Integrated Public Transport Strategy - Worcestershire County Council

THE LOCAL
TRANSPORT PLAN
2001 - 2006

THE LOCAL
TRANSPORT PLAN
2001 - 2006

II
Chairman’s Foreword
The Government White Paper ‘A New Deal for Transport: Better for Everyone’ heralded a
new approach to transport, congestion and pollution. Working in partnerships, Local
Authorities have created and supported initiatives, such as better public transport and
safer routes to school, to meet the demand for an integrated and more environmentally
conscious transport system. In addition, an attitude that promotes the use of alternative
forms of transport to the motor car has been adopted.
Worcestershire County Council is not ‘anti-car.' This form of transport provides many
people, particularly those who live in rural areas, with consistent access and mobility and
brings to many a better quality of life. However, one of our main priorities is to maintain
and protect our existing infra-structure and environment. To do so means that alternatives
to the provision for growing car use, must now be sought.
Providing better public transport, for the residents of Worcestershire is seen as vital in
creating opportunity and choice. The County Council will work in partnership with
operators, adjacent authorities, district and parish councils to improve these choices and
to meet the travel needs of the county.
Worcestershire will seek to make it safer and more convenient to walk and cycle and,
through safer routes to school initiatives and road safety training, encourage the next
generation to take these opportunities and use alternatives to the car wherever possible.
This document is Worcestershire’s five year transport plan that is seeking funding for the
financial years' 2001-2006.
As a result of changing land use in the emerging Structure Plan, we shall be working to
ensure that the demands for travel are compatible with this new approach. When working
in partnership with District Councils this will be reflected in the Local Plans when these
are reviewed. The Council will also be working in partnership with all sections of the
community to develop schemes for implementation over the next five years.
Colin Beardwood
Portfolio Holder
Economic Development and Regeneration

CENTRE OF EXCELLENCE BID
REVISED DRAFT
1. Worcestershire County Council is a new Authority established on 1 April
1998.
The County Council’s Corporate Plan identifies the priority for action as CLIMBS
representing:
Community involvement and community services
Lifetime learning
Improving economic and social well-being
Making Worcestershire a better place in which to live
Building an effective and efficient organisation
Sustainability
Sustainability is at the heart of the organisation which organised its Environmental
Services Directorate to include a Sustainable Transport Unit, an Integrated Transport
Team, a TravelWise Officer, a Cycle Officer, and a Green Transport Officer.
2. The Directorate set up Highway Partnership Units (HPUs) in each District
Council advised by a Forum of joint County and District members. These Partnerships
are responsible for Traffic Management, Road Maintenance, Highway Development
Control and small schemes implementation within each District area. They are closer to
the District and the general public and able to be involved in direct discussion and
negotiation on a local basis. This has proved particularly useful in the introduction of
village speed initiatives working with Parish Councils to introduce 30 mph speed limits in
villages throughout the County over a five year period. The HPUs also act as the local
contact for School Travel Plan schemes and accident prevention measures.
3. School Travel Plans
The County began with a countywide assessment to establish a detailed priority of school
pyramids. In addition, a special case for schools review areas (Redditch) was carried out
with Education Directorate. The schemes started with implementation in Worcester as
part of the TPP package in 1998/99. Year 1999/2000 will see the start of implementation
in Bromsgrove and Wyre Forest, and detailed design work for implementation in Malvern
and Redditch in year 2001/2002. The County have been successful in generating
enthusiasm and innovation within the schools, as well as capturing valuable input from
local communities through pro-active education initiatives.
4. Integrated Passenger Transport Services
Integration of local bus services, Social Services and Education transport provision has
been carried out in order to rationalise provision, seek better levels of services, better use
of resources, and enhanced services to all citizens. Providing improved access for all will
address social exclusion.
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IV
5. Six Bus Quality Partnerships are being developed
a. Worcester City has been ongoing for three years and has been reviewed and
extended to 2006. It includes First Midland Red and Boomerang Bus Services.
It has delivered a new fleet of buses, replacement bus shelters, a set of priorities
on a radial route, and the first of three Park and Ride sites is under construction.
b. Wyre Forest BQP is being set up to incorporate a new bus station and bus
termini (developer funded) linked to Community Transport in rural areas, a bus
shelter contract and priority measures on radial routes into Stourport and
Kidderminster. There is also expected to be a fleet of new buses in the near
future, and the above measures will be linked to improved frequency and service
reliability.
c. Redditch Bus Quality Partnership is also linked to a new bus station being a
redevelopment of the existing station as part of town centre expansion funded by
the town centre owners. Redditch has a framework of Bus Priority routes and
additional facilities and improvements will be sought through the BQP together
with Community Transport and Taxi related measures, to achieve an improved
quality service.
d. A Hospital Link Quality Bus Partnership with the Bus Operator and Health Service
is being developed to serve Kidderminster/Redditch/Worcester with the transfer of
certain health facilities beginning this summer and leading to a full service
provision when the new Worcester Hospital is opened in 2002. Using high speed
low floor buses, the new services will be jointly funded and be subject to bids for
Rural Bus Challenge and Invest to Save funding.
e. Following the award of a rural challenge bid for bus service improvement a BQP
has been established for the Eckington bus services which provides a
significantly improved facility to Worcester with improved interchanges on route,
new quality buses and a revised timetable.
f. Worcester City’s first Park and Ride service will come into operation in the Spring
2001 providing high quality parking and dedicated frequent buses to the City
Centre.
6. A Rail Partnership framework has been established with Railtrack, EWS and Rail
Operators to identify problems, potential solutions, possible resources, timescales
and project promoters. Specific studies have been commissioned in partnership
on a Parkway Station for Worcester and upgrading of the single track Cotswold
Line, which are expected to lead to Rail Passenger Partnership bids for funding.

The main targets and indicators for transport are included in the monitoring section of the
LTP. In particular this includes the targets to meet national casualty reduction levels and
national air quality standards. The frameworks developed for the discreet areas of work,
ensure measurable objectives are delivered. The over-arching strategy therefore ensures
the global objectives are met through the attainment of local monitoring programmes.
At present through the existing Worcester City BQP monitoring of lost bus services is
carried out on a three monthly basis, there is a better than 98% success rate. This is
likely to be expanded to other BQPs. Monitoring of customer complaints is also carried
out on a similar basis.
The partnership is seeking to replace Wayfarer 2 ticket machines with Wayfarer 3 which
has greater potential for monitoring punctuality, on a joint funding basis to enable full
analysis of all bus services operated by First Midland Red, which can then be extended to
other operators.
In the meantime it is proposed to monitor punctuality on a bi-monthly sample basis at the
CrownGate Bus Station. This can, if successful, be extended to the areas of
Kidderminster and Redditch; the aim will be to seek to improve punctuality by 10% per
year through the plan period.
The above identifies some of the areas where Worcestershire is advancing in the
transport field. Work is also ongoing on many other aspects such as Employers Travel
Plans, cycle and walking strategies, concessionary fares reviews, the PTI 2000 transport
information systems, a survey and programme of interchange upgrades, as well as
maintenance programmes and accident reduction programmes through education,
training and improvement schemes.
If Worcestershire is successful in being identified as a centre of excellence it proposes to
disseminate its experience through organising a local seminar, by sending representatives
to make presentations at other seminars and conferences, and as part of the County’s
published information on the web site.
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VI
CONTENTS
CHAPTER 1 - STRATEGIC INFLUENCES
Transport
Land Use
Education
Health
Delivery
Worcestershire
Public Consultation
Aim, Objectives, Targets and Supporting Policies
Structure Plan and Local Transport Plan
Strategy
CHAPTER 2 – SETTING THE SCENE
Demography
Major Travel Generators
Freight
Existing Transport Infrastructure
Walking
Cycling
Waterways
Roads
Public Transport
Rail
Buses
Concessionary Fares
Public Transport Information
Community Transport and Other Services
Taxis
Education and Social Services Transport
Freight Transport
Constraints on the Transport Network
Public Transport Vs Private Car
Gaps in the Public Transport Network
Constraints on the Road Network
Constraints on the Rail Network
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2
3
4
4
5
5
6
7
9
10
14
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18
22
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23
23
23
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25
26
28
28
29
29
30
34
34
34
35
37

CHAPTER 3 – INTEGRATED PUBLIC TRANSPORT
STRATEGY 40
Introduction 40
Aims & Objectives 40
Strategy 41
Accessibility 41
Integration and Interchange 41
Disability Awareness 41
Personal Security 42
Information, Publicity and Marketing 42
Major Gaps in Public Transport Network 42
Rail 42
Worcester Area 43
Cotswold and Malverns Line Study 43
Worcester Parkway Proposal 43
Rail Improvements in the North of the County 44
Bus Strategy 54
Summary of Implementation of Bus Improvements 55
Taxi 57
Integration of Public Transport, Social Services Transport &
Education Transport 58
Rural and Community Transport 58
The Wychavon Rural Transport Partnership 59
Teme Rural Challenge Ltd 61
Interchange 61
Small Interchanges 62
Medium Interchanges 62
Large Interchange 62
Rural Interchange 68
Park and Ride 68
Information, Publicity and Marketing 69
West Midlands PTI 2000 69
Concessionary Fares 70
Joint Worcestershire Health and Passenger Transport
Initiative 70
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VIII
CHAPTER 4 - CYCLING STRATEGY 74
Introduction 74
Aim & Objectives 74
Strategy 74
CHAPTER 5 - WALKING STRATEGY 80
Introduction 80
Aim & Objectives 81
Strategy 81
Policies 82
Delivery 82
Land-Use Planning 84
Integration with other strategies 84
Audit of current pedestrian networks 85
CHAPTER 6 - SCHOOL TRAVEL PLANS 88
Introduction 88
Aims & Objectives 88
Strategy 88
Strategic Assessment 91
Challenge Bids 94
Publicity 94
Private School / Colleges 94
Progress to Date 94
Future Programme 95
CHAPTER 7 - EMPLOYERS TRAVEL PLANS 98
Introduction 98
Aim, Objectives & Targets 98
Promoting Employers Travel Plans 98
The ETP Working Pack 99
Worcestershire's County Hall Transport Plan 101
Worcester College of Technology Green Transport Plan 106

CHAPTER 8 - TRAVELWISE 108
TravelWise within Worcestershire 108
Benefits of Working Across the County 109
Future TravelWise Developments 109
CHAPTER 9 - ROAD SAFETY PLAN 112
Introduction 112
Aim & Objectives 112
Strategy 113
Road Safety Education, Training and Publicity 113
Pre-school Children and Parents 114
Schools 114
Training 115
Publicity 116
School Crossing Patrols 116
Partnership 116
Engineering 117
Cluster Sites and Route Action 118
Neighbourhood Study 118
Speed Enforcement 119
Safety Audit 119
Targets 120
Education, Training and Publicity 120
Engineering 120
Summary Of Safety Schemes And Performance Tables 123
CHAPTER 10 – OTHER SAFETY INITIATIVES 136
Village and Community Speed Limit Initiative 136
Quiet Lanes 136
Home Zones / 20mph Limits 137
Perceived Dangers & Fear Of Crime 138
CHAPTER 11 – ROAD TRAFFIC
REDUCTION ACT 142
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CHAPTER 12 - PARKING STRATEGY 144
CHAPTER 13 - LOCAL AIR QUALITY
MANAGEMENT STRATEGY 146
Introduction 146
Air Quality Objectives 146
Responsibilities 147
Legislative Background 150
Impact on Worcestershire 150
Worcester City 150
Bromsgrove District Council 151
Wyre Forest District Council 152
Redditch Borough Council 153
Malvern Hills District Council 154
Wychavon District Council 154
CHAPTER 14 - CLEANER / GREENER
VEHICLES 158
Dual – Fuel Vehicles 158
Powered Two Wheelers 158
CHAPTER 15 - INTELLIGENT TRANSPORT
SYSTEMS 160
CHAPTER 16 – FREIGHT STRATEGY 162
Introduction 162
Aim & Objectives 162
Strategy 163
Road Freight 163
Background 163
Road Freight Routes 164
Operating Companies 164
Quality Partnership 165
Regulations 165
Noise and Vibration 166
Pollution 167
Accidents 167
Operating timetables 167

Rail Freight 168
Water-borne Freight 169
Freight Interchange 170
Land-Use Planning 171
Cross Boundary Issues 171
Pipelines 173
Summary 173
Conclusion 173
CHAPTER 17 - HIGHWAY
MAINTENANCE 176
Introduction 176
Aim & Objectives 176
Strategy 176
Structural Maintenance 178
Other Maintenance 185
Performance Indicators 189
Detrunking 189
Conclusion 189
Street Lighting, Illuminated Traffic Signs and Signals 192
Objectives 193
Strategy 193
Targets and Monitoring – Highway Maintenance 194
Other Maintenance 195
CHAPTER 18 - BRIDGES 198
Introduction 198
Aim 198
Objectives 198
Strategy 198
Bridge Assessment and Strengthening 199
Bridge Maintenance 200
Retaining Wall Maintenance 200
Maintenance Bid 201
Other Work 201
Future Structural Maintenance and Strengthening
Structural Maintenance, Assessment and Bridge
201
Strengthening Bid for 2001/2002 205
Future Strengthening 206
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CHAPTER 19 ROAD SCHEMES MAJOR
& MINOR 214
Bordesley Bypass 214
Wyre Piddle and Upper Moor Bypass 214
Other Major County Schemes 218
CHAPTER 20 - CORE AND NON CORE
TRUNK ROADS 220
CHAPTER 21 - OTHER TRANSPORT
STUDIES 226
Network Hierachy 226
CHAPTER 22 - WORCESTER CITY PACKAGE 228
Introduction 228
Package Outline 228
The Package Area 229
Profile 233
Local Policy Background 230
The Development Plan Framework 230
Package Objectives 230
Package Targets 231
Problem Definition 232
Public Transport Bus 232
Public Transport Rail 232
Public Transport Integration 232
Traffic Impact on City Centre 233
Traffic Impact on Residential Streets 233
Traffic - Strategic Routes 233
Pollution 233
Social Exclusion and the Needs of the Mobility Impaired 233
Walking 233
Cycling 233
Road Safety 233
Journeys to School by car 233
Tourism 233
Parking 234
Package Strategy: Restraining Car Use 234
Parking Policy 234

Land Use Planning 234
Reducing Roadspace Available To General Traffic 235
Park and Walk 235
Park and Ride 235
Bus Quality Partnership 235
Bus Lane / Priority Policy 236
Social Inclusion 236
Evaluation 236
Monitoring 237
CHAPTER 23 - NORTHERN TOWNS 240
Introduction 240
Redditch 240
Wyre Forest District Council 242
Bromsgrove 244
CHAPTER 24 - RURAL WORCESTERSHIRE 246
Village Speeds Initiative 246
Quiet Lanes 246
The Joint Worcestershire Health and Public Transport Initiative
(JWHPT) 247
Car Clubs 247
CHAPTER 25 - WIDER POLICY AREAS 250
Social Inclusion 250
Disability Discrimination Act 251
Local Agenda 21 251
Economic Development and Tourism 251
Worcestershire Health Authority 253
Hospital Link 253
CHAPTER 26 – SUMMARY OF THE BID 256
Introduction 256
Bromsgrove: 256
Malvern: 256
Redditch: 256
Wychavon: 256
Worcester: 257
Wyre Forest: 257
Previous Spend 257
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Public Transport 260
Staff Resources (Revenue Costs) 261
CHAPTER 27 – MONITORING 276
Introduction 276
Evaluation Methodology 276
Package Specific Monitoring 276
Traffic Reduction Act 1997 277
Highway Maintenance - Targets and Monitoring 277
Other Maintenance 277
National Indicators 278
Local Indicators 278
Overall LTP Objectives 280
Integrated Public Transport 284
Cycling 287
Walking 289
School Travel Plans 291
Employers’ Travel Plans 293
Road Safety Plan 295
Road Traffic Reduction 297
Air Quality 298
Freight Strategy 299
Worcester City Package
Appraisal Summary Table - LTP without the Wyre Piddle
301
and Upper Moor Bypass Scheme
Appraisal Summary Table - LTP with the Wyre Piddle
304
and Upper Moor Bypass Scheme 306

INFLUENCES &
OBJECTIVES
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Chapter 1 - Strategic Influences
2
Chapter 1 - Strategic Influences
This Local Transport Plan (LTP) defines a five-year strategy for transport provision within
Worcestershire.
The LTP is driven by different levels of policy making, covering many inter-related
disciplines. Its development can be summarised in the following policy nest diagram:
Figure 1.1
Breaking this down into the individual components that make up the policy nest, Figure
1.2 shows the detailed inter-relationships that have led to the formulation of this LTP. Each
of the individual components are described below.
Transport
Most notably, the LTP is driven by the ideals of the new national transport agenda, as
prescribed by the Governments White Paper, ‘A New Deal for Transport: Better for
Everyone.’ The LTP provides a local context for the national aims and objectives of the
White Paper.
Following the publication of the White Paper in 1998, which heralded the introduction of
LTP’s, the Government issued final guidance on the preparation of Provisional LTP's in
April 1999. This provided the back-bone of Worcestershire's Provisional LTP, published in
July 1999. This guidance was updated in April 2000, and it is this latest guidance,
combined with advice from the Government Office for the West Midlands (as given in the
1999 settlement letter, and subsequent discussions), which has been used in the
preparation of this LTP.
In addition, the guidance given within the latest draft of Policy Planning Guidance 13
(Transport) has been embraced in preparing this document, as have the valuable views of
many of the members of public of Worcestershire, through a comprehensive year long
public consultation exercise.
Located adjacent to the Birmingham conurbation, and within the West Midlands Region,
Worcestershire has to consider transport issues beyond it's own county boundaries. As
such, this LTP draws upon the West Midlands Regional Transport and Freight Strategies,
and continues to provide input into these evolving documents to ensure they accord with
the ideals of Worcestershire.

Operable internal and external transport links are crucial to both the economic prosperity
and the health and well-being of those that reside within the County. Ensuring that the
population has access to appropriate transport provision, which serves the needs of
residents, and minimises social exclusion, is of paramount importance in developing a
successful transport system. In delivering this, the transport system must limit
dependence upon the private car, and encourage and promote sustainable transport,
most notably walking, cycling and public transport.
On a wider front, this LTP is wholly consistent with the national transport network. It seeks
to make the most of the opportunities afforded by the Channel Tunnel and regional
airports, the use of waterways as a resource for freight transport, and the availability of
regional facilities for the transfer of freight from road to rail.
Figure 1.2: Web of Influence: The Development of Worcestershire’ s LTP
Land Use
Transport issues cannot be considered in isolation. The way in which we travel, and the
demand for travel, are influenced by both the availability of different modes of transport,
and the land-use patterns of the cities, towns, villages and rural settlements where we
live, work and play. As such, the long term planning of land use to reduce the demand for
travel can play an important role in the delivery of a sustainable transport system.
This LTP has been developed in parallel with the on-going Structure Plan Review, which
has now completed it’s Examination In Public (EIP), to ensure policies and strategy
objectives are compatible. This embraces the review of Local Plans, and influences
directly the Economic Development Strategy to ensure economic prosperity is maintained
through appropriate transport provision.
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Chapter 1 - Strategic Influences

Chapter 1 - Strategic Influences
4
Over-arching all of these land use planning issues, is the guidance contained within
Regional Planning Guidance 11 (West Midlands), which influences the development of
both this LTP and the Structure Planning process.
Education
Our education system has a significant part to play in influencing the way in which we
travel. This can be on a number of fronts: -
● Through appropriate planning of
school grounds to ensure they
accommodate sustainable
transport (cycle facilities, lockers,
etc.);
● Through educating pupils on
road safety, and ways to
encourage walking, cycling and
public transport;
● Through promotion of School
Travel Plan initiatives, combining
a mix of engineering and
education measures to bring
about a change in travel
behaviour and;
● Through integrating sustainable
transport initiatives with the
National Curriculum.
Health
The health of our nation is affected by the way in which we travel. Increasing dependence
upon the car has made us less healthy through reduced walking and cycling and
exposure to greater levels of harmful pollutants and it continues to place a high burden
upon the medical services through road traffic accidents. Both the White Paper on
Transport, and the White Paper on Health (1999) recognise the inter-relationships
between transport and the Health of the Nation, and nowhere more so in the area of lack
of opportunity to access a whole range of services, including the NHS, that promote
health. These include child care, employment, education and training and leisure
opportunities.
These relationships are vital because of the two important links:-
● Encouraging walking, cycling and the use of public transport to assist in the aims of
health promotion and in improving health and fitness among the population.
● The significant transport implications in respect of accessing health facilities and
services.
It is therefore vital that we integrate our policies on transport and health to ensure that the
County promotes a healthy living environment. This LTP has been developed through a
partnership working with the Health Authority, and as an example, we are already using
the skills of school nurses to monitor the effectiveness of School Travel Plan initiatives,
and to feed back improvements into the design process.

Delivery
In delivering the LTP, Worcestershire County Council have already forged a number of
partnerships to ensure appropriate measures meet local needs. The County Council have
developed six Highways Partnerships Units (HPU's) that take responsibility for delivering
local measures and meeting local needs, whilst continuing to fit within the strategy as
detailed within this LTP.
Quality Partnerships have been set up with local bus and train operators to ensure a
quality public transport 'product' is delivered to the user. A Police partnership ensures that
enforcement of policy remains consistent. A Freight Partnership is to be established with
interested organisations, the County Council and operators, to ensure good practice is
instilled at all levels of the logistics industry, including the valuable role of the drivers and
their driving behaviour.
The strategy being developed to spearhead significant improvements in public transport
services over the next few years is progressing through a strong and active partnership
between the County Council and Worcestershire Health Authority.
It is recognised that sustainable transport often works best where initiatives are derived
and maintained by the local population that will ultimately use the provision. Extensive
consultation lies at the heart of this LTP, and will continue to do so over the 5 year plan
period. Indeed, many initiatives are being driven by communities themselves, in particular
the development of a rural network of quiet lanes, the development of home zones, and
the progression of the School Travel Plan initiatives. Supporting this particular approach
are the number of strong public awareness campaigns which are in place and which are
spearheaded within the County by the TravelWise initiative.
Worcestershire
Worcestershire is a new authority, established in 1998 after the former county of Hereford
and Worcester was disbanded. As such, Worcestershire launched its first corporate plan,
CLIMB (Climbing the Ladder to Success) in 1998, with the focus upon:
Community involvement and community services.
Lifetime learning;
Improving economic and social well being;
Making Worcestershire a better place to live and
Building the new County Council.
CLIMB has since become CLIMBS, with the additional S representing an increased
emphasis upon sustainability, and creating a better quality of life for everyone now, and in
generations to come.
Following the Audit Commission Report on Best Value, Worcestershire has a commitment
to delivering best value, through the attainment of Performance Indicators. This cuts
across the entire County’s activities, and is a key element in developing a sustainable
transport strategy.
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Chapter 1 - Strategic Influences

Chapter 1 - Strategic Influences
6
How Worcestershire has developed its Local Transport Plan
With the publication of Draft Guidance on Local Transport Plans issued in November
1998, Worcestershire County Council resolved to develop their LTP in partnership
(Environmental Services Committee, 29th January 1999) and through consultation. This
Partnership approach coupled with the wide-scale consultation has helped to deliver a
Plan that is owned by the community.
Partnerships have been set up with a n umber of organisation which include:-
● District Councils to ensure compatible development and delivery of policy and
implementation;
● Chamber of Commerce to ensure the business community are offered integration
between economic development and transport choice;
● Transport Operators (including Community Council / Community Transport) to deliver
choice;
● The Health Authority to jointly promote the health benefits of an integrated transport
policy;
● Education Directorate, to ensure the implications of School Travel are addressed
through appropriate infrastructure provision at school sites, and due regard is given to
transport in any school re-organisation;
● County participation in the nation-wide initiative of School Travel Advisory Group
(particularly in relation to increasing use of school contract buses);
● Freight Operators to ensure the most appropriate mode of transport is used to reduce
environmental impact of freight movement yet protect economic development, and the
media, to deliver awareness and ensure the community understand and support the
need for change and
● A new Police Quality Partnership has been forged with the West Mercia Constabulary
to deliver community safety, road safety and enforcement in areas such as speed
reduction.
Prior to consideration of the LTP, Worcestershire established a close partnership with the
District Councils and created Highways Partnership Units (HPUs) at each District Council
centre. County staff dealing with highways maintenance, development control and traffic
management issues work in these HPUs along-side the District Council staff.
This Worcestershire LTP establishes the existing transport provision in the County and
identifies the Aim, Objectives, Policies and Strategy for the comprehensive delivery of
sustainable transport.
The LTP addresses as many issues
as possible in as much detail as
maturity permits, and identifies
programmes of schemes ranging
from one to five years depending on
their maturity.
Public Consultation
The LTP was subject to wide public
consultation in both the Autumn of
1999 and Spring 2000.

The Autumn consultations were held in District and Rural Centres Countywide (a total of
24 different venues,) and involved a manned exhibition display, with at least one senior
officer on hand from the County and District to answer specific questions, and note
comments. Some 2000 leaflets were also distributed at the time of the Autumn
consultation, for the public to give their views on the LTP and to offer support or
otherwise.
The Spring 2000 public consultation was conducted at seven strategic venues throughout
the County, to discuss the framework of the report, and engage comments. In parallel,
some 180,000 leaflets were distributed in free local newspapers, outlining the key
elements of the LTP, and inviting comments. Over 2,000 returns indicated a broad
consensus of support for the strategy. The results are given in detail in Appendix 1a.
These results have been utilised in developing the LTP Strategy. The draft 5 year LTP was
also circulated to interest groups and partners in Spring 2000 and the responses were
used to modify the document and assist in producing the final version. A list of consultees
and responses is shown in Appendix 1b.
Consultation prior to the Provisional LTP was focused on Partners and Interest Groups.
369 questionnaires were sent to Interest Groups in the Autumn of 1998. The results of
that consultation although informative, simply reinforced the perception that consensus
between opposing Interest groups will be hard to achieve. This is the challenge of the
New Deal for Transport and consultation in Autumn 1999 and Spring 2000 has helped
bring together Interest groups of apparent opposing views and explore what consensus
can be achieved. The consultation has identified proposals that the community and our
partners wish to see included in the 5 year plan.
Aim, Objectives, Targets and Supporting Policies
The Government White Paper, ‘A New Deal for Transport’ issued in July 1998 heralded
Local Transport Plans (LTP) as the key to the delivery of this new approach to transport at
a local level. The Worcestershire LTP sets out the County's proposals for delivering
integrated transport in the first five year plan period.
The strategy and objectives of the Worcestershire LTP are primarily derived from the
White Paper on Integrated Transport. The Integrated Transport Action Plan for the West
Midlands Region (March 1998) is also used for a reference to regional strategy though
this document taking into account the revisions carried out to bring it in line with the White
Paper.
The White Paper defines integrated transport as:
● Integration within and between different types of transport - so that each contributes its
full potential and people can move easily between them;
● Integration with the environment - so that transport choices support a better
environment;
● Integration with land use planning - at national, regional and local level, so that
transport and planning work together to support more sustainable travel choices and
reduce the need to travel;
● Integration with policies for education, health and wealth creation - so that transport
helps to make a fairer, more inclusive society.
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Chapter 1 - Strategic Influences

Chapter 1 - Strategic Influences
8
The vision statement from the Integrated Transport Action Plan for the West Midlands
Region is for:
"The creation of a safe, modern, efficient and cohesive network of integrated transport
facilities and services throughout the West Midlands which serve the accessibility and
mobility needs of both individuals and the business community in an environmentally
friendly manner."
The Worcestershire Local Transport Plan aims to meet the objectives of the White Paper
within the framework of the Regional Plan, whilst taking into account local circumstances
and corresponding local targets
Aim
The aim of the LTP is summarised in the following mission statement:
‘To provide a transport system that is safe, efficient, clean and fair. This is to be achieved
through integrating the County's transport provision in order to extend choice and
maximise accessibility and mobility for all sections of the community (individuals and
businesses) within the context of sustainability.’
Overall LTP Objectives
In order to achieve the aim of the Worcestershire LTP, objectives have been identified
which are focused on the delivery of transport choice and effecting a mode switch away
from private car use. The Local Transport Plan objectives are: -
● To reduce dependency on the private car;
● To increase the choice of transport available to all;
● To improve the efficiency of the existing transport system;
● To reduce the need for people to travel;
● To improve the safety of all travellers;
● To ensure transport facilitates the social inclusion of all the County's residents;
● To maximise the independent mobility of vulnerable transport users with particular
regard to children, the elderly and the mobility impaired;
● To sustain a thriving local economy whilst minimising the adverse impact of transport
on the environment;
● To gain public recognition and support for the aims of the LTP;
● To utilise local knowledge in order to ensure that the plan meets local needs;
● To improve the quality of life for the residents of Worcestershire and
● To allocate funds strategically and ensure best value for money in terms of achieving
the LTP objectives.
Specific objectives have been devised for each of the following: Integrated Public
Transport, Worcester City, Walking Strategy, Freight Strategy, and School Travel Plans
which relate to these main LTP objectives.

Targets
Targets have been set for each strategy component of the LTP, and each of these will be
monitored against their specific objectives. The Monitoring section shows how the
performance indicators for specific areas of work are delivering the overall LTP objectives
above.
Policy in Support of Objectives
In preparing the Local Transport Plan, a comprehensive review of existing and proposed
County Council policies has been undertaken in the light of the White Paper and
guidance on Local Transport Plans. This has been produced in parallel with the Draft
Structure Plan, the Worcestershire Cycling Strategy, the Worcestershire Road Safety Plan
and Integrated Public Transport Strategy.
Based upon this review, eight policy areas have been identified:
● Demand management and control;
● Public passenger transport provision and integration;
● Cycling and walking facilities and initiatives;
● Maintenance of the infrastructure;
● Safety and accident reduction;
● Sustainability and the environment;
● Social inclusion and;
● Freight movement and transfer.
The review has considered existing policies within a matrix of policy areas versus Local
Transport Plan objectives. Gaps in policy have been identified and new policies proposed
for consultation. A complete list of policies related to this LTP are included within
Appendix 1c which differentiates between existing policies and those new policies
formulated to fulfil the requirements of the Local Transport Plan.
These policies have been subject to validation through internal and external consultation.
Structure Plan and Local Transport Plan
The current Deposit Draft Structure Plan, (hereafter referred to as the Structure Plan) for
Worcestershire covers the period 1996-2011. It defines the County's proposed Strategic
Policy framework for development and land-use and addresses strategic transport
provision in the context of land-use. It is anticipated that the Structure Plan will be
adopted early 2001 having undergone its Examination In Public in July 2000.
The Structure Plan sets out a Vision for the Future of the County, seeking a County which
is environmentally conscious, prosperous, where the residents are healthy and safe, and
where the people are treated fairly and afforded opportunity. A set of guiding principles
have been identified and adopted as the objectives of the Structure Plan, a key feature
which relates to transport and its implications, reflecting the importance of transport in
land-use planning.
Regional Planning Guidance for the West Midlands (RPG 11 April 1998) sets out the
number of dwellings to be constructed in each local authority area between April 1991
and March 2011. This proposes 41,300 dwellings for Worcestershire from 1991.
9
Chapter 1 - Strategic Influences

Chapter 1 - Strategic Influences
10
Completions and commitments amount to 34,850, thus sites for 6,450 houses are
required. One of the objectives of the Structure Plan is to work towards a better spatial
balance between housing, employment, social and community facilities within settlements.
Hence the Structure Plan also identifies employment land allocation whose distribution
will be related to that of housing.
This LTP is being developed in parallel with the Structure Plan ensuring compatible
strategies in each but with the LTP reaching beyond the land-use strategies in delivering
the Government's New Deal for Transport aspirations.
The Structure Plan objectives are entirely compatible with those of the LTP, in particular
the following Structure Plan objectives are mirrored in LTP Objectives 1,2, 4 and 8 which
are to:-
● Seek the location of development in areas which will minimise the need to travel and
reduce the distances required to be travelled
● Guide new developments to locations which can be served by a choice of transport
modes for both the movement of people and freight and
● Support and facilitate the development of alternative modes of travel to the car.
Strategy
The Local Transport Plan strategy for Worcestershire is focused on delivering a
transportation system which meets the mobility needs of all travellers, without
compromising the environment. Implicit within this strategy is an emphasis on sustainable
modes of travel, through the promotion of alternative means to the private car. It has been
developed with due regard to emerging national policy, and in partnership with
complementary policy in other fields both within the County Council and with other
Authorities, to ensure that the County provides a co-ordinated approach in achieving its
strategic aim. Extensive consultation ensures that both the development and deployment
of the strategy meets local needs.
The integration of land use planning with transport planning will be achieved through
complementary objectives within this Local Transport Plan, the Structure Plan and District
Local Plans. This will ensure that in the long term, Worcestershire settlements can
become more self sufficient communities in terms of transport, housing, jobs, leisure and
education. Better integration of modes of transport will deliver the short and medium term
solution to sustainable transport. Further integration will be provided through a
partnership approach, ensuring compatible delivery of health, education, local authority
services and community safety. This partnership approach extends beyond the County
boundary to embrace strategic transport provision and liaison with surrounding local
authorities, in particular the West Midlands Conurbation.
New developments within the County will be located and designed with due regard for
accessibility. Land Use should be evaluated in terms of criteria identifying mobility
requirements (e.g. office blocks are people intensive, requiring good public transport
links.) Specific sites should be evaluated based on their accessibility (e.g. a town centre
has better public transport links, therefore, it has more intensive accessibility, than an
edge of town site.) Only where the mobility requirement of the land use and the

accessibility of the site are compatible, or can be made compatible for the long term,
should development progress. Accessibility for existing developed sites will be enhanced
through the progression of specific objectives addressing Public Transport provision, and
the provision of a walking and cycling infrastructure. Public Transport infrastructure and
services need to be developed to deliver accessibility, maximising the independent
mobility of travellers, without compromising the impact on the environment or safety.
This Local Transport Plan will seek to support the economic vitality of Worcestershire in a
sustainable manner. The strategy works in harmony with the Economic Development and
Regeneration Plan, through developing self sufficient economic centres which deliver
benefits to the local community, and innovative sustainable working practises.
The strategy addresses the issues of safety, by providing a transport infrastructure which
places an emphasis on targeting accident reduction. The LTP recognises the need to
reduce actual accident problems and identifies and remedies the problems that
perceived dangers and fear of crime can cause in influencing travel choices.
The development of sustainable transport implies an enhanced environment for all
sectors of society. This applies to those who live, work, and spend leisure time within the
County, and will not be biased towards any sector of society. A change in travel behaviour,
invoked by strategic land use planning and investment in walking, cycling and Public
Transport, will reduce the need to travel and facilitate the use of sustainable transport
modes. This will lead to improved environmental conditions which will improve the quality
of life and the health of residents in Worcestershire.
The strategy, as outlined above, will be delivered through the deployment of a range of
complementary measures. They relate directly to the Objectives for the Local Transport
Plan, as outlined above. The individual ‘Packages’ each present their own strategy and a
comprehensive list of measures to be adopted.
11
Chapter 1 - Strategic Influences

Chapter 1 - Strategic Influences
12

ANALYSIS OF
PROBLEMS AND
OPPORTUNITIES
13

Chapter 2 - Setting the Scene
14
Chapter 2 – Setting the Scene
Demography
Worcester City lies on the western edge of the West Midlands Central Crescent which
also includes the towns in the central and northern parts of the County as well as some of
the rural hinterland. The Central Crescent is an area defined as having close economic,
social and commuting links with the West Midlands conurbation.
The urban areas to the north of the County are interspersed by the scenic Wyre Forest
and Clent Hills, and Worcester City itself is surrounded by rural landscapes. The County
becomes increasingly rural in the south, the Malvern Hills rise in the south west corner
and the horticultural region of the Vale of Evesham leads to the edge of the Cotswolds in
the south east.
Worcestershire has a population of 535,000 (1997.) Map 2.1 shows the travel patterns
for the most densely populated areas where the majority (64%) live. Map 2.2 shows the
demography and travel patterns of those living in the rural areas.
Based on information from the 1991 census, 45% of Worcestershire's residents are in
employment and of these 24% work out of the County. Half of these live in the urban
areas, shown on the maps, and half in the remaining rural areas. Worcester City is the
largest of the urban areas followed by Redditch and then Kidderminster. The graphs on
the maps relate to the County's urban areas and show the:
● Population;
● People who live and work within the town/city/area;
● Workers commuting into the town/city/area and the location of their homes;
● Residents who commute out of the town/city/area and their destination and
● Unemployed persons (defined as those waiting to start work or actively seeking work.)
The most up to date information available was used for the graphs. This means that the
population and unemployment figures for January 1999 are presented alongside the 1991
census data for travel to work. However, the information is intended to be indicative rather
than definitive of the County's demography and the data has not changed significantly
between these years.
Worcester City provides the primary administrative, retail and employment centre for
Worcestershire. This is demonstrated by the graphs showing Worcester as unique in
attracting a significantly greater number of commuters into the city than it has residents
commuting out. The city is situated in the centre of the County with its workers and
residents commuting to and from the city with no dominant origin or destination other than
within the County itself - a very dispersed pattern.
The West Midlands conurbation has greatest influence on work journeys in the north of
the County, particularly in Redditch. A high proportion of Redditch residents commute to
the conurbation, Birmingham being the most common destination. A significant number of
people commute into Redditch from both within and outside the County. The employment
base of the town is second to Worcester City and the unemployment level compares with
that of Worcester.

Bromsgrove is a dormitory town with a much higher number commuting out of the town
than in and a relatively low number of internal work journeys. Its residents work mainly
within the County or in Birmingham, however its workers are mainly from within County.
The Wyre Forest area (Kidderminster, Stourport and Bewdley) is influenced by the West
Midlands conurbation though less so than in Redditch, with the majority of commuting
being within the County. A significant number of residents do work in the conurbation but
the Black Country (Dudley, Sandwell, Walsall and Wolverhampton) is a more popular
destination than Birmingham.
Commuting into Droitwich, Evesham and Malvern tends to be focused from within the
County boundary. The West Midlands conurbation has little influence on employment in
these towns. Evesham has a relatively high proportion of residents commuting out of the
County and out of the West Midlands Region. Droitwich residents are attracted equally to
Worcester, the conurbation and elsewhere in the County. Appendix 2a gives full details of
employment, population and commuting figures.
The high level of outgoing trips from rural Bromsgrove result from the high population
living on the outskirts of Bromsgrove Town. Birmingham is the main destination of these
trips re-enforcing the position of Bromsgrove as a commuter town.
Wychavon and Malvern Hills rural areas also have high levels of out-going trips
(compared to incoming trips.) The majority of these are to areas outside Worcestershire,
and to Worcester itself.
The trips analysed above indicate the diverse nature of the demand for travel and the
challenge involved in delivering sustainable transport choice.
15
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
16
Out
Out
8000
2000
Out
Non residents working in the town. Colour coded
by home location (1)
Residents working outside the town. Colour coded
by location of work place (1)
Work Place not fixed or stated
Outside the West Midlands Region
Other location in the West Midlands Region
Black Country
Birmingham
Other location in the County
Bewdley
Evesham
Stourport
Bromsgrove
Droitwich
Malvern
Kidderminster
Redditch
Worcester
Live and work in the city/town (1)
Population (2)
Number Unemployed (3) / Percentage Unemployed (4)
Graph Key
In
6000
In
A 456(T)
Out
12000
In
6000
Staffs & Worcs Canal
A 442
A 456(T)
A 449(T)
A 491
450
S
5588
72 S/
2.6%
Bewdley
0
4000
Hagley
Out
In
10000
4000
2000
In
S
A 435
8000
2000
Kidderminster
A 38(T)
S
A 450
Bewdley
A 456
6000
M 42
16000
S
A 448
S
A 441
Worc & Birm Canal
B3
A 456
Out
Bromsgrove
S
Stourport
14000
3390
21834
394 / 3.5%
Bromsgrove*
0
4370
21326
369 / 3.6%
Stourport
0
4000
A 435(T)
S
A 449(T)
2000
A 4023
M 5
A 4025
In
12000
A 448
Redditch
S
A 449(T)
River Severn
0
(1) 1991 Census
(2) 1997 Population Estimate
10000
A 38(T)
Droitwich
S
13200
55356
1081 / 3.9%
Kidderminster
(3) Jan 1999 Unemployment Total
(4) Rate of Unemployment - Current % of
Economically Active (resident based)
8000
Out
6000
A 38(T)
In
* Includes only the urban wards Whitford, Charford,
Stoney Hill and Sidemoor
6000
A 441
A 4538
4000
0 10 km
4000
Worcester
A 422
S
S
2000
A 44
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
2000
0
16000
A 4440
A 4103
20090
70876
1565 / 4.2%
Redditch
0
A 449
M 5
A 44
4610 5400
24834
358 / 3.1%
Droitwich
In
14000
Out
A 46(T)
12000
S
S
Pershore
A 38(T)
S
S
Great
Malvern
10000
S
Evesham
A 44
Out
6000
8000
A 44
A 46(T)
6000
A 449
In
In Out
A 46(T)
River Avon
4000
6000
4000
Upton
Upon
Severn
2000
4000
2000
A438
M 50
Tewkesbury
B4211
7240
30887
462 / 3.6%
Malvern
0
2000
464
20583 0
348 / 3.9%
Evesham
0
25770
93500
1538 / 3.7%
0
Worcester
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
s
Urban Areas
Strategic Highway Network
Map 2.1
Scale: NTS
Demography of the County
(Urban)
Motorways (S.H.N.)
Railways
Produced by Integrated Transport

Produced by Integrated Transport Team
Demography of the County
(Rural)
Scale: NTS
Strategic Highway Network
Motorways (S.H.N.)
Railways
Map 2.2
Urban Areas
s
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
5260
43213
409 / 2.0%
Malvern Hills
Rural
B4211
M 50
Tewkesbury
A438
0
5000
River Avon
A 46(T)
In
Upton
Upon
Severn
A 46(T)
A 449
A 44
10000
Evesham
S
A 44
S
S
Great
Malvern
A 38(T)
15000
Out
Pershore
S
S
A 46(T)
A 44
0
10310
65183
612 / 60.2%
Wychavon
Rural
M 5
A 449
A 4103
A 4440
5000
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
In
0 10 km
A 44
A 422
S
S
10000
Worcester
A 4538
A 441
15000
A 38(T)
Out
S
7000
63366
1110 / 64.7%
Bromsgrove
Rural
20000
Droitwich
0
A 38(T)
River Severn
A 449(T)
S
Redditch
M 5
A 448
A 4023
A 4025
5000
A 449(T)
A 435(T)
Bromsgrove
S
Worc & Birm Canal
A 441
Stourport
S
A 456
10000
In
B3
S
A 448
340
5824
65 / 67.1
Redditch
Rural
S
M 42
0
A 456
15000
In
0
1970
14030
173 / 57.2%
Wyre Forest
Rural
A 450
Bewdley
A 38(T)
Out
S
Kidderminster
A 435
S
5000
A 449(T)
A 456(T)
A 491
In
5000
A 442
Staffs & Worcs Canal
S
20000
Out
S
Hagley
25000
A 456(T)
10000
Non residents working in the town. Colour coded
by home location (1)
Residents working outside the town. Colour coded
by location of work place (1)
Work Place not fixed or stated
Outside the West Midlands Region
Other location in the West Midlands Region
Black Country
Birmingham
Wyre Forest Rural
Wychavon Rural
Malvern Hills Rural
Bromsgrove Rural
Redditch Rural
Bewdley
Evesham
Stourport
Bromsgrove
Droitwich
Malvern
Kidderminster
Redditch
Worcester
Live and work in the city/town (1)
Population (2)
Number Unemployed (3) / Percentage Unemployed (4)
(1) 1991 Census
(2) 1997 Population Estimate
(3) Jan 1999 Unemployment Total
(4) Rate of Unemployment - Current % of
Economically Active (resident based)
Out
In
Out
Graph Key
30000
17
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
18
Major Travel Generators
Map 2.3 shows major travel generators in the County, namely large employers, tourist
attractions and major road hauliers. It also shows the existing transport infrastructure.
Employment
The chief employers (with 150 or more employees) in the County are concentrated in the
main urban areas of Worcester, Kidderminster and Redditch where they tend to be
located centrally. Smaller clusters of employers are found in the Bromsgrove, Stourport,
Malvern and Evesham areas and are mainly situated on the periphery of these towns.
Employment in Worcestershire is predominantly in the public service and manufacturing
sectors. The largest employer in the three key urban areas of Worcester, Redditch and
Kidderminster is the NHS, through the three NHS Trusts and the six Primary Care Groups
that serve Worcestershire. Although not the biggest single employers in Worcestershire,
superstores are notable, as there are a significant number of them located across the
County employing a large number of part time staff.
The County recognised the importance of the motor industry for the supply of jobs, both
directly (through manufacture) and through auxiliary industries (parts, garages etc.) It is
estimated that nearly 10,000 people throughout the County are employed in this sector.
Just under 70% of the County's land is agricultural. An estimated 3% of employment in
Worcestershire is in this sector compared with 1% nationally. However, it is clear that
employment in the farming industry does not sustain the rural communities and most of
the residents will travel to the urban areas for work.
Rural Facilities
A Village Assets Survey carried out in 1997 gives the percentage of parishes in rural
Worcestershire without key services, amenities and assets. Table 2.1 shows the results of
the six key services monitored together with the equivalent figure for England for
comparison.
Key Service Parishes In
Worcestershire Without
This Service
Permanent Shop 58% 42%
Post Office 52% 43%
Public House 30% 29%
Any Bus Service 10% 12%
Village Hall 32% 28%
School 55% 50%
Table 2.1 Village Assets Survey 1997
Parishes In England
Without This Service

Overall, Worcestershire tends to have smaller parishes than the national average and are
hence less likely to have key services.
The limited employment opportunities and services available in the rural areas establish
both a dependency on car use and social exclusion for those without a car.
Tourism
The Worcestershire countryside is a major attraction for visitors. With the exception of
Worcester City centre, most of the County's tourist attractions are located in the more
rural parts.
The County's largest tourist attractions with more than 100,000 visitors annually are:
● The West Midlands Safari Park, Bewdley;
● Severn Valley Railway, Kidderminster;
● Worcester Cathedral and the Royal Worcester Porcelain Museum and factory in
Worcester City centre;
● Three Counties Showground;
● Broadway Village and
● A number of rural attractions across the County, such as the Malvern Hills and Clent
Hills.
In addition there are many other smaller attractions also shown on map 2.3. Table 2.2
below, shows the listing of tourist attractions in Worcestershire. Visitor estimates are 1997
based (*1996.)
19
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
20
Name of Tourist Destination Estimated Number
of Visitors per Year
The Almonry Heritage Centre, Evesham >20,000
Droitwich Spa Brine Baths, Droitwich >20,000
Hartlebury Castle, Hartlebury >20,000
Shatterford Lakes, Shatterford >20,000
Stourport Riverside and Amusement Park, Stourport >20,000
Wyre Forest Visitor Centre, Nr. Bewdley >20,000
The Jinney Ring, Hanbury >20,000
Bewdley Town Centre, Bewdley >20,000
Pershore Abbey >20,000
Spetchley Park Gardens >20,000
Witley Court, Great Witley 31,000
Avoncroft Museum of Buildings, Stoke Heath 43,000
Hanbury Hall >50,000
Pershore Bridge Picnic Place, Pershore 100,000*
West Midlands Safari Park, Bewdley >100,000
Worcester City Centre, Worcester >100,000
Broadway Village, Broadway & Broadway Tower Country Park >100,000
Evesham Country Park >100,000
Malvern Hills, Malvern >100,000
Leapgate Country Park, Stourport 150,000*
Severn Valley Railway, Bewdley 197,000
Waseley Hills Country Park, Rubery 250,000*
Kingsford Country Park, Wolverley 250,000*
Worcester Woods Country Park, Worcester 400,000
Clent Hills Country Park, Kidderminster 500,000
Table 2.2 Tourist attractions
The rural nature of the County's tourism assets again establishes a dependency on the
car as a means of access.

A 456(T)
Tourist Destination >100,000 Visitors a Year
Hagley
S
Staffs & Worcs Canal
A 442
Tourist Destination 20,000-100,000 Visitors a Year
S
A 456(T)
A 449(T)
A 491
Employer of >150 employees
S
A 435
Kidderminster
A38(T)
S
National Cycle Route No. 5 (where complete)
A 450
Bewdley
A 456
National Cycle Route No. 5 (to be completed)
M 42
S
A 448
Note; Route No. 5 to be completed by June 2000
S
A 441
Worc & Birm Canal
A 456
Bromsgrove
S
Stourport
Other National Cycle Routes are Route No. 45
(Severn Valley) and Route No. 41 (Gloucester to
Stratford-upon-Avon) Alignment not yet determined
A 435(T)
S
A 449(T)
A 4023
M 5
A 4025
A 448
Redditch
S
A 449(T)
River Severn
Tenbury
A 38(T)
S
0 10 km
A 38(T)
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
A 441
A 4538
Worcester
A 422
S
S
A 44
A 4440
A 4103
A 449
M 5
A 46(T)
A 44
S
S
Pershore
A 38(T)
S
S
Great
Malvern
A 44
S
Evesham
A 44
A 46(T)
A 449
A 46(T)
River Avon
Upton
Upon
Severn
A438
M 50
B4211
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
s
Map 2.3 Urban Areas
Trip Attractions
Strategic Highway Network
Motorways (S.H.N.)
Scale: NTS
Railways
Produced by Integrated Transport Team
21
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
22
Freight
Map 2.4 gives an overview of freight transport within the County. Road haulage
companies predominate in the main urban areas of the County within large industrial
estates, though some large companies have their main depots in rural locations. There is
however a significant concentration of road haulage firms operating in the fruit-growing
region of the Vale of Evesham. A disused airfield in Honeybourne has been operating as
a large distribution centre, though, the Council has been encouraging fruit and vegetable
haulage companies to relocate to the more appropriate Vale Park site. This centre will be
investigated by the Freight Quality Partnership to ensure the impact of lorries upon local
communities is mitigated.
The locally grown fruit, vegetables and grain to and from the Vale of Evesham, together
with the distribution of imported produce from large distribution centres in the area,
results in high levels of LGV traffic in the area. There could be considerable benefit from
transferring some of this road freight traffic onto the rail network. The County Council are
brokering an agreement between all parties for protecting the railway line to enable
consideration of a future rail freight siding at Honeybourne. It is not the intention to
facilitate road/rail transfer at this location.
Existing Transport Infrastructure
The trip patterns generated across the County should be accommodated in a manner that
offers choice and opportunity to all. Existing choice is offered by the public transport
system, including those services offered by Community Transport, and the road network.
Within smaller geographical areas walking and cycling also offers choice.
The existing transport provision is provided by the County Council, outside bodies such
as the Community Council, and the private sector, such as public transport operators and
taxis. Whilst the County is working in partnership to identify the role each plays in
delivering transport choice, it has to be recognised that the County Council's role is often
one of facilitator.
Walking
Walking routes within the County (not shown) are primarily the leisure routes such as the
Worcestershire Way, the Severn Way, the North Worcestershire Path, the Wychavon Way
and the Illey Way. However, walking as a mode of transport for other trips such as
commuting and education will be addressed through School and Employer Travel Plans.
Town centre pedestrianised areas form essential access to services on foot. The quality of
routes to and within centres together with appropriate signing are important aspects of
the walking strategy and the vitality of urban centres.
Cycling
The National Cycle Network (NCN) is shown(map 2.3), existing and proposed, where its
alignment is known. The intention of the NCN is to provide a continuous safe cycle route
through urban and rural areas catering for commuting, education and leisure purpose
trips. Where possible the NCN will be fully integrated with the County Cycle Strategy
(adopted in October 1998), in which policy statements, existing and proposed cycle
routes, on and off-road are identified.

Waterways
The River Severn (under the management of the British Waterways Board) runs north to
south through the centre of the County and the River Avon (responsibility of the Avon
Navigation Trusts) runs east to west across the south-east corner of the County. The River
Severn can carry vessels of up to 350 tonnes from the Bristol Channel to Worcester. The
River Avon carries no commercial traffic today though the potential to do so exists. The
Staffordshire and Worcestershire canal links the River Severn at Stourport to Stafford and
beyond to the Trent and Mersey canal. The Worcester and Birmingham canal links the
River Severn at Worcester through to Birmingham.
Waterways fall into 3 classes:
● Commercial;
● Cruise and
● Remainder.
Within Worcestershire only the River Severn is classed as ‘commercial.’ The two canals
are ‘cruise’ classed. Waterways classed as ‘remainder’ are not navigable and maintenance
responsibility requires only that they are kept safe and flowing.
Roads
The roads shown on map 2.4 are those comprising the Strategic Highway Network (SHN)
defined as the Primary Route Network (direct routes between Primary destinations),
motorway diversion routes and roads of more than local importance. The SHN was
identified for the West Midlands Region in 1992 by a working party of the West Midlands
Regional Forum comprising officers of the then Department of Transport, the Government
Office for the West Midlands and the eleven local highway authorities (pre Local
Government Re-organisation.)
The SHN demonstrates the County's good links to the national motorway network with the
M5 running the full length of the County linking to the M42 in the north near Bromsgrove
and the M50 in the south. The M5 is easily accessed from most areas in the County via
the remaining Strategic Highway Network. The Strategic Highway Network provides for
the main public bus, freight lorry and car movements throughout the County and is
currently under review by a regional network panel as part of the Regional Strategy
Review.
Public Transport
The Strategic Public Transport Network is shown on Map 2.5.
Rail
The red line shows the direct rail routes to Birmingham. The blue line indicates the line to
Oxford and London known as the Cotswold Line. The black line bypassing Worcester is
the route of the fast service from Bristol to Birmingham, the second section to the north
by Kidderminster denotes the Severn Valley Railway, a heritage railway providing tourist
trips. Central Trains, the main operator in Worcestershire (as of spring 1999) lease the
stations in red. Thames Trains lease stations in blue.
23
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
24
Produced by Integrated Transport Team
Scale: NTS
Strategic Highway Network
Motorways (S.H.N.)
Railways
Freight Transport
Map 2.4 Urban Areas
s
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
B4211
M 50
A438
Upton
Upon
Severn
A 46(T)
A 46(T)
A 449
A 44
Evesham
S
A 44
S
Great
Malvern
S
A 38(T)
Pershore
S
S
A 44
A 46(T)
M 5
A 449
A 4538
A 4103
A 4440
A 44
A 422
S
S
Worcester
A 4538
A 441
A 38(T)
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
S
A 38(T)
Redditch
A 449(T)
Tenbury
S
M 5
A 448
A 4023
A 4025
Lorry Generators
A 449(T)
S
A 435(T)
Potential Rail Freight Connections
A 441
Stourport
S
Bromsgrove
A 456
Rail Freight Connections
B3
S
A 448
S
Disused Railway (Trackbed)
M 42
A 456
S
Railway Station
A 450
Bewdley
A 38(T)
S
Kidderminster
A 435
S
Passenger Only Railway
A 449(T)
A 456(T)
A 491
Freight and Passenger Railway
S
A 442
Other Lorry Routes
S
Hagley
A 456(T)
Major Lorry Route

Except for Stourport, the main urban areas are served by the rail network. The nearest
station to Stourport is at Hartlebury, three miles away, though Kidderminster station is not
much further from Stourport and provides a much more regular service. However, the rail
stations serving the other urban areas are not all conveniently located for walking into the
town centres. Bromsgrove and Pershore stations are both located on the edge of town
and Kidderminster station is separated from the main centre by a busy ring road and a
hill.
Of the main towns/city in the County, Evesham is the only one without a direct rail service
to Birmingham (and hence no access to North East and South West strategic rail routes),
though there is a direct service to Oxford and London. Great Malvern and Worcester also
benefit from this direct service to London.
Buses
The Cross County bus network shown on Map 2.5 represents the Strategic Bus Network.
Worcestershire has an extensive network of bus services. In particular, key inter-urban
corridors enjoy regular services with at least hourly frequencies, while town services in
urban areas generally have higher frequencies (e.g. every 15 minutes.) A network of less
frequent services radiates from Worcester and the other towns in the County into the
more rural areas. In addition, cross boundary services operate into neighbouring areas,
providing longer distance links to Hereford, Birmingham, Stratford-upon-Avon,
Cheltenham and Gloucester. The main network of inter-urban and urban services is
essentially provided commercially by bus operators during the daytime. Evening and
Sunday services, together with a significant proportion of rural services are provided
under contract to the County Council. Other subsidised routes include those that feed
areas within towns that are just too far from the main routes to be easily accessed by the
elderly and those with a mild mobility handicap.
Worcestershire County Council had an estimated expenditure of £655,000 subsidising
urban bus services and an estimated £932,000 subsidising rural bus services in 1999/00.
Worcestershire has been allocated a Rural Bus Grant of £675,000 per annum. The
1998/99 and 1999/00 funding was used to provide services identified through wide public
consultation involving all District and Parish Councils and the distribution of 10,000 public
questionnaires.
The service improvements are shown on Map 2.6 and include:-
● New bus services mainly of a 'market-day' nature i.e. one or two days a week;
● Upgrading of current 'market-day' services to a Monday-Friday/Saturday service;
● Linking of a number of irregular services to form new services with much improved
choice of destination;
● Increased frequency on current daily services and
● Increased evening and Sunday services.
As with the rail network, there exists an obvious gap at present of a regular/frequent
direct bus link between Redditch and Worcester.
25
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
26
Table 2.3 below shows the main bus operators serving each urban area.
Urban Area Main Bus Operators
Worcester City First Midland Red; Boomerang Bus Co.
Redditch First Midland Red
Kidderminster First Midland Red; Go Whittle
Malvern First Midland Red; Newbury Coaches; Smiths of Ledbury
Droitwich First Midland Red
Bromsgrove First Midland Red: Ludlows of Halesowen; Travel West
Midlands; Clearway
Stourport First Midland Red; Go Whittle
Evesham First Midland Red; N.N. Cresswell; Stagecoach Midland Red
Table 2.3 Main Bus Operators in Urban areas
Bus Quality Partnerships
In 1996 the previous authority established a Bus Quality Partnership (BQP) in respect of
the City of Worcester. The partnership was between the County Council, Worcester City
Council and the main bus operator First Midland Red. This was updated in 1999 to
include the second operator, Boomerang Bus Company. As a result bus priorities such as
bus lanes and priority at traffic lights have been, and continue to be, introduced. A fleet of
new buses has been provided by First Midland Red and the City Council are providing
new quality shelters. Details of the BQP are reported in the Worcester City Package.
Concessionary Fares
Bus and train operators generally give reduced bus fares for children under 16 years of
age on a commercial basis. The train operators are also under an obligation to provide
the 'Senior Citizens' Railcard offering reduced fare travel following the purchase of an
annual card. Bus companies also offer reduced fares for 'New Deal' clients, although
generally on the basis of a reduced rate for season tickets. Other fare initiatives are also
available such as the half price Citycard bus pass offer during Green Transport Week and
concessions given to staff of the Worcester Royal Infirmary negotiated through their
Green Transport Plan.
The District Councils generally administer the concessionary bus fare schemes for
disabled and senior citizens. The concessions offered are at the discretion of the
individual District Council and can vary widely from free travel within one District's area to
no District-wide scheme at all. Table 2.4 summarises the concessions currently available
within the County.

Concessionary Travel Schemes in Worcestershire - January 1999
(Applies to elderly people. Disabled / blind concession holders may have more generous
concession).
District Scheme Concession Area Issue Time
Type Charge Restriction
Bromsgrove Pass Free up to £2.20 Journeys £4 Day returns
single, £3.30return. starting
are not
£2.20 off higher single or
available
fares, £3.30 off higher finishing before 0900
returns.OR free Centro in
Mon - Fri
pass for residents in
North of District.
District.
Malvern Hills None Some Parishes operate Often Varies Passes not
own schemes. Some very
before 0900
issue tokens, some restricted Mon – Fri in
passes negotiated with
some
FMR.
parishes
Redditch Pass Free within Borough Journeys £5 Day returns
and to/from Birmingham. starting
are not
On other journeys, half or
available
fare beyond Borough finishing before 0900
boundary.
in
Borough
Mon - Fri
Worcester Pass 25p single, 35p return.
Wychavon Tokens £37 worth a year in
rural areas, £23 in 3
main towns. Droitwich
and Pershore provide a
£5 top-up (NB not
Evesham).
(Droitwich Town and North Claines Parish offer a pass as an alternative to tokens.
Droitwich pass is free, but within town only. North Claines half fare, Droitwich - Worcester
inc. hospitals.)
Wyre Forest Pass Half single fare up to
30p max. within District.
Full fare beyond
boundary.
OR £30 of tokens for
those unable to use bus.
Table 2.4 Concessionary Travel Schemes within County
Within
City only
Journeys
starting
or
finishing
in District
Within
District
only.
£8
None
£5
£5
None
None
None Chapter 2 - Setting the Scene
27

Chapter 2 - Setting the Scene
28
Public Transport Information
Worcestershire County Council provides comprehensive information on bus and rail
services throughout the County. A range of timetable books with both bus and rail
information are available. A Countywide bus map is also produced, concentrating on the
more frequent services likely to be of use to visitors and tourists. The County Council also
maintains and updates 230 roadside bus timetable cases. The County Council in
partnership with Herefordshire Council, supports the 'County Bus Line' telephone enquiry
service (Tel: 0345 125436 open 8 a.m. to 7 p.m. Mon to Fri, 9 a.m. to 5 p.m. Sat to Sun)
provided under contract by Green Line Travel.
The County is participating in the PTI 2000 initiative to ensure all timetable information
will be available through electronic media.
Community Transport and Other Services
In addition to bus, rail and taxi services available within the County the Community
Council provide Community Transport and other innovative transport schemes.
Community Car Schemes and Dial-a-Ride services are a 'safety net' designed to meet
the needs of people in the community who are unable to use conventional public
transport or who have no suitable services available. Transport is available for essential
journeys such as visits to the doctor, optician, dentist, hospital appointments, chiropodist
and, where possible, the shops, library or visiting relatives in hospital. Priority is given to
trips of an essential nature. The service is available only to those people who are unable
to use public transport for their particular journey, especially the disabled or infirm.
Most car schemes will also take passengers to the nearest public transport which is
useful for people who have difficulty walking to the bus stop or need a lift to get to a bus
or rail station.
Community Car Schemes are provided by volunteer drivers using their own vehicles and
expenses are met on a mileage basis which is fixed by the County Council. Dial-a-Ride
Schemes use minibuses and the drivers are sometimes paid. There is a charge for each
trip that is fixed and based on local bus fares, concessionary travel tokens are accepted
on all schemes.
Map 2.7 shows the area covered by each listed Community Transport Scheme. These
schemes operate throughout the areas shown. There are 5,000 regular users of these
schemes which operate throughout Worcestershire, each year performing over 35,000
miles and providing 60,000 journeys.
As well as a Community Cars scheme, an innovative Kick-Start initiative is currently
operating County-wide having been piloted in the Wychavon District. It is administered
through the Community Council and addresses the problems of individuals who have
difficulty in accessing employment and training. Kick-start can provide advice, a moped
loan scheme, subsidised driving lessons and small maintenance grants.

Taxis
The Council recognises that taxis can provide a transport service when bus or rail travel
is not a viable option. There are a number of taxis suitable for carrying wheelchair users
licensed throughout the Districts of Worcestershire. The rural districts of Malvern Hills
and Wychavon do not have any such vehicles licensed. Concessionary travel tokens are
available for taxi travel in some districts though not all taxis firms will accept them.
Currently the only bus priority measure allowing taxis access is the off peak use of the
Crown Gate bus station through route in Worcester.
Education and Social Services Transport
In addition to the public transport identified above, the County provide transport for
Education and Social Services needs. Worcestershire County Council has integrated
those teams from its Environmental, Educational and Social Services Directorates into a
single team to rationalise transport provision and ensure Best Value across the County.
This provides new opportunities to deliver innovative services and improved efficiencies.
Education Transport
The 1996 Education Act requires Education Authorities to provide transport where they
consider it necessary. Consideration of further requirements of the Act dealing with school
attendance lead to the conclusion that it is necessary to provide free transport to:
● A child between 5 and 16 years of age who attends the nearest school and that school
is beyond the statutory walking distance (2 miles for pupils under 8 years, 3 miles for
pupils aged 8 and over) and
● Children (5-16 years) with Special Educational Needs who live beyond the statutory
walking distances and attend the nearest appropriate establishment will generally have
free transport provided as for those above.
The County Council also provides transport for children attending the nearest appropriate
or designated denominational school, provided it is beyond the statutory walking distance.
Parents are normally required to make a contribution towards the transport costs.
Students between the ages of 16 and 19 years (16 and 22 years in the case of special
needs students) are also assisted with transport, though they are required to make a
contribution towards the costs. Support is only given for transport to the nearest
establishment offering a suitable course.
The Authority also operates a Vacant Seats Payment Scheme on most of its contracted
services. Under this scheme non-entitled children may travel on those services provided
the parents pay a termly fee.
Transport costs the Authority approximately £6.9 million in the financial year 1999/2000.
This does not include additional costs associated with transport such as escort costs.
29
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
30
Social Services Transport
Social Services aim to assist those people of all cultures, creeds and social backgrounds
who experience significant personal difficulties. The aim is to ensure social inclusion by
promoting their personal safety, help them solve problems, enhance their independence
and quality of life, and sustain their rights and responsibilities.
Whilst there is no specific reference in any of the relevant Acts of Parliament regarding
the provision of transport to meet these needs, most Acts refer to the need for the Local
Authority to make services accessible. Social Services assess the type of service
required, the location of that service and the level of support needed to ensure access to
that service. The majority of people whose needs are met through Social Services are
unable to use the public transport network either because there is none available or the
vehicles are not fully accessible. Transport needs are then met through the County
Council's own small fleet or hiring of specialist vehicles.
Freight Transport
Map 2.4 shows that all the major lorry routes through the County pass along the strategic
highway network with only some minor routes passing along non-SHN roads.
One rail freight terminal exists within the County at the Metal Box Company in Worcester.
There are two existing industrial sites, Hartlebury Industrial Estate and Hallam Oil Depot
at Bromsgrove that have mothballed rail connections with potential to be reinstated as rail
freight terminals. Development sites allocated for industry that have potential for rail
freight connections are listed below:
● South of the railway, Pershore;
● Tolladine Road goods yard, Worcester;
● Shaw Lane, Bromsgrove;
● Windsor Road Gas Works, Redditch;
● British Sugar Site, Kidderminster (adjoining the Severn Valley Heritage Railway Line)
and
● Honeybourne Airfield.

Regular Bus Service - Hourly or better for most of
the day
Commuting Only Bus Service (arrives at major
destination between 08:00 - 09:00 and leaves there
between 17:00 - 18:00)
Hagley
Hagley
Rail Service to Birmingham
Blakedown
Kidderminster
Kidderminster
Rail Service to London - The Cotswold Line
Wythall
Bewdley
Irregular Rail Service
Barnt Green
Rail Station leased by Central Trains
Alvechurch
Rail Station leased by Thames Trains
Bromsgrove
Stourport
Main Urban Areas
Hartlebury
Bromsgrove
Other Urban Areas
Redditch
Redditch
Tenbury
Droitwich Spa
Droitwich
10 km
0
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
Worcester
Foregate St.
Worcester
Worcester Shrub Hill
Malvern Link
Pershore
Pershore
Great Malvern
Great
Malvern
Honeybourne
Evesham
Evesham
Upton
Upon
Severn
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
s
Map 2.5 Urban Areas
Strategic Highway Network
Motorways (S.H.N.)
Scale: NTS
The Strategic Public
Transport Network (Bus
and Rail)
Railways
Produced by Integrated Transport Team
31
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
32
Produced by Integrated Transport Team
Rural Bus Routes
New or Improved
Scale: NTS
Strategic Highway Network
Motorways (S.H.N.)
Railways
Map 2.6
Urban Areas
s
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
Upton
Upon
Severn
Evesham
Great
Malvern
Pershore
Worcester
Droitwich
Redditch
Stourport
Bromsgrove
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
0
10 km
Bewdley
Kidderminster
Evening Services (New or Improved Services)
Main Urban Areas
Other Urban Areas
Hagley
Daytime - off-peak (New or Improved Services)
Peak (Additional)
Sunday (New)

1 Leominster Community Wheels
2 Toc-H Thumb-a-Lift
3 Bromyard Community Transport
4 Wyre Forest Dial-a-Ride
5 Droitwich Community Transport
6 Worcester Wheels
7 Malvern Social Car Scheme
8 Upton Community Care*
9 Welland Community Car Scheme
10 Bromsgrove Rural Rides
11 Redditch Dial-a-Ride
12 Pershore Social Car Scheme
13 Vale Community Cars
County Wide - Vehicle Audit
A Kick Start initiative operates in areas 5, 12 and 13
Hagley
10
Kidderminster
Bewdley
4
Bromsgrove
Stourport
2
Redditch *
1
11
* The County Council provides financial support
for schemes 1 -13 with the exception of Upton
Community Care
5
3
* Redditch Community Transport (RCT) operates in
all areas providing transport for voluntary groups
and individuals with mobility problems also
minibus hire, driver training, away days and trips.
Worcester
12
6
7
13
10 km
0
Pershore
Great
Malvern
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
Evesham
8
9
Upton
Upon
Severn
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
s
Map 2.7 Urban Areas
Strategic Highway Network
Motorways (S.H.N.)
Scale: NTS
Public T ransport
(Community and
Other)
Railways
Produced by Integrated Transport Team
33
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
34
Constraints on the Transport Network
Public Transport vs Private Car
Appendix 2.b shows a matrix of public transport links from the main residential
town/village origins in Worcestershire to the major employment destinations both within
the County and beyond. The table presents the following information:
● All journeys that are possible with no more than one change;
● The public transport modes most appropriate for the journey;
● The public transport journey times including waiting times and walking times between
interchanges. Where journey times differ throughout the day, either the morning or
evening commuting journey duration is used, whichever is the longest. Travel times
are based on ‘snap shot’ observations and have not been estimated from statistically
analysed surveys;
The frequency of the public transport service, split into:-
● Regular services throughout the day which are suitable for commuting, together with
Sunday and evening services;
● Limited services that are suitable for commuting and
● The equivalent peak hour car journey times (estimated).
Gaps in the Public Transport Network
The matrix identifies gaps in the public transport service and where the public transport
service is significantly less attractive than the private car in terms of journey times and
convenience. The most significant gap in the network is the lack of any convenient service
between Worcester and Redditch. Redditch is the second largest town in the County but
does not have a reasonable public transport link to Worcester City, the primary
administrative, retail and employment centre of Worcestershire.
Other gaps in public transport service between the main towns in the County include:-
● Droitwich to Redditch - the public transport journey is more than twice as long as by
car with 1 point of change;
● Evesham to Redditch - although it is possible to travel between the two towns by bus,
the car is significantly quicker;
● Droitwich to Stourport - the public transport journey is significantly less convenient
than by car both in journey time and in having to make a change on route;
● Bromsgrove to Stourport - there is no public transport link without a change;
● Worcestershire is well served by rail to Birmingham, with the exception of the south
eastern section of the County Evesham and Pershore having poor links despite being
located on the rail network;
● There is a distinct lack of direct public transport links from the County to most of the
Black Country with the exception of Stourbridge and Halesowen. This is true even in
the Wyre Forest area which has a strong commuter demand to/from the Black
Country. This matrix of transport provision provides a complementary analysis to the
demand for travel illustrated on Maps 2.1 & 2.2.

Constraints on the Road Network
Constraints on the Strategic Highway Network (SHN) have been identified for those trunk
roads in the County. Map 2.8 indicates the levels of congestion on the County's trunk
roads recorded in 1995. The map shows where high levels of congestion occur. These are
located predominantly to the north of the County. The main problems occur around
Kidderminster with congestion reaching critical levels on the A449 to the south of
Kidderminster and occurring regularly during peak times on this same road to the north of
the town and on the A456 at Hagley to the north-east of Kidderminster. Critical
congestion levels also occur north of Bromsgrove on the A38 junction with the M42 at
Lickey End and regular peak time congestion is seen on the A435 to the east of Redditch.
Few bus priority measures have been implemented outside of Worcester and Redditch.
Thus, on the congested roads of Kidderminster and Bromsgrove bus services are
experiencing the same delays as other traffic, with the subsequent detrimental affect on
reliability.
Traffic volumes, congestion and the effects on air quality combine to make walking and
cycling less and less appealing. The threat of injury due to a traffic accidents and the
increasingly unpleasant road environment contribute to the decline of walking and cycling
as means of travel to work, school, shops etc.
Congestion on the road network also has a significant effect on freight transport with the
national cost to industry of congestion estimated to be £20 billion per year.
35
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
36
Produced by Integrated Transport Team
Trunk Roads
Traffic Congestion
on the County’s
Scale: NTS
Strategic Highway Network
Motorways (S.H.N.)
Railways
Map 2.8 Urban Areas
s
Rail Stations
Main Rivers
Canal
Worcestershire County
Boundary
Richard Wigginton
Director of Environmental Services
Worcestershire County Council
County Hall, Spetchley Road
Worcester WR5 2NP
M 50
Upton
Upon
Severn
Evesham
Great
Malvern
Pershore
M 5
Worcester
Tenbury
Redditch
M 5
Stourport
Bromsgrove
M 42
Based upon the Ordnance Survey mapping with the permission of the Controller
of Her Majesty's Stationary Office c Crown Copyright. Unauthorised reproduction
infringes Crown Copyright and may lead to prosecution or civil proceedings.
Worcestershire County Council Licence Number LA 09073L. 1999
Bewdley
Kidderminster
Hagley
Critical Congestion Level - Peak hour congestion
on most days with some off peak congestion
(>100% traffic stress levels)
Regular peak hour congestion on at least 50%
of the days in the year (80-100% traffic stress
levels)
Relativley free from congestion - Occasional
peak hour congestion (0-80% traffic stress levels)

Constraints on the Rail Network
Map 2.9 shows the capacity constraints on the rail network in Worcestershire.
The widespread sections of single track restrict the number of extra trains and stops that
can be added to the network. These sections also lead to much longer delays in the event
of late running or a breakdown. However, with the exception of the Redditch line all
sections of single track in the County were originally double track lines and the potential
exists to reinstate the second track. The bottleneck at Worcester is due to the double track
being operated as two parallel single lines causing consequent restrictions on capacity.
The old mechanical signalling is still serviceable but it limits the number of trains that can
be run, the speed of the trains and inclusion of additional station stops. There is a
significant capacity constraint where there are long stretches between signals, such as
between Worcester and Droitwich, as only one train can be run between signals at any
one time. In order to provide Real Time Passenger Information new electronic signalling
systems would be required.
Sections of track of poor standard, curvature or gradient adversely affects the train
speeds and thus the attractiveness of the service. It also limits the potential for increased
service frequency. Unfortunately the potential for improvement of these sections lies in the
relaying or re-routing of the track-bed and would not be economically viable.
The lack of fast services to Birmingham from Worcester is due to the unacceptable time
penalty incurred if fast trains were to be diverted through Worcester. Thus only the slower
local trains currently serve the County.
37
Chapter 2 - Setting the Scene

Chapter 2 - Setting the Scene
38

STRATEGY
39

Chapter 3 - Integrated Public Transport Strategy
40
Chapter 3 – Integrated Public Transport Strategy
Introduction
In light of the Integrated Transport White Paper, Worcestershire County Council have
combined previously separate bus and rail strategies and introduced taxi, community and
other innovative transport strategies to produce a comprehensive Integrated Public
Transport Strategy. The Integrated Public Transport Strategy has being developed in full
partnership with all the public transport operators and User Groups within the County.
Public transport fora have been conducted to gain representative views on the
development of the strategy.
The County Council are committed to improving public transport and delivering high
quality services. The Strategy was adopted by the County in March 2000. The Strategy is
reported in full in a separate document, which is summarised below.
Aims & Objectives
Aim
To provide an affordable, available, acceptable and accessible network of public transport
services as a viable alternative to using a private car.
Objectives
The following objectives have been developed to deliver the above aim:
● To attract current private car users to the bus and rail network and also reduce future
traffic growth through increasing the use of the public transport network.
● To increase the efficiency of the public transport network through:
facilitating the provision of direct and fast services on the most heavily used routes;
improving the road infrastructure and facilitate improvements to the rail infrastructure;
and, securing minimum standards at interchange points (including bus stops and taxi
ranks) in respect of accessibility, information, waiting facilities and integration with
other modes of transport.
● To promote the provision of good quality buses, trains and taxis which meet
passengers demands in relation to reliability, availability, cleanliness and comfort.
● To support bus, rail and taxi services with advertising, promotion and marketing
initiatives.
● To promote the availability of through ticketing by establishing public transport
partnerships between the bus and rail operators, user groups and the County Council.
● To ensure that the transport needs of those without access to a car are identified and
seek to meet them where possible.
● To maximise the accessibility of the public transport network and in particular seek to
provide for vulnerable users such as the elderly and the mobility impaired (including
people with pushchairs) can easily access services.
● To promote public transport through land use planning.
● To encourage public transport use through Employers Travel Plans and School Travel
Plans
● To ensure the public transport network assists in maximising economic development
and regeneration.
● To integrate public transport, social services transport and education transport to
deliver best value and maximise use of resources.

Strategy
Accessibility
The strategy has been developed to the best possible combination of public transport
services to give full coverage of the County and provide a service for all the County's
residents suitable for at least accessing the essentials of:-
● Employment
● Shopping
● Health Care
● Education
● Leisure
The overall public transport system is made up of a number of different types of vehicle
that are able to meet every conceivable passenger requirement. These various public
transport services will be integrated to provide seamless journeys wherever possible.
The services have been put into the following categories:-
● Rail
● Bus
● Coach
● Taxi
● Rural and Community Transport
A programme of improvements has been developed for each of these areas of service.
Integration and Interchange
The County Council departments for Public Transport, Education Transport and Social
Services Transport have been integrated in order to achieve efficiency and best value. A
rolling programme of area reviews has commenced to assess overall transport
arrangements throughout the County and determine the most effective use of the
combined resources.
The integration of all five public transport categories plus the other means of travel of
walking, cycling and private car is of primary importance within this strategy. In order to
achieve this, a programme of improvements to the County's main public transport
interchange points has been developed.
Disability Awareness
The needs of disabled people will be taken into consideration with all improvements to the
public transport network. The County Council will endeavour to meet the needs of the
disabled:-
● when improving the network infrastructure
● by purchasing or encouraging operators to purchase easy access vehicles that comply
with the Disability Discrimination Act (DDA) regulations
● by encouraging operators to ensure staff receive disability awareness training and
● by producing and making available information and publicity which meets the needs of
disabled people
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Personal Security
Fear of crime and perception of crime is an issue that needs to be addressed in relation
to improving the attractiveness of public transport. Isolated bus stops and unstaffed
stations can deter potential public transport users in favour of the private car. Design,
positioning, lighting, manning, surveillance measures and communications facilities
contribute to the sense of security of interchange facilities and whilst travelling on the
vehicles. The upkeep of the facilities is also key to improving the perception of security.
The County Community Safety Task Group and the District Community Safety
Partnerships will be consulted when considering measures to improve personal security
for public transport users.
Information, Publicity and Marketing
Information, publicity and marketing will play a key role in this public transport strategy.
The County Council will provide clear and concise information on all available services
and ensure all residents have access to this information. This will be in paper form,
telephone and information technology linked to the regional public transport information
call centre to be introduced in July 2000 (PTI 2000 project.)
The integration of public transport services will be reflected in the information provided.
An information system will be developed so that individuals can access the information
they require to carry out their entire journey.
Publicity and marketing will be targeted at both current public transport users and current
car users. Worcestershire will increase the provision of roadside timetable information by
10% during 2000-01
Major Gaps in Public Transport Network
Appendix 2.b shows the public transport journey times for work journeys compared with
the equivalent car journey. The matrix highlights journeys that are not possible by public
transport or are significantly less convenient than by car. This information together with
the journey to work data shown in Map 2.1 & 2.2, allows us to determine the major gaps
in public transport provision in the County.
The following details the major gaps in the public transport network:
● Worcester to Redditch area (incl. Alvechurch)
● Redditch area to Solihull or Coventry
● Wyre Forest area (Kidderminster, Stourport and Bewdley) to Black Country
● Upton-upon-Severn to Malvern
● Droitwich to Redditch or Stourport
● Tenbury has a very limited public transport service to the rest of the County and the
conurbation.
Rail
Rail is currently the most appropriate form of
longer distance public transport suitable, for
example commuting from this county into the
West Midlands conurbation. With high numbers of
commuters travelling from Worcestershire
(particularly from the north) and significant

constraining factors limiting the rail services throughout the County, improvements to the
rail network are of high importance in the overall public transport strategy.
There are many major capacity constraints across the rail network within this County as
shown in Map 2.9. These relate principally to infrastructure problems in the Worcester,
Droitwich and Malvern areas and along the Cotswold Line.
Worcester Area
The bottleneck in the Worcester area is a critical constraint with train services already
running at capacity between Worcester and Droitwich preventing any additional services
between Birmingham and stations south of Droitwich. The current layout of the track
between Worcester Foregate Street and Shrub Hill restricts the movement of trains
between these stations leading to unnecessary reversing manoeuvres via Henwick
junction. This results in high time penalties and limited timetabling options available to
improve rail connections between, for example Evesham and Birmingham. Proposals to
address these issues are being taken forward as part of the Cotswolds and Malverns
Transport Partnership. A Rail Passenger Partnership bid is being prepared which will seek
to address the infrastructure problems which prevent expansion and efficient operating of
train services in the Worcester area.
Cotswold and Malverns Line Study
The Cotswold and Malverns Line Study has been carried out to look at improvements
along this line stretching over five Counties. The working group is made up of
representatives from each of the five Counties of Herefordshire, Worcestershire,
Gloucestershire, Oxfordshire and Warwickshire, the Cotswold Line Promotion Group,
district councils, the Train Operating Companies (Thames Trains, Central Trains and First
Great Western) and Railtrack.
The study has established a forecast of future demand and potential service patterns and
has shown significant demand for an improved level of service between London
Paddington, Oxford, Worcester and Hereford. Services between Birmingham and Malvern
and Hereford have also been evaluated as part of the study.
The rail industry partners have responded positively to the study recommendations and
have drawn up infrastructure options needed to achieve the enhanced service. The total
capital cost is estimated at £100m, including the Worcester area improvements referred
above. The Cotswold Line Promotion Group are leading the groups approach to the
shadow Strategic Rail Authority (sSRA) for Rail Passenger Partnership funding.
The local authority partners are committed to pursuing all available funding options. It is
expected that significant non-user benefits, including a reduction in road journeys, will be
achieved through better train services.
Worcester Parkway Proposal
Worcestershire is not currently served by any fast Virgin Trains services, though the
Birmingham to Bristol main line goes through the centre of the County. The reason for this
is the high time penalties that would be incurred by routing the service through the
Worcester stations rather than by passing the city as is the case at present. In order for
the fast services to pick up passengers at Worcester without the high time penalties a
Parkway station is required. A working group of Railtrack, Virgin Trains and Worcestershire
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County Council representatives has commissioned a feasibility study into the addition of a
Worcester Parkway station at the Norton rail junction 5 miles south east of the City
Centre. The first stage of the study will be presented in June 2000, and will provide a
financial appraisal, demand forecasts and effects on existing operations.
Pending the outcome of this study an Rail Passenger Partnership (RPP) bid will be
submitted.
Other key issues that will be addressed within the LTP five year time scale include:
Rail Improvements in the North of the County
With the high level of commuting between the North of the County and the conurbation
improvements to the capacity of the rail network has the potential to take a significant
proportion of commuting traffic off the roads and onto rail. This will be assessed in the
West Midlands Strategic Capacity Review (WMSCR) and Centro's 20 Year Plan.
There are two proposals to improve rail services in the Wyre Forest area:-
● Increasing the frequency of trains between Kidderminster and Birmingham and
● The reinstatement of a rail link between the Wyre Forest area and the Black Country
Suggested improvements in the Bromsgrove area include:-
● Increasing the capacity, frequency and reliability of services between Bromsgrove and
Birmingham and
● Improving passenger accessibility to Bromsgrove station by all modes of travel
The County Council will work together with CENTRO, as well as the rail industry, in
developing proposals to the north of the County. Both areas fall within the West Midlands
Multi Modal Study and consequently, the progression of any improvements will be
influenced by the outcome of the study.
Progression on the improvements to Bromsgrove services is also dependent on
CENTRO's Cross City Line Study and also the Worcester bottleneck improvements.
Central Trains indicate that there is suppressed demand for rail travel in Bromsgrove and
that improved integration with all modes is required to provide the increased patronage to
justify service improvements. A relatively large scale upgrade of Bromsgrove Station is
programmed to be included in any works to extend the platforms or significantly increase
frequency of services.
A detailed programme showing the County’s aspirations for rail and the options for
implementation is shown in Table 3.1 overleaf.

Table 3.1 Detailed Programme of Options to meet County’s Rail Options
High Priority within next 2 years
Medium Priority 2-5 years
Low Priority More than 5 years away
Relieve the bottleneck in the Worcester area in order to: Increase service
frequency; Improve Journey times; Improve reliability; Increase capacity
Proposals Dependents Outputs/Impacts Priority Funding
Partners
Intermediate
signal between
Tunnel Hill and
Droitwich
Turnback
facility along
from the down
platform at
Foregate Street
station
Restoration of
the double
junction at
Rainbow Hill
Intermediate
signal between
Henwick and
Great Malvern
Any proposals to
open a new
station at
Fernhill Heath.
Signal locations
need to be
compatible
All 4 proposals
are dependent
on the outcome
of the Cotswold
Line Study
An intermediate
signal would
increase capacity
significantly along
this section
bringing with it
greater flexibility
for timetabling.
Increases in
frequency to
Birmingham could
allow faster more
attractive services.
An interim
measure before
implementing the
more expensive
option 3. Thames
Trains could
reverse at
Foregate St
without the need to
continue to
Henwick, therefore
reducing turn
around times.
Significantly
increases capacity
in the Worcester
area
Allows Thames
Trains to operate
more trains to
Malvern
Central Trains
have expressed
the concern that
timetable
reliability is
suffering and
growth is already
being
constrained. Thus
the need for
progression on
option 1 is
critical. High
All 4 proposals
are of high
priority and
within the next
5 years
timescale
Cotswold and
Malverns Line
Group
including
Railtrack,
Central Trains,
Great Western
and Thames
Trains
An RPP bid
will be
progressed for
funds
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Fast Intercity Trains to serve Worcester
Proposals Dependents Outputs/Impacts Priority Funding
Partners
Open a
Worcester
Parkway
station at
Norton
Improve access to the rail network
Modal shift from
car to rail for
longer distance
travel, in particular
for commuting to
Birmingham. Also,
it will provide
Worcester and the
south of the County
with better links to
the national rail
network providing
more scope for rail
travel from the area
Medium - Low;
A consultant has
been appointed
to carry out a
feasibility study
on behalf of the
TOC’s, Railtrack
and
Worcestershire
County Council
Proposals Dependents Outputs/Impacts Priority Funding
Partners
New station
at Rushwick.
Consideration
is being given
to a station at
Rushwick
acting as a
formal P&R
site
New station
at Fernhill
Heath
Station at St
Peters
Outcome of the
Cotswold and
Malverns Line
Study and the
alleviation of
Worcester
bottleneck
An intermediate
signal between
Worcester and
Droitwich - the
location of the
station will affect
the positioning
of any
signalling work
Land being
protected from
other
development
All 3 proposals
dependent on
planning and
highway issues.
Bus corridor
packages will
be considered
as alternatives
More convenient
access to the rail
network. A
possible negative
impact is that
additional stops
may lead to the
public perception
of a less attractive
service.
Medium - Low
At present the
estimated
demand does
not outweigh the
time penalties of
an extra stop.
Low
More work is
needed on the
demand for new
stations and
alternatives
explored
As above

Improve rail links between Evesham and Birmingham
Proposals
Improve peak
connections at
Worcester for
Evesham to
Worcester and
Worcester to
Birmingham
services
Dependents
Frequency of services along
both routes which are in turn
dependent on the outcome
of the Cotswold Line Study
and the improvements to the
Worcester area bottleneck.
The Wyre Piddle Bypass
also has an impact on
demand for an improve rail
service
Improve frequency of trains to Kidderminster
Proposals
Improved
turnback
facility at
Kidderminster
Electrificati
on of line
as far as
Worcester
Dependents
Wider electrification of Snow Hill
suburban system (Centro).
Increases in frequency and
corresponding patronage in
order to justify case for electrification.
The line would need to
be electrified as far as Worcester
else the number of diesels
running ‘under the wires’ having
originated in Worcester, would
render electrification north of
Kidderminster uneconomic.
CENTRO are currently debating
the benefits of electrification
compared with spending the
money across the region on less
expensive measures
The increased frequency of
trains to Kidderminster is part of
CENTRO’s 20 year strategy. It is
affected by the West Midlands
Study (WMS) with the Park and
Ride and KBH (Kidderminster,
Blakedown and Hagley Bypass)
proposals
Outputs/
Impacts
Improve the
connections
at Shrub Hill
and avoid the
shunting
required at
present
Outputs/
Impacts
Increases in
frequency of
services to
Birmingham
could allow
faster more
attractive
services with
smaller
stations
being served
by alternate
services
leading to
more
commuter
trips by train
Electrification
would reduce
journey times
and thus
increase the
competitiven
ess of rail,
and reduce
pollution at
the point of
delivery
Priority
High
priority and
nearly
ready to be
progressed
Priority
Medium
term and is
at least 2
years away
from
consideration
on
awating the
outcome of
the WMS
Further in
the future
due to the
very high
expense.
Low
Funding
Partners
As above
Funding
Partners
CENTRO /
Central
Trains
/Railtrack
Central
Trains
/Railtrack /
Centro
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Improve interchange between Kidderminster main line services and the tourist
attractions of Bewdley West Midlands Safari Park and Severn Valley Railway (SVR).
Proposals Dependents Outputs/Impacts Priority Funding
Partners
Coordination of
timetabling for
Kidderminster
main line
services and
SVR
Pedestrian link
across mainline
railway and to
SVR
Improve bus
access at the
station to
provide for a
coach link to
the West
Midlands Safari
Park and
improve the
pedestrian link
over the
mainline
railway.
Central Trains
to run a
mainline
service as far
as Bewdley -
requiring
extensive work
on the track
infrastructure
A working
partnership
between the
TOC and the
‘heritage’ rail
operator
The safari park
monorail being
built
All increase tourist
trips by train
Provide a Kidderminster Parkway station (Park and Ride)
High priority and
is being
progressed
through a
Sustainable
Tourism bid
Low priority - is
a very expensive
option
SVR/Central
Trains/WCC
Central Trains
/ Railtrack /
WCC
West Midlands
Safari Park /
WCC
Central Trains
/ Railtrack
Proposals Dependents Outputs/Impacts Priority Funding
Partners
A new station
east of
Kidderminster
or the
development of
an existing
station such as
Blakedown
The outcome of the
West Midlands Study
(WMS); The ability of
Central Trains to stop
at station in terms of
time penalty or
detrimental
abstraction of revenue
from Kidderminster
station. Also
dependent on land
take issues in the
green belt.
Increased
commuter trips by
train
Medium
priority. At
least 2 years
away,
awaiting
WMS
Private
developer
WCC

Improve Rail links between Worcester and Black Country
Proposals Dependents Outputs/ Priority Funding
Impacts Partners
The re-opening
of the heavy
rail line
Stourbridge-
Walsall-
Lichfield
Extending the
metro to
Stourbridge on
Wednesbury -
Merryhill via
Dudley section
Shared running
(heavy and light
rail use)
The West Midlands
Rail Capacity Review.
Track sharing agreements
between heavy
and light rail. The old
route being suitable
for today’s commuting
traffic. A study is
needed into the
demand for travel into
the black country from
Worcestershire and
the destinations more
accurately
determined.
More
commuting
traffic using
the train
Medium to Low.
Worcestershire
CC are working
with CENTRO
who are
currently
deciding on the
best combination
of heavy and
light rail services
on the Worcester
- Burton on Trent
route. Once the
studies are
complete an
RPP bid will be
submitted by
CENTRO.
Bromsgrove to Birmingham Improve frequency; Increase capacity; Improve
reliability; Improve accessibility to the station
CENTRO/
Railtrack/
Developers/
Metropolitan
Councils/
Adjacent Shire
Counties/ Train
Operating
Companies
Proposals Dependents Outputs/Impacts Priority Funding
Partners
Extending the
cross city line
to Bromsgrove
Provide a new
diesel shuttle
service
between
Bromsgrove
and
Birmingham
with a turnback
facility at
Bromsgrove
Dependent on
electrification,
CENTRO’s plans
for the rest of the
cross city line
and the extension
of the platforms
at Bromsgrove
More services between
Broms-grove and
Birmingham with longer
trains creating more
capacity
As above
More trains between
Birmingham, Bromsgrove
and Worcester
The
aspiration is
of high
priority. The
decision on
which option
to progress
has not yet
been taken
CENTRO
Central
Trains
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50
Proposals Dependents Outputs/ Priority Funding
Impacts Partners
Enhance the
Worcester to
Birmingham via
Bromsgrove
service.
Improve access
for buses and
increase car
parking
capacity
Build a booking
office
Relieving the bottleneck in
the Worcester area to
increase capacity
between Worcester and
Droitwich.
The accessibility of the
station by all modes
(including the car parking
facilities) needs to be
addressed before a step
change increase in
frequency or capacity
could be considered.
There are indications that
there is a high level of
suppressed demand for
rail travel in the area
Central Trains has agreed
to man a booking office if
built
Improve links between Redditch and the South of Worcestershire
Increase services between Wythall and Birmingham
CENTRO/
Railtrack/
Central
Trains
Railtrack/
Central
Trains
WCC /
Central
Trains
Proposals Dependents Outputs/ Priority Funding
Impacts Partners
Increase
number of main
line services
stopping at
Barnt Green. A
bus service
may be more
appropriate
Increases in services
from Birmingham to
Malvern via
Bromsgrove (stopping
at Barnt Green). The
time delay of more
stopping services at
Barnt Green needs to
be offset by the
demand.
More journey
options on the
current rail
network. A
possible negative
impact would be a
less attractive
services due to an
extra stop. Danger
of developing a
small market at
the expense of a
much greater
market I.e. the fast
services
More
studies are
required
and
alternatives
explored.
Low
Central
Trains/
WCC/
bus
operators
Proposals Dependents Outputs/ Priority Funding
Impacts Partners
Improving the
frequency of
services from
Stratford to
Birmingham
and access to
Wythall station
by all modes of
transport
Outcome of an RPP
funding application to
SSRA and the
contribution of the
Local Authority
partners. Reconciling of
revenue attribution and
contractual issues
between Central trains
and CENTRO
Encourage modal
shift to rail
Ready to go
ahead with
an RPP bid.
High
Warwickshire
CC/
Birmingham
City
Council/
CENTRO/
Central
Trains/
WCC

Provide a tourist/commuter link to Broadway
Proposals
Extensions onto
current tourist
line
Dependents Outputs/Impacts Priority
Low priority
and outside of
the 5 year
time scale
Railtrack Network Management Statement (NMS) 2000
Railtrack’s NMS outlines their plans for the management of railways across Great Britain
setting out the maintenance and renewal of the network, recommending a priority
programme for network enhancement and putting forward costed options for further
enhancement schemes.
Within Worcestershire, there are no priority network enhancement schemes that have
Railtracks commitment though a number options for further enhancement schemes are
included most of which are Incremental Output Statements (IOS). The IOS’s have been
prepared by the Shadow Strategic Rail Authority (sSRA) in consultation with the Train
Operating Companies (TOC) and other funders such as the Passenger Transport
Executives (PTE). In most cases these statements are defined in terms of reduced
journey times, increased capacity and/or operational performance improvements. The
sSRA has the role of ensuring Railtrack delivers a continually improving railway as well as
the maintenance and renewal programmes that underpin the access charges paid by their
customers, the TOC’s.
The schemes contained in the NMS 2000 affecting rail services in Worcestershire are:-
Options for Major Improvements to Capability – These schemes are Railtrack’s core
proposals for the development of the network.
“There is an option of a major capacity upgrade on the Cotswold Line (Hereford –
Worcester – Oxford.) This would involve re-doubling of some sections of the route, layout
alterations at Worcester and Hereford and line speed improvements. This route could also
form part of an alternative Oxford – Birmingham via Honeybourne and
Stratford route”
Location Proposed Actions and Outputs Estimated Year
of Implementation
Worcester to Oxford Redouble of track at selected single 2004
track sections and junctions
together with resignalling work.
Provides additional capacity
Stratford – Honeybourne Reinstatement of the Railway 2009-10
– Cheltenham A major capacity upgrade and
provides a route from Birmingham
– Oxford via Cotswolds
Funding
Partners
Gloucester
Warwick
and
Stratford
Railway
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sSRA Incremental Output Statements – These schemes are the portfolio of proposals
from which the sSRA will select those to be included in the baseline output agreed
through the Regulator’s final determination for the 2001-06 period.
“Includes options for track and resignalling alterations to improve capacity and operational
flexibility on the Oxford – Worcester – Hereford Route and also in the Worcester –
Droitwich area to accommodate services between the Midlands and Cotswolds.”
Location
WORCESTER
Worcester Foregate
Street
Oxford - Worcester
Oxford - Worcester
Bromsgrove
Birmingham -
Bromsgrove -
Worcester - Hereford
Birmingham -
Bromsgrove -
Worcester - Hereford
Kidderminster
Proposed Actions and Outputs
Detailed scheme being prepared
Provide 4 minute headways between
Droitwich and Worcester
Detailed scheme being prepared for a
turnback facility
Ability to turnaround at Foregate Street
a train from Shrub Hill and Birmingham
Increase capacity to enable two trains
per hour in the with peak direction and
one contra peak as through trains
to/from Paddington
Railtrack proposes to offer sSRA an
alternative output
Crossover points on the sections
Hanborough - Charlbury, Moreton -
Evesham, Evesham - Norton Junction
to allow up and down Cotswold Line
trains to cross
Detailed scheme being prepared
Convert goods loop to accommodate
passenger trains and improve
operational flexibility
Detailed scheme is being prepared
Provide for trains of 4 x 23m vehicles
on Birmingham bound platform at
Bromsgrove
Provide for Birmingham to Cheltenham
via Worcester trains to run in both
directions via Worcester Foregate
Street.
Railtrack proposes to offer sSRA an
alternative output
Ability to turn around on arrival from
Birmingham in both westbound and
eastbound platforms
Estimated Year of
Implementation
2004
2004
2006
2004
2004
2006
2006

Customer Reasonable Requirements and Other Development Options – These
comprise of schemes that are being developed jointly between Railtrack and their
customers (TOC’s) as well as schemes being developed with the Local Authorities and
other stakeholders.
Location Proposed Actions and Outputs Estimated Year
of Implementation
Worcester Shrub Car Park extension 2002-04
Hill
Worcester Shrub New lifts to improve disabled 2000-01
Hill access
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Bus Strategy
Buses are the principal system of road based public transport and account for two thirds
of all public transport journeys. They have a large carrying capacity, make effective use of
limited road space and are flexible, being easily adapted to changing demands.
Worcestershire County Council’s Bus Strategy exists as a separate document giving full
details of the policy context, existing provision and the development of an Action Plan.
The aims and objectives are based on this overall Integrated Public Transport Strategy.
The Bus Strategy draws together a wide range of initiatives detailed in this LTP in relation
to bus travel. In addition to those initiatives covered in this Integrated Public Transport
Strategy are:-
● School and EmployersTravel Plans –
negotiation of more attractive fares for work and school journeys
local bus service development to meet the needs of workers and pupils (particularly
those living within the statutory walking distance to school)
● travel implications of the school reviews currently being undertaken by the Education
Department, which result in school closures and mergers.
● infrastructure and service improvements through land development and
redevelopment schemes (e.g. Crossley Park in Kidderminster, Kidderminster Town
Centre and Redditch Kingfisher Centre)
The County Council sees Bus Quality Partnerships (BQP's) as the main thrust for
improving bus services and encouraging modal shift. A well established Bus Quality
Partnership has been in operation in Worcester City since 1996 and includes the two
main operators First Midland Red and Boomerang Bus Company. Similar Partnerships
are currently being set up in the Wyre Forest and Redditch areas. The County Council
intends to expand the Quality Partnerships to give coverage Countywide encompassing
rural areas wherever possible. A successful Rural Bus Challenge Bid will see the
introduction of a Rural BQP in August 2000.
In order to aid the progression of BQP's the County has defined a 'Toolkit of Measures'
(see Appendix 3a.) The 'toolkit' is intended as a guide and it is expected that there will be
distinct differences to the measures most suitable depending on the location. The nature
of the partnerships allows for a mix of measures to be implemented with the agreement of
all the parties.
Rail, taxi and community transport
representatives will be included in
the partnerships, to ensure
integration of the whole public
transport network, seamless
journeys, through ticketing and
convenient interchange.
Bus Quality Partnerships are
currently being developed for the
Wyre Forest area encompassing
Bewdley, Stourport and
Kidderminster and for the Redditch
area.

They are at their early stages and schemes are currently being worked up this year
(2000/01) ready to begin implementation in 2001/02.
A rural quality partnership in the south of the County is also underway after a successful
Rural Bus Challenge bid for 2000/01(see below). The schemes resulting from Bus Quality
Partnerships will feed into The Joint Worcestershire Health and Passenger Transport
Initiative to ensure both initiatives complement each other wherever possible.
The BQP's will encourage the use of alternative fuelled vehicles to reduce harmful
emissions. The County Council together with bus operators will seek to agree at least
Euro I engine emission standards for buses operating in the County.
The Rural Bus Quality Partnership
The Rural Bus Challenge Bid for 2000/01 was successful in securing £404,049 for a Rural
Bus Quality Partnership, with Aston’s Coaches, on service 382 Eckington - Worcester.
This Rural Quality Partnership follows a timetable improvement to the route funded by the
Rural Bus Grant which led to a 10% increase in patronage. The service follows a busy
commuter route to Worcester with around 3,600 car journeys per working day made along
the route at the approach to the City boundary. The high quality public transport service
being developed has the potential to significantly reduce car journeys along the route as
well as greatly reducing the isolation of the non-car drivers in the area. The
improvements include new Super Low Floor Buses, improved frequency, evening and
Sunday services and improved passenger facilities and information. Links to the rail
network will also be provided.
Secure cycle lockers are to be situated along the bus route in order to:
● expand the area served by the bus route to neighbouring villages; and
● enable people travelling from the villages to complete their journey from the town
centre to schools, places of work or leisure facilities located on the edge of the towns.
With a feasibility study underway for the development of a Worcester Parkway Rail station
at Norton junction there is an opportunity for this high quality route to link with long
distance rail services to London and Birmingham.
The service is to be introduced in July 2000 as the first phase of the ‘Easilink’ high quality
public transport branding strategy.
Summary of Implementation of Bus Improvements
The Bus Strategy identifies the following measures for implementation over the five year
LTP period:-
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Aspiration
A strategic inter-urban bus network within
Worcestershire (Worcester-Kidderminster,
Kidderminster-Redditch, Redditch-
Worcester)
Main Arterial Bus Services (Malvern-
Worcester, Birmingham-Worcester,
Gloucester-Worcester)
Enhancements to key rural bus services
(Eckington-Worcester, Tenbury-Worcester)
Development of public transport as an
alternative to the car in Worcester
Connecting feeder services in rural areas
Measures
Bus Quality Partnerships
Direct Routes
Route extensions to key health and
education destinations
Hourly frequency
Introduction of evening and Sunday
services
Low floor buses
Ticketing initiatives
Driver Training
Easilink branding
Bus Quality Partnerships
Additional journeys
Route extensions
Low floor buses
Ticketing Initiative
Driving Training
Improved Bus Stops
Easilink branding
Bus Quality Partnership
Park & Ride
Bus priority
Recasting of selected services
Frequency improvements
Low floor buses
Ticketing initiatives
Driver training
Improved bus stops
Guaranteed connections
Communication between drivers
Demand responsive services / flexible
routing
Shared taxi / taxibus services
Community car schemes
Through ticketing
High quality, secure interchanges
Table 3.2 – Summary of Implementation of Bus Improvements

Taxi
The County Council aims to give greater consideration to the role of taxis within the public
transport network. The Council recognises taxis can provide link journeys or an alternative
transport service when bus or rail travel is not a viable option for example:
● People with disabilities that prevent comfortable bus or rail travel
● People carrying luggage or a lot of shopping
● People living too far from their nearest bus or rail service
● Those wanting to travel to a destination not served by other public transport services
Where Community transport provides a service for essential journeys that cannot be
made by other means, the taxi trade enables the customer to make any journey at their
convenience without needing access to a private car.
Concessionary travel tokens are available for taxi travel in the rural areas of Malvern Hills
and Wychavon Districts though not all taxi firms accept them.
Currently the only bus priority measure allowing taxis is the off peak use of the
CrownGate bus station through route in Worcester.
Taxi operators and their customers in Redditch would benefit significantly from the option
to use three short sections of bus only streets. The opening of these to taxis would greatly
reduce mileage, journey time and cost to the customer for some journeys. The County
Council will be considering the review of the Traffic Regulation Orders in force on these
sections through the Bus Quality Partnerships. The main problem with allowing taxis to
use such bus priority measures is in enforcement. Thus, taxis will be required to display a
roof sign as well as a licence plate.
The County Council will also encourage the siting of taxi ranks close to interchange points
i.e. bus and rail stations where the taxi trade agree that there is sufficient demand. The
provision of a rank at Redditch Rail Station is a popular suggestion with taxi operators in
the town which is currently being pursued.
A pilot taxibus service is being developed for Tenbury and its surrounding villages. It is
suggested a taxi bus service would operate to provide journeys into and out of the town
at the start and end of the working day and provide essential connections for longer
journeys.
The taxi trade has also been invited to make
representation for the Health and Passenger
Transport Initiative. Taxi ranks are currently
not a feature at Worcestershire's main
hospital sites and the appropriateness of
providing larger hospitals with one will be
debated through this initiative. The presence
of taxis at hospitals could reduce the
pressures on the ambulance service and
provide an alternative means of travel to
staff, particularly when working unsociable
hours.
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Integration of Public Transport, Social Services
Transport & Education Transport
The County Council has integrated all of its Passenger Transport functions into a single
unit which will co-ordinate all public, social services and education transport needs. This
will include 'clean sheet' reviews of provision in all areas of the County split into six major
reviews over the next 5 years. These reviews will be linked to the implementation of
BQP's and guided by best value principals to ensure availability, accessibility, affordability
and accessibility of the new services.
Rural and Community Transport
Maps 2.6 & 2.7 indicate the rural and community transport provision. The Rural Bus Grant
allocation of £675,500 per year 1998 - 2001 has enabled much improved services to the
more isolated rural areas of the County allowing residents to make essential shopping or
health care trips by public transport.
Community Transport services aim to meet the needs of people who are unable to use
conventional public transport due to mobility impairment or lack of service. The schemes
operate throughout the County and there are 5,000 regular users, each year performing
over 35,000 miles and providing 60,000 journeys.
‘Kickstart’ is a scheme that helps individuals who have difficulty in accessing work or
training. The scheme can provide advice, a moped loan, subsidised driving lessons and
small car maintenance grants. The scheme will be expanded though it likely to be
administered through Employers Travel Plans (see Chapter 7.)
The Rural Bus Challenge Bid for 2000/01 was successful in securing £36,500 to fund a
part-time Community Transport Officer to administer, promote and oversee a voluntary
escort service on some local bus services to help less mobile people to use them. This
scheme is aimed at helping people with limited mobility or a mental health problem to
have the confidence to use conventional bus services where they may have otherwise
relied on Community Transport or the County Council's Social Services' transport service.
Services that offer an escort will be promoted and well publicised through timetables,
parish newsletters and Community Groups.
Improvements to Rural Transport are being progressed through Rural Transport
Partnerships (RTP). The Rural Transport Partnership scheme promotes social inclusion
through enhancements in rural transport services and securing long-term accessibility for
rural people to jobs, services and social activity. Two Rural Transport Partnership Officers
are employed by the Community Council and are currently establishing local partnerships
and Action Plans for the districts of Wychavon and Malvern Hills. Redditch Borough
Council has joined up with the Wychavon scheme and Wyre Forest District Council is
currently considering funding an RTP for their area. The Partnerships work with agencies
in neighbouring areas both within Worcestershire and also in bordering Counties.

Funding for a computerised transport booking system compatible with both the County’s
own Passenger and Fleet Transport system and the Ambulance Trust system is being bid
for in this LTP submission. A brokerage scheme is being developed between the
community transport operators, County Council fleet and Ambulance service and such a
system will facilitate joint working and improve the efficiency of these transport services.
The Wychavon Rural Transport Partnership
The RTP Officer is working in consultation with community groups, parish councils,
employers, schools etc in order to identify the transport needs of local communities within
the district.
The Action Plan below shows how the RTP will go about improving transport choice for
those more disadvantaged people of Wychavon.
The partners involved in the implementation of the actions include:-
● Rural Transport Advisor
● Community Council
● Rural Transport Partnership Officer
● Countryside Agency
● County, District and Parish Councils
● Transport Operators – including public and community transport and the Ambulance
Trust
● Health Authority
● Police
● Youth Service
● Outreach Workers
● Voluntary Organisations
● Environmental Groups
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Develop the role of community transport
Actions Identify secure core funding
Encourage better co-ordination between all voluntary transport providers
and forge links with transport purchasers
Identify suitable pick up and set down places for community transport to
link with conventional public transport services
Use publicity to increase recruitment of volunteers
Provide suitable I.T. equipment for improving scheme operations
Provide training for staff and volunteers
Improve the choice of transport available and to work with communities and
local groups where transport is limited or non existent
Actions In partnership with transport providers identify opportunities to develop
local services to meet local needs
Identify transport corridors that may benefit from a small accessible
vehicle undertaking door to door collection from a core route
Promote and publish existing and new transport provision in a basic easy
to read fashion and to consider the needs of the disabled when replacing
maps, timetables etc
Investigate the use of escorts on selected routes to encourage use at
night and by the vulnerable sectors of the community
Investigate the transport needs of the local community through
consultation with Parish Councils, Community Groups, local employers etc
Raise the profile of existing transport networks which include public and
community transport, cycling and walking initiatives
Actions Work with local, regional and national groups to encourage the use of
green transport initiatives
Improve information on all transport provision and the links to wider
transport networks
Encourage a shift to sustainable forms of transport such as cycling,
walking and public transport
Work with local schools to support School Travel Plans and after school
activities
Improve transport provision to health facilities especially for the most vulnerable
members of the community
Actions Work with all transport providers to identify the need to develop solutions
Promote the existing transport network
Work in partnership with other agencies through the Health and
Passenger Transport Initiative
Maximise use of existing vehicles and resources through better co-ordination
Actions Employ a transport broker, who will identify the types of vehicles available
and the vehicle down time
Identify groups and individuals requiring transport
Co-ordinate training for all volunteers
Improve I.T. resources to enable better co-ordination of requests for
transport and availability of services as well as improved monitoring
Identify the needs of the socially excluded groups within the population whose
needs are not currently being met
Actions Work with all agencies to identify transport needs that are not being met
Investigate the possibility of transport subsidy for disadvantaged groups
Table 3.3 The Wychavon RTP Action Plan

Teme Rural Challenge Ltd
The Teme Rural Challenge (TRC) operates in the rural area surrounding Tenbury
encompassing rural parishes in Worcestershire, Shropshire and Herefordshire. The TRC
is supported by Advantage West Midlands and aims to:-
● Retain and diversify the existing economic base and improve competitiveness in the
area
● Enhance Tenbury as a local service centre and tourism base and
● Gain community support and empowerment
The objective of TRC is to improve transport services in the area and so improve
accessibility to essential services and reduce social exclusion in this very rural area.
The project is funded through:-
● The Rural Challenge (Advantage West Midlands)
● Single Regeneration Budget (SRB) - Improved Labour Market Flexibility
● SRB - Tenbury/Burford
● Voluntary Sector contributions
● Private Sector contributions
Since September 1999 TRC have funded or agreed to fund the following transport
projects:-
● A Cross Counties Community Transport project, where all existing community
transport schemes have co-ordinated their approach to funding to enhance the level of
services they provide in the area
● A public transport project to enhance the level of service provided based on the results
of a survey
● Wheels to Work in Herefordshire, to enhance the level of service provided to those
requiring transport access to employment opportunities
In addition the TRC has ring fenced funding for the following projects:-
● Malvern Hills Rural Transport Partnership
● Transport for Everyone in South Shropshire
● Teme Buzz - Youth Service Mobile Unit
Interchange
Formal interchanges are the
most appropriate starting points
for ensuring integration of all
modes of travel. Although public
transport cannot be expected to
compete with the flexibility of
the car, improvements to
interchange and the
connections between cars,
taxis, buses, trains, pedestrians
and cyclists can greatly improve
the flexibility of public transport.
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As the first stage to providing better interchange the County Council has carried out a
County-wide Interchange Assessment Study. The framework for this assessment is as
follows:
● Classified by size.
● Minimum standards set for each size.
● An audit of each interchange with respect to the standards.
● A programme of improvements required to bring each interchange up to its
corresponding minimum standard.
The minimum standards have been determined as follows:
Small Interchanges
● 5 cycle lockers plus 5 Sheffield type covered stands, conveniently located for bus or
rail network
● Bus stop with post flag, shelter, seating and timetable within 200m of rail station
● Public telephone within 50m of rail and bus stations
● Safe pedestrian crossing of the adjacent highways
● Allow for dropping off and picking up of passengers by car
● Up to 50 car parking spaces at rail stations
● CCTV
● Sheltered seating area
● Easy access for mobility impaired
● Information at interchange points for:
Both bus and rail timetables and location
Local Taxi/Private Hire numbers
Nearest telephone
Manned times
Location of cycle parking and information on carriage of cycles (on trains)
Direction and distance of town/village centres, cafes, shops etc
Medium Interchanges
As for small Interchanges with the addition of:
● 5 extra Sheffield type covered cycle stands
● Taxi rank for at least 3 cars
● 2 or more public telephones
● Public toilets
Large Interchange
As for medium interchange with the addition of:
● Where distance between rail stations, bus stations and town centre exceeds 500m a
shuttle bus service between them
● Other commercial activity within interchange area e.g. retail, leisure and catering
activity
● High quality public transport information displays for rail and bus
● Taxi rank for at least 6 cars
These minimum standards provide the basis for the programme of improvements being
bid for. Priority is given to those improvements to interchanges that will best meet the
objectives for integrated public transport. Improvements to all formal interchanges in one
town/city will be carried out at the same time where possible to ensure effective coordination
and best use of resources. Priority will also be given where improvements are
being carried out by private developers that significantly affects a nearby interchange.

Interchange
Foregate Street
Rail Station
Shrub Hill Rail
Station
CrownGate Bus
Station
Kidderminster
Bus Station
Kidderminster
Rail Station
Options
Provide a shelter at the bus
stop
Improve cycle parking facilities
Consider a more convenient
crossing facility
Provide more information on
other modes and village/town
centre locations
Seats to be added at bus
shelter
Improve cycle parking facilities
Improve access for disabled
Provide more information on
other modes and village/town
centre locations
Provide more and improved
car parking
Provide covered cycle
parking/lockers
Provide more information on
other modes and village/town
centre locations
Improve cycle parking/locker
facilities
CCTV
Public Telephones
Provide more information on
other modes and village/town
centre locations
Cycle lockers
Shuttle bus between town
centre, bus station and rail
station
Improve access into and out of
station for buses (junction
improvements)
Provide more information on
other modes and village/town
centre locations
Comments
The proposals for a new Parkway
station south-east of Worcester at
Norton. A new station would have an
effect on passenger movements
between the interchanges with the
Parkway station focused on serving
longer distance rail journeys.
The feasibility of a Parkway Station
should not detract away from other
improvements to rail infrastructure
and interchange improvements that
can be implemented more
immediately
The Kidderminster town centre
redevelopment (KTC1), is currently
underway and has a direct effect on
the bus station. A new bus station is
being provided and design details
together with bus priorities are being
discussed to gain maximum benefit
for the passengers and transport
operations.
Improvements to the interchange
between bus and rail will be
considered alongside the Bus
Quality Partnership and the Health
and Passenger Transport Initiative
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2002-03
2002-03
2006+
2002-03
2001-02
Funding
LTP
LTP/
Railtrack
LTP
Developer
funding is
being
sought for
improvements
to
the rail
station
through a
section
106
agreement
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Interchange
Redditch
Bus Station
Redditch Rail
Station
Bromsgrove
Bus Station
Bromsgrove
Rail Station
Options
Provide cycle parking and
lockers
CCTV
Improve seating
Provide more information on
other modes and village/town
centre locations
Provide cycle parking and
lockers
Taxi rank
Provide more information on
other modes and village/town
centre locations
Cycle parking and lockers
Covered platform seating
Public telephones
Provide more information
particularly on other modes
Comments
The Kingfisher Centre
redevelopment has a direct affect on
the bus station as this is being
rebuilt over the next 18 months. The
close proximity of the rail station
means there will be a significant
affect on it also.
Improvements to the interchange
between bus and rail will be
considered alongside the Bus
Quality Partnership and the Health
and Passenger Transport Initiative.
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2001-02
2001-02
2003-04
Cycle parking and lockers The benefits of providing better 2003-04
Cycle link from town centre
access to Bromsgrove Station by all
modes will only come to fruition if
Increase car parking
peak hour rail capacity is sufficient to
meet the demand. Thus, the
Seating at bus stop
increases in car parking requested
Improve bus access into and
out of rail station
by the train operators is dependent
on increases in train capacity.
Shuttle bus service from town
centre and main residential
areas
Provide disabled access
Taxi rank
Public Telephones
Public Toilets
Provide more information on
other modes and village/town
centre locations
Short platforms at Bromsgrove Rail
Station restrict the length of trains
able to serve to station.
Funding
Developers
of the
Kingfisher
Centre
are
currently
rebuilding
the bus
station
LTP
LTP
LTP/
Railtrack

Interchange
Malvern Link
Rail Station
Great Malvern
Rail Station
Malvern Town
Centre Bus
Stops
Droitwich
Rail Station
Options
Bus shelter with seating
Improve cycle parking facilities
Public telephones
Provide more information on
other modes and village/town
centre locations
Provide cycle parking facilities
and lockers
Taxi stand or information
CCTV
Improve lighting
Provide more information on
other modes and village/town
centre locations
Bus shelter
Improve cycle parking facilities
Taxi stand
CCTV
Public Telephones
Public Toilets
Provide more information on
other modes and village/town
centre locations
Comments
Improve/Increase car parking Malvern is included within the
Cotswolds and Malverns Line
Bus shelter
improvements but the rail stations
Provide cycle parking facilities are not directly affected, though the
and lockers
increase in capacity will improve the
rail service to the stations.
Provide taxi information (space
not sufficient for a stand) The opening of a Parkway station at
Norton could detract customers
Public telephones
away from the Malvern stations if
parking at Norton is easier.
Public toilets
CCTV
Provide more information on
other modes and village/town
centre locations
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2001-02
2006+
2004-05
2005-06
Funding
LTP
/Fastrack
RPP
LTP
LTP
LTP
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Interchange
Droitwich Town
Centre Bus
Stops
Evesham
Bus Station
Evesham Rail
Station
Pershore
Rail Station
Pershore
Town Centre
Bus Stops
Stourport
Town Centre
Bus Stops
Upton Upon
Severn
Town Centre
Bus Stops
Options
Provide cycle parking facilities
Taxi stand or information
CCTV
Provide more information on
other modes and village/town
centre locations
Improve cycle parking facilities
Provide more information
particularly on other modes
Bus shelter
Improve cycle parking facilities
(lockers)
Increase car parking provision
CCTV
Public Telephones
Provide more information on
other modes and village/town
centre locations
Bus shelter
Improve cycle parking facilities
(lockers)
CCTV
Provide more information
particularly on other modes
Improve cycle parking facilities
(lockers)
Provide more information on
other modes and village/town
centre locations
Improve cycle parking facilities
(lockers)
CCTV
Provide more information on
other modes and village/town
centre locations
Bus shelters and seating
Provide cycle parking
CCTV
Provide more information on
other modes and village/town
centre locations
Comments
Malvern is included within the
Cotswolds and Malverns Line
improvements but the rail stations
are not directly affected, though the
increase in capacity will improve the
rail service to the stations.
The opening of a Parkway station at
Norton could detract customers
away from the Malvern stations if
parking at Norton is easier.
Evesham is included within the
Cotswolds and Malverns Line
improvements but the rail stations
are not directly affected, though the
increase in capacity will improve the
rail service to the station.
The coalyard adjacent to the station
site may provide space for additional
car parking
Pershore rail station is directly
affected by the Cotswold and
Malverns Line proposals with a
second platform proposed
Pershore station is 2 miles out from
the main town. Access to the station
is limited as turning movements for
buses is restricted as is car parking.
Stourport Relief Road proposals -
long term so should not deter from
improving bus stops
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2005-06
2004-05
2003-04
2003-04
2006+
2002-03
2006+
Funding
LTP
LTP
LTP /
Railtrack
LTP
LTP
LTP
LTP

Interchange
Wythall Rail
Station
Blakedown Rail
Station
Hagley Rail
Station
Alvechurch Rail
Station
Barnt Green
Rail Station
Options
Bus shelter
Improve cycle parking facilities
(lockers)
Car Parking
Kiss and Ride Layby
CCTV
Provide more information on
other modes and village/town
centre locations
Improve cycle parking facilities
(lockers)
Extra Car Parking
CCTV
Improve/repair platform shelter
Provide more information on
other modes and village/town
centre locations
Bus stop with shelter
Cycle parking facilities
(lockers)
CCTV
Disabled access
Public telephone
Provide more information on
other modes and village/town
centre locations
Bus stop with shelter
Cycle parking facilities
(lockers)
CCTV
Public telephone
Provide more information on
other modes and village/town
centre locations
Bus stop with shelter
Cycle parking facilities
(lockers)
CCTV
Disabled access
Public telephone
Provide more information on
other modes and village/town
centre locations
Comments
The RPP bid recently submitted to
improve the frequency of service
along the Stratford - Birmingham line
(Wythall is on this line). The
commercial decision to make more
stops at Wythall will depend on
demand which in turn will depend on
access improvements being made
including car parking.
The West Midlands Study, West
Midlands Multi-Modal Study and the
proposals to reopen the rail line
between Stourbridge and Walsall
With a high number of commuting
journeys into the Black Country from
this area the reinstatement of the
Stourbridge - Lichfield line could
significantly increase patronage at
both Hagley and Blakedown stations
The possiblilty of a rail Park and
Ride site along the section of line
between Kidderminster and the
County border also could have a
significant impact
As for Blakedown above
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2005-06
2004-05
2004-05
2003-04
2004-05
Funding
LTP
LTP
LTP
LTP
LTP
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Interchange
Honeybourne
Rail Station
Hartlebury Rail
Station
Options
Bus stop with shelter
Cycle parking facilities
(lockers)
CCTV
Public telephone
Provide more information on
other modes and village/town
centre locations
Bus stop with shelter
Cycle parking facilities
(lockers)
CCTV
Public telephone
Provide more information on
other modes and village/town
centre locations
Comments
Honeybourne rail station is directly
affected by the Cotswold and
Malverns Line proposals with a
second platform proposed
A housing development next to the
station may increase demand at this
station if the station was made more
attractive. There is plenty of space
for car parking but it is currently
wasteland and the whole site has a
desolate appearance With the
possibility of improvements along
this line for journeys to London there
is potential for more customers from
the village and surrounding area.
Table 3.4 - Prioritisation of Interchange Improvements
Estimated
year of
implementation
2006+
2006+
The Estimated Year of Implementation - takes into account the dependent issues, the
strategic importance of the interchange and the current state of the interchange (those of
a particularly poor standard being given a higher priority.)
Rural Interchange
The Bus Strategy and the Joint Worcestershire Health and Passenger Transport Initiative
identifies the need to provide high quality rural interchange facilities to enable rural
transport providers to connect to conventional bus services.
Three strategic locations for rural interchange have been identified namely, Inkberrow,
Ombersley and Waresley to be implemented in the year 2001-02.
Funding
Park and Ride
The County's first permanent Park and Ride site will open in Spring 2001 providing a high
quality service from the north of Worcester to the City Centre. Two further sites are
proposed on the main radial routes from the south east and west of the City to provide
convenient P&R facilities for people travelling into Worcester City from all directions.
Park and Ride is seen as a critical element in the overall transport strategy for Worcester
City. Its implementation improves the potential success of other elements of the strategy
such as Residents Parking Schemes and the decriminalisation of parking and allows the
introduction of traffic restraint policies to take place.
The success of Park and Ride in many other English Historic Towns and the success of
Worcester’s own Christmas Park and Ride services gives confidence that the scheme will
work well in Worcester. Whilst it is designed primarily to attract car bourne commuter trips
from beyond the City it will also serve visitors who are likely to stay over 3 hours. In this
regard Park and Ride will do much to help boost tourism in the City in a more sustainable
manner.
LTP
LTP

The design of the sites will be in accordance with the Good Practice Guide produced by
the English Historic Towns Forum with the emphasis on quality and security, Secured Car
Parking Status is being sought. The northern site has been designed to feature an
archaeological attraction and all the sites will be developed as high quality interchanges
and will include such facilities to reflect this, including:
● Comfortable waiting room
● Toilets
● Motor cycle parking
● Covered Cycle Parking
● Lockers suitable for storing motorcycle helmets, bicycle lights etc
● Cycle tracks, footpaths and crossing facilities giving access into residential areas
The charges will be carefully determined to minimise abstraction from parallel bus
services whilst maintaining a competitive fares system to attract users. City centre car
parking charges will be modified to deter stays 3-4 hours in favour of using Park and
Ride. The Park and Ride facilities will be widely publicised on a continuous basis with
information on frequency and fares being readily available to all potential users.
The use of the Park and Ride sites as dropping off points for children attending City
Centre schools is also being investigated.
Information, Publicity and Marketing
Material is being designed to encourage people out of their cars for some journeys by
targeting specific journeys such as school and work trips. Information and publicity for
public transport feature as key issues in both the Safer Routes to Schools and the
Employers Transport Plan Initiatives where information will be focused on school and work
trips respectively.
Worcestershire will increase the provision of road side timetable information by 10%
during 2000/01
The County Council will be investing in I.T. equipment to provide a booking system that
links community transport, education, social services and public transport and if possible
the ambulance services booking system. The Wychavon Rural Transport Partnership will
match fund the amount spent on their I.T. hardware and software to provide staff and/or
staff training in order to make use of the equipment.
West Midlands PTI 2000
Public Transport Information 2000 (PTI 2000) is a Government led initiative to introduce a
national public transport information service. It is backed by all the major bus companies
through the support of the Confederation of Passenger Transport.
Worcestershire County Council has joined with Centro, the other local authorities in the
West Midlands region and the regions key bus operators to bid for resources to provide a
public transport information facility for the region. The facility will designed to be easily fed
into the National Public Transport database when required.
A shell company has been established to deliver the West Midlands PTI 2000 project with
the operators as the majority shareholders and the local authorities together with Centro
having a combined holding of 20%.
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A central database is being established to provide information to a single call centre. The
telephone enquiry service will provide information on timetables and fares for the region.
Calls will be charged to operators on a ‘who benefits’ formula. Enquiry Management
Software will be used to help ensure impartial consistent and high quality advice, and this
will allow best public transport options to be seen on an electronic map, including walking
links. The service will be available on the Internet by autumn 2000 and will also be
available in locations such as libraries and travel shops throughout the West Midlands.
The partners aim to expand the service in the future to link the provision of printed
timetables with the company and also:
● enhance Internet access including through Digital TV and other media
● provide personal timetables/maps
● e-mail and fax access to information
● provide help points/phones at interchange points and other locations such as public
buildings
● develop self service terminals
● provide ticket sales facilities
● link with Real Time Information
● link to other transport providers including community, education and social services
transport and taxi services.
Worcestershire County Council is working in partnership with the Health Service
providers to investigate the opportunity to link the timetable database and the health
appointments system.
Concessionary Fares
In the light of Government intentions to see a minimum standard of half fare travel for
elderly people in all English districts from April 2001, the County Council has appointed
consultants to investigate the potential for a countywide half fare scheme. This will build
on the current arrangements that apply in a number of districts and provide the minimum
standard in those which either have no scheme at present, or which offer tokens.
Joint Worcestershire Health and Passenger Transport Initiative
The integration of policies and issues of joint interest, such as maintaining healthy
communities and achieving social inclusion, have brought the Health Authority and
County Council into a strong working partnership. As a result a joint working group was
established in 1999, comprising representatives from a range of organisations:-
● Worcestershire County Council
● Wychavon Primary Care Group
● Hereford and Worcester Chamber of Commerce
● Worcestershire Health Authority
● Community Council
● Kidderminster and District Community Health Council and
● Bus Operators

The overall aim of the group is to develop significant improvements in public transport
service provision across the county, including greater service integration. These
improvements will be promoted under the branding of Worcestershire ‘Easilink.’
The group has commissioned consultants to assist in the development of proposals, the
programming of the work, and the formulation of funding proposals.
Issues to be considered as part of this study include:-
● Access to health facilities for staff, patients and visitors
● Interurban travel between the major health facilities i.e. Worcester-Redditch-
Kidderminster
● Access to health facilities from rural areas
● Passenger and goods transport between health care sites
● Interurban public transport network
● Rural public transport network
● Bus Quality Partnerships
● The relationship between health and social services transport, mainstream transport
and community transport
● A review of school transport
● A review of local bus contracts
● Integration of public transport. To include interchange, fares and ticketing, taxis and
community transport
● Marketing and promotion of public transport to include a link to PTI 2000, the provision
of real time information and I.T. at hospitals and health centres
● Funding issues:- including the effective use of resources; revenue and cost
implications; match funding and funding avenues.
In addition, two other particular factors are to be considered:-
● Worcestershire Health Authority is in the process of reorganising health services for
the County, which includes the opening of a new multi-purpose hospital in Worcester
by April 2002. This will result in the reorganisation of health provision in the areas of
Kidderminster and Redditch with the subsequent need for people to access the new
facilities from these areas.
● Worcestershire County Council is undertaking a major education, social services and
public transport review in these areas with changes to be implemented during
2001/02.
Priorities for action are presently being finalised and bids for Rural Bus Challenge and
Invest to Save will be submitted during 2000.
Funding for two community minibuses and three new rural interchange facilities to
complement this initiative are being bid for through this LTP submission.
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CYCLING STRATEGY
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Chapter 4 - Cycling Strategy
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CHAPTER 4 - CYCLING STRATEGY
Introduction
Cycling is increasingly seen as an important part of efforts to reduce congestion, pollution
and global warming and to improve health and fitness. In Worcestershire 71% of all
journeys are under five miles in length so cycling must be a viable alternative for many
trips. It is also of particular value for leisure and tourism.
The Government have adopted the National Cycling Strategy (NCS), published in 1996,
including a target to double cycle use by the year 2002 and double again by 2012. Local
Authorities are required, through planning guidance and funding mechanisms, to develop
viable cycling strategies to deliver the shift to cycling.
Aim & Objectives
● To provide a policy framework and a set of
costed, prioritised action proposals that will
enable the County and District Councils working
in partnership to provide cycling facilities for
transport and leisure.
● Maximise the role of cycling as a transport mode
with a priority on increasing utility trips.
● Increase recreational cycling in line with the
national target.
● Develop a safe, convenient, efficient and
attractive cycle infrastructure.
● Reduce the local casualty rate for pedal cyclists.
● Reduce rates of cycle thefts.
● Increase cycle training.
Cycling offers a healthy, efficient and sustainable
transport mode that could form a very significant
proportion of all trips within the Countys urban
centres. Even in rural areas cycling could provide for a significant number of utility trips.
Cycling for leisure and tourism is set to increase even more markedly and should bring
real economic and employment opportunities to both rural and urban areas.
The extent to which promoting cycling reduces problems of traffic congestion and
pollution depends on the extent to which complementary traffic restraint measures are
undertaken. Cycling offers a cost effective, partial solution to these problems but is not in
itself the reason for undertaking traffic restraint.
Strategy
A cycling strategy (Worcestershire Cycling Strategy) has been developed (published with
the provisional Local Transport Plan) which considers in general terms measures that can
be sensibly implemented to make cycling a more convenient means of transport and
reduce dangers to cyclists. Cycle audit, parking, integration with public transport,
guidance to developers and maintenance are all considered. This Strategy has been
adopted by Worcestershire County Council.

The Worcestershire Cycling Strategy emphasises the importance of people as well as
engineering. Changing attitudes of both the public and professionals is just as important
as changing the physical environment. Encouragement, education and enforcement
measures are all considered, as indicated below in the list of issues addressed:
● Cycle Audit: The concept of cycle audit is based on the existing procedure of Safety
Audit. A local authority officer will carry out a review of highway and land-use schemes
to ensure that cyclists needs have been fully considered. The cycle audit is
envisaged as a series of checklists to be used at all stages of schemes from feasibility
to post-implementation. Applying the cycle audit procedure as part of all new highway
and land use development schemes will ensure that the road network gradually
becomes more cycle-friendly, in addition to any specific cycle route networks and any
other facilities being proposed. Cycle audit will greatly reduce the need for remedial
action at a later date to correct defects or introduce cycle specific facilities where
those have been overlooked.
● Review of existing road network: A review can make use of cycle audit procedures and
will identify and address sites where traffic danger, detours and time delays, social
safety problems and local prohibitions on cycle parking or cycle access reduce the
attractiveness of cycling as a mode of transport. A review will identify all feasible
opportunities to provide cyclists with safety improvements, shortcuts, and access
advantages over less sustainable modes. The review will form significant input into
planning and prioritising the authoritys cycle network.
● Cycle Networks: The National Cycling Strategy recommends the production of
implementation plans for a cycle-friendly environment. The development of cycle route
networks is therefore just one part of wider measures to improve cycling conditions.
Cycle network planning is important as a tool to help set priorities and ensure route
continuity but should not imply that cyclists should be restricted to particular routes
● Cycle Routes: The development of strategic cycle route networks is an important step
to improve cyclists safety and convenience on key routes and can be a visible means
to raise awareness of cycling.
● Cycle Route Development: One of the benefits will be the ability to provide coordinated
inter-urban routes linking to cycle networks in major centres of population
and to tourist attractions. The development of strategic leisure cycle routes can
provide the basis for promotion of cycle tourism.
● Cycle Route Design: The aim will be to make the use of
existing roads safe and convenient for cyclists in preference
to segregation. To achieve this, route design will consider
the following approaches:
1. Traffic Reduction
2. Traffic Calming
3. Junction Treatment and Traffic Management
4. Redistribution of the Carriageway
5. Cycle Lanes and Cycle Tracks
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● Planning: The aim of the County Cycling Strategy is to provide a strategic approach to
development control and encourage developers to include cycle and pedestrian
facilities in their proposals when submitting applications for planning permission.
Disused railways can provide useful linear routes for both cyclists and walkers as well
as wildlife corridors. It is important that such routes are protected through planning
policies.
● Integration of cycling and public transport: Worcestershire covers a large area and is
well-served in terms of rail links to the Birmingham conurbation and the South while
many of the rural areas are also served by local bus services. There are considerable
benefits in integrating cycle facilities with public transport, improving accessibility for
local residents as well as visitors to the region. Measures can include provision of high
quality links from public transport interchanges to the cycle network, the provision of
adequate, secure, covered cycle parking at railway and bus stations and the
convenient carriage of cycles on trains and buses. Cyclists will be permitted, wherever
safe and practicable, to use all bus lanes and other priority measures.
● Provision of secure cycle parking facilities: The provision of cycle parking is a relatively
low cost but highly visible measure of providing for cycling. The National Cycling
Strategy recommends the establishment of local cycle parking standards in
development plans and building regulations. The adoption of cycle parking standards
facilitates the integration of cycling into the development control process; Making
cycling a high priority during early stages of development schemes is more likely to
ensure adequate provision. The type of cycle parking facility will depend on the
location and whether the demand is for short-stay or long-stay parking. While cycle
lockers may be viable for long-stay parking, for most purposes short-stay parking at
shops and public buildings is best satisfied by the Sheffield type of universal stand.
● Danger reduction programme: A significant barrier to an increased level of cycle usage
is the perceived level of danger on roads. Measures to reduce danger will include:
1. Targets to reduce cyclist casualties
2. Remedial action to treat problem sites
3. Support for national and local campaigns to educate drivers
4. Continuing development of the cycle training program
● Cycle-friendly employer initiative: At a national level, there is recognition that
employers can play a major role in influencing the mode of transport used for journeys
to work. A reduction in car parking spaces and/or increased charges for car parking
can be combined with support for public transport users, walkers and cyclists. The
TravelWise initiative also provides a theme with which to integrate measures to
promote cycling in conjunction with the promotion of walking and the use of public
transport.
Measures will include:
1. Development of Employer Travel Plans e.g. ‘TravelWise’
2. Secure cycle parking
3. Changing facilities/showers
4. Cycle mileage allowance for work related trips
5. Interest-free cycle loan scheme
6. Pool cycles
7. Charging for car parking

Increased use of cycles for school journeys: There is considerable scope for
promoting the benefits of cycling to children and parents through a cycle training
programme. A number of schools across the county are actively involved in developing
School Travel Plans. This interest and involvement needs to be maintained in order to
achieve target levels of cycling to school. Examples of the measures that can be
employed to help meet this target are detailed in Chapter 6. School Travel Plans.'
Although such measures are intended to primarily benefit those travelling to school there
are substantial benefits to cyclists in the wider community as the attractiveness of cycling
increases.
Promotion of cycling for leisure and tourism: The County Council plays an important
role in co-ordinating the provision of cycling infrastructure and disseminating tourist
information. This role needs to be strengthened in order to maximise the potential of
cycling for leisure. It is essential that existing measures and the development of new
cycling facilities are well publicised so that both local residents and visitors to the region
are aware of the opportunities for leisure cycling. There also needs to be integration of the
principles of ‘TravelWise’ with promotion of visitor attractions. The encouragement of cycle
tourism in Worcestershire will bring both environmental and economic benefits and
complement other strategies which promote sustainable tourism. There is huge potential
to increase levels of leisure cycling and the encouragement of this rather than motoring
could help ease the pressure on sensitive areas and historic towns and villages, in terms
of traffic on rural lanes and historic streets, and land uses for car parking.
Travel awareness: Worcestershire County Council supports the travel awareness
campaign ‘TravelWise’ that co-ordinates measures to encourage the use of cycling and
walking to reduce car use. The success of ‘TravelWise’ will depend on the messages of
travel awareness being widely promoted and being integrated with other transport and
environmental initiatives. In addition to the ‘TravelWise’ campaign there has already been
a considerable amount of activity in promoting cycling within Worcestershire areas,
particularly at district level.
Regular consultation with local cyclists: Consultation is a major part of developing any
cycling initiative and is a two-way process. It provides both an opportunity for the local
authority to inform the local community of proposals and an opportunity for the local
community to give feedback and provide information on cycling in the locality. The
experience of local cyclists is invaluable when developing cycle facilities and early
consultation with cycle organisations and other groups allows a sense of ownership to be
developed. Consultation includes regular meetings, informal discussions, correspondence
with local cyclists and cycling organisations and questionnaire surveys when appropriate.
Cycle training for 9-12 year olds: Cycle training is currently co-ordinated across the
county at two levels, bronze and silver by the Road Safety department. Bronze level is
conducted off-road with children under the age of ten. Silver is a more advanced on-road
course of hour long lessons usually done in school time over a one week period. Although
adult training schemes have suffered from lack of interest in the past, information will
continue to be provided for adult cyclists. There are still a large number of adults with
bicycles who do not cycle due to inexperience on heavily trafficked roads.
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Traffic law enforcement. The authority will press for effective traffic law enforcement in
support of its activities to improve cyclists safety and perceptions of danger. The actions
of motorists who endanger any vulnerable road users should be subject to visible legal
sanctions. This will help, not only to reduce road danger, but also to maintain the status of
cyclists as legitimate road users and to give new cyclists more confidence. Similarly, a
large increase in the number of cyclists could pose problems if some do not follow
accepted rules of behaviour. Promoting responsible attitudes to cycling through publicity
campaigns and school initiatives will help to minimise the scale of any problem, but as a
final resort, the police may be needed to conduct periodic campaigns to discourage
irresponsible and illegal cycling behaviour. Liaison with the Police can also identify sites
where non-conformance with highway law can indicate route severance, avoidance of
high risk sites or unacceptable delay to cyclists.
Monitoring: Monitoring of cycle use is essential both at local and national levels in order
to assess progress towards meeting the targets. The three best indicators of the success
of the cycling strategy are an increase in cycle usage, reduction in cycle accidents and
reduction in cycle theft. However, in the short-term it is useful to measure progress
through secondary indicators such as the number of employers signed up to cycle-friendly
employer schemes, the number of cycle stands installed and the percentage of route
network completed. Surveys to monitor user satisfaction can be useful, to give feedback
both before and after implementation of measures to facilitate cycling and road safety
schemes. Regular consultation with local cyclists and other road user groups through
formal cycling forums and informal consultation is also useful in monitoring the process of
cycling policies and successful development of facilities. The cycling strategy will be
reviewed at regular intervals in the light of new advice and policy from the National
Cycling Forum, and progress towards achievement of targets.
Staffing: There is a need to spread understanding of cycle-friendly design and the need
for promotion of cycling as widely as possible throughout Worcestershire. This can affect
staff across the County Council, in all departments, District Councils, and other
organisations such as Police and Health Authorities. Co-operation between staff
responsible for highways and maintenance, transport planning, development control,
forward planning, road safety, countryside and conservation, tourism, leisure and
recreation, education and health will be required. Training and advice will be given to all
relevant personnel throughout the county as required.

Walking Strategy
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Chapter 5 - Walking Strategy
80
Chapter 5 - Walking Strategy
Introduction
The Governments drive to develop a sustainable transport environment came to fruition
with the White Paper ‘A New Deal for Transport’ and the development of Local Transport
Plans to deliver this new agenda. The Government guidance document ‘Encouraging
Walking’ lays the foundation to develop a policy framework from which Local Authorities
can develop a walking strategy which, “will make walking a more viable, attractive and
safe option.”
This walking strategy identifies clear objectives which will promote walking as a viable
means of transport. The strategy looks to address the factors that have caused a decline
in walking, particularly for the shorter trip and to identify and apply holistic and integrated
measures in terms of road space reallocation, safety and planning.
Walking as a mode of transport is a vital element in developing a sustainable transport
infrastructure. It is still a very popular mode of transport, accounting for almost a third of
all journeys and 80% of journeys under one mile.
Encouraging children and employees to walk is an effective way of reducing peak traffic
congestion. It helps to improve fitness and health (both physical and mental) and is easily
incorporated into the daily routine. A greater presence of pedestrians helps to reduce
crime and improve a feeling of personal security. Experience shows that encouraging
walking can help create an attractive and prosperous environment in which to live.
In the last ten years walking has declined by over 10% and the average distance walked
has fallen by 18%. The journeys under one mile account for only 3% of the total distance
travelled. The growth and use of car ownership is one of the main reasons for the decline
in walking.
Until now transport planning and highway design has concentrated on developing more
direct routes and increasing capacity for the car with measures for pedestrians being
confined to trying to improve safety through segregation. Consequently, this has often
resulted in cutting off the shorter more convenient route that would have encouraged the
walking journey. Work, home and shopping developments have been dispersed with
inadequate pedestrian routes connecting them, creating the need to travel further and a
subsequent decline in walking.
All public transport journeys have an
element of walking and a decline in
patronage has had an accompanying
decline in walking. This has been
further exacerbated with inadequate
routes to and from interchanges and
research recently undertaken shows
that concern for personal security is
greatest when walking to and from the
bus stop or train station at either end
of the journey.

Aim & Objectives
Aim
The Principle Aim of the Walking Strategy is to:
“promote walking as a viable means of transport, through prioritising the needs of
pedestrians in transport and land-use planning, and through improving facilities for
pedestrians to make journeys safer and more convenient.”
Objectives
In delivering this aim, a range of objectives have been devised which introduce measures
that will promote walking as a viable mode of transport for all journeys less than one mile.
These are to:
● Enhance accessibility. Ensure land-use planning limits the distance travelled between
home, leisure, shopping, education and work.
● Create more direct and convenient routes between existing destinations.
● Improve personal security within the pedestrian environment.
● Address problems of perceived danger which deter walking.
● Address perception that driving is safer than walking.
● Improve road safety.
● Ensure pedestrians are given high priority in the urban travel hierarchy.
● Ensure the overall pedestrian network is:
Connected;
Convenient;
Comfortable;
Convivial and
Conspicuous.
● Provide better route information for pedestrians.
● Allocate funds effectively and ensure best value for money in identifying quality routes
Strategy
The Strategy sets out a hierarchy of road users who will be given priority when
determining planning and design proposals for urban centres and residential areas and
identifies the relationships between walking and other modes of transport:
Pedestrians High priority
People with Disabilities
Cyclists
Public Transport passengers
Commercial/business vehicles requiring access
Car-borne shoppers
Coach-borne shoppers Low priority
Car-borne long stay commuters and visitors
Improving existing routes and developing new direct and more pleasant routes can be
achieved through a ‘Toolkit of measures’ making up a cohesive strategy. These include:
● reduced vehicle speeds.
● better and more road crossing facilities
● security and lighting
● improved surfacing and maintenance
● improved signing
● weather protection of routes
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The strategy will be developed through a partnership approach and through consultation
at various fora to be held annually. Partnerships have already been forged while
developing the County Council’s Local Transport Plan and these will be exploited further
in developing the Walking Strategy. Partnerships have been set up with:
● The Health Authority to jointly promote the health and fitness benefits of walking;
● West Mercia Police, with whom the issues of crime prevention, stranger danger and
traffic will be tackled
● The District Councils where the need to identify, address and implement solutions to
local problems are met;
● Chamber of Commerce to ensure that businesses voice their concerns of the barriers
against walking and identify areas where walking can be developed as part of their
Employers Travel Plans.
● Public transport operators to ensure that high quality facilities are provided to
encourage a growth in patronage and with it an increase in walking.
● Freight operators to ensure the most appropriate mode of transport and routes are
used to reduce environmental impact and conflict with pedestrians.
Policies
The Structure Plan contains policies on mixed use development, crime prevention and
community safety and travel access arrangements all of which encourage walking. This
walking strategy summarises new policies specifically supporting walking which include: -
● Targets for Walking which will be monitored and reviewed to ensure the strategy is
meeting it’s objectives.
● The County Council will co-operate with the Local Health Authority and their Health
Improvement Programme to encourage more people to walk.
Where appropriate, the County Council will promote the re-allocation of road space
and traffic calming measures in favour of walking and the use of Home Zones, Quiet
Roads, pedestrianisation and Greenways.
● The County Council will support improvements such as the sympathetic lighting and
signing of pedestrian ways. Where the pedestrian is in conflict with other modes, the
County Council will identify opportunities for safe crossing facilities.
● Walking will be integrated with other modes through a cohesive strategy which
recognises the role of walking in contributing elements of a journey.
● New rights of way will be created where high demands are placed upon informal
pedestrian routes or where a latent demand for walking has been identified which is
constrained by the lack of appropriate facilities. Existing public rights of way will be
maintained to an acceptable and safe standard.
Delivery
The Walking Strategy will be delivered through a targeted long term program of upgrading
existing routes and then proceeding to deliver new routes where appropriate.
Identifying where improvements should be made will be highlighted through a Walking
Audit which will allow barriers and/or alternative walking routes to be identified.
Appropriate solutions will be sought to any problems identified in the Audit and
recommendations for improvement will be based on best value for money.
Figure 5.1 shows how the strategy will be implemented, initially looking at the urban
centre and then moving out to look at routes connecting smaller peripheral areas located
not more than two miles from the urban centre.

The urban centre has the highest level of pedestrian movement and it is here that the
pedestrian should be given highest priority, although the free movement and access of
delivery vehicles within the centre should be maintained in order to support the vitality of
the centre. At the lower level of the pedestrian road hierarchy (e.g. on the Motorway)
freight and other vehicles must be given priority but not at the detriment of severance to
pedestrians and it is important that access is maintained for pedestrians on a level route
across, over or below the road where appropriate.
Figure 5.1.
Many other journeys and issues surrounding walking are also being considered through
alternative schemes and strategies as indicated in Figure 5.1.
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Land-Use Planning
Land-use planning plays a vital role in promoting walking although over previous years it
has been neglected in policy and was not considered a viable mode of transport.
Consequently, it is now considered by many as an inferior way to travel. It is important
that current policy promotes walking as an effective means of travel and that this follows
the advice of policy guidance from Central Government in promoting alternatives to the
car. Worcestershire County Council has incorporated into its Draft Structure Plan policies
which promote walking in a variety of different ways which include:-
● allowing development which will be located so as to minimise the need for travel and
where the development would provide access by different modes, being located within
or adjacent to urban areas and transport corridors;
● all development will require consideration to be given to securing accessibility by
alternatives to the car;
● suitable sites should be determined for mixed use development where land for
employment will be provided within or adjacent to urban areas;
● out of town development will be considered only as a consequence of no suitable sites
being available within the town centre and where the development is accessible by a
choice of means of transport;
● development will be considered on its ability to impact on crime or the fear of crime;
● resources will be sought from developers to fund access to development by foot, cycle
and public transport;
● demand management measures will be implemented in order to give greater priority to
walking and cycling;
● bus operators will be encouraged to provide better quality bus infrastructure;
● rail operators will be encouraged to provide better access facilities for pedestrians;
● safe and convenient walking routes will be required in the design of new development
and promoted in and around existing development;
● proposals for sports and recreation facilities will be assessed on their accessibility by
alternative modes of transport to the private car;
● informal recreation facilities in the countryside should provide good connections to the
local rights of way network and be accessed by alternative modes of transport;
● the development of recreational walking routes will continue to be promoted;
● canal towpaths will be incorporated into the County network of recreational facilities
and made available for walking.
All new developments should undertake a Walking Audit which will assess the potential
each development has in promoting walking.
Integration with other strategies
The County Council’s Safer Routes to School initiative addresses the need to promote
and educate school pupils of the benefits and need to walk. The objective of the initiative
is to influence school travel behaviour and amongst other things reduce the need to travel
by car and promote a healthier lifestyle through walking and cycling. The initiative, which
is now in it’s second year looks at issues that discourage children from walking and
attempts to address these through engineering and education measures.
Particular emphasis is put on improving walking facilities to and from the school by
providing safer crossing points, greater priority at junctions and upgrading footways and
footpaths

Employer Travel Plans (ETP) are being developed with local businesses to promote
sustainable transport for communiting and business trips. A target of increasing walking
by 20% has been set for companies implementing an ETP, in line with the national
walking to work targets. The County Council is also developing its own ETP which will
provide a framework for changing the travel habits of staff, Members and visitors going to
and from County Hall. A ‘County Hall Action Plan’ has been developed and outlines the
measures and facilities that will need to be provided in order to encourage more
sustainable travel habits.
To encourage walking in rural areas, the County will be implementing a Pilot Scheme of
Quiet Lanes on rural roads which are currently being used by pedestrians, cyclists and
equestrians. The aim of the scheme is to apply measures to the roads that will encourage
greater use by the non-motorist and at the same time reduce priority for the motorist.
Roads for the initiative have been identified through consultation with Parish Councils and
will be implemented in association with the County Councils 30 mph Village Speed Limit
scheme.
The idea of Home Zones, which are defined as ‘a street, or group of streets, where
pedestrians have priority, and cars travel at little more than walking pace’, has been
adopted by the County Council. The aim is to reclaim residential streets for the people
who live in them, giving priority to pedestrians by reducing speeds and removing conflict
with the private car. The County Council are looking for sites for a potential Home Zones
trial and are working closely with District and Highways Partnership Unit managers to
identify appropriate sites.
Bus and Rail Strategies are currently being developed and they are forging Quality
Partnerships with the local operators. The strategies are exploring ways in which both the
County Council and the operators can help to improve the quality of the services provided
and increase patronage. Walking is an integral part of any journey and this increase in
patronage in pubic transport will have the obvious effect of increasing walking and make
a substantial contribution towards achieving the objectives of the walking strategy.
Audit of current pedestrian networks
It is important that the
current network is
evaluated in order to
identify areas of
improvement. This will
determine the pedestrian
‘friendliness’ of an area
and any areas in which
improvements could be
undertaken.
It is envisaged that
analysis of walking routes
will be undertaken as part
of initiatives already
underway and that
measures to improve
routes will be incorporated
as part of the wider
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86
implementation of schemes. The initiatives that will incorporate audit and improvement to
walking routes include: -
● School Travel Plans;
● Employers Travel Plans;
● Town Centre improvements;
● Bus Quality Partnerships;
● Quiet Lanes and
● Home Zones.
Guidance for Land-use Planning and development of dense mixed use areas will also be
promoted as part of the walking strategy and all new transport routes will be subject to a
walking audit.

School Travel Plans
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Chapter 6 - School Travel Plans
88
Chapter 6 - School Travel Plans
Introduction
The Government White Paper on Integrated
Transport, "A New Deal for Transport: Better for
Everyone" presented a radical shift in transport
policy. The key elements are 'integration' and
'sustainability', through the promotion of high
quality public transport, and initiatives aimed at
encouraging walking and cycling.
The problems associated with congestion, its
effect on children's health and safety, and the
increasing dependence on the private car for the
journey to school are recognised. The White Paper
outlined the role of 'School Travel Plan' (STP)
initiatives that have the potential to influence
school travel behaviour.
Aims & Objectives
Aim
The aim of the 'School Travel Plans' strategy is:
"to improve the safety of the school journey through the development of a range of
measures which reduce the need to travel to school by car, and promote walking, cycling
and public transport".
Objectives
In delivering this aim a range of objectives have been devised. These are:
● reducing the need to travel to school by car;
● improving pupils independent mobility;
● improving local environmental conditions;
● promoting a healthier lifestyle through walking and cycling;
● reducing child casualties and perceived dangers;
● promoting travel by public transport;
● develop a programme of schools for implementation across the county based upon
need; and
● encourage pro-active schools to develop initiatives under the guidance of the County
Council.
Strategy
The objectives are achieved through a range of measures making up a cohesive strategy.
These include:
● Safer road crossing points for pedestrians and cyclists;
● New or improved routes for cyclists and pedestrians;
● New more direct pedestrian / cyclist entrances to schools;
● Cycle storage and locking facilities at schools;
● Parent-child cycle training;
● Parental escort rotas for children walking and cycling ('walking bus');
● Traffic calming;
● Improved education on sustainable transport (including changing school policy);

● Controlled car parking outside schools;
● Improved conditions of roads and paths; and
● Car sharing rotas for essential car journeys;
In deploying these measures the strategy utilises a necessary range of skills:
● Engineering design will provide safer road crossings, improved walk and cycle routes
and priority measures for public transport;
● Education will develop cycle training, road awareness, and an understanding of
sustainable transport and its contribution to the local environment;
● Land Use Planning will ensure developments are designed with due regard to the
needs of school travel, and promote safe direct walking and cycle routes where
appropriate; and
● Public transport provision will ensure service delivery meets children's needs, at an
appropriate cost.
The strategy builds upon the enthusiasm from schools, their pupils, teachers and parents,
in developing measures that are appropriate to the local environment, and show 'best
value' by addressing school 'pyramids' and area wide assessments.
The STP Strategy interfaces with the cycling, walking and public transport strategies, to
ensure objectives are consistent. The strategy aims to create safe, convenient, affordable
and sustainable routes, benefiting not only the school journey, but also providing a
network of connected routes for the benefit of the whole community. Due regard for
interchange between modes, and appropriate planning of such facilities, will assist in
developing the concept of seamless journeys. The provision of information on the
availability of such routes, as well as fare prices and timetables for public transport will
assist the public in their travel choice decisions.
The inter-relationship between the related strategies is illustrated in Figure 6.1.
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90
Figure 6.1: Example of Over-arching Strategy: School Travel Plan
Worcestershire County Council have adopted a three pronged approach to it's 'School
Travel Plans' projects, under the branding 'Safer Routes to School.'

Strategic Assessment
A strategic assessment has been undertaken which prioritises 'School Travel Plan'
initiatives within the County over the coming years based on the potential to achieve
modal shift. This assessment takes account of:
● the number of pupils that travel by car to each school;
● the number of pupils that live within 1 mile of the school; and
● the number of child pedestrian / cycle accidents within 1 mile of the school.
The results of the assessment are shown in Table 6.1. The assessment provides a
rationale for deciding which schools will be selected for developing detailed STP initiatives
over the coming years. Schools undertaking STP's as identified through the strategic
assessment are referred to as 'strategic assessment schools'.
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92
Table 6.1: Strategic Assessment
School Name And
Address
North Bromsgrove
High
Worcester, Bishop
Perowne High
Worcester, Nunnery
Wood High
Malvern, The Chase
High
Worcester, The Elgar
High
Redditch, Arrow Vale
High
Redditch, Bridley
Moor High
Malvern, The Dyson
Perrins C.E. High
Redditch, The Abbey
High
Redditch, The Leys
High
Worcester, Christopher
Whitehead High
Droitwich Spa High
(Bromsgrove) South
Bromsgrove High
Kidderminster, King
Charles I High
Hollywood, The
Woodrush High
Evesham High
Stourport-on-Severn
High
Worcester, Blessed
Edward Oldcorne
R.C. High (Gm)
Evesham, Prince
Henry’S High (Gm)
Waseley Hills High
Kidderminster Harry
Cheshire High
Bewdley High
Number Of
Pupils
852 C
922
1299
1702
762
954
1026
792
533
459
1041 44 106 2 1 740 0 117 36 641 90 44 100 226
1425
1158
943
981
822
918
1027
1150
693
478
690
Bike
18
7
11
20
13
24
33
6
19
26
7
Bus
36
75
41
182
23
95
190
67
136
14
53
School Bus
123
236
3
84
209
50
252
577
10
6
106
Train
3
0
1
0
0
0
0
8
0
3
0
Walk
680
652
649
338
403
470
309
233
325
321
348
Total No. By
Car
Taxi
1
0
1
2
2
7
2
8
0
1
6
232
166
205
325
117
173
238
224
195
59
144
Rank Of Total
No. By Car
71
51
63
100
36
53
73
69
60
18
44
Pupils Living < 1
Mile From School
710
666
553
516
428
411
20
193
383
285
304
Rank Of Pupils
Living < 1 Mile
100
94
78
73
60
58
3
27
54
40
43
Casualties <
1mile
13
24
24
10
27
19
26
15
4
24
10
Rank Of
Casualties
30
55
55
23
61
43
59
34
9
55
23
Total Rank
201
200
196
196
157
154
135
130
123
113
110
Overall
Ranking
100
89
88
87
87
69
68
60
58
C
C
C
C
C
C
C
C
C
54 P C
50 P C
49
State

School Name And
Address
Haybridge High
Redditch, St
Augustine’s R.C. High
(Gm)
Pershore High
Wolverley High
Hagley R.C. High
Hanley Castle High
Tenbury High
Martley, The Chantry
High
Number Of
Pupils
737
794
1015
746
1015
818
379
681
Bike
3
16
22
18
0
9
4
0
Bus
17
273
15
0
2
43
0
1
School Bus
126
117
497
461
810
524
96
564
Train
17
8
1
1
0
64
2
0
0
Key:
Casualties < 1 mile = Child (0-16yrs) pedestrian State – C = Complete
and cyclist casualties within 1 mile of the school P C = Part Complete
Strategic Assessment Schools
During 1999/2000, studies have been undertaken at the top three high school pyramids
from the strategic assessment (covering all First/Middle and Primary feeder schools),
namely:
● Bishop Perowne C.E. High / Elgar High (Worcester)
● Nunnery Wood High (Worcester)
● The Chase High / Dyson Perrins C.E. High (Malvern)
These studies follow the same guidelines as those developed for the pilot studies
reported in the 1999 Provisional LTP. These are referred to as strategic assessment
schools.
Walk
24
6
19
3
18
8
67
13
10
17
0
22
Total No. By
Car
Taxi
The projects are reported in detail in a separate report (School Travel Plans, July 2000),
with measures totalling a year 1 bid of £1,100,000.
These schools have undergone extensive local consultation, including questionnaire
surveys with most pupils. A particularly valuable means of establishing commitment has
been to involve head-teachers in the definition of local schemes. This ensures that the
schools adopt the STP strategy.
The measures proposed take account of local opinion, as well as technical input from the
Highways Partnership Unit and other County Council staff across a range of different
disciplines (typically, road safety, accident investigations, public transport, walking and
cycling). The Police are involved in auditing schemes. The STP programme is a truly
integrated sustainable transport project, and Worcestershire County Council expect to see
exceptional results from the monitoring programme. The Health Authority also endorse
the STP programme, and are assisting in the monitoring programme.
0
2
6
0
0
11
5
0
15
9
17
8
11
5
18
9
12
5
19
9
10
2
75
Rank Of Total
No. By Car
49
55
35
58
38
61
31
23
Pupils Living < 1
Mile From School
281
149
228
58
130
19
165
39
Rank Of Pupils
Living < 1 Mile
40
21
32
8
18
3
23
5
Casualties <
1mile
7
12
4
3
7
0
3
0
Rank Of
Casualties
16
27
9
7
16
0
7
0
Total Rank
10
5
10
3
76
73
72
64
61
28
Overall
Ranking
46
46
34
32
32
28
27
12
State
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94
Challenge Bids
The County recognise that some schools may not wish to wait their turn in the strategic
assessment, and are prepared to invest their own time and resources in establishing STP
initiatives. These schools are invited to undertake a Challenge bid whereby they work
within the framework developed for the strategic assessment schools (although most of
the work is undertaken by the school). To date, some 47 schools have taken up 'The
Challenge'. Some of these have also been involved in developing the STP further, through
the strategic assessment schools (if for example, they developed their own initiative, and
subsequently their high school pyramid has been identified as a priority school from the
strategic assessment table). To date, 8 of these challenge schools have developed their
STP to sufficient detail to include a series of costed proposals to promote sustainable
travel. These proposals are detailed in a separate report (School Travel Plans, July
2000). The total bid for these challenge schools will be over £1/2 million. Funding will be
necessary to support pro-active schools, as schemes progress, throughout the 5-year
plan period.
Publicity
Worcestershire County Council (WCC) have continued to promote the STP initiative at all
levels, through:
● School assemblies;
● School workshops;
● Technical articles to disseminate findings and best practice;
● Conferences, both local and national, including presentations by both WCC and North
Bromsgrove High School (including the head-teacher, parents and pupils) at the
DfEE/DETR seminars on school travel plans;
● Education programmes and
● Local community group meetings, PTA forums, informal 'coffee mornings' etc.
Private School / Colleges
The development of STP's will encompass private schools over the 5 year plan period.
This will be through the Challenge Bids, combined with the approach prescribed for
Employers Transport Plans (see Chapter 7). The County will continue to be pro-active in
identifying further schools to actively participate.
As reported later in Chapter 7, Worcester College is undertaking its own assessment,
which accords with the ideals of the
STP Strategy, whilst maintaining a
commercial focus through the branding
of 'Employers Transport Plans'.
Progress to Date
Last year, some 15 pilot studies were
progressed covering Bromsgrove, Wyre
Forest, Wychavon and Worcester.
Funding from last years Provisional
LTP is being used to implement
measures on the ground at these
schools.
These measures are making a significant impact on the way in which pupils travel to
school.

The enthusiasm and commitment of the Challenge Schools, which have established many
local sustainable transport initiatives, significantly enhance the work of the strategic
assessment projects. Particular successful schemes include:
● Dedicated footways/cycleways at North Bromsgrove, linking the STP strategy with the
National Cycle Route, and Worcestershire cycle strategy.
● Traffic calming and raised crossings in Catshill. Subsequently, the school are reorganising
their internal grounds, to enable a dedicated entry/exit for pedestrians,
resulting in reduced conflict with vehicular access.
● Assemblies / Roadshows have proven particularly successful in ensuring the STP
initiative meets user needs.
● 'A' level projects. North Bromsgrove High School students have worked with the
Integrated Transport Team in establishing monitoring projects to establish the
effectiveness of the STP measures.
● National Curriculum studies. WCC have developed walking and cycling resource
packs for teachers that interface with the national literacy and numeracy strategies.
These documents are currently being trialed throughout the County. They provide the
opportunity for teachers to promote STP principles, through their day-to-day teaching.
● The first Walking Bus scheme for the County has been established at Honeybourne.
This proved to be immediately successful. This followed extensive consultation and
route audits, including representatives from the school, road safety officers, and the
Police. Following the success of these schemes, WCC have developed a good
practise guide for Walking Bus schemes throughout the County.
● A park and walk initiative has been established in the rural school of Tardebigge,
utilising empty public house car parks, and the re-establishment of a canal-side
footpath.
● A cycle initiative in Powick encouraged some 70 pupils at the CE Primary School to
cycle to school on a regular basis. This was instigated by enthusiastic parents,
supported by Worcestershire County Council through the implementation of secure
cycle parking.
● The development of 'reduce speed' signs, designed through school art competitions, to
accompany the 20 mph zones in Worcester.
● The integration of public transport school services, with conventional public transport
to aid efficiency, and make best use of 'empty seats'.
Safer Routes in Action at Nor th Bromsgrove
"Working with the Integrated Transport Team on the School Travel Plan initiative has
proved most rewarding for myself, as well as the vast number of pupils that have taken
part. It gives our school a great opportunity to discuss real life projects, and have an
impact on the local environment and community."
Mr. K Peck, Headteacher, North Bromsgrove High School
Future Programme
In addition to the strategic assessment schools, and those undertaking the Challenge, a
further 3 High School pyramids have been assessed in Redditch. The results of this
assessment are reported separately (Redditch Safer Routes to School Report, March
2000). This was undertaken in response to a re-organisation of the provision of education
facilities throughout Redditch, which culminated in the closure of 6 schools, and the
expansion of 7 schools.
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The Redditch study provides a further example of partnership working within the County,
driven by both Education and Environmental Services. Additionally, the results of the
assessment have been integrated with the
architectural designs of the new schools,
incorporating sustainable transport facilities
(e.g. cycle storage, lockers, covered internal
ways) within the school grounds. Future
school reviews will take account of transport
implications in the decision making process in
the assessment of alternative options.
The school re-organisation is due to begin in
the Autumn 2001. Funds from education
sources are being sought to supplement the
bid made through the LTP to achieve a 3 year
programme of works linked to SRtS and the
schools review.
Beyond this time frame, work will continue on addressing the remaining schools in the
strategic assessment table. The strategic assessment will continue to evolve each year,
in order to ensure changing catchment areas are incorporated into the assessment
process. As future school reviews are agreed, the strategic assessment will be updated.
It is important to recognise the enormous enthusiasm being shown by the schools within
the County, and the need to embrace the enthusiasm. It is envisaged that 3 High School
pyramids should be addressed in each year. The priority bid seeks funding to meet this
target.

EMPLOYERS TRAVEL PLANS
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Chapter 7 - Employers Travel Plans
98
CHAPTER 7 - EMPLOYERS TRAVEL PLANS
Introduction
Improving transport choice and reducing the need to travel are the key options for
achieving a reduction in car travel. The implementation of an Employers Travel Plan is the
means by which an employer can promote
the Governments new agenda for transport
through the sustainable management of
transport. An Employers Travel Plan (ETP) is
a management approach that analyses the
key transport challenges and opportunities. It
comprises a package of initiatives to tackle
different aspects of transport, including
commuting, visitor access, business trips and
fleet management.
Aim, Objectives & Targets
Aim
The aim of An Employers Travel Plan :-
‘ to provide a framework for reducing car travel for commuting and business trips.’
Objectives
● To reduce the need to travel for work purposes
● To encourage the use of alternatives to travelling by private car for some work
journeys
● To promote a healthy lifestyle
● To reduce transport’s adverse impact on the environment
● To increase the employment opportunities available to non-car users
Targets
● 10% reduction in car journeys for work purposes (a 10% reduction on predicted car
journeys for new developments)
● Up to 5 major employers per year to implement an Employers Travel Plan
● 100% increase in cycling to work for companies implementing an ETP ( 100%
increase in the national cycle to work percentage for new developments)
● 20% increase in walking to work for companies implementing an ETP (20% increase
in the national walking to work percentage for new developments)
Promoting Employers Travel Plans
The success of the plan to persuade people to leave their cars at home for some journeys
depends upon:-
● Staff and Member ownership and commitment to the plan
● The correct balance of initiatives that are effective and without discrimination
● Real transport choice - the tailoring of provision to need
● Wide ranging publicity. Information on all forms of travel must be readily available for
choice to be exercised

The County Council is encouraging other employers throughout the County to follow their
lead and establish their own Travel Plans:-
● through working in partnership with major employers to encourage and assist the
preparation of travel plans (in particular the development of a Travel Plan for the
Worcester Royal Infirmary and Worcester College);
● through monitoring the performance of Employers Travel Plans, and providing
feedback into advice on good practice; and
● through industry forums, aimed at educating businesses on the benefits of adopting a
Travel Plan.
With Worcestershire having a large rural area many employers are located in areas
without any frequent public transport services. There is also a relatively high proportion of
the population living in such areas. A number of these out of town employers have
expressed concerns over having a shortage of staff due to transport difficulties. The
County Council is joining with the Community Council and the Employment Service to
determine how the Employers Travel Plans initiative could reduce the transport difficulties
of employees and potential employees who do not have access to a car for travelling to
work. Where appropriate a Travel Plan will be developed that combines the Transport
Initiatives of the Employment Service,
the Community Council and the County
Council. For example car maintenance
grants, car sharing, moped and bicycle
loan schemes and improved public
transport or a works bus.
The ETP Working Pack
Worcestershire County Council have
elected to provide appropriate
assistance, and technical expertise in
the development of Travel Plans, whilst
recognising that local ownership of such
schemes encourages community
involvement, and presents a more viable
long term solution. An ETP pack is being
produced that provides interested
organisations with information and
advice for setting up their own plan. The
County Council will encourage senior
management support and commitment
to producing an ETP and will require the
organisation to sign a declaration of
intent to produce an ETP and arrange a member of staff to act as a ETP co-ordinator in
return for the County’s assistance.
The ETP pack will initially contain a relatively small amount of concise information
including an introduction to ETP’s, a travel audit questionnaire, a staff survey
questionnaire and information relating to public transport provision to the site and any
ticketing initiatives, cycle equipment suppliers etc. The pack will be designed to allow for
continuous updating as the analysis of questionnaires become available and more
supporting companies come on board. This will enable an informal dialogue to be
maintained between the County Council and the ETP co-ordinator.
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100
Travel Audit Questionnaire
A travel audit gives the organisation and the County Council information relating to the
cost of travel to the organisation and the current situation with regard to the promotion of
certain means of travel. The travel audit questionnaire is designed to bring together the
following information:-
● A review of the sites location with respect to transport
● Car Park Management - a review of usage
● The number and use of pool cars, lease cars and car loans
● Number and use of rail warrants
● Mileage / expenses claimed for car travel, bus, rail and cycle
● The number of staff classed as essential and casual car users
● Cycle and walking routes to the employment base
● Bus routes and services to the employment base
● Current facilities for walkers, cyclists and public transport users
● Number of staff contracts that dictate a car is required for work purposes
This information, combined with the results of the staff travel survey is used in setting
targets for reducing car usage and for evaluating the success of the plan in achieving
these targets.
Staff Travel Questionnaire
The staff travel questionnaire is designed to find out the following information:
How staff currently travel to work and why they chose this means
● Where staff are travelling from
● What alternative travel arrangements they are willing to consider
● What are their usual working hours
● What their travel requirements are during the working day
● Suggestions for improvements that would make it easier to travel to work by more
sustainable means
The results of the staff survey will be used together with the travel audit to help identify
measures that will have the greatest effect on reducing unnecessary car journeys.
The uptake of Travel Plans is expected to rise in response to the ongoing education
provided by the County Council, and the likely shift in national policy towards the
implementation of tighter constraints on workplace charging. Businesses can utilise
redundant parking spaces, and benefit from productivity gains associated with a more
healthy and active workforce. The County Council will encourage employers in ensuring
that where possible their transport initiatives also benefit employees and potential
employees that have transport difficulties. For example a car sharing database could
enable a new employee without their own transport to share a lift until they are financially
established. Similarly interest free loans for season tickets could greatly reduce the
financial burden of travelling to work for new employees during the first few weeks of a
new job.

A business forum was arranged for June 2000 to which all major employers in the County
were invited to discuss green transport issues. Speakers at the forum include
representatives from Dual Fuel
vehicle manufacturers and Liquid
Petroleum Gas (LPG) suppliers.
Any new development within the
County with a significant number
of employees will be required to
produce a Transport Plan as part
of the Planning Permission
agreements.
Worcestershire's County
Hall Transport Plan
The Worcestershire County Council's ‘County Hall Transport Plan’ will provide a
framework for changing the travel habits of staff, Members and visitors going to and from
County Hall. It sets objectives and targets with the overall aim of reducing car travel to
County Hall. Clearly, an effective plan will take time to achieve as it will require a
commitment to a change in travel habits by all staff. However, this gives all staff and
Members the opportunity to have an input to the plan.
Target
The County Council has set a target for reducing total car usage for work by 10% over
5 years.
This target includes travel to and from work and travel for work purposes throughout the
working day. This target is thought to be realistic considering the relatively isolated
location of County Hall and the likelihood that quite a wide range of fairly expensive
measures may be required if real transport choice is to be available to the majority of
staff.
A travel audit and a staff travel survey were carried out in early 1999 the results of which
were analysed to provide the baseline information for developing a Travel Plan for County
Hall.
In July 1999 all staff at County Hall were invited to take part in discussions on the
following means of travelling to work:-
● Car sharing
● Cycling
● Walking
● Public Transport
● Accommodation
● Staff Terms and Conditions
The ideas expressed have been collated and support the County Hall Transport Action
Plan shown in the Table 7.1:-
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102
Table 7.1
County Hall Transport Plan – Implementation Plan
Suggested Timescales for action
Short = up to 6 months, achievable within 2000/01 budgets
Medium = 12-18 months, achievable within 2001/02 budgets
Long = achievable by 2006
Issue
Improve
Walking
and
Cycling
Links
Improve
Public
Transport
Links
Action
Improve internal links
within the County Hall
campus:- (See Notes 1)
Where appropriate include
signs showing both
destination and distance
Improve External links to
the County Hall campus:-
(see Note 1)
Where appropriate include
signs showing both
destination and distance
Better/ more reliable
service to town centre
Bus serving clusters of
staff residences and rail
stations to County Hall
Permit staff use of
Internet connections at
lunchtime for Internet
supermarket shopping
Lunchtime bus service
between County Hall and
Tescos;.
Sell Citycards (weekly bus
tickets) and season tickets
at County Hall. Arrange
bulk purchase discounts
for those not wanting to
take the bus everyday.
Improve bus waiting
facilities on campus (See
Note 2)
Lead
Department
Corporate
Services
Environmental
Services
Environmental
Services
Environmental
Services
Environmental
Services
Corporate
Services
Environmental
Services/
Environmental
& Corporate
Services
Corporate
Services
Timescale
Short to
Medium
Short
Medium
Long
Short
Long
Short
Short
Costs
£2,000 to
£20,000
depending
upon work
required
£25,000 -
£45,000
depending on
measures.
£5,000
£10,000
Marginal
£3,000
Marginal
£4,000 to
£6,200
Comments
Vegetation has already
been cut back. Much can
be achieved by focussing
grounds maintenance
work.
Paths may need lifting.
Better lighting will need
more investment
Certain routes may be
able to be improved by
end of financial year
1999/00 using the tail end
of the walking and cycling
budget.
The crossing
improvements on
Newtown Road will be
carried out as part of the
hospital development
Further staff consultation
needed to determine
more information on the
shortfalls of the current
service
Requires discussions with
bus operators to
determine feasibility and
costs. Analysis of staff
clusters is also required
Managed trial currently
underway
Depends on the outcome
of the above as to
whether a bus is
necessary.
Will use own fleet
vehicles to provide a free
service of two return
journeys
First Midland Red have
been consulted and are
keen to take forward the
sale of weekly tickets.
Any discounts for bulk
purchases of tickets will
need further negotiation.
Upgrading existing shelter
will cost £1,000, Adding a
shelter and a footpath to
the second bus stop by
the Boiler House will
costs a further £5,200.

Issue
Accommodation
Terms and
Conditions
Action
Improve shower, changing
and locker facilities for
staff and provide direct
access from cycle cage to
shower/changing facilities
(Note 3)
Improve cycle and
motorcycle parking
facilities
Underground Cycle Park
(Note 3)
Parking provided for
Records Office and
Countryside Centre
Car Park Management
(See Note 3)
Identify current users and
turnover of County Hall
car parks (incl.
Countryside centre)
Identify measures to
enable usage to be
monitored and managed.
Identify legitimate use
staff and visitors to
County Hall, Records
Office and the
Countryside Centre and
other non legitimate
users.
The introduction of staff
car permits and
registration of visitors
Enable convenient access
to County Hall through
increasing number of
building access points e.g
an automated entry
system
Five minute grace signing
in/out for cyclists and
walkers to change
Review of jobs that have
contracts requiring the
employee to provide a car
Review of the staff
relocation package with a
sliding scale allowance
depending on distance of
new home from County
Hall.
Explore and review the
range of flexible working
arrangements, including
teleworking from home
and satellite offices
Improved cycle allowance
for business mileage
Lead
Department
Corporate
Services
Corporate
Services
Corporate
Services
Corporate
Services
Corporate
Services
Corporate
Services
Corporate
Services
Corporate
Services
(Human
Resources)
Corporate
Services
Timescale
Short
Short
Medium
Medium
Not
currently
possible
Medium
Long
Medium
Medium
Short
Costs
£25,000
Up to
£10,000
£10,000-
£15,000
Loss of
productivity
balanced by
gain in fitness
and health.
Cost neutral
Less than £50
p.a.
Comments
Currently planned to go
ahead. High level of costs
due to requirement to
make the area accessible
for users with disabilities
Costs dependent upon
facilities installed.
Already being considered
as part of Facilities
Management Best Value
Review.
Extension of security
system could control
access to car park.
Access currently being
restricted to 5 points as
part of security system
upgrade
Linked to the Job
Evaluation project being
carried out as part of the
Single Status initiative.
This project will take
approximately 2 years to
complete
Relocation package to be
reviewed as part of Single
Status (see above).
Currently being
investigated by Human
Resources
Current costs less than
£10 per year: £50 allows
for a substantial increase
in business use of cycles.
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104
Issue Action
Staff
Awareness
Interest free loans for
cycling equipment,
season tickets and
conversion of car to clean
fuel (LPG etc)
Insurance for cycle
business trips
Information of walk/cycle
and public transport
routes to County Hall for
staff and visitors - Green
Transport staff pack and
Internet/Intranet websites
Meetings internal and
external-
Managers trained to
evaluate balance of public
transport/car use
Staff to consider timing of
meetings to facilitate
travelling by public
transport or car sharing
A Bicycle Users Group -
BUG (see Note 4)
Adult cycle training
Set up car sharers
register (see Note 8)
Provide training on
greener driving
techniques
Lead
Department
Financial
Services
Financial
Services
Environmental
Services
All
Directorates
Staff Initiative
Environmental
Services
Environmental
Services
Environmental
Services
Timescale
Short/
medium
Short
Medium
Long
Short
Medium
Short
Medium
Costs
Will depend
on take-up
To be notified
Website costs
- marginal
Leaflet costs
up to
£3,000
Marginal
Marginal
£50 per user
Marginal (staff
running costs)
Marginal (staff
runnMarginal
- it is being
added to an
existing
proposal
Comments
Survey of potential takeup
already carried out by
Financial Services -
limited response.
Query currently with the
County Council’s
insurance brokers
The County Hall Cyclist
Group is currently
designing a Website for
cycling to include
information on routes and
equipment suppliers (with
possible discount offers)
plus an e-mail site for
requesting advice.
Leaflets designed to give
clear and concise
information to visitors on
travelling to County Hall
on foot, by bicycle and on
public transport. May
require a redesign of
existing location leaflet
A staff leaflet will also be
produced detailing the
initiatives being
progressed through the
County Hall Transport
Plan which will include
details of the website.
Could be included in a
travel awareness
campaign to be timed
with the adoption of the
CHTP
Already exists in the form
of the County Hall
Cyclists Group
(See comments for
CHTP19)
A Road Safety Team
initiative
The Integrated Transport
Team has suitable
software for setting up
such a database.
This is a new project by
the Road Safety Team in
conjunction with work on
better driving for all
County Council drivers.

Issue Action
Availability
of Pool
Vehicles
and
Business
Car Use
Pool cars - investigate
Costs and possible
savings through providing
10 LPG pool cars. In order
to be cost effective it is
likely that protocol would
be needed requiring staff
to use pool cars for
business use when
available (excluding staff
with lease cars).
Lease cars to be LPG.
Staff to be given the
option of changing their
current lease car to an
LPG car.
Provide 3 bicycles with
equipment e.g. helmet,
lock, lights etc
Lead
Department
Environmental
services
Timescale
Short/
Medium
Costs
The
investigation
will establish
if the dual
fuel pool cars
could be
provided at
an overall
zero cost due
to lower cost
of fuel.
Similarly, the
costs of LPG
lease vehicles
could be
recouped
through
reduced fuel
costs.
£2,000
Comments
Note 1 – Improving Walking and Cycling Links
Drainage, better lighting, cutting back of vegetation and removing litter on the footpath at
the back of the Sixth Form College
Maintenance work on footpath between Newtown Road and the Countryside Centre
Improve crossing facilities on walking route from St Peters
Improve lower length of Red Hill Lane on walking route from St Peters
Improve crossing facilities on Newtown Road
Two paving slabs on the footpath on opposite side of Spetchley Road and a pedestrian
island or other crossing facility
Note 2 – Improving Public Transport Links
County Hall bus shelter to have seats, lighting and more protection from the weather
Note 3 – Accommodation
Improve the changing facilities with more space allocated for changing rooms. Facility to
be heated, drying facilities for wet clothes to be provided, existing shower facilities to be
expanded
The cycle cage in the underground car park to be tidied, and given a more robust lock
and smaller mesh
Investigate providing a battery charger in the cage or near the cage
Improve covered parking facilities for motorcycle users, including a dedicated motorcycle
parking area in the underground park
Provide access direct from the underground car park to the basement changing areas
Improve parking control by identifying staff/Councillor/contractor/pool cars
105
Chapter 7 - Employers Travel Plans

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106
Note 4 - Staff Awareness
A database of willing car sharers to be constructed, showing route to work and usual
working hours
Cycle escorts and advisors. Volunteers will arrange to cycle with the less experienced
cyclists to increase their confidence and/or give advice on bike maintenance, best routes,
safety equipment etc
The County Council recognises that many of the proposed actions of the CHTP could
also benefit potential new employees who are restricted in their ability to work due to lack
of suitable transport. The County will be considering the use of their own fleet vehicles
such as mopeds in a similar way to the Kickstart initiative as well as the possibility of the
car sharing or interest free loans schemes to reduce the disadvantages which some
people face.
Worcester College of Technology Green Transport Plan
The County Council is working alongside the college to produce a Green Transport Plan.
Initial contact was made when the college needed funding for twenty cycle racks. It was
agreed with the college that we would secure this funding if they developed a Green
Transport Plan. A group was set up at the college to create a strategy for producing the
plan with involvement from their Environmental Steering Group, students and staff.
An initial pilot study has been set up, sending out questionnaires to all full time /
permanent members of staff, concentrating on attitudes to public transport and car
sharing. Also, important information has been gained on private car use for college
business. From the initial analysis of the returned questionnaires the college will produce
a 'wish list' of measures including internal facilities and highway improvements which will
improve accessibility to the college and hopefully solve any problem areas relating to
transport.
A provisional Green Transport Plan has been written as a result of the pilot study. The
final Green Transport Plan will be developed during 2000/2001 when the college will
undertake a survey of the 17,000 students (only approaching a representative section.)
Subsequent analysis, post code maps, pedestrian and cycle counts will be proceeded
with and a report written. Measures arising from this project will be sought with the
Worcester Transport Partnership Unit.

TravelWise
107

Chapter 8 - TravelWise
108
Chapter 8 - TravelWise
TravelWise is a travel awareness campaign which was first launched in 1993 by
Hertfordshire County Council. TravelWise is now a well recognised initiative benefiting
from strong branding which has been adopted by over 80 Local Authorities across the
United Kingdom.
The main aims of TravelWise are to:
● achieve greater public awareness of traffic growth, the effects of it and the inability to
solve these problems by conventional methods;
● to generate acceptance amongst people that there are other viable alternatives to the
car such as walking, cycling, using public transport and car sharing; and
● to change peoples' behaviour towards the car and reduce the dependency we all have
on this mode of transport. TravelWise is concerned with bringing about change in
attitudes to how we all use our cars.
TravelWise within Worcestershire
The previous authority adopted TravelWise in September 1995 as a means of promoting
sustainable transport. This was
linked with the County Council's
‘Sustainable Transport Policies’
adopted in June 1995.
The TravelWise campaign was to
be structured over a three year
period as it was recognised that
significant changes in peoples
attitude and behaviour could only
be brought about over a relatively
long period.
Following Local Government Reorganisation (LGR) in April 1998, Worcestershire County
Council has continued with the campaign and appointed a full time TravelWise officer in
August 1998 who actively promotes and develops TravelWise and Employers Travel Plans.
All the relevant elements of the County Council's transportation policies are branded with
the TravelWise name and logo. Historically the campaign has used a variety of methods to
get the message across including radio and press advertising, exhibitions, leaflets and
special events. However other organisations e.g. District Councils, Bus and Rail operators
and the community are vital to successfully promote the TravelWise message and joint
working is seen as imperative. The County Council will continue to promote TravelWise
initiatives, and in June 1999 promoted a TravelWise activity day, and supported a
TravelWise Week across the County, where a number of activities are supported
promoting ‘green travel.’
The Government's White Paper recognises the need for more public awareness work with
more public involvement. This emphasises the role of the TravelWise initiative and the

need to work in partnership with District Councils. Worcestershire County Council are
working on both a strategic and local front in delivering TravelWise initiatives in
partnership with the District Councils.
In promoting TravelWise initiatives, Worcestershire have focused, and will continue to
focus on the benefits that can be delivered:
● Improved environment. It raises the profile of environmental issues and the impact on
the environment
● Cleaner air, improving peoples general health. Respiratory illness is aggravated by
pollution and high levels of heart disease is linked to sedentary living
● Reduced need for car park spaces
● Helps the workforce to be healthier, fitter and more productive and
● A better environment for pedestrians and cyclists and fewer road casualties.
This all helps individuals and businesses realise the potential gains that can be achieved
through adopting TravelWise principles.
Benefits of Working Across the County
By adopting an area wide strategic view of the development of TravelWise initiatives, and
then using the local Districts to deliver, Worcestershire can deliver the following
advantages:
● Raised awareness of TravelWise through a co-ordinated and collective effort
● Economies of scale in advertising and printing
● Opportunity for monitoring the effectiveness of TravelWise and
● Promotion of County/District wide events involving TravelWise
Future TravelWise Developments
TravelWise should not be seen as a Worcestershire County Council initiative. It is
important for the success of TravelWise that
all District Councils understand the
TravelWise concept and have ownership of
the initiative. TravelWise is being taken into
each District by District Officers working in
partnership with the County.
All District Councils have adopted the
TravelWise principles, are Partners in
TravelWise, and have nominated a
TravelWise contact to liase closely with the
County to deliver initiatives.
To assist with promoting TravelWise ideas to District Council Members and officers,
Worcestershire County Council staff offer the following:
● an unmanned promotional display with information material for temporary loan;
● a one day roadshow manned by staff to answer questions;
● prepare company travel plans and
● assist promotion through partnership with Health and Education Authority.
109
Chapter 8 - TravelWise

Chapter 8 - TravelWise
110

Road Safety Plan
111

112
Chapter 9 - Road Safety Plan
Introduction
In March 2000 the Prime Minister launched the Government's road safety strategy
'Tomorrow's Roads: Safer for Everyone'. This sets new national casualty reduction targets
for the year 2010, compared with the average for 1994-98, these being:
● a 40% reduction in the number of people killed or seriously injured in road accidents
● a 50% reduction in the number of children killed or seriously injured
● a 10% reduction in the slight casualty rate, expressed as the number of people slightly
injured per 100 million vehicle kilometres
This chapter outlines how Worcestershire County Council will work in partnership with the
District, Police, Health and other local authorities together with the people of
Worcestershire to meet these national targets reducing the number of people killed or
injured as a result of road traffic accidents.
Recently, the County entered into a new partnership agreement with the West Mercia
Constabulary which reflects closer working towards objectives in relation to traffic and
transportation matters, particularly working towards Government targets to reduce road
casualties. A copy of the partnership statement is shown at Appendix 9.a.
Aim & Objectives
Aim
The aim of the Road Safety Plan is:
"To make the roads of Worcestershire safer for all classes of road user."
Objectives
In order to deliver this aim the following objectives have been developed:
● To reduce the numbers of deaths and serious injuries resulting from road traffic
accidents, paying special attention to child casualties.
● To reduce the slight injury casualty rate in the face of increasing traffic volumes.
● To provide specifically designed road safety education, training and publicity targeted
at particular road user groups including adults, but related to specific local and national
problems.
● To identify accident clusters and to provide remedial action.
● To address the problems experienced by local communities resulting from
inappropriate speeds of traffic on urban and rural roads.
● To ensure that any alterations to the publicly maintained road network, resulting from
new developments, are implemented with due consideration for highway safety.

Strategy
The objectives will be achieved through a number of strategies which can be broadly
categorized as:
● Education, Training and Publicity (ETP)
● Engineering
These are described below.
Road Safety Education, Training and Publicity
An integral part of achieving the County Council's casualty reduction target is the
continued implementation of Road Safety Education, Training and Publicity programmes
especially within educational establishments and through maintaining close links with
outside agencies.
The role of the County Council in educating and informing road users can be considered
in two broad categories:
● Provision of a general level of road safety education
on a structured basis for children and parents, related
to the particular needs and exposure to risk of the
respective age groups based on data and intelligence.
● Provision of specifically designed road safety
education, training and publicity targeted at particular
road user groups including adults, but related to
specific local or national problems.
Road Safety is the right of all children and the Council
will pursue the objective of ensuring that every child in
the County receives a progressive education in Traffic
Education and Road Safety.
The Road Safety Education, Training and Publicity
budget for 2000/2001 is approximately £395,000
including a provision for School Crossing Patrols. Some
activities are self-financing such as:
● Minibus Driver Training,
● National Driver Improvement Scheme
● County Council Driver Assessment Scheme.
Expenditure is off set by income raised through the Driver Education Services and the
sale of videos and other Road Safety literature.
The County Council is pleased to report that the target to create a Police Force wide
Driver Improvement Scheme has been achieved
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114
Pre-school Children and Parents
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. The Authority will:
● Plan to develop a number of new nursery units during 2000/2001; this will enhance the
opportunities the Road Safety Unit will have to introduce the Children's Traffic Club for
children of this age group.
● Continue to maintain the "Fit Safe, Sit Safe" initiative in Worcestershire.
● Continue to provide nursery information packs upon request.
● Continue the Children's Traffic Club in the County. The target is to increase the
membership by 10% per annum.
Schools
Work will continue in schools as pupils up to the age of 18 years continue to be one of
the groups most at risk. Child pedestrian casualties peak at about the age of 12, and child
cyclist casualties at about the age of 14. Schools are the most efficient path to ensuring
that Road Safety Education is continuous and progressive. As such, the Authority will:
● Continue to contact / visit all schools at least twice during 2000/2001, these contacts or
visits will be recorded on a new activity database.
● Continue to produce an information leaflet for parents and children starting school for
the first time. The target is to distribute 8,000 packs in 2000/2001.
● Continue to develop and promote the EAST (Environmental Awareness and Safety
Training) programme in schools. The target is to operate the scheme in all schools that
request them.
● Support the School Travel Plan initiative. To assist and advise selected schools in the
educational implementation of appropriate activities.
● Promote "Walk to School" during 2000. It is anticipated that 19,000 pupils of varying
ages will be taking part.
● Continue to promote the integration of safety education into the national curriculum
being operated by the school. For Key Stage 3 level (about 11 to 14 years old) it will be
an integral part of PHSE (Personal, Health and Social Education).
● Commission and organise at least one tour of Theatre in Education for Road Safety
during 2000/2001.
● Continue to offer pre-driver attitude, behaviour and awareness courses for pupils of
secondary and high schools.
● Seek opportunities to re-introduce, where appropriate, EDUCAT- Education of Children
in Awareness of Traffic. This is a whole school, short-term project useful in raising the
Road Safety profile within the education environment.
● Develop the 'Walking Bus' concept.
● Encourage adults/parents to undertake some training in order that they are able to
accompany their children to school.
● Participate with Crime & Disorder Committees in various districts.
● Assist in the operation of the service section of the Duke of Edinburgh's Award
Scheme to encourage young people to become involved in Road Safety Education.

A partnership has been formed with the University of Sussex to trial a new, parentcentred,
child pedestrian training concept.
Training
The provision of practical skills training for all ages and classes of Road User remains a
high priority for the County Council.
Equestrians
● To support the British Horse Riding Society's Road Safety Scheme, and provide the
road safety examiner required for the test.
Pedal Cyclists
● To organize, operate and support the Child Cyclist Training Scheme in the County
ensuring that training for cyclists is available to every school.
● Encourage more adults to train as cyclist instructors by offering CITCONS - Cycle
Instructor Training Conferences.
Driver Training Services
● To operate Driver Assessment and Training Courses to provide those who volunteer to
drive minibuses and successfully pass an assessment with a permit valid for three
years.
● To provide information, advice and help to schools and organizations needing
assistance with the operation of minibuses
● To progress the County Council Vehicle driver Assessments and Training programme
outlined by Health and Safety legislation and to seek to include all lease car drivers.
● A new partnership has been developed with Worcester City Council with regard to the
training of Hackney Carriage and Private Hire car licence holders. It is hoped that this
scheme will be expanded to include other district councils and discussions are
underway to establish the feasibility of this service.
● To trial new schemes in the County involving the older driver during 2000/2001.
Mini Bus Safety
● To offer the video ‘Steps to Safe Minibus Driving’ for sale.
● To market the two videos commissioned during 1997. These were completed as a
result of a partnership between Environmental Services, Education, Social Services
and Emergency Planning. They are entitled "Be Cool, be Calm, be Safe" and
"Emergency Evacuations for specialist vehicles", and are available for distribution
nationally.
● The Road Safety Unit further intends to seek new partnerships for important road
safety subjects.
Motor Cycle Training
● To support the operation of motorcycle training schemes within the County.
● To work jointly with the West Mercia Constabulary to address the high incidence of
powered two-wheel fatal casualties, including “born again motorcyclists”.
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116
Driver Improvement Scheme
● During 2000/2001, County Council employees will be offered the opportunity of
eyesight tests to verify compliance with the criteria of the test described in the
Highway Code.
● The County will be launching a new Driver Education initiative during 2000/2001.
Under the heading of ‘Lifetime Learning’ opportunities will be given to employees to
participate in a one-day driver education course.
Publicity
The County Council will continue to promote road safety and to ensure that people are
aware of and understand the scale of the problem of road crashes. Specific elements of
the strategy include:
● Support the Department of Environment, Transport and Regions (DETR) publicity
programmes.
● Provision of targeted Road Safety exhibitions at suitable venues.
● Working with the press and media to maximize publicity for road safety issues.
The Road Safety Team, in conjunction with other partners, engaged in a very successful
exhibition at the Three Counties Show and it is intended to repeat the exercise at
forthcoming events.
School Crossing Patrols
The County Council recognises that School Crossing Patrols play an important part
within the School Travel Plans concept
and will continue to provide patrols in line
with
nationally agreed criteria. Specifically the
Road Safety Team will:
● Provide school crossing patrols when
the criteria are met.
● Ensure that all new and existing
patrols are regularly monitored.
Success at Westminster
The Road Safety Team, together with
Michael Foster MP for Worcester, were
successful in convincing parliament to amend the Road Traffic Regulations of 1984. The
proposal is to allow School Crossing Patrols to assist any person to cross at their point
during their normal times of operation. It is thought that the new primary legislation will
be in place in the winter of 2000.
Partnership
The County Council recognises that it has a role to play in promoting safer attitudes and
behaviour amongst its own staff and by encouraging other organisations and individuals
to become involved in the prevention of road accidents. In particular, the County Council
recognises the role of the Police, the Health Authorities, and other professionals such as
Approved Driving Instructors.

In March 2000 the County entered into a new partnership agreement with the West
Mercia Constabulary which reflects closer working towards objectives in relation to traffic
and transportation matters particularly working towards Government targets to reduce
road casualties.
The authority will continue to:
● Maintain close co-operation with the Police.
● Co-operate with the Health Authority and seek to introduce initiatives with them to help
meet casualty reduction targets.
● Provide support and encouragement for schemes to reduce road accidents operated
by other bodies.
● Distribute copies of the ‘Code of Practice for School Transport’ as required, paying
particular attention to the stage at which pupils change schools.
Engineering
The strategy adopted by Worcestershire County Council will help deliver the national
objective through both the ETP measures outlined in Section A above, coupled with a
cohesive strategy of engineering works. These are consistent with the strategies
developed for School Travel Plans and the County's Village Speeds Initiative. Specific
objectives for the engineering works are:
● To identify accident clusters within the County and rank them in order of priority, paying
particular attention to those resulting in death or serious injury particularly to
vulnerable road users and especially where children are involved.
● To analyse the clusters and identify sites, routes or neighbourhoods which exhibit
higher than average casualty rates and select them for treatment. Some solutions
could be realised in combination with other initiatives such as School Travel Plans.
Neighbourhoods in urban areas with a high incidence of killed and seriously injured
casualties, particularly to children and other vulnerable road users could be addressed
by mass action, traffic calming, 20 mph zones or home zones.
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118
Cluster Sites and Route Action
New national strategies target KSI casualties. The County's existing computer
programmes, which select sites on numbers of injury accidents only, are being adapted to
deliver sites which address the new criteria. Any new methodology developed will be
compared with those proposed by similar authorities, within the context of best value, and
the one deemed to accord with best practice will be adopted for used in subsequent
years.
For the year 2000/2001 all sites having three or more personal injury accidents in three
years falling within a 50m radius are defined as clusters. These are prioritised according
to the numbers of accidents in each of the three years, with a greater weight being given
to the more recent accidents and higher severity classes.
Lengths of road with higher than average accident rates, or concentrations of clusters, are
investigated as a whole. This integrated approach brings together various accident
remedial measures, such as mass action or traffic calming, in a package. Some, in urban
areas, could be progressed in conjunction with the School Travel Plans initiative.
Specific objectives for Cluster and Route actions are:
● To analyse the 1999 cluster list and select at least 15 sites to treat with low cost
measures.
● To identify routes with higher than the average accident rates for treatment.
During 1999 the Accident Studies Team worked closely with individual Highways
Partnership Units to progress remedial measures at various locations such as:
● A491 Fairfield to Hagley Route Action with the Bromsgrove HPU.
● A449 / Stocks Lane junction improvement with the Malvern Hills HPU.
● Greenlands Drive / Oakenshaw Lane mini-roundabout with Redditch HPU.
● A44 / Boston Lane junction improvement with Wychavon HPU.
Most of the junction problems identified in recent years needing expensive roundabouts
have now been treated with cheaper schemes.
Neighbourhood Study
The proposed methodology for Neighbourhood Studies will be initiated by an interrogation
of the accident database and any area which contains 25 or more accidents in three
years within a 500m radius of one of the accidents will be selected for detailed
investigation. Priority will be given to those areas with the highest ranking based on
severity of injury, class of casualty paying special attention to children, vulnerable road
users and local amenities such as schools, hospitals and community centres. Any new
methodology developed will be compared with those proposed by similar authorities and
the one deemed to accord with best practice will be adopted for used in subsequent
years. The County will:
● Develop the methodology of Neighbourhood Studies in the context of Urban Safety
Management to identify and prioritise Zone Actions and to support the School Travel
Plans programme.

Speed Enforcement
The County has reaffirmed its partnership with the West Mercia Constabulary to work
together in order to achieve strategies relating to traffic and transportation matters. Speed
enforcement is noted as an important objective and the Police have agreed to give the
highest priority to enforcement that leads to accident reduction and the County Council
will actively support increased and modernised speed enforcement by extending the type
and number of camera sites.
It is anticipated that current ‘hypothecation’ trials will be a success and Worcestershire
looks forward to be able to expand enforcement significantly
The County will:
● Work in partnership with the Police in developing a business plan for the deployment of
additional enforcement cameras in the County.
● Work with the Police, and on occasion District and Parish Councils, to install additional
Autovision stations where necessary to address casualty reduction.
During the spring of 2000, Worcestershire Health Authority together with Worcester City
Transport Partnership purchased a radar speed meter for use by 'C' Division of the
Constabulary to increase ad hoc-speed enforcement within the Worcester City area and
raise the profile of the national Speed Reduction and Think campaigns.
Safety Audits
Road Safety Audits play an important role in protecting highway safety when alterations to
the road network are undertaken (including those in conjunction with new developments).
The County, as highway authority will work in partnership with the District Councils, as
planning authorities, to have an early input to development schemes which will affect
publicly maintained highways. Specifically, the County will:
● Work in partnership with the Planning Authorities to ensure that any scheme, which
has a significant effect on the publicly maintained highway, is safety audited.
The concept of Child Road Safety Audits will be developed in conjunction with the County
Road Safety Officer with advice from the Road Safety Advisory Panel and to this end the
County will:
● Interrogate the accident database and identify clusters of accidents involving children
and devise suitable remedial measures in conjunction with the School Travel Plans
programme.
● Work with the County Road Safety Officer in developing a method for the risk
assessment of routes used for school road safety training programmes.
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Chapter 9 - Road Safety Plan

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120
Targets
Education, Training and Publicity
Targets for Education, Training and Publicity are:
Schools
● To contact / visit all schools at least twice during 2000/2001, these contacts or visits
will be recorded on a new activity database.
● To produce an information leaflet for parents and children starting school for the first
time. The target is to distribute 8,000 packs in 2000/2001.
● To commission and organise at least one tour of Theatre in Education for Road Safety
during 2000/2001.
Cycling
● To ensure that training for cyclists is available to every school. The total number of
children trained last year was 2,500, it is intended to increase this total by 10%.
● Encourage more adults to train as cyclist instructors by offering CITCONS - Cycle
Instructor Training Conferences. This is to support the national target of doubling cycle
use by 2002 and doubling it again by 2012
School Crossing Patrols
● To train all new patrols on their first day of duty and visited them again in their first
week of employment.
● To visit all established patrols at least once in every school term.
● To respond to all requests for the provision of new patrols and to undertake the
necessary surveys of children and vehicles within 15 working days of receiving the
request, (school holidays permitting). This target is currently being met.
Engineering
Casualty Reduction: All Killed and Severely Injured
In Worcestershire, at the end of 1999, the figure for Killed and Seriously Injured casualties
(KSI) was 307 on County Roads. This figure increases to 381 when Motorways and Trunk
roads are added. The detrunking programme will add some of the routes to the County
Network during the Plan period.
On County roads the aim is to reduce all KSI by 40% by the end of 2010 which gives a
target figure of 272, resulting in an annual reduction of about 15 KSI casualties from the
1994-98 average. Table 9.1 below shows the yearly targets to the end of 2010.
County
94-98
453
1999*
307
2000
423
2001
408
2002
393
2003
Table 9.1: KSI (all ages) Targets for year ends 2000 to 2010
Note: 1999 figures are actual
378
2004
362
2005
347
2006
332
2007
317
2008
302
2009
287
2010
272

The Highways Agency road safety plan sets a target for reducing deaths and serious
injuries on the national road network by one-third, as opposed to 40% on County roads.
In Worcestershire, motorways and trunk roads account for 24% of the sites where KSI is
a factor. As a result of de-trunking over the next decade it is estimated that the County will
need to reduce its annual rate of KSI casualties by an additional 1% by 2010.
Child KSI Casualties
Although the total number of children killed or seriously injured on the nation's roads is
amongst the lowest in Europe, the child pedestrian fatality rate is the highest. Thus a new
target for the reduction of KSI casualties of children aged 15 and below has been set to
50% of the 1994-98 average.
In Worcestershire, the average number of children killed or seriously injured on County
roads during 1994-98 was 56. The aim is to reduce the child KSI by at least 2 per annum
over the next decade to achieve a target figure of less than 28 per annum by the end of
2010.
County
94-98
56
1999*
38
2000
51
2001
49
2002
47
2003
Table 9.2: Child KSI Targets for year ends 2000 to 2010
Note: 1999 figures are actual
44
2004
42
2005
40
2006
37
2007
35
2008
33
2009
30
2010
28
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122
Slight Injury Casualties
The final target is aimed at addressing the burgeoning number of slight injuries recorded
annually as a result of road traffic accidents and takes into account the exposure to risk
and the change in vehicular traffic flows. The rates include all roads within the County,
excluding motorways and, as the Highways Agency has the same target for slight
casualties, de-trunking should not have any effect.
The acquisition of accurate flow data for Worcestershire has been difficult, particularly for
the years pre-reorganisation needed to establish the datum for comparison. More
accurate data is available for 1998 and which have been used to set a provisional datum,
whilst more information is being gleaned. Discussions continue with the DETR who will
provide advice on methodology later this year.
During 1999, the road length in the County increased by 0.5% and traffic increased by
0.75% over 1998. Assuming that there will be no change in the annual rate of growth of
road traffic and length over the next decade, then the number of slight casualties could
rise from 2076 to 2102 per annum to achieve an overall reduction in the slight casualty
rate by 10%.
Slight Cas
Rate
1998 (provisional datum)
2076
48.20
1999
2144
49.16
Table 9.3: Slight casualties per 100 million vehicle kilometres
2010
2102
43.38

Summary of safety schemes and performance tables
Table 9.4: Safety Schemes-Summary.
Action
Cluster Sites
Small
remedial
schemes req.
special funds
Route Action
Neighbourhoods
20mph +
Home
zones
Speed
Enforcement
2000 / 2001
Scheme
To treat at least 15
sites from 1999 list.
Work Identified by
Accident Studies
Team &
Implemented in
partnership with
HPUs
Produce scheme
for A450,
Hackmans Gate
Implement A449
Powick to Newlands
(part)
Implement A448
Broms to K’minster
(part)
A44 Fish Hill to
Wickhamford
Implement A442
Hoo Brook to
W’ster Rd (HPU)
A44 Pershore to
W’ster
B4550 Astwood
Road / Rainbow Hill
/ L’smoor
Evesham Rd,
Headless Cross,
R’ditch
Complete A441,
R’ditch
Investigation
Identify areas &
form action plan
Prepare business
plan in partnership
with Police
Cost
£K
81
20
12
27
20
20
15
5
2001 / 2002 2002 / 2006
Scheme
To treat at least 20
sites from 2000 list
A456/A4117 Green
Drgn Entry G’mtry
A451/C2061
Fiveways K’minster
Kerbing, signing
lining
A450, Hackmans
Gate, traffic signals
(implement) (£99k)
Complete A449
Powick to Newlands
Implement A441
R’ditch (part)
Complete A448
Broms to K’minster
Investigate further
routes
continue to identify
& implement
neighbourhood
action plans
install 6
outstations inc
signing
Totals 200 590 2640
Cost
£k
108
80
30
99
50
60
11
12
140
Scheme
To treat at least 25
sites per annum
from the Cluster
site lists
Carryover site
actions
Investigate &
Implement further
routes
continue to identify
& implement action
plans
Continue speed /
redlight camera
prog. Under
hypothecation
Cost
(4-yr)
£k
580
200
400
1260
200
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124
Table 9.5: Safety Schemes 1996
Local Safety Schemes Implemented 1996
Scheme Location
Number of Injury
Accidents per Year
3 Years
Before
3 Years After
Scheme Cost
£
A44 Bends at Vine Restaurant, Doddenham 1 0 758
A4103 Bransford Bridge 4 2 2458
A442 North of j/w B4189, Shatterford 12 1 6958
B4551, South of j/w Chadwick Lane, Romsley 4 3 2173
C2039, Frankley Green Crossroads 5 2 1007
A451 Axborough Crossroads 5 5 3341
A442, Bends near Hillfields Coppice, Shatterford 2 1 3318
A443, Bends outside Naunton Cottages, Holt Heath 4 1 2129
A451 j/w Hurcott Lane, Kidderminster 6 7 617
A38 j/w Old Burcott Lane, Bromsgrove 6 1 1000
B4204, Bends at Kenswick Mill, Broadheath 4 0 1956
A442, Bellmans Cross, Shatterford 4 2 1454
Sub-Total ( County AIP Works) 57 25 27169
Traffic Calming
Warndon, Worcester 37 12 55800
Total County Schemes 94 37 82969
Special Projects: Central barrier installation
A435, Portway to Maypole Roundabout 12 9 335000
Agency Schemes
A456, Blakedown Village 5 3 45000
Number of Accidents Annual rate of return
Saved in 3 years on expenditure
AIP Schemes 32 2263 %
Traffic Calming Schemes 25 861 %
Total County Schemes 57 1320 %
Special Projects 3 17 %
Agency 2 85 %

Table 9.6: Safety Schemes 1997
Local Safety Schemes Implemented in 1997
Scheme Location
Number of Injury
Accidents per Year
Before After
Scheme Cost
County AIP
A44 j/w Field Barn Lane, Cropthorne 0.67 1.5 1187
A44, Longdon Hill, Wickhamford 2.67 5.5 2463
A448, Bends at Winterfold Farm, Mustow Green 2 0.5 2348
A441, Redditch Ringway to Sainsbury Roundabout 14.67 14.5 1930
A491, Fairfield to Hagley 8 5.5 450
A4189 j/w Alders Drive, Redditch 1 0.5 200
A4551 Money Lane j/w Dayhouse Bank, Romsley 1.33 1 1818
A456, 150m East of Monks Bridge, Tenbury 1.67 0 3606
A451, Axborough Crossroads 2.67 1.5 1599
B4101, Dagnel End Rd j/w B4497 Icknield St, Redditch 1.33 1 6300
C2170 Bell Green Lane j/w Icknield St, Wythall 1 0 3337
A448, Bends at Dodds Corner, Woodcote Green 1 1 2391
A443, Entance to Top Barn Farm, Holt 1.32 0.5 425
A448, Bends west of Park Gate, Bromsgrove 2 1.5 3900
Sub-total County AIP Schemes 41.33 34.5 31954
Traffic Calming Schemes
B4091 Bromsgrove Rd j/w Charford Rd, Bromsgrove 1.33 1 31000
School Rd, Rubery 2 0.5 54689
Bengeworth, Evesham 2.67 0.5 28000
A443, Hallow 4.67 4 25000
Warndon Phase II, Worcester 2.67 0.5 35000
Battens Drive, Redditch 6.33 5 10425
Marlpool Lane, Kidderminster 2 1 49000
Arboretum, Worcester 2 0 33275
Kidderminster rd, Bewdley 3.67 0 20000
Rainbow Hill, Worcester 2.33 3 31450
B4211 j/w/A4104, Upton-upon-Severn 1 0 22500
Sub-total Traffic Calming Schemes 30.67 15.5 340339
Total Local Safety Schemes 72 50 372293
Annual Number of Annual rate of return
Accidents Saved on expenditure
AIP Schemes 6.8 1319 %
Traffic Calming Schemes 15.2 275 %
All Safety Schemes 22 365 %
Note: Yearly accident rate calculated using three years prior and two years after the
scheme was implemented
125
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126
Table 9.7: Safety Schemes 1998
Local Safety Schemes Implemented in 1998
Scheme Location
Number of Injury
Accidents per Year
Before After
Scheme Cost
Local AIP Schemes
A4023, Chadwick bank Estate
A4440, Warndon Way Approach to M5
2.67 0 552
Junction 6, Warndon 3.33 4 895
A442, j/w Wassage way, Hampton Lovatt 1.33 1 508
A44, 60m East of A46 Roundabout, Evesham
A44 Pershore to Evesham Mass Action Junction
1.33 1 3858
Treatment (5 No) 4.33 0 28574
A442 Droitwich Rd j/w Cursley Lane, Rushock 2.33 1 3079
A38 Bromsgrove Eastern Bypass j/w New Road 2.67 1 7034
A4184 Green Hill, Evesham (signal controller) 3 0 12680
A443 j/w B4196 at Holt Heath
B4184 New Rd j/w Stoke Rd, Aston Fields
1.67 0 13120
(Mini Roundabout) 1 0 7390
A44 Bromyard Road (Pelican) 1.67 0 10310
A44, High St, Pershore (Pedestrian Refuge) 0.33 1 4470
Sub-total AIP Schemes 25.66 9 92470
Traffic Calming Schemes
A449, Powick Village 3.34 2 64330
B4185 Meadow Rd, Catshill 1 0 10000
Sub-total Traffic Calming Schemes 4.34 2 74330
County Local Safety Schemes 30 11 166800
Annual Number of Annual rate of return
Accidents Saved on expenditure
AIP Schemes 16.7 1204 %
Traffic Calming Schemes 2.3 210 %
All Safety Schemes 19 761 %
Note: Yearly accident rate calculated using three years prior and one year after the
scheme was implemented.

Table 9.8: Safety Schemes 1999/2000
Local Safety Schemes 1999/2000
Local AIP Schemes
Scheme Location
Number of Casualties
3 years Before
Fatal Serious Slight
Scheme
Cost
A44 j/w Boston Lane (Road marking & signing) 0 2 4 8500
Greenland Drive j/w Oakenshaw Lane, Redditch
(Mini roundabout) 0 3 7 23000
B4090 j/w B4092, Edgioke Crossroads
(Road markings) 0 1 4 1750
The Link, Evesham (Pelican Crossing) 0 0 1 16000
A449, Powick Traffic Signals (Cycle lanes &
advance stop lines) 0 0 2 3000
A449, j/w Stocks Lane (Junction modification
+ splitter islands) 2 1 2 28000
B4029, Blackmore Crossroads (Installation of
traffic signals) 1 2 14 65000
B4120 Bittle Road Canal Bridge (Road Marking,
signing & visibility improvements) 0 1 4 3000
A456 j/w Bliss Gate, Callow Hill (Splitter islands) 0 0 1 2225
Dunlin Drive j/w Heronswood Road,
Kidderminster (mini roundabout) 0 0 4 5250
A44 Knightwick (Road markings & splitter islands) 0 4 11 8500
A443 j/w/ B4203 Gt.Witley (Signing & surface
treatment) 1 1 6 6800
Sub-total, Local AIP Schemes 4 15 60 171025
Traffic Calming Schemes
Larches Road, Kidderminster (Vertical &
horizontal deflections) 0 0 1 22750
Catchems End, Bewdley (Right turn ban, zebra
crossing) 0 0 3 16000
Sub-total, Traffic Calming Schemes 0 0 4 38750
Total, Local Safety Schemes 4 15 64 209775
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128
Analysis of accident data
Table 9.9 shows the comparison of the casualty records for different types of road user
from the 1994/98 average to 1999.
Table 9.9: Worcestershire County - Casualties by class of road user
CLASS AVERAGE
1994/98 1994 1995 1996 1997 1998 1999
Pedal Cycles 210 212 213 224 203 204 176
M/c Rider 197 222 199 181 199 184 195
M/c Pillion Rider 16 14 13 19 22 13 16
Car Driver 1170 1083 1156 1181 1224 1205 1216
Car Passenger 606 591 596 641 600 600 522
P.S.V. Passenger 42 34 50 38 61 28 46
Horse Rider 5 9 2 4 5 6 5
Pedestrian 301 317 309 287 310 283 317
Other 177 170 143 172 200 198 215
TOTAL 2725 2652 2681 2747 2824 2721 2708

Table 9.10 Worcestershire County Council - Casualty trends
All roads within the County including motorways and trunk roads
CASUALTIES
FATAL 43 48 26 42 52 45 17
SERIOUS 505 562 521 531 479 432 364
SLIGHT 2178 2042 2134 2176 2293 2244 2327
TOTAL 2725 2652 2681 2749 2824 2721 2708
ACCIDENTS
SERIOUS 419 469 450 417 399 358 317
SLIGHT 1512 1404 1495 1505 1581 1576 1632
FATAL 39 45 24 42 47 39 17
TOTAL 1970 1918 1969 1964 2027 1973 1966
PEDAL CYCLE CASUALTIES BY AGE
-9 20 21 20 27 17 15 14
10 -14 46 39 49 47 46 48 37
15 -19 40 38 48 41 35 36 32
20 + 105 114 96 106 104 103 93
TOTAL 210 212 213 221 202 202 176
PEDESTRIAN CASUALTIES BY AGE
-4 13 15 19 17 11 4 12
5 -14 96 105 93 77 104 102 106
15 - 59 144 144 145 146 152 135 153
60 + 48 53 52 48 43 42 46
TOTAL 301 317 309 288 310 283 317
M/CYCLE CASUALTIES
CAR USER CASUALTIES
Average
1994/98 1994 1995 1996 1997 1998 1999
216 236 212 200 221 209 211
1775 1674 1752 1822 1824 1805 1738
CHILD CASUALTIES BY VEHICLE CLASS (OCCUPANTS)
CAR 108 111 115 121 87 105 104
PSV 14 14 18 13 21 4 4
OTHER 10 11 9 11 8 11 7
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130
Total Rural Urban
1994 1995 1996 1997 1998 1999
Year
600
800
1000
1200
1400
1600
1800
2000
Worcestershire County Council
Car Occupant Casualties

Worcestershire County Council Casualties b y Se verity
2500
2000
1500
1000
500
0
1994 1995 1996 1997 1998 1999
Year
Fatal +Serious Slight
131
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132
Age 0 to 4 Age 5 to 14 Age 15 to 59 Age 60 +
1994 1995 1996 1997 1998 1999
Year
0
20
40
60
80
100
120
140
160
Worcestershire County Council
Pedestrian Casualties b y Ag e

Worcestershire County Council
Pedal Cyc le Casualties b y Ag e
120
100
80
60
40
20
0
1994 1995 1996 1997 1998 1999
Year
Age 0 to 9 Age 10 to 14 Age 15 to 19 Age 20 +
133
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134

Other Safety Initiatives
135

Chapter 10 – Other Safety Initiatives
136
Chapter 10 – Other Safety Initiatives
Village and Community Speed Limit Initiative
The County Council is currently implementing a Speed Limit Strategy that will result in
new speed limits in villages throughout the County and enhance the quality of life in rural
Worcestershire.
The policy of the previous Authority, Hereford and Worcester County Council, was to
adhere fairly closely to the speed limit criteria produced by the Department of
Environment, Transport and Regions (DETR). Although the criteria were commended to
Local Authorities for use on roads for which they were responsible, it was for the Authority
to decide whether or not to use the guidelines on local roads.
The County Council has taken the initiative
of introducing new speed limits in the
County villages based on the presumption
that 30 mph is the appropriate limit in most
cases without strict adherence to (DETR)
justification criteria. £1 million has been
allocated by the County to implement the
strategy and over the next year the villages
in the County are being given a 30 mph
speed limit altogether amounting to over
200 village speed limits introduced.
The needs and expectations of the local community take precedence over the passing
motorists and the strategy is seen as a way of reducing speeds and road casualties
without imposing uncharacteristic measures. It is anticipated that a County-Wide
approach will make a positive contribution to speed reduction in the County, with the
minimum of signing at entry points and without extensive ‘gateway’ treatment, physical
traffic calming or sign clutter.
The initiative is being introduced on the basis of continuous routes so that people living in
an area with a speed limit would respect the need to reduce their speed when driving in
other communities. The whole of the village will be included in the limit, not just the
through route. On this basis, responsibility for implementation has been given to the
Highways Partnership Units (HPU’s). The strategy has initially been progressed in
Wychavon and is currently being simultaneously developed in Malvern and Wyre
Forest. It is soon to be developed in Bromsgrove District.
Quiet Lanes
In conjunction with the Village
Speed Limit Strategy, the County
Council are developing a network
of Quiet Lanes in accordance
with Countryside Agency
guidance to make rural roads
safer for travelling by foot,
horseback or bicycle.

A very high proportion of the county is rural land. The County believes that the ‘Quiet
Lanes’ initiative has a valuable role to play in delivering benefits to those who live, work
and travel in the countryside, as well as increasing travel choice for those who do not
have access to the car. The aim of this initiative is to ensure that motorised and nonmotorised
transport users feel comfortable using rural roads by creating a viable network
for all forms of transport. This accords entirely with national and local policy objectives of
improved accessibility for rural areas and an increase in modal choice.
HPU’s and Parish Councils have advised on those roads within their areas which are
possible Quiet Lanes. Map 10.1 shows the location of these sites.
The type of measures to be deployed as part of the ‘Quiet Lanes’ initiative include lower
speed limits (encompassed as part of the County Council’s 30 mph Village Speed Limit
Initiative), modest engineering measures (such as road narrowing, sensitive landscaping
and special surfacing) and local measures to encourage other forms of transport to the
private car. These measures will be tailored to suit the local environment, and will be
delivered in close consultation with the individual local communities.
It is anticipated that similarly to national pilot studies, local pilots will be undertaken at 3
different sites within the County to identify appropriate engineering measures, and aid
essential consultation, before undertaking a County wide implementation programme
during years 3 to 5 of this LTP, with the aid of the Parish Councils. It is envisaged that
Quiet Roads measures can be implemented to integrate with villages where the Speed
Limit initiative is being introduced and the additional funding for the measures will be
sought through the LTP. Discretion will be given to the HPU’s to decide which roads would
be best suited to being developed from the nominations gathered from Parish Councils
and HPU’s previously.
Home Zones/20mph limits
Home Zones are defined as:
"a street, or group of streets,
where pedestrians have priority,
and cars travel at little more than
walking pace"
The aim is to reclaim residential
streets for the people who live in
them, to create a safe
environment for children to play,
through the removal of conflict
with fast moving private cars.
Home Zones are clearly signed
for motorists, with prominent
entry features that make drivers
aware of the status of the road.
The streets themselves have
features that force drivers to drive slowly and safely (at speeds below 10 mph), features
like speed tables, road narrowings, trees and bushes, extended pavement areas, and
small equipped play areas.
137
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138
Schemes need the full support of local residents, and they must be involved in the design
stage. Worcestershire County Council will draw up draft proposals for local consultation,
and take on board local opinion in the potential development of the "Home Zones" trials.
In many ways, Home Zones or 20 mph limits are the urban equivalent of Worcestershire’s
Village and Community Speed Limit Initiative, using everyday experience to win the
‘hearts and minds’ rather than expensive and inappropriate physical measures. During
2000, Worcestershire will monitor the success of Home Zones to determine the level of
20 mph zones it should aim for.
Perceived Dangers & Fear Of Crime
In developing the various initiatives contained in this plan both perceived dangers and real
dangers (e.g. accident black spots) are taken into consideration. This enables the County
Council to address the issues of suppressed demand for travel due to peoples perception
that it is too dangerous to make that journey by a given mode. Often journeys that could
be made by bicycle or on foot are not due to the fear of injury. At locations where it would
be a majority view that it would be too dangerous to walk or cycle there may be a low
accident record for these modes, due to a low number of pedestrian and cyclist
movements.
Similarly fear of crime is also taken into account within the plan initiatives with security
measures such as CCTV and improved lighting.

139
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140

Road Traffic
Reduction Act
141

Chapter 11 – Road Traffic Reduction Act
142
Chapter 11 – Road Traffic Reduction Act
As required by the Road Traffic Reduction Act 1997 a first report has been prepared and
is submitted as a separate document with this LTP. The report states that Worcestershire
County Council will continue to monitor traffic growth within the County through a range of
data collection programmes. However, it is not considered appropriate to set global traffic
reduction targets, but to seek to achieve a reduction in traffic through the various
strategies to be implemented over the Plan period.
Each strategy has a target to reduce car use, which is set out in detail in the section
entitled ‘Monitoring & AST.’ A summary is shown below:
School Travel Plans – 15% reduction in car travel to and from schools where schemes
have been implemented. Schemes are proposed or in progress in Bromsgrove, Redditch,
Malvern, Wyre Forest area and Worcester.
Employers Travel Plans – 10% reduction in car journeys for both commuting and business
trips where a plan has been implemented. Plans are currently being developed for the
County Council, Worcester Royal Infirmary and Worcester College of Technology.
Bus Quality Partnerships – to halt the decline in bus patronage and increase patronage
by 5% for each Quality Bus route.
Rail Strategy – to increase patronage by 5%.
Worcester City Package – to double cycling by 2002 and double again by 2012, to
increase walking by 12% by 2005 and to achieve a 5% increase in bus patronage on
3 radial routes.
Cycle Strategy – to double cycling by 2002 and to double it again by 2012.
Walking Strategy – to encourage journeys under 1 mile to be made on foot.

Parking Strategy
143

Chapter 12 - Parking Strategy
144
Chapter 12 - Parking Strategy
Worcestershire are developing a Car Parking Strategy within the framework of the West
Midlands Regional Strategy. The County Council is committed to the approach outlined
below:
The Region has committed itself, in the Regional Transport Strategy, to investigating new
demand management measures, which could include fuel taxation, road charging and car
parking policies. All authorities in the region recognise the importance of working
together in the introduction of such measures.
All Authorities in the region also recognise that road user charging or work place parking
levy may have a part to play as part of a package of measures to tackle problems of
congestion and pollution. However, these problems vary widely across the region, and it
will be for each authority, through its Local Transport Plan, to consider whether such
measures are necessary to tackle the particular problems in their area.
Authorities in the West Midlands may or may not decide to introduce such measures in
their initial or subsequent Local Transport Plans. Whether or not they do, they are
committed to pursuing and supporting measures across the Region, including demand
management, that tackle congestion and pollution.
Parking provision and control has a
significant role to play in delivering the
New Deal for Transport. This role is
recognised and supported. The nature
of the settlements within
Worcestershire (encompassing rural
villages, market/rural towns, and
Worcester City) dictate that any
parking strategy must be supportive of
the needs of a wide variety of users
within the Districts. For example,
Worcester City utilise commuted sums
from car parking (attained through
Section 106 Agreements) on transport
related facilities, and continue to
reduce Private Non-Residential (PNR)
parking availability. The County
strategy however, will deploy such
measures where necessary, but consider alternative options where appropriate.
In particular, the County support the approach detailed in Planning Policy Guidance 13
(Transport), which prescribes Maximum parking standards for new development. The
County await to hear the response to the current consultation draft of PPG13, before
adopting such standards.
The consultation programme for the July 2000 LTP ensures that the Districts and County
identify a compatible approach countywide on parking whilst a comprehensive Regional
approach continues to develop.

LOCAL AIR QUALITY MANAGEMENT STRATEGY
145

Chapter 13 - Local Air Quality Management Strategy
146
Chapter 13 - Local Air Quality Management
Strategy
Introduction
Clean air is an essential ingredient of a good quality of life. People have a right to expect
that the air they breathe will not harm them.
We have come a long way since the smog’s of the 1950s, and air quality in the UK is
generally very good. But there are still sometimes unacceptably high levels of pollution
that can harm human health and the environment.
The Strategy published in January by the Government seeks to protect ambient air quality
in the UK in the medium-term.
The proposals aim to protect people's health and the environment without imposing
unacceptable economic or social costs. They form an essential part of our strategy for
sustainable development, which has four main aims:
● social progress which meets the needs of everyone;
● effective protection of the environment;
● prudent use of natural resources and
● maintenance of high and stable levels of economic growth and employment.
The Air Quality Strategy will be subject to regular review to refine policy as more is
learned and new techniques developed.
Air Quality Objectives
The Strategy sets objectives for eight main air pollutants to protect health. Performance
against these objectives will be monitored where people are regularly present and might
be exposed to air pollution.
There are also two new objectives to protect vegetation and ecosystems. These will be
monitored away from urban and industrial areas and motorways.
The pollutants covered are:
● benzene;
● 1,3-butadiene;
● carbon monoxide'
● lead;
● nitrogen dioxide;
● ozone;
● particles (PM10) and
● sulphur dioxide.
The objectives are given in table 13.1.
Under local air quality management (LAQM), local authorities will work towards achieving
the objectives prescribed by regulation for seven of the pollutants, but not that for ozone
since this is affected by pollutants produced outside the UK. Local Authorities will not
have statutory responsibility for the two new objectives for protecting vegetation and
ecosystems.

Projections suggest that some of the objectives can be achieved through measures which
have been already planned or introduced, such as tighter control of vehicle emissions and
regulation of industry. Other objectives are more challenging and will require local
authorities to take action at local level to reduce pollution in their areas.
Responsibilities
International standards and agreements are most important as air pollutants do not
respect territorial boundaries. International action is essential to reduce air pollution.
The Government's role in improving air quality is to provide:
● a clear and simple framework;
● realistic but challenging objectives;
● regulation and financial incentives to help achieve the objectives;
● analysis of costs and benefits;
● monitoring and research to increase our understanding and
● information to increase public awareness.
Industry is a significant source of some of the pollutants the Strategy tackles. The aim, as
far as is possible, is to take the most appropriate and cost effective measures for tackling
pollution. Industry should not be over burdened compared to other sectors as we move
towards meeting the air quality objectives. Regulators will therefore not normally require
industry to go beyond the ‘best available techniques not entailing excessive cost’
(BATNEEC) in order to achieve the national objectives where these are tighter than the
EC Environmental Quality Standards which the UK is required to meet.
Road traffic emissions make a significant
contribution to levels of air pollution,
particularly in towns and cities. The
Government's White Paper ‘A New Deal
for Transport: Better for Everyone’, and
the follow up documents describe how
an integrated transport system can cut
congestion and pollution.
Local authorities have a range of powers
they can use in pursuit of air quality
objectives. These include Local Air
Quality Strategies, smoke control and local traffic powers. Land use planning and the
new Local Transport Plans and strategies will also have a direct effect on improving air
quality.
The public also need to be aware that they too can help improve the air they breathe.
The Government's ‘Are you doing your bit?’ campaign shows how relatively small changes
in people's everyday behaviour all add up. For example, walking and cycling rather than
taking the car, or sharing the school run.
147
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148
Table 13.1: Objectives of National Air Quality Mana gement
Objectives to be included in Regulations for the purposes of Local Air Quality Management
Pollutant Objective Date to be achieved by
Concentration Measured as ∞
Benzene 16.25µg/m3 (5ppb) Running annual 31 December 2003
mean
1,3-Butadiene 2.25µg/m3 (1ppb) Running annual 31 December 2003
mean
Carbon monoxide 11.6mg/m3 (10ppb) Running 8 hour 31 December 2003
mean
Lead 0.5µg/m3 Annual mean 31 December 2004
0.25µg/m3 Annual mean 31 December 2008
Nitrogen dioxideá 200µg/m3 (105ppb) 1 hour mean 31 December 2005
not to be exceeded
more than 18 times
a year
40µg/m3 (21ppb) Annual mean 31 December 2005
Particles (PM10) 50µg/m3 24 hour mean 31 December 2004
not to be exceeded
more than 35 times
a year
40µg/m3 Annual mean 31 December 2004
Sulphur dioxide 350µg/m3 (132ppb) 1 hour mean 31 December 2004
not to be exceeded
more than 24 times
a year
125µg/m3 (47ppb) 24 hour mean 31 December 2004
not to be exceeded
more than 3 times
a year
266µg/m3 (100ppb) 15 minute mean 31 December 2005
not to be exceeded
more than 35 times
a year
0 Conversions of ppb and ppm to µg/m3 and mg/m3 at 200C and 1013mb
á The objectives for nitrogen dioxide are provisional
0 How the objectives are to be measured is set out in Regulations
National objectives not to be included in Regulations for the purposes of Local Air Quality
Management

Pollutant Objective Date to be achieved by
Concentration Measured as 0
Objectives for the protection of human health
Ozoneá 100 µg/m3 (50ppb) Daily maximum of 31 December 2005
not to be exceeded running 8 hour mean
more than 10 times
a year
Objectives for the protection of vegetation and ecosystems
Nitrogen oxidesÜ 30µg/m3 (16ppb) Annual mean 31 December 2000
Sulphur dioxide 20µg/m3 (8ppb) Annual mean 31 December 2000
20µg/m3 (5ppb) Winter average
(1 October -
31 March )
31 December 2000
* Conversions of ppb and ppm to µg/m3 and mg/m3 at 20∞C and 1013 mb
á The objective for ozone is provisional
Ü Assuming N0x is taken as N02
∞ How the objectives are to be measured is set out in Regulations
149
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150
Legislative Background
Part IV of the Environment Act 1995 places a requirement on local authorities to
periodically review air quality in their area. This involves consideration of present and
likely future air quality and an assessment of whether the air quality objectives detailed in
the Air Quality Regulation, 1997, are likely to be met. The Government has
recommended a phased approach to air quality Review and Assessment, involving three
stages, with each subsequent stage increasing in its scope and detail, in order to assess
local air quality.
The first stage Review and Assessment must be completed by all local authorities. In
areas identified by the first stage as having the potential to experience elevated pollution
levels, an authority may undertake a second stage assessment aimed at further
screening. This should include the estimation, modelling or measurement of levels of
pollutants influenced by road transport, industrial or other significant sources. If
predictions or monitoring indicate that the levels included in the relevant air quality
objective will not be achieved, a detailed and accurate third stage air quality Review and
Assessment of that pollutant will be required. This will include the use of appropriate
monitoring, modelling and/or emissions inventories.
Where the Review and Assessment indicates that objectives are likely to be exceeded the
local authority has a duty to declare an Air Quality Management Area (AQMA). The
authority will then be required to draw up an action plan in order to bring the levels of
pollution in line with the objectives laid down in the Air Quality Regulations, 1997, in the
designated area.
The National Air Quality Strategy was first published in 1997 following a period of review
and consultation, the revised strategy was published in January 2000.
Impact on Worcestershire
The responsibility for carrying out the Air Quality Assessment and Review rests with the
Environmental Health Officers of the six District Councils in Worcestershire and the
results so far in each district are set out below.
Worcester City
The Stage 1 Review and Assessment identified the requirement to proceed to a Stage 2
report for nitrogen dioxide (NO2) and particulate matter of diameter less than 10 microns
(PM10). However, the Department of Environment, Transport and the Regions (DETR)
suggested in its critique of the Worcester City Stage 1 report that insufficient grounds had
been given for the exclusion of other pollutants, such as Sulphur Dioxide (SO2) and
Benzene. This Stage 2 Review and Assessment therefore takes all four of these
pollutants into account.

Further monitoring was carried out in the City for all four pollutants. The automatic
monitoring station at Sidbury was used to measure PM10, NO2 and SO2 (real time),
three Osiris monitors were used to measure PM10 (real time) at other locations, and
diffusion tubes were used to passively measure Benzene and nitrogen oxides (NOx).
This was carried out as an alternative to formal computer modelling, as historical data
was limited, particularly with regard to PM10, SO2 and Benzene. The results of this
monitoring were then compared with the air quality objectives, as detailed in the revised
UK National Air Quality Strategy (1999), to decide whether or not the objectives were
likely to be exceeded at the date set for the objective concerned, and hence whether
there was a requirement to declare Air Quality Management Areas (AQMAs) in any part
of the City of Worcester. This would then require the adoption of a formal Action Plan,
identifying measures to be taken to improve air quality in the AQMAs.
From the evidence collated, it was seen that there was no requirement to designate an Air
Quality Management Area in Worcester. Air quality, while a significant factor in the life of
those living and working in the City, particularly due to road congestion, was not
sufficiently poor to exceed the Statutory limits set out in the UK National Air Quality
Strategy and associated Regulations. However, some steps may be taken by the City
Council on a voluntary basis, together with the community at large, to work towards a
continuous improvement in the air quality of the City of Worcester. A further Review and
Assessment of air quality in the City will be carried out before 31 December 2003.
Bromsgrove District Council
Consultants have carried out a Stage 2 Review and Assessment of air quality for
Bromsgrove District Council focusing on sites identified by the District Council in their
Stage 1 report. The assessment has examined ambient concentrations of carbon
monoxide (CO), nitrogen dioxide (NO2), particulates (PM10) and Benzene, associated
with road traffic emissions and has been carried out using the Design Manual for Roads
and Bridges (DMRB). Analysis of nitrogen dioxide diffusion tube monitoring data has also
been carried out as part of the Stage 2 Review and Assessment.
The results of the DMRB modelling have identified a number of locations requiring further
assessment to determine more accurately the likelihood of whether the proposed
objectives for nitrogen dioxide are likely to be met before the year 2005. Results indicate
that all sites are predicted to meet the air quality objectives for carbon monoxide,
Benzene and particulates (PM10) for the relevant future years. The results for current and
future year predictions are summarised below.
Current Year (1999)
Results for the predicted concentrations for PM10 and NO2 indicate exceedences of the
annual mean objectives for both these pollutants at various locations throughout the
District. For both PM10 and NO2 results indicate that there is the likelihood of
exceedences occurring for both short term objectives; 24 hour mean and the one hour
mean, respectively, for the current year. In contrast, results for carbon monoxide and
benzene indicate that neither objective for these two pollutants will be exceeded at any of
the 18 locations assessed in the current work.
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The results for the predicted concentrations for the four pollutants are broadly in line with
the national perspective for each of these pollutants as highlighted in the recent review of
the National Air Quality Strategy.
Future Year Predictions
The results for the future year predications (2004 for PM10 and 2005 for NO2) indicate
that the annual mean objective for NO2 may be exceeded at only a few locations. For
PM10, results indicate that no exceedences of the annual objective, or the 90th percentile
of the fixed 24 hour mean objective, are likely to occur.
On the basis of the results of the current assessment, further work is required at a
number of locations to more accurately determine the likelihood of meeting the objectives
for NO2 only.
These include:
1. Lickey End Roundabout (Location 1)
2. Lydiate Ash Roundabout (Location 3)
3. M42 at Coopers Hill, Alvechurch (Location 9)
4. Hagley A491 Roundabout (Location 12)
5. Stourbridge Road/Birmingham Road junction at Hagley (Location 13)
6. Alcester Road Roundabout by Heath Farm at Wythall (Location 16)
No further work is required for particulates (PM10), Benzene or carbon monoxide.
It is recommended that existing diffusion tube monitoring of NO2 is continued at each of
these locations in order to determine more accurately, the likelihood of meeting the
annual mean objective for NO2. The continuation of the diffusion tube survey is
particularly important for those sites listed above where the recommendation for further
assessment is being made, and for where data capture statistics are low.
A comparison of the results for the predicted annual mean concentrations for NO2
obtained through the DMRB model with those estimates obtained through the use of
diffusion tubes indicate that the DMRB model is likely to be over predicting the
concentrations of this pollutant. By inference, this over prediction is also relevant to other
pollutants. As a result, the findings of this report represent a conservative assessment of
air pollution in the District. The Health Authority have been advised of the results.
Wyre Forest District Council
For the Stage 2 Review and Assessment the Council commissioned consultants to carry
out modelling on the major road network and industrial point sources that were detailed in
the Stage 1 Review and Assessment. Current monitoring for pollution is exclusively
nitrogen dioxide. The number of monitoring sites has been increased from 8 to 13 sites,
these being:
Roadside Sites
● Horsefair, Kidderminster
● High Street, Stourport on Severn
● Stourport Road, Kidderminster
● Load Street, Bewdley
● Welch Gate, Bewdley
● Comberton Hill, Kidderminster
● Land Oak Service Station, Kidderminster
● Clensmore Street, Kidderminster
● Bewdley Road, Kidderminster
● Mitton Street, Severn Road, Stourport

Intermediate Site
● Stourport Road, Holly Innocents
Background Sites
● The Serpentine, Kidderminster
● Spennells, Jay Park Crescent
Redditch Borough Council
Benzene
A Benzene monitoring programme is currently being undertaken at three locations in the
Borough using passive diffusion tubes. No results are yet available.
Sulphur Dioxide
Monitoring is undertaken at one location in the Borough and the results show that the
recommended standard is not exceeded.
Ozone
Spot checks have been undertaken at several locations through the borough during
national episodes of high ozone levels, when the standard was not exceeded.
Nitrogen Dioxide
Nitrogen Dioxide can have acute, short term and chronic effects on health, particularly on
people who suffer with asthma.
A national survey of Nitrogen Dioxide concentrations through the UK is being undertaken
by the Department of the Environment, transport and the regions with assistance from
local authorities.
Redditch Borough Council contributes four sites to this survey. One is a kerbside site
where the highest concentrations can be expected and the remainder are intermediate
and urban background sites. Measurements are made using passive diffusion tubes and
the results are expressed as a monthly average.
Conclusions
The concentration of Nitrogen Dioxide at the Redditch Kerbside site is predictably higher
than in other parts of the Borough. This is also comparable with results for the West
Midlands.
Diffusion tube measurement is a relatively inexpensive measurement technique although
the results cannot be directly compared to the recommended air quality standard of 150
parts per billion as an hourly average and an annual means of 20 pp billion to be
achieved by the year 2005. The kerbside site at Redditch and the respective regional
average for the West Midlands exceeds the recommended mean.
Particles (PM10)
Extremely small particles, below 10 microns in size, can be breathed deep into the lungs.
The inhalation of these particles can worsen heart and breathing problems in sensitive
groups.
The proposed air quality standard is 50 micrograms per cubic meter as a 24 hour running
average.
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The Council has started a programme of monitoring the concentrations of these particles.
Exceedences have occurred during adverse weather conditions near the bus station,
where 57% of the results have been above the standard.
PM10 Values 1996/97
Mean - 36 micrograms per cubic meter
Minimum - 3 micrograms per cubic meter
Maximum - 92 micrograms per cubic meter
(Air Quality standard - 50 micrograms per cubic meter)
Industrial Air Pollution Controls
Part 1 of the Environmental Protection Act was introduced in 1992 and requires certain
prescribed processes to have an authorisation to allow them to operate. The
authorisation sets out the emissions standards which must be met and the operating
procedures to be followed. Some processes are regulated by the Environment Agency of
which there are four in the Borough, others are regulated by the Local Authority of which
there are currently twenty three. Operators of prescribed processes are required to pay an
annual fee to the regulator which results in an annual income of approximately £13,000 to
the Council.
Malvern Hills District Council
In a report produced at the end of 1999, Malvern Hills District Council concluded that
there were no air quality problems within the Council’s area, but that further work was
needed on nitrogen oxide (NOx) and particulates.
The assessment of nitrogen oxide is being carried out by the use of passive diffusion
tubes. These have been placed in a number of locations including on the roadside in
heavily trafficked areas.
A theoretical calculation of NOx and particulates has been carried out for the Council
using the methodology outlines in the Design Manual for Roads and Bridges (DMRB).
This has indicated the need for a stage three assessment for NOx for the M5 and M50.
This is being done by attaching three NOx diffusion tubes to the nearest house to each
motorway. These tubes are calibrated against a chemiluminescent analyser to produce
more accurate results. This will be carried out for 3 months at which time a decision will
be made on whether further work is necessary.
The NOx survey will continue in reduced form as the Council is part of the National
Survey. The results are expected to be published at the end of June 2000. At this stage
the District will undertake a public consultation exercise.
Wychavon District Council
The Stage 1 Review and Assessment concluded that the current and proposed air quality
objectives for benzene, 1-3 butadiene, carbon monoxide, lead and sulphur dioxide will be
achieved by the due dates.
The Stage 1 Reviews and Assessments for nitrogen dioxide and particulates (PM10)
raised concerns of levels affecting residential development adjacent to the M5 motorway.
Dispersion modelling using ADMS - Urban (Version 1.52) carried out on behalf of a
developer of proposed housing alongside the motorway concluded that the objectives
would be achieved.

This site was considered to be a worst case scenario and therefore the view has been
taken that the objectives will be achieved throughout the district.
Currently the review and assessment is in draft form awaiting confirmation of the new air
quality objectives.
Map no. 13.1 shows sites identified for potential LAQMS.
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Cleaner / Greener Vehicles
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Chapter 14 - Cleaner / Greener Vehicles
158
Chapter 14 - Cleaner / Greener Vehicles
Dual – Fuel Vehicles
Green fuelled vehicles can significantly contribute towards Local Air Quality Standards.
Worcestershire County Council are exploring the use of such vehicles for their own fleet
of vehicles and those hired under contract, and are currently undergoing a trial use of
these vehicles.
The County Council held a ‘Greener way to Travel’ seminar in June 2000 for local
business representatives. Dual fuel vehicles were featured at this seminar along with a
presentation from a Liquid Petroleum Gas (LPG) supplier.
Powered Two Wheelers
The Governments Integrated Transport White Paper stated 'Mopeds and motorcycles can
provide an alternative means of transport for many trips. Where public transport is limited
and walking unrealistic, for example in rural areas, motorcycling can provide an affordable
alternative to the car, bring benefits to the individual, and widen their employment
opportunities.’
Given the many rural environments of Worcestershire, Powered Two Wheelers (PTW) can
play an important role in Worcestershire's Transport Strategy. In developing a strategy for
PTWs for rural areas, it is important to recognise the role such vehicles can play in
reducing social exclusion. In addition, PTWs can contribute towards reduced congestion,
and improved environmental conditions in urban areas.
Worcestershire have already undertaken an interchange study, which has identified
necessary improvements to access and parking provisions at key transport interchanges.
Worcestershire will endeavour to promote the appropriate and safe use of PTWs through
the possibility of shared use of allocated road-space, including investigating the shared
use of bus lanes within urban settings. A forum undertaken in January 2000, was
attended by staff from the County Council, Worcester City Council, Birmingham City
Council (to share experience of the use of PTW's in bus lanes) and members of different
PTW organisations. The fora concluded that although no suitable pilot sites could be
identified at present (largely
due to the constrained
nature of the urban road
networks in Worcestershire),
new bus lanes will be
designed with consideration
of access to PTW's. Each
new scheme will be
assessed on it's local
merits, and a policy review
will be undertaken for the
County as a whole in 2002.

Intelligent Transport Systems
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Chapter 15 - Intelligent Transport Systems
Worcestershire County Council recognise the role of Intelligent Transport Systems in
delivering a modern and effective transport network. Of particular value within the context
of this Local Transport Plan are:
● Public Transport Information Systems. Worcestershire County Council are developing
an electronic timetable database, which will feed the national timetable database. This
is compatible with Internet technologies, and is being developed in partnership with
First Midland Red.
● Smart Ticketing. Worcestershire are developing through ticketing systems within the
Public Transport Strategy (Bid Document 2), in partnership with First Midland Red and
Central Trains.
● SCOOT/ Bus Priority. Worcestershire County Council have been operating SCOOT as
a traffic management tool for many years. A Countywide system of bus priority
capabilities utilising control of traffic signals and transponders is currently being
developed.
● Car Park VMS Systems.
● IT solutions to demand responsive public transport.
Public Transport operators will be encouraged to adopt ITS through reference to systems
within Quality Partnerships.
WCC will continue to identify opportunities for the deployment of such systems in
situations where they can contribute positively towards the attainment of LTP objectives.
The application of IT systems towards the achievement of efficient transport interchange
is seen as a particular opportunity for Worcestershire in the light of proposals within the
Worcester City and the Public Transport Strategy.

Freight Strategy
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Chapter 16 – Freight Strategy
Worcestershire County Council continue to develop their Freight Strategy. This is
summarised below.
Introduction
The distribution of goods and services is, and always has been, a key element of the
economic prosperity of Worcestershire. Distribution is critical to the supply of essential
goods and services, and determines market diversity, consumer choice and drives
competitiveness, jobs and prosperity.
However, economic success has brought with it disadvantages to society in the form of
pollution, severance, disturbance and accidents. Although road accidents associated with
freight movements are declining, they still account for over 3000 accidents per year. In
Worcestershire, some 133 accidents were recorded in 1998 involving vehicles in excess
of 3.5 tonne. Road freight continues to be a contributor to CO2 emissions and particulate
pollution, though the latter will reduce with the new generation of Euro engines.
It is evident therefore that Worcestershire must continue to promote best practice in
freight distribution if it is to promote economic activity, whilst minimising the negative
impacts. This Freight Strategy will deliver a framework for achieving more 'sustainable
distribution.'
Aim & Objectives
Aim
The principal aim of the freight strategy is:
‘To ensure the efficient transportation of freight within Worcestershire, such that it
supports a strong local economy, but increasingly does not compromise the existing or
future needs of our society or environment.’
Objectives
In delivering this aim, the following objectives have been devised:
● Assist local businesses to improve their efficiency of distribution.
● Assist local businesses to improve their timing of distribution.
● Minimise congestion caused by road freight transport.
● Minimise pollution from freight transport.
● Reduce noise and disturbance from freight movements.
● Identify and implement approved freight routes, operating conditions, and enforcement
mechanisms.
● Encourage the development of freight interchanges where appropriate, and support
development of facilities for water-borne and rail freight movements.
● Reduce the number of accidents, injuries and cases of ill-health associated with
freight movement.

Strategy
The strategy brings together a range of techniques available for achieving such
objectives. It requires co-operation between a range of organisations involved in the
supply-chain management (logistics) process. The strategy provides a policy framework
within which organisations can work with the County in achieving the aspirations of all
parties.
The strategy is presented under the following topic areas:
● Road Freight
● Rail Freight
● Water-borne Freight
● Freight Interchange
● Land Use Planning
● Cross Boundary Issues
● Pipelines
Road Freight
Background
Nationally, HGV's account for 7% of all road traffic. Over the past 10 years HGV traffic
has increased by 38%. Forecast
growth in HGV traffic is anticipated
to be 16% over the ten year period
1996-2006, with growth in Light
Goods Vehicles (LGV) predicted at
29% over the same period. Despite
improvements in engine
management systems and the use of
alternative fuelled vehicles, this
growth will continue to have a
significant negative impact on the
environment.
The impact of HGV's plays a
significant part, whether real or
perceived, in the quality of life for many people that travel or reside in Worcestershire.
Some of the most significant problems are:
● severance of communities by significant lorry movements through villages
● day and night time noise disturbance
● accident problems
● constraints on walking and cycling
● local pollution hotspots
● Each of these can be significantly addressed through this freight strategy.
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Road Freight Routes
Worcestershire has an adopted road hierarchy. Many of the lower order roads, which are
predominantly rural in nature, are not suitable for freight transport. The Strategic Highway
Network (SHN) defines those routes which are most appropriate for freight transport, and
provide excellent internal links between the urban centres in Worcestershire, as well as
links to the national motorway network. Map 2.4 shows that most of the major lorry routes
through the County pass along the SHN with only some minor routes passing along non-
SHN roads.
Inevitably, distribution demands that freight travel leave these designated routes to access
particular locations. In addition, there is a public perception (not necessarily supported by
real evidence) that drivers often use non designated routes in an attempt to minimise
journey distance and time (‘rat-running’). It is not in the economic interest of road hauliers
to use unsuitable rural routes, except for delivery purposes, due to running costs being far
higher at the lower speeds. The freight strategy seeks to minimise this use of nondesignated
routes. The strategy proposes the enforcement of these routes through a
range of measures:
● Education: To inform freight operators of the benefits of using designated routes, and
consequential impact (environmental, safety, maintenance costs etc.) of using nondesignated
routes.
● Signing: Providing adequate and consistent signing clearly showing designated routes
and destinations.
● Information: the preparation of a freight route map for distribution to all freight
companies.
● Land use planning: the longer term sitting of appropriate freight facilities (either the
location of new industry, or freight interchanges).
● Traffic Management: providing appropriate design, including gating, in order to support
the prevent HGV's using unsuitable routes.
The County Council will review current trials into the use of Freight vehicles in Bus Lanes
(which the County currently does not permit).
The County Council will continue to liase with the general public and freight operators in
harmonising and agreeing proposed lorry routes.
Operating Companies
Companies with relatively large scale freight movements associated with their business
(including haulage companies, supermarket depots etc) predominate in the main urban
areas of the County within large industrial estates, though some large companies have
their main depots in rural locations. There is a significant concentration of road haulage
firms operating in the Vale of Evesham. A disused airfield in Honeybourne has been
developed to provide a large distribution centre.
Contrary to public perception, the road haulage industry is dominated by smaller
operators, with 85% of companies operating less than 6 vehicles.

The County Council currently hosts business fora each year, incorporating issues relating
to freight transport. These will continue on a regular basis, eliciting the views of freight
companies, and providing an appropriate arena for the exchange of ideas on freight
transport.
Businesses will be encouraged to adopt:
● sustainable working times, limiting the noise and intrusion of HGV's during night-time
periods
● adherence to designated routes, and ensure maximum use of available lorry 'space'
(more efficient use of vehicles through full loads, and limiting 'empty load' journey)
● partnership working between freight operators, to best utilise available lorry capacities
● opportunities for the transfer of freight from road to rail and water based transport
● promotion of good driving through driver training, thus limiting accidents, and reducing
pollution levels (through reduced fuel consumption and lower speeds)
● the take-up of Freight Facilities Grants and Track Access Grants.
● Good practise in ensuring drivers park vehicles in appropriate (agreed) over night
locations. The road haulage industry is increasingly concerned over the lack of
provision of safe agreed overnight parking provision, and the County will endeavour to
work with hauliers to identify agreed over-night parking provision.
The County will identify opportunity for relocation grants for road hauliers to re-locate to
appropriate strategic locations, with access to the Strategic Highway Network.
Quality Partnership
In prescribing a partnership approach between operators, the County Council will establish
a Freight Quality Partnership. This is likely to consist of the County Council, District
Councils, the Freight Transport Association (FTA), the Road Haulage Association (RHA),
the Police and local businesses. A conference was held in order to engage business in
developing a partnership approach to tackling freight problems in Worcestershire.
Following this, meetings have been held with the FTA and RHA in agreeing the scope of
the freight strategy and the proposed partnership details.
A list of the type of measures to be included within the quality partnership, along with the
lead responsibility, is given in Appendix16a.
Regulations
The County Council will explore the opportunity for implementing Low Emission Zones
and Clear Zones, with tight controls on the presence of HGV's and ensuring low local
pollution levels. Access to such zones will be restricted to certain vehicle types, and at
certain times of day, through physical restrictions such as width barriers. These measures
may be particularly applicable to village locations, where community severance is
prevalent due to high volumes of high speed HGV traffic. A strong contender would be
Pershore when the Wyre Piddle By-pass is constructed.
The exact nature of the regulations will be devised in association with strategies such as
those relating to Local Air Quality Management.
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Noise and Vibration
Noise and vibration from HGV's on roads throughout the County can have a serious effect
on the lives of many residents. Limiting noise and pollution can be addressed at a number
of levels:
● Strategically, through better land-use planning, limiting the need to use inappropriate
routes (those which impinge upon residents quality of life), and identifying opportunities
for appropriate freight interchanges.
● Imposing restrictions on unsuitable vehicles (those which do not comply to regulations,
for example ensuring body 'rattle' is reduced, and that vehicles use low noise tyres).
● Encourage night time delivery where appropriate.
● Improving driver training to drive more efficiently (for example to reduce the incidence
of high vehicle revs.)
Particular concerns exist regarding the use of rural routes and villages for strategic freight
movements. In addition, many rural routes are used by HGV's to access local industry.
For example, HGV's accessing local civic reclamation sites, or the large number of freight
movements associated with the horticultural region and distribution centre in the Vale of
Evesham.
The noise associated with HGV's comes from a number of sources, with the primary
causes being:
● suspension noise generated by metal-to-metal impacts;
● impact noise associated with the movement of tipper bodies;
● rattles caused by poorly fitting doors and locking mechanisms;
● impact noise caused by movement of lifting gear mechanisms, hydraulic rams etc.;
● rattles caused by loose fittings and fastenings;
● rattles produced by unsecured chains, equipment etc.;
● vibration of body panels and
● tyre noise.
These issues can be addressed to varying degrees by the application of vehicle
improvements, or road surface improvements. The former will be promoted (and where
appropriate enforced) through the quality partnership. The latter is implemented by the
County through the routine maintenance schedule and an assessment of the road
hierarchy. This is dependent upon the availability of funding to support the road
maintenance programme. Currently, the maintenance programme is under-funded, and it
is recognised that a significant increase in funds will be necessary through the LTP if
significant improvements to road surfacing are to be achieved, though the recent increase
in LTP funding will make considerable impact.
Operators will be encouraged to reduce idling time of vehicles by ensuring engines are
switched off whilst vehicles are stationary. This limits the noise of vehicles as well as
reducing pollution levels.

Pollution
Significant achievements have been made in recent years in the reduction of HGV and
LGV pollutants (principally CO, HC, NOx and PM). This has principally been in response
to improvements to the engine management systems of vehicles, the use of alternatively
fuelled vehicles and the European Directives which enforce the limits of pollutants that
individual vehicles emit. It is expected that as vehicle fleets become renewed, even
greater reductions in emission levels will be achieved. In order to combat an expected
growth in Goods Vehicles, further emission target reductions will be introduced.
Worcestershire County Council will continue it's road-side pollution monitoring programme
through partnership with the District Councils. This will include monitoring along the
Strategic Highway Network (SHN), as well as entry/exit to industrial estates as
appropriate. This monitoring will also identify pollutants from other vehicle types,
particularly public transport vehicles.
Where particular operators are identified (either through monitoring or public reports) as
providing high pollutant levels, the Vehicle Inspectorate will be informed to ensure
compliance with operating standards, although this is not expected to be a major problem.
Accidents
Nationally, accidents involving Heavy Goods Vehicles (HGV's) is declining. In 1998, 900
people died in road accidents involving HGV's. By 1997 this had fallen by 41% to 535,
notwithstanding a 14% increase in HGV traffic over the same period.
Within Worcestershire, during 1998, 133 accidents occurred involving HGV's in excess of
3.5 tonnes. Although the majority are on the major Freight routes, a proportion are on
minor routes (non-SHN), highlighting the importance of developing a planning framework
which ensures industry is located adjacent to rail freight facilities, or the SHN.
A key aspect of the Freight Strategy is to reduce accidents through:
● improved driver training and awareness;
● reduced vehicle speeds;
● reduced urban area conflict (lorry restrictions and speed limited areas);
● approved strategic lorry routes and
● improved vehicle design (newer, safer fleets)
Operating timetables
Much of the County's freight is transported during daytime hours. Recent research by
members of a Freight Quality Partnership in Guildford suggests that nighttime deliveries
are not favoured by the majority of companies (those businesses receiving deliveries) due
to problems of staffing and security. Responses from the public to the Transport White
Paper re-enforced this view. However, national guidance on sustainable distribution, and
the response by industry to the White Paper suggests night time deliveries can
significantly reduce the impact of HGV traffic. There is an obvious need to reconcile these
two conflicting views, and also recognise the restrictions placed on operating companies
by the drivers working time directives. This will be done through agreement at the freight
fora, or the Freight Quality Partnership.
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Rail Freight
The overwhelming response by the public to the Government's consultation draft of the
White Paper was for more use of rail for the transport of freight. Within the West Midlands,
rail accounts for only 2% of total freight moved.
Only one rail freight terminal exists within the County at the Metal Box Company in
Worcester. There are two existing industrial sites, Hartlebury Industrial Estate and Hallam
Oil Depot at Bromsgrove that have mothballed rail connections with potential to be
reinstated as rail freight terminals. Development sites allocated for industry that have
potential for rail freight connections are listed below:
● South of the railway, Pershore.
● Tolladine Road goods yard, Worcester.
● Shaw Lane, Bromsgrove.
● Windsor Road Gas Works, Redditch.
● British Sugar Site, Kidderminster (adjoining the Severn Valley Heritage Railway Line).
● Honeybourne Airfield.
● Stoke Prior, Bromsgrove
● Honeybourne – Long Marston (Mothballed line)
The locally grown fruit, vegetables and grain to and from the Vale of Evesham, together
with the distribution of imported produce from large distribution centres in the area,
results in high levels of Light Goods Vehicle (LGV) traffic in the area. There could be
considerable benefit from transferring some of this road freight traffic onto the rail
network.
The County Council are brokering an agreement between all parties with the intention of
protecting the Stratford-Cheltenham line with the possible provision of a future rail freight
connection at Honeybourne. Although not under the ownership of Railtrack, this line is
included within Railtrack's network management strategy for potential re-opening, though
with low priority.
In developing further opportunities for rail freight, the County will:
● continue to protect rail freight land where appropriate for transport use;
● explore further those sites listed above with the potential for rail freight connections;
● explore opportunities for additional rail freight connections;
● identify sites for regional distribution centres that have appropriate rail freight facilities;
and
● continue discussions with industry, through the business fora, to identify opportunities
for freight transfer from road to rail.
A key problem for developing the potential for rail freight is the capacity of the rail lines
running through Worcestershire. These issues are addressed in more detail in the
Chapter 3: Integrated Public Transport Strategy.
In addition, Railtrack have developed a Freight Route Strategy which addresses issues
concerning the network infrastructure. The strategy is presented under 5 thematic areas,
covering route definition, capacity assessment, freight terminals, securing land and
additional development. Regarding routes for development, Railtrack have identified the
routes of:

● Southampton to the Midlands;
● Channel Tunnel to the Midlands and
● South West and South Wales to the North East,
which impact upon Worcestershire.
The West Midlands Strategic Capacity Review (WMSCR) is considering the proposal to
re-open the Stourbridge to Lichfield Route for passengers and freight. This would provide
a freight route from the South West and Wales through to the North East avoiding Central
Birmingham. Railtrack will use the conclusions of the WMSCR as a framework for the
development of their strategy for the route and in the preparation of individual
enhancement schemes.
These corridors are to be assessed for transferring road freight to rail. The County will
work with Railtrack in realising this potential, as well as other thematic areas of their
strategy.
The County will encourage and assist companies in applying for Freight Facilities Grants
to help in meeting the high infrastructure costs in switching freight to railways.
Safeway, who are a major employer within Worcestershire, have already adopted a
national policy of transferring freight to the railways, as well as investing heavily in
alternative fuelled (gas powered) vehicles.
Water-borne Freight
The River Severn (under the management of the British Waterways Board) runs north to
south through the centre of the County and the River Avon (responsibility of the Avon
Navigation Trusts) runs east to west across the south-east corner of the County. The River
Severn can carry vessels of up to 350 tonnes from the Bristol Channel to Worcester. The
River Avon carries little commercial traffic today though the potential to do so still exists.
The Staffordshire and Worcestershire canal links the River Severn at Stourport to Stafford
and beyond to the Trent and Mersey canal. The Worcester and Birmingham canal links
the River Severn at Worcester through to Birmingham.
Waterways fall into 3 classes:
● Commercial;
● Cruise and
● Remainder.
Within Worcestershire only the River Severn is classed as ‘commercial’. The two canals
('Staffordshire and Worcester', and 'Worcester and Birmingham') are ‘cruise’ classed.
Waterways classed as ‘remainder’ are not navigable and maintenance responsibility
requires only that they are kept safe and flowing.
The County will continue to explore the opportunities for the use of waterways for the
shipment of Freight. This may be for the whole journey (for example the distribution of
coal to canal-side residences) or for part of the journey.
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It is recognised that the ability to bring larger vessels to Worcester is largely dependent
upon rebuilding two locks south of Worcestershire. The Council support the principles
involved and will work in partnership as necessary to realise the potential of both
Worcester and Stourport, returning them to their original functions as inland ports.
The County is working in partnership with Wychavon District Council, British Waterways,
Worcestershire Wildlife Trust, the Environment Agency and Droitwich Canals Trust to
restore the Droitwich Barge Canal (which linked Droitwich with the River Severn) and
Droitwich Junction Canal (which linked the Barge Canal with the Birmingham Worcester
Canal). Both canals were officially closed and abandoned in 1939. The restoration is
principally on economic and tourist grounds however the opportunity for freight here, as
with existing waterways, will be recognised.
Liaison will continue with industry through the business fora, as well as maintaining a
dialogue with the British Waterways Board and Avon Trusts.
The County will encourage and assist companies in applying for Freight Facilities Grants
to help in meeting the high infrastructure costs in switching freight to waterways.
Freight Interchange
An integrated approach requires co-ordinated thinking at different levels;
● between different modes of transport, so as to improve overall efficiency and
competitiveness of goods distribution for industry;
● with the environment, so that freight transport plays it's part in achieving environmental
objectives;
● with land use planning, so as to promote more sustainable distribution patterns by
improving the strategic development of infrastructure for freight distribution and
● with policies for education, health and wealth creation, so that freight transport
contributes to a fairer, more inclusive society.
The first of these points relates to interchange, and the efficient transfer of goods from
one mode to another. In the 'supply-chain', inefficiencies are inevitable where goods
require transfer from one mode to another. Therefore freight operators tend to conduct
door to door deliveries by lorry to limit the need to re-load. Efficient interchange of goods
is most appropriate for container loaded goods, particularly for long distance shipments.
However, in delivering
transport choice, the County
will identify any opportunities
for a strategic freight
interchange site(s). This will
act as a distribution hub for the
region, and provide
opportunity for road and rail
freight interchange.

Land-Use Planning
Existing problems occur where commercial businesses requiring access by large HGV's
have either:
● grown organically, requiring bigger and more frequent deliveries (e.g. rural commercial
farms) or
● residential or commercial developments have been developed surrounding existing
operating companies, leading to difficulties in the haulier negotiating parked cars, and
restricted width carriageways.
These problems will be addressed through the Structure Plan, which provides a long term
strategy for development within the County. The main policies relating to the transfer of
freight within the Structure Plan are:
Policy T.15
The transfer of freight, waste and secondary aggregates from roads to other forms of
transport such as rail, water and pipeline will be promoted. In order to reduce the impact
on the highway network and the environment:
● the location of new industrial and warehouse development will be sited such, that
access to railways and/or waterway and pipeline termini is maximised; and
● where freight is still required to be transported by road, it will be concentrated on the
Lorry Route Network except where access is required.
Policy T.17
District Planning Authorities should include policies in the review of their Local Plans to
secure the retention of rail property for future rail related uses, including potential
passenger and freight services and/or improved rail facilities. Where, following discussions
with relevant bodies, it is concluded that the land is clearly no longer required for rail
purposes, the land may be used for alternative transport uses.
Policy T.18
The improvement of the River Severn up to Worcester for freight transport, where it is
environmentally and ecologically acceptable, will be supported.
Cross Boundary Issues
Although this strategy focuses on the source or end of the freight journey, there is a large
proportion of freight transport on Worcestershire's road network that is simply passing
through the County. This is dominated by freight traffic on the M5 moving between
Birmingham, The North and The South West. The County will continue dialogue through
the Regional Transport Group with the West Midlands Local Government Association, and
neighbouring authorities to ensure the strategic freight strategy meets the needs and
aspirations of Worcestershire.
The strategy also recognises the roles of West Midlands regional distribution centres,
most notably Hams Hall and Daventry International Rail Freight Terminal, and will identify
opportunities to interface with these centres through strategic routing of freight.
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The County will continue to support the freight aspirations of the West Midlands Region
Integrated Transport Strategy, which can be summarised as follows:
The Region will work, as a priority, with the rail freight industry towards the development
of an effective and more flexible West Midlands rail freight network, integrated with road
haulage operations.
The strategy identifies a particular need to improve rail freight links from the region to
East and South coast ports.
Specific attention will be given by the Region to working with the Piggyback Consortium
and other partners, in developing piggyback services in the West Midlands.
The development of intermodal national and international rail freight terminals serving the
Region will be an important part of the strategy. The Region will also promote the
development of existing and new satellite (feeder) terminals in the West Midlands, the
greater use of existing private sidings, and the introduction of new ones.
Joint initiatives will be sought between the Region and the rail freight industry, specifically
to update the regional rail freight strategy and to publicise the opportunities of rail freight
to the business community.
This work will give particular attention to:
● enhancing information on the needs of customers for rail freight;
● improving the marketing and promotion of freight train services in the region;
● lobbying for a realistic charging policy for the movement of goods by different modes,
including rail and
● seeking a standardisation of track and equipment within Europe so as to overcome
some of the impediments to the provision of a robust and effective rail freight industry
serving the West Midlands

Attention will also be given to promoting the importance of locating new economic
development where rail services already exist or could be provided, and to the
safeguarding of existing and currently disused rail lines.
Pipelines
As defined in Policies T15 and T17 (see above) the use of pipelines for the transference
of bulk liquid materials will be encouraged, and new opportunities identified. Businesses
involved in the transference of such materials will be encouraged to locate adjacent to
existing pipeline facilities.
Summary
Worcestershire County Council recognise that many of the measures outlined within the
strategy will take different priorities. In order to summarise the measures, and to highlight
the priority of each measure in contributing towards objectives, the following table has
been prepared (Table 16.1.) This takes account of ease of implementation, cost and
existing development, in allocating priority to each measure.
Measure Priority
Establish Quality Partnership 1
Implement Quality Partnership Measures: 1
Production of county HGV route maps 1
Production of town centre delivery maps 1
Production of congestion ‘hotspot’ maps 1
Better enforcement of parking restrictions to protect kerbside access for deliveries 1
Improved signing 1
Use of low emission vehicles (pollution and noise) 2
Improved driver training techniques 1
Freight For a 1
Identify Potential for Strategic Freight Interchange 2
Establish Clear Zones / Low Emission Zones 3
Develop Opportunities for Water Borne Freight 3
Table 16.1 Summary of Freight Measures
Conclusion
This strategy has set a framework for the promotion of ‘sustainable distribution’ within
Worcestershire. The strategy will continue to evolve through consultation, and the building
of an effective partnership.
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174

Highway Maintenance
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176
Chapter 17 - Highway Maintenance
Introduction
Worcestershire has 3899 km of publicly maintained highways in its care and almost
52,000 street lights, bollards and illuminated signs. In order to ensure best value for
money all highway maintenance work is subjected to competitive tender.
In spring each year a Highway Management Plan is produced which sets out
maintenance standards and operational policies. Over the years there has been a
continuous decline in the standards set in the Plan to match a maintenance budget which
has reduced in real terms despite significant increases in volumes of traffic.
Aim & Objectives
Aim
Worcestershire's highway maintenance programme aims to ensure that all highways and
associated lighting within the County are maintained to an acceptable standard relative to
the hierarchy, in order to retain their level of safety and service in response to the long
term effects of natural processes and traffic wear.
Objectives
In achieving this strategic aim, the objectives of the highway maintenance programme
are:
● to develop a long term strategy for structural maintenance through detailed inspection
and economic prioritisation;
● to develop a programme of current maintenance;
● to provide preventative maintenance and emergency response;
● to ensure routine monitoring and survey systems systematically identify at an early
stage deterioration in the surface quality of the road network;
● to allocate funds with a priority on safety, followed by structural consideration in relation
to hierarchy and
● to ensure that value for money is adopted in the maintenance programme, employing
analyses from UKPMS based on economic priority, and whole life costing network
wide.
Strategy
In achieving these objectives the County, like the Government, has developed a response
to previous deficiencies in funding and proposes a structured methodology for ensuring a
balance between preventative and remedial measures. The strategy is outlined below.

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Structural Maintenance
The funds available for structural maintenance are allocated on the basis of UKPMS.
Principal roads continue to be given priority.
One of the main factors in achieving value for money has been the application of low cost
preventative treatments at critical stages in the carriageway whole life cycle. Judicious use
of patching, surface dressing and resurfacing has minimised the need for expensive
reconstruction. For a significant number of years little money was available for
reconstruction or substantial overlays and hence the condition of the network was and still
is declining annually. However the increased level in funding made available for structural
maintenance in 2000/2001 is a significant step towards reversing this trend.
The 420 km of Principal Road Network in Worcestershire comprises 369km of Single
Carriageway and 51km of Dual Carriageway. The ratio of urban roads to rural is 24:76 .
The network also includes 267 km of Primary roads. Map 17.1 shows the network traffic
flows and percentage HGV's. The great majority of this network has developed over the
decades from the early coach routes and was never designed to modern engineering
standards, consequently its construction is infinitely variable. Routine surveys such as
SCRIM (Sideways force Co-efficient Routine Investigation Machine), NRMCS (National
Road Maintenance Condition Survey) , UKPMS CVI and DVI (United Kingdom Pavement
Management System - Coarse Visual Inspections and Detailed Visual Inspections) are
carried out in order to identify and prioritise current and future maintenance .
Worcestershire County Council is an enthusiastic supporter of the UKPMS project due to
its ability to be fully objective across the whole network and the carriageway whole life
cycle. The Authority has been using Tranche 1 of the EXOR UKPMS software since
1998. Network and inventory information has been transferred onto the UKPMS database
and Coarse Visual Inspections ( CVI's ) of the entire network have been undertaken.
These record common defects such as cracking, rutting and edge deterioration. CVI
surveys of all County roads commenced in March 1998 and were completed by
November 1999. All inspection data collected has been successfully loaded onto the
UKPMS database.

With the recent acquisition of the Tranche 2 product in the EXOR UKPMS software suite,
it has been possible to carry out a detailed analysis of the some 3800km of survey data
collected so far, prioritising maintenance work in relation to the degree of defectiveness
and hierarchy of road.
CVI results have been used in 2000/2001 to allocate structural maintenance
geographically and across the hierarchy. A full review of long term maintenance strategy
will commence when the UKPMS Tranche 3 system is installed in 2000.
Where it is not clear cut, on the basis of CVI survey results, whether a scheme should be
included in the maintenance programme for a particular year, a series of Detailed Visual
Inspections (DVI's) are also carried out in order to refine priorities.
Having completed the initial CVI of all County roads, it is the Councils aim to annually
survey every Principal road and half of the Non Principal road network. The second CVI
pass of the network commenced in February.
The results of the 1999 NRMCS indicate that the condition of Urban Principal Roads in
Worcestershire has declined and is following the deteriorating trend apparent in the
remainder of England and Wales. Although there has been no change in condition
between 1998 and 1999, the Rural Principal Roads are still significantly worse than
corresponding National roads and show a general trend of deterioration throughout the
1990's.
Although TSG for Structural Maintenance on Principal Roads for 2000/2001 was a
considerable improvement on previous settlements, there is a need for sustained levels of
increased funding over a number of years in order to see any reversal in the trends.
Graphs 17a and 17b show the change in road conditions since 1990. The maintenance
trend line for the County is based on the annual results of the NRMCS carried out in the
former County of Hereford and Worcester between 1990 and 1997, the final year of that
authority, in conjunction with the results of the surveys carried out in the first two years of
the new Worcestershire.
The annual NRMCS is carried out by the majority of Local Authorities in England and
Wales and involves the inspection of a number of sample sites on all classes of County
road. Carriageway, footway, kerb and verge defects are recorded and the data provided by
participating authorities is used to establish National Maintenance trends. In 1999 the
number of sites surveyed in Worcestershire was 185, out of a national total of 11,360
with overall results showing that the average condition of all roads across the county is
approximately 45% below national levels. As a part of the survey authorities are also
asked to provide records of annual maintenance expenditure.
The National Road Maintenance Condition Survey (see Table 17.1) shows that the
proportion of the road network undergoing strengthening has been significantly less than
the national average and that surface dressing has been relied upon to maintain the
integrity of the road network, since the significant funds needed to preserve the network's
residual life were not available. Improved conditions are only anticipated in the future if the
increased levels of allocation are sustained over a prolonged period.
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On all but the most lightly trafficked roads the normal life expectancy of surfacing is 12 to
15 years and for surface dressing 6 to 8 years. It has been, therefore, a cause for concern
that frequencies for structural maintenance have extended well beyond these periods. The
1998/99 maintenance outurns provided as part of the 1999 NRMCS, indicate a
resurfacing frequency on Rural Principal roads of once every 89 years (see Table 17.2).
However, recent improvements in levels of TSG allocation, in conjunction with the
Council’s decision to increase funds available for Non-Principal road maintenance, will
see these frequencies improve.
In 1999 SCRIM surveys were carried out on 52% of the Principal Road Network. The
survey uses a machine which provides a continuous record of resistance to skidding on
wet roads. Specialist software used for the analysis of SCRIM data allows the reporting of
sections of road that fall below the required standard.
The Local Authority Code of Good Practice for Highway Maintenance recommends
standards for skidding resistance on carriageways which are dependent on ‘the degree of
difficulty’ or ‘risk rating’ of a site. The risk rating of a site is influenced by road geometry
and the presence of physical features such as junction, roundabout or traffic light
approaches.
Investigation is triggered when a SCRIM co-efficient falls below the standard specified for
the defined site risk. Previous investigations have identified that a large proportion of the
Principal Road Network falls below the standard set out in the Code of Good Practice.
Due to recent levels of funding, it has proved impossible to achieve these standards.
Therefore, in 1996, in order to achieve a better correlation with funds available, standards
were lowered by approximately 10 - 15% dependent on the site risk definition. The current
standard is set out in the 2000 Highway Management Plan of Worcestershire County
Council, a copy of which has been supplied to the Department of Environment, Transport
and the Regions.
Evaluation of the 1999 SCRIM data has shown 17.2% of the roads surveyed to be at or
below the recommended minimum levels set out in the Code of Good Practice. By
applying the revised standards adopted by the County Council, this figure falls to 7.3%.
However, out of the 7.3% of road length which falls below the County standard, current
Principal Road Maintenance funding will result in a limited number of these sites receiving
treatment, with the remainder relying on being signed.
With the implementation of the EXOR UKPMS Tranche 2 system and the resultant ability
to identify and prioritise maintenance through analysis of stored CVI data, the Council will
no longer rely on CHART survey information which has been used to support both last
years Provisional LTP and previous TPP submissions.
Table 17.3 shows the Structural Maintenance carried out on the Principal Road Network
in 1999/2000 and the proposed programme of works for 2000/2001. The 2000/2001
programme is based entirely on results of UKPMS.

TABLE 17.1 Road lengths receiving structural maintenance in the f ormer County of
Hereford and Worcester as compared to the England and Wales
average.
Percentage of Road Class Treated
Strengthened Resurfaced, not
Strengthened
Hereford & England Hereford & England Hereford & England
Worcester & Wales Worcester & Wales Worcester & Wales
1994/95
Urban Principal 0.03 1.7 2.7 3.9 5.6 2.9
Rural Principal 0.16 1.6 1.8 1.7 7.6 5.5
1995/96
Urban Principal 0.4 1.3 3.6 3 6.4 3.5
Rural Principal 0.2 1.2 1.6 1.5 7.5 4.2
1996/97
Urban Principal 0.2 0.8 3.2 2.2 8.4 2.4
Rural Principal 0.35 0.7 1.2 2.6 9.5 5.3
1997/98
Urban Principal 1.1 0.8 3.4 2.3 3 2.2
Rural Principal 0.6 0.5 1.5 1 7.3 4.3
AVERAGE
1994-1998
Urban Principal 0.4 1.3 3.2 3 5.8 2.9
Rural Principal 0.3 1.2 1.5 1.9 8 5
County Road Lengths (Former County of Heref ord & Worcester)
Urban Principal 153 km Rural Principal 618 km Non 6246 km
-Principal
Road lengths receiving structural maintenance in the ne w
County of Worcestershire as compared to the England and
Wales average.
Percentage of Road Class Treated
Strengthened Resurfaced, not
Strengthened
Surface
Dressed
Surface
Dressed
Worcs England Worcs England Worcs England
CC & Wales CC & Wales CC & Wales
1998/99
Urban Principal 0.08 0.9 4.5 1.9 6.2 2.8
Rural Principal 0.54 0.8 1.13 0.6 0.87 5.5
Road Lengths for new County of Worcestershire
Urban Principal 107 km Rural Principal 364 km Non- 3428 km
Principal
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TABLE 17.2
1998/1999 MAINTENANCE FREQUENCIES (YEARS)
Urban Principal Rural Principal Non-Principal
Resurfacing Frequency 22 89 92
Surface Dressing Frequency 16 114 61

Table 17.3
STRUCTURAL MAINTENANCE OF PRINCIPAL ROADS 1999/2000
Treatment Need Identified Total Length Afforded Treatment Treatment
Bid Following TSG settlement Cost
£ 000 /km £ 000
Surface Dressing 716 30.87 532
Resurfacing 799 5.96 383
Strengthening 550 * 1.39 365
2065 38.22 1280
STRUCTURAL MAINTENANCE OF PRINCIPAL ROADS 2000/2001
(PROVISIONAL)
Treatment Need Identified Total Length Afforded Treatment Treatment
Bid Following TSG settlement Cost
£ 000 /km £ 000
Surface Dressing 651 42.77 801
Resurfacing 595 15.66 886
Strengthening 1104 * 0.82 309
2350 59.25 1996
* bid includes named Major Maintenance schemes > £250000
After excluding the sites identified for maintenance in 2000/2001, Table 17.4 shows the
outstanding maintenance to be carried forward into 2001/2002 based on UKPMS defect
indices.
The long term strategy of the Council is to plan future maintenance on the basis of
network condition projections out of the EXOR UKPMS Tranche 3 system. However, as
this product will not be available until later this year, the current five year programme has
been planned around the range of defectiveness of the Principal roads in terms of
Condition Indices output from Tranche 2 analysis.
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Analysis of CVI surveys carried out in 1998 and 2000 indicates that the cost of treating all
sites that rank through UKPMS has risen from £6.46M in 1998 to a figure of £7.8m in
2000. Over the same period the percentage of the Principal road network having a
Structural Condition Index greater than 70 has risen from 2.5% to 4.2%. It is worthy of
note that this is a reflection of the trends apparent from NRMCS (See graphs 17a and
17b.)
It should be pointed out that the P1 figure of 2.5% using 1998 Survey data has been
computed using EXORS Trande 2 accredited system and differs from that reported in the
1999 provisional LTP which was generated (2 months prior to comparability testing) using
EXORS development system.
In spite of the improved settlement for 2000/2001 as compared to the two previous years,
once the proposed programme of works outlined in Table 17.3 has been completed, the
total maintenance expenditure over the three year period will have fallen at least £1.04M
short of the funds necessary to have averted the decline in road conditions.
However, it is the Councils view that the condition of the network in 1998 was not
acceptable and that a maintenance backlog has been building up since the early 1990’s.
In order to address the maintenance backlog and achieve a target Performance indicator
value of approximately 1% by the end of the five year programme, the Council proposes a
bid of £2.92M for 2001/2002. This figure is based upon the included allocation of £2.25M
for the current financial year, with an additional £0.67M to address both the backlog of
works and the stated objective.
The programme outlined in Table 17.5 places a particular emphasis on the strengthening
and edge reconstruction of sites identified on the most heavily trafficked freight routes.
Graph 17a

Graph 17b
Other Maintenance
This includes short life treatments mainly for safety purposes such as pothole repairs,
drainage repairs, cyclic work on verges and gullies, sign restoration, markings and
roadstuds which are not eligible for TSG. The standards for these, which are based on
those recommended in the Local Authority Code of Good Practice, are set out in the
Highway Management plan.
Table 17.6 shows proposed expenditure by Worcestershire County Council in 2000/2001
for all classes of road on the various maintenance categories. The total includes an
additional £1.25 million pledged by the Council as part of its commitment to increased
maintenance funding. This follows on from a similar increase made in 1999/2000. Both
increases have become part of the base budget making an increase over 2 years in
excess of £3million.
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Table 17.4
MAINTENANCE OUTSTANDING FOLLOWING
PROPOSED WORKS 2000/2001
TREATMENT Cost / £ Overall Condition
Index Range
Strengthening (Overlay) 1601700 77 - 87
Strengthening (Partial Recon) 414700 82 - 97
Strengthening (Full Recon) 407900 102 - 136
Resurface (Overlay/Inlay) 108500 66 - 77
Resurface (Patching as part of
Surface Treatment Schemes)
597400 28 - 40
Edge Reconstruct 236100 90
Surface Treatment 2433000 40 - 70
TOTAL 5799300
Table 17.5 WORCESTERSHIRE COUNTY COUNCIL
PRINCIPAL ROADS STRUCTURAL MAINTENANCE - 5 YEAR PROGRAMME (COST IN £’S)
2001/ 2002/ 2003/ 2004/ 2005/
2002 2003 2004 2005 2006
EDGE RECONSTRUCT 190000 195700 201600 207600 213800
RESURFACE 154600 159200 164000 168900 174000
STRENGTHEN 2087700 2150700 2215000 2281500 2350200
SURFACE TREATMENT487700 502400 517500 533000 549000
Total Bid 2920000 3008000 3098100 3191000 3287000

Table 17.6
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188

Performance Indicators
In 1999/2000, 0.56 % of street lights were reported as not working as planned
(calculated in accordance with the Audit Commission methodology quoted in the
December 1998 direction.)
98.38 % of repairs to dangerous damage to roads and footways were carried out within
24 hours.
On the basis of CVI results, UKPMS indicates 4.2% of the Principal Road Network having
a Structural Condition Index of 70 or higher. The relevant Performance Indicator Report
for the structural condition of the Principal Roads is located in Appendix 17a.
On the basis of CVI results, UKPMS indicates that 11.5% of the Non Principal Road
Network has exceeded the point at which surface or structural repair of the carriageway
should be considered. The relevant Performance Indicator Report for the structural
condition of the Principal Roads is located in Appendix 17a.
Detrunking
In the next few years all non-core Trunk roads in Worcestershire except the A46 are to be
detrunked and transferred to the County Principal Road Network. Graphs 17c, 17d and
17e show the analysis of CHART surveys carried out on both the Trunk and Principal
Road Networks in the former County of Hereford and Worcester between 1994 and 1997.
The CHART inspection is a visual survey which records a range of carriageway, footway,
kerb and verge defects visible at the surface. The system provides treatment and priority
ratings for structural maintenance schemes in order to target funds. The most defective
sites have a priority of 1, the least defective priority 20. Graphs 17c, 17d and 17e
emphasise the disparity in conditions between the two classes of road.
Similarly the reduced standards used by the Council for the analysis of SCRIM surveys
have invariably led to inferior skidding resistance on the Principal roads as compared to
the Trunk roads, where all investigatory levels relating to SCRIM are identical to those
recommended in the Local Authority Code of Good Practice.
The County Council are presently involved in negotiations with the Highways Agency over
the proposed de-trunking of the A38 which is planned to come into effect on April 1st
2001.
Multi Modal Studies affect the de-trunking timetable for the A435, A449 and A456.
Conclusion
In 2000/2001, £2.250 M was the intended allocation from the Transport Supplementary
Grant, which is equivalent to £4780 per kilometre of Principal Road. However, due to
rising project costs, £0.254 M of this sum has been transferred to the Worcester Park and
Ride scheme leaving a revised total of £1.996 M which equates to a structural
maintenance expenditure of £4238 per kilometre.
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Although the settlement for 2000/2001 was a welcome increase on previous years, and
has gone some way in addressing structural maintenance problems left outstanding as a
result of previous under-funding, such financial commitments need to be sustained in the
future to take into account the full extent of the maintenance backlog.
The £2.92M bid for 2001/2002 equates to a total maintenance expenditure of £6200 per
kilometre.
Results of annual CVI and SCRIM surveys coupled with Principal Road condition
indicators highlighted by the 1999 NRMCS suggest that this is a realistic reflection of the
immediate level of funding required to maintain the structural condition of the principal
road network.
It should be noted that in 1997/98 the maintenance expenditure per kilometre of Trunk
road in the former County of Hereford and Worcester was £15380, approximately one and
a half times greater than that being currently bid for the maintenance of Worcestershire's
Principal roads in 2001/2002.
GRAPHS 17c,17d and 17e
ANALYSIS OF CHART SURVEYS CARRIED OUT ON PRINCIPAL AND
TRUNK ROADS 1994 – 1997

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Street Lighting, Illuminated Traffic Signs and Signals
Existing Provision
Within Worcestershire there are approximately 52,000 street lights, illuminated road traffic
signs and signals installed on the highway network for the safety and security of members
of the public during the hours of darkness.
The installation has a replacement value in excess of £31M and this investment must be
protected by an efficient and economic system of maintenance.
Tables 17.7 and 17.8 give details of the e xisting provision.
Type of
Column
Steel
Cast Iron
Aluminium
Firebreglass
Concrete
Bracket/Other
Subways
Signs
Bollards
Misc
Total
Column Height (Metres) Totals
5
4,434
260
72
68
16,442
919
-
-
-
-
32,195
6
2,347
-
-
-
2,240
45
-
-
-
-
4,632
8
2,990
6
-
-
1,022
62
-
-
-
-
4.080
10
4,226
1
-
-
301
32
-
-
-
-
4,560
Type of Signal Installation Total
Traffic signals with no special facilities 6
Traffic signals with remote monitoring 31
Traffic signals under UTC control 16
Traffic signals under MOVA control 14
Pelican crossings with no facilities 48
Pelican crossings with remote monitoring 23
Pelican crossings under UTC control 18
Total 156
12
931
-
-
-
-
25
-
-
-
-
956
Other
17
47
-
-
-
40
613
3,264
1,175
179
5,335
24,945
314
72
68
20,005
1,123
613
3,264
1,175
179
51,758

Objectives
● To contribute toward a safe and attractive night-time highway network for use by
pedestrians, cyclists and vehicles by providing a cost efficient and effective system of
street lighting, illuminated signs and signals.
● To match national best practice for the safety and reliability of the installation.
● To reduce energy demand by improved lighting efficiency.
Strategy
Lighting
To improve lighting in areas identified by community Safety Groups (£50,000 funding
available).
● To test all street lights, illuminated signs and signal installations for electrical safety
during the second six-year scheduled test cycle which started in 1999 for structural
and electrical safety.
● To analyse the results of the structural inspections carried out on all lighting columns
and signposts in 1999-2000 and carry out full structural safety tests where required.
● To replace all inefficient mercury lamps and achieve a 300 kW reduction in energy
demand.
● To light all urban cycle ways and strategic pedestrian routes and subways to national
standards. (If funding provided.)
● To replace all timeswitch controls and achieve a 50% reduction in the annual level of
recorded faults compared with the total for 1994/95.
Signals
● To introduce additional facilities on pedestrian crossings for the visually impaired and
hard of hearing. (As funding permits.)
● To install bus priority detection sites in Worcester City.
● To upgrade 13 Pelican Crossing Sites with new controllers.
Columns
Many of the columns in the County are much older than the 30 years recognised
nationally as the average life expectancy. There have been instances where pieces of
concrete have fallen causing damage, and in one case a complete bracket fell from an old
steel column. Remedial works from normal maintenance or cost saving conversion
programmes have only improved the very worse affected areas.
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194
Generally concrete columns are faring less well than steel and cause concern but
recently there have been catastrophic failures of steel columns in other parts of the
country (with fatal results in one case) and these are cause for serious concern because
superficially the columns appear sound. Structural inspections of all columns have been
carried out to establish the scale of the problem in the County.
Lamps
There remain 3,793 of the low efficiency mercury lamps. These will be replaced by
sodium lamps (which save energy and do not contain mercury.)
Control Switches
6.5% of the lighting is still controlled by obsolete timeswitches. These lamps will be
converted to photocell.
Outlook
Replacement of old equipment other than to keep installations lit has virtually ceased due
to funding restrictions over many years.
Strategic replacement of columns based on a 30 year write-off period would imply 1500
columns, or 14 per year at a cost of £840,000.
No bid for funding has been included at the present time but subject to advice over the
next 12 months from DETR it is considered that funding may be made available in future
years through the LTP bid. The work that has been carried out in this County to identify
existing conditions will form an appropriate framework for an appropriate bid as part of
next year’s LTP review.
Targets and Monitoring - Highway Maintenance
HIGHWAY MAINTENANCE - TARGETS AND MONITORING
Target
To reduce the amount of the Principal Road Network with
a Structural Condition Index of >70 from the current 4.2%
to 1%.
Monitoring United Kingdom Pavement Management System

Other Maintenance
Target
(Performance Indicator)
Monitoring Highway Engineering (Maintenance Systems)
Target
(Performance Indicator)
To ensure that 98% of reported road defects are made
safe within 24 hours. (BVPI 105 see chapter 27)
Monitoring Highway Engineering (Maintenance Systems)
Target
(Performance Indicator)
Monitoring Road Lighting Unit
To ensure that 100% of reported footway defects are
made safe within 24 hours. (BVPI 105 see chapter 27)
To reduce the amount of street lights not working
throughout the County. (BVPI 98 see chapter 27)
195
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196

Bridges
197

Chapter 18 – Bridges
198
Chapter 18 - Bridges
Introduction
In Worcestershire there are 910 bridges carrying public roads. This number can be split
down in to the following owners: -
County Council 766
Private Owners
Highways Agency 37
Railtrack 65
British Waterways 32
British Rail 10
There are also 154 private bridges which cross the public highway
The County Council is only responsible for maintaining its own bridges, with the private
bridges being maintained by the respective owners.
Aim
Worcestershire’s bridge maintenance programme aims to ensure all bridges within the
County are inspected on a regular basis, and where necessary, repaired to an acceptable
standard.
Objectives
In achieving this strategic aim, the objectives of the bridge maintenance programme are:
● to address the increasing back-log of deterioration;
● to move from a re-active towards a pro-active assessment and maintenance
programme;
● to continue to closely monitor bridges showing signs of deterioration;
● to continue to address major schemes as identified through the assessment
programme;
● to develop a programme of identification and prioritisation of current and future bridge
maintenance
● to make the best use of the existing infrastructure; and
● to ensure the safety of all bridges.
Strategy
In achieving these objectives, the County has developed a bridge maintenance
programme that addresses previous deficiencies in funding and proposes a structured
methodology for ensuring a balance between preventative and remedial measures. The
strategy is outlined below.

Bridge Assessment and Strengthening
Following an EC directive in 1986 allowing vehicles up to 40 tonnes, all of the bridges
built before 1973 in the county carrying public roads have had to be assessed to check
their carrying capacity. An amended directive in 1989 gave the UK a derogation regarding
these larger vehicles until 1 January 1999. The assessment programme was started in
1987.
In accordance with BD 34/90, bridges less than 1.8 metres span had not been assessed,
however, further to a letter from DETR dated 31 May 2000 we have now including all of
these structures in the assessment programme. There are 110 of these small span
bridges that require assessment. It is planned that these will be assessed over the next
two years at an estimated cost of £150,000. One other very complex major bridge,
Coldfield Drive in Redditch also needs to be assessed and will require approximately
£30,000 to complete. 65 Railtrack bridges that were started by the old Hereford and
Worcester Authority under a Joint Venture Agreement with Railtrack have been
completed.
This assessment programme has identified 49 substandard bridges. Permanent weight
limits will only be imposed where it is clear that there will not be a serious effect upon the
local community.
Where permanent weight limits are not acceptable,
these bridges will be strengthened. Until they are
strengthened they will be closely monitored to
ensure there is no serious deterioration. Temporary
weight limits will only be imposed where there is a
serious risk of damage to the structure.
By March 2001, 11 of these substandard bridges will have permanent weight limits and
20 will have been strengthened. The remaining 18 bridges have been programmed to be
strengthened over the next three years.
One bridge has also been identified as being sub-standard but we are currently
investigating whether this bridge needs to be strengthened or if under BD21/97 it can be
assessed as full strength taking into account the number of HGV’s and the quality of the
surfacing.
The business community’s contribution to the LTP is obtained through the business,
freight and public transport forums.
Although the private owners are responsible for the maintenance of their own bridges the
strengthening responsibilities are more complicated. In summary the private owners have
a liability to provide a bridge capable of carrying the 17 tonnes vehicle. If the local
authority requires an increase in capacity over and above 17 tonnes it will be responsible
for the funding.
The 2000/2001 settlement will allow one Railtrack and one British Waterways bridge to be
strengthened. One County bridge on the A448 (PRN) with abutment/foundation problems
will also be strengthened.
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200
The 2001/2002 bid is to strengthen one County, two Railtrack, one British Waterways and
one private bridge at an estimated cost of £545,000.
In producing the strengthening programme, priority has been given towards Railtrack and
other private owners. The class of road and the type of failure have also been taken into
account.
In addition to the strengthening bid resulting from the assessment programme one major
scheme has in past years been identified. This involves strengthening the abutments of
three bridges carrying the A448 Principal Road between Bromsgrove and Redditch.
Constructed in 1973 the bridges are showing alarming signs of distress due to inward
rotation of the abutments.
One of the bridges is being strengthened during
2000/01. The 2001/02 bid for £300,000 will allow
the two remaining bridges to be strengthened.
Bridge Maintenance
The 766 County Council owned bridges represent a present day replacement value of
approximately £130 million.
In 1981 a report by the ‘Organisation for Economic Co-operation and Development’
(OECD) recognised that adequate maintenance required an average expenditure of not
less than one half of one per cent of the replacement cost of the bridges which equates
to £600,000.Where the annual expenditure on maintenance is considerably less than 0.5
per cent it was stated that this is insufficient to prevent progressive deterioration.
The settlement for the Worcestershire County Council in 1999/2000 allowed £178,000 to
be spent on bridge maintenance. This equates to 0.15 % of the replacement value, less
than a third of the actual needed to prevent deterioration resulting in an increase in the
backlog of maintenance work
Although the overall settlement for 2000/2001 is a marked improvement on previous
years, the amount for maintenance will only be increased to £215,000 (0.165% of
replacement value). This is because we are committed to progressing the strengthening
programme. This maintenance work will still be on a re-active rather than pro-active basis.
In order to develop a programme for the prioritisation of the current and future bridge
maintenance work we have invested in a computer based bridge management system.
This will enable us to record the extent, severity, type of work and priority. Estimated costs
will also be recorded on the database. A programme of work will then be developed with
the intention of being included in future Local Transport Plans.
Retaining Wall Maintenance
Retaining walls supporting the highway are an essential part of the network infrastructure,
which have unfortunately been neglected over the years. Funds were only spent when a
problem arose. In this county we know of 138 major retaining walls which we accept
liability for. There are however numerous walls, especially in the Malvern Hills area which
are un-recorded and are only identified when they fail.

With regard to the assessment of retaining walls
we have adopted the guidance given in BD
21/97, clause 8.5, that retaining walls showing
no signs of distress shall be assumed to be
adequate. Due to the limited resources we have
not inspected or assessed any retaining walls.
It is proposed that we should start to survey and record all walls supporting the highway,
include these walls into our inspection regime and start a programme of replacement and
repair.
During 1999/2000 Lansdowne Crescent retaining wall in Worcester was repaired at total
cost of £170,000. The road, which this wall supported, had been closed for several years
due to the possible danger of further collapse.
On average we have approximately four small collapses a year, each costing
approximately £20,000 to repair. Therefore we have included in the bid a figure of £80,000
to carryout rebuilding and general maintenance work.
Maintenance Bid
The 2001/2002 bid for maintenance, assessment and
strengthening has been based on the settlement for
2000/2001 plus approximately 30% as directed by
DETR. The total bid is therefore £1.375 million.
Taking out the bids for assessment of £105,000,
strengthening bid of £845,000 and £80,000 for
retaining wall leaves a bid for maintenance of £345,000.
Although this figure will allow an increase in general maintenance spending on the
2000/2001 year of 62% it still equates to only 0.265% of the replacement value of the
bridge stock.
Other Work
Following the collapse of a post-tensioned bridge in Wales the Highways Agency started
a programme of special inspections of these type of bridges. In past years the County has
bid for funds to carry out special inspections on nine of these bridges. The 2000/2001
settlement has allowed for full surveys to be carried out on three bridges. The 2001/2002
bid includes a bid for a full inspection of two bridges and assuming no problems were
revealed during the 2000/2001 inspections, limited inspections of the remaining four
bridges.
Future Structural Maintenance and Strengthening
Although this years maintenance bid is greater than the previous year’s settlement it is
still well below the recognised percentage for calculating funds for maintenance.
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202
A recent report by the County Surveyors Bridge Group concluded that: -
● there is a significant backlog of Bridge Maintenance in England;
● the current levels of expenditure on Bridge Maintenance are inadequate;
● the condition of both bridges and retaining walls will continue to deteriorate unless
significant additional funding is provided in the future.
It recommended amongst other things that an annual level of funding equivalent to 1.0%
of the replacement cost for bridges and 0.9% for retaining walls was needed to prevent
long term deterioration. They also estimated that the national backlog of bridge
maintenance equated to 3.2% of the replacement value. In Worcestershire this equates to
a backlog of £3.84 Million.
The CSS report suggests that a ten-year programme should be started to address this
backlog. We have assumed that as the strengthening programme is completed the
funding will be directed to the maintenance and additional funding will be targeted
towards addressing the backlog.
This backlog of work includes works such as major concrete repairs, structural painting,
expansion joint replacement, bearing replacement, parapet and safety fencing upgrading
and waterproofing.
On the five year plan we have taken the bid for 2001/02 and maintained it for each of the
following years. As the strengthening programme is completed we will be directing the
funds into the general maintenance budgets and a separate fund specifically targeted at
addressing the backlog of major work.

2761 Strensham SO 906415 C2104 Bourne Brook 3.70 R.C. Slab 17 T WCC Re-assess using 00/01 Not yet
yield line known
2749 Besford Flood SO 926462 C2056 Bow Brook 1.80 R.C. Slab 40 T WCC Strengthen by using 02/03 10,000
Arch 1.90 3T footway containment kerbs
3.10
3.20
2746 Abberton Mill SO 991522 C2012 Whitsun Brook 2.80 R.C. Slab 7.5 T WCC Re-assess using yield 00/01 Not yet
No2 line known
2730 Hallow Mill SO 826580 C2231 Laugherne 4.60 R.C. Slab 40 T WCC Strengthen by using 02/03 5,000
Brook 3T footway containment kerbs to
west footway
2417 Batchley SP 043685 A441 Batchley Book 3.7 R.C. Box 7.5 T South WCC Strengthen 01/02 150,000
Brook Culvert (PRN) Bound
& & Monitor until
U/C Millrace permanent
Road solution
2270 New Stanford SO 715657 B4203 River Teme 13.60 Steel beams 40T WCC Strengthen by using 01/02 20,000
20.00 /R.C. Slab 7.5T footway containment kerbs
15.90
14.50
2240 Grange Lane SP 031711 C2034 River Arrow 3.00 R.C. Slab 17 T WCC Strengthen 02/03 100,000
3.00 38T (Lg)
2170 Mitton SO 815714 A4025 River Stour 4.40 Brick 40 T c/way WCC Investigate options 00/01 Not yet
(PRN) 4.40 arches 7.5T footway Monitor until known
4.40 with R.C. permanent solution
3.40 Slab
3.40 footways
2044 Husum Way SO 851770 U/C Worcester- 10.51 P.C. Beams 40 Tc/way WCC Strengthen by using 02/03 10,000
Wolverhampton 6 7.5T footway containment kerbs
Railway
Bridge Bridge Name Grid Ref. Carries Crosses Spans Construction Assessment Owner Proposals Priority Estimated
No. (m) Year Cost
TABLE 18.1: SUBSTANDARD BRIDGES WITHIN WORCESTERSHIRE AT
1ST APRIL 2000 - LTP 2001/02
(Excluding existing permanent weight limits)
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204
5819 Station SP 115448 C 2006 Oxford - Brick Arch/ 17 T R.T. Strengthen 02/03 200,000
(Honeybourne) Worcester Line Steel Girders
5787 Fladbury SO 994467 C 2022 Oxford Brick Arch 17 T R.T. Strengthen 01/02 175,000
(Railway) Worcester Line
5784 Bredicot SO 904541 A4538 Bristol - Steel Girders 25 T R.T. Strengthen 02/03 250,000
School (OPR) Birmingham /Jack Arches 3 T Verges
(Railway) line
5551 Whitford SO904541 C2179 Worcester - 6.71 Steel trough BWB Strengthen by kerbing 02/03 10,000
(Canal) Birmingham deck verges
Canal
5541 Scarfield SP022722 C2001 Worcester - 7.17 Brick Arch 17 T BWB Strengthen 00/01 100,000
(Canal) Birmingham
Canal
5384 Buckle Street SP 119422 C2006 Disused 7.69 Steel Girders, 17 T BRPB Strengthen by kerbing 01/02 5,000
Railway Jack Arches (edge beams) verges
5534 Finstall SO 971696 B4184 Bristol - Cast iron 7.5 T R.T. 7.5 T weight limit 01/02 R.T. funding
Birmingham girders imposed (Jan 99) + 20,000
line Strengthen
5366 Comberton SO 838763 A448 Worcester - Steel Girders, R.T. Investigate options 00/01 Not yet
Road (PRN) Wolverhampton Jack Arches Railtrack reviewing known
(Railway) Line assessment
5330 Stoke Wharf SO952670 B4091 Worcester - Brick Arch 17 T BWB Strengthen 01/02 50,000
(Canal) Birmingham
Canal
5322 Redman SO 855552 B4205 Factory Access 7.5 T Private Strengthen 01/02 200,000
Heenan Subway
Subway
5320 Pershore SO951481 B4082 Oxford - 9.14 Brick Arch 17 T R.T. Strengthen 00/01 250,000
Station Worcester Line
2971 Salwarpe SO 893636 C2255 Droitwich 11.00 R.C. Slab 17 T WCC Strengthen 02/03 100,000
Road Canal Canal
Bridge
Bridge Bridge Name Grid Ref. Carries Crosses Spans Construction Assessment Owner Proposals Priority Estimated
No. (m) Year Cost

A recent Principal Inspection of Stanford Bridge has identified the type of work that would
be targeted by this money. The estimated cost to refurbish this bridge is £160,000.
If any additional funds were to be made available in 2001/2002 above the 30% increase
on last years settlement we would wish to spend this money on bringing forward some of
the remaining strengthening works.
Structural Maintenance, Assessment and Bridge Strengthening
Bid for 2001/2002
Structural Maintenance of Bridges Priority £
Structural Maintenance PRN 1 100,000
Structural Maintenance OPR 2 20,000
Structural Maintenance OR 3 175,000
Special Inspections of 2 Post
Tensioned Concrete Bridges PRN 4 50,000
Retaining Wall Maintenance and Replacement 5 80,000
Bridge Assessment Bridge No. Priority £
TOTAL 425,000
Coldfield Drive 2463 1 30,000
55 No. Bridges less than 1.8m span Various 2 75,000
Bridge Strengthening Bridge No. Priority £
TOTAL 105,000
A448 Abutment strengthening to 2 bridges 5 300,000
Redman Heenan Subway 5322 4 200,000
Fladbury Railway 5787 2 175,000
Batchley Brook Culvert 2417 3 150,000
Finstall Railway Bridge 5534 1 20,000
Bridge Strengthening Justification
TOTAL 845,000
TOTAL BID £1,375,000
Redman Heenan This is a private bridge linking two industrial areas. It carries the
B4205 in the City Subway of Worcester and is a major route out
of the City.
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206
Fladbury Railway This bridge links the village directly on to the A4538 .One of only
two ways into the village of Fladbury. Alternative route would take
vehicles the other side of river and would have to go through two
villages and either Pershore or Evesham to get back on the
original route, approximately 10 miles detour.
Finstall Railway This bridge carries the B4084 over the Bristol-Birmingham
Railway. This bridge has a temporary 7.5t weight limit in place.
This restriction is causing major detours for local businesses,
service vehicles, local farmers and some bus operators. Railtrack
have allowed some buses to use this route, but this dispensation
could be removed if the condition of the bridge deteriorates.
Railtrack are funding a replacement structure that is planned for
2001/02. Under agreement the County Council will contribute 5%
of the total works cost.
Batchley Brook This bridge passes beneath a large roundabout on the A441
linking the M42 Motorway with the town of Redditch.The culvert
changes shape at halfway. The section under the south bound
carriageway and an unclassified road has been assessed at 7.5
tonnes. These sections need to be strengthened by overslabbing.
Future Strengthening
Year 2002/2003
Bridge Bridge No. Priority £
Honeybourne Station (Railway) 5819 1 200,000
Bredicot School (Railway) 5784 2 250,000
Salwarpe Road Canal 2971 3 100,000
Whitford Canal 5551 4 10,000
Stoke Wharf Canal 5330 5 50,000
New Stanford 2270 6 20,000
Buckle Street Railway 5384 7 5,000
Bridge Strengthening Justification
TOTAL £635,000
Honeybourne Station This bridge carries the C2006 over the
Worcester to Oxford Railway. Several miles to the north in
Warwickshire is a bridge with an existing weight limit. This bridge
needs to be strengthened to prevent large vehicles serving a
Prison, farms and several industrial units being forced to use
unsuitable minor road through surrounding villages.

Salwarpe Canal This bridge carries the C2255 over a canal. This is a direct route
off the A38 into the town centre industrial area. The alternative
route is past two schools and a large residential area.
Whitford Canal This bridge carries the C2179 over the Worcester – Birmingham
Canal. Existing weight limits or low bridges restrict many of the
adjacent roads
Buckle Street This bridge carries the C2006. Immediately to the north of this
bridge is a large Railway industrial estate. Restrictions on this
bridge would divert large numbers of HGV’s. through surrounding
villages. Although the carriageway is full strength the verges are
sub-standard. Kerbing work to prevent accidental wheel loading
is required.
New Stanford This bridge carries the B4203 which is the main route linking the
north of the County with Herefordshire. Immediately to the west
of the bridge is a large timber processing plant. This bridge
provides a vital link to the Trunk Road and Motorway network
Although the carriageway is full strength the verges are substandard.
Kerbing work to prevent accidental wheel loading is
required.
Stoke Wharf This bridge carries the B4091 over the Worcester-Birmingham
Canal. 200 metres north of this bridge is a low bridge (12’9”).
This bridge is the only other access to an industrial complex
situated between the canal and the railway.
Year 2003/2004
Bridge Bridge No. Priority £
Grange Lane 2240 1 100,000
Husum Way 2044 2 10,000
Besford Flood Viaduct 2749 3 10,000
Hallow Mill 2730 4 5,000
Bridge Strengthening Justification
TOTAL £125,000
Grange Lane This bridge on the C2034 provides access to several farms and
private residencies that due to an existing weight limit a mile
further along the road is the only alternative route.
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208
Husum Way This bridge carries an unclassified access road to a large
residential area. It has passed its assessment except for
Accidental Wheel Loading on the footways. The bridge can be
classified as full strength by preventing vehicles from travelling
on the footways.
Besford Flood Viaduct This bridge carries the C2056 has passed its assessment except
for the Accidental wheel loading on the verges. The bridge can
be restored to full strength by preventing vehicles from travelling
on the verges.
Hallow Mill This bridge on the C2231 has passed its assessment except for
the Accidental wheel loading on the west footway. The bridge can
be restored to full strength by preventing vehicles from travelling
on this footway.
Other possible strengthening schemes
At the time of writing the following bridges had failed to achieve full strength
Bridge Number Status
Abberton Mill No2 2746 7.5 T, Re-assess using yield line
analysis
Strensham 2761 17 T, Re-assess using yield line
analysis
Comberton Road (Railway) 5366 17 T, 40T if road surface
classified as ‘good’.
Investigate methods of
measuring road surface
quality.
These bridges have not being including in any of the strengthening programmes as it is
expected that they will pass the 40T assessment.
There may also be some strengthening resulting from the assessment of the 110 small
span bridges and Coldfield Drive Bridge.

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210
PRN: Principal Road Network
OPR: Other Principal Roads (more than local importance)
OR: Other Roads
Road Status
538,000 490,000 815,000 1,375,000 1,375,000 1,3000,000 1,300,000 1,300,000
Maintenance Backlog
Post Tensioned
Bridges
Structural Various General maintenance 80,000 85,000 90,000 150,000 150,000
Maintenance
Various 82,000 196,000 500,000 845,000 635,000 125,000
Retaining Walls
Various 264,000 116,000 105,000 75,000
Bridge Strengthening
Special Inspections 50,000 50,000
Bridge Assessment 245,000 400,000 400,000 400,000
Structural PRN General maintenance 65,000 70,000 80,000 100,000 150,000 300,000 380,000 380,000
Maintenance
OPR General maintenance 7,000 8,000 10,000 20,000 25,000 25,000 50,000 50,000
Structural
Maintenance OR General maintenance 120,000 100,000 175,000 175,000 225,000 340,000 420,000 420,000
Scheme Road Work Description Actual and Planned Expenditure
Status
1998/99 1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06
Table 18.2 : Structural Maintenance and Strengthening Programme

Table 18.3 : LTP Programme for 2001/2005
BRIDGES LONGER THAN 1.5 METRES SPAN
Highway Railtrack Rail Property British Other
Authority Board Waterways
Board
Total number
Number still to be
766 65 10 32 8
assessed for
‘40 Tonne’ capacity*
Number already
111 0 0 0 0
assessed and found
not capable of
‘40 Tonne capacity
10 6 1 4 1
Number considered
to need strengthening
Number considered
10 6 1 4 1
to need major
structural
maintenance
Not known Not known Not known Not known Not known
RETAINING WALLS (length to be quoted in metres)
Highway
Authority
Other
Total Length
Length still to be
Not known Not known
assessed for
‘40 Tonne’ capacity*
Length already
Not known (i) Not known
assessed and found
not capable of
‘40 Tonne capacity
0 0
Length considered
To need strengthening
Length considered
Not known Not known
to need major
structural
maintenance
Not known Not known
* This refers to the carrying capacity of 40 Tonnes or 11.5 Tonnes per axle
Authorities should provide individual details of all sc hemes on Primary Route Network and
any other schemes over £1m
Proposed Proposed Estimated Owner of On PRN?
action# start/finish costs structure Yes/No
Bridges
Mitton Investigate On-going Not known WCC Yes
options
Bartchley Brook Strengthen 2001/2002 £150,000 WCC Yes
Comberton Road Review On-going Not known Railtrack Yes
assessment
Individual structural maintenance schemes have not yet been identified
Retaining walls
Individual structural maintenance schemes have not yet been identified
# Proposed action e.g. strengthening, structural maintenance
(i)In accordance with BD21/97, clause 8.5, retaining walls showing no signs of distress have been
assumed to be adequate.
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Chapter 18 – Bridges
212

Road Schemes Major & Minor
213

Chapter 19 Road Schemes Major & Minor
214
Chapter 19 - Road Schemes Major & Minor
The bid for the major schemes of Bordesley and Wyre Piddle Bypass through the
provisional LTP were unsuccessful.
Bordesley Bypass
In the case of Bordesley, the Government Office stated:
"The level of available resources, and likely level of future allocations, will make it difficult
for you to allocate expenditure to Bordesley Bypass whilst maintaining a reasonable level
of expenditure elsewhere. Whilst the allocation within the block is a matter for your
authority, we believe that the objectives and targets of the LTP are likely to be better met
by focussing expenditure in other parts of the County rather than on Bordesley Bypass."
Therefore, the County Council has decided not to take any further action to implement
this scheme.
Wyre Piddle and Upper Moor Bypass
For the Provisional Local Transport Plan Bid (1999) a review of the proposed Wyre Piddle
and Upper Moor Bypass scheme was carried out. It assessed a number of options and
carried out a full NATA appraisal resulting in the recommendation that a slightly
downgraded scheme, which reduced carriageway width from 10 m to 7.3 m, was the
most appropriate solution, and that significant environmental benefits could be achieved
in Wyre Piddle itself, by providing a ‘Bus and Cycle gate’ at the southern end of the
villages to prevent through traffic.
The decision letter on the bid advised:
“We note the strong support for Wyre Piddle Bypass from the local community and the
fact that it was the Council’s only bid. However, when compared with bids for bypasses in
plans submitted by other authorities it does not rank highly when considering the scale of
the problem for the community to be bypassed in terms of volume of traffic and its HGV
content, accident savings and the overall economic benefits. Indeed it is one of the few
bids for major road schemes where the overall economic benefits are in fact negative.
Despite the relatively poor performance of the scheme against others nationally, we are
prepared to accept that the scheme may have some strategic benefits in relation to
strategic traffic management within the Evesham-Pershore-M5 corridor that might justify
its acceptance for funding. Therefore, rather than reject the bypass now it has been
decided to defer a decision to allow this aspect to be given consideration in drawing up
your full plan. At the same time you may also wish to consider whether there are other
potential schemes within the County that would fit in with the overall objectives of your
plan and the relative priorities.”

In order to assist in putting forward an appropriate case to support the strategic value of
the scheme a series of surveys were carried out during April 2000, including two roadside
interview sites, a number of registration number survey sites, traffic counts and journey
time measurements on both of these parallel routes.
A review of the environmental assessment in Wyre Piddle, and an assessment of the
environmental benefits likely to be achieved in Pershore, and the Hampton and
Cheltenham Road sections of Evesham has also been carried out.
The proposed strategic case for the Wyre Piddle and Upper Moor Bypass would involve
designating the existing A4538 route as the A44 primary route. This would be signed as
the main route to Evesham/Cirencester/Oxford from the M5 and Worcester, and in the
opposite direction the route would be signed Worcester/M5.
The existing A44 would be downgraded and changed to local signing for
Hampton/Pershore/Stoulton/Drakes Broughton etc.
This is consistent with Worcestershire’s village speed limit initiative which has led to a
series of speed limits along the old A44. The new route will be fully at national speed
limits.
The long term strategy would be to carry out further improvements along the new A44
including construction of the Chadbury/Twyford link at the Evesham End and the
promotion of the Wyre Piddle Northern Bypass as a developer supported scheme. The
strategic case for this route is that apart from Wyre Piddle and Upper Moor its affect on
villages and towns is less than the existing A44 which passes through the middle of
Pershore, one of 50 significant National Historic Towns. Pershore has scope for limiting
HGV access to those with low environmental impact if and when the legislation becomes
available.
The survey data shows that the route could provide for movements from:
● the M5 (north) to Evesham, the Evesham Vale, Broadway and Oxford;
● significant parts of Worcester and
● from Hereford, Leominster and Central Wales.
Currently, freight movements from the Vale area of Evesham, which serves as a fruit and
vegetable distribution area, use this route to the M5 and the North and could increase in
the future as could use from the industrial developments at Honeybourne. A freight
strategy mitigating the impact of this activity would endorse the designation of this route.
Hill and Moor to the immediate North of Wyre Piddle is currently the County’s major
landfill site which is reached via Upper Moor. This landfill site will remain in use for the
southern part of the County for the next 25 years as part of the integrated plans for
increased recycling measures and proposals for an incinerator in the north of the County.
Consequently heavy vehicles will continue to access this site.
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The proposed Wyre Piddle and Upper Moor Bypass incorporates a junction at George
Lane. There is an agreement with the operators of the landfill site that appropriate works
would be carried out so that this becomes the entry to the site removing traffic from Wyre
Piddle and the minor roads through Upper Moor, when the bypass is built.
As part of the regional Strategic Highway Network the A44 to the south east of Worcester
provides a route in a south easterly direction to Oxford, the south and south east of the
County. It lies between the M40 Birmingham to Oxford route and the A40 Gloucester to
Oxford route and therefore serves an area from Droitwich to Upton upon Severn and
areas to the west from Hereford and Leominster in Herefordshire and Brecon and
Rhayader in Mid Wales.
Between Worcester and Evesham, in this wider context, either the existing A44 or the
A4538 is appropriate and the choice of route is likely to depend on signing or local
knowledge and experience. At present the route through Pershore is signed as the
primary route and is most likely to be used by the longer distance traffic. With the
construction of the Wyre Piddle and Upper Moor Bypass and the improvements on the
A4538 this route could be made significantly more attractive for strategic traffic
movements. Together with designation as the primary route and with appropriate signing
this could ensure it serves as the major strategic link in the network. Details of the survey
results and predicted effects of making this the strategic link in the network are set out in
the study document and are summarised in the table below.
In the context of the New Deal for Transport the route through Wyre Piddle passes closer
than the existing A44 route to Pershore Station and access could be easily achieved to
permit transfer to the train without the need for extra mileage or the need to pass through
sensitive areas. The downgrading of the existing A44 through Pershore and the Hampton
and Cheltenham Road areas of Evesham coupled with the removal of significant volumes
of traffic through Wyre Piddle itself will create the opportunity for measures to be
implemented to assist local movements. In particular, pedestrian and cyclist measures
traffic calming and environmental enhancement will be progressed, making more effective
use of the existing road space for sustainable measures.
The route between Worcester and Evesham is part of the Strategic Highway Network.
The construction of the Wyre Piddle Bypass would enable the traffic movements to be
concentrated on the most appropriate route and lead to benefits to existing communities
on both the existing routes.

INTEGRATION Transfer of traffic from A44 to A4538 conforms with National, Regional and Local Policies including the Worcestershire Deposit Draft
Structure Plan Policy T11, Assessment of New Roads.
TRAFFIC Traffic reductions along the A44 corridor would significantly promote - the public’s perception of increased safety and access, - greater
SEVERANCE integration of the corridor, - community integration, - cycling and pedestrian circulation i.e. safer route to schools, would be achieved
throughout the existing A44 corridor in particular at Whittington, Stoulton, Drakes Broughton, Pershore, Cropthorne and
Hampton/Cheltenham Road, Evesham
TOWNSCAPE Pershore, nationally renowned historic town and tourist centre: 138 Transfer of through traffic would have significant benefit to the
listed buildings in High Street & Bridge Street (A44). Town centre setting, public perception and enjoyment of the conservation area
designated Conservation Area and the listed buildings. Damage from vibration and pollution, from
heavy and non essential through traffic would be reduced.
SAFETY Accidents 1997 - 2000 Pershore: A44 Hampton-Cheltenham Road Transfer would allow a package of
A44 - Total 124 (3 fatal,25 serious,96 slight, ) Accidents 22 Evesham: A44 speed reduction, safety measures
A4538 - Total 58 (2 fatal, 8 serious, 48 slight) (8 involved Accidents 22 and environmental enhancement to
pedestrians) (3 involved pedestrians) be implemented in Pershore Town
Centre
47 111 3 13 0 0 208 839 21 44 66 0
0-1 1-3 3-5 5-10 10-15 15+ 0-1 1-3 3-5 5-10 10-15 15+
INCREASE IN NOISE LEVELS dB(A) L 1018h.
DECREASE IN NOISE LEVELS B(A) L 1018h.
NOISE The predicted transfer of traffic from A44 to A4538 would result in a reduction in noise levels at 1178 properties and an increase at 174
as indicated: A considerable number of residential properties would achieve significant noise reduction benefits.
TRAFFIC Transfer of through traffic from the A44 to the A4538 has been predicted as follows:
TRANSFER A44 - A reduction of 26% at Stoulton and West of Pershore and a 28% reduction West of Hampton
FLOWS A4538 - An increase of 27% at Spetchley , a decrease of 91% through Wyre Piddle (with bypass) and an increase of 29% at Chadbury
TRAFFIC TRANSFER APPRAISAL:
Significant community and safety benefits can be achieved by the transfer of through traffic from the A44 on to the A4538.
SUMMARY TABLE OF SURVEY RESULTS AND PREDICTED EFFECTS
Table 19.1 shows shows a Summary of Survey results and predicted effects for the Wyre Piddle and Upper Moor Bypass.
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218
Other Major County Schemes
Additionally, Worcestershire is continuing the feasibility work, undertaken for last year's
Provisional LTP, into an appropriate strategy for the Wyre Forest. As part of that work, an
investigation into the feasibility of the Stourport Inner Relief Road will be carried out over
the next 12 months, in conjunction with wider sustainability strategies. Should this work
conclude on the appropriateness of the Inner Relief Road, then this will be pursued as a
major scheme.

Core And Non Core Trunk Roads
219

Chapter 20 - Core and Non Core Trunk Roads
220
Chapter 20 - Core and Non Core Trunk Roads
Within the County of Worcester the core network of motorway and trunk roads (shown on
Map 20.1) will continue to be the M5 north south route through the centre of the County,
the M50 at the south of the County to Wales and the West and in the north of the County
the M42 from north of Bromsgrove to the east and north-east of the West Midlands. The
A46 remains a trunk road entering the County south of Beckford from the M5 Junction 9,
bypassing Evesham to the east and continuing north-east towards Alcester.
Non core trunk roads are:
A38 from the M50 to Worcester south
from Worcester North to Droitwich South
from Droitwich South to Bromsgrove South
from Bromsgrove North to Birmingham Boundary east of Rubery
A449 from M5 Junction 6 Northeast of Worcester through Kidderminster to
Staffordshire boundary north of Caunsall.
A456 from Land Oak junction with A449 in Kidderminster to Birmingham boundary west
of Halesowen
A435 Redditch to M42
Negotiations with the Highways Agency (HA) for detrunking of the non core routes and
handover to the County Council are currently under way for the A38. The earliest
possible date could be 1 April 2001 though this is subject to agreement of the interim
routine maintenance grant. Detrunking in April 2002 would coincide with the next
procurement round for the H.A.’s maintaining agency. The A449/A456, particularly in the
Kidderminster, Blakedown and Hagley area, are subject to the currently protected route of
the Kidderminster/Blakedown/Hagley Bypass.
The West Midlands Multi Modal Study will consider the implications for this area, and until
further information is available from this study of likely proposals, a possible date for
detrunking cannot yet be determined.
The A435 is currently subject to a joint study between Government Office for the West
Midlands (GOWM), Highways Agency (HA), Warwickshire County Council and
Worcestershire County Council. The route from Alcester to Gorcott Hill being investigated
has options with respect to Studley and connections to Redditch which were originally
part of the proposed Studley Bypass and Alvechurch Highway Link. The future
detrunking programme will depend upon the outcome of this study. It is expected that the
study process will lead to multi modal proposals that the Council will be able to support.
Capital funding would be an addition to the requirements in this LTP.
In the meantime, the HA have made available to the County the outcome of various
studies on the non core routes. Discussions are being held over safety measures likely to
be implemented by the HA and the likelihood of County support for other schemes as
follows.

On the A449 at the A450 Goldness and the A442 Low Hill junctions traffic signals are
currently being installed as safety measures. The County considers these will supersede
the possibility of major realignment which has been investigated at this location unless the
outcome of the West Midlands MMS recommends otherwise.
A study to provide additional slip roads at Ombersley has been investigated by the HA
and the County will consult on the possibility and pursue if there is local support.
Other measures on the A449 and the A456 currently under investigation by the HA
involve mainly safety measures which are supported by the County Council. Minor
measures identified, which do not constitute safety measures, will be considered by the
County Council for implementation.
Subject to the early detrunking of the A38 the County will consider minor proposals
including the village speed limits not implemented by HA prior to that date, provided
appropriate handover funding is agreed.
For the interim period whilst the Highways Agency remain responsible for the non-core
routes, they are expected to continue to pursue proposals and investigations. The current
proposals likely to be pursued are:-
Location Estimated Cost
A38 M5 junction 5 Lickey End Route £20,000
A38 Naunton Junction £20,000
A38 Fernhill Heath Calming Study £30,000
A449 Ombersley additional slip road £50,000
A456/A450 West Hagley operational assessment £15,000
TOTAL £135,000
The bid through this LTP includes an additional bid for this funding to enable the
Highways Agency to carry out these works during this plan period.
The County Council is involved in the A435 Alcester to Gorcott Hill Study and is likely to
support the study recommendations in the expectation that funding would be in addition
to this LTP. The current position with respect to the study is
A435 Alcester to Gorcott Hill - Joint Statement with
Warwickshire County Council
Brief History & Background
The section of the A435 between Alcester and Gorcott Hill is single carriageway and
carries traffic flows in the order of 20,000 vehicles per day. It passes through Studley,
Mappleborough Green, Coughton and Kings Coughton. A significant length of the road is
of a poor alignment. This creates safety and environmental problems especially in Studley,
Coughton, Kings Coughton and Mappleborough Green.
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222
The Highways Agency recognized these problems and a Studley Bypass Scheme was
designed and the necessary orders made in 1993, following a public inquiry in 1991/92.
The scheme was withdrawn from the National Trunk Road Programme in November 1996,
and draft revocation orders were published on 21st January 1998.
Since the publishing of the draft revocation orders, it has been that this length of the A435
be de-trunked. The Highways Agency therefore decided not to take further action on the
revocation orders until the de-trunking agreement was in place.
It is anticipated that if the proposed de-trunking takes place, Warwickshire County Council
will become the Highway Authority for this length of the A435.
The County Council has expressed concern about accepting the role of Highway
Authority for the A435 owing to the traffic problems.
It has therefore been agreed to carry out a transport study into the options for addressing
these problems, before a de-trunking agreement is entered into.
options are to include improvements to public transport.
The transport study will cost £75,000 or thereabouts and is being jointly financed by
GOWM (£15,000), Highways Agency (£15,000), Worcestershire County Council (£10,000)
and Warwickshire County Council (remainder).
A steering group comprising the local elected member, representatives from CPRE and
the Studley Bypass Action Group and officers from GOWM, HA, Worcestershire and
Warwickshire County Councils, Redditch Borough and Stratford District Council,has been
created.
Selection of Consultant
A brief giving general guidelines of what was required from the study was produced. Six
firms of consulting engineers were invited to tender detailed proposals of how they would
carry out the study for the fixed sum of £75,000.
The quality of the submissions made by the tenderers, was assessed by Officers from
GOWM, HA and Worcestershire and Warwickshire County Councils, and the two which
were regarded as being most suitable selected. These two firms were invited to make a
presentation to the Steering Group after which it was decided to commission Halcrow Fox
to carry out the study.
Progress to Date
Halcrow Fox have carried out the following:
Progressed data collection;
carried out Road Side Interviews (origin and destination);
started to build traffic model and have

facilitated the first workshop to which members of appropriate councils, action groups and
others who together formed a wider reference group were invited. The meeting was
attended by about fifty people and during this, opinions on transport related problems
within the study area were expressed.
An Interim Report containing details of the progress to date, is to be completed later in
June and will be submitted by Warwickshire County Council as a supplement to their
Local Transport Plan; this is supported by Worcestershire County Council.
Next Stages
The problems are currently in the process of being identified and objectives being
confirmed. This will lead to initial options being identified.
A second workshop to which members of the Wider Reference group are to be invited, is
to be held on July 4th. The purpose of this workshop will be to establish the main options
which will then be subject to further feasibility work.
A Public Exhibition, at which the main options will be displayed and comments sought, will
be held in September.
Halcrow Fox will prepare the Final Report for completion by the end of October 2000.
The Highways Agency have indicated their interest in the investigations into a possible
Norton Parkway Station as this could have implications for park and ride reducing M5
commuter traffic and are included in the study group.
The possibility of a park and ride site at Frankley Service Station has been suggested
and would involve the Highways Agency and Birmingham City as well as Worcestershire
in considering any application which would require a full transport and environmental
assessment of the implications.
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224

Other Transport Studies
225

Chapter 21 - Other Transport Studies
226
CHAPTER 21 - Other Transport Studies
The impact of the following studies will be incorporated in the evolving strategy.
The West Midland Multi-Modal Study is currently underway, which will address congestion
and environmental problems in and around Birmingham and in the Black Country by
consideration of a wide range of measures including those already being taken forward in
the metropolitan package. This study will address the implications of the abandoned
Kidderminster - Blakedown - Hagley Bypass (KBH) in this County and the linked County
scheme Kidderminster Southern Bypass, the lines of which are to remain protected until
the outcome of this study is known.
Studley Bypass / A435 scheme has been abandoned and the line protected. This scheme
falls within Warwickshire but includes a link road (the Alcester highway link) which falls
mainly within Worcestershire. The decision on the future of this scheme, or alternative
measures lies with the local authorities subject to compatibility with Regional Strategy. A
joint study is to be led by Warwickshire to consider the options with respect to the
scheme.
Network Hierachy
A review of the network hierarchy is currently being undertaken. This will focus on
achieving an appropriate balance on the use of the network, paying particular regard to
walking, cycling and public transport modes and their priority over the private car in
appropriate circumstances.

Worcester City Package
227

Chapter 22 - Worcester City Package
228
CHAPTER 22 - Worcester City Package
Introduction
The Local Transport Package for Worcester emerges from the Worcester Integrated
Transport Strategy. This Strategy has been successful in setting the foundations for the
Worcester City Package and has achieved notable progress since its formulation in 1994.
The Worcester Integrated Transport Strategy, which aims to reduce the reliance on the
private car, has been a balanced transport strategy using a number of tools applied
wherever possible in unison. Its vision statement is:
To make Worcester's transport system more sustainable and to help to improve the
economy and environment of the city for the benefit of residents, visitors,
employees and businesses.
The strategy has been established through a process of widespread consultation and this
strategy was re-affirmed in Autumn 1997 following a survey of City Households.
Consultees included, residents, workers, City and County Councillors, Parish Councils,
neighbouring District and Parish Councils, formally constituted bodies i.e. Civic Society,
and local representatives of national pressure groups i.e. the Ramblers.
Package Outline
The Worcester City Package builds upon the valuable work carried out under the Package
Bid arrangement and sets out a five year plan that aims to complete, subject to
successful bids, the major initiatives designed to reduce car use and encourage more
people to cycle, walk, car share or principally use public transport.
Whilst the Worcester City Package has its roots in the Worcester Integrated Transport
Strategy (WITS) it has evolved in line with the White Paper on Integrated Transport to
include new initiatives such as:-
● Public Transport Strategy - within the context of the Countywide LTP elements
● Interchange Audit - “ “ “ “ “ “ “ “
● Extension of partnership working
● Extended Bus Quality Partnership
● Involving neighbouring Parish Councils in Consultation
● The establishment of the Clear Zones concept for reduced pollution
● Audits of all major planning applications for pedestrian, cycle access and access for
people with disabilities
● Proposals for Decriminalisation of parking enforcement
● Speed management schemes
● Company Travel Plans for County Council, City Council and other major employers
● Promotion for social inclusion
● The establishment of quiet roads
● Air Quality Action Plans
● Proposals for continued public consultation
● Proposals for modifying the Local Plan
● Road Traffic Reduction proposals
● A Walking Strategy and
● The establishment/expansion of Historic Core Zones

The WITS is a balanced strategy which does not rely on one initiative to achieve the basic
aim of reducing reliance on the private car. This strategy has been broadened in the light
of the Government's White Paper on Integrated Transport to include a number of new
initiatives. The WITS can be broken down into a number of individual toolboxes, such as
cycling, walking, public transport, parking, etc. And sub split again into tools under each
heading such as bus priority, bus stop/interchange improvements, bus fleet renewal, bus
gates, park and ride, etc. beneath the public transport heading.
In terms of effectiveness, public transport, particularly the bus, is seen as the greatest
potential contributor to reducing reliance on the private car. The effectiveness of many
sustainable transport initiatives is not fully realised until restraint on car use can also be
applied. As a consequence, parking restraint is seen as essential to the success of public
transport and much of this restraint can only be fully applied in the City Centre and its
suburbs by the introduction and Park and Ride facilities at or near the City boundary at
three sites as a minimum. The introduction of Park and Ride as an effective alternative for
travellers from the rural hinterland also provides the necessary displacement parking to
allow full introduction of residents parking schemes which will require effective
enforcement powers through the decriminalised parking regime.
The Package Area
Profile
The Cathedral City of Worcester lies on the River Severn some 30 miles south west of
Birmingham and surrounded by an extensive rural hinterland. It has grown to become a
very important regional retail, employment and administrative centre attracting trips from
the whole of Worcestershire and beyond. Tourism also contributes greatly to the economy
of this historic City and it is important to the continued success of this industry that
convenient access to the City Centre is maintained and its environment is preserved.
Worcester has a population of over 94,000 people living in about 39,000 dwellings. In
1995 the Census of Employment recorded a total of 41,350 jobs in Worcester of which
31,800 were in the service sector and 8,450 in the manufacturing sector.
In 1991 Worcester City residents had access to 31,289 cars. Car ownership levels across
the whole City were relatively high with almost 70% of households having access to at
least one car.
The scale and diversity of the 'High Street retailers’ means that the City competes in
shopping and employment terms with other cities and towns of a similar nature. Such
competition extends to Cheltenham and Gloucester in the south, Stratford-upon-Avon in
the east, and Birmingham and Merry Hill in the north.
The rural population surrounding the City of Worcester has a very large influence on its
traffic problems and also on the type of solutions that can be employed to offer realistic
alternatives to the car.
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230
Local Policy Background
The Development Plan Framework
The Structure Plan for the former county of Hereford and Worcester (1993) and the City
of Worcester Local Plan (adopted 1998) were of principal relevance in developing the
Worcester City Package. The City of Worcester Local Plan which was formally adopted on
4 March 1998 includes a specific chapter on Transportation and develops some 28
policies designed to control the development of the City in line with the aspirations of the
Worcester Integrated Transport Strategy. Whilst some policies have attracted national
interest by being cited within PPG13: A Guide to Better Practice, others also have equal
importance in enabling a balanced strategy to be achieved.
Policies currently included in the Plan seek to reduce car use in the City through the
control of parking and the restriction of further provision of private non-residential parking.
The City Council continue to review the supply of car parking based on the principles:
● that the number of long/medium stay spaces in the City Centre be reduced in
conjunction with the provision of a Park and Ride bus based transportation system
located on the edge of the City following a comprehensive study
● that the number of spaces available for a stay of over 4 hours be reduced as a phased
process, to encourage a diversion to public transport, Park and Ride and cycling
● that the number of spaces available for a stay of less than 4 hours be regulated
according to demand (measured by usage levels) and combined with Park and Ride
● that any current City Council public surface car park sites will be considered for
redevelopment provided that the transport needs of current users can be
accommodated by other means.
Package Objectives
The Worcester City Package has 12 specific objectives which fit within the overarching
LTP objectives which are designed to work together to produce a clean, safe and
pleasant environment. The promotion of social inclusion by a wide variety of integrated
quality transport alternatives to the private car supported by a wide cross section of the
community including the mobility impaired, is another objective. In this way the reduction
in car use will not reduce accessibility or have detrimental effects on the economy, vitality
and viability of the City. This broad objective is achieved by the following specific
objectives:-
Environment
● WP1 - to seek to reduce energy consumption and air pollution by encouraging greater
use of public transport, cycling and walking
● WP7 - to enhance the environment of the City for both residents and visitors
● WP9 - to increase the proportion of short trips made on foot or by cycle, for the benefit
of the environment and people's health

Safety
● WP2 - to reduce road danger
● WP11 - to reduce crime and fear of crime through better design and increased public
presence
Economy
● WP8 - to enhance the commercial viability and vitality of the City without
compromising the environment
● WP10 - to reduce the need to travel in the longer term, by the co-ordination of land
use planning with transport
Accessibility
● WP3 - to improve the attractiveness and convenience of public transport, cycling and
walking
● WP4 - to ensure people and goods can gain access to existing and potential
employment, education, shopping and leisure facilities by appropriate means
● WP5 - to improve access for people with mobility difficulties and seek to provide social
inclusion
Integration
● WP6 - to make the most efficient and sustainable use of the existing transport
infrastructure
● WP12 - to strive towards the concept of seamless journeys
Package Targets
The local monitoring survey carried out in 1997 (Table 22.1) indicates a snap shot of
mode splits into the City. Analysis of the local survey data will be used to indicate success
in achieving the objectives of the Plan. To focus efforts on achieving the objectives,
several specific targets, based on the 1997 monitoring data, have been set out below:-
● To reduce the proportion of journeys to work made by car in the City by 2005 to its
level in 1997
● To double cycle use by 2005 from its level in 1997 and to double it again by 2011
● To achieve the same average journey time, including scheduled stops, for buses on
bus priority routes as for other vehicles
● To achieve an increase in bus and rail patronage over the Plan period
● To reduce casualties in Worcester in line with the County's new target of reducing the
annual number of fatal and serious road accident casualties by the year 2005 to less
than 400 and reduce the total number of casualties for the whole County to not more
than the 1993 average
● To reduce the levels of airborne pollution caused by vehicle emissions from its 1991
level, and to ensure that Air Quality Action Plans are instigated within the plan period
for all monitored sites where recorded pollution exceeds Air Quality Directives
● To achieve the agreement of major employers in the City (over 250 staff) to adopt
Green Commuter Plans such that by the end of the Plan period the majority of the
above employers have adopted some aspect of Green Transport Initiatives
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● To achieve 15% modal shift in school journeys from the car to sustainable forms of
transport at schools which have been treated under the SRTS project within 3 years of
scheme implementation compared to the situation at the school prior to work
commencing
● To seek to reduce the volumes of non-sustainable traffic as part of the National
Targets under the Road Traffic Reduction Act by the means set out above
● To increase the modal share of walk journeys from 8.6% to 13% (based on 1997
monitoring data)
Actual (1997) Proposed (2005) Proposed (2011)
Mode Trips Split Trips Split Trips Split
Pedal Cycles 149 1.5% 315 2.8% 630 5.1%
Car Drivers 4175 42% 4175 36.8% 4175 33.5%
Car Passenger 792 8% 900 7.9% 810 6.5%
Motor Cycles 51 0.5% 52 0.5% 70 0.6%
Pedestrians 849 8.6% 1364 12% 1629 13.1%
Buses 2456 25% 2946 26% 3326 26.7%
Trains 900 9% 975 8.6% 1118 9.0%
*Other 535 5.4% 625 5.5% 696 5.6%
*Total Trips 9908 11352 12454
*NRTF medium growth figure used to increase trips
Table 22.1- Worcester City AM Peak Inbound - Local Monitoring Data (1997)
Problem Definition
Worcester suffers from significant transport problems which are gradually being
addressed. The principal issues are summarised below:
Public Transport Bus
● physical restrictions of an historic infrastructure limit the road space reallocation
opportunities
● vehicles caught up with general congestion
● poor access to buses for the mobility impaired
● lack of through ticketing
Public Transport Rail
● the City is bypassed by the Birmingham/Bristol main-line
● inadequate signalling and lengths of single track line limit the existing line capacities
● both City stations require major upgrading/refurbishment works and better bus
integration
Public Transport Integration
● accurate information on the full range of services available is not easily accessible by
the public

Traffic Impact on City Centre
● abuse of Pedestrian Priority Zone Traffic Regulation Orders (enforcement is a low
police priority)
● the inner ring road causes severance, acts as a barrier to pedestrian movement and
congestion adds to airborne pollution
Traffic Impact on Residential Streets
● congestion on radial routes forces commuters to rat-run in residential areas
● City centre parking restraint can displace commuter parking into adjacent residential
streets
Traffic - Strategic Routes
● effectiveness of partial orbital route to remove through traffic from the City centre is
currently limited by inadequate signing, and the fact that certain single carriageway
sections of the orbital route are operating at capacity
Pollution
● Despite meeting the target levels by 2003, pollution levels can still cause concern
within parts of the City Centre.
Social Exclusion and the needs of the mobility impaired
● whilst the new bus fleet has brought improvements, access on/off buses and
pedestrian problems on routes between bus stops and destinations still create barriers
Walking
● walkers are not positively encouraged compared to other modes, and suffer from
indirect, inconvenient routes and crossings (where they exist) and a lack of
comprehensive signing
Cycling
● many routes are incomplete at points where hazards to cyclists are greatest
● narrow City streets and poor levels of maintenance funding can create hazards for
cyclists
● the need to consider and remove pedestrian conflict on cycle routes complicates
design and delays progress
Road Safety
● sites which may not be an accident cluster site but at which there is a perceived
danger can discourage cycling and walking and therefore require appropriate
treatment
Journeys to School by Car
● these trips substantially contribute to congestion in the weekday morning peak hour
● children's health suffers due to lack of exercise and an increase in airborne pollution
Tourism
● many tourists arrive by car to attractions which do not have their own car parks
● promotion of tourism through more sustainable means i.e. coach travel suffers due to
a lack of adequate coach parking
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Parking
● residential streets suffer from on-street commuter parking
● enforcement of traffic regulation orders receives low priority from the police
Package Strategy: Restraining Car Use
The road network in Worcester is overloaded in peak periods and continuing growth in car
traffic causes unacceptable levels of adverse environmental impact, pollution and delay.
To prevent this, a greater proportion of trips will need to be made by public transport,
cycling or walking and the overall demand for travel will need to be reduced. The strategy
recognises that such a shift in behaviour will not be achieved by merely improving
alternatives to the private car. Ideally, high quality pedestrian and cycle routes and bus
services as alternatives to the private car should be available in advance of the
introduction of severe restraint. However, it is recognised that in order to achieve the
objectives of the strategy it is necessary to begin to restrain car use now.
Parking Policy
Parking policy is the most important and currently available method of restraining car use
in the City. It is proposed to introduce measures to make off-street parking less attractive,
particularly for Long Stay use. Long Stay charges in City Council controlled car parks will
be increased, year on year, above the rate of inflation such that they will be at least
double the level that they were in 1995 by the time the Plan has been fully implemented.
In addition it is proposed to
continue to review the structure
of charges imposed and the mix
of long and short stay spaces,
during the Bid year. In order to
further reduce the
attractiveness of car
commuting, whilst improving the
environment of residential areas
close to the City Centre, the
phased introduction of
Residents Parking Schemes
has commenced.
Land Use Planning
The Local Plan process has a very large part to play in any Integrated Transport Strategy
if it is to be successful. The City of Worcester Local Plan, formally adopted in March 1998,
weaves the Worcester Integrated Transport Strategy throughout its policies. Most
noteworthy are policies TR13 and TR14 which deal with Private Non Residential Parking.
Here the City Council adopts a restraint policy with commuted sums payable through
Section 106 Agreements, to be used towards alternative transport facilities. In addition to
parking policies, the proposed location of development is guided by the principles of Draft
PPG13 to ensure co-ordination with the transport infrastructure.

Reducing Roadspace Available To General Traffic
Several schemes have been implemented in the City, which have effectively reduced the
amount of roadspace available to the private car. Perhaps the most obvious example of
this has been the extensive pedestrian priority areas (in excess of 1.5 sq. Km) of the City
Centre which by restricting or excluding cars, at certain times, has created an attractive
and safe environment for shoppers. The bus priority measures introduced as part of the
Package in Lowesmoor and Barbourne have reduced the road space available to general
traffic whilst providing significant benefit for buses. In addition, footway widening has
been carried out on Croft Road and in The Cross to assist pedestrians and cyclists.
Further proposals to assist pedestrians and cyclists will be implemented through School
Travel Plan initiatives and through individual schemes to widen substandard footways, or
introduce footways where none exist.
Park and Walk
In furtherance of the aim of reducing the reliance on the private car and increasing the
proportion of all journeys made on foot, the City Council will also pursue in the Medium to
Long Term a policy of Park and Walk. This will involve relocating City Centre car parks
further from the centre whilst offering a convenient, connected, convivial, conspicuous
and comfortable route on foot from the car park to the City Centre.
Park and Ride
Park and Ride is seen as a critical element in the overall Worcester Integrated Strategy.
Its implementation improves the potential success of many other elements of the strategy
such as Residents Parking Schemes, Decriminalisation of Parking etc, and allows the
introduction of full restraint policies to take place.
The design of the sites will be in accordance with the Good Practice Guide produced by
the English Historic Towns Forum with the emphasis on quality and security. In order to
minimise abstraction from parallel bus services yet maintain a competitive fare system to
attract users, the charging system will be carefully considered. City Centre car parking will
be modified to deter stays over 3 to 4 hours in favour of using Park and Ride.
Bus Quality Partnership
The Bus Quality Partnership which involves approximately 98% of the services operating
in the City seeks to focus actions by the various partners to achieve realistic results within
their own particular areas of responsibility.
● The County Council will implement further bus priorities on the radial routes and,
introduce further advantages to buses at signals and enforcement by rising bollards.
● The City Council will concentrate on improved shelters and access routes, and assist
in the design and construction of the above schemes.
● The Bus Companies will ensure adequate staff training, improving the quality of
vehicles, and where bus priority reduces delay, increased frequency of service.
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236
Bus Lane / Priority Policy
The City and County Councils are committed to the improvement of public transport in
Worcester and through the Quality Partnership Agreement will introduce bus priority
schemes to enable public transport to offer a consistently fast and reliable quality service
to the public. Whilst cyclists are encouraged to use bus lanes, the current policy is not to
allow their use by taxis and motorcycles, but this will be kept under review annually.
Social Inclusion
The transport infrastructure of the future will be designed so that all people, including both
the mobility impaired, those on the lowest incomes and those living outside urban areas,
will have convenient access to all forms of transport and services. This will be achieved
through:
● Design for all facilities being inclusive of all disabled persons as far as practicable;
● The concept of seamless journeys will be pursued such that every element of a trip,
including transport interchanges, are considered and
● Transport accessibility will be improved to more remote areas such that a minimum
level of service may be achieved.
Evaluation
Each scheme selected for inclusion in the Package has been carefully considered to
ensure that it will contribute to achieving the objectives. To assist in this process, a
framework has been produced for each scheme to identify the likely benefits and
establish clear links to the objectives. This framework will be used to focus the monitoring
undertaken over the Package period and has been used to construct critical causal chain
diagrams. (These are shown in the full document). Causal chain diagrams which
represent the strategic proposals of the Package have been prepared for:
● Pedestrian Facilities
● Safer Routes to School
● Cycle Facilities
● Park and Ride
● Demand Management
● Bus Measures
● Environmental Measures and
● Rail Measures.
These diagrams identify a number of benefits which
will arise from the implementation of the Package.
They include:
● Less traffic congestion
● Improved health of residents
● Fewer accidents
● Improved environment
● Less air pollution
● Improved business/trade/economy/employment
● More reliable public transport
● Improved accessibility
● More walking and cycling and
● Increased Public Transport patronage.

Monitoring
Monitoring of the plan will include both factual and perception monitoring. Factual
monitoring will concentrate on the collection and collation of statistical information which
will be assessed against set targets. In order to do this, performance indicators will be
identified. Perception monitoring will concentrate on survey/consultation where opinions,
views and preferences will be used to identify future directions for action.
It is also important to monitor not only local but regional and national trends too, in order
to determine how successful a particular strategy has been and what, if anything, needs
to be modified for future years. An assessment based on 'value' is also important, and it
will be necessary to compare levels of expenditure to benefits achieved, again to identify
modifications required to the strategy. The monitoring is shown in greater detail in Section
‘Monitoring & AST.’
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Northern Towns
239

Chapter 23 - Northern Towns
240
Chapter 23 - Northern Towns
Introduction
The District Council areas of Wyre Forest, Bromsgrove and Redditch border on the West
Midlands Conurbation and there are significant cross border links. Many residents in
these areas work in the West Midlands and rely on services and supplies from there.
There are tourist attractions in these areas that serve the wider population of the West
Midlands and many residents of the three districts were originally from the West Midlands
area. Parts of Bromsgrove eg Hagley, Rubery and Wythall are immediately adjacent to
the boundary which blurs the edges of the conurbation.
The Rover Factory at Longbridge straddles the boundary and provides an employment
base in Bromsgrove. Associated industries linked to the motor trade are located
throughout the County with a concentration in the northern areas of the County.
The New Deal for Transport ‘Better for Everyone’ is not anti-car but seeks to promote a
real choice in transport modes including the use of the car in appropriate circumstances.
In view of the historic association of the West Midlands and the existing employment
linkages, there is concern that the balance is maintained and does not lead to an
economic downturn.
The ‘Easilink’ public transport initiative includes the development of a new interurban, high
quality, easy access bus service linking Kidderminster, Bromsgrove and Redditch. The
service is being tailored to meet the needs of a range of users, including workers,
shoppers, hospital visitors and students.
In order to promote service integration, through ticketing and a variety of fares initiatives
are being developed
Redditch
The Borough of Redditch has developed as a new town over the last 25 years. For the
most part, it developed an infrastructure along the lines of the original concept – parts of
the old town still exist, in the familiar traditional layout, but where possible this has been
incorporated into the strict road hierarchy and segregated public transport bus system.
The centres of Astwood Bank and Feckenham form the other major developments in the
administrative arm of Redditch.
The development of Redditch as a new town was to provide a self contained town to
serve the expanding population of the West Midlands. Many of the residents are now
second and third generation migrants from the conurbation but there is still a strong link to
the West Midlands where there may remain family ties. Employment opportunities in
Redditch provide for the majority of the population, but there is a significant number of
employees travelling from the West Midlands, or elsewhere in Worcestershire, to work in
Redditch and a greater number travel out from Redditch to work, particularly in the West
Midlands conurbation.

The transport links to Redditch provide a major highway connection:-
● to the north via the A435 and A441 to the M42 and on into Birmingham
● to the west via A448 to Bromsgrove and the M5
● to the south via A44 towards Worcester and Evesham and
● to the east via A4189 to Warwick and via B4089 to Studley.
Redditch is the terminal point for rail services to Birmingham New Street and provides a
regular service. This forms part of the transport corridors study as part of the Regional
Planning Guidance to be considered for future growth in population utilising spare
capacity and strengthening the role of public transport. The other rail corridors
considered were:
● Birmingham, Stourbridge, Kidderminster, Droitwich, Worcester, Malvern;
● Birmingham Bromsgrove, Droitwich, Worcester, Malvern;
● Worcester, Pershore, Evesham, Honeybourne and the
● North Warwickshire line which briefly enters this County at Wythall.
The West Midlands Unitary Authorities in preparing their Local Transport Plan (LTP)
submission, have pursued this corridor approach within their area and are promoting a
‘package approach to corridors’ (see under Bromsgrove for further details).
The proposal to build a Bordesley Bypass to link Redditch to the Alvechurch Bypass is no
longer proposed as a County promoted scheme following the decision letter to the
Provisional LTP. However, possible measures may arise in future in association with any
major development to the north of Redditch. Minor improvements have been carried out
including signals at the junction with the B4101, Dignall End Road, and measures are
currently proposed through Bordesley to carry out essential maintenance and minor
mitigation measures to provide for local residents.
Redevelopment proposals within the Redditch Kingfisher Shopping Centre are currently
under discussion and will involve the reconstruction of the existing Town Centre Bus
Station. This is being linked with a Bus Quality Partnership for Redditch which covers the
whole of Redditch but will pursue a corridor approach to upgrading existing bus service
provision over the next five years.
During the reconstruction of the Bus Station, buses will temporarily be moved to Church
Green West area and then move back into the Bus Station – measures to pedestrianise
this area and improve surface level links to the rail station will be implemented. Funding
for the County Council’s contributions to the Bus Quality Partnership is included in this bid
document.
The County Education Directorate have carried out a Strategic Review of schools in
Redditch to rationalise the provision in the light of falling pupil numbers. This is likely to
result in the closure of certain schools and concentrations of pupils at the remaining
schools, which in the early years, will result in transfer. The Transport Section worked
with Education in analysing the affects of school closure, as part of the analysis of options
and has subsequently carried out a Safer Routes to School study of those schools
remaining. As a first stage in assessing necessary works, which will be in greater demand
where pupil transfer occurs, funding for these proposals is included in this bid and is
explained further in the section on Safer Routes to School.
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The Detrunking of the A435, most of which falls within Warwickshire, is referred to
elsewhere in this report as is the joint study being carried out with Warwickshire, the
Government Office for the West Midlands and the Highways Agency into the Alcester to
Gorcott Hill study. The study results from the loss of Studley Bypass and the associated
Alvechurch highway link, originally a Highways Agency proposed trunk road scheme.
Structure plan proposals for growth in Redditch require sites for the provision of 1550
houses between 1998 – 2011 to be identified which should include Brownfield sites not
currently approved. The detailed site identification will be part of the review of the Local
Plan which will be required to take account of the sustainability aspects including
transport, in identifying suitable locations.
Wyre Forest District Council
The provisional LTP included a package bid for the Wyre Forest area incorporating the
Towns of Kidderminster, Stourport on Severn and Bewdley. It also made provisional
identification of the problems with the more rural parts of the District.
The Strategic Transport proposals for the area are currently awaiting the outcome of the
West Midlands multi-modal study. This study is required to take account of the effect of
A449/A456 being detrunked and the Kidderminster Blakedown Hagley Bypass
abandoned as a Trunk Road scheme, with the associated Kidderminster Southern
Bypass, a County scheme, directly linked to the major trunk road proposal for many
years.
The package bid identified a number of interim measures related to cycle, walk, pilot
Safer Routes to Schools and an initial proposal at Kidderminster Station which could
continue in advance of the outcome of the WMS without detriment. Some of these
measures are now being pursued in advance of the WMS. In addition, a Bus Quality
Partnership forum has been established to take forward an enhancement of services
linked to a proposed new bus station which is to be funded by developers as part of the
Kidderminster Town Centre development.
The Wyre Forest Package document sought to identify problems through consultation and
discussion. These are summarised below, together with an indication as to how these are
being addressed over the next five years of the Local Transport Plan, in the context of the
overall objectives relating to the whole plan.

Problems
Public Transport – Bus
The bus network fails to adequately serve
the population of the area major problems
identified were:
● Unreliable - due to congestion on parts
of routes
● Irregular particularly in rural areas
● Low quality vehicles
● Poor quality and lack of facilities in
Kidderminster Bus Station
● Poor information
● Expensive fares
● Uncompetitive run times particularly to
West Midlands
Public Transport – Rail
Difficult junction for vehicles entering
station forecourt
Poor disabled access to and between
platforms
Route from station to town centre via hill
through subways undesirable
Bus access to station limited
Poor station facilities
Car parking, fully utilised
Traffic Impact on town centres
Widespread concern about impact of high
levels of traffic on historic centres of
Stourport and Bewdley, and Radial
Routes in Kidderminster, particularly:
● Stourport Road A451
● Comberton Hill A448
● Horsefair A456
Traffic Impact on Residential Areas
The effects of children being taken to
school by car and the use of minor roads to
bypass congestion reducing the quality of
life in residential areas, in particular:
● Hurcott Road
● Birchen Coppice
Table 23.1
Proposals
A Bus Quality Partnership arrangement has
begun with a view to all participants signing
up to an agreed programme of works which
will include:
● A new bus station
● Bus priority measures to overcome areas
of major congestion
● An agreement with Bus Operators mainly
First Midland Red to replace vehicles
● Improved information as part of the
regional measures to meet the One Stop
information line.
Associated with local development
proposals a junction improvement is
proposed with signal control. Liaison with
the rail operators is being pursued to
upgrade station facilities. The Bus Quality
Partnership will seek to achieve better
access which could reduce demand on car
parking; the introduction of parking charges
will encourage bus use and private funding
towards station improvement measures.
Proposals to reduce the ease with which
traffic passes through Bewdley will be
further investigated so that measures can
be implemented to improve the
environment of the town centre by diverting
unnecessary traffic onto the Bypass. In
Stourport a study is to be carried out to
assess opportunities for town centre
enhancement by rerouteing traffic with and
without the Inner Ring Road (see section
on Inner Ring Road).
Measures such as SRtS and traffic calming
where appropriate will be considered in the
context of the whole area - diverting traffic
from one unsuitable road to an equally
unsuitable road is not appropriate
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Bromsgrove
Bromsgrove District Council area incorporates not only Bromsgrove Town, but a number
of settlements and towns some of which are immediately adjacent to the Dudley,
Birmingham and Solihull Boundary.
The Provisional LTP Bid identified North Bromsgrove schools as a package Safer Routes
to School area for early implementation. The settlement has enabled work to begin on
detailed design and consultation with respect to proposals, some of which are linked to
work being carried out on the Millennium cycle route.
The Interurban road and rail links passing through Bromsgrove are likely to be considered
as part of the Multimodal Study which is likely to support improved rail use.

Rural Worcestershire
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Chapter 24 - Rural Worcestershire
246
Chapter 24 - Rural Worcestershire
The rural areas of Worcestershire represent different challenges for the provision of
sustainable transport. The dispersed nature of small settlements, the lack of local facilities
and employment opportunities, and the difficulties of providing public transport services,
all lead towards the use of the private car as the dominant mode of transport.
A package of measures will evolve throughout the 5-year LTP period, which provide
realistic opportunities for sustainable transport in the rural areas. These will primarily be
promoted through the Integrated Public Transport Strategy, Bus Strategy Freight Strategy,
Walking Strategy and Cycling Strategy.
Village Speeds Initiative
The County Council is currently implementing a Speed Limit Strategy that will result in
new speed limits in villages throughout the County and enhance the quality of life in rural
Worcestershire.
The policy of the previous Authority, Hereford and Worcester County Council, was to
adhere fairly closely to the speed limit criteria produced by the Department of Transport
(DoT). Although the criteria were commended to Local Authorities for use on roads for
which they were responsible, it was for the Authority to decide whether or not to use the
guidelines on local roads.
The County Council has taken the initiative of introducing new speed limits in the County
villages based on the presumption that 30 mph is the appropriate limit in most cases
without strict adherence to DoT justification criteria. £1 million has been allocated by the
County to implement the strategy and over the next 3 years the villages in the County are
being given the option of having a 30 mph speed limit introduced.
The needs and expectations of the local community take precedence over the passing
motorists and the strategy is seen as a way of reducing speeds and road casualties
without imposing uncharacteristic measures. It is anticipated that a County Wide approach
will make a positive contribution to speed reduction in the County, with the minimum of
signing at entry points and without extensive ‘gateway’ treatment, physical traffic calming
or sign clutter.
The initiative is being introduced on the basis of continuous routes so that people living in
an area with a speed limit would respect the need to reduce their speed when driving in
other communities. The whole of the village will be included in the limit, not just the
through route. On this basis, responsibility for implementation has been given to the
Highways Partnership Units (HPU’s). The strategy has initially been progressed in
Wychavon and is currently being simultaneously developed in Malvern and Wyre Forest
and is imminent in Bromsgrove.
Quiet Lanes
In conjunction with the Village Speed Limit Strategy, the County Council are identifying a
network of Quiet Lanes in accordance with Countryside Agency Guidance to make rural
roads safer for travelling by foot, horseback or cycling.

A very high proportion of the county is rural land. The County believes that the ‘Quiet
Lanes’ initiative has a valuable role to play in delivering benefits to those who live, work
and travel in the countryside. As well as increasing travel choice for those who do not
have access to the car. The aim of this initiative is to ensure that motorised and nonmotorised
alike feel comfortable in using rural roads, creating a viable network for all
forms of transport. This accords entirely with national and local policy objectives of
improved accessibility for rural areas and increase in modal choice.
HPU’s and Parish Councils have advised on those roads within their areas which are
suggested as possible Quiet Lanes. Map 10.1 shows the location of these sites and these
are listed in Appendix 10a.
The type of measures to be deployed as part of the ‘Quiet Lanes’ initiative include lower
speed limits (encompassed as part of the County Council’s 30 mph Village Speed Limit
Initiative), modest engineering measures (such as road narrowing, sensitive landscaping
and special surfacing) and local measures to encourage other forms of transport to the
private car. These measures will be tailored to suit the local environment, and will be
delivered in close consultation with the individual local communities.
It is anticipated that similarly to national pilot studies, local pilots will be undertaken at 3
different sites within the County to identify appropriate engineering measures, and aid
essential consultation, before undertaking a County wide implementation programme
during years 3 to 5 of this LTP, with the aid of the Parish Councils. It is envisaged that
Quiet Roads measures can be implemented in parallel with villages where the Speed
Limit initiative is being introduced and the additional funding for the measures will be
sought through the LTP. Discretion will be given to the HPU’s to decide which roads would
be best suited to being developed from the nominations gathered from Parish Councils
and HPU’s previously.
The Joint Worcestershire Health and Public Transport Initiative
(JWHPT)
The JWHTP working group is keen to promote better transport provision across the entire
County. The initiative encompasses all types of public transport, ranging from mainstream
bus through to social car and shared taxi services. The key inter-urban services will be
enhanced and high quality rural interchanges developed in key villages on the routes.
Social car, demand responsive taxi services and community minibus services will be
developed to link at these interchanges, offering guaranteed connections and through
ticketing. To address issues of social exclusion resulting from distance, such as travel
cost, fares initiatives will be developed
Car Clubs
The Community Council is currently investigating the potential for piloting a Rural Car
Club scheme. The scheme would be similar to the City Car Clubs of Edinburgh and other
European cities. However, a rural car club will be addressing the issue of social exclusion
experienced by those without access to a car in more isolated areas. If the pilot proved
successful there is scope to develop a County-wide scheme and provide a more
comprehensive scheme with greater flexibility for the car club member.
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Essentially a car club is made up of a number of people who are the joint owners of a car
e.g. ten people to one car. The car club members can then book the car for a number of
hours, arrange to pick up the keys, carry out their journey and then return the car. There
are also favourable rental arrangements for those requiring a vehicle for a long term loan
e.g. for a two week holiday.
Setting up such a scheme requires significant investment in I.T. with a computerised
booking system and Smart card technology as well as the purchase of the vehicle. There
are then the ongoing costs of administering and marketing the scheme.
Public consultation will be carried out to determine the most suitable village to carry out
the pilot based on the amount of interest expressed.

Wider Policy Areas
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Chapter 25 - Wider Policy Areas
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Chapter 25 - Wider Policy Areas
Social Inclusion
Social inclusion is an integral component of the Worcestershire LTP. Key objectives of the
LTP are:
● To ensure transport facilitates the social inclusion of all the County's residents and
● To maximise the independent mobility of vulnerable transport users with particular
regard to children, the elderly and the mobility impaired.
Inherent within all of the Package documents, are measures to promote social inclusion.
The ability of the bus to penetrate almost all residential areas means it takes a leading
role in removing social exclusion.
Worcestershire County Council are progressing innovative rural schemes to improve
accessibility for those without access to a car. One such scheme is 'Kick-start' aimed at
helping individuals that have problems accessing employment and training. This scheme
currently only operates in Wychavon, but is to be expanded throughout the County in
conjunction with the Employment Service, District Councils, the Chamber of Commerce,
the Rural Development Commission and the Community Council.
Rural transport problems require flexible solutions. The diverse needs of rural
communities cannot always be met by regular conventional bus services. The County
Council is exploring schemes such as taxi-buses and post buses to strike a balance
between community car, dial-a-ride schemes and a conventional bus service, and are
investigating IT solutions to optimise the provision.
Even with greatly improved public transport links, community transport initiatives will
continue to be necessary to provide transport for passengers who cannot use a
conventional service. The County Council sees community transport as complementing
the public transport network.
In providing a socially inclusive public transport system, consideration must be made to
ensuring that it is affordable to all. Through partnership agreements the County Council
will encourage public transport operators (bus and rail) to provide at least half price fares
for the following members of the community, for all journeys within the County, and to/from
adjacent districts:
● under 16's;
● under 18's in full time education;
● senior citizens;
● disabled and
● new deal employees.
In developing initiatives, the views of all sectors of the community have been sought
through the various fora organised by the County, and through partnership working with
the Community Council.

Disability Discrimination Act
Worcestershire County Council are committed to ensuring that transport is available to all.
As such, the needs of the mobility impaired are considered throughout all strategies
covered within this LTP, most notably:
● Integrated Public Transport, including accessibility criteria within the Bus Quality
Partnerships, access improvements to rail platforms, and easy access, low floor, flush
docking vehicles;
● Dial a Ride and other community transport initiatives (e.g. Kick-start) and
● Walking strategy, developing dropped kerbs for easy wheelchair / push chair access,
tactile paving at crossing points, and audible crossing alerts.
Local Agenda 21
Sustainability is about meeting the needs of communities today and the long-term needs
of generations to come. It brings together values of protecting the environment, meeting
social needs and promoting economic success and calls for greater community
involvement in decision-making.
Worcestershire County Council are committed to putting Sustainability values at the very
core of the organisation to ensure "joined up" solutions that demonstrate real integration
of environmental, social and economic considerations.
A top level team of Sustainability Stewards, Members and Officers from across the
Council, are championing the work and have the ambitious task of creating a Sustainable
Council.
Work with the wider community involves a variety of areas:
● the Local Agenda 21 Process and Action Plan (there is a Transport and Pollution LA21
Group);
● a forthcoming 'Welcome to our Future' Charitable Company that can fund and promote
local sustainability projects;
● the various Transport fora and
● work to develop the Community Plan through the Worcestershire Partnership.
Economic Development and Tourism
The vision for the County is to:
'improve the quality of life of those who live and work in Worcestershire using economic
prosperity as a foundation stone.’
The Economic Development and Regeneration Plan (EDP) assists in the delivery of this
vision. Transport is an integral part of the EDP as it both influences, and is influenced by,
the development strategy. The EDP addresses the issue of sustainability, ensuring that
proposed economic development and regeneration activities are both sensitive to the
needs of local communities of the present and future and that the direct and indirect
benefits will be long term. The following section details relevant areas of the EDP.
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The population of Worcestershire is expected to increase to approximately 550,000 by the
year 2001, placing increasing importance in delivering a transport system which
accommodates increased demand for travel, and not accepting an increase in car use as
a result. The economic development plan enables this growth of prosperity within the
economy. This LTP ensures that the growth is supported by sustainable transport options.
Land use planning interfaces with the two disciplines to ensure the placement of
economic activity is sensitive to the travel requirements of those that work and visit each
site.
As a means of illustrating the importance placed on co-operative working between these
disciplines, the County Council is seeking ways to make it easier for people to buy locally
produced goods and services, for example:
● by providing information about producers and outlets;
● organising 'meet the buyers' events and
● in the production of a Worcestershire business directory.
Over time this will influence land use patterns, as development sites become increasingly
closer to residential areas, and consequently reduce the demand for travel whilst
maintaining economic prosperity and growth.
Similarly, the EDP provides support for the application to the Single Regeneration Budget
for funding for the Village Retail Scheme in Worcestershire, which aims to improve local
shops, including the adoption of computer systems to improve efficiency. Again this
strengthens the ability of local shops to provide a local service, thus reducing travel
demand for shopping trips. The EDP focuses resources on areas of greatest need and/or
potential for regeneration, e.g. Kidderminster, Worcester, Redditch and Droitwich Canal,
which are consistent with areas identified for transport improvements within this LTP and
its associated Bid Documents.
Reinforcing the partnership approach is evident within both the EDP and the LTP, as the
County Council is a member of the board of the Malvern Hills Science Park Company,
along with Malvern Hills District Council, the Chamber of Commerce and the Defence
Evaluation and Research Agency (DERA). The Science Park offers a significant
opportunity to utilise the knowledge and technological skills of DERA for the wider
business community. The Council are also intending to set up a joint venture company
with the successful bidder for the Term Highway Maintenance Contract to ensure the
protection and possible enhancement of employment opportunities of staff currently
employed by the Worcestershire Maintenance Services.
Finally, the County Council places an emphasis on the development of sustainable
tourism, and is working in partnership with Worcestershire Tourism, the Chamber of
Commerce and the private sector in the development of a strategic action plan for
sustainable tourism, addressing both marketing and economic development issues.

Worcestershire Health Authority
The Health Authority is tasked with the duty to continuously improve and develop
healthcare services across the County. Many of these developments, which are outlined
in a first Health Improvement Programme will be in partnership with the County Council's
Social Services Department, newly-established Primary Care Groups which broadly share
District Council boundaries, and the NHS Community and Hospital Trusts which serve the
County. The Council's Integrated Transport team have initiated discussions with the Health
Authority on the way in which these developments, with their implications for new services
working in new ways, may be incorporated in an overall approach to health improvement,
through investment in public transport systems and also contributing to their accident
reduction plans.
Hospital Link
A bid has been prepared in conjunction with Worcestershire Health Authority based on a
network of bus services linking the hospital sites in Worcester, Redditch and
Kidderminster. By operating via central bus and rail stations the network would also
enhance inter-urban services between Worcester, Redditch, Bromsgrove, Kidderminster,
Bewdley and Stourport whilst improving inter-modal connections with rail services.
The bid is based on using high-quality vehicles, which would be fully accessible to all
members of the community including wheel-chair users. The network would operate at
regular intervals throughout the daytime period and continue into the evening in order to
meet the needs of hospital staff and visitors.
253
Chapter 25 - Wider Policy Areas

Chapter 25 - Wider Policy Areas
254

The Implementation
Programme
2001- 2006
Summary of the Bid
255

Chapter 26 - Summary of the Bid
256
Chapter 26 – Summary Of The Bid
Introduction
Previous chapters within this Local Transport Plan have defined aims and objectives, and
strategies for the achievement of the vision statement for the County. In order to deliver
the strategy, a diverse range of measures are required. It is the role of this chapter to
bring together these measures, and present them as a five year programme for funding.
The Tables 26.4 – 26.18 are presented under separate headings, as developed for the
chapters within this LTP. They accord with the strategy as defined in Section 2 of this
report, and once developed will realise the strategy through the attainment of objectives.
Where appropriate, an indication of priority is given in order to assist in judgement on
funding allocation. In general, priority is placed on the year of implementation, with those
measures scheduled for Year 1 assuming the highest priority. Finance forms are also
included at the end of this chapter.
The bid level does not include contributions from other parties, for example private sector
funding, and OPRAF bids. These will provide added value to the capital bids outlined
within this chapter. Where additional sources of funding are known, these are highlighted
in the bid tables below.
In justification of the level of bid identified for the future, the following measures are
identified to provide an indication of those anticipated, their indicative nature is stressed in
this document.
Bromsgrove:
Safer Routes to Schools
Pedestrian and cycle measures
A38 Rubery possible freight movement facility
Malvern:
Bus and Pedestrian links to railway stations
Cycle Routes to town centres
Rural Transport Partnership schemes
Redditch:
Improvements to Public Transport through the Bus Quality Partnership
Safer Routes to Schools schemes in association with the Education Schools Review
Pedestrian links and pedestrian improvements
Improved cycle facilities including parking
Wychavon:
Pedestrian link improvements in Evesham, Pershore and Droitwich
Integration of Bus and Rail in Evesham
Cycle facilities
Freight measures through a Quality Partnership for HGV’s in the Vale of Evesham
Rural Transport Improvements through RTP including rural interchange

Worcester:
Continued implementation of the Worcester City Package measures
Park and Ride
Bus Quality Partnership route improvements A44 London Rd/ A44 west and west of river
schemes
Safer Routes to schools
Cycle and Pedestrian facilities
Residents parking zones
Wyre Forest:
Bus Quality Partnership Improvements
Links to Kidderminster Rail Station from the town centre
Measures on approaches to town centre on Kidderminster radial route
Safer Routes to School
Stourport Traffic Management and Inner Relief Road Study
Links to new hospitals in Redditch and Worcester
Previous Spend
This chapter summarises the allocation and spend in this year (2000/2001). It indicates
the range of works carried out, and provides financial monitoring information.
Spend In Previous Years
The Provisional LTP Bid in July 1999 to central Government for Transport Funding in the
year 2000/2001 was £6.089M (Priority 1, excluding Major Schemes).
The settlement awarded was £4.891M. Table 26.1 sets out the details.
257
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
258
Category Bid Settlement Allocation
£ 000’s £ 000’s £ 000’s
BID DOCUMENT 1
Structural Maintenance: Bridges 950 815
Structural Maintenance: Carriageways 2350 1996
TOTAL MAINTENANCE 3300 3161 2811
Cycle Strategy 424 0*
Road Safety 400 200
Integrated Public Transport Strategy 100 0**
Worcester City Package 1085 1349
Wyre Forest Package 330 0***
School Travel Plans 450 400
SUSTAINABLE TRANSPORT CHOICE 101
TOTAL SUSTAINABLE TRANSPORT
INITIATIVES 2789 1700 2050
Road Schemes (Major & Non Major) 2010 0 0
TOTAL 6,089 4,861 4861
Note: * Cycle strategy elements included in STP and local measures
** Developer funding being pursued for improvements
*** Wyre Forest Package proposals have been integrated into the issue
based approach
Table 26.1: Bid, Settlement & Allocation for 2000/01
No resources were allocated for the completion of Broadway Bypass and Worcester
Western Bypass, the final costs to be met from County Council resources.
The bid for the major schemes of Bordesley and Wyre Piddle Bypass were unsuccessful.
The Government Office advise that in the case of Wyre Piddle a more strategic
assessment should be undertaken to explore traffic management in the Evesham-
Pershore-M5 corridor, stating:
"We note the strong support for Wyre Piddle Bypass from the local community and the
fact that it was the Council’s only bid. However, when compared with bids for bypasses in
plans submitted by other authorities it does not rank highly when considering the scale of
the problem for the community to be bypassed in terms of volume of traffic and it’s HGV
content, accident savings and the overall economic benefit. Indeed it is one of the few
bids for major road schemes where the overall economic benefits are in fact negative.

Despite the relatively poor performance of the scheme against others nationally, we are
prepared to accept that the scheme may have some strategic benefits in relation to
strategic traffic management within the Evesham-Pershore-M5 corridor that might justify
its acceptance for funding. Therefore, rather than reject the bypass now it has been
decided to defer a decision to allow this aspect to be given consideration in drawing up
your full plan. At the same time you may wish to consider whether there are other
potential schemes within the County that would fit in with the overall objectives of your
plan and the relative priorities."
In the case of Bordesley, the Government Office stated:
"The level of available resources, and likely level of future allocations, will make it difficult
for you to allocate expenditure to Bordesley Bypass whilst maintaining a reasonable level
of expenditure elsewhere. Whilst the allocation within the block is a matter for your
authority, we believe that the objectives and targets of the LTP are likely to be better met
by focussing expenditure in other parts of the County rather than on Bordesley Bypass."
An additional assessment of Wyre Piddle has been undertaken, to identify and assess the
strategic implications of the scheme (a separate report is available).
The Worcester City Package continues to make excellent progress in developing and
implementing a Citywide sustainable transport strategy. The Government specifically
welcomed the emphasis given to the development of bus priority measures and were
encouraged by the progress made in developing the first Park and Ride facility.
The Park and Ride site for Worcester is being developed on the A38 Droitwich Road into
Worcester using funds from the Provisional LTP allocation.
The Barbourne Bus Lane is also being extended this year and will serve Park and Ride
buses as well as service buses in the future. More details are given in the Worcester City
Package (Chapter 22).
Decisions on particular schemes are being made with local input by the six Highways
Partnership Fora which consider proposals in associated District Council areas.
Total settlement (£395M) was less than the previous year (£347M), however excluding
major highway schemes, over 40% of the remaining bid was approved and the over 50%
increase in support for the Worcester package was especially welcome to enable
progress with sustainable transport measures.
259
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
260
The allocation of the settlement funding during the previous year 1999/2000 is outlined
below in Table 26.2.
Category Settlement Allocation
Highway Structural Maintenance 1280
- Strengthening 365
- Resurfacing 383
- Surface dressing 532
Bridges 490
- Structural Maintenance 207
- Strengthening 250
- Assessment 33
Worcester City Package 775
- Park and Ride 450
- Bus priority measures 200
- School Travel Plan 40
- Cycle measures 30
- Pedestrian measures 35
- Other minor works 20
Non Package Schemes 300
- Evesham cycle route 80
- Bromsgrove School Travel Plan pilot 80
- Malvern Hills cycle route 36
- Redditch national cycle route 37
- Locally determined 67
Local safety schemes 250
- Blackmore cross-roads 60
- Cluster site works 41
- Locally determined 149
Table 26.2 : Allocation of Settlement 1999/2000
Detailed assessment of the benefits achieved from this expenditure will be given in future
monitoring reports.
Public Transport
There was no funding for public transport capital schemes in last year’s settlement. The
following table sets out Council revenue spending on public transport in Worcestershire
over the last three years, shown in £.

Revenue Funding 1998-9 1998-99 1999-2000
Printing (mainly publicity /
Actual Actual Estimate
timetables etc..) 64,200 42,750 50,000
County Bus Line 14,664 16,950 18,000
Rural Transport Advisor 17,500 17,500 17,500
Bus Stop Works 664 1263 1500
Consultants Studies (Rail) 12,923 9,500
Consultants Studies (P&R) 2,400
Consultants Studies (Rural Bus)
Consultants Studies (Concessionary
1,750 5,245
Travel)
Bus Service Support
7,000
Rural 883,921 934,144 971,032
Urban 589,063 638,239 679,388
Community Transport Support 93,452 89,183 99,795
Estimated Revenue Total 1,678,787 1’741’779 1’858’960
Rural Bus Grant 397,324 647,657 635,850
Table 26.3:
Note: bus revenue support is net of contributions from neighbouring councils
Consultants fees are net of partners contributions (e.g. Health Authority,
Rail Industry)
County Bus Line is net of contribution from Herefordshire
Not included is: - Income from timetable sales (£5,000) and Income from Sale of Passes
by Education Department (£125,000)
Staff Resources (Revenue Costs)
Staff resources in the order of £285,000 (including seconded consultant fees) are used in
developing sustainable transport solutions. This is exclusive of the cost of delivery at the
local level through the Highways Partnership Units (HPUs) and their staff.
261
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
262
Table 26.4 Structural Maintenance-Bridges Bid
OPR: Other Principal OR: Other Roads
Roads
Note: All figures in £000’s PRN: Principal Road Network
All figures in £000’s PRN: Principal Road Network
Other Principal OR: Other Roads
Roads
All figures in £000’s PRN: Principal Road Network
Other Principal OR: Other Roads
Roads
Maintenance Backlog 245 400 400 400
TOTAL 1375 1375 1300 1300 1300
245 400 400 400
1375 1375 1300 1300 1300
245 400 400 400
1375 1375 1300 1300 1300
Post Tensioned Bridges 50
Bridge Strengthening (various) 845 635 125
Bridge Assessment 105 75
80 85 90 150 150
845 635 125
105 75
50
80 85 90 150 150
845 635 125
105 75
50
Structural Maintenance (OR) 175 225 340 420 420
Retaining Walls 80 85 90 150 150
20 25 25 50 50
175 225 340 420 420
20 25 25 50 50
175 225 340 420 420
Structural Maintenance (PRN) 100 150 300 380 380
Structural Maintenance (OPR) 20 25 25 50 50
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
100 150 300 380 380
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
100 150 300 380 380

Provisional figures pending analysis of UKPMS data.
Table 26.5 Structural Maintenance-Carriageways Bid
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL 2920 3008 3098 3191 3287
2920 3008 3098 3191 3287
2920 3008 3098 3191 3287
Re-surfacing 155 2151 2215 2282 2350
Strengthening 2088 502 518 533 549
155 2151 2215 2282 2350
2088 502 518 533 549
155 2151 2215 2282 2350
2088 502 518 533 549
Edge Reconstruct 190 196 202 208 214
Surface Dressing 488 159 164 169 174
190 196 202 208 214
488 159 164 169 174
190 196 202 208 214
488 159 164 169 174
Maintenance under £250k
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
263
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
264
Table 26.6 Cycle Strategy Bid
Excludes cycling measures included within STP
Note: All figures in £000’s
All figures in £000’s
Excludes cycling measures included within STP
All figures in £000’s
Excludes cycling measures included within STP
TOTAL BID 235 290 208 405 290
45 25 18 40 40
235 290 208 405 290
45 25 18 40 40
235 290 208 405 290
Redditch 30 25 20 10 10
Malvern Hills 45 25 18 40 40
70 150 80 265 150
30 25 20 10 10
70 150 80 265 150
30 25 20 10 10
Wyre Forest 30 30 30 30 30
Worcester City 70 150 80 265 150
30 30 35 30 30
30 30 30 30 30
30 30 35 30 30
30 30 30 30 30
Wychavon 30 30 25 30 30
Bromsgrove 30 30 35 30 30
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
30 30 25 30 30
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
30 30 25 30 30

Table 26.7 Road Safety Bid
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 590 660 680 610 690
30 100 120 50 130
590 660 680 610 690
30 100 120 50 130
590 660 680 610 690
Speed Enforcement 150 117 117 117 117
Casualty Reduction 30 100 120 50 130
40 110 110 110 110
150 117 117 117 117
40 110 110 110 110
150 117 117 117 117
Route Action 110 100 100 100 100
Neighbourhood Sites 40 110 110 110 110
150 108 108 108 108
110 100 100 100 100
150 108 108 108 108
110 100 100 100 100
Cluster Sites 110 125 125 125 125
Mass Action 150 108 108 108 108
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
110 125 125 125 125
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
110 125 125 125 125
265
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
266
Table 26.8 Road Schemes (Major and Non Major)
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 2010 3000
2010 3000
2010 3000
Major Scheme: Wyre Piddle 2010 3000
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
2010 3000
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
2010 3000

Table 26.9 Integrated Public Transport Strategy Bid
Note: All figures in £000’s
Strategy under development
All figures in £000’s
Strategy under development
All figures in £000’s
Strategy under development
TOTAL BID 1580 1350 1220 1350 1700
1940 1710 1580 1710 2360
2660 2430 2300 2430 3680
Stourport Enhancement 30 30 30 30 30
Rural Transport 90 60 70 70 70
60 60 60 60 60
90 60 70 70 70
120 120 120 120 120
90 60 70 70 70
Accessibility Improvement 30 30 30 30 80
(social inclusion)
60 60 60 60 160
120 120 120 120 320
West Midlands Links 50 50 50 50 50
Removal of Barriers to Travel 50 50 50 50 100
100 100 100 100 100
100 100 100 100 200
200 200 200 200 200
200 200 200 200 400
Bus Quality Partnerships 100 100 100 100 200
PT Worcester 430 230 90 220 270
200 200 200 200 400
430 230 90 220 270
400 400 400 400 800
430 230 90 220 270
Worcester Park and Ride 700 700 700 700 700
Upgrade Interchanges 100 100 100 100 200
700 700 700 700 700
200 200 200 200 400
700 700 700 700 700
400 400 400 400 800
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
267
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Chapter 26 - Summary of the Bid
268
Table 26.10 School Travel Plan Bid
* contribution met from education directorate following Redditch Review
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
67 118 84
185 286 218
67 25 42
386 252 168
25 168 67
25 67
25 8
67 8
235 235 101
17 8
84
25
857
8
8
151 50 17
235
588 151 84 168 168
1848 1630 1739 1512 1512
Worcester City STP 350 90 50 100 100
TOTAL BID 1100 970 1035 900 900
490 126 70 140 140
1540 1358 1449 1260 1260
Cycle Sheds 90 30 10
Cycle/Ped Junctions 140
Travel Maps 5
Lockers 5
Parking Control 15
Subway Treatment 510
Park and Walk 50
Crossing facilities 140 140 60
Car sharing 10 5
Signing / Warnings 15 5
Improved School Entrance 40 5
Improved Public Transport 15 100 40
Education Roadshows / Staff 15 40
Walking Bus 40 15 25
Traffic Calming / 20 mph 230 150 100
Cycle Lanes 40 70 50
Pedestrian Ways 110 170 130
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
56 98 70
154 238 182
56 21 35
322 210 140
21 140 56
21 56
21 7
56 7
196 196 84
14 7
70
21
714
7
7
126 42 14
196

Table 26.11 Freight Strategy
Figures in brackets represent some, or all costs are met by developers / partners
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 30 30 30 30 60
30 30 30 30 60
30 30 30 30 60
Quality partnerships 30 30 30 30 60
30 30 30 30 60
30 30 30 30 60
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
269
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Chapter 26 - Summary of the Bid
270
Table 26.12 Walking Strategy
Figures in brackets represent some, or all costs are met by developers / partners
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 185 100 200 60 60
185 100 200 60 60
185 100 200 60 60
Pedestrian Facilities 185 100 200 60 60
185 100 200 60 60
185 100 200 60 60
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%

Table 26.13 Demand Management
Figures in brackets represent some, or all costs are met by developers / partners
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 10 10 10 50 200
10 10 10 50 200
10 10 10 50 200
Demand Management - Parking 10 10 10 50 200
10 10 10 50 200
10 10 10 50 200
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
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272
Table 26.14 Tourism / Countryside
Figures in brackets represent some, or all costs are met by developers / partners
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL BID 65 180 320 230 330
90 255 420 330 480
128 368 570 480 705
Tourism 15 30 120 30 30
Quiet Roads 50 150 200 200 300
15 30 120 30 30
75 225 300 300 450
15 30 120 30 30
113 338 450 450 675
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Measure Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%

Table 26.15 Total Bid
WCC bid elements only (excludes partner contributions)
*Indicates elements included in subject based strategies
Note: All figures in £000’s
All figures in £000’s All figures in £000’s
TOTAL (including MS) 10100 10973 8101 8126 8817
10925 11796 8975 8946 9987
11991 13901 10135 10068 11784
Major Schemes 2010 3000
2010 3000 2010 3000
TOTAL (excluding MS) 8090 7973 8101 8126 8817
8915 8796 8975 8946 9987
9981 9901 10135 10068 11784
Tourism / Countryside 65 180 320 230 330
90 255 420 330 480
128 368 570 480 705
Walking Strategy 185 100 200 60 60
Demand Management 10 10 10 50 200
185 100 200 60 60
10 10 10 50 200
185 100 200 60 60
10 10 10 50 200
School Travel Plans 1100 970 1035 900 900
Freight Strategy 30 30 30 30 60
1540 1358 1449 1260 1260
30 30 30 30 60
1848 1630 1739 1512 1512
30 30 30 30 60
Integrated Public Transport Strategy 1580 1350 1220 1350 1700
Worcester City *
Northern Towns *
Countrywide Sustainable Choice *
1940 1710 1580 1710 2360
2660 2430 2300 2430 3680
Cycle Strategy 235 290 208 405 290
Road Safety 590 660 680 610 690
235 290 208 405 290
590 660 680 610 690
235 290 208 405 290
590 660 680 610 690
Structural Maintenance: Bridges 1375 1375 1300 1300 1300
Structural Maintenance: 2920 3008 3098 3191 3287
Carriageways
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Priority Priority Priority Priority Priority
1 1 1 1 1
1375 1375 1300 1300 1300
2920 3008 3098 3191 3287
2920 3008 3098 3191 3287
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
Bids Baseline Baseline Baseline Baseline Baseline
Year 1 Year 2 Year 3 Year 4 Year 5
2001/02 2002/03 2003/04 2004/5 2005/6
P1+ P1+ P1+ P1+ P1+
10% 10% 10% 10% 10%
1375 1375 1300 1300 1300
273
Chapter 26 - Summary of the Bid

Chapter 26 - Summary of the Bid
274

Targets and Performance
Indicators
275

Chapter 27 - Monitoring
276
Chapter 27 – Monitoring
Introduction
The figures presented above show the allocation of resources over the last year,
indicating the focus of spend in the last year of TPP settlements and the proposed
allocation of the funding award from the provisional LTP. The LTP will continue to monitor
spend, and also provide a robust indication of the benefits accrued in response to that
spend.
Monitoring of the LTP will be reported annually, and provide the opportunity for
Worcestershire to ensure objectives and targets are being met, and to monitor more
general trends in the local economy.
The objectives of the LTP monitoring programme are:
● to evaluate the performance of individual measures;
● to ensure packages of measures are meeting agreed objectives;
● to monitor the countywide impact of the LTP;
● to ensure the principles of ‘best value’ are being applied;
● to provide feedback into scheme design, objectives and targets, to ensure the most
effective schemes are developed and
● to enable the public to provide feedback on performance.
In order to fulfil these objectives a structured monitoring programme has been developed.
In addition, an assessment of the overall expected impact of the LTP has been conducted
against the five key criteria, and is reported in the Appraisal Summary Tables (AST) at the
end of this chapter.
Evaluation Methodology
A range of different monitoring techniques have been adopted in preparing the monitoring
programme. These techniques use a diverse range of data sets. These are listed below,
and in general are readily available, or the means of collection has been established:
Traffic Data (Automatic and Manual Traffic and Pedestrian Counts, Journey Times).
Customer Surveys (Questionnaires, Interviews).
School Surveys (Questionnaires, Hand Counts).
Education Data (School Pupil Database).
Health Authority Data (Database, Interviews).
Public Transport Data (Fares, Patronage, Journey Times).
Package Specific Monitoring
The full monitoring programmes are in the following tables which clearly define the
methodology for assessing the benefits of measures (or packages of measures) against
stated objectives, and the targets to be met. The targets include both qualitative and
quantitative performance indicators. The tables show the base figures (‘before’ monitoring)
where available, or indicate how these will be addressed where ‘before’ data does not
exist.

Particular recognition is given to the partnership approach to monitoring as prescribed in
the ‘School Travel Plan’ Package. The schools are encouraged to conduct project work
investigating the impact of the School Travel Plan measures, and to provide feedback on
scheme design and levels of benefits accrued. This is carried out with guidance from the
County Council.
Traffic Reduction Act 1997
A supplementary report has been prepared under the requirements of the Road Traffic
Reduction Act 1997. The appropriate monitoring elements of this report are included in
the subsequent monitoring tables.
Highway Maintenance - Targets and Monitoring
Target To reduce the amount of the Principal Road Network with a
Structural Condition Index of >70 from the current 4.2% to
1%.
Monitoring United Kingdom Pavement Management System
Other Maintenance
Target To ensure that 98% of reported road defects are made safe
(Performance Indicator) within 24 hours. (BVPI 105)
Monitoring Highway Engineering (Maintenance Systems)
Target To ensure that 100% of reported footway defects are made
safe
(Performance Indicator) within 24 hours. (BVPI 105)
Monitoring Highway Engineering (Maintenance Systems)
Target To reduce the amount of street lights not working throughout
the County. (BVPI 98)
Monitoring Road Lighting Unit
The following are the Performance Indicators for reference in the subsequent
Monitoring Tables.
277
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Chapter 27 - Monitoring
278
National Indicators
Code Topic Indicator
BVPI 94 Public Transport Cost per passenger journey of subsidised bus services
BVPI 101 Public Transport The total annual distance operated by all local buses
within the Authority
BVPI 102 Public Transport The total number of passenger journeys made annually
on all local buses within the area of the Authority
BVPI 103 Public Transport The percentage of users satisfied with local provision
of public transport information.
BVPI 104 Public Transport The percentage of users satisfied with local bus
services
BVPI 99 Road Safety Number of road accident casualties per 100,000
population
BVPI 98 Maintenance The percentage of street lights not working throughout
the County
BVPI 93 Maintenance Cost of Highway Maintenance per 100km travelled by
a vehicle on principal roads
BVPI 95 Maintenance Average cost of maintaining street lighting
BVPI 96 Maintenance Condition of principal roads
BVPI 97 Maintenance Condition of non-principal roads
BVPI 105 Maintenance The percentage of reported road/footway defects made
safe within 24 hours
AC F1 Walking The percentage of pedestrian crossings within the
County with facilities to assist the disabled.
Local Indicators
Code Topic Indicator
BVPIC 1 Cycling Number of pupils trained
BVPIC 2 Cycling Number of pupils cycling to school
BVPIC 3 Cycling Number of secure cycle facilities
BVPIC 4 Cycling Number of cyclists
BVPIC 5 Cycling Number of cyclist casualties
BVPIW 1 Walking Number of Walking Journeys into Worcester City
BVPIS 3 Walking Number of pupils travelling to school on foot
BVPIP 1 Public Transport (Bus) Bus Patronage
BVPIP 2 Public Transport (Bus) Number of Cancelled Services
BVPIP 3 Public Transport (Bus) Reduction in delays
BVPIP 4 Public Transport (Rail) Rail Patronage
BVPIP 5 Public Transport (Rail) Reduction in delays
BVPIR 1 Road Safety Number of killed or seriously injured casualties
BVPIR 2 Road Safety Number of killed or seriously injured child casualties

Local Indicators (continued)
Code Topic Indicator
BVPIJ 1 Journey to Work Number of Employers’ Travel Plans adopted
BVPIJ 2 Journey to Work Percentage reduction in single person car journeys to
work
BVPIS 1 School Travel Number of pupils travelling to school by car
BVPIS 2 School Travel Number of pupils cycling to school
BVPIS 3 School Travel Number of pupils travelling to school by foot
BVPIS 4 School Travel Number of child casualties
BVPIS 5 School Travel Bus Patronage figures for school journeys
BVPIP 1 Air Quality Airborne pollution levels
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280
iv) To implement through ticketing from bus to rail
by 2002.
iii) To ensure that an additional 2 main interchange
points per year meet our minimum standards.
iii) We have carried out an extensive audit of all
main interchange points throughout the County this
will be reviewed bi-annually.
iv) Public Transport Partnership meetings
iii) No interchange points currently meet all of the
minimum standards. there are 27 main interchange
points within Worcestershire.
iv) None
ii) To ensure that 98% of scheduled services run.
(BVPIP 2)
ii) Information from operators.
ii) As above
3) To improve the efficiency of the existing
transport system.
i) To reduce journey time delays for bus services
by 10% (target to be reviewed). (BVPIP 3)
i) Information from operators.
i) Sample surveys to be carried out
iv) To record the number of people accessing the
Public Transport Information 2000 website.
iv) Passenger Transport Unit
iv) None
iii) To increase peoples awareness of initiatives like
community transport and kickstart.
iii) Passenger Transport Unit, Kickstart database of
users.
iii) Community Transport has 5,000 regular users,
Kickstart currently has 171 users.
ii) Implement through ticketing from bus to rail by
2002.
ii) Public Transport Partnership meetings
ii) None
2) To increase the choice of transport available to
all.
i) To improve peoples awareness of services
available.
i) Passenger surveys & Worcestershire Citizen’s
Survey.
i) A programme of surveys is currently underway.
v) To increase bus and rail patronage by 5% for
each scheme implemented. (BVPIP 4, BVPIP 5)
v) Information from operators.
v) See Integrated Public Transport monitoring
iv) To increase the mode share of bus and rail
patronage into Worcester City in the AM peak to
26% and 8.6% respectively by 2005. (BVPIP 4,
BVPIP 5)
iv) Worcester city Monitoring Data.
iv) Bus - 20% (1,975), Rail - 8% (786) in 1999
iii) 20% increase in walking across all schools that
have developed a School Travel Plan. (BVPIS 3)
iii) As ii) above
iii) As ii) above.
ii) 15% reduction in car travel across all schools
that have developed a School Travel Plan. (BVPIS
1)
ii) Safer Routes to School questionnaires.
ii) See school travel plan monitoring
1) To reduce dependency on the private car.
i) Double cycling by 2002 and double again by
2012. (BVPIC 4)
i) A programme of manual classified counts
throughout the County, DETR counts, Worcester
City Monitoring Data, Employers’ Travel Plan
monitoring.
i) Cycling in Worcestershire 0.5% in 1999.
Objective
Target (Performance Indicator) Source of Data Base Information
OVERALL LTP OBJECTIVES

iii) To ensure that all new residential developments
provide a bus service within 400m of residents and
gradually increase the number of existing residents
that have access to a service within 400m to 100%
in urban centres by 2010.
iii) Annual service review and user survey/Planning
approvals record.
iii) None
ii) To introduce a further 10 low floor buses by the
end of the plan period.
ii) As i) above.
ii) Currently 7 low floor buses access
Worcestershire
6) To ensure transport facilitates the social
inclusion of all the County’s residents.
i) 100% of residents to have access to 1 bus/week
by 2002
x% of residents to have access to 1 bus/day
by 2005
y% of residents to have access to & from
work opportunities by 2010.
(targets to be established once base data has
been collected).
i) Passenger Transport Unit.
i) Surveys of accessibly to bus to be carried out
ii) At least a 10% reduction in child casualties
within 1 mile of a school, where appropriate
measures have been introduced. (BVPIS 4)
ii) As i) above.
ii) See school travel plan monitoring
5) To improve the safety of all travellers.
i) Reduce cycle casualties by 5% of 1997 levels by
2002 and 30% by of 1997 by 2012 (target to be
reviewed). (BVPIC 5)
i) Personal Injury Accident Information from Police.
i) 1997 - 203 cyclist casualties
1999 - 181 cyclist casualties
iii) To encourage the use of home based working,
with 1% of employees to be home based.
iii) Chamber of Commerce statistics/2001 National
Census Information.
iii) Awaiting 2001 census results
ii) To ensure that 100% of new developments with
significant employment, progress an Employers’
Travel Plan as part of any planning application,
with a requirement that car use is reduced to 10%
less than predicted. (BVPIJ 1)
ii) Planning approvals record
ii) None
4) To reduce the need for people to travel.
i) To ensure that all new major developments are
situated in a location that encourages sustainable
travel by bus, cycle and walk.
i) Sustainable Transport Unit
i) None
Objective
Target (Performance Indicator) Source of Data Base Information
OVERALL LTP OBJECTIVES (continued)
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282
11) To improve the quality of life for the residents
of Worcestershire.
i) To reduce airborne pollution to less than the
National Air Quality requirements by 2003. (BVPIA
1)
i) Worcestershire Pollution Monitoring i) All of the six districts within Worcestershire have
completed Stage II Review and Assessments, 4 of
these districts are now undertaking Stage III
assessments.
10) To utilise local knowledge in order to ensure
that the plan meets local needs.
i) To work in partnership with all interest groups. i) Sustainable Transport Unit i) Currently 12 partnership groups in existence
ii) To record the number of people accessing the
County Council Local Transport Plan web page.
ii) Policy and Review section
ii) None
9) To gain public recognition and support for the
aims of the LTP.
i) To publicise through TravelWise/press etc. to
reach 50% of population.
i) Worcestershire Citizens Survey/Sustainable
Transport Unit.
i) In Progress
iii) To keep unemployment in the County to below
the national average.
iii) County Research and Intelligence Unit.
iii) Unemployment -
WORCS UK
7,462 (2.8%) 1,164,400 (4.0%)
ii) To encourage up to 5 major employers per year
to adopt some aspect of Employers’ Travel Plans,
with a requirement that car numbers are reduced
to 10% less than existing. (BVPIJ 1)
ii) Sustainable Transport Unit
ii) At present 3 employers in the County are
developing an Employers’ Travel Plan. There are
103 major employers in Worcestershire
8) To sustain a thriving local economy whilst
minimising the adverse impact of transport on the
environment.
i) To implement a Countywide Freight Quality
Partnership.
i) Sustainable Transport Unit
i) None
iii) To ensure that 82% of crossing points within the
County have facilities to assist disabled people.
(AC F1)
iii) Highways Partnership Units/Road Lighting Unit
iii) 2000 - 76% of crossing points have facilities to
assist the disabled.
ii) To introduce a further 10 low floor buses to
serve the County by the end of the plan period.
ii) Bus Quality Partnership - annual review
ii) Existing Provision as at 1999 - 7 buses
7) To maximise the independent mobility of
vulnerable transport users with particular regard to
children, the elderly and the mobility impaired.
i) 20% increase in walking across all schools that
have developed a School Travel Plan. (BVPIW 2)
i) Safer Routes to School questionnaires
i) See school travel plan monitoring
Objective
Target (Performance Indicator) Source of Data Base Information
OVERALL LTP OBJECTIVES (continued)

12) To allocate funds strategically and ensure best
value for money in terms of achieving the LTP
objectives.
i) To meet the Local Transport Plan targets. i) Sustainable Transport Unit i) Best Value Appraisal 2001/2002
11) (continued)
ii) 100% of residents to have access to 1 bus/week
by 2002
x% of residents to have access to 1 bus/day
by 2005
y% of residents to have access to & from
work opportunities by 2010.
(targets to be established once base data has
been collected).
ii) Passenger Transport Unit ii) Surveys of accessibility to bus to be carried out.
Objective
Target (Performance Indicator) Source of Data Base Information
OVERALL LTP OBJECTIVES (continued)
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284
5) To promote the availability of through ticketing
by establishing public transport partnerships
between the bus and rail operators, user groups
and the County Council.
i) Implement through ticketing from Bus to Rail by
2002.
i) Public Transport Partnership meetings i) None
4) To support bus, rail and taxi services with
advertising, promotion and marketing initiatives.
i) To improve peoples awareness of services
available.
i) Passenger Surveys/Passenger Transport Unit i) Survey Information to be collected
Autumn/Winter 2000
iii) Reduce the number of passenger complaints.
iii) Bus operator Monitoring reports.
iii) 1999/2000 - 1,988 complaints
ii) To increase the percentage of users satisfied
with local provision of public transport information.
(BVPI 103)
3) To promote the provision of good quality buses,
trains and taxis which meet passenger demands in
relation to reliability, availability, cleanliness and
comfort.
ii) As i) above
ii) As i) above
i) To improve peoples perception of public transport
services.
i) Passenger survey information on quality of
image from Passenger Transport Unit.
i) Survey Information to be collected
Autumn/Winter 2000
iii) improvements in the road infrastructure and
facilitating improvements to the rail infrastructure.
iv) To introduce 1 scheme per year in each Bus
Quality Partnership area.
iv) Bus Quality Partnership Annual Review.
iv) Existing provision as at 1999
ii) securing minimum standards at interchange
points (including bus stops and taxi ranks) in
respect of accessibility, information, waiting
facilities and integration with other modes of
transport
iii) To ensure that an additional 2 main interchange
points per year meet our minimum standards.
iii) We have carried out an extensive audit of all
main interchange points throughout the County this
will be reviewed bi-annually.
iii) No interchange points currently meet all of the
minimum standards, there are 27 main interchange
points within Worcestershire
ii)To reduce the number of cancelled services to
0.5%. (BVPIP 2)
2) To increase the efficiency of the public transport
network through -
i) facilitating the provision of direct and fast
services on the most heavily used routes
ii) Service reliability information from operators.
ii) 1999 - 98% of scheduled services ran
i) To reduce journey time delays for bus services by
10% (target to be reviewed). (BVPIP 3, BVPIP 5)
i) Journey time information from operators.
i) Sample surveys to be carried out
1) To attract current private car users to the bus
and rail network and also reduce future traffic
growth through increasing the use of the public
transport network.
i) An increase of 5% in patronage for each scheme
implemented. (BVPIP 1)
i) Patronage figures from operators i) See table below
Objective
Target (Performance Indicator) Source of Data Base Information
INTEGRATED PUBLIC TRANSPORT

ii) To ensure that 100% of new developments with
significant employment, progress a Employers
Travel Plan as part of any Planning Application,
with a requirement that car use is reduced to 10%
less than predicted. (BVPIJ 1)
ii) Planning Approvals records
ii) None
9) To encourage public transport use through
Employers Travel Plans and School Travel Plans
i) To encourage up to 5 major employers per year
to adopt some aspect of Employers’ Travel Plans.
With a requirement that car numbers are reduced
to 10% less than existing. (BVPIJ 1)
i) Sustainable Transport Unit
i) At present 3 employers in the County are
developing an Employers’ Travel Plan. There are
103 major employers in Worcestershire
8) To promote public transport through land use
planning.
i) To ensure that all new residential developments
provide a bus service within 400m of residents and
gradually increase the number of existing residents
that have access to a service within 400m.
i) Annual service review and user survey. i) No. of residents within 400m of a Bus service 50
- 70%
ii) To introduce a further 10 low floor buses
ii) As i) above
ii) Currently 7 low floor buses access
Worcestershire.
7) To maximise the accessibility of the public
transport network and in particular seek to provide
for vulnerable users such as the elderly and the
mobility impaired (including people with
pushchairs) can easily access services.
i) 100% of residents to have access to 1 bus/week
by 2002
x% of residents to have access to 1 bus/day
by 2005
y% of residents to have access to & from
work opportunities by 2010.
(targets to be established once base data has
been collected).
i) Passenger Transport Unit
i) Surveys of accessibility to bus to be carried out.
iii) To increase awareness of initiatives like
community transport and kickstart.
iii) Passenger Transport Unit, Kickstart database of
users.
iii) Community Transport has 5,000 regular users,
Kickstart has 171 users
ii) 100% of residents to have access to 1 bus/week
by 2002
x% of residents to have access to 1 bus/day
by 2005
y% of residents to have access to & from
work opportunities by 2010.
(targets to be established once base data has
been collected).
6) To ensure that the transport needs of those
without access to a car are identified and seek to
meet them where possible.
ii) Passenger Transport Unit
ii) Surveys of accessibility to bus to be carried out.
i) To be determined in proposed network review.
i) Annual Parish Review.
i) None
Objective
Target (Performance Indicator) Source of Data Base Information
INTEGRATED PUBLIC TRANSPORT (continued)
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286
* - More detailed information is available for individual services however, this is commercially sensitive and for that reason is not shown here.
Station From To Total
Redditch 456,507 179,154 635,661
Alvechurch 55,552 27,120 82,672
Barnt Green 119,110 52,645 171,755
Bromsgrove 134,812 31,065 165,877
Droitwich 227,180 84,569 311,749
Hartlebury 9,195 4,238 13,433
Kidderminster 747,737 222,547 970,284
Blakedown 41,205 10,705 51,910
Hagley 111,689 114,313 226,002
Worcester 840,415 1,010,022 1,850,437
Malvern Link 159,322 41,720 201,042
Great Malvern 264,249 132,610 396,859
Honeybourne 10,069 10,069 20,138
Evesham 154,401 66,710 221,111
Pershore 31,858 18,841 50,699
Total 4,138,186
Rail Patronage Information 1999/2000 Bus Patronage Information 1999/2000
11) To integrate public transport, social services
transport and education transport to deliver best
value and maximise use of resources (achieved
early 2000).
i) Targets to be set i) Annual monitoring i) None
ii) To ensure that 100% of new developments with
significant employment, progress an Employers
Travel Plan as part of any Planning Application,
with a requirement that car use is reduced to 10%
less than predicted. (BVPIJ 1)
ii) Planning Approvals records
ii) None
10) To ensure the public transport network assists
in maximising economic development and
regeneration
i) To keep unemployment in the County to below
the national average.
i) County Research and Intelligence Unit
i) ) Unemployment -
WORCS UK
7,462 (2.8%) 1,164,400 (4.0%)
9) (continued)
iii) Increase in bus patronage at high schools of
5% where appropriate. (BVPIS)
iii) SRts questionnaires iii) See School Travel Plan monitoring
Objective
Target (Performance Indicator) Source of Data Base Information
INTEGRATED PUBLIC TRANSPORT (continued)

ii) West Mercia Police Crime Statistics
ii) Area No. of recorded thefts 1999
Worcester 637
Bromsgrove/Redditch 220
Kidderminster 225
5) Reduce rates of cycle thefts i) To double the number of secure cycle parking
facilities across the County. (BVPIC 3)
i) Monitoring of secure parking provision for public
use.
i) No. of secure facilities by district -
Worcester 72 Bromsgrove 16
Malvern 40 Wyre Forest 33
Wychavon 32 Redditch 40
4) Reduce the local casualty rate for pedal cyclists. i) Reduce cyclist casualties by 5% of 1997 levels
by 2002 and 30% of 1997 by 2012 (target to be
reviewed).
(BVPIC 5)
i) Personal Injury Accident Information from Police i) 1997 - 203 cyclist casualties
1999 - 181 cyclist casualties
ii)To complete a review of the cycle network by the
end of the plan period.
ii) Bi-monthly review of scheme implementation
and cycle route liaison with District Councils.
ii) Road Cycleways Dedicated
Worcester 28.90km Worcester 3.400km
Wychavon 0.690km Wychavon -
Redditch 4.000km Redditch 7.200km
Bromsgrove 0.188km B’grove 0.562km
Malvern 3.030km Malvern -
Wyre Forest 4.619km Wyre Forest -
3) Develop a safe, convenient, efficient and
attractive cycle infrastructure.
i) Reduce cyclist casualties by 5% of 1997 levels
by 2002 and 30% of 1997 by 2012 (target to be
reviewed) .
(BVPIC 5)
i) Personal Injury Accident Information from Police
i) 1999 - 181 cyclist casualties
2) Increase recreational cycling in line with the
national target.
i) Double cycling by 2002 and again by 2012.
(BVPIC 4)
i) A programme of manual classified counts
throughout the County, DETR counts, before and
after cycle counts, cycle counters and Country
Park surveys.
i) Recreational cycling base data available summer
2000
School cycling - See School Travel Plan
monitoring
1) Maximise the role of cycling as a transport
mode with a priority on increasing utility trips.
i) Double cycling by 2002 and again by 2012.
(BVPIC 4)
i) A programme of manual classified counts
throughout the County, DETR counts, before and
after cycle counts, Worcester City Monitoring Data,
Employers’ Travel Plan monitoring and SRtS
questionnaires.
i) Cycling into Worcester City in the AM peak -
1.7% in 1999
Cycling in Worcestershire 0.5% in 1999
Objective
Target (Performance Indicator) Source of Data Base Information
CYCLING
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288
6) Increase cycle training i) To seek to train all pupils in cycle proficiency
training before leaving school. (BVPIC 1)
i) Road Safety Unit. i) 2,500 school children undertook cycle training in
1999/2000
Objective
Target (Performance Indicator) Source of Data Base Information
CYCLING (continued)

ii) At least a10% reduction in child casualties within
1 mile of a school, where appropriate measures
have been implemented. (BVPIS 4)
ii) As i) above
ii) See school travel plan monitoring
6) Improve road safety. i) To reduce the number of pedestrian casualties
by 10%.
i) Personal Injury Accident Information from Police
i) Number of pedestrian casualties 1999 - 317
5) Address perception that driving is safer than
walking.
i) To educate school pupils at all schools that have
developed a School Travel Plan.
i) School Travel Plans i) Not Applicable
4) Address problems of perceived dangers which
deter walking.
i) To reduce the number of perceived dangers in
the vicinity of all schools that have developed a
School Travel Plan.
i) Safer Routes to School questionnaire i) See school travel plan monitoring
3) Improve personal security within the pedestrian
environment.
i) To maintain an improved quality of lighting in all
public areas by setting up a programme of
prioritisation and implementing 2 schemes per
year.
i) Annual programme i) None
ii) Further targets to be included in the County
Council’s proposals for Walking.
ii) None
ii) None
2) Create more direct and convenient routes
between existing destinations.
i) To ensure that all new residential developments
provide a bus service within 400m of residents and
gradually increase the number of existing residents
that have access to a service within 400m to 100%
in urban centres by 2010.
i) Annual service review
i) None
ii) To ensure that all new residential developments
provide a bus service within 400m of residents and
gradually increase the number of existing residents
that have access to a service within 400m to 100%
in urban centres by 2010.
ii) Annual service review
ii) None
1) Enhance accessibility - Ensure land use
planning limits the distance travelled between
home, leisure, shopping, education and work.
i) To construct 1 new major housing development
that includes a home zone.
i) Planning approvals
i) None
Objective
Target (Performance Indicator) Source of Data Base Information
WALKING
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290
9) To provide better route information for
pedestrians.
i) To provide pedestrian route information at all
main interchange points.
i) Internal Interchange Audit Information i) No main interchange points currently contain
pedestrian route information.
8) Ensure the overall pedestrian network is:
connected
convenient
comfortable
convivial and
conspicuous.
i) To introduce signing schemes and review
existing signs for pedestrians.
i) Annual Service Review i) None
ii) To ensure that 82% of crossing points within the
County have facilities to assist the disabled.
(AC F1)
ii) Highways Partnership Units/Road Lighting Unit
ii) 2000 - 76% of crossing points have facilities to
assist the disabled.
7) Ensure pedestrians are given a high priority in
the urban travel hierarchy.
i) To ensure that all new signal crossing points with
pedestrian facilities include tactile paving and
rotating tactile cones/audible signals.
i) Road Lighting Unit
i) There are currently only 7 signal crossing points
in the County that do not have rotating tactile
cones/audible signals installed.
Objective
Target (Performance Indicator) Source of Data Base Information
WALKING (continued)

6) Promoting travel by public transport i) Increase in bus patronage at high schools of 5%
where appropriate. (BVPIS 5)
i) SRtS questionnairesπ i) See current mode of travel bus in table below
ii) To reduce speeds outside schools to 20mph
where appropriate measures have been
implemented.
ii) Sustainable Transport Unitπ
ii) See before speeds in table below.
5) Reducing child casualties and perceived
dangers
i) At least a 10% reduction in child casualties
within 1 mile of school where appropriate
measures have been implemented. (BVPIS 4)
i) Personal Injury Accident Information from Police
i) See number of child casualties in table below
ii) 20% increase in walking. (BVPIS 3)
ii) As i) above
ii) As i) above
4) Promoting a healthier lifestyle through walking
and cycling
i) 100% increase in cycling/cycles parked at
high/middle Schools. (BVPIS 2)
i) SRtS questionnairesπ
i) See current mode of travel cycle and walk in
table below
ii) Hands up surveys in class after measures have
been implemented.
ii) None
3) Improving local environment conditions i) The general perception of an improved
environment in the vicinity of 15 schools per year.
i) SRtS questionnairesπ - if the number of children
travelling to school by car has decreased then this
suggests an improvement in the Environment.
i) See current mode of travel cycle, walk bus and
car in table below
iii) Increase in bus patronage at high schools of
5% where appropriate. (BVPIS 5)
iii) As i) above
iii) As i) above
ii) 20% increase in walking across all schools.
(BVPIS 4)
ii) As i) above
ii) As i) above
2) Improving pupils independent mobility i) 100% increase in cycling/cycles parked at
high/middle Schools. (BVPIS 2)
i) SRtS questionnairesπ
i) See current mode of travel cycle, walk and bus in
table below
ii) 5% reduction in single pupil occupancy vehicles.
ii) As i) above
ii) As i) above
1) Reducing the need to travel to school by car
i) 15% reduction in car travel across all schools
involved. (BVPIS 1)
i) Safer Routes to School questionnairesπ (SRtS)
i) See current mode of travel and car journeys with
only 1 pupil figures in table below
Objective
Target (Performance Indicator) Source of Data Base Information
SCHOOL TRAVEL PLANS
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292
114π - Questionnaires were completed by all of the above schools in 1998/99, all schools that have ‘Safer Routes’ initiatives will be revisited and pupils will complete a further questionnaire after completion of any
works.
≤ - Questionnaires not undertaken - ‘Hands up’ counts in class used.
≥ - North Bromsgrove High, Parkside Middle, Meadows First and Sidemoor First School’s have been analysed collectively because of their close proximity to each other, i.e. a central grid reference has been used
and accident
statistics have been collected within a 1 mile radius of this point. This eliminates any duplication of accidents. Catshill First and Catshill Middle have also been treated in this way as have Harry Cheshire High, St
Johns Middle and St Johns First.
The Harry Cheshire High 6% 70% 5% 18%
St Johns Middle 2% 75% 1% 21%
St Johns First 1% 48% 1% 50%
North Bromsgrove High 1% 44% 31% 22%
Parkside Middle 1% 76% 3% 19%
Meadows First 0% 62% 1% 35%
Sidemoor First 0% 68% 0% 32%
Lickey End First 0% 50% 0% 50%
Fairfield First 0% 19% 0% 76%
Dodford First 0% 0% 0% 92%
Catshill First 0% 68% 0% 32%
Catshill Middle 2% 44% 14% 39%
Tibberton First 0% 11% 0% 89%
School Current Mode of Travel
Cycle Walk Bus Car
Percentage of car
journeys with only
1 Pupil
44%
24%
63%
29%
37%
60%
56%
81%
54%
41%
69%
51%
62%
No. of Perceived
Walking/Cycling
Dangers
70
41
36
87
101
96
36
45
41
13
-≤
131
32
Number of child
casualties within 1
mile of school
-≥
19≥
-≥
-≥
-≥
7≥
-≥
12
1
1
-≥
8≥
1
Average Before
Speeds
(mph)
38
28
28
27
31
29
29
30
36
20
29
26
31
230
150
80
195
173
195
114
103
58
13
-≤
223
33
Sample
Numbers
Baseline Data - (for reference in the above table)
8) Encourage pro-active schools to develop
initiatives under the guidance of the County
Council
i) To ensure that all schools throughout the County
are given guidance and help developing a School
Travel Plan and to complete all schools by 2008.
i) Sustainable Transport Unit i) N/A
7) Develop a programme of schools for
implementation across the county based upon
need
ii) Personal Injury Accident Information from Police
ii) N/A
i) To update the strategic assessment on a annual
basis and identify target schools for next year.
i) Education Directorate school travel information
i) See Safer Routes to School section
Objective
Target (Performance Indicator) Source of Data Base Information
SCHOOL TRAVEL PLANS (continued)

iii) 20% increase in walking to work for existing
companies implementing an Employers’ Travel
Plan (within 5 years of implementing an ETP).
iii) Employers’ Travel Plan monitoring
iii) None
ii) 100% increase in the 2001 National cycle to
work percentage for new developments (within 5
years of implementing an ETP).
ii) 2001 National Census
ii) None
3) To promote a healthy life style. i) 100% increase in cycling to work for existing
companies implementing an Employers’ Travel
Plan (within 5 years of implementing an ETP).
i) Employers’ Travel Plan monitoring
i) None
ii) To encourage up to 5 major employers per year
to adopt some aspect of Employers’ Travel Plans.
With a requirement that car numbers are reduced
to 10% less than existing. (BVPIJ 1)
ii) Sustainable Transport Unit
ii) None
2) To encourage the use of alternatives to
travelling by private car for some work journeys.
i) To ensure that 100% of new developments with
significant employment, progress an Employers’
Travel Plan as part of any planning application,
with a requirement that car use is reduced to 10%
less than predicted. (BVPIJ 1)
i) Planning approvals records
i) None
iv) To encourage up to 5 major employers per year
to adopt some aspect of Employers’ Travel Plans.
With a requirement that car numbers are reduced
to 10% less than existing. (BVPIJ 1)
iv) Sustainable Transport Unit
iv) At present 3 employers in the County are
developing an Employers’ Travel Plan. There are
103 major employers in Worcestershire
iii) To encourage the use of home based working,
with 1% of employees to be home based.
iii) Chamber of Commerce statistics/2001 National
Census Information.
iii) Awaiting 2001 census results
ii) To ensure that 100% of new developments with
significant employment, progress an Employers’
Travel Plan (ETP) as part of any planning
application, with a requirement that car use is
reduced to 10% less than predicted. (BVPIJ 1)
ii) Planning approvals record
ii) None
1) To reduce the need to travel for work purposes.
i) To ensure that all new major developments are
situated in a location that encourages sustainable
travel by bus, cycle and walk.
i) Sustainable Transport Unit
i) None
Objective
Target (Performance Indicator) Source of Data Base Information
EMPLOYERS’ TRAVEL PLANS
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294
5) To increase the employment opportunities
available to non-car users.
i) 100% of residents to have access to 1 bus/week
by 2002
x% of residents to have access to 1 bus/day
by 2005
y% of residents to have access to & from
work opportunities by 2010.
(targets to be established once base data has
been collected).
i) Passenger Transport Unit i) Surveys of accessibility to bus to be carried out
ii) To encourage up to 5 major employers per year
to adopt some aspect of Employers’ Travel Plans.
With a requirement that car numbers are reduced
to 10% less than existing. (BVPIJ 1)
ii) Sustainable Transport Unit
ii) None
4) To reduce transport’s adverse impact on the
environment.
i) To ensure that 100% of new developments with
significant employment, progress an Employers’
Travel Plan as part of any planning application,
with a requirement that car use is reduced to 10%
less than predicted. (BVPIJ 1)
i) Planning approvals record.
i) None
3) (continued)
iv) 100% increase in the 2001 National walk to
work percentage fro new developments (within 5
years of implementing an ETP).
iv) 2001 National Census iv) None
Objective
Target (Performance Indicator) Source of Data Base Information
EMPLOYERS’ TRAVEL PLANS (continued)

4) To identify accident clusters and to provide
remedial action.
i) To treat at least 120 accident cluster sites within
the plan period.
i) Accident Studies Team i) There are currently 480 cluster sites in the
County
iv) To distribute an information leaflet for parents
and children starting school for the first time, to all
schools requesting.
iv) Road Safety Unit
iv) This target is currently being met.
iii) To contact/visit all schools at least twice during
the year.
iii) This target is currently being met.
iii) Road Safety Unit
ii) To increase the number of adult cyclist
instructors by offering CITCONS - Cycle Instructor
Training Conferences.
ii) Road Safety Unit
ii) None at present. This training has not been
undertaken for several years, it is being reintroduced
summer 2000.
3) To provide specifically designed road safety
education, training and publicity targeted at
particular road user groups including adults, but
related to specific local or national problems.
i) To ensure that training for cyclists is available to
100% of schools and to ensure that all pupils are
trained before leaving school.
i) Road Safety unit
i) 2,500 school children undertook cycle training in
1999/2000
2) To reduce the slight injury casualty rate in the
face of increasing traffic volumes.
i) To reduce the slight injury casualty rate by 10%,
expressed as the number of people slightly injured
per 100 million vehicle kilometres.
i) Personal Injury Accident Information from Police. i) The number of slight casualties in
Worcestershire in
1999 - 2,144 (excluding motorways)
ii) To reduce the number of children killed or
seriously injured by 50% in line with national
targets. (BVPIR 2)
ii) The number of children killed or seriously injured
in Worcestershire in 1999 - 38 (excluding
motorways)
ii) As i) above
1) To reduce the numbers of deaths and serious
injuries resulting from road traffic accidents, paying
special attention to child casualties.
i) To reduce deaths and serious injuries sustained
in road accidents by 40% in line with national
targets. (BVPIR 1)
i) Personal Injury Accident Information from Police.
i) The number of killed or seriously injured in
Worcestershire in 1999 - 307 (excluding
motorways)
Objective
Target (Performance Indicator) Source of Data Base Information
ROAD SAFETY PLAN
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296
6) To ensure that any alterations to the publicly
maintained road network, resulting from new
developments, are implemented with due
consideration for highway safety.
ii) To ensure that 100% of section 278/106
agreements have a safety audit carried out.
ii) Accident Studies Team
ii) None
i) To ensure that 100% of major County Council
schemes have a safety audit carried out.
i) Accident Studies Team
i) None
ii) To develop a business plan in partnership with
the Police for deployment of additional speed
enforcement cameras in the County.
ii) Accident Studies/West Mercia Police
ii) There are currently 25 speed enforcement
camera sites within the County.
5) To address the problems experienced by local
communities resulting from inappropriate speeds
of traffic on urban and rural roads.
i) To complete the implementation of the County
Council Village speed limit initiative by 2002.
i) Highways Partnership Units
i) No. of areas No. of areas
District identified completed
Bromsgrove 30/40 None
Malvern 60 13
Redditch 1 1
Wychavon 87 28
Wyre Forest 40 None
Worcester City N/A N/A
Objective
Target (Performance Indicator) Source of Data Base Information
ROAD SAFETY PLAN (continued)

vi) To achieve a 5% increase in bus patronage on
three radial routes by 2005.
vi) Information from operators.
vi) See Integrated Public Transport monitoring
v) To double cycling by 2002 and to double again
by 2012.
v) Manual counts, DETR counts, before and after
cycle counts, SRtS questionnaires and Worcester
City Monitoring Data.
v) Cycling in Worcester City in the AM peak - 1.7%
in 1999
Cycling in Worcestershire 0.5% in 1999
iv) To ensure that 100% of new developments with
significant employment, progress an Employers’
Travel Plan as part of any planning application with
a requirement that car use is reduced by 10% less
than predicted.
iv) Planning approvals records
iv) None
iii) To encourage up to 5 major employers in the
County to adopt some aspect of Employers’ Travel
Plans, with a requirement that car numbers are
reduced by 10% less than existing.
iii) Sustainable Transport Unit
iii) At present 3 employers in the County are
developing an Employers’ Travel Plan. There are
103 major employers in Worcestershire
ii) An increase in bus and rail patronage of 5% for
each scheme implemented.
ii) Information from operators
ii) See Integrated Public Transport monitoring
1) To reduce traffic in those locations where
specific measures are implemented.
i) 15% reduction in car travel across all schools
that have developed a School Travel Plan.
i) Safer Routes to School questionnaires (SRtS)
i) See school travel plan monitoring
Objective
Target (Performance Indicator) Source of Data Base Information
ROAD TRAFFIC REDUCTION
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298
1) To reduce airborne pollution . i) To reduce airborne pollution to less than the
National Air Quality Requirements by 2003.
(BVPIA 1)
i) Worcestershire District’s Air Quality Review i) All of the six districts within Worcestershire have
completed Stage II Review and Assessments, 4 of
these districts are now undertaking Stage III
assessments.
Objective
Target (Performance Indicator) Source of Data Base Information
AIR QUALITY

7) Encourage the development of freight
interchanges where appropriate, and support
development of facilities for water-borne and rail
freight movements.
i) To ensure consideration of rail and water-borne
freight movement with all employment planning
applications.
i) Planning approvals/Sustainable Transport Unit i) None
6) Identify and implement approved freight routes,
operating conditions, and enforcement
mechanisms.
i) To implement a Countywide Freight Quality
Partnership.
i) Sustainable Transport Unit i) None
5) Reduce noise and disturbance from
freight movements.
i) To reduce the number of complaints associated
with freight movement.
i) Worcestershire Citizens Survey i) Base line surveys to be carried out
4) Minimise pollution from freight transport. i) To reduce airborne pollution to less than the
National Air Quality Requirements by 2003.
(BVPIA 1)
i) Worcestershire District’s Air Quality Review i) All of the six districts within Worcestershire have
completed Stage II Review and Assessments, four
of these districts are now undertaking Stage III
assessments.
3) Minimise congestion caused by road freight
transport.
i) To implement a Countywide Freight Quality
Partnership.
i) Sustainable Transport Unit. i) None
2) Assist local businesses to improve their timing
of distribution.
i) Not to implement/extend pedestrian areas where
this would cause an adverse effect on the
movement of freight.
i) Sustainable Transport Unit i) None
ii) To ensure that all local businesses have access
to a County ‘lorry route’ map.
ii) Sustainable Transport Unit
ii) None
1) Assist local businesses to improve their
efficiency of distribution.
i) Not to implement/extend pedestrian areas where
this would have an adverse effect on the
movement of freight.
i) Sustainable Transport Unit
i) None
Aim/Objective
Target Source of Data Baseline Data
FREIGHT STRATEGY
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300
ii) All of the six districts within Worcestershire have
completed Stage II Review and Assessments, four
of these districts are now undertaking Stage III
assessments.
ii) To reduce airborne pollution to less than the
National Air Quality Requirements by 2003.
(BVPIA 1)
ii) Worcestershire District’s Air Quality Review
8) Reduce the number of accidents, injuries and
cases of ill-health associated with freight
movement.
i) To reduce freight related accidents in line with
the Governments national targets.
i) Personal Injury Accident Information from Police
i) In 1998 there were 133 accidents involving
HGV’s in excess of 3.5 tonnes, this has risen to
168 in 1999. There has been a reduction in fatal
and serious accidents but the slight casualties
have increased from.
1998 1999
Fatal 7 Fatal 4
Serious 31 Serious 30
Slight 95 Slight 134
Aim/Objective
Target Source of Data Baseline Data
FREIGHT STRATEGY (continued)

6) To enhance the commercial viability and vitality
of the City without comprising the environment.
i) To keep unemployment in the City to below
National figures.
i) Research and Intelligence Unit i) Unemployment - City - 1,420 (2.9%)
County - 7,462 (2.8%)
UK - 1,164,400 (4.0%)
5) To reduce crime and fear of crime through better
design and increased public presence.
i) To maintain an improved quality of lighting in all
public areas by setting up a programme of
prioritisation and implementing 2 schemes per
year
i) Annual programme/Worcestershire Citizens
Survey
i) None
4) To reduce road danger. i) To sustain the number of PIA’s in the City to less
than 1993 levels.
i) Personal Injury Accident Information from Police i) 289 PIA’s in the City in 1993
263 PIA’s in the City in 1999
3) To increase the proportion of short trips made
on foot or by cycle, for the benefit of the
environment and people’s health.
i) To increase cycling to 2.8% of mode split by
2005 and 5.1% by 2011. (BVPIC 4)
ii) To increase walking to 12% by 2005
ii) As i) above
ii) Walking 10% in 1999
i) Worcester City Annual Monitoring Dataπ
i) Cycling 1.7% in 1999
2) To enhance the environment of the
City for both residents and visitors.
i) To increase the mode share of bus & rail
patronage into the City in the AM peak to 26% and
8.6% respectively by 2005. (BVPIP 1, BVPIP 4)
ii) To increase cycling to 2.8% of mode split by
2005 and 5.1% by 2011. (BVPIC 4)
iii) To increase walking to 12% by 2005
iv) To reduce airborne pollution to less than the
National Air Quality Requirements by 2003.
(BVPIA 1)
iii) As i) above
iv) Worcester City Air Quality Action Plan
iii) Walking 10% in 1999
iv) NO≤ (1hr) not exceeded at all
SO≤ not exceeded for any of the 3 objectives
ii) As i) above
ii) Cycling 1.7% in 1999
i) Worcester City Annual Monitoring Dataπ
i) Bus - 20% (1,975), Rail - 8% (786) in 1999
1) To seek to reduce energy consumption and air
pollution by encouraging greater use of public
transport, cycling and walking.
i) To increase the mode share of bus & rail
patronage into the City in the AM peak to 26% and
8.6% respectively by 2005. (BVPIP 1, BVPIP 4)
ii) To increase cycling to 2.8% of mode split by
2005 and 5.1% by 2011. (BVPIC 4)
iii) To increase walking to 12% by 2005
iv) To reduce airborne pollution to less than the
National Air Quality Requirements by 2003.
(BVPIA 1)
v) To reduce the number of long stay parking
spaces by 10% per annum.
v) Worcester City Council
v) Long stay parking spaces = 879 (1999)
iii) As i) above
iv) Worcester City Air Quality Action Plan
iii) Walking 10% in 1999
iv) NO≤ (1hr) not exceeded
SO≤ not exceeded for any of the 3 objectives
ii) As i) above
ii) Cycling 1.7% in 1999
i) Worcester City Annual Monitoring Dataπ
i) Bus - 20% (1,975), Rail - 8% (786) in 1999
Objective
Target (Performance Indicator) Source of Data Base Information
WORCESTER CITY PACKAGE
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302
iii) Community Transport has 5,000 regular users,
Kickstart has 171 users.
10) To improve access for people with mobility
difficulties and seek to provide social inclusion.
i) To introduce 4 low floor buses by the end of the
Plan Period.
ii) To ensure that all new signal crossing points
within the City have both tactile paving and rotating
tactile cones where appropriate.
iii) To increase the awareness of initiatives such as
community transport and Kickstart.
iii) Passenger Transport Unit, Kickstart database of
Users
ii) All signal crossing points within the City have
tactile paving and rotating tactile cones/audible
signals.
ii) Traffic Signal Team
i) Bus Quality Partnership - annual review
i) Currently no low floor buses access the City
Centre.
ii) See school travel plan monitoring
9) To ensure that people and goods can gain
access to existing and potential employment,
education, shopping and leisure facilities by
appropriate means.
i) To encourage up to 5 major employers in the
County per year, to adopt some aspect of an
Employers’ Travel Plan, with a requirement that car
numbers are reduced to 10% less than existing.
(BVPIJ 1)
i) Sustainable Transport Unit/School Travel Plans i) At present 3 employers in the County are
developing an Employers Travel Plan, all 3 of these
are located within the City boundary. There are
103 major employers in Worcestershire.
8) To improve the attractiveness and convenience
of public transport, cycling and walking.
i) To increase the mode share of bus and rail
patronage into the City in the AM peak to 26% &
8.6% respectively by 2005. (BVPIP 1, BVPIP 4)
ii) To increase cycling to 2.8% of mode split by
2005 and 5.1% by 2011. (BVPIC 4)
iii) To increase walking to 12% by 2005
iv) To introduce 2 further park and ride schemes by
the end of the Plan Period.
iii) As i) above
iv) Sustainable Transport Unit
iii) Walking 10% in 1999
iv) Worcestershire’s first Park and Ride site is due
to open in 2001.
ii) As i) above
ii) Cycling 1.7% in 1999
i) Worcester City Annual Monitoring Dataπ
i) Bus - 20% (1,975), Rail - 8% (786) in 1999
7) To reduce the need to travel in the longer term,
by the co-ordination of land use planning with
transport.
i) To ensure that all new major developments are
situated in a location that encourages sustainable
travel by bus, cycle and walk.
ii) To ensure that all new major developments
progress a Green Transport Plan as part of any
Planning Application. (BVPIJ 1)
iii) To encourage the use of ‘tele-working’.
iii) Chamber of Commerce statistics/2001 National
Census Information.
iii) Awaiting the 2001 Census results
ii) Planning Approvals Records
ii) None
i) Sustainable Transport Unit
i) None
iii) To maintain the proportion of car journeys into
the City in 2005 at 1997 levels.
iii) Worcester City Annual Monitoring Dataπ
iii) 1997 - 4175 (42%)
1999 - 4151 (42%)
6) (continued)
ii) To retain or increase the high number of visitors
to the City.
ii) Heart of England Tourist Board 3 yearly
Economic Impact Assessment.
ii) Tourist attraction figures for the City are 2.5M in
1998 an increase of 78% over 1995.
Objective
Target (Performance Indicator) Source of Data Base Information
WORCESTER CITY PACKAGE (continued)

π - Worcester City Monitoring Data is a series of surveys carried out annually in May. These figures are a snap shot of the mode splits into the City and although not statistically robust they allow monitoring to
be carried out annually.
12) To strive towards the concept of seamless
journeys.
i) To introduce through ticketing from bus to rail by
2002.
i) Public Transport Partnership meetings. i) None
iii) To reduce the overall journey time for buses on
priority routes.
iii) Journey time information from operators
iii) Surveys to be carried out
ii) Maintain the proportion of existing car journeys
into the City Centre in 2005 at 1997 levels.
ii) As i) above
ii) 50% travel to work in the City by Car
11) To make the most efficient and sustainable
use of the existing transport infrastructure.
i) To increase the mode share of bus and rail
patronage into the City in the AM peak to 26% and
8.6% respectively by 2005. (BVPIP 1, BVPIP 4).
i) Worcester City Annual Monitoring Dataπ
i) Bus - 20% (1,975), Rail - 8% (786) in 1999
Objective
Target (Performance Indicator) Source of Data Base Information
WORCESTER CITY PACKAGE (continued)
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304
Reliability The introduction of Bus Quality Partnerships will improve reliability. +2
Wider Economic Integration with land-use planning. +2
Impacts
ECONOMY Transport Economic Journeys by cycle and walk will be more direct and therefore quicker. Users: NPV £m
Efficiency The introduction of bus priority measures will increase the efficiency of the
network.
Security Proposed lighting schemes will improve security for pedestrians and cyclists. +2
Safer Routes to School will improve pupil security.
SAFETY Accidents Local road safety schemes will reduce the number of Personal Injury . PVB information not available.
Accidents Average Annual Rate of Return
for 1996 - 1998 (inc) = 815%
Journey Ambience The introduction of Bus Quality Partnerships, through ticketing and +2
improvements to interchange points will improve the journey ambience
for passengers.
Physical Fitness Health benefits associated with increased walking and cycling for both +2
adults and children.
Local Air Quality Changes in traffic volumes are expected to be less than 10%. Not applicable Net
Greenhouse Gases No significant impact Not applicable tonnes of CO2
Landscape No significant impact Not applicable
Townscape No significant impact Not applicable
Heritage of Historic No significant impact Not applicable
Resources
Biodiversity No significant impact Not applicable
Water Environment No significant impact Not applicable
ENVIRONMENT Noise Changes in traffic volumes are expected to be less than 10%. Not applicable net properties win/
lose with scheme
OBJECTIVE SUB-OBJECTIVE QUANTITATIVE ASSESSMENT
QUALITATIVE IMPACTS MEASURE
Worcestershire County Council
“to provide a transport system that is safe, efficient, clean and fair. This
is to be achieved through integrating the County’s transport provision in
order to extend choice and maximise accessibility and mobility f or all
sections of the community (individuals and businesses) within the
context of sustainability”
Problems -
See Section 2
1) Total Cost of the Proposal £41,143π
2) Cost to Government £41,143π
APPRAISAL SUMMARY TABLE - LTP WITHOUT THE WYRE PIDDLE AND UPPER MOOR BYPASS

A seven point scoring system has been used ranging from -3 to +3
All costs are in £000’s
Other Government Policies We are working in Partnership with the Health and Education Authorities. +1
Land-Use Policy Working with the development of the County Structure and Local Plans +2
to include sustainability issues.
INTEGRATION Transport Interchange Improvements to interchange facilities and the implementation of through +1
ticketing promotes integration.
Access to the Improvements to main interchange points and an increase in the number +2
Transport System of low floor buses will improve access for the mobility impaired and
parents with children.
Severance Measures to improve walking and cycling routes will alleviate severance. +2
ACCESSIBILITY Option Values Options will be improved with greater accessibility to more bus services +2
and access to walking and cycling routes.
APPRAISAL SUMMARY TABLE - LTP WITHOUT THE WYRE PIDDLE AND UPPER MOOR BYPASS (continued)
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306
Security No impact Not applicable 0
SAFETY Accidents Accidents reduce Accidents - 28 PVB £0.908m*
Fatal - 0.5 25% of PVC
Serious - 9
Slight - 32
Journey Ambience
Physical Fitness No impact Not applicable 0
Water Environment Mitigation will improve surface water run off quality and minimise risk of Not applicable -1
damage to water environment.
Biodiversity SWS benefits from road drainage treatment and creation of new habitats. Not applicable +1
Heritage of Historic The proposals would have some limited direct physical impact on two sites Not applicable -2
Resources which are of national importance.
Townscape No impact Not applicable 0
Landscape The proposed major scheme although providing limited visual impact does Not applicable -1
bisect an area of open countryside recognised nationally as the Vale of
Evesham.
Greenhouse Gases No impact Not applicable tonnes of CO2
Local Air Quality Reduced volumes of traffic in the village will result in reduced pollution levels. No. of properties experiencing: Net 42 properties
- better air quality 415 experience improved
- worse air quality 373 air quality
ENVIRONMENT Noise Reduced volumes of traffic in the village will result in a reduced levels of noise. No. of properties experiencing : Net 131 properties
- Increase in noise 15 experience lower noise
- decrease in noise 140 levels
OBJECTIVE SUB-OBJECTIVE QUANTITATIVE ASSESSMENT
QUALITATIVE IMPACTS MEASURE
Worcestershire County Council
“to provide a transport system that is safe, efficient, clean and fair. This is to be
achieved through integrating the County’s transport provision in order to extend
choice and maximise accessibility and mobility for all sections of the community
(individuals and businesses) within the context of sustainability” and to provide for
strategic links between Worcester and Evesham by completing a major bypass
scheme.
Problems -
See Section 2
1) Total Cost of the Proposal £46,153π
2) Cost to Government £46,153π
APPRAISAL SUMMARY TABLE - LTP WITH THE WYRE PIDDLE AND UPPER MOOR BYPASS SCHEME

A seven point scoring factor has been used ranging from -3 to +3
* costs are in £000’s
Other Government Policies We are working in Partnership with the Health and Education Authorities. Not applicable +1
Land-Use Policy The major scheme is strongly supported by local highway and planning Not applicable +2
authorities. In line with national policies the scheme conserves cultural
heritage and improves safety by removing significant levels of traffic from
the medieval village. It enhances the environment through habitat creation.
INTEGRATION Transport Interchange Improvements to main interchange points and an increase in the number Not applicable +2
of low floor buses will improve access for the mobility impaired and parents
with children.
Access to the Transport No impact Not applicable 0
System
Severance 92% of traffic would be removed from the village reducing community Not applicable +3
severance by a large proportion.
ACCESSIBILITY Option Values There will be some change in accessibility for pedestrians, Not applicable +1
cyclists, equestrians or others.
Wider Economic Impacts There is a requirement that if the Worcestershire Landfill site is to be Not applicable +1
extended then it must be linked directly to the bypass.
Reliability Reduction in congestion is not a major scheme objective. Stress on key road link: +1
Before 76%; After 61%
Bypass 0%
ECONOMY Transport Economic There is a slight improvement to journey times as a result of the bypass. Road journey time savings: 0
peak 0.7min; inter-peak
0.7mins
APPRAISAL SUMMARY TABLE - LTP WITH THE WYRE PIDDLE AND UPPER MOOR BYPASS SCHEME
(continued)
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308

TENBURY
WELLS
BEWDLEY
STOURPORT
ON SEVERN
WORCESTER
GREAT
MALVERN
KIDDERMINSTER
DROITWICH
UPTON UPON
SEVERN
BROMSGROVE
PERSHORE
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