COVENTRY – NUNEATON RAIL UPGRADE
MAJOR SCHEME BUSINESS CASE
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2.1 Introduction
2.1.1 This Strategic Case document has been developed in accordance with the Department for Transport’s guidance for Local Authorities seeking Government funding for major transport schemes. It sets out the policy framework and the economic and transport challenges that provide the context for the development of the scheme for which funding is sought. This document describes:
• How the proposed scheme meets the identified national, regional and local policy; • The socio-economic context against which the scheme should be considered; • How the scheme will facilitate future developments; • The existing transport network; • The key issues and problems along the corridor; • The key objectives that the scheme will deliver; and • The details of the proposed scheme and the reasons for it being the preferred option. Also included are endorsements of the scheme by partners, transport operators and regional bodies.
Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 8 March 2010
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2.2 Policies and Plans
2.2.1 National Policies
2.2.1.1 Delivering a Sustainable Transport System
The Stern Review and the Eddington Study brought into stark focus the importance and interdependence of tackling climate change and ensuring continued economic growth. Addressing how transport policy and delivery will change to meet the challenges and issues outlined in the following two key reports: Towards a Sustainable Transport System (TaSTS) outlined the Department for Transport’s (DfT) response to the Stern Report and Eddington Study. In developing the transport policy response to ensure that transport meets the needs of its users TaSTS established five goals for transport, focused on delivering economic growth whilst combating climate change. These five goals set by government play a central role in defining the means by which its policy goals will be achieved. The Five Goals are:
• To support national economic competitiveness and growth, by delivering reliable and efficient transport networks;
• To reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate change;
• To contribute to better safety, securing health and longer life-expectancy by reducing the risk of death, injury or illness arising from transport and by promoting travel modes that are beneficial to health;
• To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society; and
• To improve quality of life for transport users and non-transport users, and to promote a healthy natural environment. In November 2008 the DfT published Delivering a Sustainable Transport System (DaSTS), which sets out the Government’s proposals for transport planning and investment. DaSTS effectively provides the analytical framework and geographical scope to be adopted to identify the measures to be delivered to achieve the TaSTS goals. DaSTS identifies 14 strategic corridors in England, which focus on the national strategic network. These reflect the key economic corridors, where improved sustainable connectivity is required to deliver the Government’s economic and environmental goals for transport. DaSTS also sets out the need for a programme of region-led studies that will develop regional transport strategies which complement and align with national strategy. This will provide the framework for further developing the region’s transport priorities to deliver sustainable economic growth and development. One of the studies currently being undertaken in the West Midlands Region is examining
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transport strategies for the Nuneaton to Coventry, Kenilworth and Leamington corridor and identifying strategies post 2014.
2.2.1.2 Committee on Climate Change
The Committee on Climate Change (CCC) plays an important role in shaping UK policy on carbon budgets and the strategy that will be pursued with the goal of reducing national carbon emissions by 80% (below 1990 levels) by 2050. Beyond the goal of reductions the Committee plays the additional role of assessing the means by which the reductions may be achieved. The CCC focuses on a number of sectors where emissions reduction will be essential. Within the transport context the CCC primarily focuses on improvements in fuel efficiency. There is also however a focus on the extent to which modal-shift will play a role in reducing the impact of private transport on overall emissions owing to the higher efficiencies and greater load factors of public transport. The Government responded to the CCC Report in the April 2009 budget by announcing the decision to implement a 34% reduction in carbon emissions from 1990 levels by 2020. The 2009 Budget also outlined a number of steps to further incentivise a reduction in emissions from the transport sector. In October 2009, the CCC published its first annual progress report to parliament. It concluded that a step change in the pace of carbon dioxide emissions reduction is needed if legally binding carbon budgets set in the Climate Change Act are to be met. In addition to fuel efficiency improvements, the report focused on the need to integrate transport planning with land-use planning decisions to ensure that reduction of transport emissions is part of the decision process. Another focus was on Smarter Choices and the importance of new strategies to encourage a reduction in emissions through model shift from car to public transport.
2.2.1.3 Transport and the Economy - The Eddington Study
As discussed the Eddington Study played an important role in highlighting the relationship between transport and the economy. The Study brought forward a number of areas where traditional appraisals were not capturing all of the benefits which transport brings to the economy. It has been shown that major step changes in transport have, in many cases, led to large increases in productivity. The increased productivity can partially be attributed to trade, but also through increasing economic density, greater competition and a more efficient labour market. The important role of cities and areas with a large number of non-business and commuter trips is identified in the rationale brought forward by Eddington. One of Eddington’s recommendations is that reducing congestion in cities and growing city regions would need to be a key economic priority for transport policy. He also highlighted the importance of making the most of existing infrastructure and investments.
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2.2.2 Regional Policies
2.2.2.1 Regional Funding Allocation
The Coventry – Nuneaton Rail Line Upgrade Scheme is named within the Regional Funding Allocation Advice submitted by the West Midlands Region in March 2009. It is one of 13 major schemes costing over £5M identified for delivery by 2014, based on the priorities listed in the Regional Transport Priorities Action Plan (see section 2.2.4). The submission also requested that this scheme be considered for accelerated delivery and for a light touch appraisal by the DfT.
2.2.2.2 Regional Economic Strategy
The West Midlands Regional Economic Strategy sets out the vision in ‘Connecting to success’ which sets an ambitious vision for the West Midlands ‘to be a global centre where people and businesses choose to connect’. The strategy aims to close the gap between the performance of the West Midlands and that of the UK as a whole. However, growth must contribute to improvements in quality of life whilst respecting environmental limits.
In assessing the scale of the challenge the strategy identifies that 80% of the region’s output gap is due to the structure and productivity of the West Midlands economy, while the remaining 20% can be accounted for by economic exclusion. Tackling productivity means a focus on the drivers of productivity, in particular skills, enterprise and innovation.
To address the challenges faced by the region the Strategy is structured around three central themes, Business, Place, and People, supported by a Powerful Voice for the region. The Strategy contains ten objectives, grouped under the four themes and, beneath these, 23 priorities for action.
As part of the delivery of the Regional Economic Strategy Advantage West Midlands (the West Midlands Regional Development Agency) identified a number of Regeneration zones including the ‘Coventry and Nuneaton Regeneration Zone’. Figure 2.1 shows the extent of the regeneration zone as well as a number of other housing and employment regeneration initiatives within the zone.
In addition the Regional Economic Strategy identified three High Technology Corridors to diversify the economy. The Coventry, Solihull and Warwickshire High Technology Corridor covers part of the Coventry – Nuneaton corridor. The strategy is anchored on the major centres of knowledge creation and technology-led industries. These characteristics provide the impetus to:
• Consolidate and grow the base of innovative, value-added businesses; • Provide the sites, infrastructure and business support needed by such businesses; and • Attract new, technology-led enterprises through inward investment.
It is identified that within this north–south corridor there are significant contrasts between the less prosperous areas to the north and wealthier areas to the south.
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Figure 2.1 Coventry and Nuneaton Regeneration Zone
In relation to ‘Place’ the strategy focuses on vibrant city and town centres coupled with the development of Coventry City Centre and Nuneaton town centre. Spreading market confidence northwards through the transformation programme for Coventry City Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 12 March 2010
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Centre/Swanswell will be a catalyst for investment, and will provide new and better homes, job opportunities, and community and health facilities as well as educational, transport and environmental improvements over the next 15 years.
In relation to ‘People’ the strategy identifies the opportunity to maximise the employment and enterprise opportunities created by the close proximity of the Coventry, Solihull & Warwickshire High Technology Corridor and the Coventry and Nuneaton Regeneration Zone. Development of the north south transport corridor is fundamental to securing these opportunities
2.2.2.3 Regional Spatial Strategy
The West Midlands Regional Spatial Strategy (RSS) was published by the Government Office for the West Midlands in 2008. This provides the planning and transport strategy for the West Midlands. It states that;
• “The overall vision for the West Midlands is one of an economically successful, outward looking and adaptable Region, which is rich in culture and environment, where all people, working together, are able to meet their aspirations and needs without prejudicing the quality of life of future generations.”
The RSS identifies that to realise the Regional Vision it is necessary to influence and manage some of the key underlying forces affecting the West Midlands;
• Adopting positive measures to address the relative decline in the Regional economy in both urban and rural areas;
• Reversing the movement of people and jobs away from the Major Urban Areas (MUAs) and ensuring there is a greater equality of opportunity for all;
• Tackling road and rail congestion; and
• Achieving a more balanced and sustainable pattern of development, across the Region, including rural areas.
Amongst a range of policies to tackle the challenges of the region the RSS identifies the need to improve the quality of transport networks to reduce social exclusion, improve economic performance and facilitate a more sustainable pattern of development.
The RSS highlights the Coventry – Nuneaton corridor as a complex amalgamation of the following characteristics: a regeneration zone, part of the West Midlands Growth Corridor, part of a ‘Major Urban Area’, an ‘Other Larger Settlement’ and two ‘Strategic Centres’.
The RSS identifies that fundamental to urban renaissance is the creation and marketing of sustainable urban communities in which people will choose to live, work and invest. This will be achieved within the MUAs through the creation of:
• A variety of high quality, healthy, affordable and sustainable living and working environments;
• A sufficient number and variety of jobs to meet employment needs, along with associated education and training opportunities;
• Modern urban transport networks, with an emphasis on public transport provision (Policy T1); and
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• Rejuvenated city, town, and local centres to serve communities with high quality services, to promote identity and social cohesion and to drive economic change.
Urban renaissance will require an integrated approach to improving the urban environment, housing choice, access to jobs, transport efficiency, the distinctiveness of centres, and service delivery.
The RSS focuses on;
• Creating Jobs; • Creating Modern Transport Networks; • Enhancing the role of City, Town and District Centres, and; • Community Regeneration.
The Transport and Accessibility section of the RSS identifies that “Better transport is essential for key components of the Spatial Strategy, in particular:
• Concentrating development and investment in the Major Urban Areas (MUAs) will require accessibility and mobility in these areas to be maintained and, in some areas, significantly enhanced;
• Diversifying and modernising the Regional economy will require improved access for goods and services, particularly across national networks within and beyond the Region;
• Urban and rural renaissance will only be successful if fully supported by appropriate transport policies where improved access must be a key component of an improved quality of life; and
• Conserving and enhancing the environment will require land use decisions which reduce the need to travel, behavioural change initiatives to encourage more sustainable patterns of travel, and adequate mitigation for any unavoidable effects of building new infrastructure.
A key objective of the Spatial Strategy is to significantly improve the Region’s transport systems to a quality comparable to that of competitor regions.
2.2.2.4 Regional Spatial Strategy Update – Panel Report
In the 2009 Panel report on the revisions to RSS they specifically referred to the Coventry – Nuneaton rail scheme as part of the West Midlands Rail Capacity and Performance Enhancement heading within the national and regional transport priorities (Policy T12).
The report recommended a significant growth in the number of additional houses needed along the Coventry - Nuneaton corridor as shown in Table 2.1.
Table 2.1 Additional dwellings required District Additional Dwellings Coventry 26,500 Nuneaton and 14,500 Bedworth Total 41,000
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2.2.2.5 Regional Transport Strategy
A central cross-cutting theme of the Regional Transport Strategy (RTS) is the need for behavioural change across the West Midlands. Changing people’s travel patterns requires a holistic approach. No single measure is capable of effecting major change by itself; a successful behavioural change strategy requires a coherent package of measures. These include:
• Measures to reduce the need to travel (policy T2); • Well located facilities; • Provision of good quality, well designed walking and cycling facilities (Policy T3); • Promotion of travel awareness initiatives (Policy T4); • Better public transport (policy T5); • Introduction of well-designed Park & Ride schemes (Policy T6); • Improved provisions for powered two-wheelers and taxis; • Better management of public and private car parking (Policy T7); • Consideration of appropriate demand management measures (Policy T8) • Management and development of national and regional transport networks (Policy T9); • Freight (Policy T10); • Airports (Policy T11); and • Priorities for Investment (Policy T12).
The RTS also states that there will therefore be a need to continue to remove bottlenecks from the strategic networks and provide improved accessibility for regeneration areas. In addition high density developments should be encouraged in locations well served by public transport.
Tackling congestion, through making efficient use of the existing transport network, improving travel choices and traffic restraint where appropriate, is a key priority. With their greater concentration of population, there are better opportunities for public transport. Coventry also faces major transport and regeneration problems. High-quality public transport networks need to be developed including high quality services from and to nearby towns.
The Regional Transport Priorities Action Plan (RTPAP), published in December 2008, identifies five key challenges which will address underperformance in the region and one of these is transport. One of the nine transport priorities is enhancing Regional Rail Capacity and one of the identified projects is upgrading the service between Coventry and Nuneaton.
2.2.2.6 Coventry Solihull Warwickshire Partnership (CSWP)
In July 2009 CSWP published the sub-regional economic development strategy which outlined their guiding principles;
• Principle 1; Provide Access to Economic Opportunities. • Principle 2: Develop a Sustainable and Resilient Economy. • Principle 3: Grow Aspirations. • Principle 4: Enable self-developing communities. • Principle 5: Connect the Sub-Region.
The Coventry – Nuneaton Rail Line Upgrade scheme is specifically named as part of the delivery plan under principle 5. It will be particularly useful for connecting the underperforming north of the region with the growth and prosperity of the south.
The Coventry / Solihull / Warwickshire Joint Sub-Regional Transport Strategy and
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Implementation Plan 2011-2026 is under development for publication in April 2011. The existing transport issues and challenges facing the Sub-Region are summarised as:
• A high dependence on the car for many journeys. • A lack of accessibility to the transport system. • The impact of road traffic accidents. • The reliance of moving freight by road. • The provision of an integrated transport system,
Its Policy TSR1 sees the role of transport and accessibility in delivering the Regional Spatial Strategy and the seven Local Development Frameworks within the Sub-Region as the cornerstone of the sub-regional transport strategy;
This will be achieved by measures aimed at significantly improving transport within the Major Urban Areas of the Sub-Region (i.e. Coventry and Solihull), the Settlements of Significant Development (i.e. Nuneaton/Bedworth, Rugby and Warwick/Leamington Spa), and the links between them. This will focus on providing high quality public transport (bus/rapid transit/rail), walking and cycling facilities which support the needs of people to access employment, retail, health, education and leisure facilities;
Policy TSR3 relates to Sub-regional Strategic Corridors including the North-South Nuneaton to Leamington corridor as a focus for investment and it also states the objective to improve public transport by:
• Enhancing frequencies on key routes; • Providing through services (and therefore removing the need for interchange within or between modes); and • Providing new or enhanced interchange facilities served by bus and/or rail services
Policy TSR7 relating to Heavy Rail refers in particular to the upgrade of the Nuneaton – Coventry – Leamington Spa line. Phases 1 and 2 of this upgrade will provide enhanced service frequencies between Nuneaton and Coventry, new stations at Arena, Bermuda, Hawkesbury and Kenilworth, platform lengthening at Bedworth and a new bay platform at Coventry.
Policy TSR8 supports investment in public transport interchange facilities including principal rail stations such as Coventry.
2.2.2.7 West Midlands Rail Vision: Network Development Strategy
Centro published their rail strategy in 2007 as Draft for Consultation. This document was produced in response to significant rail passenger growth and capacity problems and in preparation for the production of their integrated transport prospectus. The document identifies a number of network wide initiatives and specific route development plans including the Coventry – Nuneaton Rail Line.
2.2.2.8 West Midlands Region Rail Development Plan
The West Midlands Region Rail Development Plan was published for consultation by Centro in 2009. The plan was produced by Centro on behalf of the Regional Rail Forum, a body which has representatives from local authorities, rail companies and other organisations across the region. This document is designed to support the Region's Transport Priorities Action Plan (RTPAP).
The document makes specific reference to the Coventry – Nuneaton rail line upgrade
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scheme (Phase 1) for development between 2011 and 2014 as well as longer term aspirations for electrification of the route and service extensions. The document also refers to the Connecting Coventry scheme – to improve access between the rail station and City Centre, for development in parallel with the Coventry – Nuneaton line scheme.
The report also identifies this route as one of only three routes in the region where historic line speeds have not been increased to reflect the timetable and rolling stock operating on the route.
2.2.2.9 Centro’s Draft Integrated Public Transport Prospectus
Centro’s Integrated Public Transport Prospectus was published in draft for consultation in 2009. This presents the transport trends and regional objectives and sets out plans for improvements in the capacity and quality of public transport. The objectives for public transport are to;
• Make better use of existing transport assets, be they highways or rail networks • Increase capacity and use of public transport and environmentally benign walking and cycling; • Promote “Smart Routes”, ensuring all traffic is kept moving along key corridors; • Locate new development sensibly, so that intense uses are placed where they can be well-served by public transport; • Reduce some targeted demand for travel, whilst still connecting people to activity, through such measures as multi-purpose journeys, car sharing and home working; • Create a public transport network which is accessible to all sections of the West Midlands population, through such measures as accessible information provision, infrastructure design, comprehensive local network coverage and supporting services such as Ring and Ride and Community Transport; • Ensure proper access to public transport by walking and cycling.
The main features of the proposed integrated public transport network are:
• Speed: forms of public transport which are faster than local bus services, to enable longer journeys to be made within acceptable times, often taken as 45 minutes journey time. • Capacity: forms of public transport which have a higher capacity than local bus services for key flows of movement, • Permanence: fixed permanent links, to shape land use plans and provide security on which to invest in sustainable developments. • Integration: to enable journeys to be easily made through use of more than one mode or service, with convenient availability of local bus services to make the initial or final connections on a journey. • Accessibility: the provision of accessible infrastructure, information and services.
The vision sees rail network coverage extended with new stations associated with strategic park and ride facilities and enhanced or new passenger service provision for Coventry – Nuneaton. The implementation strategy identifies the plans to develop Coventry Arena and Bermuda Park stations on the Coventry – Nuneaton line, with an enhanced Nuneaton – Coventry service within the first 5 years.
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2.2.3 Local Policies
2.2.3.1 Coventry Unitary Development Plan (UDP)
The City of Coventry UDP (1996 – 2011) was adopted in 2001 and identified that the objectives of Economic Regeneration, Social Equity and Environmental Quality in Coventry will be promoted in order to create a regenerated, sustainable and high quality City.
The Vision of the Council is “The development of a prosperous, attractive and vibrant City providing for the needs of all individuals and communities in a civilised and sustainable manner.”
To this aim and within the identified North- South Regeneration Corridor it identified Strategic Regeneration Sites at: Foleshill Gas Works (in the vicinity of the proposed Coventry Arena Station), Keresley (to the north west of the proposed Coventry Arena Station) and The Phoenix Initiative within the City Centre.
The Access and Movement Strategy policy aim is to improve accessibility for the whole community, with particular regard for the needs of disabled people, by promoting new or improved means of public transport, walking and cycling and by reducing reliance on the private car. Policies are also intended to improve access to regeneration areas, improve social equity and minimise any adverse effects on the environment.
Policy AM1 (Integrated, Accessible and Sustainable Transport Strategy) states “the safe, efficient and easy movement of people and goods throughout the City will be promoted and encouraged through an integrated and accessible network and in a sustainable way. This will be achieved:
• Through planning developments in accessible locations; • By developing and co-ordinating transport facilities, in partnership with other transport planning bodies, service operators and the business community to provide a choice of accessible means of transport; • Promoting alternatives to the use of the private car; and • By assessing the effects of proposals on the safety, convenience and environmental quality of transport users and local communities.
Policy AM 2(Public Transport) states “the development and co-ordination of the public transport system will be promoted and encouraged to:
• Meet the needs of people without access to private transport; • Reduce car usage; and • Enhance the environment.
2.2.3.2 Coventry Local Development Framework Core Strategy
The Coventry Core Strategy proposed submission (March 2009) sets out a local spatial strategy for the development of the City. The City is identified as a Growth Point and it is proposed to construct an additional 26,500 houses in the City by 2026.
It is also proposed to significantly improve and expand the City Centre to support this growth through improved facilities and employment opportunities. The Core Strategy places a great importance on transport being a key part of delivering this vision. The strategy recognises the importance of the sub-regional location of Coventry on the north-south corridor and emphasises the need improve services along this strategic corridor. The Core Strategy also emphasises that the RSS Preferred Option promotes the development of the existing north-
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south movement corridor for substantial growth and highlights the need for the improvement of the transport network along this corridor. This involves complementary roles for expanded and improved rail, bus rapid transport, conventional bus systems and Park & Ride.
Specific proposals include the following: • Improvements to North-South Corridor • New railway Station at the Coventry Arena • New bay platform at Coventry Station • Improvements to the Coventry to Leamington rail service in the longer term
As part of its proposals for City Centre, the Strategy foresees development of the Greyfriars (Friargate) area including new offices, major improvements to the Railway Station/Transport Interchange which may provide up to 15,000 jobs.
2.2.3.3 Warwickshire County Council Vision and Transport Strategy
The vision for Warwickshire as set out in the County Council’s Corporate Business Plan for 2005-2008 is:
“We aim to make Warwickshire the best place to live and work”
The five objectives to deliver this vision are:
• To promote lifelong learning and personal development; • To promote the health and social care of our citizens; • To improve the environment; • To reduce crime and improve the safety of the community; and • To develop and maintain a vibrant local economy which promotes employment and prosperity for all.
Warwickshire County Council’s Transport Strategy – ‘A Better Way to Go’ identified the following transport issues;
• The need to tackle the exclusion suffered by those who find difficulties using the existing transport system; • The growing problem of congestion, particularly at peak travel periods; • The need to improve the environment and vitality of the town centres within the County; • The impact of vehicles on other environmentally sensitive areas; • The conflict between the needs of industry and commerce to transport freight and the environmental problems that can result; and • The actual and perceived dangers suffered by users of the transport network.
2.2.3.4 Nuneaton and Bedworth Local Plan
The Nuneaton & Bedworth Borough Local Plan was adopted in June 2006 and sets out land use policies for the period to 2011. For transport the plans aims are to;
• Concentrate new development near existing transport routes and improve that infrastructure. • Achieve improvements in public transport. • Maintain car parking provision, particularly in Town Centres. • Improve Town Centres by removal of traffic within centres.
Under Public Transport, Policy T6 states:
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“Where other material considerations do not indicate otherwise, planning permission will be granted for proposals which provide new or improved public transport interchanges, and development will not be permitted which prejudices the future use of the rail network.”
In addition the plan states that the Council, in partnership with other agencies, will seek opportunities to provide new and improved public transport interchange facilities. This will include investigating the potential and viability for new rail stations, light rail/rapid transit system, better bus interchanges, convenient taxi ranks, better bus stop provision, and secure cycling facilities.
2.2.3.5 West Midlands Local Transport Plan (2006-2011)
The West Midlands has set itself the goal of being an economic powerhouse within the United Kingdom. This will require high quality public transport of all modes and reduced congestion. Demonstrating the priority they place on this the West Midlands’ local authorities have jointly set out strategies to improve accessibility, public transport, air quality and safety as well as traffic management over the coming years. The vision is centred around:
• A thriving, sustainable and vibrant community where people want to live and where business can develop and grow;
• Town, city and local centres that are attractive and vibrant, where high-quality public transport is the norm and walking and cycling are common-place;
• Cleaner air and less congested traffic conditions; • A safer community with fewer road accidents and with environments in which people feel secure; and
• Equal opportunities for everyone to gain access to services and facilities and enjoy a better quality of life, with travel choices that are attractive, viable and sustainable. With increasing demand for transport forecast over the coming decades within the Metropolitan Area, the West Midlands must provide greater transport choice. Within the LTP targets are set to help to guide the identification of schemes for investment. Specific targets include reducing or limiting the increase in road traffic, supporting economic regeneration, and increasing accessibility. The LTP recognises the strong north / south Corridor between Coventry and North and South Warwickshire and the strong desire line for movements on the existing highway network as identified using the PRISM model. A key component of the LTP is a congestion strategy which seeks to reduce congestion by:
• Making best use of the existing transport network • Enhancing the quality of public transport • Targeting investment in infrastructure to support regeneration
For example, the strategy identifies the need to make greater use of rail services to make public transport more attractive to users. The LTP also recognises the need for improved cross boundary public transport services to meet the needs of commuters.
The West Midlands Local Transport Plan 3 is currently in preparation with an initial consultation having been undertaken in 2009
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2.2.3.6 Warwickshire County Council Local Transport Plan 2006 – 2011
The Warwickshire LTP is framed within the objectives of the four Shared Priorities for Transport agreed by Government and the Local Government Association:
• Delivering accessibility; • Tackling congestion; • Better air quality; and • Making roads safer.
The LTP is underpinned by the need to address these objectives by improvements to transport and accessibility throughout Warwickshire. The objectives of the LTP are:
• To improve accessibility to the transport system in order to promote a fairer, more inclusive society • To seek a transport system which will promote full employment and a strong, sustainable local and sub-regional economy • To reduce the impact of transport on the environment • To improve the environment and safety of people when they are using the transport system • To encourage the integration of transport, both in terms of policy planning and the physical interchange of modes
For Warwickshire the North/South Corridor is the principal transport corridor within the County, and links the urban areas of Nuneaton, Bedworth, Kenilworth, Leamington Spa, Whitnash and Warwick. The city of Coventry, although falling within the West Midlands, is located in the centre of the corridor. The travel patterns/demands that exist between Warwickshire and Coventry emphasise the importance of the corridor in the socio-economic life of the sub-region.
The North/South Corridor performs an important role within the national and sub-regional road and rail network, providing a number of links between places within and outside the County. The corridor is truly ‘multi-modal’ in its nature, as it includes a comprehensive network of local and strategic bus, rail and road links.
The key priority in the North/South Corridor is to secure the long term regeneration and economic stability and prosperity of the Coventry/Solihull/Warwickshire Sub-Region through a number of measures to tackle congestion and improve accessibility. The most important transport initiative in the corridor is the implementation of a step-change in public transport provision to offer a viable alternative to the car and address forecast congestion on the local road network. An important role of the North/South Corridor is to link places of need to areas of opportunity.
There is a lack of convenient, direct through routes for public transport services particularly for inter-urban journeys along the corridor. This is of particular concern for the northern part of the corridor, where there is relatively poor access to certain forms of transport because of lower car ownership. Parts of the rural/hinterland areas of the corridor experience a lack of convenient public transport that constrains peoples’ access to jobs, training, health and leisure facilities.
Specific problems occur at a number of key junctions in the corridor including the A444/M6 (M6 Junction 3) south west of Bedworth. The main transport related impacts on the environment of the North/South Corridor are the effects of congestion on the key inter urban routes and on the roads in the main urban centres (including Nuneaton and Bedworth). The effect of through traffic on those town centres also has an adverse impact in terms of
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congestion, noise and air quality.
The density of the population and the level of activity in the North/South Corridor are set to grow over the next 5-10 years and will create an increasing demand for transport. These demands will ultimately increase car use and congestion unless a good quality public transport network is available.
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2.3 Nuneaton to Coventry Corridor
2.3.1 Socio-Economic Characteristics
2.3.1.1 Population
The Coventry – Nuneaton Rail Line serves the local authorities of Coventry City Council (a unitary authority) and the Nuneaton and Bedworth Borough of Warwickshire County Council. The combined population of Coventry City and Nuneaton and Bedworth Borough was 431,000 in 2008 - the majority (72%) live in Coventry City. Figure 2.2 shows the population breakdown of the Corridor compared with the West Midlands and England. The proportion of young adults is significantly higher in the corridor.
30%
25%
20% Corridor 15% West Midlands England
10%
5%
0% 0-14 15-29 30-44 45-64 65+
Figure 2.2 2008 Population Breakdown
Table 2.1 in section 2.2.2.4, which was recommended by the RSS revisions examination in public panel in 2009, shows the additional dwellings required in the corridor.
Figure 2.3 shows the key housing and employment growth points in the corridor. The housing locations in Coventry are more precisely defined than in Nuneaton and Bedworth where the Local Development Framework (LDF) is at an earlier stage. However, the North South focus of development was recommended by the Regional Spatial Strategy examination in public panel and the ‘housing search areas’ are therefore shown.
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Figure 2.3 Future Development Sites and Employment Growth
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2.3.1.2 Employment and Economic Activity
Within the corridor there is a slightly higher proportion of the workforce of working age (67%) than in England and across the region as a whole. However, there has been recent growth in unemployment and there is a relatively large number of the working age population claiming job seekers allowance.
Figure 2.4 shows that within the Coventry – Nuneaton corridor there are areas where up to 18% of the working age population are claiming employment benefits.
Figure 2.4 Proportion of Working Age Population claiming Job Seekers Allowance 1
1 Source: DaSTS Improving Connectivity in the Coventry North South Corridor Study Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 25 March 2010
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Nuneaton and Bedworth Borough has witnessed the greatest rise in benefits claimants (3.2 percentage points) within the local area since 2002. Coventry City has seen the greatest decline in employees (5.5 percentage points) over same period.
Figure 2.5 shows that the proportion of people in higher end occupations is lower than the average for England, especially in Nuneaton and Bedworth where the proportion in administrative, secretarial and skilled trades is higher. The proportion in manufacturing related occupations in Coventry is relatively high.
100% Process plant and 90% machine operatives & 80% elementary occupations 70% Personal service, saless 60% and customer service occupations 50% Adminstrative, 40% secretarial, and skilled trades occupations 30% 20% Managers, Senior officials,professional & 10% technical occupations 0% y r s nd nd la g ovent C edworth En B
West Midla eaton and un N
Figure 2.5 Employment by Occupation (2008)
In the corridor employee earnings are significantly below the average for England (£25,520), with the figures for Coventry and Nuneaton and Bedworth being £22,767 and £24,757 respectively.
The DaSTS Improving Connectivity in the Coventry North South Corridor study reported that the distribution, hotels and restaurants sector remains the largest employer in the corridor, despite a slight contraction of the sector since 2002. This is closely followed by the public administration, education and health sector which conversely experienced a slight growth in employee numbers since 2002, owing to the large absolute and relative government spending in the UK since 2000, and now accounts for a quarter of employment. This growth in public sector employment is a matter of concern in that it has the potential to inhibit the area’s productivity growth. This is because of the large volume of low value added employment within the sector. It is also a matter of concern owing to likely limits on public sector employment in the next few years.
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The two sectors which have undergone the greatest shifts in employment over this period are the manufacturing sector and the banking, finance and insurance sector. The most significant shift however has been the increase in employment in the energy and water sector – over a quarter of whom are employed by Eon, one of the UK’s leading energy suppliers whose headquarters is located in Coventry.
Within the manufacturing sector the most significant increases have occurred in the sub- segments of manufacture of medical, precision and optical instruments, watches and clocks and the manufacturer of food and beverages, both of which are considered to be priority clusters for the West Midlands under the West Midlands Cluster Action Plan 2008-2011. However, most of the remaining sub-sectors of manufacturing have witnessed a decline in their activity since 2002, a trend that has affected manufacturing on a national scale due to long term pressures from low cost overseas locations coupled with the current recession
2.3.1.3 Drivers of Productivity
The Government measures to what extent an economy is productive through five specific drivers and the respective indicators within them;
• Skills – based on the proportions of the population without qualifications and with NVQ4+ level qualifications; • Enterprise – based on VAT Registrations and stock and the proportion of the population who are self employed; • Investment – in terms of new construction orders and house completions; • Competition – using the UK competitiveness Index and Business Survival Rates, and; • Innovation – in terms of the proportion of knowledge intensive businesses.
The DaSTS Improving Connectivity in the Coventry North South Corridor study reported an assessment of the five drivers of productivity which is summarised in Table 2. Nuneaton and Bedworth Borough is significantly underperforming against all but one category, whereas Coventry is performing close to the regional averages except in terms of enterprise.
In particular:
• There is a high proportion of the Working Age Population without qualifications in Nuneaton and Bedworth (16.5% compared to 12.3% for England) and a correspondingly low proportion with NVQ4+ level qualifications (20.7% compared to 28.7% for England).
• There was a significant reduction in construction orders witnessed in Nuneaton and Bedworth between 2007 and 2008.
• The number of house completions per 10,000 population increased in Coventry (from 27 to 37) but there has been a vast reduction in Nuneaton and Bedworth.
• There have been significant falls for both Coventry and Nuneaton and Bedworth in the UK Competitiveness Index (from 207 to 186 (out of 407) for Coventry and from 337 to 329 for Nuneaton and Bedworth).
• Less than 7% of Nuneaton and Bedworth employees are in Knowledge Intensive Businesses (compared to 11% for England) and since 2002 there was a 0.7% reduction in the proportion of employees in KIB’s in Coventry and a 0.5% increase in Nuneaton and Bedworth.
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Table 2.2 Drivers of Productivity Assessment
Driver Covent Nuneaton & ry Bedworth Skills Î Ð Enterprise Ð Ð Investment Ï Ð Competition Î Ð Innovation Ï Ï
2.3.1.4 Quality of life
Quality of life considerations are becoming increasingly important, including factors such as the quality of residential, educational, retail, leisure and cultural amenities in a local area. The Index of Multiple Deprivation (IMD) 2007 considers a range of factors across its seven domains, to provide an overall ranking of the Lower Level Super Output Areas (LLSOAs) across England. The Coventry – Nuneaton corridor contains 39 LLSOAs (8.6%) which are ranked within the 10% most deprived in England (illustrated in red in Figure 7).
2.3.1.5 Key Socio-economic Characteristics
In summary, the key socio-economic characteristics of the Coventry – Nuneaton corridor are:
• A population increase of 12% from 431,000 to 491,000 forecast by 2031; • There are a high Proportion of young adults in the area; • Future housing growth – an additional 41,000 dwellings planned by 2026; • Some areas, especially around Nuneaton, have high levels of unemployment; • Employee earnings significantly below national average; • A high Proportion of working age population are without qualifications; and • There are a significant number of areas of Multiple Deprivation.
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Figure 2.6 Index of Multiple Deprivation
2.3.2 Future Developments
The combined population of Coventry City and Nuneaton and Bedworth Borough is forecast to rise by 12% to 491,000 by 2031. Figure 2.7 shows that there will be significant growth in population in the 30 – 44 years and over 65 years categories.
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120.0
100.0
80.0 0-14 15-29 60.0 30-44 45-64
40.0 65+
Population (thousands) 20.0
0.0
0 2 4 014 016 018 2008 2010 2012 2 2 2 202 202 202 2026 2028 2030
Year
Figure 2.7 Population Forecast (Coventry + Nuneaton and Bedworth)
As part of the proposals for economic development in the Coventry to Nuneaton corridor a number of major developments are planned.
2.3.2.1 Friargate Coventry
The Friargate area, which lies between Greyfriars Green on the edge of the City Centre and the railway station, is earmarked in the Coventry Local Development Framework Core Strategy as the focus for new office development as well as new residential development and improvements to the Station. It has the potential to deliver 15,000 new jobs to Coventry City Centre.
It is adjacent to the railway station and would clearly benefit from improved local rail services.
The Friargate development, a private commercially led proposal, will invest c£1.5 billion creating a new high quality commercial quarter for the City creating up to 15,000 jobs and a significantly improved gateway into the centre from the West Coast Main Line station by delivering a new at grade pedestrian route into Greyfriars Green directly across the ring road which restricts free pedestrian movement. The development will also provide a mixture of ancillary leisure and retail use as well as residential and is defined within the Coventry Local Development Framework Core Strategy. Currently the area is somewhat blighted by empty office buildings constructed in the 1950's and 1960's and by areas of waste land, subways and surface level car parking.
The Coventry to Nuneaton rail upgrade would increase accessibility to both the City Centre and to the jobs within the development, especially from the regeneration zone area.
2.3.2.2 Coventry Arena
Coventry’s Ricoh Arena, which opened in 2005 on the brownfield site of a former gasworks, is now a state of the art conference venue, exhibition centre and sports stadium. This business/entertainment venture is already investing millions of pounds in expanding its services with a new conference theatre and exhibition areas which is expected to be completed shortly. There are also proposals to expand the hotel offer with an additional c200 bed spaces, with planning permission in place for over 170 bed spaces. Within the existing Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 30 March 2010
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Arena there remains around 10 acres of developable land which is expected to be developed out for leisure use when the property market picks up.
Though there are quite a number of bus services to the nearby Tesco store, direct public transport to the Coventry Arena consists only of a half hourly service from the City Centre and an hourly orbital service from Allesley Park. Though the railway runs past the site there is no station and therefore no rail service to the site.
Arena Coventry Limited (ACL), the Arena management company, is a keen supporter of the scheme which it sees as providing a credible public transport alternative for travel to the Arena, and a letter endorsing the Scheme is appended to this report.
2.3.2.3 Bermuda Park Nuneaton
Bermuda Park is a mixed business, industrial and leisure park to the south of Nuneaton which also contains North Warwickshire and Hinckley College’s Innovation Centre.
Nuneaton and Bedworth Borough Council’s Local Plan identifies 36.67 hectares where future industrial and employment is to be encouraged, and it supports the development of a new railway station to serve this.
2.3.3 Transport Context
2.3.3.1 The Coventry – Nuneaton Corridor
The Coventry to Nuneaton corridor extends north from the city of Coventry, through its northern suburbs to the town of Bedworth and then further north to Nuneaton. Most of the corridor comprises of well developed urban areas. There is a mix of local and longer distance travel by car, bus and rail modes. The road network, which intersects with the M6 at junction 3, is congested. The major highway link is provided by the A444 which is dual carriageway for most of its route between Coventry and Nuneaton. In spite of improvements in Coventry as a result of the Primelines initiative, bus operators still report significant delays, particularly around Nuneaton. Figure 2.8 shows the Coventry – Nuneaton Corridor and existing rail line and stations.
Data from the 2001 census indicates that in the Nuneaton and Bedworth area 73.4% of journeys to work were made by car, only 5.9% by public transport, 2.8% by cycle and 9.3% by walking. Data collected more recently shows a 14% public transport modal share in the morning peak in Coventry but only an 8% share for trips originating in the Bedworth and Nuneaton direction.
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Figure 2.8 Nuneaton to Coventry Travel Corridor
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2.3.13 Existing Rail Service
The existing rail service operates between Coventry and Nuneaton with only one intermediate station at Bedworth. London Midland operates a broadly hourly service which is normally provided by a single carriage class 153 unit.
The rail corridor is 10 miles long with double track, recently relaid. There is a 45 mph line speed and the corridor has recently been resignalled to modern standards. Bedworth station has 2-car platforms. It is an important route for freight with 2 sidings (the Prologis branch and Murco Petroleum at Bedworth) and regular container trains.
The limited service presents a number of issues: • The broadly hourly train service frequency is not attractive enough to encourage significant modal shift; • Access to the Ricoh Arena, Arena Park District Centre and the Bermuda Park area of Nuneaton by rail transport is poor; and • The rail service is an underutilised asset with significant spare capacity.
Figure 2.9 shows the existing timetable for the service. The train service frequency is broadly hourly on weekdays and Saturdays with a gap in the mid morning.
Nuneaton 0637 0737 0828 0930 1110 1210 1310 1410 1510 1610 1710 1810 1910 2010 2110 2220 Bermuda Park ------Bedworth 0644 0744 0835 0937 1117 1217 1317 1417 1517 1617 1717 1817 1917 2017 2117 2227 Arena ------Coventry 0656 0757 0847 0953 1134 1234 1338 1434 1534 1634 1738 1834 1938 2034 2134 2239 Journey Time 0019 0020 0019 0023 0024 0024 0028 0024 0024 0024 0028 0024 0028 0024 0024 0019
Coventry 0612 0706 0804 0906 1045 1145 1245 1345 1445 1545 1645 1745 1845 1945 2045 2144 Arena ------Bedworth 0623 0717 0815 0917 1056 1156 1256 1356 1456 1556 1656 1756 1856 1956 2056 2155 Bermuda Park ------Nuneaton 0630 0727 0823 0925 1104 1203 1303 1403 1503 1603 1703 1803 1903 2003 2103 2202 Journey Time 0018 0021 0019 0019 0019 0018 0018 0018 0018 0018 0018 0018 0018 0018 0018 0018
Figure 2.9 Existing Timetable Passenger surveys along the line were undertaken in October and November 2009. The results show that around 505 passengers per day are using the service with 264 boarding and alighting at Coventry, 179 boarding and alighting at Nuneaton and 63 boarding and alighting at Bedworth.
Passenger usage and revenue have grown significantly during the last five years as can be seen from Figure 2.10, which is taken from MOIRA data.
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Indexed total revenue and journeys - Year ending
2.00
1.80
1.60
1.40
1.20
1.00 Revenue Journeys
0.80
Mch 05 Mch 06 Mch 07 Mch 08 Mch 09 Sep 09
Figure 2.10 Coventry to Nuneaton Rail Revenue and Patronage
2.3.14 Existing Bus Services
The corridor is well served by the following bus services provided by three operators, National Express Coventry (NEC), Stagecoach in Warwickshire (SW) and Mike de Courcey Travel (DEC):
Table 2.3 Existing Bus Services
Service Route Operator Frequency 20 Coventry - Bedworth NEC 10 mins 48 Coventry – Nuneaton – SW 10 mins Leicester/Atherstone 50 Coventry - Bedworth NEC 60 mins 55 Coventry – Keresley – SW 30 mins Bedworth - Nuneaton 56 Coventry – Bedworth – SW 30 mins Bulkington - Nuneaton 57 Coventry – Bedworth - SW 30 mins Nuneaton 778 University Hospital – DEC 60 mins Bedworth - Nuneaton
Significant improvements have been made in recent years as a result of Coventry City Council’s PrimeLines initiative which includes bus priorities, information and infrastructure enhancements. Investment in new vehicles has also been made by Stagecoach, National Express Coventry and Mike de Courcey Travel.
Despite this investment, overall journey times between Coventry and Nuneaton are still relatively slow with the fastest regular service, Stagecoach’s 48 taking a scheduled 45 minutes. However, traffic congestion, particularly in the Nuneaton area, can still cause significant unscheduled delays. It should also be noted that none of these services call at the Coventry Arena.
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2.3.15 The Coventry – Nuneaton Corridor: Future Problems
Data collected in 2008 indicates that there are already existing peak hour capacity problems in Nuneaton Centre, on the A444 and on the Coventry Ring Road. Forecasts for 2031 indicate that there will be congestion during the peak hours at the above locations, along the B4113 Foleshill Road, and additional junctions on the Coventry Ring Road.
During the inter-peak period, congestion is expected at several of the locations currently experiencing peak congestion especially within Nuneaton.
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2.4 Scheme Objectives
2.4.1 Key Issues and Problems
The key problems in the Coventry – Nuneaton corridor are:
• Areas of high unemployment levels throughout the corridor; • Employee earnings are significantly below the national average; • A high proportion of the working age population are without qualifications; • There are a significant number of areas of Multiple Deprivation; • There are limited travel options for people to access employment areas, training and skills enhancement opportunities and leisure facilities; • The current rail service is infrequent and slow and is not an attractive alternative to car based travel; • The current rail service is not an attractive travel option for those without access to a car; and • The current rail route along the corridor is an under utilised asset.
The following issues will arise or continue to worsen unless action is taken to improve the public transport infrastructure in the corridor:
• Increased congestion for road traffic, including buses; • Long inter-urban journey times between Coventry and Bedworth and Nuneaton; • Social exclusion for households without access to a car; • Difficult to attract key investors to the Coventry – Nuneaton Regeneration zone; • Difficult to accommodate the transport impact of the proposed increase in housing as part of the Regional Spatial Strategy; and • Problems in achieving economic growth targets.
2.4.2 Key Objectives
The proposed scheme will help to address the transport issues and socio-economic problems of the Coventry to Nuneaton corridor. It will also facilitate the strategic development and economic growth aspirations of the corridor. The principal objectives of the proposed scheme are to:
• Support growth, competitiveness and economic development in the Coventry to Nuneaton corridor through improving connectivity, increasing capacity and reducing congestion. This will help to: o Reduce social exclusion; o Reduce deprivation; and o Support regeneration and employment proposals around Bermuda Park and Coventry Arena.
• Support the delivery of the substantial planned housing growth along the corridor
• Achieve significantly enhanced public transport links in an environmentally sustainable manner, contributing to tackling climate change, through reducing the carbon impact of transport;
• To support key regionally endorsed projects and developments, in particular:
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o The Friargate Masterplan (Coventry City Centre Business District providing up to 15,000 jobs); o Connecting Coventry rail station and public transport interchange enhancement; o The Ricoh Arena; o Warwick and Coventry Universities; and o The Coventry, Warwickshire and Solihull High Technology Corridor.
• Contribute to improving the overall safety, security and health in the West Midlands and Warwickshire, through reducing accidents and improving security on the public transport network.
• Enhance equality of opportunity through enhancing access to a wider range of jobs and services.
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2.5 Development of the Preferred Scheme
2.5.1 Option Development
Investigation into appropriate transport solutions for the Coventry – Nuneaton corridor has been undertaken over several years. In 2004 it was determined that the sustainable transport and regeneration needs of the corridor required improved public transportation in the corridor. In July 2005 the Coventry - Nuneaton Public Transport Options Study reported the results of an investigation on behalf of Warwickshire County Council and the Coventry, Solihull and Warwickshire Partnership (CSWP). The study included use of the Strategic Transport Model and appraised schemes in relation to the regeneration objectives as well as their costs and benefits.
The study compared 4 public transport options;
• Bus Rapid Transit (BRT); • Light Rail Transit (LRT); • Heavy Rail; and • Quality Bus Corridors.
Numerous sub-options of each and packages were also assessed against a framework based on a range of factors including spatial regeneration objectives in the corridor.
The Study concluded that public transport improvements should be staged over a 15 year period. In the short term it recommended;
• An improved rail service frequency between Nuneaton and Coventry with new stations at Coventry Arena and Bermuda Park; and • A bus rapid transit system - Coventry Rapid Transit. Initially the section of the corridor within the Coventry City Council boundary with an aspiration to extend that service to Nuneaton.
In the longer term, the study recommended further development of the heavy rail service pattern in the corridor and the extension of BRT.
Light rail was ruled out due to the high costs of conversion for marginal benefits over heavy rail, producing a weaker business case. Also, additional stops to generate new revenue to cover higher costs resulted in a significant increase to the end to end journey time – an advantage of the existing rail service (currently 19 minutes, LRT 31 minutes and low cost (diesel) LRT 25 minutes).
Heavy rail development was determined to be the cheapest option as it utilises an existing underused asset within the corridor and would form the backbone of the public transport system in the corridor.
Coventry City Council has already implemented Quality Bus Corridors along the Foleshill Road and other radial corridors in the City. BRT was determined to be a further step change in the quality of local public transport – with high-tech vehicles and a higher level of priority. Further studies have been undertaken to determine the route and extent of the network including extension to Nuneaton. Whilst initial options paralleled the railway to the north of Coventry City Centre, no options considered converting the alignment as it is a strategic rail freight corridor.
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In 2007 the Coventry Sprint Review study concluded that the scheme should be shortened to a route running from Keresley in the north of the city to the University in the south, largely within Coventry City Council boundary. This was partly as a result of the lack of support for bus priorities in Bedworth and Nuneaton, undermining the more strategic version of the scheme. Further detailed appraisal in 2008 could not establish a sufficiently strong business case for the scheme, and it is now being reviewed in the context of the growth agenda, regional priorities and potential future markets.
The Coventry - Nuneaton corridor is a wide corridor and it is envisaged that future improvements to bus transport will be needed in order to meet the strategic travel demands identified in the Local Development Framework in a sustainable manner. However, for the longer journeys between Coventry and Nuneaton and between the corridor and other locations on the national rail network, enhancements to rail are essential in order to maximise the delivery of DaSTS outcomes.
Further work on LRT and Low Cost (Diesel) LRT (using tram-train technology) determined a higher business case for the lower cost option, but significant delivery issues related to infrastructure requirements, safety compliance and institutional and regulatory issues. In addition, the resultant low cost LRT recommended service pattern could be replicated by traditional heavy rail. Heavy rail has the advantage of potentially being able to call on a larger existing fleet to provide maximum rail capacity for serving large events at Coventry Arena.
Table 2.4 shows a summary of the alternative modes that have been considered in the scheme development and Table 2.5 illustrates a comparative evaluation of the different options. Table 2.4 Summary of Alternative Options Considered
Option Reason for Rejection Quality Bus Already implemented within Coventry by Primelines initiative and commercially forms the base network. Bus Rapid Transit Affordability / economic efficiency coupled with deliverability issues. Bus conversion impractical due to strategic freight role of alignment. Light Rail Transit Poor business case for whole line conversion and system compatibility issues. Higher frequency service difficult because of freight movements. Diesel LRT (Low Cost) Higher system costs for non-generic vehicle procurement and maintenance. Service patterns replicable with traditional heavy rail and translated into rail options for appraisal.
Table 2.5 Comparative Analysis of Alternative Options
Bus Quality Objective Sub Objective Rapid Light Rail Heavy Rail Bus Transit BCR Implemented 2.0 2.0 3.0 Some Difficult owing Deliverability of Implemented Difficulties in to freight Deliverable Scheme Nuneaton movements High Quality Public Attractive Limited Excellent Excellent Excellent Transport Frequency Frequency Reduction of Environmental transportation Excellent Excellent Excellent Excellent Benefits CO² emissions Better north Improves Accessibility Good Good Good Good south links Supports Regeneration Good Good Good Good Promote economic Zone growth Access to the Poor at Could be Excellent Excellent Ricoh Area present improved Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 39 March 2010
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Bus Quality Objective Sub Objective Rapid Light Rail Heavy Rail Bus Transit Supports Improved development in transport None None Good Good central Coventry Interchanges Tackling Congestion Excellent Excellent Excellent Excellent Excellent Making efficient Cheapest Affordability/Value for High cost High Cost use of existing Good Option approx Money approx 2.0 approx 2.0 facilities 3.0
Further development work on the Rail enhancement scheme suggested that the frequency improvement coupled with two new stations and a bay platform at Coventry Station could provide a positive business case. The rail scheme was therefore prioritised for further development.
2.5.2 Rail Option Development
Between 2005 and 2009 studies were undertaken to determine the preferred stopping pattern and service frequency. Although other station sites were investigated, it was decided that new stations at Coventry Arena and Bermuda Park best met the requirements for the corridor in terms of serving existing demand and planned growth areas as well as best meeting the station spacing requirements for attractive end to end journey times.
Service frequency options for a half hourly service, three trains per hour, four trains per hour and a half-hourly service with four trains per hour between Coventry Arena and Coventry (2 + 2) were assessed using a strategic mode choice and trip rate spreadsheet model.
The business case for half-hourly, three trains per hour and 2 + 2 trains options were similar and carried forward for more detailed timetable assessment in 2009 using the Rail Industry’s RailSYS model to understand performance impacts. This confirmed that the half hourly and 2 + 2 trains per hour options could be accommodated assuming the construction of a bay platform at Coventry station. A new bay platform was also found to provide significant performance benefits at Coventry station. It was concluded that the three trains per hour option required additional infrastructure to provide the capacity required to accommodate both passengers and freight services at Nuneaton and at the Murco oil terminal at Bedworth, which would otherwise have a significant timetable impact.
It was decided that the half hourly option should represent the preferred scheme and that, for appraisal, the existing (broadly hourly) service frequency with the new stations should form the low cost option.
Demand work confirmed that three car platform lengths at Bermuda Park and Bedworth would be sufficient to deal with predicted demand within the appraisal period. At Coventry and Coventry Arena six car platforms were found to be required in order to ensure that the rail route, and in particular Coventry and Coventry Arena stations, would be able to accommodate additional event demand safely. This would ensure a rail service would be able to operate on football match days and during major events. The existing platform and track arrangements at Nuneaton were found to be sufficient.
2.5.3 The Preferred Scheme
As a result of the development work the preferred scheme is:
• New six car station at Coventry Arena; • A facing cross-over at Coventry Arena; • New three car station at Bermuda Park; Coventry to Nuneaton Rail Upgrade – Major Scheme Business Case 40 March 2010
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• New six car bay platform at Coventry station; • Track and signalling upgrade on the Coventry station approaches; • Platform extensions to three car length at Bedworth Station; and • A doubling of the frequency of the existing rail services between Nuneaton and Coventry to two trains per hour between 0530 and 2300 (Monday – Saturday).
Figure 2.11 shows the location of the existing and proposed new stations.
Figure 2.11 Coventry – Nuneaton Rail Line Upgrade Scheme
The preferred scheme has a BCR of 3.7 and is forecast to generate an annual additional passenger demand of over 700,000 journeys. Table 2.6 shows the forecast number of additional journeys for each station. Only demand as a result of the preferred scheme is
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shown for existing stations.
Table 2.6 Annual Additional Passenger Forecasts Station Additional Journeys p.a. Nuneaton (additional) 175,700 Bermuda Park 108,600 Bedworth (additional) 54,000 Coventry Arena 217,000 Coventry (additional) 195,400 Long Distance 4,800 Total 755,500
The preferred scheme meets National, Regional and Local Policies. Table 2.7 shows a summary of the relevant policies and how the preferred scheme contributes to achieving them.
Table 2.7 Summary of how the Preferred Scheme meets National, Regional and Local Policies Policy Policies Scheme Mechanism Category National Regional and Local Economic Economic Increased housing growth 9 Supports growth, Improved rail service competitiveness targets competitiveness, economic and additional stations and growth development and improved will improve access to Improve economic accessibility areas of both performance economic 9 Supports the delivery of the development and Increased accessibility substantial planned planned housing and mobility to aid housing and key development proposals development proposals in the vicinity of Bermuda Park and the Coventry stations
Environment Reduce Improve air quality 9 Contributes to reducing Modal shift from road transport’s congestion through a to rail transport emissions of Reduce congestion reduction in car trips greenhouse gases 9 Contributes to tackling climate change, through reducing the carbon impact of transport
Social Improve safety Improve the safety of 9 Contributes to improving Modal shift from road and health people when travelling the overall safety, security to rail transport and health in the Coventry Healthy citizens – Nuneaton corridor
Social Greater equality of Provide improved 9 Supports regeneration Improved rail service opportunity accessibility for proposals and additional stations regeneration areas will improve access for 9 Improves accessibility and regeneration areas helps to reduce social exclusion
Social To improve quality Making a thriving, 9 Improves accessibility and Improved rail service of life sustainable and vibrant helps to reduce social and additional stations community where people exclusion and deprivation will improve access for want to live all.
Improved accessibility
The preferred scheme increases local accessibility. Figures 2.12 and 2.13 show the
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increase in accessibility as a result of the new stations of Coventry Arena and Bermuda Park. The scheme significantly improves accessibility to large areas of northern Coventry, Bedworth, Nuneaton and Coventry City Centre.
Before After
Figure 2.12 Change in Accessibility to Coventry Arena.
Before After
Figure 2.13 Change in Accessibility to Bermuda Park
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2.6 Endorsements
The Scheme is supported by the following organisations and letters of support are in Appendix 1.3:
• Centro;
• Network Rail;
• London Midland;
• Arena Coventry Limited;
• Coventry Solihull Warwickshire Partnership.
The Scheme is included in the Regional Funding Allocation, who will be advising the Department for Transport, of their recommendations through a separate letter.
The following statutory consultees have been consulted. Details are in Appendix 3.1:
• English Heritage;
• Natural England; and
• Environment Agency.
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