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Gateway, Rugby

R2 Full Planning Application

Transport Statement

Gateway Consortium July 2010

QM

Issue/revision Issue 1 Revision 1 Revision 2 Revision 3

Remarks Draft Final

Date 27 July 2010 28 July 2010

Prepared by Ben Fairgrieve Ben Fairgrieve

Signature

Checked by Philip Taylor Philip Taylor

Signature

Authorised by Philip Taylor Philip Taylor

Signature

Project number 11050822 11050822

File reference R2 Transport

Statement

R2 Transport

Statement

WSP Development and Transportation One Queens Drive Birmingham West Midlands B5 4PJ Tel: +44 (0)121 352 4700 Fax: +44 (0)121 352 4701 http://www.wspgroup.com WSP UK Limited | Registered Address WSP House, 70 Chancery Lane, London, WC2A 1AF, UK | Reg No. 01383511 England | WSP Group plc | Offices worldwide

Contents

1 Introduction 1

2 Existing Situation 2

3 Development Proposals 9

4 Sustainable Access 13

5 Summary and Conclusions 16

Appendix A Rugby Bus Network Diagram Appendix B Rugby Cycle Map Appendix C R2 Site Masterplan Appendix D Phasing Plan Appendix E Site Access Drawings

11050822 R2 Transport Statement 1

1 Introduction

1.1 BACKGROUND

1.1.1 This Transport Statement (TS) has been prepared on behalf of the Gateway Consortium to support a full planning application for the second phase of development (referred to hereafter as R2) of a mixed use development situated at the northern extent of Rugby, Warwickshire, known as Gateway, Rugby.

1.1.2 The overall residential development will comprise up to 1,300 dwellings and comprises part of a wider mixed use scheme which also incorporates B2 and B8 employment land uses, community facilities, a primary school, retail premises and an energy centre.

1.1.3 An outline planning application for the Gateway site has recently been submitted. The Transport Assessment work that supported this application relies upon traffic data from previous assessment work, by others, on the A426 Leicester Road corridor.

1.1.4 This Transport Assessment has been submitted as an interim document. It has been agreed with Warwickshire County Council (WCC) and the Highways Agency (HA) that the TA will be revisited once the Rugby S-PARAMICS strategic transport model has been updated to permit TA level assessments to be undertaken using its outputs.

1.1.5 This report should therefore be read in conjunction with the Gateway, Rugby Transport Assessment (TA), Travel Plan (TP) and Sustainable Transport Strategy (STS) which consider the wider development proposals and the wider suite of transport interventions which will be implemented.

1.1.6 The first phase (R1) of residential development comprises some 237 dwellings. A full planning application has been submitted for R1, which is supported by a TS that considers the highways and transportation implications of the R1 proposals. The second phase (R2) of development comprises some 219 dwellings.

1.1.7 The development proposals for the R1 and R2 applications comprise 456 dwellings together with associated site access and parking. The purpose of this statement is to support the application for the erection of the 219 dwellings proposed for R2.


2 Existing Situation

2.1 HIGHWAY NETWORK

2.1.1 A description of the wider highway network is contained in the TA document that accompanies the outline application. The A426 Leicester Road/Central Park Drive roundabout and A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout are the first points of contact between the development site and the surrounding highway network and hence are considered in greater detail in this TS.

A426 Leicester Road/Central Park Drive roundabout

2.1.2 This is a three arm roundabout junction with the A426 Leicester Road comprising the north and south arms of the roundabout and Central Park Drive comprising the eastern arm of the roundabout.

2.1.3 The A426 Leicester Road north arm is dual carriageway on the approach to the junction, widening to potentially accommodate a third lane at the give way line, however an area of the approach is hatched out, leaving only two lanes.

2.1.4 The A426 Leicester Road north arm also has a left turn diverge lane for traffic entering Central Park from the north. The A426 Leicester Road south arm has a dual carriageway approach, widening to three lanes within close vicinity of the give way line. Central Park Drive has a dual carriageway approach, widening to three arms on the immediate approach to the give way line. The roundabout exits on all arms are dual carriageway throughout their length. The circulatory carriageway is of a sufficient size to accommodate three lanes of traffic.

2.1.5 Both Leicester road arms are subject to a 60mph speed limit and Central Park Drive is subject to a 30mph speed limit.

2.1.6 Cyclists on both A426 Leicester Road arms are directed off the main carriageway onto signposted (but not marked) shared foot/cycleways, before being instructed to rejoin the vehicular carriageway.

2.1.7 Foot/cycleways are present on both sides of Central Park Drive and on the eastern side of the Leicester Road south arm as far as the next junction. Foot/cycleways are present on both sides of the Leicester Road north arm and the western side of the Leicester Road south arm to accommodate cyclists navigating the roundabout, these start and end a short distance from the roundabout entry and exits.

2.1.8 No specific pedestrian/cyclist crossings other than dropped kerbs and a gap in the central reservation on Central Park Drive are provided at this junction.

A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout

2.1.9 The A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout is a four arm roundabout junction with the A426 Leicester Road comprising the north and south arms of the roundabout, Newton Manor Lane comprising the eastern arm of the roundabout and Brownsover Lane comprising the western arm of the roundabout.

2.1.10 Both A426 Leicester Road arms have dual carriageway approaches and exits. The Newton Manor Lane arm has a dual carriageway approach which widens to three lanes at the entry. Brownsover Lane has a single lane approach which widens to two lanes at the entry to the roundabout. The circulatory carriageway is wide enough to accommodate three lanes and is marked as such.


2.1.11 Both Leicester road arms are subject to a 60mph speed limit and Newton Manor Lane is subject to a 40mph speed limit, no speed limit signs are present on Brownsover Lane.

2.1.12 Shared use foot/cycleways are present on both sides of Newton Manor Lane and on the eastern side of the Leicester Road south and north arms as far as the next junction.

2.1.13 Short shared use foot/cycleways are present on the western side of the Leicester Road north and south arms to accommodate cyclists navigating the roundabout, these start and end a short distance from the roundabout entry and exits.

2.1.14 Cyclists on both Leicester Road arms and Newton Manor Lane are directed off the main carriageway onto signposted (and marked) shared foot/cycleways, before being instructed to rejoin the vehicular carriageway. The marked routes on the Leicester Road arms are separated from the vehicular carriageway by verges in some places.

2.1.15 The cycle routes start/end on Newton Manor Lane to the east of the Newton Manor Lane/Coton Park Drive roundabout, presumably to assist cyclists in traversing this roundabout also.

2.1.16 There are dropped kerb crossings on the Brownsover Lane, Leicester Road North and Newton Manor Drive arms of the roundabout. The A426 Leicester Road south arm has a staggered toucan crossing, where the central reservation storage area is protected by guard railings. This crossing is in a relatively poor state of repair when compared to similar facilities elsewhere on the A426 corridor.

2.2 PUBLIC TRANSPORT

2.2.1 There is a relatively good existing network of bus services currently operating within Rugby. An extract of the existing bus network in Rugby is included at Appendix A of the report. A number of routes in northern Rugby already exist, these are as follows:

#3/#3A (Newbold on Avon; Lawford Heath; Long Lawford; Rugby; Hillmorton);

#4 (Brownsover, Rugby Rail Station, Rugby, Bilton, Admirals Estate, Cawston Grange);

#6 (Town Centre, Swift Valley Industrial Estate, Central Park); and

#140 (Rugby, Lutterworth, Narborough, Leicester).

2.2.2 Both the #6 and #140 services route along the A426 Leicester Road. A brief summary of service frequency is provided at Table 2.1 below.


Table 2.1 Summary of bus services operating in northern Rugby

Frequency Service

M-F (AM Peak (0700-1000)

M-F (Interpeak

1000 – 1600)

M-F (PM Peak 1600-1900)

M-F (evening)

Sat Sun

3/3A Up to every 15 mins

Every 15 mins

Up to every 15 mins

Hourly Up to every 15 mins

No service

4 Up to

every 12

mins

Up to

every 12

mins

Up to

every 12

mins

Up to every 30 mins

Up to every 15 mins

Up to every 30 mins

6 3 services No service 3 services No service

No service

No service

140 Hourly Hourly Hourly No service

See M-F No service

Note: Summary indicates greatest level of frequency within time period. Timetable information obtained from

Stagecoach website 07/01/10

2.2.3 There is an additional service being brought forward as part of the Coton Park/Coton Park East proposals located on the eastern side of the A426 Leicester Road. This service is anticipated to serve Rugby town centre, Rugby railway station, Tesco, Elliots Field Retail Park, Junction 1 Retail Park and the Tribune Trading Estate. No further details are available at the present time on frequency or hours of operation of this service.

2.2.4 A public transport interchange is provided in Rugby town centre for buses only and at Rugby railway station for bus/rail based journeys. The interchange provided at Rugby railway station allows future residents, employees and visitors to undertake sustainable multi-modal journeys. Rugby railway station serves direct rail services to a number of destinations with London Euston and Birmingham New Street being key destinations. Services are operated to both destinations by Virgin Trains and London Midland with services to Birmingham New Street operating 2-3 times per hour and services to London Euston operating 3-4 times per hour during the day.

2.3 WALKING FACILITIES

2.3.1 Within the vicinity of the R1 and R2 site accesses the A426 Leicester Road has a footway on the eastern side of the carriageway only. There are short lengths of shared foot/cycleway on the western side of Leicester Road within the vicinity of the A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout which connect with existing crossing points.

2.3.2 There are three crossing facilities in these areas to allow pedestrians to cross safely to the existing footways on the east side of the A426 Leicester Road, these facilities include the following:

Dropped kerb crossing across Central Park Drive to the east of the roundabout formed with the A426 Leicester road;


Dropped kerb crossing with tactile paving and splitter islands on the A426 Leicester Road (N), Brownsover Lane and Newton Manor Lane arms of the A426 Leicester Road/Brownsover Lane/Newton Manor Lane roundabout; and

Staggered signal controlled pedestrian crossing on the A426 Leicester Road (S) arm of the A426 Leicester Road/Brownsover Lane/Newton Manor Lane roundabout.

2.3.3 The majority of the area surrounding the site and heading south towards Rugby has footway provision making walking a viable mode choice for those who wish to travel by this mode

2.4 CYCLING FACILITIES

2.4.1 Over the last 10 to 15 years, WCC, Sustrans and Rugby Borough Council (RBC) have invested in the cycling network in Rugby which has allowed improvements to and expansion of the existing network.

2.4.2 Key routes which have benefited from this funding include the A426 Dunchurch Road, B4429 Ashlawn Road, A4071/B4500 Bilton Road, Mill Road, Black Path and Great Central Way. It is also proposed to provide cycling facilities along the Rugby Western Relief Road and the Alstom/GEC link road.

2.4.3 The expansion of the cycle network within and around the town has significantly improved conditions for cyclists and therefore there are currently only a small number of outstanding issues related to the performance of the cycle network in Rugby.

2.4.4 There are various existing routes within close proximity of the Gateway site and other routes which have been put forward as proposals in the Rugby cycling map. An extract of the Rugby cycle map illustrating existing and proposed cycle routes in the area surrounding the site is included at Appendix B of this report.

2.4.5 Along with the expansion of the cycle route network infrastructure in key destinations has also been improved. These facilities include the provision of cycle parking in key areas of the town centre and at the railway station and the provision of toucan crossings in key locations.

2.4.6 In order to encourage multi-modal journeys, the amount and quality of cycle parking at Rugby Railway Station is good. A high number of Sheffield stands are provided on the platforms and various other areas of the station which includes a large covered parking area fronting the main station area. There are also a limited number of cycle storage lockers provided at the railway station.

2.5 PERSONAL INJURY ACCIDENT DATA ANALYSIS

2.5.1 A full Personal Injury Accident (PIA) data analysis of the surrounding highway network has been carried out, the details of which are included in the outline planning application TA. This analysis focuses on the A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout, the A426 Leicester Road/Central Park Drive roundabout and the A426 Leicester Road between the two junctions, as these represent the first points of contact between the development site and the surrounding highway network.


Leicester Road/Central Park Drive Roundabout

2.5.2 Five accidents occurred at the Leicester Road/Central Park Drive junction in the five year period examined; of the five accidents, four were classified as slight and one as serious.

2.5.3 The first accident involved a single car and occurred at 21:15 hours in wet and dark (lit) conditions. The accident report stated that the vehicle was travelling south and had just cleared the roundabout when it mounted the central reservation and stopped on the northbound side of the carriageway. The causation factor was given as ‘loss of control’.

2.5.4 The second accident involved a car and an HGV and occurred at 21:30 hours in dry and dark (lit) conditions. The accident report stated that the HGV was travelling north on the A426 and that the car was stationary at the roundabout. The HGV collided with the rear of the car. The causation factor was given as ‘the HGV failed to judge the other persons path or speed’.

2.5.5 The third accident involved a car and a motorcycle and occurred at 18:30 hours (in November) in dry and dark (lit) conditions. The accident report stated that both vehicles were travelling north on the A426, and that the car cut in front of the motorcycle causing the rider to fall. The causation factor was given as ‘the car failed to signal or gave a misleading signal’.

2.5.6 The fourth accident involved two cars and occurred at 08:24 hours in dry and light conditions. The accident report stated that both vehicles were approaching the roundabout at the same time, and that vehicle one sped in front of vehicle two and went straight across the roundabout causing vehicle two to swerve and hit the roundabout. The accident report did not give a causation factor.

2.5.7 The fifth accident involved two cars and occurred at 08:24 hours in dry and light conditions. The accident report stated that both vehicles were approaching the roundabout at the same time, vehicle one then sped in front of vehicle two and went straight across the roundabout. Vehicle two was forced to swerve and hit the roundabout. A causation factor was not given for this accident.

2.5.8 The single serious accident involved a single car and occurred at 14:18 hours in dry and light conditions. The accident report stated that the vehicle was travelling south on the A426 and clipped the roundabout causing the vehicle to lose control. The causation factor was given as ‘sudden braking’.

2.5.9 With the exception of the accidents where no causation factor was defined it can be concluded that all recorded accidents involved poor driving on the part of at least one of the parties involved and were not identified as being caused by the highway layout. No discernable patterns have been identified between the accidents and accordingly no mitigation is proposed.

Leicester Road (between Central Park Drive Roundabout and Newton Manor Lane Roundabout)

2.5.10 A single slight accident occurred on Leicester Road between Central Park Drive Roundabout and Newton Manor Lane Roundabout in the five year period examined.


2.5.11 The accident involved a car and an ‘other’ vehicle occurred at 07:40 hours in dry and light conditions. The accident report stated that the ‘other’ vehicle was a council road sweeper which was cleaning the gulley. The car was travelling north and attempted to overtake the road sweeper, but collided with the rear off-side. The causation factor was given as ‘the car failed to look properly’.

2.5.12 This accident is an isolated accident and it is unlikely that any mitigation is required as a result of any changes in traffic flows in this location as a result of the proposed development.

A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout

2.5.13 Seven accidents occurred at the A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout in the five year period of January 2005 and February 2010 examined. All of the accidents were classified as being of slight severity with one accident involving vulnerable road users.

2.5.14 The first accident involved a car and a moped and occurred at 13:20 hours in dry and light conditions. The accident report stated that both vehicles were travelling along Newton Manor Lane, and both intended to exit onto the roundabout (the car left onto the A426 and the moped straight on). The car turned left across the path of the moped. The causation factor was given as ‘poor turn or manoeuvre by the car’.

2.5.15 The second slight accident involved a single car and occurred at 05:36 hours (in July) in dry and light conditions. The accident report stated that the driver suffered from a lapse of conciseness due to a medical condition and lost control of the vehicle, which failed to negotiate the roundabout and collided with a road sign. The causation factor was given as ‘physical or mental illness or disability’.

2.5.16 The third accident involved two cars and occurred at 19:30 hours in wet and dark (lit) conditions. The accident report stated that both vehicles were travelling south west and leaving the roundabout. Vehicle two was in lane one and vehicle one was in lane two. Vehicle one attempted to pull in behind vehicle two and clipped the rear offside of vehicle two. The causation factor was given as ‘vehicle one failed to judge other person’s path or speed’.

2.5.17 The fourth accident involved a car and a light goods vehicle (LGV) and occurred at 15:10 hours in wet and light conditions. The accident report stated that the LGV was in the left hand lane on the roundabout in order to take the second exit. The car took the middle, lane and cut across the LGV to take the first exit causing the LGV to spin out of control. The accident report did not give a causation factor.

2.5.18 The fifth accident involved an LGV and a taxi and occurred at 16:30 hours in dry and light conditions. The accident report stated that the taxi was travelling north in the middle lane on the roundabout intending to go straight on. The LGV was in the nearside lane and continued around the roundabout to take the right hand exit. The LGV then collided with the taxi. The causation factor was given as ‘the LGV failed to look properly’.

2.5.19 The sixth accident involved an HGV and a cyclist and occurred at 05:50 hours (in September) in dry and light conditions. The accident report stated that the cyclist was travelling onto Leicester Road using a cycle path, and was clipped by the HGV. The causation factor was given as ‘the cyclist failed to look properly’.


2.5.20 The seventh accident involved an HGV and a car and occurred at 17:00 hours in dry and light conditions. The accident report stated that both vehicles were travelling in the same direction. The HGV which was negotiating the roundabout in the near side lane changed lanes and collided with the car which was travelling in the off side lane. The causation factor was given as ‘the HGV failed to signal or gave a misleading signal’.

2.5.21 With the exception of the accident where no causation factor was defined it can be concluded that all recorded accidents involved poor driving on the part of at least one of the parties involved and were not identified as being caused by the highway layout. No discernable patterns have been identified between the accidents and accordingly no mitigation is proposed.

2.6 CONCLUSION

2.6.1 In each location considered there is no discernable pattern identified between the causation factors of the PIAs recorded during the time period considered. In most instances causation factors were identified as being related to driver error.


3 Development Proposals

3.1 PROPOSED DEVELOPMENT

3.1.1 As previously discussed the development proposals for R2 comprise 219 dwellings. alongside associated site access and parking.

3.1.2 The overall residential development will comprise up to 1,300 dwellings and comprises part of a wider mixed use scheme which also incorporates B2 and B8 employment land uses, community facilities, a primary school and local retail premises. This TS considers the R2 application only.

3.1.3 Masterplan drawings of the R2 development proposals are included at Appendix C of this report and a phasing plan of the R2 development proposals in relation to the wider Gateway site is included at Appendix D.

3.2 TRIP GENERATION

3.2.1 The forecast traffic generation of the R2 scheme has been calculated using person trip rates for privately owned houses, which have been calculated using the TRICS database, and have previously been agreed with WCC and the HA. The agreed person trip rates are summarised at Table 3.1.

Table 3.1 – Agree Person Trip Rates for the Houses Privately Owned

Trip Rates per Dwelling

AM Peak Hour (0800-0900) PM Peak Hour (1700-1800)

Development Type

(Factor) Arrivals Departures Two-

way Arrivals Departures Two-

way

Residential

(Dwelling)

0.302 0.834 1.136 0.621 0.420 1.041

3.2.2 The person trip rates for mixed private housing summarised at Table 3.1, have been applied to the proposed 250 dwellings in order to forecast the anticipated trips generated by R2 of the development, the results of this calculation are summarised at Table 3.2.

Table 3.2 – Summary of Forecast Person Trips Generated by the Proposed Development (R1/R2)

Generated Trips

AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800) Development type

Arrivals DeparturesTwo-way

Arrivals DeparturesTwo-way

R2 - Residential (219 dwellings) 66 183 249 136 92 228

3.2.3 Modal share targets have also been agreed with WCC and the HA, these are based upon 2001 census data mode shares for journeys to work and are summarised at Table 3.3 alongside existing modal share data.


Table 3.3 – Summary of Forecast Trips (two-way) by Mode Generated by the Proposed Development (R2) for Existing and Proposed Modal Shares

Mode Existing (UV39) Modal Share

Proposed Modal Share

All People 100.0% 100.0%

Public Transport 5.8% 15.8%

Car/Van Driver 69.6% 49.6%

Car/Van Passenger 7.5% 7.5%

P2W 1.3% 1.3%

Bicycle 4.4% 11.9%

On foot 11.0% 13.5%

Other 0.4% 0.4%

Note: It is assumed that car/van drivers represent single occupancy trips

3.2.4 The existing and proposed modal shares summarised at Table 3.3 have been applied to the AM and PM forecast two-way person trips anticipated to be generated by the development proposals, as summarised at Table 3.2. The results of this analysis are summarised at Tables 3.4 and 3.5.

Table 3.4 – Proposed Modal Share Targets (AM Peak) – R2 development



All People 249 249

Public Transport 14 39

Car/Van Driver 173 123

Car/Van Passenger 19 19

P2W 3 3

Bicycle 11 30

On foot 27 34

Other 1 1



Table 3.5 – Proposed Modal Share Targets (PM Peak) – R2 development



All People 228 228

Public Transport 13 36

Car/Van Driver 159 113

Car/Van Passenger 17 17

P2W 3 3

Bicycle 10 27

On foot 25 31

Other 1 1


3.2.5 The volume of vehicular traffic forecast to be generated by the R2 development proposals will not be material when compared to the volume of baseline and committed development traffic forecast to utilise the A426 corridor in future year scenarios.

3.3 SITE ACCESS ARRANGEMENTS

3.3.1 The overall development will be accessed from a newly constructed length of carriageway leading from the existing A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout. This new road construction comprises the southern section of the site’s spine road running north/south through the site. At its northern end the spine road will join with a new dual carriageway link that will be constructed as the primary means of access to the employment land situated at the northern extent of the site. The dual carriageway will link to the existing A426 Leicester Road/Central Park Drive roundabout via the creation of an additional arm at this existing roundabout.

3.3.2 This new road construction will result in the realignment of the existing Brownsover Lane and the creation of a new simple priority junction where the realigned Brownsover Lane meets the spine road.

3.3.3 The overall site access proposals are illustrated on Drawings GA-008 Rev B and GA-009 Rev B, included at Appendix E of this report.

3.3.4 The site access proposals at this junction will be subject to a full road safety audit prior to construction and it is unlikely that the audited proposals will have a detrimental effect on road safety.

3.3.5 The R1 development proposals will be accessed via the previously referred to newly constructed length of carriageway leading from the existing A426 Leicester Road/Newton Manor Lane/Brownsover Lane roundabout. This will in the fullness of time comprise the southern section of the site’s spine road. This site access point and the southern section of the site’s spine road will be delivered as part of the highway infrastructure package associated with the R1 development.

3.3.6 The highway infrastructure package associated with the R2 development proposals incorporates the completion of the site’s spine road as well as providing the northern site access point via the A426 Leicester Road/Central Park Drive roundabout.


3.4 PARKING

3.4.1 RBC’s Local Plan is an ‘old style’ development plan covering the period of 1996 to 2011. The Local Plan was adopted in July 2006 and the policies contained within are used in the assessment of planning applications within the borough. Under the new planning system introduced by central government in 2004 local plan policies are saved for three years from adoption. This period has now expired and a subsequent assessment of each policy has been undertaken by RBC to determine which policies are to be saved. These policies have subsequently been saved by the Secretary of State.

3.4.2 Policy T5 (Parking Facilities) describe how planning permission will only be granted for development incorporating satisfactory parking facilities, including provision for motorcycles, cycles and the disabled. RBC’s parking standards are specified at Appendix 3 of the RBC Local Plan for land use classification C3 residential dwellings.

3.4.3 The development is defined as being in a low accessibility area in terms of public transport, the corresponding parking standards are summarised at Table 3.6.

Table 3.6 RBC Vehicle Parking Standards

Dwelling type Car Parking Standard (maximum) – low access area

Cycle Parking Standard (minimum)

1-2 bed house 1.5 spaces/unit

3 bed house 2 spaces/unit

4 bed house 3 spaces/unit

1 space/unit – secure and

undercover

3.4.4 The RBC Local Plan describes how developments of over 2 dwellings will not be assessed in relation to the standards summarised in Table 3.6 but will be encouraged to conform to them. RBC describe how larger developments will be expected to conform to an average parking provision of 1.5 spaces/unit across the development.

3.4.5 RBC describes how where garages are provided each garage will be designated at one car space plus one cycle space. RBC also describe how on street parking associated with residential development should generally be discouraged through good design.


4 Sustainable Access

4.1 INTRODUCTION

4.1.1 A package of sustainable transport measures will be implemented during construction of R2 in order to mitigate the impacts of the development proposals in highways and transportation terms. This initial phase of sustainable travel infrastructure will create a positive message for new residents from the outset of the development and will provide encouragement to later residents to take up sustainable travel. A summary of the physical sustainable infrastructure proposals for the R1 and R2 development are illustrated on Figure 4.1.

4.2 PEDESTRIAN/CYCLE ACCESS

4.2.1 The development site is green-field and therefore has no existing infrastructure. This ‘blank canvas’ allows the developers to provide a high quality network of footways and footpaths to meet the specific needs of future residents. The proposed footway network is illustrated on the site masterplans, included at Appendix C.

4.2.2 The internal highway network within the R1 site will link with the existing external highway network via a shared use foot/cycleway running along the southern side of the new site access arm of the A426 Leicester Road/Newton Manor Lane/South Site Access roundabout. This link will then tie into the existing foot/cycleway on the western side of the A426 Leicester Road. These proposals are illustrated on Drawings GA008 and GA009 Rev B, included at Appendix E. Pedestrians/cyclists are then able to cross the A426 Leicester Road via the existing staggered toucan crossing situated a short distance to the south of the A426 Leicester Road/Newton Manor Lane/South Site Access roundabout.

4.2.3 An additional pedestrian/cycle only link will be provided between the R1 site and the A426 Leicester Road. This link will join the A426 Leicester Road to the north of the A426 Leicester Road/Newton Manor Lane/South Site Access roundabout. A new toucan crossing facility will be provided where the route meets the A426 Leicester Road allowing both pedestrians and cyclists to cross safely. The provision of a toucan crossing in this location is of particular importance as this type of crossing permits cyclists to cross without dismounting and will accordingly provide a seamless link between cycling infrastructure within the site boundary and proposed cycling infrastructure on the A426 Leicester Road.

4.2.4 Further pedestrian/cycling infrastructure will come forwards as part of the R2 site in line with the completion of the site’s spine road and the dual carriageway link to the A426 Leicester Road/Central Park Drive roundabout. This infrastructure will comprise a shared use foot/cycleway running along the southern side of the proposed dual carriageway link the site as well as on the southern side of Central Park Drive for the extents shown on Figure 4.1. This off-carriageway infrastructure will cross the A426 Leicester Road via a new toucan crossing situated to the south of the A426 Leicester Road/Central Park Drive roundabout.

4.2.5 The off-carriageway cycling infrastructure proposed at the northern and southern ends of the site’s spine road will be linked via an on-carriageway signed advisory cycle route.

4.2.6 In conjunction with the above improvements sections of the existing footway on the eastern side of the A426 Leicester Road will be improved to permit shared use and to provide a continuous cycle route linking with existing cycling infrastructure further afield. The approximate extents of these sections are illustrated on Figure 4.1.


4.2.7 These improvements will provide pedestrians and cyclists with a continuous dedicated route linking the R1 and R2 sites with Rugby Railway Station and Rugby town centre. It is intended to provide a continuous route to the railway station and town centre using the proposed Sustrans route over the Leicester Road viaduct which then links with Black Cat Bridge and on to Park Road.

4.2.8 The proposed section of National Cycle Network route using the Leicester Road viaduct is part of the ‘Connect2’ scheme which is working to provide linkages between existing cycle routes. Sustrans has informed WSP that this scheme will be completed by March 2013.

4.3 PUBLIC TRANSPORT

4.3.1 Bus shelters will be provided on both sides of the A426 Leicester Road in R1 to allow future residents to easily catch both northbound and southbound services. These bus stops will serve the number 6 and 140 bus services. The positioning of these shelters is illustrated on Figure 4.1 and is intended to ensure that the majority of R1 dwellings are situated within 400m of these bus stops.

4.3.2 The shelters will be of a high quality, fully enclosed, and have raised footways for easy access, seating and timetable information available.

4.3.3 The completion of the site’s spine road and northern site access point at the A426 Leicester Road/Central Park Drive roundabout in R2 allows the diversion of the existing number 6 bus service into the site resulting in increased public transport permeability.

4.3.4 The exact positioning of bus stop infrastructure within the development site has yet to be determined, however it is envisaged that they will be positioned in the ‘square’ areas as these act as a natural convergence point for passengers. The shelters within the site boundary will also be of a high quality, fully enclosed, and have raised footways for easy access, seating and timetable information available.

4.3.5 In line with these infrastructure improvements the service frequency of the number 6 service will be increased to every 30 minutes between 07:00 and 19:00 hours Monday to Saturday and hourly between 07:00 and 19:00 on Sundays.

4.4 TRAVEL PLAN

4.4.1 A Travel Plan will be prepared for the Gateway site which will cover both residential and employment land uses. A Travel Plan Framework has been prepared to support the Gateway site outline application and should be read in conjunction with this TS.

4.4.2 In the first instance it is envisaged that the following items will be implemented prior to first occupation of R1 and R2:

A contribution towards the price of a bus pass (50%) will be made available (one per dwelling) to stimulate use of public transport. A free bus pass will not be provided as residents will be more likely to use buses when they have made a capital outlay of their own towards the travel costs;

A community website will be set up for the Gateway site. This will also include a sustainable travel section to include public transport, walking cycling and car sharing information;


Travel Plan and sustainable travel awareness packs will be prepared by the developer and approved by WCC for dissemination to new residents as part of their welcome pack;

A Travel Plan Co-ordinator (TPC) will be appointed to facilitate the TP. It is envisaged that the TPC will be based in the show home in the first instance to act as a first point of contact for residents and potential future residents on all travel related matters; and

A sustainable travel information display will be included in the information available to potential buyers in the show home to influence travel behaviour from the outset.


5 Summary and Conclusions

5.1 SUMMARY

5.1.1 This Transport Statement has been prepared on behalf of the Gateway Consortium to support a full planning application for R2 of the Gateway site. The development proposals comprise a total of some 456 dwellings, of which 237 will be provided in R1 and 219 will be provided in R2, alongside associated vehicular access and parking.

5.1.2 PIA data for the most recent 5 year period available has been analysed for an area of highway network immediately surrounding the R1 and R2 site access junctions. This analysis found a total of fourteen PIA’s occurred within the study area and no discernable pattern between these accidents could be identified.

5.1.3 The site has also been assessed in terms of sustainable access. Direct pedestrian, cycle and public transport access to the site is currently relatively poor however a series of infrastructure measures are committed to improve the situation and provide future residents with a seamless link to the wider sustainable transport network.

5.1.4 The forecast traffic generation of the development proposals has been calculated using previously agreed trip rates. The development proposals have been calculated as generating 249 two-way vehicle trips in the AM peak hour and 228 two-way vehicle trips in the PM peak hour when mode shift targets are applied, the impact of which can be considered to be minimal when compared to forecast traffic conditions (summarised in the TA) on the A426 Leicester Road corridor.

5.1.5 The highway impact of the R2 development proposals has not been considered in this document however the highway impacts of the wider site are considered in the TA that accompanies the outline application for the wider site. As previously stated this TS has been submitted as an interim supporting document. It has been agreed with WCC and the Highways Agency HA that the TA will be revisited once the Rugby S-PARAMICS strategic transport model has been updated to permit TA level assessments to be undertaken using its outputs.

5.1.6 At this time it is WSP’s opinion that there are no sustainable reasons why the full planning application for 219 dwellings on the site R2 should be rejected on highways grounds pending a further review of the Rugby S-PARAMICS model in terms of traffic impact and securing the necessary infrastructure improvements as part of the larger site’s planning permission.

Appendices, Figures & Tables

Route of diverted number 6 bus service

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GATEWAY, RUGBYR1/R2 APPLICATION

SUSTAINABLE TRANSPORT IMPROVEMENTS

FIGURE 4.1

KEY

Development Site

R1 Application Site

R2 Application Site

Spine Road

New Shared Footway/Cycleway

New Pedestrian/Cycle Only Link

Existing Toucan Crossing

Proposed Toucan Crossing

Proposed Bus Stop

00.030.060.090.120.15Kilometres

11050822 R2 Transport Statement

Appendix A Rugby Bus Network Diagram

R2 Transport Statement 11050822

McK

innell Cres.

NelsonW

ay

KilsbyLn.

CotterellRoad

Fawsley

Leys

Norto

n

Leys

Chau

cer

Rd.

Newton

Lane

New

ton

Roa

d

New

tonRoad

Rugby

Road

H awlan ds

Holllowe l l

Way

Campion Way

Newton Manor Lane

BoughtonR

oad

Mill

Road

Cl i f ton

Road

EastlandsRd.

Hil lmortonRoad

Lower Hillmorton Road

Per

civa

lR

oad

Balcombe Road

FarehamAve

Pytchley

Rd.

Crom

wel

lRd

.

Barby

Road

Barby

Road

The

Kent

Constab le Road

Lower Street

Crick Rd.High Street

Barby

Lane

Bromwich

Feat

herb

ed

Road

Leic

este

rR

oad

Leic

este

r

Road

NewboldR

oad

M ain Street

Park f ield

Road

Cosf

ord

Lane Valley

Drive

Consul Rd.

OldLeicester

Rd.

Townsend

Lane

Cross St.

Round Ave.

Scho

olSt

.

Cha

pel

Str

eet

A428

LawfordRoad

Add

ison

Roa

d

B i l ton

RoadFreemantle

Road

Frob

ishe

rRo

ad

Lawford

Lane

Main Street

A4071

A426

Southam

Coventry Road

DaventryRoad

Daventry

Road

RugbyRo

ad

Adki

nson

Aven

ue

Mo ntague

Road

Cymbel ine

Long

rood

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Av.

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ke

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ad

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LythamRoad

AshlawnRoad

Wentworth Road

Dun

chur

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oad

Dunchurch

Rd.

Way

Lane

Road

Furlo

ng

Central Park Drive

Cast

le

Mound Way

Long

Bawnm

ore Rd.

M45 Motorway

M45 Motorway

M45 Motorway

OnleyLane

AshlawnRoad

S aunton Road

Brownsover Road

Corn

wal

lisRoad

Bawnmore

Road

Alw

ynRoad

3 3A

72

72

4

4

140

140

4

585

6

3

4

3A

3A

3A 86

3

11

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GA2

GA2

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6

6

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Woodlands

RokebyEstate

HillsideEstate

AshlawnEstate

Hillmorton

Dunchurch

Bilton

AdmiralsEstate

CawstonGrange

CroopHill

LongLawford

ParkfieldEstate

GlebeEstate

SwiftValley

Newbold

Clifton

Brownsover

Newton

NewBilton

LowerHillmorton

SouthfieldsEstate

LimetreeVillage

Overslade

to Daventryand Banbury

to Southamand Leamington

toCoventry

toCoventry

to Harborough Magnaand Coventry

to Lutterworthand Leicester

toBarby

Rugby

Hospitalof St.Cross

WHI

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Clock TowersShopping Centre

TheGriffinCentre

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Rugby

Where to Catch Your Busfrom Rugby town centreService Stand13/3A46101163/64728696140580585GA2

(to Shakespeare Gardens)(to Hillmorton) (to Newbold) (to Long Lawford)(to Admirals Estate) (to Brownsover)(to Swift Valley Industrial Estate)(to Hillmorton and Barby)(to Woodlands) (to Lower Hillmorton)(to Dunchurch and Leamington Spa)(to Newton) (to Hillside and Daventry)(to Long Lawford and Coventry)(to Northampton)(to Lutterworth and Leicester)(to Stretton on Dunsmore and Coventry)(to Brinklow and Coventry) (to Hospital)(to Dunchurch, Daventry and Banbury)

C E

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Produced by 22.9.09 www.fwt.co.uk

Rugby Town Services Route Map


Appendix B Rugby Cycle Map

Warwickshire County Council

Rugbycycling guide

Rugbycycling guide

Pedaland walk

your way to health. . .Pedal

and walkyour way to health. . .

Why cycle?Leisure

cycling... Leisurecycling...

Mountain bike routes around RugbyTwo excellent local MTB cycling routes were opened by Warwickshire County Councilin 2004. One starts from Coombe Country Park the other from Ryton Pools Country

Park. They follow roads and bridleways with at least half of each route ‘off road’.A reasonable level of fitness and machine control are needed to complete these

trails, but if you are up to the challenge call 01827 872 660 to order your guide map.

Circular cycle routes around RugbyCycle Route 1 & 2The Easenhall Circular Cycle Route’

and ‘The Cloudsley Bush Cycle Route’.

Cycle Route 3 The Circular Cycle Route’ – options for a short, medium and long loop south of Rugby.

These leaflets are available at local libraries and information centres or contactLeisure Services at Rugby Borough Council (tel: 01788 533533)

Cycling on canal towpathsCanal towpaths can provide a convenient and scenic traffic-free route forboth cyclists and pedestrians. To cycle on canal towpaths, you’ll need a

free cycle permit from British Waterways, which can be downloadedfrom www.waterscape.com.You should read British Waterways

‘Waterways Code’ before cycling on towpaths. Towpathsare narrow so you need to be particularly

considerate of other users and dismount at lowbridges, blind corners, lock flights and heavily

moored areas. Pedestrians have priority oncanal towpaths, so give way to them and

warn them of your approach.

Cycle LanesAdvisory cycle lanes are marked with abroken white line on the road, and othervehicles are allowed to use them if necessary.Mandatory cycle lanes are marked by a solidwhite line and other vehicles are notallowed to use them.

Advanced Stop LinesThese provide cyclists with a safe,visible space to wait at signalledjunctions allowing them to move offin front of other vehicles.

Shared Use Path (Un-segregated)

Can be used by pedestrians and cyclists, butcyclists must give way to pedestrians and cyclewith care. (see ‘Cycling on shared-use paths’)

Routes recommended for cyclists(on the main carriageway of a road)

Cycle route ahead (sign for motorists)

Cycle route crossing the footway (warning sign for pedestrians)

No cycling

When you are cycling on shared use footways/ cycleways you must beconsiderate to pedestrians. Please always follow the advice below:

• Slow down near pedestrians and give them plenty of room -stopping if necessary

• Make pedestrians aware of your approach by using a bell orsaying ‘excuse me’.

• Keep to your side of the white line on segregated routes.

• Take particular care at places such as bus stops and whenturning corners.

• Always use lights at night or in bad weather.

• See ‘Cycling on canal towpaths’ for information about these routes

Cycling on shared use pathsShared Use Path (segregated)

Pedestrians and cyclists have their own space,usually separated with a raised white line. (see ‘Cycling on shared-use paths’)

Cycle path (cyclists only)

CYCLE SIGNS AND LINES• Ride well clear of the kerb, and always look and signal

before you pull out

• Keep your bike in good condition: check the brakes andtyres regularly

• Obey traffic and cycle signs - see our guide for moreinformation

• Try to wear bright colours or fluorescent clothing toensure you are VISIBLE, particularly at night and alwaysuse front and rear lights after dark or in poor weather

• DO NOT cycle on the pavements unless signs show it isallowed

• It is advisable to wear a helmet.

Advice for drivers• Give cyclists plenty of space - at least half a car’s width

when overtaking

• Be particularly aware of cyclists at roundabouts andjunctions

• Look out for cyclists when you are turning left or right

• Always check for cyclists before opening your car door

• Do not park your car in a cycle lane, cycle track or on thepavement.

Advice for cyclists

Includes a cycle routemap and all theinformation you need to get around by

Includes a cycle routemap and all theinformation you need to get around by

Need training?All schools in Warwickshire are offered training courses for children from the age of 8:r Cycling Awareness – on-road training for those aged over

nine, followed by a testr Cycle Skills – basic off road training for young/new cyclists

Holiday courses are held throughout the county during Easter, Summer and October half-term holidays.One-to-one training is also available.

Adult needing a confidence boost?We can offer...r Help in specific areas/conditions of concernr Sessions in small groupsr One-to-one trainingr Evening/weekend sessionsr Training for adults and children with physical disabilities

or learning difficulties

Need more information? Contact: Mary Holliday, Road Safety UnitWarwickshire County Council, PO Box 43 Warwick CV34 4RBTel. 01926 412776 www.warwickshire.gov.uk/roadsafety

Get yourbike security

marked orpostcoded.

Keepa record of theframe number,

model, colour andother identifiablefeatures of your

bike.

If the wheels can

be easily removed,take off your front

wheel and lock it to theback wheel and frame,

using a second lockif necessary.

Alwaysuse a good

quality, solid lockand try to secureyour bike’s frame

to a solidobject.

Cycle Security

Tips

Could YOU teach children to cycle safely?Contact us at the address below for more details.

Out on the Road... Out on the Road... Out on the Road... Out on the Road... Out on the Road... Out on the Road... Get the most from your cycling!

Save money: Bicycles need no fuel, road tax or MOT. They alsocost very little to maintain and don’t cost anything to park.

Save time: it can be faster to travel by bike, especially for shortjourneys and at peak times. Travel times are more predictable andit’s a door-to-door form of transport.

Get fit: studies show that regular cyclists enjoy fitness levels ofpeople 10 years younger. On average, cycling burns about 500calories an hour.

Stay healthy: fitting cycling into your daily routine cansignificantly reduce your chances of heart disease, stroke, diabetesand other illnesses associated with sedentary lifestyles.

Do your bit for the environment: cycling produces no pollutionand helps to reduce traffic congestion.

Enjoy yourself! Cycling gives you freedom to explore new areasand you see so much more from a bike. It’s also a great way toreduce stress and boost your mood!

Not going far?

Leave the car!

Whilst every care has been taken in the production of this guide, Warwickshire County Council cannot guarantee theaccuracy of the information contained herein and accepts no responsibility for any error or omission. It is intended only asa guide and users of the routes should exercise caution and be aware of their surroundings and conditions when using them.The inclusion of 'useful on-road links' in this guide is made in good faith and does not imply any warranty of the safety ofsuch routes by Warwickshire County Council. Warwickshire County Council shall not be liable for any death, personal injuryor damage to property arising from the use of any of the routes indicated in this guide except to the extent that any liabilitymay have arisen from negligence on the part of Warwickshire County Council or under general law.

TRAVELWISER

The National Cycle Network in your area

The National Cycle Network in your area

Toucan CrossingSignalled crossing for use by both cyclistsand pedestrians (cyclists must dismount touse other types of crossing).


www.sustrans.org.uk

Cycling in Rugby

Cycling is a quick, economic and healthy way to travel for localjourneys – to work, the shops, the station and other places aroundtown. Half of all journeys are under two miles, a distance whichcan usually be cycled in about 10 minutes.

The cycle network map is aimed at helping you plan your cyclejourneys in and around Rugby. It shows the existing signed cyclenetwork, together with some other useful links which avoid mainroads and difficult junctions as far as possible.

Within the guide, you can find advice about cycling, a list of localcontacts, details of cycle training provided by the County Counciland information on local leisure cycling opportunities.

For more information on cycling in Warwickshire or for furthercopies of this guide, please contact the Transport Planning Unitat Warwickshire County Council or visit: www.warwickshire.gov.uk/cycling.

Warwickshire County CouncilTransport Planning Unit

Environment and EconomyPO Box 43Shire HallWarwick

CV34 4SXTel: (01926) 735670

Email: [email protected]

NCN route 41 Rugby to Leamington Spa / Warwick - 'The Lias Line'This route follows a mixture of quiet lanes, disused railway lines and canaltowpathsvia Long Itchington, Birdingbury, and Draycote Water. The route willeventually be extended south west from Warwick, to Stratford and beyond.Details of the route can be obtained from Sustrans and in local libraries andinformation centres.

NCN route 53 Rugby – Coventry – Birmingham (under development)This route is currently being developed, as part of a route between Birminghamand Peterborough. Within Warwickshire, Route 53 will provide safe cyclingcommuter access into Coventry and Rugby, and an attractive cycle route betweenthe two. The proposed route follows quiet country lanes, the Oxford CanalTowpath, and hopefully the disused viaduct over Leicester Road into Rugby.

Sustrans is the UK’s leading sustainable transport charity and works on practicalprojects to encourage people to walk, cycle and use public transport to benefithealth and the environment.

The National Cycle Network is a comprehensive network of safe and attractiveroutes to cycle and walk throughout the UK. 10,000 miles will be completed bySeptember 2005, one third of which will be on traffic-free paths – the rest willfollow quiet lanes or traffic-calmed roads.

The National Cycle Network in Warwickshire is being co-ordinated by Sustransand delivered through the policies and programmes of Warwickshire CountyCouncil, the Borough and District Councils and other partners.

Local bike shopsBikes etc.152a Murray Road, Rugby tel: 01788 576659

HalfordsElliotts Field Retail Park, Leicester Road, Rugby tel: 01788 568096

Herbert and Son151 Railway Terrace, Rugby tel: 01788 576927

Paddox Cycles274a Hillmorton Rd, Rugby tel: 01788 576659

Skinny Wheels 41 Clifton Road, Rugby tel: 01788 570866

Thorntons Cycle Centre100 Cambridge Street, Rugby tel: 01788 572440


Safer Routes to Schools:Telephone: 01926 412592 email:[email protected]

To report maintenance problems on the roads or cycleways:Telephone: 01926 412515email: [email protected]

Local cycling information on the web:www.warwickshire.gov.uk/cycling

Cycling Officer:Telephone: 01926 735670 email: [email protected]

Other contactsRugby Racing Cycling Club: Telephone: 01788 336 206

British Waterways:Telephone 01923 201 120email: [email protected]: http://www.waterscape.com/cycling

Sustrans:Sustrans Information Line: 0845 113 0065email: [email protected]: www.sustrans.org.uk

Cyclists’ Touring Club (CTC): Tel : 0870 873 0060 email: [email protected]: www.ctc.org.ukLocal contact: Bob Tinley email: [email protected]

for information on taking yourbike on the train...National Rail Enquiries 08457 484950Central trains: 0870 609 6060Virgin trains: 05457 222 333

Rugby Cycle User Group:Paul Mernagh, Rugby Borough CouncilTelephone 01788 533 787

Travelwise & Company/School Travel Plans:Telephone: 01926 412105email: [email protected]

Rugby Velo Cycling Club:Telephone: 01788 823 467

Useful contacts

Rugby cycle guide 2008:Pooley outer 30/6/09 21:25 Page 1

High Street

Sheep Street

Henry St

Evreux Way

LittleChurch St

Chestnut

Field

Re

ge

nt

St

St. John

St

Bank St

Church Street

Gas St

North Street

Holbrook Avenue

James St

Elsee Road

Chapel St

Corporation Street

Queen St

Regent Place

College

Rugby BoroughCouncil Offices

Albert Street

Castle St

Town Hall

Busyroa

d -ta k e c a re!

CaldecottPark

Library,Museum &Art Gallery

Drury Lane

Park Road

High Street

Sheep Street

Henry St

Evreux Way

LittleChurch St

Chestnut

Field

Re

ge

nt

St

St. John

St

Bank St

Church Street

Gas St

North Street

Holbrook Avenue

James St

Elsee Road

Chapel St

Corporation Street

Queen St

Regent Place

College

Rugby BoroughCouncil Offices

Albert Street

Castle St

Town Hall

Busyroa

d -ta k e c a re!

CaldecottPark

Library,Museum &Art Gallery

Drury Lane

Park Road

Bu s y

ro a d

Based on the Ordnance Survey mapping with the permission of theController of Her Majesty's Stationery Office. ©Crown CopyrightUnauthorised reproduction infringes Crown Copyright and may lead toprosecution or civil proceedings.Warwickshire County Council, 100019520, 2009

Rugby cycle guide 2008:Pooley outer 30/6/09 21:25 Page 2


Appendix C R2 Site Masterplan


Appendix D Phasing Plan


Appendix E Site Access Drawings

100728 r2 final ts001-r scanned... · qm issue/revision issue 1 revision 1 revision 2 revision 3...

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