Stroud Town Council

Stroud Station Feasibility Study

November 2019

Stroud Station Feasibility Study

Version 0.1

Produced by:

Sandy Moller

For: Stroud Town Council

Contact:

Jon Harris

Integrated Transport Planning Ltd. Regus Castlemead Bristol BS1 3AG UNITED KINGDOM

0117 917 5159 [email protected]

Contents Introduction 1 The Design 16 5. Enhancing the Sense of Place 36

1. A Tool for Change 1 1. Introduction 16 6. Supporting User Interchange 40 2. Using this Document 1 Design Parameters 17 7. Covering the First & Last Mile 42 8. Unlocking Social Value 46 3. Other Useful Tools 1 1. Introduction 17 9. Servicing Site Users 50 Stroud in Context 2 2. Working Culture 17 Phasing 52 1. Place 2 3. Focused Groups 17 2. Travel 2 4. Smarter Utilisation 19 1. Introduction 52 2. Phase Now 54 3. Rail 3 5. Scheme Flexibility 20 4. Station 4 6. Interlinking Agendas 20 3. Hill Paul Patch (Part One) 59 Setting the Scene 7 7. Localisation 21 4. Town Centre Transition (Part One) 60 5. By Past Brunel 61 1. Developing the Site 7 8. User-Focused 21 6. Town Centre Transition (P2) 62 2. Previous Masterplans 7 9. Revenue Protection 21 7. Hill Paul Patch (P2) 63 3. Previous Design Elements 7 The Plan 22 8. Station Square (Model Dependent) 64 4. Design Philosophy 7 1. Introduction 22 9. Brunel Goods Yard (Model Dependent) 65 5. The Evidence 8 Design Principles 25 10. London Road Link (Model Dependent) 66 6. Policy Watch (Area) 9 1. Introduction 25 Legacy 67 7. Policy Watch (Station) 10 2. Directing Vehicle Movements 25 1. Next Steps 67 8. Site Challenges 11 3. Organising Parking Provision 27 2. Beyond the Plan Period 67 9. Opportunities 13 4. Creating Equitable Spaces 32

i Introduction

1. A Tool for Change 2. Using this Document 3. Other Useful Tools

Stroud Town Council (STC) commissioned This document has been developed to help A number of separate tools have been Integrated Transport Planning (ITP) in 2017 to realise incremental change and should be used developed to help complement the document develop a spatial vision and overarching plan for as a ‘live’ and adaptable tool to help guide and and assist future decision makin ,; including improving the railway site in the town. leverage support for investment over time. recalibrating design elements when necessary. These are: The project was funded through the Customer The following pages are designed to help tell the Menu of Measures Assessment Matrix and Communities Investment Fund (CCIF) story of the station site and to lay down specific established by the Train Operating Company and aspirational proposals that can be delivered, Detailed rationale and assessment of each individual (TOC), Great Western Railway (GWR). in phases over the next 5-10 years. measure, including links to policy discourse.

The requirements of the study include This approach aims to overcome some of the 3D Station Site Sketchup Model gathering and collating a sound evidence base pitfalls of conventional masterplans by enabling to help inform decision making and ultimately decision makers to adapt the focus of Adaptable, free tool, for enabling communities to to lay the foundations for change at the station. investment and respond according to local change design elements over time. circumstances. This study must comply with stage two of the The document does not regurgitate previous Street Furniture Design Palette Governance for Railway Investment Projects material that has been collated, but instead (GRIP) process to assist the rail industry with harnesses the evidence and its emerging Visual presentation of materials and a range of minimising risks associated with developments. themes to shape the narrative of this study. site- and town-based infrastructure provision.

Ultimately, this research contributes towards References are made to key pieces of work and Appendices ensuring investment goals can be attained and research that have formed the inspiration for that a practical and realistic plan can be achieved, specific sections of this document. These can be A host of useful documents and evidence to help both economically and strategically. consulted separately when and if desired. with understanding the design rationale.

1 Stroud in Context

1. Place 2. Travel

Stroud is a market town and former industrial Stroud is well connect ed to the strat egic centre in Gloucestershire, situated at the transport network with a high density of local confluence of five valleys and surrounded by active travel and public-transport the Cotswold Area of Outstanding Natural connections serving a wide catchment area Beauty (AONB). It is the administrative centre and a large number of satellite villages. for the District of Stroud (pop. c.112,779); located

10 miles south of Gloucester, 13 miles west of FIG 1. STROUD FARMERS MARKET (AUTHOR, 2017) By road, the A46 north-south axis connects the Cirencester and 26 miles north-west of Bristol. town with surrounding satellite villages and commuter settlements, whilst the A419, a The town is renowned for its creative energy and strategic east -west freight corridor, links Stroud vibrant, independent retail scene and specialist with junction 13 of the M5 and further afield. events, including the nationally recognised They intersect to the south of the town centre. farmers market. The range of social, cultural and sporting activities attracts visitors from further Stagecoach and Cotswold Green are the main afield whilst the town boasts several conservation bus operators locally alongside a range of small- areas and a high density of listed buildings (94) scale ‘Third Sector’ services. These feed into the within the town and near the station site. FIG 2. THE STROUD VALLEYS (FIVE VALLEYS DIRECTORY, 2018) town from the rural hinterlands to a central bus station at Merrywalks. No timetabled services call The resident population is engaged in shaping at the railway station. local discourse and active within the local community. The award-winning The historic core and dense urban grain of NeighbourhoodDevelopment Plan (NDP) for Stroud seeks to Stroud are conducive to making active travel harness and prioritise future development to journeys, whilst the Stroudwater Navigation is a realise the town's potential as a great place in popular commuting and recreational link. The which to live, work and visit and to aid the restoration of the canal will invite more traffic to growth and regeneration taking place locally. penetrate the town centre and connect via the FIG 3: OLD BREWERY WALL RENOVATION (JACKSON REECE, 2018) station site.

2 RAIL CONTEXT 3. Rail Cheltenham N Stroud is the largest station along the Golden

Valley line', a meandering rail route connecting A46 Gloucester with Swindon, passing through picturesque Cotswolds countryside.

Direct rail services operate approximately once an hour during peak periods, between Stroud and London Paddington, via Swindon, with a Gloucester similar service frequency in a northerly direction towards Gloucester and Cheltenham.

Since 2009-2010, annual patronage has A419 increased substantially by 28%, with 528,820 Bath J13 M5 users passing through the station in 2017. Under the DfT station categorisation, Stroud is now Stroudwater Navigation classed as ’a busy railhead’ and requires the necessary provision to manage future demand. Swindon Cirencester

Whilst plans for line electrification have yet to be FIG 4: NEIGHBOURHOOD DEVELOPMENT PLAN AREA (STROUD TOWN COUNCIL, 2015) confirmed, new longer Intercity trains, with greater passenger capacity and quicker running times, were introduced in summer 2018. This presents an opportunity to extract suppressed demand for rail travel alongside the need to manage future growth in rail patronage. I FIG 5: THE LANDMARK HILL PAUL BUILDING AND GWR INTERCITY 125 (ANON, 2018) FIG 6: CAPELS VIADUCT & STROUDWATER NAVIGATION (COTSWOLD CANALS, 2018)

3 THE STATION SITE 4. Station STATION BUILDINGS N Stroud railway station, opened in 1845, was ROWCROFT KEY STREETS AND ACCESS ROADS designed by the renowned civil engineer, Isambard Kingdom Brunel. The style is reminiscent of Victorian and Cotswold vernacular architecture with the limestone buildings being virtually unaltered since being constructed. LONDON ROAD

The grade-two-star-listed Goods Shed, also a Brunel masterpiece, is in use by Stroud Valleys Artspace (SVA), who open the doors to art and HILL PAUL BUILDING creative events on occasions. Both bring a sense of local distinctiveness and local identity. STROUDWATER NAVIGATION BRUNEL GOODS SHED Investment is required to maintain and enhance their role within the community and local life. STATION LEASE AREA

The station site is conveniently situated within RAIL LINE the town centre, straddling two designated FIG 7: OVERHEAD VIEW OF THE STATION SITE AND KEY LANDMARKS (ORDNANCE SURVEY, 2018) conservation areas that preserve local industrial heritage and architectural qualities. Future developments must be sympathetic and enhance the existing town- and streetscape.

Cheapside, to the south of the station, is dominated by the landmark Hill Paul building, whilst the land currently occupied by car parking formerly served as a combination of terraced housing and railway sidings. Landslips into the adjacent canal have been recorded historically. FIG 8: BRUNEL GOODS SHED (TMW,, 2014) FIG 9: STATION PLATFORM TWO (TMW 2014) FIG 10: STATION BUILDING EXTERIOR (TMW 2014)

4 STATION SITE LAYOUT Count Letter Description

6 A Taxi Bays (GWR Licensed Vehicles)

N 1 B Short Term (20 min.) Parking Bay

4 C Standard Disabled Parking Bays

141 D Standard Long Term Parking Bays A

1 6 E Informal Parking Bays (Peacocks & Weatherspoon's) D B

D 9 F Unmarked Parking Bays (Imperial Hotel) C F

D 7 G Private Car Parking Bays (SVA)

F 40 H Private Car Parking Bays (Bransby Wilson)

5 E 94 I Stroud District Council Parking (Network Rail Lease)

D

D 308 Total 5

C

E

D

G 4 D

3 Direction of Vehicle Flows

D

H

2 Number Description

I 2 1 Listed Platform Footbridge

I 2 Brunel Goods Shed Temporary Event Space (SVA) H I 3 Brunel Goods Shed Artist Studios (SVA)

I 4 Redundant Railway Bay (Edible Garden)

5 Main Station Buildings & Rooms I

I FIG 11: STATION SITE FACILITIES OVERVIEW (AUTHOR, 2018) (AUTHOR, OVERVIEW FACILITIES SITE STATION 11: FIG

5 STATION SITE FUNCTIONS (CURRENT) The site could be viewed as several individual parcels’of land to reflect current functionality and to illustrate the interconnected nature of N KINGS STREET the site across the 'Zone of Influence’ (ZoI). The titles shown help to give identity to each parcel ECOTRICITY and can be referred to when developing a phased implementation approach to future

designs. CHEAPSIDE A significant proportion of the station site is presently reserved for parking vehicles with a small, somewhat informal, interchange area. The peripheral parcels of land around the station LONDON ROAD serve to emphasise connectivity, Wallbridge standing out as the sole ‘public realm’. This crude assessment does not mean that each parcel does STROUDWATER NAVIGATION not serve a variety of functions.

The different morphological layers (e.g. canal, FORMAL VEHICLE / PEDESTRIAN ACCESS POINT rail tracks, town centre etc.), influence the

current functionality of the site generally. There INFORMAL / HISTORIC PEDESTRIAN ACCESS POINT are few vehicle-access points and active travel (walking & cycling) corridors with many FIG 12. SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018) movements being funnelled down the site. There are few dedicated public-realm settings for people to ‘dwell’ and spend time.

Parcels of land are interconnected across the station site and the wider ZoI, so what happens on one part of the site will have a ripple effect on other parts of the site. It will be necessary to ensure that the links between the different site functions are mutually reinforcing. FIG 13: STATION SQUARE (TMW,, 2014) FIG 14: BY PAST BRUNEL (TMWX,2014) FIG 15: FOUR CLOCKS (ANON, 2017) FIG 16: WALLBRIDGE WAY (TMWX, 2014)

6 Setting the Scene

1. Developing the Site 3. Previous Design Elements 4. Design Philosophy

The previous few pages attempt to provide a Halcrow Masterplan (2004) The station is not an island. The site and the quick snapshot of Stroud; its location, the local immediate area are fundamentally interrelated, transport options and its eclectic, thriving mix of This spatial design pivoted around relocating the physically, commercially and culturally. This is cultural and social scenes, set in the backdrop of main bus station at Merrywalks across both sides of crucial to understand for aligning policy and a rich industrial history. At this point we will delve the railway station site whilst emphasising the need planning discourse and ultimately in developing deeper into the detail to understand and lay out for improved interchange facilities (including for a mutually beneficial masterplan that meets local proposals to improve the station site. taxis and private vehicles). Parking provision was aspirations and those of the rail industry. significantly enhanced in a very regimented scheme and a new, ramped access bridge was proposed. Rather uniquely, designs for the station site must account for its role as a conduit for movement, 2. Previous Masterplans Sage Studios (2014) due to its location, as well as a destination or origin point of a journey. Whether making a trip A number of plans and designs have been The proposal focused specifically on by rail or as a member of the general public, previously proposed for the station site; all of redeveloping the station forecourt to form part users interact with the station environment but which have failed to come to fruition. Despite the of an enhanced gateway to the town centre. The also with surrounding streets, footways and site being identified in local planning discourse designbeing advocated, elements were relatively small-scale but watercourses as part of a door-to-door journey. as a key area to enhance, attempts have been recognised the impact of factors outside the station piecemeal and thwarted by a lack of funding. curtilage on how the site functioned. The design still As opposed to previous spatial plans, this study prioritised vehicular movements. proposes deploying a range of operational, behavioural and institutional changes, in Nonetheless, the most recent plans, developed in Although opportunities to enhance transport coordination with physical changes, to create 2004 by Halcrow on behalf of Gloucestershire integration and public realms are commendable, more efficient and attractive places. This requires County Council, in 2011 by Sage Consultancy, past plans were comprehensive and deterministic a knowledge and understanding of how the area still carry weight and provide inspiration for without suggesting a phased delivery plan and currently works, and could function in the future, design elements based on the raft of evidence building in design flexibility. The present plan as part of an evidence-led approach that collected. instead, seeks to put in processes to initiate encompasses local aspirations and policy. change.

7 KEY MASTERPLAN STUDY SECONDARY RESEARCH LOCAL CONTEXT SECONDARY RESEARCH NATIONAL CONTEXT RAIL RELATED AREA RELATED

Stakeholder Consultation Event / Meetings Engagement Mapping (Pre Public Consultation) Indicative Design Feedback Station Equalities Review 5. The Evidence Appendix A Appendix B Appendix C Appendix D

There is an abundance of evidence readily Halcrow Design (Option One) Halcrow Design (Option Two) Halcrow Design (Cheapside Option One) Halcrow Design (Cheapside Option Two) Appendix E1 Appendix E2 Appendix E3 Appendix E4 accessible within the public domain that has assisted with understanding the site context and Stroud Station Travel Plan (Lite) (2015) Forecourt Movement Analysis (2015) Forecourt Thoughts Survey (2017) Stroud Equalities Assessment (2017) providing inspiration for how the station could Appendix F1 Appendix F2 Appendix F3 Appendix F4 be tailored to meet rail-user demands and aspirations. This includes a mix of statutory and ACORP Community Rail & Social Inclusion (2018) ACORP Community Stations (2018) ACORP Station Adoption: A Guide for the Local Community (2014) advisory documents as well as research and feasibility studies; some of which have been DfT Inclusive Transport Strategy (2018) DfT Design Standards for Accessible Railway Stations (2015) Network Rail: Investing in the Rail Network (2018) Appendix G reviewed. Due to the station's significance as a gateway Stroud Parking Consultation (2018) Stroudwater Navigation Connected (2018) Stroud Cultural Strategy (2018) Station Accessibility Report (2018) and interchange, and the pressure to enhance the site (in light of historic challenges), it was Cheapside Neighbourhood Report (2014) Newland Homes Site Review (2018) Newland Homes Site Layout (2018) Wallbridge Study (2018) necessary to undertake a comprehensive Appendix H1 Appendix H2 Appendix H3 Appendix H4 assessment of the area and station-site dynamics by reference to a range of sources. This helped Stroud District Car Park Consultation (2011) EV Bay Reviews (2017) Service & Utility Plans (2017) Stroud Car Parking Feedback (2018) Appendix I1 Appendix I2 Appendix I3 Appendix I4 avoid creating unrealistic proposals and to align measures with other stakeholder objectives. Goods Shed Elevations (2017) Town Centre Pedestrianisation (1997) Merrywalks Centre Regeneration (2017) Eco Park Masterplan (2017) Appendix J1 Appendix J2 Appendix J3 Appendix J4 It was vital therefore vital to ‘backcast’: what does the plan want to achieve and how do you Industrial Heritage Conservation Area Management Proposals (2010) Gloucestershire Enhanced Materials Policy (2010) Stroud Public Realm Strategy (2009) build to that point? Whilst secondary research, Appendix K1 Appendix K2 Appendix K3 covering policy, design standards and behavioural studies is useful, new perspectives Stroud Neighbourhood Development Plan (NDP) (2015-2035) Stroud District Local Plan (2015-2035) Gloucestershire Local Transport Plan (LTP) (2015-2031) Appendix K4 Appendix K5 Appendix K6 on design elements, through a continuous dialogue with stakeholders, were captured. These Department for Transport (DfT) Manual for Streets (Manual for Gloucestershire’s Streets (2007) G First Strategic Economic Plan (SEP) (2014-2022) have informed and will continue to inform thinking and set in motion changes to the site. Easy Access to Historic Buildings (2015) DfT Manual for Streets (2007) Cycle Logistic Final Report (2018) National Planning Policy Framework (2018)

8 6. Policy Watch (Area)

Stroud is changing. The need to develop 3,600 The following NDP policies, are particularly The following statements also bear relevance to additional homes and 6,800 jobs across the relevant to shaping and guiding change at the future designs for the station site based on district by 2031, as outlined in the Local Plan, station site. The key informative sections have current observations and evidence. presents an opportunity to release suppressed been captured and recorded (Appendix K4). rail demand across the station catchment area Statement NP1: Car Parking whilst catering for current high levels of out Policy AP3: Access and Movement: Streetscapes commuting taking place locally. Enhancing signage and installing Real Time Specifically setting out aspirations to improve the Information (RTI) across the town to provide The award-winning NDP for Stroud, constitutes a physical links to current, new and aspirational greater visibility over the available car parking. coherent and desirable vision to steer proposed developments either side of the station to brownfield regeneration and future housing and contribute towards better overall connectivity. Statement NP4: Grreening the Town Centre employment growth across the town centre. This includes capitalising on links to emerging visitor Policy AP7: Gateways Exploring opportunities to integrate vegetation and outlets and unique selling points for the town, green infrastructure into streetscapes through e.g. the Stroudwater Navigation. Designing defined gateways, including the station pocket parks and living walls to add to local forecourt, to create an enhanced 'sense of biodiversity. The policies outlined in the NDP seek to arrival’, and a higher-quality public realm to maximise the opportunity to create accessible encourage opportunities to stay and dwell in the Statement NP6: Cycle Access communities around transport interchanges, with vicinity. many synergies being made between the Policy AP8a: Conservation Areas Installing cycle parking in suitable locations and to identified Policy AP8b: Local Heritage Assets correct design standards to support the ‘cross-cutting themes’ in the plan and what could Policy AP9a : Design: General Principles development of a wider active travel network. guide designs for the station site, namely: Policy AP9b: Design: Public Realm 1. Sustaining the economy of the town centre Policy AP10 :Buildings of Cultural Importance Statement NP8: Public Transport Bus Station 2. Improving access to the town centre Policy AP11: Car Parks 3. Strengthening the social & cultural fabric Policy AP12: Public Transport Ensuring there is a better relationship (and level 4. Enhancing the environment Policy ZP2a: Cheapside Site access) to the rail station and the town centre by 5. Creating a healthy town centre investigating the suitability of the current location.

9 7. Policy Watch (Station) Policy ZP3 Overview

ZP3 Railway Land and Cheapside Car Parks Stroud railway station features prominently in Stroud marginally missed out five years ago on statutory transport and planning policy discourse sourcing Department for Transport (DfT) • Transforming accessibility by installing a suitable as a site ripe for significant change. This is with ‘Access for All’ funding to remedy the problem. structure over the railway to assist users with regard to overcoming renowned, long-standing No stations located between Gloucester and mobility or sensory impairments. access issues and exploring opportunities for Swindon have step-free provision or suitable, enhancing provision in line with local objectives. long-term alternative options in place. • Redesigning the station forecourt and Station Road to create an attractive entrance to the town centre Stroud Neighbourhood Development Plan The Local Transport Plan (LTP) (2015-2031) for for pedestrians and cyclists. (2015-2031) makes explicit reference to the Gloucestershire sets out intentions to address contribution of the station towards creating a these concerns under Policy PD4 (Rail), to • Improving the appearance of gateways and the ‘welcoming, healthy and thriving place’ and, engage with delivery partners in an effort to ‘sense of arrival’ by making most of the existing alongside the canal and the town centre, to maximise the attractiveness and convenience of townscape and impressive settings. the prosperity of the town. stations across the county. • Creating an attractive public space between the The opportunity to enhance such a pivotal Policy AP12 also refers to enhancing the Brunel Goods Shed and Brunel MSCP and being gateway, improve active travel connections quality of public-transport interchanges to able to retain, but adapt, parking areas. (between impending development sites) and to increase the appeal of sustainable, multi modal improve existing land use, is repeatedly travel and overcoming historic concerns • Developing cultural hubs such as the Brunel Goods highlighted in a bid to realise the vision for the around bus and rail provision and their level of Shed and enhancing the ability for such venues to site. Adding green spaces and public art into integration. This aligns with strategic objective host social and cultural events. the site, to complement the historic fabric of the SO4 as featured in the Stroud Local Plan town, is strongly advocated. (2015-2031). • Linking peripheral car parks on London Road and The need for investment at Stroud station is Brunel Goods Shed with active travel links to the The absence of step-free access across the clearly indicated. Enhancements form part of station building. railway site and the lack of alternative routing Gloucestershire County Council’s long-term options to assist users, particularly those with capital-delivery priorities (2021 - 2031) on the • Exploring mixed use, Transport Oriented mobility or sensory impairments, remains a major back of long-term revenue-delivery priorities Developments (TOD), subject to the operational barrier to achieving an area-wide vision and (2015-2031) to enhance rail-service provision needs of the railway industry. improving the journey experience by rail. along the line between Swindon and Kemble.

10 8. Site Challenges

There is a wealth of research material available that alludes to the challenges across the station site. Many of these are well known, with users having developed Complex Landownership Physical Accessibility ‘coping strategies’ to adapt to onsite conditions or avoiding travelling by rail . A major barrier to integrated planning and regeneration is No step-free, cross-platform access to cater for rail and the fragmented ownership and lease arrangements in place non-rail users associating with a Protected Characteristic across the station site. This can be a challenge to creating a Group (PCG). The alternative route options are unsuitable A range of stakeholders, including businesses coherent vision across the site. and piecemeal with limited inclusive design (See Appendix and non-rail users, have expressed the need to 2). begin tackling these issues to coincide with the emphasis placed on the redevelopment of the station site in local policy discourse. Many of the issues observed are long-standing, suggesting that the process of bringing about change needs Area Connectivity Operational Support to be reviewed to avoid further setbacks. The station site can only be accessed at two points with few Limited onsite assistance to respond to rail user needs and options to connect to the immediate area. This creates ‘dead’ poor communication of services to assist interchange. This The adjacent images illustrate the constraints spaces and limits area ‘vitality’, perceptions of safety and the includes the lack of human presence to cover peak periods identified onsite, having an adverse impact on ease of access to places of interest nearby. and inadequate onward travel displays. how the site functions and feels, as well as notable ‘threats’, i.e. elements perceived to be more distinct and to have sustained implications for rail take-up and the area's regeneration.

The site challenges that have been observed, are User Conflict Parking Layouts discussed in greater depth in a separate document (Appendix 1) in relation to meeting The dominance of car-based movements combined with The limited diversity of parking options and capacity driver expectations and pedestrian behaviour, across local needs and aspirations and ultimately in information across the town and the key challenges to confined areas. Sightlines and visibility are limited and changing arrangements that imply losing or altering spaces delivering change across the site. street conditions are not conducive to prioritising active due to financial and legislative constraints. travellers.

11 LAND OWNERSHIP & MANAGEMENT MAP

George Street

Station Services & Facilities Rowcroft

Merrywalks The detrimental impact of just meeting ‘baseline’ services on the rail user experience. There is limited provision tailored to user demands (e.g short-term parking and ticket machines) Station and limited interest in change (e.g. cafe opening times). Cheapside

London Road

Travis Perkins

Aesthetics & Maintenance

Despite the site's historic significance, there are many signs Stroudwater Navigation of deterioration and a lack of effective site maintenance (litter). This reduces visual amenity and perceptions of ‘rail’ and does not contribute towards a high-quality public realm.

FIG 17. LAND OWNERSHIP AND MANAGEMENT MAP OVERVIEW AT STROUD STATION (AUTHOR, 2017)

Topography

The undulating terrain and mix of land uses around the station, reduces the workable space available to permit better ease of access that limits the scope for enhanced, integrated public transport facilities onsite.

FIG 18. (LEFT TO RIGHT) INFORMATION DISPLAYS ALONG ‘DESIRE LINE’ PATHS ARE BLOCKED BY VEHICLES, FLY TIPPING, CYCLE PARKING AND BRIDGE STRUCTURE (AUTHOR, 2017)

12 9. Opportunities

Many of the challenges listed in the previous section, could be triggers for change and viewed Tourism Potential Conservation Area as opportunities for tailoring physical and The station straddles the town centre and canalside; two operational improvements onsite. The station The rich industrial heritage of the site and listed buildings burgeoning ‘hotspots’ for tourism and visitor activity to lure contribute to the cultural identity of Stroud and present an continues to experience incremental patronage people to Stroud by rail. This is a key goal of the emerging opportunity for the public realm to be tailored around such growth annually and serves as an origin point, tourism plan for the town. focal points through the use of quality materials and spatial and increasingly as a destination, for rail trips. layouts.

The relative proximity of the station to key trip attractors and the town centre makes it quite unique in a market-town setting. The site’s historical significance makes it ripe for upgrading its role as a destination. Appendix 1 casts further light on the potential for bringing about constructive change. Community Enthusiasm Commercial Uplift & Social Value There is huge appetite and momentum for locally led change Proposals are already in place to derive greater social and through the station adoption and continued efforts of commercial value from site-based developments that groups affiliated with the station. This includes the edible- bring about benefits locally and to the rail industry. This garden scheme and upgrades to the Brunel Goods Shed. includes better utilising exisiting site assets for rail user needs.

Station Location & Visibility Links to Local Developments Modal Interchange

The proximity of the station to the town centre and A number of brownfield sites are primed for redevelopment There is an appetite locally, within planning discourse and proposed development sites makes it a pivotal point within the immediate vicinity of the station site. This across public feedback, for improving multi-modal facilities; between different parts of Stroud. Footfall levels can create a presents an opportunity for the timely coordination of whether for making strategic journeys by public transport, better ‘sense of place’ and this can raise the profile of local measures to unlock better station access and suppressed private transport, or by bike and foot over the first/last mile. cultural assets. rail demand.

13 MAP OF DEVELOPMENT SITES

Cheltenham Bus Station

N DRANSFIELD PROPERTIES REGENERATION OF MERRYWALKS & MULTI STOREY CAR PARK DUE FOR COMPLETION 2020 / 2021 Impending Development

Planned Development STROUD DISTRICT COUNCIL WALLBRIDGE AMPHITHEATRE & EVENT SPACE CURRENTLY BEING PROPOSED Aspired Development

A46

STROUD DISTRICT COUNCIL Gloucester FIG 20 NEWLAND HOMES DEVELOPMENT WALLBRIDGE (NEWLAND HOMES, 2018) HOUSING ABOVE PARKING LAND FIG 16. NEWLAND HOMES DEVELOPMENT WALLBRIDGE (NEWLAND HOMES, 2018) BEYOND MASTERPLAN PERIOD

George Street

Kings Street FROMESIDE INDUSTRIAL PARK

Subscription Rooms MIXED USE CANAL DEVELOPMENT Russell Street BEYOND MASTERPLAN PERIOD

Bath Station Road

STROUD VALLEYS ARTSPACE 6/7 ARTIST STUDIOS & OUTSIDE SEATING

Cheapside CURRENTLY BEING PROPOSED

FIG 16. MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018) London Road FIG 21: MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018) NETWORK RAIL (BRANSBY WILSON PARKING) AREA DESIGNATED AS A PUBLIC SPACE CONCEPTS IN THE MASTERPLAN

J13 M5

TERRASCAPES LIMITED A419 TEMPORARY PARKING / MSCP BEYOND MASTERPLAN PERIOD STROUDWATER NAVIGATION NEWLAND HOMES Swindon 37 DWELLINGS, RETAIL UNITS AND PARKING DUE FOR COMPLETION 2020 / 2021

Cirencester

FIG 19:17. DEVELOPMENTS AND SITE PROPOSALS WITHIN CLOSE PROXIMITY TO THE STATION SITE (AUTHOR, 2017)2018) FIG 22:16 AMPHITHEATRE AMPHITHEATRE AND AND EVENT EVENT SPACE SPACE (COTSWOLD (COTSWOLD CANALS CANALS IN IN PICTURES, PICTURES, 2018) 2018)

14 CURRENT TRANSPORT INTERCHANGE

BUS Designated Taxi Ranks Cheltenham Merrywalks Bus Station STATION 9 Stops in a Drive In Drive Out Layout Designated Bus Stops Served mainly by Stagecoach, Cotswold Green N Stroud Railway Station Access is prevented after 18:30 when Short Term Free Parking (20min) Steep Topography (>1:12) the shopping mall closes for the dsy

Designated Delivery Bays Limited Access Times Designated Long Term Parking

A46 3

Gloucester 4-6 min

FIG 16.24: (1)(1) ACCESS ISSUES INFLUENCING THE EASE OF MOVEMENT (AUTHOR, (AUTHOR, 2018) 2018) 4-6 min

George Street

Russell Street <1min SUBSCRIPTION Bath ROOMS Rowcroft 1 <1min A privately owned access, potential access point to the site currently used for parking Cheapside 3

London Road

Only bus replacement services access this side of the station 2 FIG X25.(2) (2) PEDESTRIAN PEDESTRIAN ROUTEROUTE BETWEENBETWEEN STATIONSTATION ANDAND CARCAR PARKINGPARKING (TWM, 2004)2014)

J13 M5

Brunel Mall MSCP STROUDWATER NAVIGATION A419

Swindon

Cirencester

FIG 18.23: THETHE INTERCHANGEINTERCHANGE MOVEMENTSMOVEMENTS BETWEENBETWEEN THETHE RAILRAIL ANDAND BUSBUS STATIONS,STATIONS, TAXITAXI RANKSRANKS ANDAND BUSBUS STOPSSTOPS, ACROSS ACROSS THE THE TOWN TOWN CENTRE CENTRE (AUTHOR,(AUTHOR, 2017)2018) FIG 1626 ((3)3 INFORMAL DROP-OFF/COLLECTION IN THE FORECOURT (AOURT (AUTHOR, 2018)UTHOR ,2018)

15 The Design

1. Introduction

This chapter will help set out the pathway towards developing the proposed plan for the station site, based on the evidence collected and collated over the study period and on previous research conducted locally. This is to help tell Working Culture Focus Groups Smarter Utilisation Scheme Flexibility the story of the station site and explain the rationale for the improvements being suggested.

Design Parameters

These are the factors that will frame the design and delivery of measures across the station Interlinking Agendas site, and can be influenced. Localisation User Focused Revenue Protection

Design Principles

These are the overarching themes that are being proposed to meet local objectives. The design elements relate directly to the principles. Directing Vehicle Movements Organising Parking Provision Creating Equitable Spaces Enhancing the Sense of Place Design Elements

These are the specific, individual measures being proposed for the station site and across the ‘Zone of Influence’ that can be acted upon and delivered. Supporting User Interchange Covering the First & Last Mile Unlocking Social Value Servicing Site Users

16 Design Parameters

1. Introduction 2. Working Culture 3. Focused Groups

There are a number of factors that will influence The constraints and opportunities presented It is obvious that a combination of initiatives; the design of the station site and the delivery of across the station site are well established and varying in scale, cost and complexity, will be proposed improvements over the short- and recognised within local policy discourse. This is required to meet local objectives. This in turn long-term future. It is important to acknowledge reflected in the scale and focus of local objectives demands the committed participation of key these at an early stage so that efforts can be that clearly define the current perceived and stakeholders operating at two distinct levels and made to build resilience and versatility into the future role of the site and its link to the with different drivers for bringing about change: design. surrounding area. Meeting such objectives, however, will require a sound working strategy. • Strategic: concerned with overarching, high-level decision making based around processes and The key to realising long-held aspirations to features. More commercially driven. transform the site is a sound knowledge of how the area works. This will need a cultural shift in e.g. TOC, Local Planning and Highway Authorities the way of working between key partners, a feat that wasn’t achieved previously. Informed • Local: concerned with the grassroots and in dialogue and proactive communication and many ways immersed in relatable projects and collaboration are the only ways to enable actions day-to-day operations/tasks on the ground. and plans to be coordinated over time. e.g. Local Charities, Businesses, Social Groups There is real scope to harness the local energy, talents and creativity in Stroud and fuse this with Collaboration between key partners at and the pragmatism and strategic oversight of the rail between each level is essential to get things industry to direct and coordinate ‘grounded’ done, but their different perspectives are also initiatives in the future. On occasions, this will useful to help with managing expectations over include overcoming contradictions between local what can be achieved. The different tiers for aspirations and strategic priorities such as the bringing about change are also potentially in balance between promoting active travel and conflict: participation and action can and should protecting parking and revenue streams. happen in unison to maximise investments in time and resources. 17 In Stroud, the imperative need to create step- Strategic Planning ‘Station Adoption’ provides an ideal opportunity GFirst Local Enterprise Partnership (LEP) free access across the railway should not distract in Stroud to establish a formally recognised entity from pursuing and meeting other objectives. In to raise and sustain awareness of developments fact, the aim is to encourage a devolvement of at the station and to assist leveraging capital and Local Transport Authority Local Planning Authority responsibility and greater empowerment to Gloucestershire Council (GCC) Stroud District Council (SDC) human resources for delivering improvements in develop complementary initiatives, by a range of partnership with other groups. interested parties, in a coordinated fashion that harmonises with the wider site vision. Neighbourhood Planning Authority This arrangement, through membership of the Stroud Town Council (STC) Association of Community Rail Partnership Combining large- and small-scale initiatives will (ACORP), establishes a base for connecting rail be necessary to achieve stated objectives. This Rail Infrastructure Body National Transport Body and the community to catalyse change and recognises the scope for different partners to be Network Rail 9NR) Department for Transport (DfT) harness local activism, all of which have been involved in and empowered to drive through absent historically, to move plans along. changes. Forming and mediating working groups Train Operating Company will help deliver projects over the long term. This Greater Western Railway (GWR) Membership can open access to professional and is especially the case for the aforementioned financial support from ACORP to help transcend Access for All Lift Facility bridge structure but also for smaller proposals, design stages and aid with the delivery of small- such as planting flowers, over the short term. scale initiatives tailored to the local context and that generate significant ‘social value’ to Station Promotional Material An outline agreement is in place at the strategic complement other ongoing larger proposals. level to establish such a group as a ‘legacy Station Adopter benefit’ of the feasibility study. This is being Creative Sustainability The station adopter should have a strong (Stroud Station Partnership) initiated by GWR on the back of the CCIF affiliation with the area and be well versed in the arrangements and is much welcomed for setting opportunities to forge complementary links the tone of future discussions. This will avoid between proposed rail and area-based projects Permanent Partners Temporar y Par tners plans relapsing and repeats of past to connect the site to the town. Creative disappointments being felt locally across the Sustainability, a local Community Interest Skills Register active community, A new station adoption Residents & Businesses Company (CIC), has been identified as an ideal group will drive day-to-day change at the local (Stroud Station Partnership) candidate to take on this role. level. FIG 27: RELATIONSHIPS BETWEEN STAKEHOLDERS (AUTHOR, 2018)

18 Merrywalks Car Park Brunel Mall MSCP There are many synergies between the work of Creative Sustainability CIC and the objectives of 4. Smarter Utilisation the rail industry which together can be fused to bring about mutual benefits to rail users and the This involves exploring how current land and general public. Their local presence includes: assets could be used more efficiently and flexibly to respond to user demands. It considers both retrofitting existing physical • Involvement with the Stroudwater Navigation features or changing operational practices on Connected project commissioned by Stroud site to move away from ‘fixed capacity’ planning.

District Council (SDC) for restoring the canal. FIG 28: SMARTER UTILISATION OF PARKING (AUTHOR, 2018) This requires thinking about what is within and • The development of an affiliated community beyond the site curtilage across a wider ‘Zone engagement and tourism plan for Stroud to of Influence’ to take advantage of facilities and connect places and people across the town. connections in close proximity to the station, on the premise that both the general public and • The proposed expansion of ‘Access Bike’; a bike rail users use the space provided for car maintenance and recycling service to appeal parking. beyond their core market (children). The ability to better utilise and connect land and • The appeal of developing satellite service assets across the ‘Zone of Influence’, covering Station Car Parking (Growth in Rail Patronage) (Growth locations and developing hire schemes to the town centre of Stroud and Cheapside, will appeal to the tourists and visitors to Stroud. help cater for rail patronage uplift and continued out-commuting from Stroud whilst • The development of brand identity for the future-proofing against the growth in the town, including signage and wayfinding and resident population. London Road the design of promotional material. This should start by identifying underutilised

provision and then identifying operational or Parking Offset • Educational programmes and training courses behaviour-based ‘triggers’ to open up this Walking Access to re-skill jobseekers and adolescents from opportunity and will involve changing land- disadvantaged backgrounds. use patterns (constructively) to influence rail users' travel behaviour in accessing the site.

Cheapside Car Park

19 5. Scheme Flexibility 6. Interlinking Agendas WIDER AREA Proposals and plans have been, and continue to Whether on a macro or micro scale, there is real be, developed across the station site and ‘Zone scope to transcend a detrimental ‘silo mentality’ of Influence’; including the exciting opportunities and realise the vision for the site. This requires an around the Brunel Goods Shed, a new cultural appreciation of how the station site currently hub and events venue for the town. It is crucial to works and relates to the ‘Zone of Influence,' and Freight consignment Links to tourism & recognise these locally grown initiatives and to consolidation of other change agendas to plan loaded in a LGV/HGV cycling improvements incorporate them into the area vision. for existing and prospective rail users .

It has been recognised that change will occur Proposals have to consider and address a host of incrementally. A pragmatic approach, following external influences that originate beyond the the ‘grain' of ideas, is best designed, seeks to station curtilage but which have a profound unite creative energies and minimse resistance impact on how the site works. This may include

Enters dense and Cross promotion of FIG 29 INTERLINKING AGENDAS (AUTHOR, 2018) from other interested parties. changing local freight dynamics and simplifying sensitive, urban area cycle-rail locally complex, sensitive taxi licensing arrangements to aid operational efficiency onsite.

The phasing plan for developing the site centres Developments across the station lease area can on this very notion, but due to fragmented and be positioned to catalyse change. Narratives complex landownership and use across the site, formed around active travel, for example, to Arrives near the drop Facilities used for hire there is a need to hardwire versatility into enhance the cycle-hire offering, can be further point at peak period and personal bikes designs to overcome barriers and respond to shaped to 'add value’ whilst still adhering to proposals abutting the station site. existing aspirations and policy.

Therefore features that hold weight over time will ‘Joined -p thinking’ across stakeholder agendas be prioritised. These will include operational and being responsive to wider agendas can have changes as a first step or alternative option to a constructive and mutually beneficial influence Blocks access and limits Invest in secure cycle structural initiatives (at least initially). It is the on how the station site functions. This will sightlines in forecourt parking at the station belief that a pragmatic design can more easily enhance the ease by which different rail users gain consensus across the rail industry and can undertake seamless door-to-door journeys. STATION SITE overcome anxiety.

20 7. Localisation 8. User-Focused 9. Revenue Protection

Plans should seek to harness the energies of an It will be necessary to think beyond physical and One of the prevailing factors influencing future engaged, creative and resourceful resident often costly interventions to remedy current station design and delivery at Stroud is the need population, forging links and relationships in the constraints onsite and to improve the rail-user to balance the statutory obligations of the rail community and harvesting creative and talented experience. The issues identified at the station industry, planning and highway authorities with individuals to shape the site services and the will not all be solved by building more tangible the potential financial implications and incurred physical environment. This can create virtuous objects. responsibilities of future designs on funding and cyclical benefits locally whilst boosting the streams and vested interests. overall rail-user journey experience. The need for local authorities, during an age of fiscal austerity, to continue providing public and Part of the ‘localisation’ effect is based on the As opposed to immediately designating land and social benefits under financial constraints, can premise that formal and casual operational space to specific functions, emphasis instead affect the viability of designs that incur arrangements can be made between GWR, NR could be placed on changing the way existing significant capital and revenue expenditure. and local partners to create a localised supply spaces are being utilised and how rail users Inevitably, any changes to land assets, such as chain. This is typical of station-adoption interact and relate to the setting. There are ways parking, that generate wealth, can therefore be activity, with interest being expressed locally in in which to prevent the need to ‘build in’ challenging. ‘doing something’ with a place in which Stroud provision, by catering for different activities in Similarly, other key stakeholders, such as GWR, takes civic pride. more multifunctional spaces that can be adapted who must subscribe to pre-defined franchise during different times for different uses. obligations laid out at the start of their tenure (as Priority can be afforded to incorporating local, station leaseholders), will wish for a return on any innovative transport initiatives, such as Stroud Proposing a mix of physical, operational and investment and reassurances that changes to the Car Club, into the expansion of onward journey behavioural changes offers a more holistic site will not have detrimental financial impacts. options for rail users, to fill gaps in the current plan to support different users' needs. For rail offering to rail users. This is over the first & example, static information displays at the It is proposed that the loss of revenue via last mile and across the station site during access points can assist users to a certain current land uses (e.g. parking), be offset by waiting periods, to ensure the fruits of extent in making decisions, but human introducing lease and licensing arrangements investment support local prosperity. presence at the station can reassure and guide that would be more conducive, not people to a destination without the initial contradictory, to fulfilling statutory obligations capital cost. and meeting objectives.

21 The Plan

1. Introduction

STATION SITE FUNCTIONS (PROPOSED) Two separate plans have been envisaged for the station site. This is due to the challenges faced in determining the feasibility of key proposals CHANGES IN THE PLAN LINK MODEL for the site with the rail industry. There is no preferred model: two different designs have ECOTRICITY been developed to safeguard against creating a vision for the site that is not deemed workable.

Both plans encompass the ‘Zone of Influence', with the creation of a secondary, vehicle access route past the Brunel Goods Shed, along railway LONDON ROAD land, being the marked difference between the two options. The outcome of negotiations with the rail industry will help determine the choice, The revised functionality across different parts of the site, will not differ tremendously. STROUDWATER NAVIGATION

The two options, Plan LINK and Plan CIRCLE, pay equal attention to unlocking opportunities onsite and overcoming challenges, but differ to the extent of creating a ‘sense of arrival’ across a specific part of the site, the station forecourt, FIG 30: SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018) depending on the provision of a one-way FORMAL VEHICLE / PEDESTRIAN ACCESS POINT NEW FORMAL ACTIVE TRAVEL ACCESS POINT system or turning circle. A third option, Plan HYBRID model, fusing the two, could also be FUTURE VEHICLE / PEDESTRIAN ACCESS POINT ASPIRATIONAL ACTIVE TRAVEL ACCESS POINT NEW FORMAL PEDESTRIAN ACCESS POINT explored.

22 PLAN LINK PLAN Curr Prop Letter Description

6 5 A Taxi Bays (GWR Licensed Vehicles)

N 1 10 B Short Term (20 min.) Parking Bay

4 4 C Standard Disabled Parking Bays

141 51 D Standard Long Term Parking Bays (exc Smart Bays)

0 13 D1 Smart Bays (Long Term Parking initially)

0 10 D2 Premier Parking Bays (Long Term Parking initially)

0 2 D3 Delivery & Service Bays

0 5 D4 Kiss & Drop Bays (Initially before Bus Stops)

0 3 D5 Designated Bus / Third Sector Bays

6 1 E Informal Parking Bays (Peacocks & Weatherspoon's)

9 9 F Unmarked Parking Bays (Imperial Hotel)

7 7 G Private Car Parking Bays (SVA) inc Disabled)

40 0 H Private Car Parking Bays (Bransby Wilson)

94 94 I Stroud District Council Parking (Network Rail Lease)

0 8 J Short Term ‘Flexi Bays’ (Russell Street & Kings Street)

308 222 Total FIG 31: PLAN LINK INDICATIVE OPTION (AUTHOR, 2018) (AUTHOR, OPTION PLAN 31: FIG INDICATIVE LINK

23 PLAN CIRCLE PLAN Curr Prop Letter Description

6 5 A Taxi Bays (GWR Licensed Vehicles)

N 1 10 B Short Term (20 min.) Parking Bay

4 4 C Standard Disabled Parking Bays

141 51 D Standard Long Term Parking Bays (exc Smart Bays)

0 13 D1 Smart Bays (Long Term Parking initially)

0 10 D2 Premier Parking Bays (Long Term Parking initially)

0 2 D3 Delivery & Service Bays

0 5 D4 Kiss & Drop Bays (Initially before Bus Stops)

0 3 D5 Designated Bus / Third Sector Bays

6 1 E Informal Parking Bays (Peacocks & Weatherspoon's)

9 9 F Unmarked Parking Bays (Imperial Hotel)

7 7 G Private Car Parking Bays (SVA) inc Disabled)

40 0 H Private Car Parking Bays (Bransby Wilson)

94 94 I Stroud District Council Parking (Network Rail Lease)

0 8 J Short Term ‘Flexi Bays’ (Russell Street & Kings Street)

308 222 Total FIG 32: PLAN CIRCLE INDICATIVE OPTION (AUTHOR, 2018) (AUTHOR, OPTION PLAN 32: FIG INDICATIVE CIRCLE

24 Design Principles

1. Introduction 2. Directing Vehicle Movements

The design parameters set out in the previous This is the most pivotal principle for triggering With ongoing parking consultation re- section help frame the context for which the spatial retrofits and creating enhanced gateways. assessment taking place across the District, there following principles have emerged to guide the This involves channelling vehicles around and is an opportunity to rename town-centre car spatial vision for the station site. These provide away from sensitive environmental and ‘human’ parks using cardinal directions as advised in the the rationale for the specific details of the plans settings to peripheral roads and car-parking URBED Evening Economy Action Plan. This will and the particular elements being proposed. sites. The focus shifts then to improving further assist with creating parking ‘legibility’ as connections to the station and key town -entre drivers, especially visitors, accessing the town The principles that have been identified are all trip attractors. The options for influencing vehicle can view the live availability of capacity across all working towards achieving incremental change routing and reducing the wasted journeys parking sites combined with the location of the and are mutually beneficial to supporting better resulting from opportunistic parking behaviour parking. places and guiding the increased use of rail over are as follows: Providing live parking capacity, can help spread the short and long term by residents and visitors. • Installing Visual Messaging Systems (VMS) at trips to underutilised locations, namely Brunel strategic, decision-making ‘nodal’ locations Mall MSCP, and help to future-proof patronage along the key arterial routes (A46, A417). growth by alerting users during their journey. This includes catering for off-peak rail users and • Better-placed, improved directional signage triggering a shift in the utilisation and role of for car-parking sites in conjunction with a live other more productive spaces on the railway site. parking website/mobile-based application. Long-term aspirations to connect this parking The above relates mainly to long-term parking site, within 400m of the station access points, by sites and will require Automatic Number Plate ‘opening the back door’ have been repeatedly Recognition (ANPR) software or parking sensors delayed, in large part owing to concerns about being installed to update ‘live’ spaces. VMS also covering the operational costs incurred by have a wider applicability by being particularised extending the opening times to cover ‘rail user’ to advise on routing during specialist local periods, as well as about the suitability of events and to help guide freight-based pedestrian connections through to the main movements. station building.

25 CURRENT CONGESTION POINTS CURRENT TRAFFIC FLOWS However, much of the congestion and conflict (PEAK PERIODS) (PEAK PERIODS) between different users around the forecourt, where the issue is most pertinent, result from opportunistic drivers seeking short-term (30 mins), free parking along Station Road. Realising, upon entry, that there is inadequate capacity, users either react in a knee-jerk fashion or slowly re-evaluate, both in the context of passing

Station Site Station Site pedestrians and cyclists.

Part of the solution is to remove short-term parking, eight spaces, from Station Road and partly redistribute these across peripheral sites adjacent to town centre access points at Corn Hill

FIG 33 CONGESTION HOTSPOTS (AUTHOR, 2018) FIG 34 LOCAL VEHICLE MOVEMENTS (AUTHOR, 2018) (location of two taxi bays as proposed in the PRS, 2009), London Road (two former taxi stops next

LOCATION OF MEASURES to Ecotricity) and (ideally) District Council car- VMS parking locations, to consolidate provision and prevent against creating ‘dead end’ routes. Peripheral Car Parking Sites (SDC)

Nearby Private Car Parking Site The redistribution of short-term parking spaces

Congestion Points (Medium / High) and the nature of vehicle movements in the area are intertwined. In the context of Station Road VMS Main Road Minor Route and its confluence with Russell Street, the Traffic Flows (High, Medium, Low) reduction in vehicle traffic will enhance Station Site VMS Visual Messaging Systems (VMS) conditions for the essential expedition of services VMS Directional Signage and goods within a central area and facilitate Unlocking Brunel Mall MSCP access to the station. A separate freight note has Removing Short Term Parking also been developed (Appendix 3).

VMS FIG 35 VMS AND SIGNAGE LOCATIONS (AUTHOR, 2018)

26 3. Organising Parking Provision Location and Type of Station Car Parking Short-Term Parking

Inevitably, any conversations concerning traffic The layout of parking across the whole site is The desire for additional short-term parking at the management must include access to parking founded on de-concentrating and relocating station was expressed by the same rail users as provision - a contentious subject and the fixation standard, long-term parking towards the rear of wished to create safer pedestrian routes and of many to the detriment of the wider transport the car-parking areas to prioritise short-term reduce user conflict and traffic volumes across the picture in Stroud. The opportunity costs parking and ‘smart bays’ closer to the station station forecourt. These factors are not mutually associated with such premium space being building access points. This creates legibility and reinforcing. Attention has been paid towards reserved for static vehicles cannot be overstated; leverages support for enhancing connections catering for the different types of short-term much can be achieved by using the space for between parking sites and station access points. parking required, but both on site and off. more productive purposes. Smart management of existing car-parking provision is required. This is pertinent in the forecourt and along the Designated provision available to rail users being gateway towards Hill Paul, where ‘smart bays’; dropped off or collected has been provided at The plan proposals are founded on popular featuring a combination of car club, car-share, Cheapside outside key pedestrian desire lines opinion, expressed through survey feedback, electric-vehicle and disabled parking bays, have and within a 50 m radius of the access points. This indicating a need to diversify the parking offer to been designated over the longer term to enables users, particularly those carrying heavy cater for different user needs, particularly for maximise ease of access and service visibility. baggage, to easily transfer between travel modes. short-term stay and the increasing numbers of Consolidating ‘smart’ parking provision places Twenty minutes is a standard duration electric vehicles. To attain this vision will require where there arefewer vehicle manoeuvres is applied across other GWR short term car parks. making changes to the current parking layout to designed to reduce the likelihood of user conflict. create better legibility of these options. This model has the potential to de-concentrate In reality, there are challenges with managing current drop-off/collection and displace vehicles The parking model being proposed also makes competing interests; the long lease on the land lining up along the historic, listed station building. efforts to accommodate and unlock parking abutting the Imperial Hotel means that However, rather than designating bays in the opportunities at the station and across the developing a genuine ‘station square’ would be forecourt and simply moving the opportunistic ‘Zone of Influence’ whilst managing user challenging . In other areas, the requirements for parking behaviour witnessed on Station Road to an expectations as to where they can park at NR to gain trackside access or for service vehicles area that is even more confined, the utilisation of certain times. The plan unashamedly adheres to to park, must be considered within the forecourt ‘flexi’ bays across the ‘Zone of Influence’ can the traffic hierarchy by prioritising active travel and ‘Brunel Goods Yard’ proposal. support kiss-and-drop/collection activity. users at all times.

27 LOCATION OF PARKING AND TYPE CIRCLE) (PLAN

IMPERIAL HOTEL

N

A trial of short term bays (20 mins) is initially recommended to assess the movement of vehicles and user conflict in this area and the overall workability of this option. MICHAEL GAMBLE FUNERAL DIRECTORS

‘Smart Bays’ can be easily recognised and are located near crossing locations, access points and seating (inclusive to all) .Located to avoid user conflict and vehicle manoeuvres. Temporary platform over redundant bay and parking spaces switched to a vertical alignment to cater for ‘small cars’ and reduce pinch point. Edible garden moved along the pathway.

Premier

Premier

Kiss & Drop / Collect

The provision of short term bays (20 mins) to cater for kiss and collect activity and users with heavier baggage. The bay Herringbone style is a space saver; enabling vehicles to locations avoid user conflicts and slow turning speeds. circulate around the periphery of the site and unlocking the scope for a taxi rank to be developed without losing bays.

HILL PAUL BUILDING FIG 36: ON SITE PARKING CHANGES (AUTHOR.2018) CHANGES PARKING SITE ON 36: FIG

28 Parking across the ‘Zone of Influence’

To cater for specific types of kiss-and-drop/ BAYFLEXI CIRCLE) CONCEPT (PLAN collect activity whilst simultaneously offsetting user congestion in the station forecourt during peak rail periods, ‘flexi bays’, within a 400m radius of the station access points, are being N GEORGE STREET proposed along Kings Street and Russell Street using current delivery and/or short-term parking Rail users are dropped off or collected at four ‘flexi ‘ bays bays (for the public and taxi operators) during defined periods to avoid entering the forecourt. respectively. The bays are enlarged to allow doors to open easily. This change would result in the general public KINGS STREET being able to use the bays for a short duration (5 mins) from 07:00 - 09:00 and 17:00 - 20:00 with LLOYDS BANK The connection between the bus station, town centre and flexi bays with the station, is improved by slowing delivery functions still being able to take place vehicle speeds and reducing crossing distances. strictly outside the ‘shoulders of the day’ on Kings Street. This will require local business RUSSELL STREET suppliers to re-time journeys to avoid creating or experiencing congestion during peak periods.

The proposed re-alignment of bays along Russell Street serves not only short-term drop-off and collection activity (left-hand-side opening), but

ROWCROFT enables front-door deliveries to be made based IMPERIAL HOTEL on business feedback. Creating grade-level conditions, by amalgamating parking into Short term parking bays along Russell Street, switch footways, will assist with loading and unloading. sides to allow easy access to front doors. The ‘kink’ in the road also slows vehicle speeds near Station Road. The TRO changes required would still permit taxis to continue waiting in the bays, but just

from 20:00 instead of 18:30 each evening. (AUTHOR.2018) TOWN THE ACROSS CONCEPT BAY FLEXI 37: FIG

29 Quality of Station Car Parking

To achieve ParkMark accreditation and the highest 1 2 standards of design to comply with DfT Design Standards for Accessible Stations guidance, the plan proposes making subtle improvements to the transition between parking areas and station buildings. This is also especially important for encouraging people to walk the first and last mile from and to the station. FIG 38 POOR SURFACE COURSE IS A TRIP HAZARD (AUTHOR, 2018) FIG 39: USING PEDESTRIAN CORRIDORS AND OVERKILL LIGHTING (AUTHOR, 2018) PARKING IMPROVEMENTS To dev elop these links, par ticul arly between the station and Brunel Mall MSCP, DfT guidance RUSSELL STREET note C1a (p.25) and Policy E1.F (p.45) states the LONDON ROAD N ‘expectation’ of connections between the station and facilities reaching outside the lease area, to meet the standards outlined in the code. This IMPERIAL HOTEL should be built into any contractual reviews for the Bransby Wilson site and used to leverage ROWCROFT support for this intervention in the short term. 1 2 Subtle enhancements to lighting, particularly around the ‘dead’ parts of the site (those BRUNEL GOODS SHED experiencing less traffic and footfall, such as the Brunel Goods Shed) will help with navigation and overcoming substandard surface conditions. Reflective lighting and pedestrian corridors, as Parking bay dimensions will be applied more uniformly well as overspill lighting from local activity, can across the site to adhere to minimum standards. This CHEAPSIDE will help to maximise space on site.

help initially remedy issues of safety and security. HILL PAUL BUILDING (AUTHOR.2018) PARKING OF QUALITY THE ENHANCING 40: FIG

30 Car Parking Capacity

(30 Spaces) (20+ Spaces) The parking at Cheapside, amounting to 193 Parking-bay dimensions will be applied more The re-alignment of parking bays is still to be confirmed spaces overall (outside the station site), is the uniformly across the site to adhere to minimum but extra space could be afforded by creating a single preserve of SDC, who have expressed their desire standards. This will help to maximise space on site. access point for car-park users and Terraspace activity. to retain current (levels) of parking provision both on their land and across the area leased REORGANISING PARKING from NR in the immediate future. The parking serves as a key overflow area for rail users and staff from Ecotricity, the towns biggest employer. N (+30+ Spaces) The proposed changes to the parking Loss of surrounding parking will create demand alignments at Cheapside, to incorporate a for Brunel Mall MSCP which will cover the costs public-transport ‘island’ adjacent to the Hill Paul of extending operational times/running costs building, will result in a loss in parking at the station and immediate area, impacting on GWR HILL PAUL BUILDING and SDC revenue streams. The following mitigation measures have been proposed in this case: • NR or SDC purchasing the land occupied by FROMESIDE INDUSTRIAL ESTATE Terrascapes for general public use (and potentially SDC relinquishing bays to GWR) STROUDWATER NAVIGATION

• Re-organising parking across Cheapside to

maximise available space for more bays .2018) SURVEY (ORDNANCE CAPACITY PARKING REVISING 41: FIG across current SDC-owned and leased land.

(10-12 Spaces) (20+ Spaces) • Extending opening times of Brunel Mall This parking area (currently SDC) will need to be revised The owners of former coal yard, Terraspace, are open to MSCP to 24hrs or 07:00-20:00 to cover rail to enable vehicle access to Hill Paul. This could be selling the land. This could be turned to surface and later service peak periods and town footfall period allocated for paid permit users; under NR/GWR or SDC. decked parking (dependent on access) by NR or SDC.

31 Pricing Strategy for Station Car Parking 4. Creating Equitable Spaces Access for All Lifts and Footbridge (Physical)

To help prevent parking in close proximity to 'Equitable spaces', in this context, alludes to the Developing a structure to support step-free the key access points to Platform Two and to provision of facilities and services to support the access over the railway is a contentious and cover revenue loss through creating a new, mobility and sensory requirements of all rail sensitive subject. The spatial plan safeguards seamless transport interchange (as favoured by users, beyond the stereotyped image of a the land to enable both available options to stakeholder workshops), a designated ‘premier disabled person associated with a disability come to fruition depending on changing parking’ area and permitted system is proposed (wheelchair user). The range of inclusive mobility timescales and funding. The rationale is that charges users a premium for the privilege provision proposed seeks to serve the interests provided in Appendix 3. of proximity and access to a defined parking of all users; based on local evidence and national Stage One: Short-Term (Lease Area) Timescale: 5-10 years = £2-3 area. design standards. million This would total xx spaces and takes inspiration The proposals outline the need for a combination • Retrofitting the existing bridge structure with from other key stations across the UK network of developments to take place over the short and two glass (or wooden-clad) lift shafts located, (e.g. Thameslink) where spaces are reserved and long term to deliver an accessible station. There one on each platform, within the lease site funds recycled into covering the costs of are a number of factors that dictate the delivery introducing adjacent, free short-term bays and of physical schemes, which often pivot around • Leveraged through DfT Access for All (AfA) new parking arrangements. The station car- theavailability of funding, yet this should be no funding and a combination of townscape parking prices would continue to parallel those barrier to overcoming discriminatory conditions. funding e.g. Railway Heritage Trust (RHA) set by SDC at locations abutting the station site for long-stay durations (beyond four hours). Operations User Need Stage Two: Long-Term (Connected): Timescale: 10 - 20 years = £500k - £1 million Permitt ed, premier parking, where applied at Timescales Cheapside, can be piloted to observe uptake • A freestanding ramp and viewing platform over Lined to whilst the movements of vehicles should also be Measure Influences Funding railway land bridging the gap between future monitored during this period to note how Depending on Depending on developments and Russell Street. limiting access reduces the concentration of traffic around the foot of the Hill Paul building. • Leveraged through developer section 106 / Premier parking could be introduced along the Physical Local Context Community Infrastructure Levy (CIL) funding Golden Valley line to cater for new increased from Cheapside / Fromeside and LEP/GCC. uptake. Influences choice of FIG 42 DECISION-MAKING TREE (AUTHOR,

2018)

32 STAGE ONE STAGE TWO

FIG 43 GLASS LIFTS PROVIDE ‘EYES OVER THE STREET’ AND TIE INTO THEIR SURROUNDINGS (AUTHOR, STANNAH LIFTS (2018) FIG 44: (LEFT TO RIGHT) DESIGN INSPIRATION FOR VIEWING PLATFORM AND BRIDGE LANDING STYLES (AUTHOR, 2018) ACCESS FOR ALL STRUCTURES STAGE TWO

A viewing platform will enable sufficient clearance for future electrification and Overhead Line Equipment (OLE) N and will ‘land' next to new developments

ROWCROFT STAGE ?

STATION ROAD STAGE ONE

BRUNEL GOODS SHED STATION BUILDING

A third, modular ‘Access for All' facility has been future-proofed into the Brunel Goods Yard design using a freight container. This is TBC.

Parking Area / Future Development FIG 45 LOCATION OF ACCESS FOR ALL STRUCTURES (AUTHOR .2018) (AUTHOR STRUCTURES ALL FOR ACCESS OF LOCATION 45 FIG

33 User Assistance (Operational)

Whilst the physical infrastructure at the station is Weekday 07:00 09:00 17:00 20:00 Saturday 09:30 11:00 16:30 18:30 Peak Period Peak Period Peak Period Peak Period the priority for investment, a suite of operational Footfall Footfall and smaller-scale measures is proposed to assist the rail-user experience and overall site 00:00 12:00 24:00 00:00 12:00 24:00

accessibility. These comprise the following FIG 46: HUMAN PRESENCE WDAY (AUTHOR, 2018) FIG 47: HUMAN PRESENCE SAT (AUTHOR, 2018) Goods Shed Cafe (06:00-11:00) Goods Shed Cafe (07:00-11:00) measures over the short term:

GWR Staff Members (06:30-18:00) GWR Staff Members (07:30-14:30)

Current Situation Current Situation Current

Monday - Friday Friday - Monday Saturday • Equalities and Personalised Travel Planning

(PTP) training to GWR station staff to tailor Goods Shed Cafe (06:00-11:00) Utilisation of the room Goods Shed Cafe (07:00-11:00) Utilisation of the room the advice and support to rail users including GWR Staff Members (06:30-18:00) GWR Staff Members (06:30-18:00) mobility support on a request basis.

Incubator Business Units (08:30 - 17:30) Incubator Business Units (08:30 - 17:30)

Proposed Situation Proposed Situation Proposed

Monday - Friday Friday - Monday Saturday

• Light-touch PTP and station-safety briefing to New Station Taxis (24hr) New Station Taxis (24hr) station tenants to assist with onward travel support and to aid station users at times of emergency outside manned hours. An immediate case is made for updating current There are further short-term, quick measures to station-site information provision to comply assist rail users and provide an increased • Opportunity to develop a pastor scheme, in with National and European standards human presence at the station to cover peak conjunction with tourism gateway facility, to (Appendix G): periods: assist late-night commuting, in conjunction • Revising ‘alternative routing’ posters based • Extension of 'Station Friends’ scheme; local with boosting the night-time economy. on a feasible course (with inclusive mobility businesses willing to offer refuge/facilities provision) and taxi-operator contacts. during prolonged waiting periods. • Extension of GWR staffed hours to cover peak periods or alternatively boosting the • Relocation of ‘alternative routing’ posters to • Installing ‘Harrington Humps’ on platforms to human presence at the station by utilising the site-access points; within the horizontal assist PCG rail users when boarding/alighting redundant station rooms (and waiting rooms). plane of vision along footfall routes. HSTs outside manned hours.

34 Wider Inclusivity Notable Themes

Seamless gateways, employing a suitable blend • Ensuring mobility provision is intertwined, of surfaces, materials and clearly located street seating with backs must be adjacent to furniture, will help stitch together the parts of disabled car parking, signage and crossing the town centre and help reduce user conflict in points to cater for ‘stop and start’ journeys. these areas and the vulnerability felt by users. • Providing bunched ‘smart bays’ to ensure EV Emphasis is placed on retaining grade-level, points can be used by disabled rail users and flush concourse and crossing surfaces to enable disabled bays overlooked by station staff informal and formal crossing to take place with sensors used to aid enforcement. across the main gateway/access points including reducing crossing distances, installing a mix of • Ensuring that street furniture is outside key inclusive provision (tactiles) and providing routes desire lines, including the columns of the that follow people's desire-line pathways. proposed entrance canopies. These will visually contrast to aid pedestrians and road As implied in the Street Furniture Palette (SFP) users to avoid collisions (the latter with and Stroud Public Realm Strategy (PRS), gateways bollards). should be sensitive to context and scale with a • As someone associated with a PCG has need to select footway materials with sufficient indicated, the provision of defined, well-lit traction and texture, and with a colour that pedestrian concourses around the station visually contrasts with the carriageway. Legibility buildings, transport interchanges and is crucial. Brunel Goods Shed will aid accessibility. As there is no tradition of kerbs, and in the light of DfT announcements that shared-space • Designating accessible taxi set-down and schemes can be problematic for partially pick-up points and a bay for Third Sector sighted users, emphasis has been placed on services directly outside the station access selecting a mix of lighting and suitable tactiles point at Cheapside, adjacent to seating, will as well as reviewing signage across the site to make travel more attractive for such users. aid orientation.

35 5. Enhancing the Sense of Place Local Distinctiveness: Historic Context Local Distinctiveness: Street Materials

A ‘sense of place’ is the term used to describe the Creating a ‘sense of arrival’ can be achieved by • Investing in robust, quality, locally sourced emotions that are experienced by spending opening up the existing heritage and cultural footway materials, namely Yorkstone paving, time in an area and feeling its character and assets on display and playing on the existing as recently installed along the High Street in identity. There is potential to build on the sense townscape features. The plan proposes 2017, to blend in with the Cotswold stone. ofacross place the station site by improving how the bringing out the best in what already exists: the area looks and is perceived. Imperial Hotel, Brunel Goods Shed and station • Investing in timeless street furniture design buildings. with a contemporary twist that hints at the To influence the ‘imageability’ of the station, the site's industrial and historical significance. Enhancing the sense of place will involve the way in which people form a mental picture of a Pastiche, plastic designs to be avoided. blending of two interrelated ingredients on site setting, the ‘Forecourt’ could be renamed as the and upping their scale: ‘Station Square’ and ‘Station Road’ as ‘Station • Recycling or mirroring, where possible, the Street’; These imply a change from being use of current street furniture, such as unique • Local Area Vitality: the activity level taking functional to becoming more inviting places. bollards designed and made locally, to create place in the area, creating a ‘buzz’. visual consistency and local connection. The ‘invitation’ extends to creating an outdoor • Local Distinctiveness: the settings cultural refreshment facility, adding green infrastructure • Reducing street clutter, such as signage and value and historical/architectural significance. and opening up the facades of grand buildings advertisement displays around the station to wider appreciation. This encourages rail users, buildings and installing a mix of obelisks, By exposing the significance of the setting and its and the general public, to spend more time in fingerposts and markers for wayfinding. cultural value, more activity is likely to: the vicinity and to interact with the surroundings. • Creating an intuitive environment; where the • Increase perceptions of safety and exposure The spatial plan takes inspiration from the Stroud size and shape of streets create a ‘design of rail/local businesses to a wider audience. PRS by seeking to create visual cohesion between speed’ for vehicles and where there is a the site and adjacent streets to aid orientation ‘natural’ flow to the canal and town centre. • Benefit rail-user experience and boost and decision making and covers the use of revenue through patronage uplift. materials, the scale and location of features. ( Information in the Street Furniture Palette)

36 1 Exposing the facade of the Imperial Hotel and outdoor The Brunel Goods Yard proposal, harnessing the historic refreshment area that overlooks the ‘square’ as well as fabric of the site such as retaining walls, railway tracks the listed former station master's house. and the Goods Shed itself to create a distinctive place. LOCAL DISTINCTIVENESS

RUSSELL STREET

N FIG 48: LEGIBLE GATEWAY TO THE TOWN CENTRE (AUTHOR, 2018)

2 IMPERIAL HOTEL

ROWCROFT 3 2

BRUNEL GOODS SHED

FIG 49: STATION ‘SQUARE’ (PLAN CIRCLE) OPENING (AUTHOR, 2018) Explicit Features that add to local distinctiveness 3

Implicit Features that add to local distinctiveness

1

CHEAPSIDE FIG 51: BUILDING ON KEY STATION ASSET POTENTIAL (AUTHOR.2018) POTENTIAL ASSET STATION KEY ON BUILDING 51: FIG

HILL PAUL BUILDING

A seamless, grade-level access point steers attention Connecting the Brunel Goods Shed to the rest of the away from housing purely on vehicle traffic to the Hill site by means of a distinctive pathway and defining a FIG 50: CONNECTION TO BRUNEL GOODS SHED FROM RUSSELL ST (AUTHOR, 2018) Paul building and the lure of the canalside further larger space for people to use to dwell within the afield. setting.

37 Local Area Vitality: Increased Activities Local Area Vitality: Local Stewardship

There is a real opportunity to take advantage Change can happen rapidly by harnessing the of the town centre's proximity to the station. energies and skills of the resident and business More casual 'dwelling' activity and passing community who have expressed an interest in Patronage Growth footfallpositively will influence the site dynamics and change personalising spaces. Fostering this interest will how the area is perceived. This has the benefit of help connect people with place to improve the bring rail closer to the community. This includes: site's visual amenity and includes: More Footfall The ‘Allure’ of Rail Boosts Image

• Exposing the existing outdoor refreshment • Building on initial interest by neighbouring area and building facade of the Imperial businesses to install planters and green Hotel to increase informal surveillance over infrastructure along blank facades and Station Exposure the site and boost hotel footfall levels. railings to soften the landscape.

Local Area Vitality Local Distinctiveness • Providing seating across the ‘Station Square’ • Encouraging signage and certain footways and points where people are encouraged to and street furniture to be crafted locally and stay for a while as part of creating a for these to be engaging as pieces of work in welcoming and vibrant gateway. their own right .

• Countering past complaints of antisocial • Alerting more residents to the presence and Local Stewardship Activities Increased Materials Street Historic Context behaviour around the Brunel Goods Shed expanded role of the station via adoption Sense of Place by increasing the flow of people through activity and the use of the station rooms as the area to car parks during the day and well as the station garden. night. • The development of artistic studios around • Sourcing local products and arranging local Attracts Interest the Brunel Goods Shed, will sustain activity competitions to commission public art (e.g. during different times of the day in what is murals) and key elements of the site such as presently an enclosed, ‘dead’ part of the site. signage and walkways (e.g. Paint the Plank).

Stroud Prosperity FIG 52 SENSE OF PLACE OF SENSE 52 FIG (AUTHOR.2018)

38 1 Providing more seating and a pedestrian concourse, will ‘Brunel Goods Yard’; a mix of multifunctional space, artist enable people to dwell to await a lift or just to spend studios and a through connection to and beyond Brunel time in a picturesque setting. Mall MSCP , will transform vitality levels (day and night). LOCAL VITALITY AREA

RUSSELL STREET

N FIG 53 STATION 'SQUARE' SENSE OF ARRIVAL (PLAN LINK) (AUTHOR, 2018)

2 IMPERIAL HOTEL

2

ROWCROFT

1 BRUNEL GOODS SHED

3

FIG 54 STATION ‘SQUARE’ (PLAN CIRCLE) OPENING (AUTHOR, 2018) Routes between the site and immediate area 3 Current local area vitality

Proposed local area vitality

CHEAPSIDE HILL PAUL

BUILDING (AUTHOR.2018) SITE ON ‘LIFE’ MORE CREATING 56 FIG:

Another route option is provided from Russell Street to Improving permeability and links between London Road, the station site and onwards to Brunels Goods Shed. This Brunel MSCP and Russell Street, will add footfall leverage also links to the Subscription Rooms and Town Centre. the venues prominence and offset anti social activity. FIG 55 INDICATIVE DESIGN OF BRUNEL GOODS YARD (AUTHOR, 2018)

39 6. Supporting User Interchange

Stroud station has limited, designated provision Creation of a conventional taxi rank (three spaces) and Upgrading the quality of footways and crossing points for supporting seamless multi modal and multi- drop-off/collect accessible taxi location (two spaces) would be a pre-requisite to 'intuitive' connections between overseen by a new resident station taxis commercial bus-rail stations/stops and would require joint working. leg journeys for both public, private and third- entity. sector transport services. To cater for future TRANSPORT INTERCHANGE Services rail-heading activity in the future and the 61,67 RUSSELL STREET viability of linked trips, a co ordinated approach Services Walking 1-2 min, 8A, 8B, 40, 54,54A, 61,69,229,230 will be required to tackle historic integration N issues. Walking CONNECTED TRAVEL KEY CONSIDERATIONS 1-2 1min, IMPERIAL HOTEL

ROWCROFT

Public Transport (Bus) Physical Site Location BRUNEL GOODS SHED

Potential Services 3 63,64,67 (Stagecoach) 1

2

Third Sector (Not Profit) Connections to Station 1

CHEAPSIDE FIG.57:: INTEGRATED TRANSPORT PLANNING TRANSPORT (AUTHOR.2018) INTEGRATED FIG.57:: HILL PAUL BUILDING

The relocation of the current bus station was quickly rejected The island and feeder services are tailored to rail users and due to spatial constraints near the site and congestion concerns positioned to reduce pressure around site pinchpoints. The Private Operators (Taxi) Services & Promotion near Wallbridge by Bus Operating Companies (BOCs) and residents. number of bus bays can be later expanded to meet demand.

40

KEY CONSIDERATIONS Services & Promotion CONNECTED TRAVEL Physical Site Location Connections to Station

The scope to support feeder bus links from across the Enhancing the connections between the station and Plans to enhance bus-rail integration are in keeping with station catchment area, has instead been recognised; existing bus-stop provision, located on Russell Street LTP guidance by proposing joint bus-rail, Real Time due to the ease of switching service routing and the and Kings Street, would be a prime cross-cutting Information (RTI) displays at both bus and rail stations compatibility of the vehicle fleets used by Stagecoach objective; serving to improve bus-rail integration, and e-ink displays at bus stops within 400m of the rail and Cotswold Green to navigate the constrained site enhancing the ease of access to the town centre and station. This is alongside the expansion and promotion Public Transport (Bus) setting. This has cumulated in a ‘transport interchange future ‘flexi bays’. Protecting bays against abuse, will be of PlusBus ticketing (for both BOCSs) through identified ‘island’ (that also doubles as a covered walkway). necessary through the use of kassell kerbing and clearly tourism and resident-based programmes and outlets. demarcated bays.

An understated part of the local ‘transport mix’ whose The provision of kassell kerbing on the island, enables There is real scope to explore bespoke shuttle services potential to provide shuttle services and local presence step-free access to be made whilst safeguarding the serving the station across the Stroud Valleys (based on has been considered in the design. The allocation of a space against misuse. Sufficient room has been provided GCC ANPR data and the Haslemere Feasibility Study) Community Transport (CT)/Minibus bay on the transport for rear access to be granted based upon the fleet used and for onward travel information to feature a greater island, adjacent to the main access point, is driven by by local operators (e.g. Community Connexions and diversity of contacts /links to appropriate Third Sector the access demands of the user demographic (PCGs) Glos Minibus) and the access of wheelchair users. organisations. The link to Bristol, by rail, has also been Third Sector (Not Profit) and the vehicle scale (near a crossing; sightlines). Seating is also in the nearby vicinity. referenced in the Cam and Dursley Station Travel Plan.

Simplifying taxi integration and balancing the interests of A ‘defensive’ design across ‘station square’ as well as at The relocation of the taxi rank to Cheapside, (six) private operators, who pay an annual licence fee to Cheapside, is proposed to overcome the ‘dwelling’ of deliberately coincides with plans to create a station taxis GWR (£450) for parking privileges on site, and local non-licensed taxi operators at the station whilst making office and greater informal surveillance over the taxi operators dropping off passengers. The aim is to create sure that passengers are guided to the formal taxi rank bays. A multifunctional platform canopy will offer ‘nformal enforcement and a conventional rank system in and can easily board or align vehicles. Rank bays will sheltered provision during waiting periods for Private Operators (Taxi) the context of improving site gateways and desire-line be reduced to five to maximise utilisation of space on- passengers adjacent to the taxi rank to guard against pathways, and leveraging access over the railway. site and split between waiting and ‘pick-up/collect’ inclement weather. The 24hr operations also boost bays. perceptions of safety on-site.

41 7. Covering the First & Last Mile

A number of issues can be addressed across To make active travel the normal way to go Investment within the station boundary must be Stroud to encourage more people to travel by rail between the station and points of interest some matched by coordinated investment ‘on route’ to and to increase the level of sustainable journeys of the headline themes in this regard, include: fill the missing gaps in the travel network such as: made over the first and last mile. This is the part Creating a shared-use, bi-directional of a journey between the station and • • Developing a suitable crossing between the active travel route from the station past surrounding points of interest in Stroud, that can Newland Homes development at Bath Place the Brunel Goods Shed and Brunel Mall be undertaken by foot or by bike, namely : in line with proposed site-access points, MSCP to external car parks and future footfall and tourism traffic flows. New mixed-use developments and canalside supermarkets. • retail provision currently underway at Bath • Creating new and improved pedestrian links, • Providing Hill Paul residents and Ecotricity Place, Cheapside by Newland Homes including the aforementioned connection, to staff with safe and convenient transition (completion in 2021) and proposed at improve route choice for users wishing to through to the station and town centre via a Fromeside. avoid using accident hotspot London Road. grade-level shared-space intersection. Off -road recreational and commuter • • Confronting the two main site pinchpoints at shared- use paths along Stroudwater • Safeguarding the route course for a shared- access points to the main station car-parking Navigation and National Cycle Network use pathway between the former Midland areas by relocating parking and remodelling (NCN) Route 45 to Nailsworth or Severnside Railway Station and development site at the space to extend driver sightlines. (from Cheapside). Fromeside alongside the link to NCN 45.

• The plethora of education establishments in • Designing new footways around the desire- • Taking inspiration from Stroud PRS to create the town, e.g. Stroud College and Marling line movement of the public between the a distinctive and legible town-centre junction Grammar School, whose students frequently platform access points and new cycle design comprising shared-space and slow connect with rail services as part of a journey. facilities and adjacent trip attractors. design speeds to aid pedestrian priority.

• Tourism destinations and event locations such as • Opening secondary access point to Platform • Developing a coherent signage scheme and the Brunel Goods Shed, the Subscription One via a footway and shared-use pathway wayfinding model for the town that is then Rooms and Museum on the Hill (Stratford from Russell Street and the Brunel Goods Shed respectively during peak (manned) used to guide investment in signage on the Park) within the urban catchment area. periods.m site and at key-decision making points.

42 PLAN CIRCLE

2 1 2 Installing a boardwalk linking the station with a proposed gantry Four cycle-parking stands (Sheffield Stands) along desire- at the Brunel Goods Shed and a footway around to the Brunel line, high footfall route, covered by informal surveillance and Goods Yard and shared-use path past Brunel Mall MSCP. catering to both Bainton Bikes and rail commuters. SUPPORTING ACTIVE TRAVEL New Shared Use Pathway Exisiting Pedestrian Footway

RUSSELL STREET New Pedestrian Footway

FIG 58 (LEFT) CYCLE LOCKER (BROXAP, 2018) SHEFFIELD STANDS (AUTHOR, 2018) N

3 4

ROWCROFT

4 1 5 3

BRUNEL GOODS SHED 1

FIG 59 TEMPORARY PERMEABLE PATHWAY AND STATION SQUARE (AUTHOR,2018)

A multifunctional canopy serves as both a waiting 5 6 space for public transport and ‘kiss-and-drop/ 6 collect’ users as well as a walkway to car parks.

CHEAPSIDE FIG.61:: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR.2018) UPGRADES TRAVEL ACTIVE SITE ON FIG.61:: HILL PAUL BUILDING

Moving and changing the station access point to enable a desire- Creating a 3.5m shared-use pathway around the side of line (raised) crossing to be incorporated into the area footprint. This Brunel Mall MSCP that provides sufficient clearance (5m) to enables a smooth tranisition to surrounding developments. the ‘live’ railway line and links to peripheral parking sites. FIG 60 SECONDARY ACCESS POINTS (PLATFORM 1 & 2) AUTHOR, (2018)

43 PLAN LINK

1 Desire-line footways and a defined pedestrian Developing a 2m-wide pathway to accommodate pedestrians concourse area, reduced crossing distances and overall and single-direction cycling movements towards the direction 'inviting' square from the station access points. of the station around Brunel's Goods Shed and behind static cars. SUPPORTING ACTIVE TRAVEL New Shared Use Pathway Exisiting Pedestrian Footway

RUSSELL STREET New Pedestrian Footway

FIG 62: SINGLE WAY TRAFFIC AND CONTRA FLOW BIKE LANE (AUTHOR, 2018) N

2

ROWCROFT 2

1

BRUNEL GOODS SHED

FIGFIG 63: X LINK LINK ROAD ROAD AND AND PATHWAY PATHWAY AROUND AROUND BRUNEL BRUNEL MALL MALL MSCP MSCP (AUTHOR, (AUTHOR, 2018) 2018)

Creating defined walkways from the peripheral 3 car parks across the 'Zone of Influence' to the 3 station , points of interest or employment (e.g. Ecotricity). CHEAPSIDE

FIG 65: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR, 2018) (AUTHOR, UPGRADES TRAVEL FIG 65: ON SITE ACTIVE FIG.X: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR.2018) UPGRADES TRAVEL ACTIVE SITE ON FIG.X:

HILL PAUL BUILDING

Shared-use, flexible service and delivery bay that outside of Developing a single carriageway (minimum standard delivery periods forms part of a defined pedestrian concourse 2.5m), alongside a 2m-wide pathway, around the side of leading onto a pathway to car parking and Brunel's Goods Brunel Mall MSCP. to permit vehicle and active travel FIGFIG 64: X VIEW VIEW TOWARDS TOWARDS THE THE NEWLAND NEWLAND HOMES HOMES DEVELOPMENT DEVELOPMENT (AUTHOR, (AUTHOR, 2018) 2018) Shed movements.

44 1 Merrywalks junction remediation and Stratford Park The ‘Four Clocks’ and Subscription Rooms are key civic Cycleway proposed to improve links and conditions spaces and nodes where better connectivity to the station is for pedestrians and cyclists around town-centre proposed by foot and bike via Russell Street. gateways. THE FIRST AND LAST MILE THE FIRST AND LAST

Proposed Upgrades to Active Travel Links

Established Active Travel Link (Shared Use) N FIGFIG X66: SINGLE SINGLE CARRIAGEWAY CARRIAGEWAY ALONG ALONG RUSSELL RUSSELL STREET STREET (AUTHOR, (AUTHOR, 2018) 2018) New Pedestrian Travel Links

2 New Active Travel Links (Shared Use)

Legible Crossing Junctions 2

1

3

FIGFIG X67: SHORT SHORT CROSSING CROSSING AND AND RAISED RAISED JUNCTIONS JUNCTION ON KINGS STREET (AUTHOR, 2018) Stroudwater Navigation (Sapperton & Severnside) 3

NCN 45

(Nailsworth & Stonehouse) FIG PLUGGING THE SITE INTO THE LOCAL AREAL (AUTHOR.2018) AREAL LOCAL THE INTO SITE THE PLUGGING FIG FIG 69: PLUGGING THE SITE INTO THE LOCAL AREA (AUTHOR, 2018) AREA (AUTHOR, THE LOCAL THE SITE INTO FIG 69: PLUGGING

There is a need to ‘fix the link’ between the station site Access by bike and on foot will enable people to transition and NCN 45 via Cheapside and the existing underpass between car parks and avoid London Road with future through future Wallbridge and canalside developments. aspirations to connect onto the canal further downstream. FIGFIG X68: CONNECTIONS CONNECTIONS ACROSS ACROSS FOUR TO FOUR CLOCKS CLOCKS (AUTHOR, (AUTHOR, 2018) 2018)

45 8. Unlocking Social Value Gateway Tourism Facility: HUB Stroud

There is huge potential across the station site to Creative Sustainability (CS), the established Clarity is required by GWR as to the structural develop greater social and commercial value by station-adopter group, alongside Stroud Town integrity of the proposed gateway facility, the helping existing local enterprises flourish and Council, have forged a working partnership with former stationmaster's office located on Platform maximise their potential whilst boosting and Haslemere Community Station partnership (CSP), One adjacent to the Goods Shed Cafe, to inform complementing the rail offer for current and to develop a bespoke proposal for travel and as to the capital costs required to retrofit the prospective users. Proposals and the necessary tourism at the station. This takes inspiration from facility alongside three other redundant rooms infrastructure is already in place to instigate the ‘Welcome to the South Downs’ gateway across the station site. This may need to involve : action. tourism facility to provide a personalised visitor Consolidating GWR stock materials across offering to enhance links with local trip attractors. • the rooms into one smaller room on Platform Two or a single space. This proposal complements a tourist information centre in the town and builds on the emerging Setting a peppercorn rent for charging tourism plan commissioned by SDC and the • ‘incubator’ units for social enterprises and rebranding of the visitor offer locally; a popular future tenants as a new revenue stream. initiative based on 2017 survey feedback and recent stakeholder interviews. The approach seeks to Developing a clear set of guidance and provide a TOURISM HUB and a CYCLE HUB by better • information pointers for new and utilising the former stationmaster's office located on prospective tenants around station access Platform One. The Stroud HUB is: and regulations.

The diversity of products and services being Designed to engage the community by providing a offered and the private, public and third-sector cycle project, sustainable transport options, partnership woven in the proposal, will help cover Discover Stroud initiatives, employment rental expenditure and day-to-day costs of opportunities, tourist and visitor information in running the facility, and to support the Stroud’s GWR station (Previous CCIF Proposal). additional employment opportunities being created.

46 Cycle HUB

A space to facilitate cycling in and around Stroud Current tourism offering is inadequate and located in a dead- The location of the Goods Shed Cafe naturally complements a end space (waiting room) which could be better utilised as an bike and tourism gateway facility; particularly as both would to aid the first and last mile by bike for visitors incubator unit for commercial or community gain. be connected internally. A working partnership is desirable. and residents, including a bicycle workshop and: STROUD HUB (PLAN CIRCLE) STROUD HUB (PLAN • Push-bike and e-bike hire and sales • Cycle-repair and maintenance services • Secure bike lock-up for GWR train users N • Advice on mapped cycle networks • Guided cycle tours to places of local interest

Sales will support the Access Bike Project - a youth led, not-for-profit initiative to support and aid disadvantaged and disabled young people to Former station toilets and office/stock locations could be utilised in more Building Access Points gain skills, confidence and work competencies. effective ways (e.g incubator units).

Tourism HUB

The Stroud HUB communication plan, aligns with SDC, STC and Cotswold Canal branding, with CS providing hospitality and tourism training

qualifications and mentoring to develop: FIG 70: RETROFITTING THE STATION ROOMS (AUTHOR., 2018) (AUTHOR., ROOMS RETROFITTING 70: FIG STATION THE

• Integrated, interactive information resource

• Visitor Personalised Travel Planning (PTP) Safeguarding the largest room on Platform Two to invite a Indicative location of Stroud HUB in the former grand station • Cycling and walking collateral and tours new ‘station taxis’ commercial entity to be based at the station master's office with platform, and potentially forecourt, • HUB for sustainable tourism development with good views over the site and adjacent taxi bays. access permitted. Cafe stock cupboard retained or relocated.

47 Linking Value Functions SVA Brunel Goods Yard Project

Stroud HUB seeks to forge a collaborative Stroud Valleys Artspace (SVA) are currently The masterplan design alludes to the SVA site relationship with the Goods Shed Cafe and the negotiating an extension of the current lease for proposals for freight-container units, ’leaching’ emerging edible garden. The ‘Kitchen HUB’, a the iconic Brunel Goods Shed with NR by another into the immediate vicinity to help frame a proposal that is being explored at a later date, 25 years after taking on the responsibility from multifunctional space that is financially self- looks to make use of the cafe space and Stroud Preser vation Trust (SPT) in 2014. This is sufficient, pays tribute to the industrial character facilities outside operating hours (06:00 -11:00 with a view to continuing developing the site into of the site and is quick to deploy. The design is am) for hosting food and community network a cultural venue and artist facility and increasing modular and agile whilst retaining public access events. the regularity of events and festival activities. and increasing permeability. This may include developing a supply chain of produce from the edible-garden scheme to feed The plan design seeks to play on the aspirations The social-value element of the site accounts for the cafe, alongside cross-promoting and selling of SVA to upgrade and future-proof the a change in land management and ownership to local foodstuffs sourced from across the town building structure by replacing rolling shutters continue permitting public access and facilitating through station outlets. This circular economic with glass doors and creating step-free access the site's conversion into a productive space. model legitimises the role of the edible garden internally to maximise site inclusivity. Indicative Further discussions are required on the basis of: and helps to further build the connections designs for a funding application to the Garfield between station and community. Weston Foundation also reference the provision • The formal transfer of publicly owned land of recycled freight containers as new artist from NR to SVA (a charity) under a The significance of the station lends itself to ‘in studios. Community Asset Transfer (CAT) (TBC). kind’ volunteer support being offered (through The proposed modular units, in keeping with the the local Skills Register) and also the industrial character of the site and suitable for • The continued management of the land by opportunity to sustain revenue-generating quick deployment, will enable the creative NR and a newly established lease initiatives in the rooms through ‘community industries to continue flourishing, as envisioned arrangement with SVA based on a shares’. This is a way of generating capital to in local discourse, whilst triggering a retrofit of peppercorn rent; or sustain baseline activity and permits residents to the immediate surroundings, which is identified • The compulsory purchase of land by Stroud buy fixed-rate shares in a facility for nominal in the Stroud NDP as a potential ‘civic space’. This DC and subsequent lease arrangement with dividends monetary or non monetary. will involve reclaiming land occupied by parking. SVA based on a peppercorn rent.

48 Regardless of which option is preferable over the Artists working at different hours will help provide short term, the proposal invites a discussion on informal surveillance during the day and night. Overspill creating ‘community shares' to enable local lighting will also aid perception of safety. residents to invest a nominal sum in aiding the initial capital investment required and in return The core part of the site is a multifunctional space with receiving dividends based on the units being let the ability to adapt its role for set occasions and events by artists. This keeps resources circulating locally whilst retaining its function as a thoroughfare. and keeps the scheme grounded. FIG 71: SVA INDICATIVE DESIGN FOR ARTIST STUDIOS (AUTHOR, 2018) BRUNEL GOODS YARD CIRCLE) (PLAN PLAN CIRCLE, in particular, seeks to retain a sense of enclosure whilst permitting active travel movements (and emergency vehicles) to pass N through unhindered. The space can be framed by customised containers looking out onto the site and the host of functions and activities taking place onsite throughout the course of a day. This scheme can be more easily deployed short term, with or without links around Brunel Mall MSCP.

The proposals for the Brunel Goods Yard are ongoing and will be strongly influenced, at a later stage, by the preferable model for the site; based on consultation feedback. The enthusiasm and commitment by SVA to preserve and enhance the area, will inevitable support Trackside access must be retained but retractable Stepped access or a future lift facility is proposed to proposals to create better links through the site, bollards can be used to create ‘filtered permeability’; assist with the tranisition between London Road and the allowing only active travel users to access the yard. Brunel Goods Yard. Access is provided via the MSCP. from the station through to Brunel Mall MSCP. (AUTHOR.2018) DEVELOPMENTS INDICATIVE SVA 72: FIG

49 9. Servicing Site Users Stroud Car Club Partnership 24hr Parcel Lockers

Much of the feedback and evidence obtained Stroud Valley Project (SVP), a not-for-profit (NFP) The provision of a parcel-locker facility at the through the study and past research, suggests organisation has expressed preliminary interest station was well received in survey feedback due that more can be achieved to enhance the user in moving into a commercial car-club venture in part to the convenience of collecting items experience and the overall ambience in the and mirroring schemes, such as the Enterprise whilst 'on route' at any time of the day. With station surrounds. This also includes providing Car Club, which are present in other parts of the many commuters travelling from across a wide more services, beyond rail tickets, that can boost GWR network (e.g. Bristol). urban and rural catchment area, lockers can the appeal of rail travel and for these services to reduce wasted journeys and help with reducing bring mutual benefits across the community. The car-club offer could be cross-promoted at localised congestion. the station, through the tourism gateway facility, There is a plethora of options and numerous with a targeted promotional push across the The facility will inevitably reduce ‘freight miles’ discussions are taking place on what small-scale hospitality industry, as part of a local tourism around the town, if parcels can be deposited at measures are deployable to service site users, plan. This is to encourage people to travel by rail one location with flexible delivery bays being with many obstacles being experienced. to Stroud whilst still having access to a vehicle on proposed onsite to cater for such activity. The a demand-responsive basis during their stay. need for an accessible facility is also indicated as access to the Hill Paul complex (50+ flats) is The Imperial Hotel, which fronts the forecourt restricted (with no storage facility provided). area, would serve as an ideal pilot with a ‘test’ New residents to the Newland Homes site will bay in the forecourt designated over a summer also benefit (whilst adding to the uptake of rail). period with informal signage used to demarcate the use of the bay for specific users. Further information is required from GWR as to a contracted parcel-locker facility with Amazon, to Inevitably, the loss of a single parking bay to show the scope for a facility at Stroud station. accomodate a car-club vehicle (amounting InPost, who operate two locker schemes at roughly to £1,040 annually based on one daily Merrywalks Shopping Mall and at Fromeside use), could be offset through an annual licence (John Stayle), are also exploring the feasibility of paid to GWR, which in turn would be funded relocating or deploying a new locker facility. The through new hotel, visitor and resident lockers must be located along high-footfall subscription fees. routes.

50 Vendor Machine: Local Produce Good on Paper Dispenser

The lack of refreshment facilities at the Another way in which to connect the station and station outside of the cafe opening times, has the local community is through the cross- been mentioned by regular commuters as promotion of a local independent magazine well as visitors, particularly those who have promoting arts, music and performance; themes FIG 73 (LEFT) STROUD CAR CLUB (SVCC, 2018), IN POST LOCKER (INPOST, 2018) endured periods waiting at the station during synonymous with Stroud and the 'sense of prolonged gaps in rail services. place’. ‘Good on Paper’ have expressed interest in producing a portable dispenser for the station There are already vendor machines at the station. to complement others across the town. There is however an opportunity to cater for commuter needs by installing a machine selling Green Infrastructure local produce for rail users to collect 'on route’, complementing the ‘circular’ economy being Rail users, local businesses and the public at created at the station. large have explicitly expressed a desire to ‘green’ FIG 74 (LEFT) MILK VENDOR (CHESTERFIELD) AND ‘LIVING WALL’ (AUTHOR, 2018) the station site, with Ecotricity having been Station Piano engaged in 2017 to weave a ‘living wall’ into the new design for their premises on Station Road. A station piano is a popular measure being Capital costing would be required. mooted locally to enhance the sensory experience of travelling by rail that reflects the Other green features, such as planters, which are vibrancy and culture of Stroud. To avoid being lower-maintenance, have been advocated and intrusive to staff members, the piano could be proposed at key locations, with the Green Spaces located in the Platform Two waiting room, which team at STC and Michael Gamble, amongst

FIG 75 (LEFT) THORNTON HEATH PIANO AND GOOD ON PAPER (ANON, 2018) would be locked outside manned hours. others, offering to tend to flowers periodically.

51 Phasing

1. Introduction

This masterplan intentionally avoids being too A key trigger date for deploying initiatives STROUD STATION INDICATIVE PHASES prescriptive and deterministic when laying down should coincide with major changes to the GWR • Phase Now: ‘Easy’ quick wins to overcome local scepticism a desired approach to implementing change. timetable planned during early 2019. The recent for change and set in motion future interventions. The focus in Stroud is on taking a pragmatic yet announcement for further CCIF by GWR presents, aspirational stance on what can be realistically an opportunity to create a focused application • Hill Paul Patch (P1): Change in parking alignments, new short-term bays, a taxi rank and gateway pathway. delivered over the short and long term. This will alongside the franchise renewal process leading help manage expectations and determine the up to the next operating period commencing • Hill Paul Patch (P2): A new transport interchange island, focus of future investment. from April 2020 for the South West region. crossing points and reconfiguration of SDC parking.

• Town Centre Tranisition (P1): Flexi bays and It has been acknowledged that local priorities will The phases being suggested, sit along a fluid public-realm improvements (including new junctions). undoubtedly change over time and that the timeframe and are open to re-interpretation. validity of proposed measures may be affected They will require continual re-working. Some • Town Centre Tranisition (P2): Focus on upgrades to Station Road and crossing over to Kings/Russell Street. by later shifts in attitudes and strategies. phases are more easily identifiable as

Nonetheless, the importance of plan resilience to suggested, and some more time-dependent or • By Past Brunel: Changing parking alignments and new respond to key triggers, such as the availability of reliant on sequential change happening on site. pathway to Brunel Goods Shed from Russell Street. funding or changing travel patterns, is required. • Station Square: Redevelopment of the space into more of The preferred model will also dictate the a civic area and new type of parking arrangements. chronology of the phased approach. For The phases proposed are not designed in a rigid example, the station forecourt redevelopment is • Brunel Goods Yard: Proposed development of a chronological order but are generated by clearly required but the timing may best be multifunctional space adjacent to the Brunel MSCP. previously mentioned ‘triggers’ in each case, to adjusted to co-incide with the opening up of the • London Road Link: The missing gap and pivotal point for set in motion change and to monitor the impacts. Brunel Mall MSCP to enable people to park creating another access point to the site. there during construction work.

52 STROUD STATION INDICATIVE PHASING

FIRST FIVE YEARS (2024) SECOND FIVE YEARS (2029)

SVA Brunel Goods Shed Project ‘FLOATING’ DEVELOPMENTS

Access for All Footbridge N KINGS STREET

Cheapside / Parking +

Wallbridge Amphitheatre Development STROUD STATION PHASED DESIGN STATION STROUD RUSSELL STREET Newland Homes Development WALLBRIDGE

Merrywalks Development

CHEAPSIDE

Phase Now By Past Brunel

LONDON ROAD PLAN CIRCLE PLAN Hill Paul Patch (P1) Station Square

Town Centre Transition (P1) Town Centre Transition (P2)

Hill Paul Patch (P2)

Brunel Goods Yard London Road Link STROUDWATER NAVIGATION

BRUNEL MALL MSCP

Phase Now By Past Brunel

Hill Paul Patch (P1)

Station Square LINK PLAN

Town Centre Transition (P1) Town Centre Transition (P2) FIG 76 PHASED STATION DEVELOPMENT MAP (ORDNANCE SURVEY 2018) SURVEY (ORDNANCE MAP DEVELOPMENT STATION PHASED 76 FIG

Hill Paul Patch (P2)

London Road Link Brunel Goods Yard

53 Traffic Regulation Order (Station Road) Two Leeds Cycle Lockers 2. Phase Now

Cost: £4k-£10k Cost: £1.5k-£2k Owner: Stroud has received relatively little investment Owner: Gloucestershire Highways Timescale: 12 GWR Timescale: 3 months comparatively to other stations along the Golden months (temporary-long term) Status: Ongoing Status: Proposal Valley line and across Gloucestershire generally, Funding: GCC, STC, SDC Submitted Funding: GWR, with the exception of obligatory service and SDC aesthetic upgrades in line with DfT standards There are advantages to removing short-term and franchise commitments. The desire to start parking along Station Road by front-loading the Aligned with retrofitting the station rooms is the seeing changes now cannot be overstated. TRO change process to help influence the behaviour opportunity to immediately diversify the cycle- of motorists within the vicinity of the station rail offer to rail users. E-Cycles have repeatedly An agenda has been set out in response to local expressed a desire to expand into hire services at scepticism about slowness of change at Stroud forecourt. A temporary TRO enables the change the station. The aforementioned lockers would station. The following interventions are process to be fast-tracked, with extensions also support the provision of two e-bikes per locker, achievable ‘quick wins’ that build on current permitted over time. The change should be analysed per platform under the eaves of the footbridge, levels of momentum generated through the to understand how the measure helps reduce as a pre requisite for E-Cycles to operate a bike- masterplan process and have been suggested by wasted journeys and user conflict hire scheme from the station. recent survey feedback. The proposal is timely: a new highways contract, This would be based on a keypad locker system Most importantly, they do not entail significant coming into fruition in 2018, should speed along and tailored towards visitor travel by rail cross logistical challenges or disruption that may delay the process and enable match-funding to be promoted through the tourism facility and deployment and feasibility and involve limited generated. The impact of this operational through the Plus Bike scheme longer term via legislative hurdles. Nonetheless, they are pivotal change not only involves constructive and online booking platforms. The lockers provide to changing perceptions that will ultimately desirable changes to the streetscape along a key a sheltered drop-off facility outside station dictate the future course of changes on site. gateway in the short tern, but also buys time in operating hours, whilst E-Cycles have also developing other parts of the site as set out in committed to maintaining bike provision. the plan.

54 Sheffield Parking Stands Passenger Canopies (Model Dependent) Virtual Messaging System (VMS) / Signage

Cost: £167 (4) x 2 sets (Plt 1 + 2) Cost: £71k (cont emporary) - £208k (heritage) Cost: £30k-50k Owner: GWR Owner: GWR Owner: GCC, SDC Timescale: 3 months Status: Timescale: 6-12 months Timescale: 12-32 months Proposal Submitted Funding: Status: Proposal Submitted Status: Pending GWR, SDC Funding: GWR Funding: GFirst LEP, GCC

An obvious, cost-effective initiative that Investing in a multifunctional canopy would This marks the introduction of smarter parking immediately satisfies rail-user demands for double as sheltered cycle parking and waiting across the town and will catalyse the incremental greater parking capacity to complement area for taxis, kiss & collect activity and for shift in vehicle movement and parking behaviour. existing provision. The proposed location is passengers awaiting to board rail services or No financial commitments, capital or revenue, ready-made adjacent to a key platform-access make onward journey connections. The timing is have been made but forthcoming reviews of the point outside the main desire-line footway, and convenient: the investment would involve LTP and Stroud NDP will shape an invitation to covered by both informal and CCTV relatively little disruption to rail-user journey explore the multifunctional benefits of VMS surveillance. arrangements. alongside recent parking consultation feedback The investment in four grounded Sheffield As well as being a statement piece, a canopy that references addressing vehicle circulation. Stands, suitable for the spaces identified, will would satisfy feedback for providing enhanced boost capacity and cater for dockless Bainton waiting facilities and improved cycle-parking Quick deployment will influence travel behaviour Bikes as a means of making onward journeys as a availability. It also marks the point of transition immediately and prime other phases, such as visitor. The stands selected comply with Bainton to and from the station and will help dictate the the conversion of the station forecourt into a Bike user policy. street palette selected for adjacent street high quality public space. This requires furniture. stimulating next-stage discussions with SDC and The selected finish attempts to mirror the The preference is for the canopy style to play on SVA to unlock the door through to Brunel Mall, proposed waiting canopies onsite and tone in traditional, vernacular designs symbolic of the and to redevelop the area surrounding the with the existing design code across the town Victorian era, but with a modern, contemporary Brunel Goods Shed. Alternatively,, better The investment very much aligns with local twist by adopting the unique five-sided support directional signage, especially around objectives to boost cycle-parking availability columns that pay homage to the Stroud Valleys. Wallbridge, can steer vehicle movements whilst across the town and improve town ‘gateways’ ‘Appy Parking’; a new mobile application, is an option to manage utilisation.

55 Two Fast Electric Vehicle (EV) Bays Station Road Remediation Works Station and Station Road ‘Clean Up’

Cost: £2k-3k (one unit) Cost: £2-3k (Operation) £10-20k (Physical) Cost: GWR, In Kind Support Owner: Chargepoint, GWR Owner: GCC, STC Owner: STC, GWR, Station Adopters Timescale: 12-18 months Timescale: 6-24 months Timescale: 1-2 months (with TRO plan) Status: Pending Status: Pending Status: Pending Funding: GWR, Chargepoint Funding: GCC, GWR, STC Funding: GWR, STC

Momentum has gathered around the A necessary project to coincide with a TRO As the carriageway along Station Road takes on installation of EV bays along current power- change along Station Road that seeks to a new appearance, a targeted and tailored supply networks across the station site to address inhibitory conditions over the first and behaviour-change initiative with residents and enhance the parking offer to rail-users, based last mile. This involves creating flush, dropped businesses along its entirety is strongly on rail user feedback. This would comprise two kerbs across the footway abutting the station recommended. This includes creating an agreed Fast EV Points requiring the user to park for an forecourt and extending footway dimensions to code of conduct for disposing of refuse and extended stay. enable bi-directional movement. This could recycling material with a designated ‘on road’ Site audits were undertaken by Chargepoint coincide with laying Yorkstone paving (see SFP) bin location proposed. A freight (trade waste and (Appendix I2) to identify suitable bay locations. to a minimum 2m footway width. recycling) scheme could provide an on-demand An offer was made to match-fund an additional service. EV point if funding could be secured for a single This will be expanded out near the Imperial Hotel Evidence of neglect and fly-topping onsite must unit. To take advantage of this opportunity and (at a later date) to 3.75m to incorporate an be resolved in the immediate future. This was to future-proof expansion, the station square is a informal delivery bay (that feels part of the path) identified in survey feedback and is conducive to preferred point installation. whilst the carriageway along Station Road will be enhancing visual amenity and perceptions of rail reduced to minimum dimensions (5.5m) and a and the station. The maintenance of site assets, This decision coincides with efforts to create a design speed of 5m.p.h. to slow vehicles. A will form part of GWR and APCOA (parking designated section of 'smart bays’ along current grade-level surface can be completed at a later management company) franchise obligations. A parking alignments in the station forecourt, date depending on funding availability and in maintenance day is proposed going forwards on whilst enabling suitable user policy guidance to conjunction with other street developments an agreed timetable between GWR and the be developed before rolling out more extensively. nearby to support the town-centre transition. station-adoption group.

56 Stroud HUB Gateway Tourism Facility There is emphasis placed on retrofitting the Cost: £5k - £20k former stationmaster's office at this point in Owner: Timescale: GWR, Network Rail 6 time to take advantage of funding - 18 months opportunities and support offered by ACORP, Status: Proposal Submitted taking inspiration from the community stations Funding: GWR, ACORP, HLF, RHT, STC, SDC initiative as well as the burgeoning partnership with Haslemere Community Station Partnership The proposed ‘headline’ intervention to coincide (CSP). with recent station adoption and the need to Furthermore, the station's historic significance establish a ‘legacy vehicle’ for sustaining interest enables support to be generated through the and following through on proposals. This has a Railway Heritage Trust (RHT) and Heritage clear focus on enhancing the tourism and rail Lottery Fund (HLF); both of which have been offering, catalysing investment in the station engaged, with advisory support provided by facilities and aligning work with station tenants. Stroud Preservation Trust (SPT), the group responsible for restoring the Brunel Goods Shed. The timing is crucial; the adoption group is The timing again is crucial for reinvigorating the currently embarking on a tourism strategy and stalled investment in a station garden. brand identify for the town, whilst there is some uncertainty around the future tourism offer at the The proposed satellite tourism facility, as Subscription Rooms once SDC sign over the described above, can immediately plug the gap building to the Sub Rooms Trust, paving the way in addressing equalities issues and assist rail forward to look at how the station can serve as a users in various capacities. The human presence prominent focal point. offered outside the shoulders of the day and bespoke training provided through Creative The room in question is structurally sound yet Sustainability, to assist passengers, will offset underutilised. Establishing a tangible base at the existing concerns in the short term, present station will set a positive tone for coordinating operational costs to GWR (extending staff hours) interests locally, including the involvement of and seek to improve the journey experience for people across the town (Local Skills Register). a wide range of rail users.

57 Car Park Resurfacing & Brunel Mall MSCP Delivery and Service Planning (DSP) Parcel Locker/ Collection Point Facility

Cost: £5-10k Cost: £2-5k Cost: £5-10k Owner: Network Rail, Bransby Wilson, Owner: Stroud Town Council Timescale: Owner: GWR SDC Timescale: 6-12 months 1-12 months Timescale: 12-18 months Status: Proposal Status: Proposal Status: Proposal Funding: Bransby Wilson, NR Funding: Stroud Town Council, Businesses Funding: GWR, Parcel Locker (Amazon)

As the Brunel Goods Shed project takes place, A relatively 'quick-win' measure, to coincide with Third Party Logistic (3PL) companies delivering the loss of parking spaces resulting from the a TRO along Station Road, is a targeted delivery parcels and goods to rail users and neighbouring proposed allocation of artist studios, should be and service-plan programme for the town. This workplaces could be encouraged to deliver items timed to coincide with the resurfacing of the should initially target businesses fronting Station to one consolidation point at the station, whether area generally, if this is not already completed Road and the adjacent Russell Street. Contact has this is a parcel-locker facility or a collection point by the current parking operator, Bransby Wilson already been established through a business- within the station rooms. This will enable rail (who have refused to provide contractual engagement process, with there now being an users (particularly) to collect items ‘on route’ and information). opportunity to act upon expressed concerns boost the role of station facilities. The benefits A temporary surface, such as permeable netting about onstreet delivery (parking) and will alsobe felt locally; a facility may help reduce or standard rolled asphalt, would be a short- consignments being delayed due to congestion. road congestion and pavement parking. term solution. This should coincide with reopening the door to Brunel Mall MSCP to Specific attention should be paid to the supply- InPost, a locker company with two facilities in provide access to the station. The demand chain practices (driver behaviour, fleet Stroud at John Stayte and Merr ywalks Shopping created should leverage the extension of appropriation and delivery timings) of Lord John Mall, have expressed interest in a facility at the operational times to cater for rail users (London- and the Imperial Hotel which have regular weekly station but GWR already have a contract in place bound commuters). Additional information will deliveries to their premises along Station Road with a national supplier that would be need to be requested regarding the scope and and within the forecourt respectively. The process preferable. The locker facility would serve the timescale for the current site leaseholders to of engagement could be undertaken through interests of residents in the Hill Paul building relinquish their tenancy, particularly with SVA’s STC and the new town business group and which is not accessible to couriers without a key proposed developments reduc ing parking should happen in advance of any site changes. code. This would be a 24-hour facility. capacity.

58 3. Hill Paul Patch (Part One) Risks

✓ Realignment of car-parking bays to a space- • Significant capital funding required at one efficient herringbone style. time onsite through a station-specific grant fund to undertake the proposed measures. ✓ Introduction of a conventional taxi -rank system adjacent to the station access points • Limited Section 106/developer contributions provided to improve access over Cheapside, ✓ Development of a gateway pathway from the especially in the direction of the station. access points to Cheapside and beyond. Opportunities ✓ The creation of a footway between the station and Cheapside via the car park area. • Work disruption will require the temporary loss of parking. This will help to displace Triggers users to fill capacity across the town site. ‘Do Minimum’ Option

๏ This phase may be a prerequisite to • The provision of ‘smart bays’ can be • The gateway pathway is a critical feature that developing the Station Square due to the introduced on an incremental and flexible can be a stand-alone element designed to fit need to relocate the taxi rank in advance. basis once the changes have been made. with the final parking arrangements agreed.

๏ The proposed timeline of the • The focus on walking and cycling access • It is recommended that there is some degree Newland Homes development may help generate GCC Highways and of diversity in the type of parking available at (2019-2022) and opportunity for site SDC contributions on connecting routes. Cheapside (e.g. smart bays). integration. ๏ Timed in conjunction with restoration phases Indicative Phase Funding • Taxi bays would be advised but could be of the Stroudwater Navigation and repositioned around the transport- ‣ expected footfall generation (gateway link TOC-led (GWR): No funding committed. interchange island as a second option. required).

59 4. Town Centre Transition (Part One) Risks

✓ Relocating short-term parking bays on • Limited support and constructive dialogue Russell St to the opposite side of the road. with the developers of Merrywalks Shopping Mall to enhance access provision. ✓ Enhancing footway surfaces, removing street clutter and shortening a bus stop (Russell St). • Enhanced materials proposed for footway surfacing are initially expensive . Rolled ✓ Improved footway surfacing to coincide with asphalt would be ‘standard’ option. parking-bay reconfiguration on Kings Street. • Introduction of ‘flexi bays’ will require subtle ✓ Reducing taxi-rank waiting spaces on Kings changes to delivery periods and re-assessing Street (4 to 3) and improving waiting space. taxi ‘waiting spaces during peak rail period.

Triggers Opportunities

๏ Improving pathways, crossings and waitingl • Street decluttering and key pathway spaces along Kings Street in line with the improvements are tangible changes that will redevelopment of Merrywalks Shopping Mall. positively change perceptions of the area.

๏ A focused target on improving the quality of • Changes to bus bay markings on both streets footways along Russell Street and Kings and slight changes to parking arrangements Street during Merrywalks development. and dimensions are less controversial.

๏ Local policy discourse is favourable to Indicative Phase Funding the active travel agenda with small sums of funding for enhancing gateways. ‣ Townscape Heritage, GCC Highways, SDC

60 5. By Past Brunel Risks

✓ Installing a temporary platform over the • Controversy surrounding any proposed redundant railway bay to move back parking. relocation (dispersement) of Edible Stroud planters across the site more broadly. ✓ Creating a link and ramped access between the car park to Russell Street via the alleyway. • The challenges and potential pitfalls involved in improving access to Russell ✓ Realigning car-parking bays (depending on Street in the absence of a future the model) to maximise capacity. connection. • The temporary walking/parking platform ✓ Creating a walkway to the Brunel Goods Shed connecting to the Brunel Goods Shed will and an additional platform-access point. require a 'change of use’ order through NR.

Triggers Opportunities ‘Do Minimum’ Option

๏ Ultimately the type of development will be • To create a short-term solution to pinchpoint issues • Removing parking bays abutting the Lord dictated by what happens with vehicular at the confluence of Station Square and John warehouse (above) would help with access and the link around Brunel Mall MSCP. improve platform access. removing the pinchpoint to the car park.

๏ The outcomes of negotiations to open the • To future-proof the use of the • Look to open the secondary access point to alleyway as a Public Right of Way (PROW) redundant station bay when the time is the platform and reposition the refuse bins with current landowners (Milano’s). right for conversion to a boardwalk outside this new desire line. facility. ๏ Can dovetail Brunel Good Sheds proposals Indicative Phase Funding • Open a dialogue with the landowners of the (e.g. proposed disabled access gantry) and alleyway (and Peacocks) about terms of use pathway access in Station Square proposals. ‣ TOC-led: No funding committed. and options for conversion to PROW.

61 6. Town Centre Transition (P2) Risks

✓ Creating a one-way system along all of • The availability of significant funding for Russell Street OR narrowing road dimensions. investing in high-quality materials and the timescale for incremental development. ✓ Improving crossing points and upgrading adjoining footways around the area. • The changes to vehicle movements and driver behaviour by banning right-turn ✓ Protecting bus bays from informal drop-off/ access to Station Road from Rowcroft. collect through kerbing and bollards. • Delivery activity serving the Imperial Hotel, ✓ Enhanced signage/floor demarcations to Lord John and Peacocks, will be required to guide people across the spaces. change their operations (re-fleet/retiming).

Triggers Opportunities ‘Do Minimum’ Option

๏ The availability of GCC Highways funding to • Consensus across stakeholders and within • Upgrading quality and width of footways and upgrade footways and invest in the type of the local community around improving confirming whether to adopt a one-way flow carriageway surfacing being proposed. access, crossings and area ambience. down all of Russell Street (and a crossing).

๏ Should be undertaken in conjunction with • A gateway with a strong and historic • Removing all parking along Station Road but Station Square to avoid any longer-term streetscape will be more eligible for heritage designating an informal delivery-point bay disruptions and for seeking match- funding to support street upgrades. within extended pathway for the Imperial funding. Hotel. ๏ The timing of future development will rely on Indicative Phase Funding • Establishing a code of conduct for residents the decision to permit a vehicular access and businesses around refuse and trade- point around Brunel Mall MSCP. ‣ Townscapes Heritage, GCC Highways, SDC waste disposal on and near Station Road.

62 7. Hill Paul Patch (P2) Risks

✓ Creating a designated transport-interchange • The funding requirements associated with island to support public-transport integration such a transport-interchange facility and NR/GCC/GWR landownership/responsibility ✓ The ‘stepping stone’ between peripheral car- parking areas, the station and Cheapside. • Confirmation and reassurances from major public-transport and third-sector operators ✓ Junction improvements and provision of around service routing to/from the station. dedicated and informal crossing points. • Cooperation with SDC around the ✓ A selection of waiting facilities including realignment of parking bays affected by canopy, seating and information displays. access-road re-alignment proposals.

Triggers Opportunities 'Do Minimum' Option

๏ The delivery timeframe may be influenced by • Not constrained or dictated by other • Developing the interchange island in physical the perceived need at the time. This may be surrounding developments taking place. form and the being able to allocate space influenced by the Merrywalks redevelopment Other phases don’t depend on this phase. dependent on the needs at the time.

๏ This is a stand-alone phase that can be • Can come ‘online’ when required and can • Defining the terms of a Service Level deployed across any part of a delivery offer better connectivity across the site for all Agreement (SLA) with BOCs for services timeline but will involve displacing users including nearby residents. accessing the station and timetabling. parking. ๏ GCC Funding timescales and, due to the scale Indicative Phase Funding • Re-modelling the carriageway through of the proposal, financial support provided Cheapside (under GCC Highways ownership/ through the LEP (to some extent). ‣ GCC, LEP Growth Fund future equivalent management) and removing stone wall.

63 8. Station Square (Model-Dependent) Risks

✓ Relocating taxi, disabled and short-term • The delay over decisions relating to the parking bays and introducing ‘smart bays’. London Road Link will ultimately impact on the delivery timescale for Station Square. ✓ Exposing the existing ‘outdoor refreshment area’ (including lowering boundary hedge). • Delivery and service activity in the forecourt requires addressing; failure to do so will ✓ Creating new pedestrian concourse with compromise the workability of the design. informal service/delivery bay and uplighting Opportunities ✓ Creating a designated, seamless crossing and widening desire-line pathways. • Will mark a very visible, tangible change to the station site that is likely to gain the Triggers greatest publicity. It is the main gateway. 'Do Minimum’Option

๏ The timescale of deployment will be based • Development works will cause disruption: a • Developing a pedestrian concourse around on the preffered model, which in turn rests prime opportunity to help shift routine and the station building to frame the area and upon the selected London Road Link model. habitual routing and parking behaviour. stop informal parking in the forecourt area.

๏ Ideally, the development of the forecourt will • Developments complement the delivery of • Building out the footway adjacent to the coincide with Town Centre Transition Access for All standard lift facilities and Imperial Hotel into the forecourt area to Phase Two to support integration/match- safeguard better access to station rooms. create a shorter crossing point. funding. ๏ Cost-effective, small-scale measures, such as Indicative Phase Funding • Relocating taxi bays (temporarily to another planters and green infrastructure generally, part of the station site) as part of the can take place at any moment. ‣ TOC-Led: CCIF. GCC, HLF, LEP Growth Fund concourse development.

64 9. Brunel Goods Yard (Model-Dependent) Risks

✓ Developing a multifunctional outdoor space • The future land ownership/management of for vehicle circulation and civic activities. the Brunel Goods Yard area is up for debate between ‘strategic’ and ‘local’ stakeholders. ✓ Expanding the number of studio spaces (freight containers) to ‘frame’ the site. • Significant delays or alterations to the Brunel Goods Shed proposals will ultimately have ✓ Providing a source of local employment that repercussions on delivery timeframes. plays on the burgeoning artist/cultural scene. Opportunities ✓ Footway access to Brunel Mall MSCP and the London Road Link (model-dependent). • The delivery of this phase could help with leveraging the demand for opening the door Triggers to Brunel Mall MSCP by displacing parking. 'Do Minimum’ Option

๏ The development of the Goods Shed facility • As only one formal parking bay is provided • Demanding that the current surface course is by SVA will inevitably leverage support within the Brunel Goods Yard proposal, users improved by the parking operator/landowner and momentum for the Brunel Goods of the studios can use adjacent capacity. due to safety concerns. Yard. ๏ The decision to open the door through to • The site is modular; it can be quickly • Opening the door through to Brunel Mall parking in Brunel Mall MSCP and short-term deployed and easily adapted over time if MSCP (the above being a prerequisite to surface improvements mark a ‘first step’. necessary and in line with local priorities. make this happen).

๏ The contractual situation and lease terms Indicative Phase Funding • Enabling the space to be multifunctional between the landowners and Bransby Wilson, from the outset (and using the Goods Shed will dictate delivery timescale. ‣ To be determined (looking to match-funding) development to unlock the site for this use).

65 10. London Road Link (Model-Dependent) Risks

✓ Creating another site-access point that takes • Significant funding required for developing users around the side of Brunel Mall MSCP. the link; regardless of link type but there is limited capital budget for specific schemes. ✓ Plan CIRCLE suggests this link be a 3m-wide, shared-use pathway (cycling/walking). • Timescale is likely to be prolonged; no clarity on which NR department the land falls under ✓ Plan LINK suggests this link be a 2.75m to negotiate a new link. vehicle road and a 2.75m shared-use path. • The prolonged timeframe will hinder and ✓ The link would connect onto the London ultimately dictate the type of design for the Road surface car park. forecourt and ‘By Past Brunel’ phase.

Triggers Opportunities 'Do Minimum’ Option

๏ Plan dependent on NR permissions/further • The phase can unlock the opportunity to • Working with NR to establish the feasibility feasibility and ‘change of use’ order; both reshape the town centre and Four Clocks of the two different link options and the of which will be time-consuming to pursue. area and to de-concentrate vehicle flows. workable timescale for delivery.

๏ Can be a stand-alone project but funding • Having early transparency over the time and • The outcome of these discussions will then required to phase developments across the cost implications of the design will enable determine the other site phasing and the town-centre side of the station. other site priorities to be adapted. scope for improvements along London Road.

๏ The volume and severity of safety issues Indicative Phase Funding • Improve access through Brunel Mall MSCP by along London Road may trigger the need improving pedestrian corridors, providing for alternative routing options. ‣ GCC (DfT Cycling & Walking), SDC good lighting and sound wayfinding.

66 Legacy

1. Next Steps 2. Beyond the Plan Period

The spatial vision for the site will inevitably The most aspirational plans for the station change over time. This study has sought to site would entail a complete retrofit of the provide insight into what could be achieved town-centre side of the station site including: onsite but it must be acknowledged that the vision is liable to change depending on • Relocating all car parking for the station to available funding, policy objectives and the Cheapside by mirroring Brunel Mall MSCP quality of partnership working. The emphasis on and opening up Station Square and the area the latter cannot be stressed enough in Stroud. around the Brunel Goods Shed.

The focus now should be on bringing to fruition • Developing higher-density, mixed-use Transit the outlined Phase Now measures and the small- Orientated Development (TOD) at Cheapside scale elements, alongside specific targeted focus to take advantage of public transport links on Access for All facilities. Incremental change is and local accessibility. likely to be the most realistic way of improving the site; especially with limited financial A significant level of research would be required resources locally for investing in more wholesale into the feasibility of these options with the improvement schemes. following prerequisites being identified:

However, this plan attempts to provide the • Secondary vehicle-access point bridging direction for when the above ingredients come across the Stroudwater Navigation to connect together, as well as looking to leverage the plan onto the current Fromeside Industrial Estate. elements by setting out what can be achieved. It is important to note that this document sets out • Significant capital investment by the public what would be feasible over the next 5-10 years and private sector for both the developments whilst alluding to longer-term potential on site. and the need for land stabilisation/retaining.

67

Integrated Transport Planning Ltd Cornwall Buildings, 45 Newhall Street Birmingham B3 3QR UK +44 (0)121 213 4725

Integrated Transport Planning Ltd Castlemead Lower Castle Street Bristol BS1 3AG UK +44 (0)117 917 5155

Integrated Transport Planning Ltd 6 Hay’s Lane London Bridge London SE1 2HB UK +44 (0)203 300 1810

Integrated Transport Planning Ltd 50 North Thirteenth Street Milton Keynes MK9 3BP UK +44 (0)1908 259 718

Integrated Transport Planning Ltd 32a Stoney Street Nottingham NG1 1LL UK +44 (0)115 988 6905

www.itpworld.net

68