4.1 Background

4.1.1

Plain English Version

The inner and outer ring roads (the Queensway and the Middleway) made Birmingham easy to get around by car, but not so much by bus, train, walking or cycling. Some of the Queensway has been removed or changed, but to encourage walking, cycling and public transport more needs to be done. This might include better pedestrian crossings, more and better signs or removal of things that get in the way.

Original Document

Birmingham transformed itself in the 1950s and 1960s from a traditional city of streets into the “motor city”. A new inner road, later named “Queensway”, was built, forming a tight concrete collar around the city’s core. Major investment took place to create new or widened radials such as the Aston Expressway and Digbeth High Street. The ring road, “Middleway” was constructed further out as a route around the wider centre. The urban design consequences of these major transport investments have already been described. Whilst the concrete collar has partly been dismantled, enough of it remains – as part of the A38 corridor – to act as a significant barrier to movement within the city centre. At the same time the expectation of easy access into the centre by motor vehicle remains as a legacy of this era.

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4.1.2

Plain English Version

Birmingham has a tradition of  making it easy for people to get around in cars and that means the city is tricky for walking and cycling.   Even though the city centre is compact it’s difficlut to walk.  Cyclists also have problems. Some of their key cycle lanes are cut off by roads or railways.  Yes we’ve improved things in recent years but still we need to work much harder to make the city good for cycling or walking.

Original Document

This historic emphasis in Birmingham on enabling and accommodating movement by private vehicles has led to an urban form that is not conducive to movement by other means. For pedestrians, this means that, although the city centre is relatively compact, conditions for walking are adversely affected by numerous physical barriers and the disconnection of different parts of the central area, and some areas have poor public realm and legibility. For cyclists, dis-incentives include poor provision of cycle lanes and facilities, the severance of cycling networks by major highway and railway corridors and road danger. So although improvements have been made over recent years for both pedestrians and cyclists, much more is needed if walking and cycling are to become genuinely attractive modes of transport in the city centre.

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4.1.3

Plain English Version

Traffic into and out of the city centre has fallen gradually over the past decade, and the City Council wants this trend to continue. However new developments within the centre, as set out in the Big City Plan, will mean more car trips. Traffic will increase unless we act. This could mean widening roads in some places.  Whatever we do should be designed to keep as much traffic as possible on the main roads and out of the smaller city centre streets.

Original Document

Traffic flows into and out of the city centre have been falling gradually over the past decade, and the City Council wants to continue this trend. However, new development within the centre, as envisaged by the Big City Plan, will lead to the generation of new car trips and therefore current levels of congestion are expected to increase unless a range of appropriate action is taken. Highway capacity increases in key locations may be necessary as a result of the increase in the total number of trips related to new development. Such infrastructure changes should be designed to keep as much traffic as possible on the main roads and out of the most sensitive city centre environments.

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4.1.4

Plain English Version

Birmingham city centre has oustanding national rail links, mainly because of New Street Station, but Moor Street and Snow Hill stations are also important. New Street Station is the main route to Birmingham International Airport and so the way most overseas travelers enter the city.  However it is not a good experience.  On top of that New Street is just to busy, a problem which will only get worse.

We have now set aside money for the redevelopment of New Street and protected land for four tracks between New Street and Birmingham International over much of the route. We are also investigate how we could get European High Speed trains to both Birmingham and the Airport.

Original Document

Birmingham city centre has outstanding connectivity to a wide range of national destinations by rail, with New Street Station the focus of an extensive network of services and Moor Street and Snow Hill stations having a secondary but nonetheless important role. New Street Station is also the main route to Birmingham International Airport and thus the primary global entrance point into the city centre. However, the arrival experience is poor. Current capacity difficulties at New Street Station have been exacerbated by significant growth in passenger trips in Birmingham. The comprehensive redevelopment of New Street now has committed funding. Space to allow for four tracks between New Street and Birmingham International stations is protected over much of the route, and the opportunity for running European High Speed Train services to both the City Centre and the Airport is under investigation.

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4.1.5

Plain English Version

The Big City Plan also needs to decide whether and how the Midland Metro system might be extended. This would mean finding a practical way to pay for the work. This is linked to planned improvements to conventional bus services and possible new  Bus Rapid Transit (BRT) services.

Another problem is that city centre streets are not big enough for all the demands from pedestrians, buses, trams and of course street lighting, seats, signs etc.  . We need to sort this out street by street at the same time as meeting a growing demand for ways to travel around Bimringham City Centre.

Original Document

With regards to other public transport, the primary issue to be addressed by the Big City Plan is whether and how the Midland Metro system might be extended, given the need to put together a practical funding package. This issue is closely inter-related with initiatives to improve both conventional bus services and to introduce Bus Rapid Transit (BRT) operations. Another important issue is on-street congestion in the city core. Streets simply do not have the physical capacity (space) to accommodate all the movement and other demands that are and are likely to be placed upon them (pedestrians, buses, trams, quality public realm). Resolving these conflicts and determining priorities on a street-by-street basis is required. Increased demand will also need to be met through improvements to alternative modes of transport, as well as demand management.

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4.1.6

Plain English Version

The Council has developed a new transport model for the city centre. A database was created in 2004 after detailed land use surveys and we have produced forecasts for 2011, 2021 and 2031 to show possible changes in the transport that is needed. These took into account future levels of population, housing, employment and other activities. We will prepare the Big City Plan together with transport modelling, and will come up with the ways we can improve the transport network for the city centre.

Original Document

The Council has developed a new transportation model for the city centre. Detailed land use surveys have established a 2004 database and scenarios have been produced for 2011, 2021 and 2031 to identify possible changes in transport demand. This has considered future levels of population, housing, employment and other activities. The preparation of the Big City Plan will interact with transport modelling, and in combination will establish required infrastructure improvements for the city centre.

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