Consultation Question 22

Support

Representation ID: 1018

Received: 09/03/2021

Respondent: Mr David Robison

Bad outcomes which include road widening schemes and exacerbate neighbourhood severance could emerge from this wordage.

Much stronger private vehicle and HGV volume reduction is needed to have a beneficial impact on communities and environment. Jobs can increase without increased freight. You haven't decoupled the two.

Support

Representation ID: 3278

Received: 22/03/2021

Respondent: Wilsden Parish Council

We are strongly supportive of expanding and improving the network of off-road inter-urban and -town cycle routes in particular the Great Northern Trail and the cycleway related to the Queensbury Tunnel.

Support

Representation ID: 3584

Received: 22/03/2021

Respondent: NEAT

..with the caveat that there is, again, no mention of minibuses.
Minibus use encourages shared transport.
One of how minibuses can make a difference: The last year has shown how much people need acess to the outdoors and green space; yet people from ethnic minorities are still massively under-represented among countryside users, meaning that they are less likely to receive the physical benefits (such as strenuous exercise when walking uphill), the mental benefits (therapy for anxiety/depression), and exposure to Vitamin D through sunshine (they are predisposed to Covid 19, yet Vitamin D is a boost to the immune system, so they are doubly disadvantaged.
For over 16 years, NEAT has been using minibuses to get young people from ethnic minorities into the countryside.
Why can't the Council make some of its many vehicles available to comunity groups at evenings and weekends?

Object

Representation ID: 3689

Received: 23/03/2021

Respondent: Mr Philip Sutcliffe

he green belt was set up to stop urban expansion. In the case of
Bradford, to stop it becoming part of Leeds. Bradford planning office
being completely undemocratic wishes to pour cement and tarmac all
over the green belt in Tong. The reason I say undemocratic is as
follows. ~There has not been one survey, or opinion poll taken in
Bradford, which agrees with Bradford councils views on building on
green belt. In fact approx 90 % of population of Bradford totally
disagree with Bradford councils housing and road plans. However, the council which claims
represents the people is acting like a fascist state.

Your new road and housing plans directly effect my Grade II house and
land. However, you have not had the decency to contact me over the
last 10 years. I doubt you care less about me than the environment and
the creatures that need it.

Object

Representation ID: 3769

Received: 23/03/2021

Respondent: Mr Andrew Lund

The absence of any strategy for highway improvements in Menston and Ilkley, in particular the A65, is unacceptable. The extent of housing development proposed for Wharfedale is such that this already heavily congested route will be overwhelmed. The concept that this will be compensated by modality change from road vehicles to walking, cycling and public transport fails to recognise that the A65 is a major through route from West Yorkshire to the North West, the M6 and Scotland.

Support

Representation ID: 3829

Received: 23/03/2021

Respondent: Jenny Woodward

I support the approach to improving sustainable transport options e.g. improved cycling / pedestrian options.
I do not support any road building - evidence shows that new roads lead to more traffic which reduces air quality, cuts communities in half and negative affects rates of cycling and walking.

Object

Representation ID: 4885

Received: 24/03/2021

Respondent: Green Party of England & Wales

My principle concern looking at the Strategic Transport Delivery is the disproportionate allocation of public transport and active travel proposals across the city – particularly North VS South and how there is little evidence being provided to justify the current proposals.

In South Bradford, 39% of households have no car (higher than regional average) but all public or active transport proposals - with the exception of the park and ride - are north of the city centre.

This is especially difficult to reconcile, given the higher number of houses being proposed for BD4 (Holmewood extension).

One positive is the reference to the mass transit network for WY but at this stage this should be included as an addition rather than an integral part of the local plan.

Support

Representation ID: 5403

Received: 24/03/2021

Respondent: Mr Peter Jenkins

Connection beteween the new Bradford raail station and Forster Square seems to have been ignored. Don't forget we travel to Bradford too would do more so both as a destination as well as onwards to Manchester etc. if better connected.
Wharfedale etc exists for other purposes than just to provide a high proportion of (green) land for houses.

Object

Representation ID: 5501

Received: 24/03/2021

Respondent: Bradford Cycling Campaign

We welcome the emphasis on the provision of quality infrastructure and we support the intention to develop a network of on- and off-road cycle routes but we would expect to see a re-statement of the prioritisation of cycling over motor vehicles. There should be a consideration of closing roads to vehicular traffic in favour of exclusive use by sustainable active travel modes. On the creation of LTNs, it should commit to the use of such provisions ‘wherever possible’ to create a network of LTNs. Section E on highways suggests improvements to junctions and roads in the name of ‘efficiency’: ‘efficiency’ must be for ALL road users and highways developments should be subject to the continued prioritisation of cycling over motor vehicle traffic.

Object

Representation ID: 5932

Received: 24/03/2021

Respondent: Baildon & Shipley Friends of the Earth

Baildon & Shipley FOE – TR1
1. LTNs should be widespread.
2. ‘Efficiency’ in highway engineering terms has a tendency to be very motor vehicle-centric. The approach and mentality here needs to change fundamentally so that the most vulnerable road users (pedestrians and cyclists) are considered first. This also fits in with the concept of the 15-minute neighbourhood and motor vehicle-free neighbourhoods.
3. There is concern about the impact of Bradford-Shipley Route Improvement Scheme on Shipley. This road scheme is designed to increase road carrying capacity and, as a result, will lead to an increase in the volume of traffic. Induced demand is a well-known and well-researched consequence of more road-building.
4. It is also concerning that the new housing development associated with the Canal Roadwidening, has no school provision attached to it. How can that work properly, especially bearing in mind the need for the 15-minute neighbourhood?

Comment

Representation ID: 9811

Received: 12/03/2021

Respondent: Bradford District Ward Councillor (Labour)

TR1 Bus lanes etc. are discussed here. This is particularly problematic through Bradford with the continually changing road priority and right turns etc. This is currently a nightmare for the ordinary motorist to follow. If you have a bus lane to your left and a large number of vehicles turning right at a junction the road can be blocked when there are high volumes of traffic. It is one of the causes of traffic jams and excessive pollution during peak hours.

Comment

Representation ID: 12153

Received: 19/03/2021

Respondent: British Horse Society

Only approximately 85 km of PROW network is available for horse riders, in Bradford (bridleways, byways and restricted byways)

The network is fragmented, roads are often the only available links between one RoW and the next. Any infrastructure relating to non-motorised users must take into account those other than walkers and cyclists.

Local Plan should include equestrians as vulnerable road users, to ensure that their needs are considered equally alongside those of pedestrians and cyclists.

Inclusion of equestrians in the Active Travel Strategy.

Equestrians to be included in any shared-use routes.

Equestrians should be considered/consulted at early stage of any major housing or infrastructure development.

Horse riding is a year-round activity which is classed as moderate intensity exercise. Some older or disabled people, being on horseback or in a horse-drawn carriage gives them access to the countryside and a freedom of movement they would not otherwise be able to achieve.
There are considerable psychological and social benefits from equestrian activities.
Equestrianism is popular, and contributes significantly to the local economy.
The equestrian community currently has many difficulties in finding safe access. Many issues could be addressed and resolved through good planning of future development. Community horse arenas could be provided using section 106 money.

Object

Representation ID: 13809

Received: 20/03/2021

Respondent: John Finnigan

- If the SEBLR is required as “a strategic highway link between the M62 and Leeds-Bradford airport no part of that strategy appears in the BDLP.
- If the road is intended to be an arterial link to the airport, none of the consequences of introducing such a road into the Tong Valley are addressed either in the BDLP/site assessments/Sustainability Appraisals. The consequences: air pollution, noise pollution, loss of amenity and damage to habitat consequent upon the introduction of new/heavier traffic usage.
-If the SEBAR is intended as a means of opening up and providing viability for the SUE, then the council’s funding justification is damaged. The overdue improvements to the A650 would provide adequate access without need for another road.
-It is a serious strategic omission that BDLP does not address the consequences of the SEBAR failing to be established as a viable proposal or not being approved for funding.

Support

Representation ID: 15407

Received: 19/03/2021

Respondent: Highways England (Yorkshire & North East Team)

It is considered by CH2M that Highways England should support the aspirations of Policy TR1, as it aspires to deliver transport infrastructure and network improvements to support the quantum of development within the Local Plan. It is noted that M606 Junction
2 is referenced for improvements within the Policy, but further details will be needed to be provided to Highways England regarding this aspiration as the Plan emerges.

Furthermore, it is considered that the aspirations within Policy TR1 need to be aligned with the transport evidence base to ensure the most appropriate interventions are identified, as well as ensuring
that they have funding, timescales and implantation identified

Comment

Representation ID: 15832

Received: 24/03/2021

Respondent: West Yorkshire Combined Authority (WYCA)

Policy TR1: Strategic Transport Delivery provides a comprehensive list of strategic transport schemes that picks up both existing schemes and emerging schemes.

We note and support the approach to list the active travel modes and public transport modes before highways schemes.

However, as presented, it is unclear what the policy is. The supporting text paragraph 4.6.8, which states ‘In an effort to manage and improve the existing highways, public transport, walking and cycling networks, which will deliver the aspirational growth proposed through the Local Plan and other regeneration initiatives, the Council will support, safeguard and prioritise a programme of strategic improvements. Strategic transport investment and management priorities of the District are as follows:’ would be more usefully included in the policy itself and not in the supporting text.

We note under proposed Policy TR1 at B3 there is reference to protecting rail sidings and extension sites. The Policy needs updating as it currently states ‘at sites xx’ and we would welcome engagement on developing this Policy. We would expect the detail on this to be informed by Network Rail.

Object

Representation ID: 16298

Received: 24/03/2021

Respondent: Keighley Town Council

Strategic transport projects have included for Keighley -

Bus Priority Corridor (Bradford Road/Cavendish Street) - The town council submitted a proposal to the Town Deal to create a one-way system along Cavendish Street which would provide more on street parking and more pavement space for pedestrians. The council would hope that any proposals as controversial as a bus corridor would involve meaningful consultation with the Town Deal Board.

Great Northern Trail (connection from Cullingworth via Crossroads and Woodhouse) - The council is supportive of the inclusion of this scheme in the local plan.

The council would also like to see greater mention of transport links to the west of Keighley. The local plan makes much of connections eastwards towards Bradford and Leeds but there is little mention of improving connections to the West.

For example, creating improved road and rail links to urban areas such as Manchester. Whilst, outside of the Bradford MDC boundary the Colne to Skipton rail line reopening presents huge opportunities for the Keighley area for the expanding economic opportunities across the town.

Object

Representation ID: 16723

Received: 24/03/2021

Respondent: Shipley Town Council

Support intention to develop a network of on- and off-road cycle routes (TR1 A4 & A5) but we would expect to see in these objectives a re-statement of the prioritisation of cycling over motor vehicle traffic. There should be a commitment to the consideration of closing roads to vehicular traffic in favour of exclusive use by sustainable active travel modes.

A2 should more definitively commit to the use of Low Traffic Neighbourhoods ‘wherever possible’ so that the outcome is the creation of an ‘extensive’ network of LTN’s.

Section E - highways / junction ‘Efficiency’ must be for ALL road users - this section should include a statement that any highways developments would be subject to the continued prioritisation of cycling over motor vehicle traffic.

We are concerned about the impact of the Bradford-Shipley Route Improvement Scheme (TR1: E) on Shipley. It will induce increased traffic, congestion, air and noise pollution.

A number of active travel schemes in the Shipley area (see attached document) are proposed.

Support

Representation ID: 17294

Received: 22/03/2021

Respondent: The Great Northern Railway Trail Development Group

However, the lack of commitment by Bradford Council to the Trail can be shown when it decided in 2012 to end its partnership with the GNRT Forum. After nine years, it is still a struggle to get positive, decisive action. This is an example where, despite existing policies and strategies, there is a lack of financial resources for sustainable active travel, meaning that cycle route development is not happening.
We seek a commitment from, and leadership by, Bradford Council to work with the WYCA to deliver those resources and so build a cycle network that will create many economic and health benefits for the people of the District.
It is not possible for voluntary group to deliver capital projects that are best carried out by Bradford Council. Our group has been pioneering sustainable travel through the development of off-road cycling and walking and promoting the vision for the Trail along with our partners.
Please note the error in the naming of the Trail. Rather than the Great Northern Rail Trail, it should read the Great Northern Railway Trail.

Comment

Representation ID: 18170

Received: 24/03/2021

Respondent: Mr Raymond Wilkes

As far as transport and connectivity go, it is essential that Bradford has a strong pro bus policy with good bus priority and demand management. This is the only way to decongest Bradford and reduce pollution. It is also the best way to facilitate active travel. Walking and cycling will always be unattractive unless many car users for whom active travel is not suitable for all their trips switch to bus.

The Manningham Lane and Canal road proposals are not pro-bus and show that the current plan is not fit for purpose.

Support

Representation ID: 19938

Received: 23/03/2021

Respondent: Climate Action Ilkley

Number of people: 7

6. We support the inclusion in the plan of the Wharfedale Greenway, a long-overdue safe means of active transport between neighbouring communities, and suggest that work on this project is prioritised to allow its realisation early in the development of any site, i.e. as soon as practically possible, rather than risk its non-completion through delay.

Comment

Representation ID: 24273

Received: 24/03/2021

Respondent: Bradford District Ward Councillor (Conservative)

TR1 A5 & TR1 B2
There is no mention of the footbridge or safe crossing across the A629 (at Silsden) within this table.

Comment

Representation ID: 28057

Received: 24/08/2021

Respondent: Aimee Rawson

I’d like to see rail links prioritised over bus links as I personally feel only rail links are good enough to replace/compete with the need for car travel.

Support

Representation ID: 28391

Received: 23/03/2021

Respondent: Joint Committee (GNRTDG, Keighley Town Council & Parish Councils of Cullingworth, Denholme, Haworth, Cross Roads & Stanbury, and Wilsden

Great Northern Railway Trail is currently protected in the UDP & RUDP and planning permission has already been approved for the most part.

Thank the Council for their proposed continued protection of the route between Keighley and Queensbury and refer to policies SP7, SP10, SP11, SP14, SP15, SP16 and TR1, TR2, TR3 & TR4 in their support

Policy TR1: Stategic Transport Delivery

A - Walking and Cycling
Acting to provide walking and cycling networks that are coherent, direct, safe, comfortable and attractive.

Developing a Priority Cycle Network through expanding cycle provision on district roads, including the Primary Road Network (PRN) and Key Route Network (KRN), to expand on the CityConnect cycle schemes,

Expanding and improving the network of off-road inter-urban and -town cycle routes... These may be on alignments including canal towpaths or railway sola. The network of multi-user greenways, including....the Great Northern Railway Trail are identified on the policies map, together with cycleway infrastructure relating to Queensbury Tunnel and the National Cycle Network.