ approach to Services
Linked Challenges: AC8, BC8 Linked Outcomes: AO2, AO4, BO1, BO2
To enhance the delivery of our routine works on the network the council has adopted a Streetscene approach to a number of its services. Streetscene has been defined for Herefordshire as providing:
‘An integrated approach to the management of services, to enhance the public safety and satisfaction in the street environment’
This approach to the management of our streets has significant benefits for our customers and service users, providing a single point of contact for enquiries across a wide range of services and minimising duplication of maintenance and enforcement functions.
Our customers enjoyment of the highway asset is enhanced by the improved ability to identify potential hazards or defects in the course of the wider street management functions which is essential in agricultural areas with unsuitable diversion routes and our more urban centres alike.
Proposal: • Update Highways Maintenance Plan to respond to changes in the social, political and natural environment.
• Resources – LTP • Delivery Timescale – Ongoing
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6.12 Delivery
This strategy is embedded in the delivery of the Highways Service through our ground breaking service delivery partnership with Amey Herefordshire. The TAMP, HMP and Winter Service Plan together with Streetscene functions are all integrated in this agreement and sit alongside our parks, PROW and range of other support and consultancy services. Through the Management Agent type contract we are working with Amey Herefordshire to enable the delivery of an ‘end to end’ Highway Service that: meets our strategic needs on a countywide basis; yet provides for the requirement of ‘place’ that our customers desire. Through this approach we aim to be regarded as ‘best in class’ by the people we serve and our peers alike and drive our further improvements of efficiency and effectiveness for the county of Herefordshire.
Ongoing Proposals • Update Highways Maintenance Plan
Short Term Delivery – 2011 to 2014 • Complete TAMP • Updated Highway Management Plan
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7. Financing the LTP
The proposals identified within the LTP Strategy are ambitious and reflect the schemes the council aims to deliver during the 15 year timeframe of the plan.
Following the change in national government in May 2010 a raft of measures have been implemented to tackle the national debt. The Comprehensive Spending Review (CSR) planned for the 20th October 2010 will better inform the scale of the austerity measures planned. Early indications suggest that government departments such as the Department for Transport could expect to loose up to 25% of its current funding allocation. The CSR is a process led by HM Treasury that allocates public expenditure and will set departmental expenditure limits. When the Spending Review is announced it will set out spending plans for 2011/12 – 2014/15.
This will have a significant impact on the council’s ability to finance transport in the short term (over the next 4 years). How the changes in funding impact Herefordshire will be confirmed in the council’s Local Government Finance Settlement due in December 2010. Until this has been confirmed the council is unable to finalise the LTP Implementation Plan.
In addition to the expected cuts identified in the CSR, the Department for Transport is undertaking a consultation (due to close early October 2010) regarding amendments to the existing finance formulas used to allocate the LTP’s capital block allocations. The Department for Communities and Local Government is also undertaking a consultation (due to close early October 2010) on amendments to the finance formulas used to calculate the councils revenue support grant. Both of these consultations suggest additional cuts in transport funding.
The impacts of the LTP Block Allocations will impact capital financed schemes for Highways Maintenance and Integrated Transport (walking, cycling and public transport infrastructure). Should the worst case scenario be adopted by the Department for Transport it is estimated that the impact for Herefordshire could be a reduction in annual funding of £2.3m, the majority of which would impact Highway Maintenance. It must be stressed that this is a worst case scenario and the council is doing all it can to minimise the scale of funding reduction identified.
The impacts of the revenue funding again will impact highways maintenance and concessionary travel. The scale of potential cuts is less understood, but the impact could be significant for concessionary travel throughout the county. As mentioned before the council is doing all it can to minimise the scale of funding reduction identified.
The government has also suggested the removal of the Bus Service Operators Grant which currently ensures that those using public transport do not pay tax on their fares. The removal of this grant will result in more expensive fares which may, in turn, contribute to a down-turn in the numbers of people using public transport, which is at variance with the desire to encourage more people to use public transport.
Alternative funding sources
Alternative sources of funding for both capital and revenue initiatives will be pursued, together with increased partnership working to ensure the best value for money. This will include closer partnership working with the Primary Care Trust to achieve some of our shared sustainable travel targets which links with their obesity level targets.
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7.1
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It is not clear at present what specific grants may be available under the new administration, but we will bid for any grants that are appropriate to our aims and objectives.
We will continue to use specific developer contributions (such as Section 106) to achieve sustainable communities with funds going towards cycle and walking schemes, safer routes to school, bus infrastructure etc.
7.2 Other funding streams
7.2.1 European Funding
There are some funds available from Europe for partnership working with other countries to achieve sustainable travel/sustainable transport. There are two potential funding streams: Intelligent Energy Europe and Interreg.
• Intelligent Energy Europe
During 2010/11 the council led a project bid on a project entitled ‘Pedal Power’ in partnership with transport and health authorities in Scotland, Ireland, Denmark, Sweden, Italy, Cyprus, Spain, Croatia and Bulgaria. The project aims to integrate travel planning, and cycling in particular with health benefits to the individual leading to a better environment for everyone with less congestion and cleaner air. The results of this bid will be known in December 2010 / January 2011. If successful it is worth €272,274 in revenue funding over three years, and represents 75% of the total cost of the project which will be match funded by the council.
• Interreg
This is a capital funding stream and provides 50% match funding for projects which must, again, be undertaken in partnership with other European countries/organisations. However, potential partners are limited to countries located in North West Europe. We are currently exploring a cycling based project with SEStrans in Scotland and another two European partners yet to be identified. Funding can be up to €5m. However with match funding of 50% we would be looking for project costs of around €2-3 million over 3 years (shared between the partners).
7.2.2 Local Enterprise Partnerships
Following the election of the coalition government, regional development agencies including Advantage West Midlands are to be abolished and will be replaced by Local Enterprise Partnerships. A proposal for The Marches Local Enterprise Partnership has been submitted with a decision being expected sometime in September 2010. This comprises Shropshire, Herefordshire and Telford & Wrekin. Within the proposal is the intention to set up a New Marches Business Capital Investment Fund. Whilst this is likely to be primarily to support economic development it is apparent that transport infrastructure and sustainability are essential to support this aim. It may be possible to bid for monies for particular transport related projects from this fund.
7.2.3 Lottery and Other Funds
Whilst transport issues are not usually seen as part of the goals of the Lottery, it may be that local communities could bid for funding which joins up isolated people with the main transport networks. Projects may be developed within this area.
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Glossary Accident ‘clusters’ sites
Active travel
AONB
Bikeability
Car-share
CCTV
CO2
Community Infrastructure Levy (CIL)
Connect 2
DaSTS
Design Statement
Detrunking
DfT
ESG
Greenway
HA
LTP Strategy
A high frequency of traffic accident occurring in a defined geographic location
Walking and cycling
Area of Outstanding Natural Beauty
Cycling Proficiency Scheme launched in March 2007
Two or more people sharing a car to get from A to B rather than driving alone
Closed Circuit Television
Carbon Dioxide – transport contributes approximately one-third of the UK’s CO2 outputs
A new provision brought in by the Planning Act 2008 which sits alongside Planning Obligation Agreements and enables development land value to be invested in infrastructure necessary to implement the Core Strategy
Walking and cycling route partially funded by national charity, Sustrans
The Government 2008 report Delivering a Sustainable Transport System (DaSTS) introduced the government's approach to long term transport planning from 2014 onwards.
A design statement is a report required under English and Welsh planning law that sets out, illustrates and justifies the process that has led to the development proposals. It is required to be submitted to accompany a planning application. The policy of transferring non-core trunk roads (detrunking) to local highway authorities
Department for Transport
Edgar Street Grid. Retail and residential development area on the site of the old cattle market in Hereford city centre
A Greenway is a network of largely off-road routes linked to other networks for non-motorised users, such as the National Cycle Network, towpaths beside inland waterways, national trails and other rights of way. They are for use by people of all abilities on foot, bike or horseback
The Highways Agency is an Executive Agency of the Department for Transport (DfT), and is responsible for operating, maintaining and improving the strategic road network in England on behalf of the Secretary of State for
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HAP
ITS
KSI
KeyACCIDENT
LDF
LTP
RFA
RSC
SCOOT
SCP
Smarter Choices
SID
SPD
Sustainable Community Strategy
Sustainable Growth
TAMP
LTP Strategy
Transport
Hereford Area Plan (HAP) Sets out proposals for the delivery of sustainable housing and other growth at Hereford, including regeneration proposals within the urban area and infrastructure requirement.
Intelligent Transport System - Systems that warn of upcoming hazards or intervene to avoid them could prevent accidents.
The total figure for people Killed or Seriously Injured over a period of time
Computerised software for identifying accident cluster sites, and determining common causes
Local Development Framework’s (LDF) Core Strategy sets out the vision and objectives for the LDF, together with a spatial strategy for the period up to 2026.
Local Transport Plan
In January 2006 the West Midlands Regional Assembly presented advice on Regional Funding Allocations (RFA) to central Government
Rural Service Centres form the third tier within Herefordshire’s settlement hierarchy as identified within the emerging LDF Core Strategy
Computerised traffic lights that assess and adapt to traffic flow to minimise delays on the road network
School Crossing Patrols
Smarter choices are techniques for influencing people's travel behaviour towards more sustainable options such as encouragin school and workplace travel planning.
A speed indicator device (SID) is an educational tool aimed at raising awareness of local speed limits
Supplementary Planning Document (SPD) Provides further planning guidance in respect of planning obligations for affordable housing and other site specific contributions not covered by the CIL
The local strategic partnership creates a long-term vision for the area to tackle local needs. The vision is set out in the sustainable community strategy.
Sustainable growth is economic growth that can continue over the long term without negatively impacting on resources or the environment. Transport Asset Management Plan (TAMP) is the framework
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for an integrated asset management approach to the county’s transport assets.
Trunk Road Network The Highways Agency is responsible for the construction and maintenance of motorways and major trunk roads in England. Within Herefordshire this refers to the M50, A49 and A40 between Ross-on-Wye and the county boundary
UKPMS United Kingdom Pavement Management System (UKPMS) is the standard system for the assessment of UK local road network conditions and for the planning of investment and maintenance o paved carriageways, kerbs, footways and cycle-tracks within the UK.
UTC Urban traffic control (UTC) systems are a specialist form of traffic management which integrate and co-ordinate traffic signal control over a wide area in order to control traffic flows on the road network.
VAS Vehicle Activated Signs (VAS), are road side digital signs that display a message when they are approached by a vehicle exceeding the speed limit or going too fast for the type of road, especially when there is a hazard such as a bend or crossroads.
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Further Information
Section 2: Developing the Strategy
1. The Community Strategy for Herefordshire http://www.herefordshirepartnership.com/documents/The_Community_Strategy_for_ Herefordshire.pdf 2. The DaSTS Regional Study http://www.Herefordshire.gov.uk/transport/47094.asp 3. The LDF Strategic Housing Land Availability Assessment http://www.herefordshire.gov.uk/housing/planning/35099.asp 4. Low Carbon Transport: A Greener Future Strategy http://interactive.bis.gov.uk/lowcarbon/2009/07/low-carbon-transport-a-greener-future/ 5. The DaSTS Regional Study http://www.herefordshire.gov.uk/transport/47094.asp 6. The Community Strategy for Herefordshire http://www.herefordshirepartnership.com/documents/The_Community_Strategy_for_ Herefordshire.pdf 7. The LDF Preferred Options Consultation Page http://www.herefordshire.gov.uk/housing/planning/47521.asp 8. Herefordshire’s Economic Development Strategy http://www.herefordshire.gov.uk/docs/Business/Herefordshire_EDS_main.pdf 9. The City Centre Regeneration Strategy http://www.herefordshire.gov.uk/docs/CITY_CENTRE_REGENERATION_STRATEG Y_WEB.pdf 10. The Hereford Streetscape Strategy http://www.herefordshire.gov.uk/docs/Environment/hereford_streetscape_strategy.pd f 11. The Herefordshire Partnership Climate Change Action Plan http://www.herefordshire.gov.uk/docs/PARTNERSHIP_Action_plan_NC.pdf
Section 3: The Hereford Transport Strategy
1. The LDF Core Strategy http://www.herefordshire.gov.uk/housing/planning/24311.asp 2. The DaSTS Regional Study http://www.Herefordshire.gov.uk/transport/47094.asp 3. The Hereford Multi-Modal Study http://www.herefordshire.gov.uk/transport/43150.asp. 4. The Hereford Relief Road Studies http://www.herefordshire.gov.uk/housing/planning/35114.asp 5. The Hereford Area Plan http://www.herefordshire.gov.uk/housing/planning/30577.asp 6. Hereford Futures Homepage http://shophereford.co.uk/herefordfutures/ 7. Revised Planning Obligations http://www.herefordshire.gov.uk/housing/planning/27284.asp 8. Highways Design and Highway Specification Design Guides http://www.herefordshire.gov.uk/transport/27304.asp 9. The Hereford Greenway (Connect 2) http://www.herefordshire.gov.uk/transport/45948.asp 10. The Safer Routes to School Programme http://www.herefordshire.gov.uk/community_and_living/43639.asp 11. The City Centre Regeneration Strategy http://www.herefordshire.gov.uk/business/economic_development/1267.asp
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12. The City Centre Streetscape Strategy http://www.herefordshire.gov.uk/docs/Environment/hereford_streetscape_strategy.pd f 13. The Car Parking Review http://www.herefordshire.gov.uk/transport/43152.asp 14. The West Midlands Region Rail Development Plan http://www.networkwestmidlands.com/News/Rail_Dev_Plan.aspx 15. Sustainable Travel Demonstration Towns Homepage http://www.dft.gov.uk/pgr/sustainable/demonstrationtowns/sustainabletraveldemonstr ati5772 16. Herefordshire’s TwoShare Scheme http://www.twoshare.co.uk/Default.asp?uxi=&cr=check
Section 4: The Market Towns and Rural Communities Transport Strategy
1. Access to Services in Herefordshire (Final Report) http://www.herefordshire.gov.uk/factsandfigures/docs/research/access_to_services_i n_herefordshire_report_july_2009.pdf 2. The LDF Core Strategy http://www.herefordshire.gov.uk/housing/planning/30579.asp 3. Herefordshire’s Rights of Way Improvement Plan http://www.herefordshire.gov.uk/docs/LeisureAndCulture/Herefordshire_Council_-_ROWIP_08_-_Web_-_161208.pdf
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Local Transport Plan Strategy
Consultation Form
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LTP Strategy Consultation Response Form
The LTP Strategy Consultation period operates from Monday 11th October to Friday 19th November 2010.
Please read the consultation document and then answer this questionnaire. Your responses will be treated as strictly confidential and any information you provide will only be shared between a small number of researchers and used for the purposes of this consultation. Any comments you provide may however be published in anonymised form in the final report
In what capacity are you responding? (Please tick) As a private individual �
As a representative of a public sector organisation �
As a representative of a private sector organisation �
As a representative of a community/voluntary organisation �
Other (please state) � :
If you are completing this questionnaire as a representative of an organisation, please tell us the name of the organisation and your position within the organisation: Organisation:……………………………………………………
Position:………………………………………………………….
We understand that you may not wish to respond to all of the consultation and that only some areas may be of interest to you. If this is the case, please only respond to the strategy areas that are of most interest to you as any feedback we receive is important to us.
Please send your response form to our freepost address: Freepost RLSE-HHZC-XTUG Transportation Planning Team Herefordshire Council Plough Lane Hereford HR4 0LE
Or email us your form to: [email protected] For information on our Local Transport Plan and to download our consultation documents please go to: http://www.herefordshire.gov.uk/transport/47800.asp or phone the Transportation Planning Team on 01432 261817
If you need help to understand this document, or would like it in another format or language, please call 01432 261817 or e-mail [email protected]
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The Hereford Transport Strategy 1a. Do you agree with the strategy direction and the proposals identified in section 3.2. ‘Transport and the Development of the City’? (p15-20)?
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
1b. Do you agree with the strategy direction and the proposals in section 3.3 ‘Providing Sustainable Transport Infrastructure’? (p21-29)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
1c. Do you agree with the strategy direction and the proposals in section 3.4 ‘Managing the Highway More Effectively’? (p29-32)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
1d. Do you agree with the strategy direction and the proposals in section 3.5 ‘Supporting Public Transport’? (p33-36)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
1e. Do you agree with the strategy direction and the proposals in section 3.6 ‘Changing The Way We Travel-Smarter Choices’? (p37-41)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
1f. Please provide us with any comments you have on The Hereford Transport Strategy:
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The Market Towns Transport Strategy 2a. Do you agree with the strategy direction and the proposals identified in section 4.2. ‘Land Use Proposals? (p47-54)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
2b. Do you agree with the strategy direction and the proposals in section 4.3 ‘Providing Sustainable Transport Infrastructure’? (p55-58)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
2c. Do you agree with the strategy direction and the proposals in section 4.4 ‘Managing the Highway More Effectively’? (p58-61)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
2d. Do you agree with the strategy direction and the proposals in section 4.5 ‘Supporting Public Transport’? (p61-63)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
2e. Do you agree with the strategy direction and the proposals in section 4.6 ‘Changing The Way We Travel-Smarter Choices’? (p64-65)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
2f. Please provide us with any comments you have on The Market Towns Transport Strategy:
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The Road Safety Strategy
3a. Do you agree with the strategy direction and proposals included in the ‘Road Safety Strategy’? (p67-80)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
3b. Please provide us with any comments you have on the Road Safety Strategy:
The Highways Management Strategy 4a. Do you agree with the strategy direction and proposals included in the ‘Highways Management Strategy’? (p81-93)
Strongly Agree Agree Neither Agree nor Disagree
Disagree Strongly Disagree
4b. Please provide us with any comments you have on the Highways Management Strategy:
Thank you for taking part in the LTP Strategy Consultation.
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If you need help to understand this document, or would like it in another format or language, please contact the transportation planning team on 01432 383655 or send an email to: [email protected]