Highways Agency - Safe roads, Reliable journeys, Informed travellers

Executive summary

Executive Summary

E1 Introduction

E.1.1 Halcrow Group Limited has been commissioned by the Highways Agency to undertake a Route Management Strategy (RMS) for the A49. The objective of the study is to develop a plan for the management and development of the A49 between the A40 at Ross-on-Wye and the A5 at Shrewsbury, until the end of 2014.

E.1.2 The study has involved various stages, including consultation, a review of relevantnational, local and regional plans and policies, an assessment of data including traffic flow data and personal injury collision data, and the identification of route functions and outcomes. The identified route outcomes will enable a detailed Route Management Plan to be developed by the Highways Agency.

E.1.3 The study commenced in November 2000 based on the then current January 2000 RMS Guidance, and the Draft Strategy Document was substantially completed under that Guidance. In May 2003 and November 2003 the RMS Guidance was revised and the Highways Agency asked for the Draft Strategy Document to be updated to reflect the new Guidance without undertaking a full review. The most significant change is the inclusion of a full Land Use Development ControlStatement.

E.2 Consultation

E.2.1 Consultation was conducted with the public between 10 June 2002 and 2September 2002 and comprised, briefly:

• Mobile exhibitions, using the Highways Agency's bendy bus, held at 13 locations between Ross-on-Wye and Shrewsbury between the 10 June and 21 June 2002. Display boards introduced the RMS process, and set out the proposed Route Management Strategy for the A49 as well as Strategy Actions proposed for each section of the route. A total of 1436 members of the public attended these exhibitions.
• A static exhibition held at the Green Dragon Hotel, Hereford on 12 June 2002, using the same material as the mobile exhibitions plus extra boards showing specific Hereford proposals. The static format was chosen because of the importance of the central Hereford location. 56 members of the public attended this exhibition.
• Consultation leaflets and posters were distributed to public buildings and other venues such as libraries, schools, shops, garages, village and parish halls, etc. in a total of approximately 120 villages along and nearby to the route. A full list of locations is included in the Public Consultation report.
• Questionnaires distributed at the mobile and static exhibitions and with the Consultation leaflets at venues along the route. 343 completed questionnaires were received of which details, and analysis are given in the Public Consultation report.
• Consultation was also undertaken with various stakeholders and interested groups and organisations, both in a seminar held on 19 July 2001 at the Feathers Hotel, Ludlow, and in separate individual discussions when necessary.

The overall aim of the consultation process was to highlight the current functionsof the A49, route issues, and to develop a strategy to maintain and enhance thefunction of the A49. Full details of the consultation process and results arepresented in the A49 RMS Public Consultation Report.

E.2.2 Key issues identified for the route by stakeholders and confirmed following theconsultation exercise can be summarised as;

• The need to improve safety for drivers along the route, particularly at
• junctions;
• Pedestrian safety concerns, and the need for improved pedestrian crossing
• provision in settlements to reduce severance;
• Limited overtaking opportunities along the route;
• Vehicle speeds through settlements;
• The need for consistent signing along the route;
• Limited public transport provision along the route; and
• Limited cycle provision along the route.

E.3 A49 RMS Objectives

E.3.1 Relevant national, regional and local policies and plans have been reviewed to aidthe development of policy objectives for the A49 RMS. The overall high level objective for the route is to 'manage and maintain the A49, compatible with its strategic, regional and local functions whilst addressing the Government's five investment criteria. The purpose objective is to 'maintain the current low strategic - high local function balance'. Objectives for this RMS have then been developed based on the five key criteria of environment; safety; economy; accessibility and integration. These policies include retaining and protecting the landscape, reducing the number and severity of personal injury collisions, community safety through the management of traffic speeds, contributing to economic activity, improving access along and across the route for non-motorised users and encouraging the useof alternative modes of transport to the private car.

E.4 A49 Route Functions

E.4.1 The functions of the A49 have been derived following an analysis of the types of journey undertaken on the A49, the relationship between the A49 and other parts of the national and local road network, and regional land use development. The functions of the A49 have been identified as;

• F1 - A strategic link between South Wales and the Midlands via the English Trunk Road Network;
• F2 - To provide a regional spine; providing for north/south movements and connections to other routes within the region;
• F3 - To contribute to and facilitate economic activity, including farming and tourism, and regeneration aspirations;
• F4 - To provide a public transport route and opportunities for modal interchange;
• F5 - To act as a local road; providing access for local communities along and near the route to everyday facilities;
• F6 - To provide access to shopping, education, work, leisure and health facilities for motorised and non-motorised users of the route; and
• F7 - To provide access for local commercial, tourism and farming activities.

E.4.2 These functions have been assessed against factors that may affect route performance such as personal injury collisions, congestion and limited safe overtaking opportunities to help identify the key issues along the route.

E.5 Land Use Issues

E.5.1 Relevant planning policy documents have been reviewed to determine future planning aspirations for the A49. Most of the future development allocations along the route are centred on the Market Towns (for which Advantage West Midlands has a specific Market Towns Initiative), and Shrewsbury and Hereford. Developments within Hereford may lead to increased congestion on the A49. Within Shropshire, Craven Arms is identified as a Strategic Growth Centre, and there are also future development allocations in Leominster and Ludlow. Theseallocations may result in increased trips along the A49, particularly to Shrewsbury.

E.5.2 These developments and others not currently allocated should be monitored to ensure the impact, both individually and combined does not compromise the route functions and objectives.

E.6 Route Issues

E.6.1 Route issues have been derived through liaison with stakeholders, the public and relevant organisations, and a review of relevant data. Safety is highlighted as the key issue along the route. Some junctions, limited overtaking opportunities and a need for a rationalisation of signing result in safety concerns.

E.6.2 Congestion within Hereford is seen as a primary constraint to the efficient functioning of the route. Below standard lay-bys and insufficient lay-by provision compared to HA Advice Note TA69/96 may also affect the economic function of the route. Limited overtaking opportunities coupled with HGV flows result in unreliable journey times.

E.6.3 Community severance, and limited pedestrian and cycle crossing facilities in settlements result in accessibility constraints. These accessibility constraints through settlements result in vulnerable user safety issues and reduced accessibility to community facilities. There is also limited integration between transport modes.

E.6.4 The A49 passes through areas of environmental significance including several Areas of Outstanding Natural Beauty, Areas of Great Landscape Value, predominantly on sections of the route between Ross-on-Wye and Hereford, and Onibury to All Stretton. The A49 is considered to have a visual impact on the environment at the Ludlow bypass and Berrington Hall.

E.7 Route Outcomes

Route outcomes (RO) have been determined by reviewing the identified route functions, objectives and issues. The route outcomes that have been developed for the A49 RMS are;

RO1:	To adopt a consistent, realistic and enforceable approach in the management of vehicle speeds along the route
RO2:	To improve overtaking opportunities to improve the safety and economic efficiency of the route
RO3:	To improve safety by seeking to reduce the number of personal injury collisions along the route
RO4:	To improve alignment so as to enhance the safety and economic efficiency of the route
RO5:	To improve non-motorised user facilities to enhance accessibility along and across the route
RO6:	To improve the performance of the A49 through Hereford
RO7:	Seek to facilitate and support and support economic activity along the route through a proactive development control strategy
RO8:	To enhance the provision of, and rationalisation of signing and road markings along the route
RO9:	To improve public transport facilities along the route
RO10:	To improve lay-by provision along the route
RO11:	To seek to reduce the environmental impact of the route

E.7.2 The route outcomes will be used to develop a Route Management Plan for the A49.

1 introduction

1 Introduction

1.1 Brief Overview of the Route

1.1.1 The A49 Ross-on-Wye to Shrewsbury Route Management Strategy (RMS) is a strategy for the management and development of the A49 between the A40 at Ross-on-Wye and the A5 at Shrewsbury until the end of 2014. This part of the A49 is some 106km (66.5 miles) long, and its route is shown in Figure 1.1. The route is described in detail in Chapter 2.

1.2 Brief RMS Overview

1.2.1 Route Management Strategies are being undertaken by the Highways Agency (HA) on all roads that form the nation's core trunk road network, to provide a framework for managing individual trunk routes as part of a wider transport network. The objective of the Route Management Strategies is to interlock with local transport strategies (set out in Local Transport Plans) within the context established by Regional Planning Guidance (Reference Para 3.1.34 "A New Deal for Transport: Better for Everyone").

1.2.2 The RMS process has been developed in order to:

• Assist the HA in planning and optimising investment in the trunk road/motorway network (across different budget headings), and in the delivery of HA strategic plans and the ten year transport strategy;
• Provide consistency, transparency, openness and integration, particularly with other transport related strategies, including local and regional transport plans;
• Enable the Highways Agency to provide an input into these strategies and plans;
• Maximise customer focus; and
• Improve forward planning over a 10-year horizon.

1.2.3 An outline of the Route Management Strategy process is set out in the document entitled "Route Management Strategies - Seeking Your Views", produced by the HA. This document can be viewed on the HA website at the following address: www.highways.gov.uk/roads/rms/seeking_views/index.htm

1.2.4 Route Management Strategies embrace the Governments five policy objectives for transport as set out in the White Paper "A New Deal for Transport: Better for Everyone (DETR 1998)" and discussed in the Route Management Guidance:

• To contribute to an efficient economy and to support sustainable economic growth in appropriate locations;
• To improve safety for all travellers;
• To protect and enhance the built and natural environment;
• To promote accessibility to everyday facilities for all, especially those
• without access to a car, and;
• To promote the integration of all forms of transport and land use
• planning, leading to a better more efficient transport system.

1.2.5 An RMS is a ten year route strategy which will not recommend specific proposals for identified issues.

1.2.6 This RMS report was originally produced in line with the January 2000 RMS Guidance and subsequently reviewed and updated following publication of the May 2003 Draft Version 2-5 RMS Guidance. Although outside the original scope of the RMS Study, a section on Development Control was added at that time, as an overview rather than a detailed analysis of future land use proposals. Subsequently a full Land Use and Development Control Statement has been included, in line with the November 2003 Version 2 RMS Guidance.

1.2.7 The study has been undertaken by the Highways Agency's consultants Halcrow Group Limited between November 2000 and May 2004.

1.3 Public Consultation Process

1.3.1 Consultation with members of the public was undertaken over a twelve-week period between the 10th June 2002 and the 2nd September 2002. There were two approaches to the public consultation display process. Firstly, static and mobile exhibitions displaying various proposals were held along the route of the A49 for a two-week period between 10 June 2002 and 21 June 2002. Consultation leaflets and posters, including a questionnaire, then supplemented the display period. The consultation process and outcomes are detailed in a separate report; A49 RMS Public Consultation Report. Appendix B of this strategy document contains a brief overview of the RMS consultation process and outcomes.

1.4 Report Format

1.4.1 The format of this report is outlined below:

1.4.2 Chapter 2 provides a description of the route, which includes relevant facts and figures on a sectional basis travelling from the southern end of the route to the north. It also includes plans showing the key features and constraints along the route.

1.4.3 Chapter 3 details policy objectives, with a plan showing policy areas, plus a written list of policies that have been used in the development of the RMS.

1.4.4 Chapter 4 details route functions. It explains how the route functions were derivedand the route functions are outlined. This chapter also includes a discussion on issues and conflicts, and it includes the route function performance tables.

1.4.5 Chapter 5 provides a Land Use & Development Control Statement, and an overview of likely land use changes within the next ten years, which may impact on the performance of the A49.

1.4.6 Chapter 6 highlights the route issues and performance. It includes an explanationof the issues along the route and how they were derived, including those issues identified through the consultation and function analysis.

1.4.7 Chapter 7 provides route outcomes. It explains how they were derived, as well asincluding Outcome Summary Sheets and sectional route plans indicating the location of Route Outcomes.

1.4.8 Chapter 8 contains the Strategy Impact Statement, and Strategy Impact Tables.

1.5 Reports & Data used

1.5.1 The following reports and data sources have been used in the production of this RMS;

1. Personal Injury Collision data, 1/06/97 to 31/05/02
2. Traffic flow data
3. Relevant Plans and Policies, outlined in paragraphs 3.4.2 and 3.4.3

2 route description

2 Route Description

2.1 Introduction

This chapter provides an overview of the A49 between Ross-on-Wye and Shrewsbury including location plans indicating key features and constraints along the route. The route description has been undertaken in route sections, each section defined by its character and form. Figures 2.1 to 2.6 show key features and constraints along the route, the numbers on the plans relate to the environmental constraints listed in table 2.1 below.

Table 2.1 Environmental Constraints Identified Alongside the A49 between Ross-on-Wye and Shrewsbury

Designated Status	Location
Listed Buildings	(1) Whitecross Farm, (2) Peterstow, (5) Llandinabo Farm (6) Much Birch(7) Putson (8) Hereford (13) Holmer (14) Holmer Church (15) Pipe and Lyde(18) Hope under Dinmore Church (20) Wharton Court (24) Woofferton CourtFarmhouse (25) Ashford Bowdler (26) Overton (28) Ludlow Racecourse (29)Onibury (30) Stokesay Castle (32) Church of St John the Baptist, Stokesay (33)The Grove (35) Acton Scott (38) Brook House (39) Leebotwood(40) Longnor (41) Dorrington (42) The Forge, Dorrington (43) Wayford Bridge(44) Bayston Hill (46) Netley Lodge (48) Marshbrook
Shropshire WildlifeTrust Wildlife Site	(27) River Teme (31) Norton Camp Wood, Stokesay (36) Ragleth Hill, LittleStretton (37) Ragleth Wood, Little Stretton
Conservation Area	(11) Hereford Central (12) Widemarsh Common (34) Strefford(47) Church Stretton Roman Road
Special Wildlife Site	(16) Wellington Marsh (17) Dinmore Hill (21) River Arrow
Parks and Gardens of Special Historic Interest	(23) Berrington Hall (49) Stokesay Court
Ancient Woodland	(3) Hentland, (4) Harewood End (17) Dinmore Hill (22) Berrington Hall
Scheduled Ancient Monument	(9) Hereford (30) Stokesay Castle (45) The Burgs, Bayston Hill
Site of Special Scientific Interest	(10) River Wye (17) Dinmore Hill (19) River Lugg

Figures 2.1 to 2.6 (310KB PDF)

2.2 Section 1: Ross-on-Wye to Hereford

2.2.1 The first section of the A49 runs between the Wilton Roundabout (A40/A49) and the southern approach into Hereford. It is approximately 19 km long and is subject to the national speed limit of 60mph, with the only exception being through the villages of Peterstow and Harewood End, where the speed limit is 40mph. It is rural in character, apart from the approach to Hereford, which is suburban.

2.2.2 It is a 2 lane single carriageway, and there is a two-way uphill crawler lane facility on Callow Hill, There are no other guaranteed overtaking opportunities in this partof the route. The alignment of the route is twisting with numerous junctions. Of particular note is the section from Wilton Roundabout through to Much Birch, which has limited verges and is enclosed by hedges and trees reducing forward visibility.

2.2.3 There have been 153 Personal Injury Collisions resulting in 195 casualties duringthe period 01/06/1997 to 31/05/2002, with a severity ratio of 0.25 (severity ratio is the ratio of fatal and serious collisions to total number of collisions). When compared to the national severity ratio of 0.22, it can be seen that this section of the A49 is above the national average.

2.2.4 Locations where five or more personal injury collisions occurred are Poolmill Junction (6 Slight, 2 Serious), Winters Cross Junction north of Peterstow (7 Slight), the A4137 junction north of Pengethley (6 Slight), Llandinabo Farm, (2 Serious, 3 Slight), Whitewell House south of The Cleaver (2 Serious, 3 Slight), Much Birch Crossroads (1 Fatal, 1 Serious, 3 Slight), the corner south of King's Thorn (1 Fatal, 4 Slight) and the Callow Hill junction south of Callow (4 Serious, 4 Slight).

2.2.5 This section of the route does not suffer from congestion. Two Way AADT traffic flows are in the region of 11,500, with AM peak hour flows in the region of 900 vehicles and PM peak flows around 870, of which twenty per cent of vehicles are HGV's.

2.2.6 Public transport facilities consist of a number of bus stops and lay-bys in each direction. Northbound there are 3 type A lay-bys, one located at The Cleaver, and two at Callow Hill. Southbound there are two type A lay-bys at Callow Hill, and 2 type B lay-bys one at Pengethley and one at Portway. There are no controlled pedestrian/cycling crossing facilities. There are junctions with 2 A classification roads and 2 B classification roads, including the A4137 and the A466 north of King's Thorn.

2.2.7 There are a number of environmental constraints, comprising 7 Listed Buildings, 1Conservation Area, 1 Area of Great Landscape Value and 1 Area of Outstanding Natural Beauty. The locations of these are shown on Figure 2.1.

2.3 Section 2: Hereford City

2.3.1 The second section of the A49 runs between the location where the A49 crosses the railway line to the south of Hereford, near to Red Hill. The junction with the A4103 forms the northern boundary of this section. It is approximately 5 km long and subject to a 30mph speed limit throughout. The route is urban in character.

2.3.2 The alignment of the route is that of an urban environment with several junction forms. Signal controlled junctions and roundabouts are present between the major roads through the City. The majority of the busier section of the A49 is dual carriageway (Holme Lacy Road to Newtown Road), with the A49 through the outskirts of the City being a single 2 lane carriageway route.

2.3.3 There have been 172 Personal Injury Collisions resulting in 187 casualties during the period 1/06/1997 to 31/05/2002 with a severity ratio of 0.13. When is compared to the national severity ratio of 0.12, it can be seen that this section of the route is above the national average.

2.3.4 Locations where ten or more personal injury collisions occurred are Holme Lacy Road junction (10 Slight), Belmont Road Roundabout (12 Slight), Greyfriars Bridge (2 Serious, 17 Slight), Barton Road (3 Serious, 11 Slight), and Newmarket Street Roundabout (1 Serious, 9 Slight). 10 personal injury collisions is taken as the measure in consideration of this section of the route, because this section is urban in character.

2.3.5 This section of the route suffers from congestion at some times. Two way AADT traffic flows are 32,700 with peak hour flows in the region of 3,180 vehicles. Approximately nine per cent of the traffic flows are HGV's.

2.3.6 Public transport facilities consist of three bus lay-bys; one northbound and one southbound at Redhill, and one northbound approaching Belmont Road A465 roundabout to the south of Greyfriars Bridge.. There is also a Bus Station and a Railway Station but neither has direct access onto the A49.

2.3.7 There are a number of signalised pedestrian crossing facilities within Hereford anda few uncontrolled pedestrian facilities along with subways in the town centre. There are 3 A classification roads and 2 B classification roads which form junctions with the A49, including the A4103 and the A438. There are no lay-bys.

2.3.8 There are a number of environmental constraints, comprising 3 Scheduled Ancient Monuments, 6 Listed Buildings, 2 Conservation Areas and 1 Site of Special Scientific Interest. These are shown in figure 2.2, on page 8.

2.4 Section 3: Hereford to Leominster

2.4.1 This section of the A49 runs between the A4103 Starting Gate Roundabout on the northern approach into Hereford and the roundabout of the A49 with the A44 to the east of Leominster Bypass. It is approximately 18 km long and predominantly a two lane single carriageway. It is subject to a 60 mph speed limit, apart from the dual carriageway north of Wellington which has a 70 mph speed limit.

2.4.2 It is generally rural passing through and near to a number of small villages.and generally straight, apart from the bendy section through Dinmore Hill. It includes the only stretch of dual carriageway along the route, the short section near Wellington. Opportunity for overtaking also exists at Dinmore Hill, due to the crawler lane. There are a number of minor accesses along this section in addition to the 3 main A class roads, including the A417 north of Hope under Dinmore, and the A44 junction with Leominster bypass.

2.4.3 There have been 129 Personal Injury Collisions resulting in 248 casualties duringthe period 1/06/1997 to 31/05/2002, with a severity ratio of 0.29. When compared to the national severity ratio of 0.22, it can be seen that this section of the route is above the national average.

2.4.4 Locations where five or more personal injury personal injury collisions occurred between 1/06/97 and 31/05/02 are Moreton on Lugg (1 Serious, 4 Slight), south of Wellington Marsh (5 Slight), the A417 north of Hope under Dinmore (3 Serious, 12 Slight), Wharton Court (2 Serious, 4 Slight) and the A44 Leominster (3 Serious, 6 Slight).

2.4.5 This section does not suffer from congestion. Two way AADT traffic flows are 12,000, with AM peak hour flows in the region of 975 vehicles and in the PM peak hour flows in the region of 1100 vehicles. Twenty per cent of vehicles are HGV's.

2.4.6 Public transport facilities within this section consist of a number of bus stops andlay-bys in each direction. The bus stops are located north and southbound in the settlements including Pipe and Lyde, Wellington and Hope under Dinmore. Also within this section is Leominster Rail Station although it does not have direct access onto the A49.

2.4.7 There are no controlled pedestrian or cycle crossing facilities but there are limited cycling route facilities, with Hope under Dinmore having a short section of cyclepath. There are junctions with 3 A classification roads and 1 B classification road.

2.4.8 Northbound there are 3 type A lay-bys, one located near Morton on Lugg, one near Burghope and one near Hope under Dinmore, with 2 type B lay-bys, located near Wharton. Southbound there are 2 type A lay-bys, one located at Hope under Dinmore and one at Burghope, and 6 type B lay-bys, one at Eaton, one at Marlbrook, two at Hope under Dinmore, one at Burghope and one at Wellington Marsh.

2.4.9 There are a number of environmental constraints, comprising 5 Listed Buildings, 2Conservation Areas and 4 Sites of Special Scientific Interest. These are shown in figure 2.3 on page 9.

2.5 Section 4: Leominster to Ludlow

2.5.1 This section of the A49 runs between the roundabout of the A49 with the A44 at the northern end of the Leominster Bypass to the Rail Bridge to the north of Ludlow on the Bypass near to the junction with the B4361. It is approximately 20 km long, rural in character, and is subject to the national speed limit of 60mph.

2.5.2 The alignment of the route is generally rural passing through and near to a numberof small villages. In this area it has a narrow and twisty alignment, and there are no guaranteed overtaking opportunities. Within this section is Berrington Park.

2.5.3 There have been 86 Personal Injury Collisions resulting in 132 casualties during theperiod 1/06/1997 to 31/05/2002, with a severity ratio of 0.31. When compared to the national severity ratio of 0.22,, it can be seen that this is above the national average.

2.5.4 Locations where five or more personal injury collisions occurred are the B4361 to Overton (1 fatal, 1 serious and 5 slight) and Bromfield (5 slight).

2.5.5 This section of the route does not suffer from congestion. Two way AADT traffic flows are 9,000, with peak hour flows in the region of 680 vehicles in the AM and around 800 vehicles in the PM peak. Twenty per cent of vehicles are HGV's.

2.5.6 Public transport facilities consist of one bus lay-by southbound in Ashford Bowdler, and Ludlow Rail Station, although the station does not have direct access onto the A49. There is a section of off-road segregated cycle path between Leominster and Stockton Cross, but no controlled cycle crossing facilities. There are no controlled pedestrian crossing facilities, however, there are two uncontrolled crossing facilities, north and south of Woofferton crossroads. Along this section there are 3 A classification roads and 3 B classification roads, including the A456 which joins the A49 at Woofferton crossroads, and the A4117 whichforms a junction with the A49 at Ludlow bypass.

2.5.7 Northbound there are 3 type A lay-bys, one located north of Stockton Cross, onenorth of Ashton and one in Ludlow. There are 4 type B lay-bys, one located in Woofferton, 2 in Ashford Bowdler, and one south of Steventon. Southbound there are 2 type A lay-bys, one located at Ashford Bowdler, and one near Ashton, and 3 type B lay-bys, one at Ludlow, one near Steventon and one near Woofferton.

2.5.8 There are a number of environmental constraints, comprising 1 Park and Gardens of Special Historic Interest, 16 Listed Buildings and 2 Conservation Areas. These are shown in figure 2.4, on page 10.

2.6 Section 5: Ludlow to Church Stretton

2.6.1 This section of the A49 runs between the Rail Bridge with the B4371 to the north of Ludlow on the Bypass near to the B4361 junction, and the Traffic Signals at Church Stretton with the B4371. It is approximately 22 km long and is primarily subject to the national speed limit of 60mph, with the exception of Craven Arms and Church Stretton. In Craven Arms there is a speed limit of 30mph. In Church Stretton the speed limit is 40mph with 30mph through the traffic lights. The section of the route is rural in character, apart from the section through Craven Arms which is urban. It is twisty in nature such as through Marshbrook and there are no guaranteed overtaking opportunities.

2.6.2 Traffic calming has been implemented in Craven Arms, and in Church Stretton.

2.6.3 There have been 100 Personal Injury Collisions resulting in 171 casualties during the period 1/06/1997 to 31/05/2002, with a severity ratio of 0.18. When compared to the national severity ratio of 0.22 for this type of road it can be seen that this is below the national average.

2.6.4 Locations where five or more personal injury personal injury collisions occurred are the B4368 Craven Arms (7 Slight), south of Little Stretton (1 Fatal, 1 Serious, 4 Slight), and Church Stretton (7 Slight).

2.6.5 It does not suffer from congestion. Two way AADT traffic flows are 10,500 with both AM and PM peak hour flows in the region of 1,000 vehicles. Twenty per cent of vehicles are HGV's.

2.6.6 There are junctions with 1 A classification road and 4 B classification roads, including the A489 north of Craven Arms.

2.6.7 There are railway stations at Craven Arms and Church Stretton. Other public transport facilities consist of a number of bus stops and lay-bys in each direction. There are crossing facilities at Craven Arms and Church Stretton and a signalised pedestrian phase on the traffic signal junction in Church Stretton. Craven Arms has dropped kerbs and central refuges as provision for pedestrians to cross. Church Stretton has limited cycling facilities but there is no cycle path provision.

2.6.8 Northbound there is one type A lay-by, located at Upper Affcot, and four type B lay-bys, one located south of Wootton, one near Craven Arms, one south and one north of Little Stretton. Southbound there are five type B lay-bys, one north of Church Stretton, one at Little Stretton, two at Upper Affcot and one south of Wootton.

2.6.9 There are a number of environmental constraints, comprising 1 Regional Important Geological Site, 1 Park and Gardens of Special Historic Interest, 1 Scheduled Ancient Monument, 25 Listed Buildings, 5 Conservation Areas, 1 Site of Special Scientific Interest and 2 Areas of Outstanding National Beauty. These are shown in figure 2.5 on page 11.

2.7 Section 6: Church Stretton to Shrewsbury

2.7.1 This section of the A49 runs between the Traffic Signals at Church Stretton withthe B4371 and Bailey's Roundabout A5/A49 junction. It is approximately 17 km long and is mostly subject to the national speed limit of 60mph, although there is a section to the south of Leebotwood which has a 50mph limit in place. The village of Leebotwood itself is subject to a 40mph limit and Dorrington & Bayston Hill have speed limits of 30mph. There is an overtaking opportunity north of Bayston Hill on the approach to the A5 roundabout; however this is only available when long queues are absent.

2.7.2 It is rural in character, and its alignment is bendy, with hedges enclosing parts ofthe route.

2.7.3 There have been 89 Personal Injury Collisions resulting in 155 casualties during theperiod 1/06/1997 to 31/05/2002, with a severity ratio of 0.25. When compared to the national severity ratio of 0.22, it can be seen that this section of the route is above the national average.

2.7.4 Locations where five or more personal injury collisions occurred are north of Dorrington (1 Serious, 9 Slight), and Stapleton Crossroads (2 Serious, 8 Slight).

2.7.5 This section of the route generally does not suffer from congestion, but the northbound approach to A5 roundabout does become congested during the am peak. Two-way AADT traffic flows are 10,000 with AM peak hour flows in the region of 820 vehicles and 915 vehicles in the PM peak hour. Twenty-two per cent of vehicles are HGV's.

2.7.6 Public transport facilities consist of a number of bus stops and lay-bys in eachdirection located in Leebotwood, Lognor, Dorrington and Bayston Hill. There is a railway station in Shrewsbury but it does not have direct access onto the A49. There are no controlled pedestrian or cycle crossing facilities, but there is a shared use segregated cycle path to the north of Bayston Hill. There are no junctions with A or B classification roads.

2.7.7 Northbound there is 1 type A lay-by, located at Micklewood, there are 2 type B lay-bys, located north of All Stretton and north of Leebotwood. Southbound there is 1 type A lay-by, located south of Bayston Hill, and 4 type B lay-bys, one near Micklewood, one north of Leebotwood, one south of Leebotwood and one north of All Stretton.

2.7.8 There are a number of environmental constraints, comprising 1 Scheduled Ancient Monument, 16 Listed Buildings and 1 Area of Outstanding National Beauty. These are shown in figure 2.6 on page 12.

2.8 Summary Table

2.8.1 Table 2.2 contains a summary of the main features along each of the six sections of the A49.

3 policy objectives

3 Policy Objectives

3.1 Introduction

3.1.1 This chapter outlines the policy objectives relevant to the A49 RMS. These policies have been derived through a review of National and Regional Policies. These policies and strategies are listed later in this chapter, but comprise of national policies including planning policy guidance, DTLR Circular 4/2001 and A New Deal for Transport; Better for Everyone. Local and Regional Objectives have been derived through a review of Regional Planning Guidance, Development Plans, Structure Plans, Local Transport Plans and Multi-modal Studies.

3.2 What are Policy Objectives

3.2.1 Policy Objectives are those National, Regional, or Local Government policies that are seen to be relevant to the current or future use and performance of the route.

3.2.2 The policy objectives that have been developed as part of the A49 RMS have been categorised under the Government's five key objectives for transport of Economy, Safety, Environment, Accessibility and Integration. These policy objectives have been used when identifying the Route Functions and developing the Route Outcomes.

3.3 Written List of Policies

3.3.1 The sources that have been used to derive the policy objectives are listed below. Where these strategies contain targets that are relevant to this RMS, they have been identified and considered in the development of targets for the Route Outcomes of the A49 RMS.

3.3.2 National policy documents that have been reviewed are;

• Highways Agency Strategic Plans including:
  • Roads to the Future - Highways Agency Strategic Plan for Operating the Network,
  • Highways Agency Strategic Plan for Improving the Network,
  • Highways Agency Strategic Plan for Safety,
  • Highways Agency Strategic Plan for Accessibility;
  • Highways Agency Strategic Plan for Integration;
• A New Deal for Trunk Roads In England;
• All relevant Planning Policy Guidance documents;
• DTLR Circular 4/2001;
• A New Deal for Transport; Better for Everyone.

3.3.3 Regional and Local policy documents that have been reviewed are;

• City of Hereford Local Plan, adopted 1996;
• Hereford and Worcester County Structure Plan, June 1993;
• Hereford and Worcester Minerals Local Plan;
• Hereford Transport Review, Local MMS, February 2003;
• Herefordshire Local Transport Plan, 2000;
• Herefordshire Unitary Development Plan, Deposit Draft, September 2002
• Leominster District Local Plan, November 1998;
• Regional Transport Strategy;
• Shrewsbury and Atcham Borough Local Plan, June 2001;
• Shropshire Local Transport Plan, 2000;
• Shropshire Waste Local Plan, 2002-2014, First Deposit Draft;
• Shropshire, Telford and Wrekin Joint Structure Plan, 1996 - 2011, November 2002;
• Shropshire, Telford and Wrekin Mineral Local Plan, 1996-2006, April 2000;
• South Herefordshire District Local Plan, February 1999;
• South Shropshire District Council Local Plan, modified December 2002;
• West Midlands Draft Regional Planning Guidance, November 2001.

3.4 Policy Objectives and Sources

3.4.1 The agreed high level objective for the A49, based on agreed functions outlined inChapter 4 and the five key government objectives is to "manage and maintain the A49, compatible with its strategic, regional and local functions whilst addressing the governments five investment criteria". The purpose objective of the A49 is to maintain the "current low strategic - high local function balance". In addition to the agreement of the purpose objective, impact objectives have been developed. These are outlined in the following tables each covering one of the government objective areas of Economy, Safety, Environment, Accessibility, and Integration. The sources of the objectives are highlighted.

Table 3.1 A49 RMS - Environment Policy Objectives

Policy Objective	Source	Quoted Objective
Retain and protect the landscape by minimising and mitigating impactsfrom the road	Herefordshire LTP	To conserve and enhance the County's environment, particularly in remoter rural areas
	Draft Regional Planning Guidance	To ensure that the quality of the environment is conserved and enhanced across all parts of the Region
	Shropshire, Telford and Wrekin Joint Structure Plan, 1996 - 2011, November 2002	Within the Shropshire Hills area of Outstanding Natural Beauty, priority will be given to the conservation of the natural beauty of the landscape
	South Herefordshire District Local Plan	The council will seek to minimise the environmental impact of new road schemes and road improvements within settlements and the open countryside to safeguard the character and appearance of the area
	Herefordshire UDP Deposit Draft	Protect, restore or enhance Areas of Outstanding Natural Beauty, areas of international, national and local nature conservation interest, species of biodiversity interest and areas of geodiversity
Improve the built environment in rural settlements along the route	Shropshire LTP	Promoting more environmentally sustainable transport, and protecting and enhancing the quality of Shropshires built and natural environment
	HA Strategic Plan for Improving the Network	Enhancing the Integration of Schemes into the Landscape
	PPG7	Sustain economic and social activity in rural communities with protection of the countryside
Maintain village character along the route	Herefordshire LTP	To protect and enhance the natural and built environment
Protect watercourses and protect and improve biodiversity	Shropshire LTP	Committed to delivering the Local Agenda 21 vision for Shropshire
	Herefordshire LTP	Herefordshire Council is committed to the aims of Agenda 21
	Draft Regional Planning Guidance	Minimising the impact of transport on biodiversity
	Shrewsbury and Atcham Borough Council Local Plan	To conserve and enhance biodiversity within the Borough
To assist efforts to improve air quality within the Hereford Air Quality Management Zone (e.g. by reducing congestion)	Hereford Transport Review	To develop a transport strategy which will contribute to the long term vitality, viability, safety and sustainability of the City and is capable of attracting the support of a wide range of stakeholders

Table 3.2 A49 RMS - Safety Policy Objectives

Policy Objective	Source	Quoted Objective
To seek to reduce the number and severity of personal injury collisions amongst users of the route	Shropshire LTP	To reduce the number of people killed or seriously injured on Shropshire's roads
	HA Strategic Plan for Safety	Improve road safety for all road users
Seek to provide safe conditions for vulnerable road user groups	Shropshire LTP	To reduce the number of people killed or seriously injured on Shropshire's roads
	Herefordshire LTP	To improve road safety, particularly for vulnerable road user groups
	Hereford and Worcester Structure Plan	To consider the needs of other road users, pedestrians, cyclists and equestrians, and to provide new facilities where the need is justified and there is sufficient demand
	Draft Regional Planning Guidance	Developing strategies and proposals to ensure the safety of vulnerable users
Reduce opportunities and need for drivers to overtake at unsuitablelocations along the route	Shropshire LTP	To reduce the number of people killed or seriously injured on Shropshire's roads
	Herefordshire LTP	To improve road safety, particularly for vulnerable road user groups
To achieve consistent and high standard of signing along the route	Shropshire LTP	To reduce the number of people killed or seriously injured on Shropshire's roads
	Herefordshire LTP	To improve road safety, particularly for vulnerable road user groups
To seek to ensure there is suitable stopping/resting places along the route	Shropshire LTP	To reduce the number of people killed or seriously injured on Shropshire's roads
	Herefordshire LTP	To improve road safety, particularly for vulnerable road user groups
To seek to ensure community safety through the management of trafficspeeds	Shropshire LTP	Rural Speeds Limit Initiative; to improve the environment and safety for Shropshire's people in villages and settlements
	Herefordshire LTP	Introduce measures to reduce the impact of traffic on rural settlements
	Draft Regional Planning Guidance	Control vehicle speeds in sensitive locations
To seek to ensure safe, easy access to facilities along the A49, especially schools, particularly in rural settlements	HA Strategic Plan for Safety	To improve safety, comfort and convenience for people crossing trunk roads or walking beside them

Table 3.3 A49 RMS - Economy Policy Objectives

Policy Objective	Source	Quoted Objective
Seek to support economic regeneration in the region	Herefordshire LTP	To promote sustainable economic growth
	New Deal for Transport	To take action to reduce congestion and increase the reliability of journey times
Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford	Hereford Local Plan	To ensure that transport provision is co-ordinated with policies for other forms of development in order to reduce the need to travel, especially by car.
	HA Economy Strategic Plan	Improve journey time reliability
Seek to contribute to economic activity by improving accessibility	Shropshire LTP	Better accessibility to support Shropshire's urban and rural economy
To assist in reducing congestion on the A49 within Hereford	Hereford Transport Review	To develop a transport strategy which will contribute to the long term vitality, viability, safety and sustainability of the City and is capable of attracting the support of a wide range of stakeholders

Table 3.4 A49 RMS - Accessibility Policy Objectives

Policy Objective	Source	Quoted Objective
Seek to improve access across and along the route for pedestrians, cyclists and other non-motorised users	Herefordshire LTP	To support urban and rural communities to ensure full and equal access to services and opportunities whilst seeking to reduce car dependency
Reduce community severance by improving access to facilities, particularly for pedestrians, in settlements along the route	HA Strategic Plan for Accessibility	To address the issues of community severance associated with the trunk road network To provide improved facilities for pedestrians along and across Trunk Roads, and improve links to other key destinations
Seek to encourage the use of public transport through increased awareness and improved facilities	Shropshire LTP	Better integration between different types of transport
	Herefordshire LTP	To improve the attractiveness and convenience of the rural public transport network
	Herefordshire UDP Deposit Draft	Promoting integration between transport modes so the network is used to best effect

Table 3.5 A49 RMS - Integration Policy Objectives

Policy Objective	Source	Quoted Objective
Seek to encourage the use of other alternative transport modes through increased integration	Shropshire LTP	Better integration between different types of transport
PPG13	Seek to promote more sustainable transport choices	Shropshire, Telford and Wrekin Joint Structure Plan, 1996 - 2011, November 2002
To work in partnership with road users, transport providers and operators, localauthorities and those affected by the network to make better use of the route	Highways Agency Strategic Plan for Operating the Network	To provide a high quality of service to all customers through coordinated planning with other network operators and responsible organisations

4 route functions

4 Route Functions

4.1 Introduction

4.1.1 This chapter outlines the purpose and impact functions that have been derived for the A49. These functions have been identified through consultation between the Highways Agency, Stakeholders and the Consultant.

4.2 How They Were Derived

4.2.1 The functions outlined in this chapter have been identified following a review of the types of journeys undertaken on the A49, the relationship between the A49 and other parts of the national and local road network, and regional land use development. These functions assist the identification of the issues.

4.3 General Functions of a Trunk Road

4.3.1 The Strategic Road Network operated by the Highways Agency comprises some 8244 kilometres of motorways and trunk roads (source Highways Agency Website October 2004), including the A49. The network carries a third of all road traffic in England, and two thirds of all freight traffic, with over 170 billion vehicle km of journeys undertaken each year. It provides a vital service to commerce and industry and has a huge impact on the lives of individuals and communities. The overarching functions of the Trunk Roads, as set out by the Highways Agency can be summarised as;

• To provide an efficient route;
• To provide reliable journey times;
• To provide safe transportation of people and goods;
• To be environmentally acceptable;
• To be part of an integrated transport system; and
• To support sustainable development.

4.4 List of A49 Functions

4.4.1 The functions for the route have been split into purpose functions and impactfunctions. Purpose Functions have been derived based on what the HighwaysAgency expects the route to do, whilst Impact Functions arise from the routescharacter. The Purpose Functions for the route are defined as follows:

(Strategic)

• F1 - A strategic link between South Wales and the Midlands via the English Trunk Road Network

(Regional)

• F2 - A regional spine: providing for north/south movements and connections to other routes within the region;
• F3 - Contributes to and facilitates economic activity, including farming and tourism, and regeneration aspirations;
• F4 - Provides a public transport route and opportunities for modal interchange;

(Local)

• F5 - A local road: providing access for local communities along and near the route to everyday facilities;
• F6 - Providing access to shopping, education, work, leisure and health facilities for motorised and non-motorised users of the route; and
• F7 - Providing access for local commercial, tourism and farming activities.

The Impact Functions for the route are defined as follows:

• Safety: Multiple junctions and communities result in conflicts with vehicles, pedestrians, cyclists and other non-motorised users. Limited overtaking opportunities;
• Environment: Part of a generally high quality rural landscape and is part of the local environment that people travel through and live alongside;
• Economy: Route standards do not assist regional economy;
• Accessibility: Introduces severance; and
• Integration: Shared corridor with bus and rail.

4.4.2 These functions also build on the policy objectives outlined in chapter 3. Sincethese functions have been derived originally based on the January 2000 RMS Guidance, they represent the current functions of the route; future functions have not been specifically outlined. However, future functions of the route are likely to remain the same as the current route functions of the A49, since no major developments have been identified which would be likely to impact on the performance of the A49. The Purpose Functions have been used to develop the Route Outcomes for the A49.

4.4.3 To comply with the May 2003 Version 2 RMS Guidance, the functions listed in paragraph 4.4.1 have been considered against the Government's 5 key objectives to identify factors that are currently affecting route performance. This review will enable poor performance to be identified, and the possible issues and causes of these issues to be examined. Any conflict between the functions has also been highlighted. The analysis of the performance of the existing route functions is contained in the following Table 4.1.

Table 4.1 Factors Affecting the Performance of Existing Route Functions

Factor No.	Existing Route Functions	Factors Affecting Route Performance
		Safety	Economy	Environment	Accessibility	Integration
F1	A strategic link between South Wales and the Midlands via the English Trunk RoadNetwork	Collision locations along the route can result in disruption to this function. Limited overtaking opportunities coupled with relatively high HGV flows of generally 20% and farm traffic can lead to disruption	Collision locations, limited overtaking opportunities, inconsistent signing, congestion and unreliable journey times can impact on the economic function	Settlements adjacent to the route affected by noise pollution, particularly dueto relatively high HGV flows	Collision locations, congestion, limited overtaking opportunities, inconsistent signing and unreliable journey times can impact on the accessibility function	No issues identified
F2	A regional spine; providing for north/south movements and connections to otherroutes within the region	Collision locations along the route can result in disruption to this functionLimited overtaking opportunities coupled with HGV flows of generally 20% and farm traffic canlead to disruption	Collision locations, limited overtaking opportunities, inconsistent signing, congestion and unreliable journey times can impact on the economic function	Settlements adjacent to the route affected by noise pollution, particularly dueto HGV flows	Collision locations, congestion, limited overtaking opportunities, inconsistent signing and unreliable journey times can impact on the accessibility function	No issues identified
F3	Contributes to and facilitates economic activity, including farming and tourism, and regeneration aspirations	Limited overtaking opportunities, collision locations along the route, including at junctions, can impact on this function Limited overtaking opportunities results in conflict between farm traffic and other vehicles	Collision locations, limited overtaking opportunities, inconsistent signing, congestion and unreliable journey times can impact on the economic function	Settlements adjacent to the route affected by noise pollution, particularly due to HGV flows Visual impact of the route and congestion through Hereford may impact on tourism	Collision locations, congestion, limited overtaking opportunities, inconsistent signing and unreliable journey times can impact on the accessibility function	No issues identified
F4	Provides a public transport route and opportunities for modal interchange	Limited pedestrian access to some stops/shelters along the route impacts on this function	Improved signing of public transport facilities would improve this function	No issues identified	Limited pedestrian links to public transport facilities can impact on this function	Minimal integration of transport modes
F5	A local road; providing access for local communities to everyday facilities	Limited controlled pedestrian/cycle crossing provision and public transport services, traffic speeds and flows through settlements, and HGV volumes of generally 20% can impact on the safety function	Traffic flows and congestion, as well as safety and collision locations affect local movements	Local commercial and farming activities result in noise pollution being experienced in settlements	Limited pedestrian links to public transport facilities can impact on thisfunction Limited provision for vulnerable users in many locations especially accessto facilities	Minimal public transport provision and integration of services
F6	Providing access to shopping, education, work, leisure and health facilities formotorised and nonmotorised users of the route	Lack of controlled pedestrian/cycle crossing provision and public transport services, traffic speeds and flows through settlements, and HGV volumes of generally 20% can impact on the safety function	Limited overtaking opportunities, collision locations along the route including junctions, and traffic speeds through settlements can impact on this function	No issues identified	Limited provision for vulnerable users in many locations especially access to facilities	Minimal integration of transport modes
F7	Providing access for local commercial, tourism and farming activities	Limited overtaking opportunities, collision locations along the route including junctions and speeds through settlements can impact on this function Limited overtaking opportunities results in conflict between farm traffic and other vehicles	Collision locations, the need to rationalise signing, inconsistent speed limitscan lead to disruption and inconsistent journey times	Drainage issues, noise and air pollution as well as the visual intrusiveness of the route impact on this function	Limited provision for vulnerable users in many locations especially access to facilities	Minimal integration of transport modes

4.5 Discussion of Issues/Conflicts

4.5.1 The main issues that have been highlighted in the table include disruption as a result of collisions, congestion along the route and the inconsistency of standards and route infrastructure. There are currently limited overtaking opportunities along the route, which result in safety issues and unreliable journey times especially due to the HGV flows. Some of the settlements along the route are affected by noise pollution, and substantial traffic flows and speeds. Limited vulnerable user provision in some of the settlements leads to severance and safety issues. There is also limited integration of different transport modes along the route.

4.5.2 Function conflicts that have been highlighted during the assessment include that the rationalisation and improvement of the route may result in increased vehicles speeds. This may be of particular concern in settlements and where there is a potential conflict between vehicles and vulnerable users.

4.5.3 The function of the A49 as a strategic route for Wales and a Regional Spine Routeis evidenced by its use by HGVs. Due to the current limited overtaking opportunities this can lead to disruption, unreliable journey times and safety issues. As well as causing disruption, HGVs also have a negative impact on settlements along the route. The promotion of the route as a strategic route of economic importance therefore needs to be balanced with the needs of vulnerable users and communities along the route.

5 land use & development control statement

5 Land Use & Development Control Statement

5.1 Introduction

5.1.1 This chapter considers the significance of new development in relation to the management of and any future change to the A49 route. The impact of both committed and likely proposed development needs to be assessed as part of the process of developing the strategy and the subsequent Plan for management of the route. Major developments could impact on traffic conditions along the corridor, and potentially influence the management of it and the scale and timing of any changes that may become necessary.

5.1.2 This chapter comprises a number of sections:

• Section 5.2 provides an overview of transport policy in terms of national, regional and local influences.
• Section 5.3 reviews regional government policies for development of the region.
• Section 5.4 considers the relationship between land-use planning and development control in terms of Highways Agency policy on trunk roads and motorways, and reviews guidance on this matter with particular reference to DTLR Circular 04/2001. This provides the background for
• the Development Control Strategy itself.
• Section 5.5 identifies land use development pressures by reviewing relevant local planning authority policies. Locations are given of those significant developments identified as likely to come on stream in the next ten years, whether as a consequence of the implementation of regional planning guidance, or local planning policies set out in the statutory plans produced by Local Authorities.
• Section 5.6 provides a Development Control Strategy setting out the Highways Agency response to development pressures.
• Section 5.7 summaries land use and development control considerations;
• Section 5.8 draws its conclusion in respect of Route Outcomes.

5.2 Existing Planning Context - Transport Policy

5.2.1 Transport policy is defined in a series of documents emanating from national,regional and local government bodies in this country. Reference is made to:

• National policy (including studies carried out for DfT and the Highways Agency);
• Regional policy documents (e.g. RPG11);
• Various County and Unitary Authority Plans (Structure Plans and Local Transport Plans at county level, and Local Plans at district level).

5.2.2 These documents define policy in their sphere of interest, and identify, to a varying degree, desirable geographical locations for development. It is the latter elementthat is important for this RMS, as the location of committed or planned major development will influence the route's performance in the short / medium term.

National Policy stems from two key documents:

• The Government's White Paper "A New Deal for Transport: Better for Everyone"
• The Roads Review report "A New Deal for Trunk Roads in England".

5.2.3 Following on from these 'Transport 2010 - The 10 Year Plan', published in July 2000 set out the Government's commitment to a high level of transport investment, including roads, for the next 10 years. The 10 Year Plan contains as a target, the reduction of road congestion on the inter-urban network and in large urban areas of England below current levels by 2010, with investment in infrastructure and capacity.

5.2.4 Regional Policy for the area covered by this RMS is being developed through Regional Planning Guidance for the West Midlands (RPG11). Key regional planning policies are identified in section 5.4.

5.2.5 Development Plans, in a variety of forms, describe land use policy and its relationship to transport provision at County and District level. Structure Plans set out strategic policies on development and transport. Local Plans operate under the umbrella of Structure Plans and provide more geographic detail at the District level, in terms of allocations and transport infrastructure. Unitary Development Plans combine the functions of Structure Plans and Local Plans as befits their status.

5.2.6 However, following the issue of the Planning Green Paper "Planning: Delivering a Fundamental Change" the government has proposed a number of changes to the planning system, written into a new Planning Bill, the aim being to shorten the time taken to examine development proposals. The Planning Bill proposes to replace existing RPG with Regional Spatial Strategies (RSS); abolish Structure Plans and replace them with a range of sub-regional strategies; and replace Local Plans and Unitary Development Plans with Local Development Frameworks (LDFs).

5.2.7 In the short term, however, existing development plans of all types will retain thestatus appropriate to the stage in their progress towards adoption by the local authority. They will remain the definitive source of information on local planning and transportation policies.

5.2.8 In accordance with DfT guidance, County Councils are also required to produce five-year Local Transport Plans and Annual Reviews that set out specific transport policies and programmes of work for the period. Amongst other things, these documents identify local transport proposals that could impact on the trunk road network. Key local planning policies are identified in section 5.5

5.3 Existing Planning Context - Regional Government Policy

5.3.1 Regional Planning Guidance for the West Midlands is set out in RPG11, although the emphasis is on the conurbation rather than the more rural parts of the region.

5.3.2 Current guidance recognises the importance of A49 and the parallel Newport /Crewe railway route. It aims to maintain the role of these routes, promote regeneration, and link areas of opportunity in accordance with general policy on rural regeneration RR2 (which states that most economic development should be concentrated in towns and other larger settlements accessible to their rural hinterlands).

5.3.3 Advantage West Midlands (the Regional Development Agency for the West Midlands) has designated the Marches as a Rural Regeneration Zone (RPG policy RR1), and particularly identified Leominster Enterprise Park as a regeneration site.

5.3.4 AWM's Market Towns Initiative promotes investment within towns along the A49, with Craven Arms being the immediate priority, and substantial investment also intended for Hereford and for Shrewsbury where the Shropshire Food Enterprise Park, on the former Battlefields site, is some 6ha allocated for food processin

5.3.5 Hereford and Shrewsbury are identified as sub-regional foci in the West Midlandsfor development outside the Major Urban Areas, and as being capable of long term balanced sustainable growth. It is recognised that Hereford is subject to increasing congestion, with implications for land use development and regeneration. Following the decision of HA not to proceed with the full A49 Hereford Bypass, transport studies have been commissioned to identify ways of releasing travel capacity to accommodate the required development andregeneration.

5.3.6 Many regional initiatives have yet to work their way through the statutory planningprocess. This is due in part to the status of current RPG, and the fact that a new generation of development plans under the new system being promoted in the Planning Bill have yet to be commenced.

5.3.7 Consequently regional policy initiatives involving major strategic development arenot yet fully implemented. Nevertheless, where key development areas are identified, the granting of planning approval will likely depend heavily upon provision of a sustainable transport infrastructure.

5.4 Existing Planning Context - Land Use Planning and Development Control

National Procedures and Policy

5.4.1 Planning Policy Guidance Note 13 (PPG13) sets out national planning policy in respect of transport. In accordance with Annex B of PPG13 the Highways Agency (HA) encourages local planning authorities to consider alternatives to the use of the private car in devising access to local developments. The HA will take these alternatives into account, providing they have been agreed and secured, when it assesses the scale of or need for relevant highways works.

5.4.2 Under the "plan led" system, county councils and local planning authorities produce Development Plans. In the West Midlands, these are set in the strategic context of Regional Planning Guidance 11 (RPG11).

5.4.3 In some cases strategic studies (for example Multi Modal Studies) provide a way ofidentifying planning and transport options within a corridor or area. Whilst no MMS have been commissioned in this area by the HA, the local authority has developed a local MMS for Hereford (Hereford Transport Review) that deals with longer-term issues related to the A49 in that city.

5.4.4 County Councils are responsible for Structure Plans, which set the strategic framework for development within each county. District Councils produce Local Plans that set out the locations in which particular types of development should take place; an indication of the overall density of that development; together with policies that govern spatial development within their area. Unitary Authorities may produce a combined Unitary Development Plan for their area. County Councils also produce Mineral Plans.

5.4.5 In addition, local highway authorities prepare Local Transport Plans (LTPs) that look specifically at transport issues and set out authorities' proposals in this field over a 5-year period.

5.4.6 The HA strongly encourages local authorities to consult it during the drawing upof Development Plans and LTPs with the object of ensuring that the Trunk Road network is properly integrated into the planning process.

5.4.7 DTLR Circular 4/2001 sets out national development control policy for the trunk road and motorway network. In order to maintain safety and free flow of traffic, policy in the past has been to discourage the formation of new accesses to trunk roads. For the future, and in keeping with the objectives of an integrated transport policy, the HA will adopt a graduated policy on the provision of new connections to trunk roads or the intensified use of existing ones.

5.4.8 Paragraph 6 of Circular 4/2001 states "Of particular importance is that trunk roadsshould not be regarded as a convenient means of dealing with local problems, for example by proposing additional junctions on them simply in order to relieve traffic pressures within the local area."

5.4.9 Circular 4/2001 also applies to developments near existing trunk road junctions where the effect of development would be material on the junction.

5.4.10 The HA is responsible to the Secretary of State for the implementation of his policies and the fulfilment of his duties in respect of the trunk road network. In this context the HA may exercise the Secretary of State's powers to direct local planning authorities in respect of planning applications.

5.4.11 The Town and Country Planning (General Development Procedure) Order 1995 requires county councils and local planning authorities to consult the HA about planning applications that may affect the operation of the Trunk Road network and/or that may result in a material increase in the volume of traffic entering or leaving the trunk road.

5.4.12 Paragraph 23 of PPG13 expects planning applications to be accompanied by a Transport Assessment, where the development will have significant transport implications. The HA will expect the developer to provide a Transport Assessment in such cases. The HA is likely to direct the local planning authority not to permit an application where the developer has not supplied an adequate Transport Assessment and the HA believes one is necessary to establish the effect of the development on the trunk road. The HA will withdraw this "holding direction" when the developer supplies adequate information and the HA has had the opportunity to assess it.

5.4.13 In some cases proposed development will only be acceptable if measures are required on the trunk road network to mitigate the impact of the proposed development. Circular 4/2001 gives guidance on the operational life required of these measures, how developers should agree them with the HA, how they will be conditioned into planning permissions and how developers should pay the HA for them.

5.4.14 Measures required to accommodate development, including measures on trunk roads, may be delivered more effectively if they are funded on a joint basis by a number of developers in an area. The HA encourages local planning authorities to draw up development briefs where appropriate to identify these measures. The HA will help local planning authorities to incorporate any measures on trunk roads into these briefs. The HA will also seek to facilitate mechanisms to collect and distribute payments for the measures needed. However the HA would not expect to be a "purse holder" and for legal reasons cannot be a party to agreements under Section 106 of the Town and Country Planning Act 1990. A joint fund would have to reimburse the HA using Section 278 of the Highways Act 1980 for any measures on the trunk road.

5.4.15 The HA encourages developers to discuss development proposals with the HA at an early stage. This will help both parties to understand the full implications of the proposals and avoid unnecessary cost, delay and disappointment.

The Impact of Development on the A49

5.4.16 Junctions and accesses are a source of danger and a balance needs to be struckbetween providing access and maintaining safety.

5.4.17 The Government's ten-year plan for transport contains as a target the reduction ofroad congestion on the inter-urban network in England below 2001 levels by 2010 through investment in infrastructure to increase capacity. The A49 will be subject, at times, to high levels of traffic, particularly at peak times through Hereford, and on the southern approach to Shrewsbury. This could result in an increase in congestion unless measures are taken by the HA, county councils and local planning authorities to prevent this.

5.4.18 The HA is in discussions with local highway authorities and local planning authorities regarding Structure Plans, Unitary Development Plans and Local Plans. In revisions to Local Plans and LTPs, the HA encourages local planning and highway authorities, to include policies and/or measures that encourage sustainable forms of transport.

5.4.19 Guidance on the peak capacity of trunk roads and motorways is given in HA Standard TD22/92. For example Section 3.2 advises that the maximum lane capacity for All-Purpose Roads should be taken as 1600 vehicles per hour.

Control of Advertisements

5.4.20 Planning Policy Guidance Note 19 (PPG19) sets out national planning policy in respect of control of advertisements. Paragraph 15 deals with public safety issues including the potential for advertisements to distract drivers.

5.4.21 Further advice on assessing the public safety implications of the display of an advertisement is given in Appendix B to the Annex to DOE Circular 5/92. Appendix B also requires local planning authorities to take advice from the Secretary of State for Transport before granting consent to an application for an advertisement, where it appears to the local planning authority that this may affect the safety of trunk road users. The HA provides this advice on behalf of the Secretary of State.

5.5 Land Use Development Pressures

5.5.1 The impact of applications for new development is significant in terms of whetherthey comply with planning policy, their state of readiness, size and proximity to the route.

5.5.2 A number of Development Plans are going through the time-consuming process of deposit, review and public inquiry and have yet to reach the stage of formal adoption. This means that there is, to an extent, a policy vacuum as many existing Plans lack weight in policy terms, particularly those whose "plan period" has expired.

5.5.3 Furthermore it is likely that progress on these will be influenced by proposalscontained in the government's new Planning Bill. However, the government's current view suggests that there will still be a need for site-specific policies and a proposals map.

5.5.4 County and District planning and transport policy documents have been consultedin order to identifying policies and any specific development proposals that are considered significant in the formulation of the A49 RMS strategy, and these are listed in Table 5.1 with their locations illustrated on Figures 5.1 to 5.6

5.5.5 The sites identified all involve proposed development that is of sufficient scale togenerate additional traffic on the A49 and its junctions. The majority of these sites are concentrated in Hereford.

5.5.6 The potential additional traffic generated by concentration of development proposals along the A49, particularly in Hereford, is a matter of concern in terms of potential impact on journey reliability on this route. Suggestions for actions to help reduce the impact include the development of an Integrated Transport Study through the Local Transport Plan process. The HA is contributing to this initiative.

5.5.7 The Herefordshire Unitary Development Plan: Deposit Draft Sept 2002proposes a number of policies with regard to housing developments and employment growth, and a key transport policy relates to the safeguarding of land for the potential reopening of a rail station at Moreton-on-Lugg. Elsewhere large sections of the route pass through Areas of Landscape Character, where policy LA2 applies; as well as a number of Sites of Importance to Nature Conservation (policy NC4); both policies prohibiting new development. The Plan includes a number of specific development proposals relevant to the A49 which are listed inTable 5.1

5.5.8 The Herefordshire Local Transport Plan contains a number of short term and longer term strategy objectives which aim to reduce the growth in traffic by encouraging sustainable land use and transportation policies. In Hereford, the Integrated Transport Study places emphasis on encouraging walking, cycling and use of public transport, and reducing traffic growth. Local targets and objectives have been set. In particular, HT10 aims... "to reduce the need to travel, in the longer term, by the coordination of land use planning with transport".

5.5.9 The Hereford Transport Review (a Local Multi-Modal Study) has recommended a strategy in the longer term for the period to 2031, which will be developed further in the next LTP and UDP. The strategy includes provision of Park & Ride, and a possible western distributor road linking to A49 to the south and north of the city.

5.5.10 The Shropshire and Telford & Wrekin Structure Plan, 1996-2011, adopted November 2002 sets out strategic policies on housing and employment requirements in Shrewsbury and South Shropshire District, but without specifying locations. Shrewsbury is identified as a principal growth centre. The plan notes that the A49 passes through the Shropshire Hills AONB between Craven Arms and Church Stretton, where development is severely limited. The Plan does not include any specific development proposals relevant to the A49.

5.5.11 The Shropshire Local Transport Plan 2000 contains a number of proposals and accompanying budgets for expenditure to advance the County's policies on transport, which are broadly similar to those of the (then) Department of Transport. None of these proposals is expected to have a significant impact on the operation of the A49 south of Shrewsbury.

5.5.12 The South Shropshire Local Plan 1996 - 2011, Revised Deposit Draft Replacement Plan, March 2003 is currently awaiting the Inspectors Report following Public Inquiry in April 2004. A number of policies are relevant to development in the A49 corridor:

• Policy E1 (Landscape Conservation) protects the Shropshire Hills AONB, and E2 (Nature conservation) protects wildlife sites. Both apply to a large area of south Shropshire through which the A49 passes, between Craven Arms and Church Stretton, effectively confining development to these towns.
• Policy ED1 (Rural Development) states that the council will promote the economy by permitting proposals for new development for rural businesses on land in Craven Arms, Church Stretton, The Grove and Ludlow.
• Policy S2 (Settlement Strategy) states that most new development will take place within specific towns. Details of specific development proposals are listed in Table 5.1
• Policy S16 states: "...the Council will support the early provision of an A49 bypass for Craven Arms." The reasons given are to remove fast moving through-traffic (although the A49 is traffic-calmed) on the grounds that it is a danger to pedestrians, cyclists and local traffic and an inhibiting factor to the proposed growth of Craven Arms. The Local Plan
• notes that the HA is currently consulting on the A49 RMS.

5.5.13 The Shrewsbury and Atcham Borough Local Plan was adopted June 2001. Most of the A49 is subject to policy LNC3 which restricts development in open countryside. The northern limit of the RMS at the A49/A5 Shrewsbury Bypass junction (Bailey's roundabout) lies on the southern edge of the town, and is not directly influenced by major development proposals. This end of the route is close to the Meole Brace Retail Park and Park & Ride site. There are no significant housing proposals in the vicinity of the route likely to impact on A49, but one specific development proposal that is listed in Table 5.1

Table 5.1 Development Plan status, and Specific Development Proposals

Development Plan	Plan Status and Period	Location Reference	Development Plan Policy	Issue	Specific development proposal / Possible effect on A49
Hereford Unitary Development Plan	Deposit Draft, September 2002	1	Policy E1	Employmen	Rotherwas Industrial Estate (14.8 ha) development: reliant upon Rotherwas Access Road for which planning approval has been granted. Possible impact on A49.
		2	Policy H2	Housing	Bradbury Estate, Putson, south of Hereford: Approx 400 dwellings on brownfield site, with access from Bullingham Lana and Hoarwithy Road. Possible impact on A49 at Broad Leys TS junction.
		3	Policy H2	Housing	Holmer, north of Hereford: Approx 300 dwellings on greenfield site with access onto Roman Road. Possible impact on A49/4103 roundabout.
		4	Policies E3, E4	Employment	Legion Way, Hereford (2.6 ha) Plus new employment land allocation of 13 ha to north of Roman Road, Hereford. LTP includes for Roman Road to be improved, but possible impact on A49/A4103 roundabout.
		5	Policy E2	Employment	Moreton-on-Lugg: (29.1 ha) former MoD depot allocated for employment. Emphasis placed on sustainable transport (travel plans, use of existing rail access), but access to A49 still poor.
		6	Policy E3	Employment	Leominster Industrial Estate (16.6 ha) allocated. New road links to south of town will impact on A49 roundabout at Eaton.
		7	Policy H2	Housing	Barons Cross Camp, Leominster: Approx 360 dwellings on A44 to west of Leominster to be serviced by new route linking Barons Cross with Eaton, and serving developments south of Leominster. Possible impact on A49 roundabout at Eaton.
		-	Policy E4	Employment	Overcross development (10ha), but not considered significant for A49.
Shropshire and Telford & Wrekin Structure Plan 1996 - 2011	Adopted November 2002	-			No specific spatial policies
Shrewsbury and Atcham Borough Local Plan	Adopted June 2001	8	Policy EMP1	Employment	Emstrey Business Park, Shrewsbury has outline permission for 14.5 ha of business use. Situated at junction of A5 / B4380. Possible impact on A49 / A5 roundabout situated 3km to west.
South Shropshire Local Plan 1996 - 2011	Revised Deposit Draft Replacement Plan, March 2003 (awaiting Inspector's Report following PI April 2004)	-	Policies E1, E2	Landscape conservation, Nature conservation	Protects Shropshire Hills AONB and wildlife over a large area of south Shropshire through which A49 passes, effectively confining development to urban areas.
		9	Policy S1 (p.37)	Housing development	Craven Arms identified as principal growth area with 115 dwellings on three sites (CRA1 to CRA3), CRA1 (30 dw) being adjacent to A49, plus 100 dwellings on previously used sites.
		10	Policy S2 (p.39) & S3	Industrial and business development & Retention of existing employment sites	Craven Arms: areas identified west of railway that could lead to intensification of use. Possible impact on A49 junctions in Craven Arms.
		11	Policy S4 (p.39)	Employment	Craven Arms livestock market site, adjacent to the A49, subject of a development brief for mixed use.
		12	Policy S5 (p.40)	Employment	The Grove, north of Craven Arms: encourages redevelopment of an area adjacent to A49 / A489 junction.
				Housing & Employment	Church Stretton: 100 to 150 dwellings allocated for brownfield sites, plus industrial sites adjacent to the A49.
				Housing	Ludlow: opportunities for limited growth amounting to 400 dwellings on brownfield sites.
		13	Policy S6 (p.40)	Employment land and Park & Ride facilities, Ludlow	Ludlow: locations identified adjacent to A49 roundabout at The Sheet and Foldgate Lane for business use and Park & Ride.

Figures 5.1 - 5.6 (310KB PDF)

5.6 Development Control Strategy

5.6.1 The development control strategy summarises how the Highways Agency will respond to planning applications and revisions of local plans and local transport plans.

5.6.2 The majority of the HA's responses outlined in the strategy will apply to the wholeroute, although some relate to a specific section of the route having particular conditions, which require individual responses. The responses are given in the table 5.2 below.

Table 5.2 HA response to Planning Applications and Reviews of Development Plans

Route Section	Strategy Elements	HA Response to Planning Applications	HA Response to Reviews of Development Plans and Local Transport Plans
Whole Route	Safety of the network will be maintained and where possible improved.	The HA is likely to direct refusal of applications that would reduce safety.
	Appropriate development will be facilitated as far as practicable	The HA will oppose applications for the display of advertisements that would constitute hazardous distraction to drivers. The HA will also support local authorities in removing illegal advertisements that constitute hazardous distraction.
A49 through Hereford	Congestion will be reduced. The HA will assist development proposals around Hereford by facilitating appropriate measures to limit traffic impact.	The HA will discuss with the lpa what level of traffic increase should be considered as material. This is unlikely to be anything other than a minimal increase (not the 5% indicative level referred to in Circular 4/2001). The HA will expect development to be packaged in a way that results in nomore than a minimal increase in peak flows.	Flows on A49 may need to be kept at or below their current levels in order to keep demand below the peak capacity.
Whole Route	Developer Contributions will be obtained where appropriate to assist with the provision of alternative modes to private motoring	Where proposed development requires measures to protect the trunk road interest, the HA is likely to direct appropriate conditions that will result in these measures being delivered by the appropriate time and funded by the developer.	The HA will encourage lpas to draw up development briefs where appropriate. The HA will ask that Plans record that for legal reasons it can not be aparty to agreements under Section 106 of the Town and Country Planning Act 1990.
Whole Route	Access to alternative modes to the private car will be encouraged and facilitated.	The HA will encourage developers and LPAs to promote access to alternative modes.	The HA will support policies and proposals that encourage the use of alternatives to the private car.
Whole Route	Transport Assessments will be required where appropriate.	The HA is likely to issue a "holding" direction where the developer has notsupplied an adequate Transport Assessment and the HA believes one is necessary to establish the effect of the development on the trunk road.	The HA will expect policies that require Transport Assessments where appropriate.

5.7 Development Control Summary and Route Outcomes

5.7.1 This chapter has provided an overview of planning policies at national, regional and local level in relation to the A49 Route Management Strategy. Whilst briefly touching upon planning guidance at the strategic level, the focus is mainly on local planning policies as laid out in Local Plans, because they provide the detailed, spatial guidance on the acceptability of proposed development sites.

5.7.2 However, some development plans are under review, and therefore the status of the policies contained therein may need to be examined at public inquiry for more contentious planning applications. It is also important to acknowledge that the new Planning Bill introducing of Local Development Frameworks could have a noticeable impact on development decisions. For these reasons this chapter will benefit from review on a regular basis, as local policies are developed and reworked.

5.7.3 Circular 04/2001 examines the relationship between land-use planning and development control in respect of the Highways Agency's concerns about the impact of development adjacent to trunk roads. The key factors influencing the impact of such developments are the size of the development proposal, its proximity to the trunk road, and the levels of congestion already experienced on the adjacent trunk road network.

5.7.4 Much of the A49 passes through AONB and Areas of Landscape Character, for which policies are in place to protect land alongside the route from further development. However, development proposals exist for the two other major urban areas of Hereford and Shrewsbury as well as the market towns of Leominster, Ludlow, Craven Arms and Church Stretton which are likely to have some impact on the route of the A49.

5.7.5 Studies carried out in Hereford following the rejection of plans for the A49 Hereford Bypass show that a major effort is required to encourage sustainable forms of transport for local journeys to provide the capacity for longer-distance trunk road traffic. Even so it is likely that local road improvements, following in part the line of the Hereford Bypass will be required to cope with traffic generation from new developments.

5.7.6 In summary, a number of authorities and agencies are able to influence the scale and location of development through the implementation of policies at the national, regional and local level. The local highway authorities also have transport improvement programmes which aim to cater for new development whilst easing existing pressures on the highway network.

5.7.7 It is important that an integrated approach is taken to dealing with traffic generation and congestion. This requires a consistent approach in response to development pressures and a strategic approach to investment in proposals for the improvement of transport networks.

5.8 Route Outcomes

5.8.1 It is not considered that Land Use and Development Control considerations indicate a need for any interventions on the route such that a specific Route Outcome should be identified.

6 route issues and performance

6 Route Issues and Performance

6.1 Introduction

6.1.1 This chapter outlines issues along the A49 that have been identified or brought to the attention of the Highways Agency based on the analysis of available data, a comparison with other trunk roads, and consultation with stakeholders and members of the public. These issues are grouped under the five key government objective areas of economy, safety, environment, accessibility and integration.

6.2 Route Sections

6.2.1 To allow assessment of the route to be undertaken, the route has been divided intothe following sections based on its characteristics, the subsections reflect the varying nature of the route within each route section, and which have been used elsewhere in the analysis:

Section 1 - Ross on Wye to Hereford

• Section 1a - Junction of A49 (T) and A40 (T) to junction with minor road 300m north of junction to Turkey Tump.
• Section 1b - 300m north of junction with minor road to Turkey Tump to junction with minor road to Bullinghope (south of the City of Hereford)

Section 2 - Hereford City

• Section 2 - Junction with minor road to Bullinghope to 300m north of roundabout with A4103 Starting Gate Roundabout.

Section 3 - Hereford to Leominster

• Section 3a - 300m north of roundabout with A4103 to entrance to Burghope Farm.
• Section 3b - Entrance to Burghope Farm to 300m north of junction with A417.
• Section 3c - 300m north of junction with A417 to 300m north of junction with A44, northern end of Leominster Bypass.

Section 4 - Leominster to Ludlow

• Section 4a - 300m north of junction with A44 to County Boundar, just south of A456 at Woofferton.
• Section 4b - County Boundary to 300m north of junction with B4361 south of Ludlow.
• Section 5 - 300m north of junction with B4361 south of Ludlow to crossing over railway near B4361 junction north of Ludlow.

Section 5 - Ludlow to Church Stretton

• Section 6a - Crossing over railway near B4361 junction north of Ludlow to 300m north of junction with A489 (the Grove).
• Section 6b - 300m north of junction with A489 (the Grove) to the traffic signal controlled junction with the B4371 in Church Stretton.

Section 6 - Church Stretton to Shrewsbury

• Section 7a - The traffic signal controlled junction with the B4371 in Church Stretton.to 300m south of the Dorrington railway bridge.
• Section 7b - 300m south of the Dorrington railway bridge to junction with A5 south of Shrewsbury.

6.3 How Route Issues Were Derived

6.3.1 The route issues have been derived from a number of sources including liaison with the Highways Agency, the previous and current Managing Agent, (WSP and Amey Mouchel), the Consultant (Halcrow), the Stakeholders of the project and members of the public.

6.3.2 Relevant data including personal injury collision data, traffic flow data and theexistence and location of facilities along the route have all been used to determine issues along the route.

6.4 Description of Issues

Safety

6.4.1 Safety is a key issue along the route, there having been 729 personal injury collisions between 1/06/97 and 31/05/02 resulting in 1088 casualties. Some particular junctions, limited overtaking opportunities and a need for rationalisation of signing add to the identified safety issues. The results of the personal injury collision data is outlined in Chapter 2.

6.4.2 An analysis of overtaking opportunities along the route was undertaken in mid 2002. Travelling northbound from Ross-on-Wye to Shrewsbury, a distance of 104 kilometres, it is concluded that there is currently 7 km of existing overtaking opportunity. Southbound, there is currently 13km. This limited overtaking provision, coupled with the HGV flows can result in driver frustration and unreliable journey times.

Economy

6.4.3 Issues that have been identified include congestion within Hereford, below standard lay-bys and insufficient lay-by provision compared to HA Advice Note TA69/96. Inconsistent journey time along the route is also an issue, which affects the economic performance of the A49.

6.4.4 Congestion is the primary performance indicator in respect of economy. Two way AADT data and site observations have been used to determine congestion issues along the route. Queuing at junctions has been observed from car surveys along the route. Queues occurred at most junctions through Hereford (Section 2). All other sections had none or just one junction where queuing was observed.

6.4.5 HA Advice Note TA 69/96 "The Location and Layout of Lay-Bys" gives advice on the siting, frequency and design of lay-bys on all purpose trunk roads.

6.4.6 The existing provision is 50 lay-bys (24 northbound and 26 southbound) over the102 km length. However, due to clustering of lay-bys, there are sections of the route where lay-bys are not provided between 2-5kms as stated in the guidance. There is currently limited lay-by provision between Dorrington and Shrewsbury, southbound at Craven Arms, and there are no type A lay-bys between Hopeunder-Dinmore and Leominster.

6.4.7 Road alignment is an issue for large vehicles at the location of the River Bridge atOnibury, although there is no evidence of personal injury collisions. There is need to rationalise signing along the route; limited suitable advanced signing along the route has been highlighted during the consultation process.

Accessibility

6.4.8 The key issue along the route is the limited provision of pedestrian and cycle crossing facilities within settlements, contributing to community severance and accessibility issues.

6.4.9 The quality of facilities accessible for non-motorised users along the route is assessed as minimal. Hereford has several controlled pedestrian crossings and a number of uncontrolled pedestrian facilities along with subways in the city centre. Church Stretton in Section 6b has full pedestrian phase incorporated at the signal controlled junction and Craven Arms in Section 6a has dropped kerbs and central refuges as provision for pedestrians to cross the A49. Bridstow, Much Birch, Craven Arms, Dorrington and Bayston Hill all have schools located near to the A49. Severance to facilities is therefore considered to be an issue.

6.4.10 Provision for cyclists to cross the A49 is limited, with no dedicated controlled cycle crossing facilities being present along the route. Cycle path provision is also currently limited, with three lengths of cycle route in place. These routes are located between Shrewsbury and Bayston Hill, north of Leominster and south of Hope under Dinmore.

6.4.11 There are currently no equestrian crossing facilities along the route. The BritishHorse Society (BHS) is developing a network of longer distance rides. One such route is the Three Rivers Ride, which joins the Sabrina Way in Gloucester with the Brecon Beacons. This route crosses the A49 at Morton-on-Lugg so there are potential safety issues at this location as no crossing facilities are currently provided.

6.4.12 There are 17 bus routes that currently operate serving a part of the A49. Analysisof timetables indicates that current bus services are infrequent. No one service currently serves a significant proportion of the route.

Environment

6.4.13 The main issues that have been identified along the route are the potential impactof the A49 on village character and the landscape, impacts on drainage, and air and noise quality issues.

6.4.14 The A49 passes through several Areas of Outstanding Natural Beauty (AONB) and Areas of Great Landscape Value (AGLV), predominantly on sections of the route between Ross-on-Wye and Hereford, and Onibury to All Stretton. The road is adjacent to a number of designated sites of importance to nature conservation, ranging from sites of local importance to Sites of Special Scientific Interest (SSSI). Several of these sites border the A49 and may therefore be directly affected by traffic noise and air pollution. The River Lugg and Teme (both designated as SSSIs, largely due to their population of protected species such as the Otter and Water Vole) may be vulnerable to water pollution as they flow near and under theroad. The A49 crosses both rivers, the River Lugg just below Leominster and the River Teme near Ashford Bowdler, with stretches of the river flowing close to the A49 (the Lugg between Leominster and Wellington, and the Teme between Bromfield and Woofferton). The River Wye (SSSI) crosses the A49 in the centre of Hereford.

6.4.15 Significant areas of ancient woodland occur at the road margin at Queenswood and Longwood. The A49 bisects woodland around Queenswood, therefore impacting on the habitat, as habitat fragmentation can greatly reduce the value of a woodlands biodiversity.

6.4.16 Herefordshire Council has undertaken a review and assessment of the County's airquality as part of the Government's National Air Quality Strategy. The stage three air quality report was published in March 2001 and recommends that an air quality management area (AQMA) is designated in Hereford City Centre because of the likely exceedence of the nitrogen dioxide annual mean of 21 ppb in 2005. The Hereford City Air Quality Management Area (Nitrogen Dioxide) Order 200 was designated in Hereford on 1st November 2001. The AQMA encompasses the A49 through the City Centre, which includes the stretch from Holmer Road to the A49/A465 junction south of Greyfriars Bridge. No other AQMA have been proposed along the A49.

6.4.17 A desktop and site visit study was undertaken in February 2002 to determine theeffects of highway runoff on the surrounding environment in terms of water quality and pollution. The survey identified thirteen locations along the route where flooding had occurred, and pollution incidents at Bromfield Bridge over the River Onny, the Bridge over the River Corve at Ludlow bypass and the Dinmore Hill tributary of the River Lugg. Outfall was assessed by studying the catchment area, the status of the receiving watercourse, highway flooding and the highway catchment area. The four locations where outfall was identified as a potential issue were the River Corve at the Ludlow bypass, the River Wye in Hereford CityCentre, the Tributary of the Quinny Brook, Felhampton and the Tributary of the Quinny Brook, Little Stretton.

6.4.18 A study was undertaken in February 2002 into the effects of the A49 on the character of landscapes and settlements on the basis of DMRB Volume 11, and Countryside Agency and Landscape Institute guidance. For most of its length the route still follows its ancient alignment, however the A49 is considered to visually impact on the environment at the Ludlow bypass where it affects the Lugg Valley, and Berrington Hall where it bisects the parkland which is Grade II listed by English Heritage, Register of Parks and Gardens of Special Historic Interest. The impact of the A49 on settlements has been assessed through a review of traffic flows, carriageway width, the nature and density of the settlements along the route. It has been concluded that the most sensitive settlements are Dorrington, Ashtonand Peterstow, with Leebotwood, Bromfield and Woofferton moderately sensitive.

Integration

6.4.19 There is currently limited integration between transport modes along the A49, witha need to review signing to railway stations and integration between cars and buses.

6.5 Main Issues (From Consultation & Function Analysis)

6.5.1 During the public consultation exercise 343 questionnaires were received. Analysisof the questionnaires showed that respondents overwhelmingly felt that the most significant issue on the A49 was to improve safety along the route for all road users. The key issues that were identified during the public consultation were:

• Pedestrian safety concerns, and the need for improved pedestrian crossing provision in settlements to reduce severance;
• Limited safe overtaking opportunities along the route;
• Speeding vehicles through settlements;
• The need for consistent signing along the route;
• Limited public transport provision along the route;
• The need to improve safety for drivers along the route, particularly at junctions; and,
• Limited cycle provision along the route.

6.6 Network Comparison

6.6.1 The A49 is a single carriageway route for over 95% of its length with relativelylight flows. When looking at other routes on the trunk road network the proportion of dual carriageway was considered to be a suitable way of comparing routes. There are a number of Route Management Strategies on various sections of the network however these at present only cover routes with at least 20% dual carriageways and with much more significant traffic flows. Therefore it would seem that there are currently no route management strategies that the A49 can be compared to.

7 route outcomes

7 Route Outcomes

7.1 Introduction

7.1.1 This chapter outlines the process that has been undertaken to develop the Route Outcomes for the A49. These Route Outcomes are then set out in detail.

7.2 The Development of the Route Outcomes

7.2.1 The development of the route outcomes has been undertaken by reviewing the route functions, objectives and issues that have already been identified or brought to the attention of the Highways Agency. To enable a cohesive strategy to be developed, a manageable number of route outcomes have been identified which relate to more than one of the identified route functions, objectives and issues. The route outcomes have been developed through analysis of relevant data, site visits, engineering judgment and the result of the stakeholder and public consultation. These route outcomes will be used by the Highways Agency to develop the Route Management Plan for the A49, and to identify any specific measures.

7.3 Targeted Programme of Improvements

7.3.1 A review of The Highways Agency's Targeted Programme of Improvements (TPIs) has shown that there are no current or future schemes listed for the A49.

7.4 Route Outcome Summary Sheets

7.4.1 The following tables outline the Route Outcomes that have been developed following the process described above.

Route Outcome 1

Route Outcome	To adopt a consistent, realistic and enforceable approach in the management of vehicle speeds along the route
Short Name	Speed Management Strategy
RO 1
Related Route Functions	F1, F2, F3, F5, F6, F7
Improvements to Related Route Functions	Seek to enhance the efficiency of the A49 as a strategic route for Wales Seek to enhance the A49 as a regional spine; connection cross region routes and facilitating regional economic activity and regeneration Seek to enhance the A49 as a local road; providing access for local commercial and farming activities and facilitating public transport links Seek to reduce conflict between vehicles and communities Seek to enhance route standards to assist the regional economy Seek to reduce severance
Related Issues	Personal Injury Collisions, Inconsistent journey times, overtaking movements, HGV speeds, Safety of non-motorised users, speed through settlements, Existing traffic calming schemes.
Locations	Peterstow, Harewood End, Church Stretton and Leebotwood currently have 40 mph speed limits, The Cleaver, Much Birch, Wellington Marsh and Ashton currently have 60 mph speed limits (35mph advisory at Ashton) Severe bends on Dinmore Hill, at Kings Thorn and Marshbrook.
Policy Objectives	Seek to reduce the number and severity of accidents Seek to provide safe conditions for vulnerable road user groups Seek to ensure community safety through the management of traffic speeds Seek to ensure safe, easy access to facilities along the A49, particularly in rural settlements Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford Seek to improve access across and along the route for pedestrians, cyclists and other non-motorised users Seek to improve access for facilities, particularly for pedestrians, in settlements along the route
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: Provision of 30mph speed limit through some settlements Provision of 50mph speed limit between settlements Provision of advisory speed limits, Road signs and markings Provision of Gateways on the approach to settlements
Other Issues	Enforcement of speed limits

Route Outcome 2

Route Outcome	To improve overtaking opportunities to improve the safety and economic efficiency of the route
Short Name	Overtaking
RO 2
Related Route Functions	F1, F2, F3, F6
Improvements to Related Route Functions	Seek to enhance the efficiency of the A49 as a strategic route for Wales Seek to enhance the efficiency of the A49 as a regional spine; connecting cross region routes and facilitating regional economic activity and regeneration Seek to enhance the efficiency of the A49 as a local road; providing access for local communities to everyday facilities; providing access for local commercial and farming activities Seek to reduce conflicts between vehicles and communities Seek to enhance route standards to assist the regional economy
Related Issues	Overtaking opportunities should meet the appropriate standards Traffic speeds, particularly through settlements Personal Injury Collisions Road markings and signings
Locations	Route wide, where improvements would satisfy horizontal and vertical visibility standards
Policy Objectives	Seek to reduce the number and severity of accidents Seek to provide safe conditions for vulnerable road user groups Seek to reduce opportunities for drivers to overtake at unsuitable locations along the route Seek to ensure there is suitable stopping/resting places along the route Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: Alter road markings Reduce speed limits Carriageway realignment Improved lighting Central hatching
Other Issues	Potential environmental impact and cost of realignment Potential environmental impact of signing and lighting Impact on vehicle speed Land constraints

Route Outcome 3

Route Outcome	To seek to reduce the number of personal injury collisions alongthe route
Short Name	Anti-Collision Strategy/Junction Improvements
RO 3
Related Route Functions	F1, F2, F3, F5, F6, F7
Improvements to Related Route Functions	Improve safety along the route for all road users Consistent route standard would assist the regional economy Improvements to the route will result in improved journey time reliability for strategic and regional traffic. Will improve accessibility for all road users
Related Issues	Overtaking movements Speed of traffic Rationalisation of road signs Right turning vehicular movements
Locations	General along the route. In particular Poolmill junction, Much Birch crossroads, Kings Thorn corner, Holme Lacy Road, Belmont Road roundabout, Greyfriars Bridge, Barton Road, Moreton-on-Lugg, north of Hope under Dinmore, A44 Leominster, B4361 to Overton, south of Little Stretton, north of Dorrington and Stapleton crossroads
Policy Objectives	Seek to reduce the number and severity of personal injury collisions Seek to provide safe conditions for vulnerable road user groups Seek to reduce opportunities for drivers to overtake at unsuitable locations along the route Seek to ensure there is consistent signing and suitable stopping/resting places along the route Seek to ensure community safety through the management of traffic speeds Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford
Target	Undertake studies to identify appropriate measures, which may include a programme of junction improvement measures Contribute to the national target of a 40% reduction in people killed or seriously injured in road accidents by 2010 (from 1994-1998 average), and 10% reduction in slight casualty rate expressed as the number of people slightly injured per 100 million vehicle kilometres
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: Improve junction alignments Reduce speed limits, Improve overtaking opportunities Improvements to link alignment Improve lighting and carriageway markings
Other Issues	Alterations to speed limits have to be enforceable Land constraints may pose a problem Lighting may be environmentally sensitive and signing visually intrusive in some locations

Route Outcome 4

Route Outcome	To improve alignment so as to enhance the safety and economic efficiency of the route
Short Name	Alignment Strategy
RO 4
Related Route Functions	F1, F2, F3, F4
Improvements to Related Route Functions	Enhance the role of the A49 as a strategic route for Wales Enhance the role of the A49 as a regional spine connecting cross region routes and facilitating regional economic activity and regeneration Enhance the role of the A49 as a local road; providing access for local commercial and farming activities and facilitating public transport links Seek to reduce conflict between vehicles and communities Seek to enhance route standards to assist the regional economy
Related Issues	Limited overtaking opportunities results in unreliable journey times and safety issues Severance and safety issues in settlements
Locations	General along the route, particularly areas with recorded Personal Injury Collisions Locations where alignment poses issues for HGVs
Policy Objectives	Seek to reduce the number and severity of accidents Seek to reduce opportunities for drivers to overtake at unsuitable locations along the route Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2007
Possible Actions	Actions to consider in studies may include: Junction and Carriageway realignment Road markings and signing
Other Issues	Environmental impact of any realignment measures Land constraint

Route Outcome 5

Route Outcome	To improve non-motorised user facilities to enhance accessibility along and across the route
Short Name	Non Motorised Users
RO 5
Related Route Functions	F4, F5, F6, F7
Improvements to Related Route Functions	Improve access for local communities to everyday facilities; providing access for commercial and farming activities and facilitating public transport links Reduce conflict that results between multiple junctions and communities, including pedestrians, cyclists and other nonmotorised users Reduce severance, increase integration between transport modes
Related Issues	Conflict between motorised and non-motorised road users Overtaking movements Speed of traffic Junction Improvements
Locations	Within and near settlements along the route, particularly to improve access to community facilities, or where the A49 links to strategic cycle/pedestrian/equestrian routes. There is currently limited pedestrian crossing provision in Bridstow, Much Birch, Wellington Marsh, Onibury, Dorrington and Bayston Hill, one controlled crossing in Church Stretton. Bridstow, Much Birch, Craven Arms, Dorrington and Bayston Hill all have schools located near to the A49. Cycle crossing provision is only currently in place at Leominster, Brimfield and Church Stretton. Cycle route are provided in three locations; south of Hope-under-Dinmore, north of Leominster and between Bayston Hill and Shrewsbury. Currently no equestrian crossing provision at Moreton-on-Lugg which is a crossing point for the Three Rivers Ride
Policy Objectives	Seek to reduce the number and severity of accidents Seek to provide safe conditions for vulnerable road user groups Seek to ensure community safety through the management of traffic speeds Seek to ensure safe, easy access to facilities along the A49, particularly in rural settlements Seek to improve access across and along the route for pedestrians, cyclists and other non-motorised users Seek to Improve access to facilities especially schools, particularly for pedestrians, in settlements along the route Seek to Reduce community severance
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: At grade controlled and uncontrolled crossing provision Improved lighting Reduce or manage vehicle speeds through settlements
Other Issues	Links with other strategic routes such as the National Cycle Network, Three Rivers Ride, Hereford Cycling Strategy

Route Outcome 6

Route Outcome	To improve the performance of the A49 through Hereford
Short Name	Hereford Strategy
RO 6
Related Route Functions	F1, F2, F3, F4, F5, F6, F7
Improvements to Related Route Functions	Seek to enhance the role of the A49 as a strategic route for Wales Seek to enhance the role of the A49 as a regional spine; connecting cross region routes and facilitating regional economic activity and regeneration Seek to enhance the role of the A49 as a local road; providing access for local communities and farming activities and facilitating public transport links Seek to reduce conflict between vehicles and non-motorised road users Seek to enhance route standards to assist the regional economy Seek to enhance integration of transport modes
Related Issues	Congestion through Hereford impacts on the economic efficiency and safety of the A49
Locations	Within Hereford, options that had significant support during the pubic consultation were junction improvement of the Newmarket Street, Newtown Road, Priory Place, Mortimer Road, Barton Road Traffic Signals.
Policy Objectives	Seek to reduce the number and severity of Personal Injury Collisions. Seek to provide safe conditions for vulnerable road user groups Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford Seek to reduce congestion on the A49 within Hereford Seek to encourage the use of public transport through increased awareness and improved facilities
Target	Undertake studies to identify appropriate measures.
Timescale	Complete initial studies by 2008
Possible Actions	Actions to consider in studies may include: Junction improvements and realignment Improved public transport facilities Improved pedestrian/cycle crossing provision Improved signing of public transport facilities
Other Issues	Work already undertaken including the Hereford Transport Review

Route Outcome 7

Route Outcome	Seek to facilitate and support economic activity along the routethrough a proactive development control policy
Short Name	Economic Activity
RO 7
Related Route Functions	F1, F2, F3, F4, F6, F7
Improvements to Related Route Functions	Seek to enhance the role of the A49 as a strategic route for Wales Seek to enhance the role of the A49 as a regional spine, connecting cross region routes and facilitating economic activity and regeneration Seek to enhance the role of the A49 as a local road; providing access for local commercial and farming activities and facilitating public transport links Seek to reduce conflict between vehicles and communities Seek to enhance route standards to assist the regional economy Seek to enhance accessibility Seek to reduce severance
Related Issues	Limited overtaking opportunities can affect journey time reliability HGV flows along the route Personal Injury Collisions Integration of strategy with land use planning
Locations	General along the route
Policy Objectives	Seek to reduce the number and severity of accidents Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford Seek to contribute to economic activity by improving accessibility Seek to provide a standard of route appropriate to its functions
Target	Ongoing discussions with developers & local planning authorities
Timescale	Ongoing
Possible Actions	Actions to consider in studies may include: Improve public transport accessibility and integration to existing and future employment areas Measures to improve safety for drivers along the route Improve overtaking opportunities Improve signing and road markings Improve junction alignments Improve road geometry to improve HGV access
Other Issues	Potential for developer contributions

Route Outcome 8

Route Outcome	To enhance the provision of, and rationalisation of signing and road markings along the route
Short Name	Signing and Road Marking Strategy
RO 8
Related Route Functions	F1, F2, F3, F4, F5, F6, F7
Improvements to Related Route Functions	Enhance the strategic nature of the route for Wales Enhance the regional spine function of the A49, connecting cross region routes and facilitating regional economic activity and regeneration Enhance its function as a local road, providing access for local communities to everyday facilities, providing access for local commercial and farming activities and facilitating public transport links Reduce conflict between vehicles and communities Enhance route standards to assist the regional economy Enhance integration between transport modes in the corridor
Related Issues	Speed limit repeater signs to be located in accordance with Traffic Advisory Leaflet 01/95: Speed Limit Signs
Locations	General Route Wide, however particularly in and approaching settlements along the route
Policy Objectives	Seek to reduce the number and severity of accidents Seek to provide safe conditions for vulnerable road user groups Seek to reduce opportunities for drivers to overtake at unsuitable locations along the route Seek to achieve a consistent and high standard of signing Seek to ensure community safety through the management of traffic speeds Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford Seek to encourage the use of public transport through increased awareness and improved facilities
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: Speed limit repeater signs Speed limit countdown markers on the approach to settlements Improved lighting Improved signing of public transport facilities Gateway features Road studs, Signing alternative cycle routes Signing local facilities, Speed actuated signs Advanced signing of lay-bys Central road hatching
Other Issues	Minimise impact of marking and signs on the environment

Route Outcome 9

Route Outcome	Seek to facilitate improvement of public transport facilities along the route
Short Name	Public Transport
RO 9
Related Route Functions	F4, F5, F6
Improvements to Related Route Functions	Seek to enhance the effectiveness of the A49 as a local road; providing access for local communities to everyday facilities; providing access for local commercial and farming activities and facilitating public transport links Seek to enhance accessibility and reduce severance Seek to enhance integration of transport modes in the corridor
Related Issues	Conflict along the route between vehicles and pedestrians
Locations	Within settlements and along the route
Policy Objectives	Seek to provide safe conditions for pedestrian groups Seek to contribute to economic activity by improving accessibility Seek to encourage the use of public transport through increased awareness and improved facilities Seek to encourage the use of other alternative transport modes through increased awareness and improved facilities, and increased integration
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2007
Possible Actions	Actions to consider in studies may include: Improved signing of railway stations and other public transport facilities Improved pedestrian access to bus stops/shelters Improvements to existing lay-bys
Other Issues	A review of public transport services is dependant upon discussions with public transport operators

Route Outcome 10

Route Outcome	To improve lay-by provision along the route
Short Name	Lay-by Strategy
RO 10
Related Route Functions	F1, F2, F3, F4
Improvements to Related Route Functions	Seek to enhance the A49 as a strategic route for Wales Seek to enhance the A49 as a regional spine, connecting cross region routes and facilitating regional economic activity and regeneration Seek to enhance the A49 as a local road; providing access for local commercial and farming activities and facilitating public transport links Seek to improve the safety of the route Seek to enhance route standards to assist the regional economy
Related Issues	Lay-by provision should meet the required standards. Public transport facilities in lay-bys Signing and road markings Traffic speeds Personal Injury Collisions Environmental impact of lay-bys
Locations	Generally along the route at regular intervals, particularly between Dorrington and Shrewsbury, southbound at Craven Arms, and there are no type A laybys between Hope-under- Dinmore and Leominster
Policy Objectives	Seek to reduce the number and severity of accidents Seek to ensure there are suitable stopping/resting places along the route Seek to support economic regeneration in the region Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2006
Possible Actions	Actions to consider in studies may include: Upgrading all Type B Lay-bys to appropriate standards Improve advance signing of lay-bys Investigate pairing of all Lay-bys
Other Issues	Environmental impact of upgrading or providing new lay-bys Land constraints

Route Outcome 11

Route Outcome	Seek to reduce the environmental impact of the route
Short Name	Environment Strategy
RO 11
Related Route Functions	F5, F6, F7
Improvements to Related Route Functions	Seek to manage and control the impact of the A49 on the rural landscape, and maintain the route as part of the local environment that people travel through and live alongside
Related Issues	Impact of Signing, Road Marking and Lighting on the environment Impact of Realignment on the environment Impact of any speed reduction measures on the townscape of settlements
Locations	General along the route, particularly sites of environment and heritage value. Currently the A49 visually impacts on the landscape at Leominster Bypass and Berrington Hall. Townscape impacts in Peterstow, Ashton, Dorrington, Bromfield, Woofferton Highway flooding has been identified at Peterstow, Pengethley, Hereford, Little Stretton, Felhampton and Ludlow Bypass
Policy Objectives	Seek to retain and protect the landscape by minimising and mitigating impacts from the road Seek to improve the built environment in rural settlements along the route Seek to maintain village character along the route Seek to protect watercourses and improve biodiversity
Target	Undertake studies to identify appropriate measures
Timescale	Complete initial studies by 2008
Possible Actions	Actions to consider in studies may include: Improve highway drainage and runoff Carriageway Realignment Mitigating measures on some sections of the route to reduce visual impact Protection of important habitats along the route including ancient woodlands and hedgerows
Other Issues	Biodiversity Plan

8 strategy impact statement

8 Strategy Impact Statement

8.1 Introduction

8.1.1 This Route Management Strategy study has identified a number of key route issues and, to address these, a strategy based on Route Outcomes (RO's) has been devised. The Strategy Impact Statement demonstrates how the implementation of the Route Outcomes will result in a beneficial impact on the performance of the route. This chapter also highlights the priority that will be given to each of the Route Outcomes, and contains tables that illustrate the impact of the key Route Outcomes on route issues, route functions, land use and development control, and policy objectives.

8.2 Key Route Outcomes

Chapter 7 outlines the Route Outcomes that have been developed. Based on an analysis of route issues and the consultation that has been undertaken, a number of key route outcomes have been identified. These have been determined on the basis of the degree of impact they are expected to have on the route functions and issues. The Key Route Outcomes are as follows:

RO1:	To adopt a consistent, realistic and enforceable approach in the management of vehicle speeds along the route
RO2:	To improve overtaking opportunities to improve the safety and economic efficiency of the route
RO3:	To improve safety by seeking to reduce the number of personal injury collisions along the route
RO5:	To improve non-motorised user facilities to enhance accessibility along and across the route
RO6:	To improve the performance of the A49 through Hereford
RO7:	Seek to facilitate and support economic activity along the route through a proactive development control strategy
RO10:	To improve lay-by provision along the route

8.3 Additional Route Outcomes

8.3.1 The other route outcomes that are considered to have a lower priority are as follows:

RO4:	To improve alignment to enhance the safety and economic efficiency of the route
RO8:	To enhance the provision of, and rationalisation of signing and road markings along the route
RO9:	To seek to facilitate improvement of public transport facilities along the route
RO11:	To seek to reduce the environmental impact of the route

8.4 Key Route Outcomes Analysis

The key Route Outcomes are expected to have a positive impact on the route as a whole. The following tables illustrate the impact of the key Route Outcomes:

• Key Route Outcomes in relation to Route Issues (Table 8.1)
• Key Route Outcomes in relation to Route Functions (Table 8.2)
• Key Route Outcomes in relation to Development Control (Table 8.3)
• Key Route Outcomes in relation to Policy Objectives (Table 8.4)

Table 8.1 Key Route Outcomes in relation to Route Issues

Route Functions	Route Issues
	Speed Management RO1	Overtaking RO2	Anti-Collision RO3	Non- Motorised Users RO5	Hereford RO6	Economic Activity RO7	Lay-bys RO10
Personal injury collisions	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
Cyclist/Pedestrian/Equestrian Accessibility and Safety Issues	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
Limited Safe Overtaking Opportunities	Positive Impact	Positive Impact	Positive Impact			Positive Impact
Vehicle Speeds through Settlements along the Route	Positive Impact	Positive Impact	Positive Impact	Positive Impact		Positive Impact
Inconsistent Signing	Positive Impact		Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
Inconsistent Journey Times	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
Congestion in Hereford			Positive Impact	Positive Impact	Positive Impact	Positive Impact
Provision and Integration of Public Transport				Positive Impact	Positive Impact	Positive Impact	Positive Impact

Key Route Outcomes in relation to Route Issues (Table 8.2)

Route Functions	Key Route Outcomes
	Speed Management RO1	Overtaking RO2	Anti-Collision RO3	Non- Motorised Users RO5	Hereford RO6	Economic Activity RO7	Lay-bys RO10
F1 A strategic link between South Wales and the Midlands via the English Trunk RoadNetwork	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
F2 A regional spine; providing for north-south movements and connections to otherroutes within the region	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
F3 Contributes to and facilitates economic activity, and regeneration aspirations	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
F4 Provides a public transport route and opportunities for modal interchange				Positive Impact	Positive Impact	Positive Impact	Positive Impact
F5 A local road providing access for local communities along and near the route to everyday facilities	Positive Impact	Positive Impact	Positive Impact	Positive Impact
F6 Providing access to shopping, education, work, leisure and health facilities for motorised and non-motorised users	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
F7 Providing access for local commercial, tourism and farming activities	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact

Table 8.3 - Key Route Outcomes in relation to Development Control

Development Control matters	Key Route Outcomes
	Speed Management RO1	Overtaking RO2	Anti-Collision RO3	Non- Motorised Users RO5	Hereford RO6	Economic Activity RO7	Lay-bys RO10
Encourage Use of Alternatives to the Private Car to Access New Developments				Positive Impact	Positive Impact	Positive Impact	Positive Impact
Maintain Safety and the Function of the A49, particularly as a Local Route	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
Support Appropriate Development along the Route				Positive Impact	Positive Impact	Positive Impact

Table 8.4 Key Route Outcomes in Relation to Policy Objectives

Policy Objectives	Key Route Outcomes
	Speed Management RO1	Overtaking RO2	Anti-Collision RO3	Non- Motorised Users RO5	Hereford RO6	Economic Activity RO7	Lay-bys RO10
Retain and protect the landscape by minimising and mitigating impacts from the road	Positive Impact				Positive Impact
Improve the built environment in rural settlements along the route	Positive Impact
Maintain village character along the route	Positive Impact			Positive Impact
Protect watercourses and biodiversity				Positive Impact
To assist efforts to improve air quality within the Hereford Air Quality Management Zone				Positive Impact	Positive Impact
Seek to reduce the number and severity of personal injury collisions amongst users ofthe route	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact		Positive Impact
Seek to provide safe conditions for vulnerable road user groups	Positive Impact		Positive Impact	Positive Impact	Positive Impact		Positive Impact
Reduce opportunities and need for drivers to overtake at unsuitable locations along the route	Positive Impact	Positive Impact	Positive Impact	Positive Impact			Positive Impact
To provide a standard of route appropriate to all its defined functions	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
To seek to ensure there are suitable stopping/resting places along the route			Positive Impact				Positive Impact
To achieve a consistent and high standard of signing along the route	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
To seek to ensure community safety through the management of traffic speeds	Positive Impact	Positive Impact	Positive Impact	Positive Impact
To seek to ensure safe, easy access to facilities along the A49, especially schools, particularly in rural settlements	Positive Impact		Positive Impact	Positive Impact		Positive Impact	Positive Impact
Seek to support economic regeneration in the region	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
Seek to contribute to economic activity by maintaining journey time reliability along the route and improving it through Hereford	Positive Impact	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact
Seek to contribute to economic activity by improving accessibility	Positive Impact	Positive Impact		Positive Impact	Positive Impact	Positive Impact	Positive Impact
To assist in reducing congestion on the A49 within Hereford			Positive Impact	Positive Impact	Positive Impact	Positive Impact
To provide a standard of route appropriate to its strategic functions	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact
Seek to improve access across and along the route for pedestrians, cyclists and other non-motorised users	Positive Impact			Positive Impact	Positive Impact		Positive Impact
Reduce community severance, improve access to facilities, particularly for pedestrians, in settlements along the route	Positive Impact		Positive Impact	Positive Impact
Seek to encourage the use of public transport through increased awareness andimproved facilities				Positive Impact	Positive Impact		Positive Impact
Seek to encourage the use of public transport through increased integration				Positive Impact	Positive Impact		Positive Impact
To work in partnership with relevant organisations to make better use of thenetwork	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact	Positive Impact

8.5 Development Control

8.5.1 An assessment of the likely impact of future development within the study corridor has been set out in the Land Use & Development Control statement. It is concluded that most of the future development along the A49 is centred on the Market Towns, Shrewsbury and Hereford. Within Herefordshire, most of the future development allocations along the A49 are within Hereford. This may lead to increased congestion on the A49 in Hereford.

8.5.2 Within Shropshire, Craven Arms is identified as a Strategic Growth Centre, and there are also future development allocations in Leominster and Ludlow. These allocations may result in increased trips along the A49, particularly to Shrewsbury.

8.5.3 The impact, individual and combined, of these developments should be monitored by the HA to ensure the functions and key Route Outcomes are not compromised.

8.6 What Happens Next?

8.6.1 The Highways Agency area team will follow the procedures set out in the Programme Objectives Guide (POG) in order to identify and develop appropriate actions to deliver the Route Outcomes from the Route Management Strategy.