Gloucester Law Courts Car Park Proposed Station Car Park Transport Assessment
Prepared By: ………………………………………………….. Julian Hudson MA(Oxon) MSc MCIHT
Approved By: ………………………………………………….. Simon Garner BSc (Hons) FCIHT
JH/lh/W01214 January 2016 Revision B
Table of Contents
1.0 Introduction ...... 4
2.0 Site Audit ...... 5
3.0 Policy Review ...... 10
4.0 Baseline Station Parking Demand ...... 13
5.0 Existing Junction Modelling ...... 15
6.0 Development Proposal ...... 22
7.0 Projected Trip Profile for New Car Park ...... 24
8.0 Impact Summary ...... 31
9.0 Conclusions ...... 33
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Appendices
Appendix A – Site Location Plan
Appendix B – Bus Network Map
Appendix C – Cycle Network Map
Appendix D – Collision Maps
Appendix E – Proposed Site Plan
Appendix F - Traffic Survey Data
Appendix G – City Centre Car Parks
Appendix H – Junction between London Road and Great Western Road
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1.0 Introduction
1.1 Scott White and Hookins have been appointed by Great Western Railway to produce this Transport Assessment in support of an application to re-open and formalise the use of a former temporary car park, to serve as a new commuter car park for Gloucester Railway Station.
1.2 The works are also intended to pre-empt commuter demand for parking associated with proposed increases in rail services to/from London. In the short term they will increase parking capacity at the station, create new pedestrian access to the northern side of the station and provide parking both sides. In the longer term the work will also enable the front of the station to be remodelled so that city centre regeneration and enhancement work can take place.
1.3 The site is currently provided with two vehicular crossovers and access points on the Great Western Road frontage; these may require minor alterations in order to serve the proposed new car park.
1.4 Discussions have taken place with the local planning and highway authorities regarding the scope of the proposal and the assessment reports that will be required as part of the planning application. The scope of the Statement has been expanded slightly as examination of available data revealed some issues which required further analysis.
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2.0 Site Audit
2.1 Local Highway Network
2.1.1 The site is located on Great Western Road (Appendix A), a local Distributor road which runs between Horton Road to the south-east and the B4063 London Road to the north. It is currently vacant and derelict and has no current use identified. The most recent use of the site was for hospital staff car parking, under a temporary planning permission. The majority of the site is covered in bitumen hardstanding and is broadly level at 17m AOD with a slight 1m slope down to the west in line with hydraulic gradient.
2.1.2 Traffic count data is available from the Department for Transport (DfT) for the A430 Bruton Way, which is the major strategic road which passes the front of the station. This demonstrates that in 2014, annual average daily traffic flows (AADTF) of 23,317 vehicles were recorded, a level which has remained relatively constant for the last four years of data from 2011.
2.1.3 In addition to the DfT data, traffic counts have been made available for London Road and Great Western Road which were carried out in November 2013. These demonstrate AADTF on London Road of 14,928 vehicles to the west of the junction with Great Western Road and 11,283 vehicles to the east of that junction. Great Western Road itself experiences AADTF of 5,931 vehicles.
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2.2 Public Transport Audit
2.2.1 The proposal site will serve Gloucester Railway Station, and so naturally accessibility via train is excellent. Services from the station include routes towards the following destinations:
• Westbury (Wiltshire) • Cheltenham Spa • Cardiff Central • Weymouth • Nottingham • London Paddington • Maesteg • Swindon • Great Malvern
2.2.2 In addition, the following bus services are available (Appendix B) within close proximity to the station:
From Great Western Road: Route 6: Gloucester > Gloucestershire Royal Hospital > Elmbridge > Longlevens. 1 bus per hour, Monday to Saturday Route 33: Ross-on-Wye > Lea > Huntley > Churcham > Gloucester 1 bus every 2 hours, Monday to Saturday Route 852: Gloucester > Birdlip > Cirencester 1 bus per day, Monday to Saturday
From London Road: Route 10: Lower Tuffley > Gloucester > Hucclecote > Brockworth>Cheltenham 5/6 buses per hour, Monday to Saturday Route 48: Gloucester > Elmbridge > Abbeymead > Badgeworth > Brockworth 1 bus per day, Monday to Friday. Route 810: Podsmead > Gloucester > Hucclecote > Brockworth 1 bus per day, Monday to Friday.
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Route 853: Gloucester > Cheltenham > Oxford 2 buses per day, Monday to Saturday and 1 bus per day on Sunday. Route 94U: Gloucester > Longlevens > Benhall > The Park > Cheltenham 2 buses per hour, Monday to Friday. University service.
From Market Parade: Route 113: Gloucester > Quedgeley > Longney > Upper Framilode> Frampton Route 13: Gloucester > Saintbridge > Abbeydale > Abbeymead (Loop) Route 132: Gloucester > Highnam > Newent > Dymock > Ledbury Route 201: Gloucester > Wotton Under Edge > Thornbury Route 23: Gloucester > Lydney > Bream > Coleford Route 24: Gloucester > Mitcheldean > Ruardean > Joy’s Green Route 256: Gloucester > Painswick > The Camp Route 30: Gloucester > Cinderford > Broadwell Route 31: Gloucester > Cinderford > Five Acres Route 32: Gloucester > Newent Route 62: Gloucester > Quedgeley > Hardwicke > Whitminster > Dursley Route 63: Gloucester > Whiteshill > Stroud > Nailsworth > Forest Green Route 66: Gloucester > (Various) > Stroud Route 677: Gloucester > Huntley > Newent > Much Marcle Route 678: Newent > Taynton > Gloucester Route 71: Gloucester > Twigworth > Walton Cardiff > Tewksbury Route 781: Gloucester > Blaisdon > Cinderford > Blakeney Route 786: Gloucester > Lydney > Bream > Parkend Route 787: Gloucester > Yorkley > Bream > St Briavel’s > Pillowell Route 824: Joy’s Green > Lydbrook > English Bicknor > Laker’s School Route 98: Gloucester > Longlevens > Innsworth > Churchdown > The Reddings
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2.3 Walking and Cycling
2.3.1 National Cycle Route 41 passes through central Gloucester, close to the proposal site (Appendix C). This route links Bristol, Gloucester, Stratford upon Avon and Rugby. According to the SUSTRANS cycle map, a local route along London Road links the site with this route.
2.3.2 In terms of pedestrian accessibility, the rear of the station is perhaps understandably less well provided-for than the existing front entrance. However, there are signalled pedestrian crossings between the town centre and London Road, across Bruton Way, and a signalled pedestrian crossing across London Road some 30m east of the junction with Great Western Road. An existing alleyway/underpass off Great Western Road links to the north-east side of the railway station and footbridge, currently there are 1.5m+ high walls on either side, which creates a safety and security issue and may be extremely off-putting to vulnerable users.
2.4 Road Safety Analysis
2.4.1 Personal injury collision data has been provided for the area to the front of the railway station and for the junction between London Road and Bruton Way (Appendix D). The maps provided do not indicate any collisions having occurred on Great Western Road during the same period.
2.4.2 There is a cluster of six incidents which occurred at the junction between Station Approach and Bruton Way. These included 1 fatal, 1 serious and 4 slight collisions. The fatal collision in November 2012 occurred due to a pedestrian crossing the road on a green light and being struck by a car. No engineering measures could have adequately prevented this from occurring.
2.4.3 The serious incident, which occurred during June 2013, happened due to a motorcyclist swerving to avoid a car, and thereby losing control of the vehicle and
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colliding with several stationary objects. The wet weather that day is a probable contributory factor.
2.4.4 Two of the sight injury collisions involved two cars coming together, one due to a failure to give way, the other due to failure to obey traffic signals. Neither of these incidents could have been prevented by additional engineering measures.
2.4.5 In February 2012, a pedestrian crossing the road was struck by a car. Potentially both parties failed to look properly, however the incident could easily have been worse as the casualty is described as a “young boy” in the statistics.
2.4.6 In December 2012, a cyclist and a car driver collided while passing a goods vehicle which was stationary in the adjacent traffic lane, leading to slight injuries. As with the other collisions in this location, human error appears to be the main causal factor, so again there are no engineering measures which could improve highway safety in this location.
2.4.7 At the junction between London Road and Bruton Way, there is another cluster, of five collisions. Two of these led to serious injuries, the other three to minor injuries.
2.4.8 The three slight injuries all occurred as car drivers collided with street furniture; two of these were also caused partly by bad weather. It could not be argued that this junction is poorly designed in terms of street furniture or legibility however.
2.4.9 The two serious incidents both occurred due to unpreventable human error. One involved an intoxicated pedestrian who crossed the road and was struck by a vehicle. The other involved a driver who was travelling on the wrong side of the carriageway before striking another vehicle.
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3.0 Policy Review
3.1 National Planning Policy Framework
3.1.1 The National Planning Policy Framework (NPPF) published in March 2012 sets out the Government's planning policies for England and how these are expected to be
applied. It requires that all developments that generate significant amounts of movement should be supported by a Transport Assessment and that decisions should take account of the following issues;
• the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • safe and suitable access to the site can be achieved for all people; and improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development.
3.1.2 The NPPF has at its heart a presumption in favour of sustainable development; the provision of a new commuter car park at the railway station fundamentally complies with this as development will enable more people to travel to work by train and will require fewer people to rely on solo-car travel.
3.1.3 This section of the NPPF concludes by stating that 'development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.
3.1.4 The NPPF also states that development should: • be located and designed where practical to give priority to pedestrian and cycle movements, and have access to high quality public transport facilities; • create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones; • incorporate facilities for charging plug-in and other ultra-low emission vehicles; and consider the needs of people with disabilities by all modes of transport.
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3.2 Gloucester Local Plan 1983
3.2.1 Currently, the adopted Local Plan is the Gloucester Local Plan from 1983 and its saved policies. There is also a non-adopted 1996 Local Plan and an adopted Deposit Draft Plan from 2002.
3.2.2 Core Policy T4 of the GLP1983 states that: “Off-street car parking will be provided in the city centre primarily by the provision of public car parking in order to meet normal peak demands.”
In addition, Implementation Policy T4(d) states that: “Provision will be required on the Eastgate Station site for adequate car parking to service the development in order not to create extra pressure on existing car parks.”
3.3 Gloucester Revised Deposit Local Plan 2002
3.3.1 Policy TR9 sets out maximum parking standards, in Appendix 4. However, there is no applicable standard for anything as specific as a railway station.
3.4 Gloucester, Cheltenham and Tewksbury Joint Core Strategy 2014
3.4.1 This is an emerging policy document which is not adopted. However, it contains relevant points for consideration as follows: Policy INF1 – Developers should aim to provide safe and accessible connections to the transport network to enable travel choice for residents and commuters. All proposals should ensure that ii) any increased level of car use derived from the development does not result in severe impact. Severe impact will be determined on a case by case basis.
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iv) connections should be provided where appropriate to existing walking, cycling and passenger transport networks and should be designed to enable and encourage maximum potential use.
4.5 City Plan
4.5.1 The City Council is developing its ‘City Plan’ to guide the future development of Gloucester City. Its Objectives include;
• To maintain and improve the vitality and viability of the city centre. • To maintain and enhance the city centre as a location for business, skills and learning.
• To improve linkages within the city centre, encouraging the use of sustainable modes of transport whilst providing well located car parking.
4.6 Policy Implications
4.6.1 The proposal conforms to the relevant policies by providing adequate car parking to meet the anticipated needs of commuters, avoiding the likelihood of them driving around the city centre to find alternative spaces elsewhere. It improves connectivity between the station and the surrounding area for pedestrians and cyclists by providing a new link to the north of the station, making the station more accessible. In the longer term the scheme will enable part of the existing car park to be remodelled, so that regeneration and public realm works can take place, which will be essential if the City Plan is to succeed.
4.6.2 The proposal does not create any significant adverse impacts on the existing highway network, as will be demonstrated further on in this Assessment.
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4.0 Baseline Station Parking Demand
4.1 Existing trip rates into and out of Station Approach have been examined, this being the access to the front car park for Gloucester Station. These have been examined both during the AM and PM traffic peaks and for any “spikes” in demand during the day, e.g. when trains to/from London arrive.
4.2 Traffic exiting the existing car park was seen to have this peak and spike profile:
To Bruton Way To Bruton Way To Bruton Way Total Time Period South of Junction West of Junction North of Junction OUT
07:00-08:00 54 vehicles 6 30 90
12:00-13:00 50 14 30 94
15:00-16:00 60 9 31 100
16:00-17:00 64 8 38 110
17:00-18:00 98 7 51 156
18:00-19:00 64 5 57 126
4.3 What this table shows is that the morning trips of vehicles exiting the site do not coincide with the AM highway traffic peak. Higher numbers of vehicles exit the site for each of the four hours from 15:00-19:00 however, and the highest single hour traffic levels exiting the station do coincide with the PM highway traffic peak.
4.4 Traffic entering the existing car park was seen to have the following peak/spike profile:
From Bruton Way From Bruton Way From Bruton Way Total Time Period South of Junction West of Junction North of Junction IN
07:00-08:00 74 6 76 156
08:00-09:00 45 3 49 97
09:00-10:00 40 9 50 99
16:00-17:00 52 9 45 106
17:00-18:00 54 11 43 108
18:00-19:00 62 3 43 108
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4.5 What this table shows is that traffic entering the station has a more regular profile of morning and afternoon peaks; however the demand profile is in each case spread across a three-hour period instead of a single peak hour, which mitigates its impact. Furthermore, the highest single hour traffic demand for entering the station is between 07:00 and 08:00, which precedes the AM highway traffic peak.
4.6 Origin postcode data has been provided for the existing car park which demonstrates approximately 650 vehicles visiting the site from the local area each day, and a further 130 vehicles from a variety of other origin points. It is believed that some of the further outlying postcodes may be explained by minicabs registered in disparate locations. For example, a Belfast postcode was recorded, but it seems very unlikely that someone would drive to Gloucester from Belfast in order to drop someone off for the train (presumably taking a ferry as well!)
4.7 In terms of establishing commuter parking demand, it is noted from the records that of a total of 2,864 vehicles using the car park access over the 3 days of survey data provided (22, 25 and 28 July 2015), 230 parked for more than 8 hours, and a further 59 parked for between 6 and 8 hours. In terms of drop-off and/or taxi parking demand, 2,143 vehicles stayed for a period less than 20 minutes (maximum permitted period without having to pay), though most of these stayed less than 10 minutes and some entered the site and left almost immediately, which may indicate that they literally dropped someone off without stopping in a parking bay. This also implies that only a quarter of all vehicles visiting the front car park actually park.
4.8 Evidence from the trip origin data can be used to distribute trips within the local highway network. This implies that 44% of trips to the existing Station Car Park actually approach from London Road, and in turn that these trips may to a great extent be diverted if a new car park is instituted at the rear of the site.
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5.0 Existing Junction Modelling
5.1.1 In order to test the existing capacity of the priority junction at the northern end of Great Western Road, a PICADY model has been constructed to test against actual traffic flows. Traffic counts have been supplied by Great Western Railway (Appendix F), who commissioned these counts in November 2013.
5.1.2 For robustness, the following scenarios have been modelled: • AM Peak traffic at the junction, at the usual highway AM peak of 08:00-09:00. • PM Peak traffic at the junction, at the usual highway PM peak of 17:00-18:00.
It is known that traffic in/out of the existing station car parks spikes at different times of the day, apparently coinciding with the arrival/departure of London trains. Therefore models have also been run which show the maximum recorded traffic flows on each arm combined as though they all occurred in the same one-hour period. Two models have been produced, one utilising peak flows within the AM period and one utilising peak flows from the PM period.
5.1.3 The two additional models included here are unduly pessimistic, as they are based on the highest levels of traffic recorded on each individual arm which in reality do not occur simultaneously. However they are considered useful as they test junction capacity in an absolute worst case scenario, to reflect any abnormal traffic flows which may occur depending on the train times or other irregular factors. Effectively this allows the junction to be tested to demonstrate what may occur if London-trains arrive and leave during periods of heavy traffic flow.
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5.2 Scenario 1 – AM Peak Traffic through the Junction 5.2.1 Between 08:00 and 09:00, the turning counts for the junction are as shown in the diagram below:
5.2.2 When input into PICADY alongside the appropriate information on junction geometry and dimensions, this data produced the following model outputs:
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5.2.3 As can be seen, the rate of flow to capacity (RFC) on each arm is well within the 0.85 limit at which the junction starts to reach maximum capacity, and that as such queues of fewer than two vehicles are recorded in any direction.
5.2.4 Furthermore, the only arm which has a queue length of more than 1 vehicle is the right-turn manoeuvre from the west side of London Road into Great Western Road. This manoeuvre is provided for with a ghost right-turn island, which allows at least three vehicles to wait to turn right, without impeding traffic flow along London Road.
5.3 Scenario 2 – PM Peak Traffic through the Junction
5.3.1 Between 17:00 and 18:00, the turning counts for the junction are as shown in the diagram below:
5.3.2 When input into PICADY, this data produced the following model outputs:
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5.3.3 As with the existing AM peak traffic, the rate of flow to capacity (RFC) on each arm is well within the 0.85 limit at which the junction starts to reach maximum capacity, and that as such queues of fewer than two vehicles are recorded in any direction.
5.3.4 A queue of one vehicle on Great Western Road waiting to turn either right or left is considered to be acceptable, particularly given that the delay is unlikely to be more than 15 seconds.
5.4 Scenario 3 – Maximum Recorded AM Flows on Each Arm
5.4.1 In order to give the model a further test, the data in the Movement Summary section of the traffic counts was used. This is hypothetical, as for example the highest AM flow from London Road West to East was recorded during the 08:00-09:00 period, whereas the highest AM flow from Great Western Road to London Road West was recorded during the 11:00-12:00 period. However, it is worth testing to further demonstrate the capacity of the existing junction. Trains do not always run on time and the impact of delays may generate heavier traffic flows at different times.
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5.4.2 The following turning counts were used for this hypothetical scenario:
5.4.3 When input into PICADY, this data produced the following model outputs:
5.4.4 This proves that even when loaded with the maximum AM traffic flows recorded in each direction, the junction would still operate well within maximum capacity; the queue lengths recorded are not significant and the level of delay remains within acceptable limits.
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5.5 Scenario 4 – Maximum Recorded PM Flows on Each Arm
5.5.1 The last scenario run for the existing traffic flows replicated the Scenario 3 methodology, but for the PM instead of AM flows.
5.5.2 The following turning counts were used for this hypothetical scenario:
5.5.3 When input into PICADY, this data produced the following model outputs:
5.5.4 Once again, even when loaded with the maximum PM traffic flows recorded in each direction, the junction would still operate well within maximum capacity; the queue Page 20 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
lengths recorded are not significant and the level of delay remains within acceptable limits.
5.5.5 These analyses therefore demonstrate that no junction improvements are necessary for the existing levels of traffic using the priority junction.
5.5.6 Observations show that on certain occasions longer queues do form at the junction. Often these are associated with the signalised pedestrian crossing beyond the junction, buses manoeuvring at the stops on the opposite side of the junction or service vehicles delivering to local shops. There is the also potential for traffic to be obstructed by queues from the signal junction between London Road/ A430, preventing the Great Western Road junction from clearing as quickly as it could, though this does not generally prevent vehicles from turning right into Great Western Road.
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6.0 Development Proposal
6.1 The proposal is for a passenger car park on the north side of the railway with a new pedestrian link into the station (Appendix E). Capacity will be for 240 cars.
6.2 The main objective of the scheme is to increase parking capacity at the station. Network Rail have undertaken a business case analysis which predicts increased demand for station parking as a result of planned service improvements, including the doubling in frequency of some services to London. Increased passenger numbers are predicted and additional spaces are required to prevent commuters from utilising other car parks in the city centre. It is important to note that the proposal has been made to meet this anticipated demand, not to generate extra trips.
6.3 The scheme will permit a pedestrian/cycle access to be installed from the new car park, allowing people to access the station from Great Western Road without either having to use the underpass or travel around the sides of the station to the front entrance. This will significantly improve accessibility and will address some of the current safety and security issues associated with the underpass.
6.4 The proposal will give drivers the opportunity to park either side of the station, whereas currently the only vehicle access is located on the south side. This will mean that drivers approaching from the north will be more likely to utilise the new car park, so that they no longer have to pass through the signal junctions along London Road or the A430. They will be able to approach/leave along London Road or Horton Road.
6.5 There will be no drop-off or taxi facilities at the new car park. It will have an ANPR system forcing anyone who enters the car park to pay a flat daily fee, therefore taxis, anyone who has luggage to load/unload and anyone coming to pick someone up will probably still use the front of the station to avoid paying. Drivers who are quickly dropping off a passenger will be more likely to use Great Western Road if they are
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approaching from the north and will stop outside the car park, where they are legally permitted to wait as long as necessary to pick up/set down.
6.6 The car park will incorporate separate entry/exit points, so that the exit can be fitted with a mechanism to prevent vehicles from entering. This will probably take the form of hinged metal plates bolted to the road pavement. It has been agreed with the local highway authority that no entry barriers will operate, to avoid congestion on the public highway from vehicle queues; security gates will be installed at both accesses but these will only be closed when no train services are running. The gates will open inwards and will also serve to ensure drivers align themselves at the correct angle to traverse the road plates, as specified by the supplier. The gates will also serve to segregate the pedestrian/cycle route from vehicles at the exit, reducing hazards at this point.
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7.0 Projected Trip Profile for New Car Park
7.1 Using the demand profile of the existing Station Car Park, it is possible to make robust projections relating to the level of demand and trip profile.
7.2 It is known that the existing Station Car Park has a capacity of 199 spaces, plus a forecourt providing 6 staff parking spaces, 7 taxi waiting spaces, 8 disabled parking spaces and 38 drop-off spaces (20 minutes’ waiting maximum). While the existing car park does not usually get full, proposed improvements to rail services and city growth are expected to increase commuter parking demand.
7.3 A rough accumulation profile can be worked out for the current Station Car Park as follows;
Occupancy Time Period Entering Exiting Accumulation Proportion 07:00-08:00 156 90 66 * 33% 08:00-09:00 97 76 87 44% 09:00-10:00 99 65 121 61% 10:00-11:00 76 64 133 67% 11:00-12:00 72 85 120 60% 12:00-13:00 81 94 107 54% 13:00-14:00 93 88 112 56% 14:00-15:00 72 83 101 51% 15:00-16:00 88 100 89 45% 16:00-17:00 106 110 85 43% 17:00-18:00 108 156 37 19% 18:00-19:00 108 126 19 10% Daily Total 1156 1137 N/A N/A *Assumes car park is fully vacant prior to 07:00
7.4 These accumulation figures are extremely pessimistic, as they include all vehicles entering and leaving the drop-off area and taxi rank which do not actually park. Nonetheless, the profile of demand across the day can still be of some use as it allows maximum potential capacity to be tested. The proposed car park will have 240 spaces, and so the following occupancy levels are assumed in the first instance;
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Calculated Projected Time Period Proportion Occupancy 07:00-08:00 33% 79 08:00-09:00 44% 106 09:00-10:00 61% 146 10:00-11:00 67% 161 11:00-12:00 60% 144 12:00-13:00 54% 130 13:00-14:00 56% 134 14:00-15:00 51% 122 15:00-16:00 45% 108 16:00-17:00 43% 103 17:00-18:00 19% 46 18:00-19:00 10% 24
7.5 The highest level of traffic entering the existing Station Car Park was noted as 156 vehicles between 07:00 and 08:00, and the same number leaving between 17:00 and 18:00. This is 78.4% of the existing Station Car Park capacity.
7.6 On the basis of the same proportions exiting and leaving the proposed Station Car Park, this would mean 188 vehicles entering or leaving at these maximum peak times for the Station. These are the additional traffic figures which will be tested passing through the priority junction between London Road and Great Western Road. In reality this is also an unduly pessimistic assumption. A proportion of this traffic may enter/exit the proposed Station Car Park along Horton Road rather than along London Road. Taxis and vehicles utilising the drop-off area would still use the front entrance. Traffic approaching the station from the south would be more likely to continue to use the front car park rather than make a longer journey to pass along London Road or Great Western Road. However in order to produce a robust assessment it is assumed that during the AM peak, 108 vehicles would exit the new car park based on the same proportions, and during the PM peak 130 vehicles would enter the new car park based on the same proportions.
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8.0 Projected Junction Model
8.1 The additional inbound and outbound trips will be distributed according to the existing turning proportions in order to model their impact on the priority junction during the AM and PM peaks. This is shown in the diagrams below;
AM
PM
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8.2 Inputting the projected flows and turning movements into PICADY produced the following outputs;
8.3 As can be seen from these outputs, in the AM peak there is a risk that traffic turning right from London Road (West) into Great Western Road will accumulate queues of up to 5 vehicles and delays of over 40 seconds when attempting to visit the site. However, traffic approaching from this direction is actually more likely to head for the front car park than the new car park, using logical distribution instead of hypothetical proportions. Thus it is unlikely that the new car park will generate many additional right-turn movements into Great Western Road.
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8.4 In the PM peak, the output shows that a queue of up to 11 vehicles may develop from Great Western Road and delays of over a minute and a half. Again, this makes an untested assumption that the bulk of the traffic will turn north towards the model junction; it is equally likely that commuters, especially those who know the local area, would turn south-east along Great Western Road, and then left or right onto Horton Road either to reach the London Road (which is via a signalled junction) or towards Trier Way. It also fails to take into account that a significant proportion of this predicted traffic will actually use the existing car park instead of the new car park to utilise the drop-off area without having to pay for parking.
8.5 A variant on the above scenario has been tested, whereby 44% of existing traffic heading towards the existing Station Car Park instead turns left from London Road into Great Western Road following development. It is also not unrealistic to model the 38% of traffic approaching from the north-west via Black Dog Way turning to use the rear car park. This is based on manual survey data obtained by Network Rail (Appendix J); it was only a small sample but it serves as a useful indicator. The distribution of trips exiting the proposed car park site via the junction between London Road and Great Western Road has also been re-examined with the assumption that most returning trips will proceed towards their origin point. Hence 44% of station trips will return eastbound along London Road, and 38% will return west towards Bruton Way. The remainder are likely to continue to use the front car park. These reassigned trips produce the following projected turning counts;
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8.6 When input into the PICADY model, this produced the following outputs:
As can be seen, there remains an impact on queuing and delays following development, but the extent of queuing on London Road in the AM peak is reduced to within the capacity of the ghost right-turn island. During the PM peak, traffic exiting Great Western Road will be subject to a minute-and-a-half delay but again the extent of the queue is no greater than shown for the other scenario under Para. 8.2.
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9.0 Impact Summary
9.1 In order to understand the potential impacts of the proposal it is necessary to appreciate the wider context. The car park is proposed to meet expected demand for additional parking which is going to be generated by the planned train service improvements and the projected growth of the city. An increase in passenger numbers is certain. A number of these will drive to the station regardless of whether a new car park is provided; if the proposal is refused they will need to park in long stay city centre car parks. It is therefore important to emphasise that the additional trips will be made to the station area regardless of whether new parking facilities are provided.
9.2 The location plan of the city centre car parks (Appendix G) demonstrates that the majority of spaces are south of the station, including all of the large car parks. This would mean that traffic heading to/from the northern part of the city and beyond would be likely to pass through the London Road junctions to reach them, adding to congestion.
9.3 It is important to appreciate that the proposal is to provide sufficient parking for the long term requirements of the station and that the projected occupancy and turnover will not materialise as soon as it is open for use. A gradual, incremental user profile is envisaged; initially it is likely to be used by drivers who currently already park at the front of the station who will transfer because the new car park will be easier to get to/from without having to pass through the signal junction at the end of London Road.
Page 31 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
9.4 The improvement to train services and the associated upgrade of station facilities (including extra parking and associated accessibility) will make train travel easier and more convenient for some people who currently undertake trips by car. This is likely to encourage some modal shift from road to rail, with a reduction in the length of car trips on the wider network.
9.5 Previous studies undertaken by or on behalf of Network Rail suggest that if parking is available at the station more commuters will be likely to choose to use the railway instead of driving their whole journey. They also show that some commuters routinely drive to stations further away than the one closest to their home if experience teaches them there will be nowhere to park at the nearest one.
Page 32 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
10.0 Conclusions
10.1 The case for providing additional commuter car parking to support existing as well as projected demand is robust; additional railway services are likely to increase the number of commuter trips and the projected growth of the city will also increase demand. Meeting anticipated demand for additional parking will ensure that train travel remains a viable option for many people and can assist in achieving a modal shift from road to rail.
10.2 The existing highway network is capable of handling the maximum amounts of traffic that currently use it without severe increases in congestion or journey times. While the increased demand for commuter parking will have some impact on the junction between London Road and Great Western Road, it is considered that changes in the distribution of trips will be likely to mitigate this to an extent. Overall the provision of two car parks instead of the one existing car park will spread existing traffic over a wider area thus mitigating the impact of an overall increase in commuter trips to the station. The most significant likely impact is that a proportion of the additional trips (and some existing) will not have to pass along London Road past the new car park, alleviating some congestion at the signal junction towards Bruton Way.
10.3 A new car park will relieve pressure on the other city centre car parks and the adjacent road network, which would otherwise have to accommodate the increase in demand for station parking. It will form part of a wider scheme to make the station more accessible, especially from the northern side.
10.4 It is noted that there is an existing yellow box junction at the top of Great Western Road which is clearly designed to restrain the traffic flow heading east to west on London Road; there may be some benefit in replicating these arrangements on the
Page 33 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
opposite side of London Road in order to help vehicles turning right out of Great Western Road.
10.5 It is concluded that the additional trips to/from the station will inevitably have some impact but these trips are going to be generated by improved train services and city growth. The proposed new car park must be seen as a mitigation measure to reduce this impact rather than as the generator of these trips. Creating parking either side of the railway line will distribute trips more efficiently and eliminate the need for a proportion of the station traffic to cross paths at the Bruton Way junction, which will in turn alleviate some congestion. Thus it can be demonstrated that the proposal will not have a severe or adverse impact on the transport network which might justify refusal of planning consent on traffic or highway grounds.
Page 34 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
Appendix A – Site Location Plan
Page 35 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016 Site Location Plan
0 km 0.5 1 1.5 2 © 1988–2010 Microsoft Corporation and/or its suppliers. All rights reserved. http://www.microsoft.com/uk/mappoint/ © 1984-2010 Tele Atlas. All rights reserved. Data Source © 2010 Tele Atlas N.V. This product includes mapping data licenced from Ordnance Survey® with the permission of the Controller of Her Majesty’s Stationery Office. © Crown copyright and/or database right 2010. All rights reserved. Licence number 100025324. ©2010 NAVTEQ. All rights reserved. NAVTEQ ON BOARD is a registered trademark of NAVTEQ.
Appendix B – Bus Network Map
Page 36 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
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BUSES SERVING GLOUCESTER Ticketing Information SERVICE NUMBER ROUTE OPERATOR FREQUENCY MON-FRI FREQUENCY SAT FREQUENCY SUN Introduction 1 Gloucester - Matson - Gloucester Stagecoach West Every 10 minutes Every 10 minutes Every 30 minutes Coming soon, as part of the 2/2A Gloucester - Abbeydale - Upton St Leonards - Abbeydale - Gloucester Stagecoach West Every 15 minutes Every 15 minutes Hourly Thinktravel programme, a This map has been 6 Gloucester - Gloucestershire Royal Hospital - Longlevens - Elmbridge - Gloucestershire Royal Hospital - Gloucester Stagecoach West 7 Journeys 7 Journeys No Service range of tickets and passes 7 Gloucester - Tredworth - Finlay Road - Tredworth - Gloucester Stagecoach West Every 15 minutes Every 15 minutes Hourly on smart cards. Please produced as part of the 8 Gloucester - Abbeymead - Brockworth Stagecoach West Every 15 minutes Every 15 minutes Hourly visit www.thinktravel.info/ 9 Gloucester - Tuffley - Gloucester Stagecoach West Every 15 minutes Every 15 minutes Every 30 minutes thinksmart for more details Thinktravel programme. 10 Lower Tuffley - Gloucester -Brockworth - Cheltenham Stagecoach West Every 10 minutes Every 10 minutes Every 20 minutes 11 Gloucester - Podsmead - Gloucester Swanbrook 4 Journeys 4 Journeys No service The programme aims to 12 Gloucester - Quedgeley Stagecoach West Every 30 minutes Every 30 minutes Hourly 12A Gloucester - Quedgeley - Hardwicke Stagecoach West Every 30 minutes Every 30 minutes Hourly help people make greener 13 Gloucester - Saintbridge - Abbeydale - Gloucester Stagecoach West 6 Journeys 6 Journeys No service 23 Gloucester - Lydney - Bream - Coleford Stagecoach West Hourly Hourly Every 2 hours travel choices especially 24 Gloucester - Mitcheldean - Ruardean - Joy’s Green Stagecoach West Hourly Hourly No Service 24A Gloucester - Mitcheldean - Drybrook - Cinderford Stagecoach West 3 Evening Journeys 3 Evening journeys 5 Journeys for short trips. Making 30 Gloucester - Cinderford - Five Acres - Coleford Stagecoach West Hourly Hourly 4 Journeys (Five Acres to Coleford only) 31 Gloucester - Cinderford - Brierley - Coleford Stagecoach West Hourly Hourly 4 Journeys these changes can cut 32 Gloucester - Newent - Ross on Wye - Hereford (evenings only) Stagecoach West Every 2 hours to Ross, 30 mins to Newent Every 2 hours to Ross, 30 mins to Newent 6 Journeys 33 Gloucester - Huntley - Ross on Wye - Hereford Stagecoach West Hourly 7 Journeys No service congestion, help support 62 Gloucester - Quedgeley - Kingsway - Cam - Dursley Stagecoach West Hourly Hourly Hourly 63 Gloucester - Stroud - Nailsworth - Forest Green Stagecoach West Every 30 minutes Every 30 minutes 4-6 Journeys the local economy, reduce 66E Gloucester - Copeland Park - Kingsway - Stonehouse - Ebley - Stroud Stagecoach West Hourly Hourly 4 Journeys 66F Fretherne - Frampton - Saul - Kingsway - Copeland Park - Gloucester Stagecoach West 1-2 Journeys 1 Journey No service carbon emissions as well as 66Q Gloucester - Kingsway Stagecoach West Every 30 minutes Every 30 minutes No service 66S Gloucester - Copeland Park - Kingsway - Stonehouse - The Stanleys - Stroud Stagecoach West Hourly Hourly 5 Journeys improve people’s health. 71 Gloucester - Tewkesbury Stagecoach West Hourly Hourly No service 94 Gloucester - Churchdown - Cheltenham Stagecoach West Every 10 minutes Every 10 minutes Every 15 minutes 94U Gloucester - Park Campus - Cheltenham - Pittville Campus Stagecoach West Every 30 minutes No service No service This map provides an 94X Gloucester - Benhall - Cheltenham - Pittville Campus Stagecoach West 2 Journeys No service No service 97 Gloucester - Parton Road - Churchdown Village - Cheltenham Stagecoach West Hourly Hourly 5 Journeys overview of bus services 98 Gloucester - Pirton Lane - Churchdown Village - Cheltenham Stagecoach West Hourly Hourly 5 Journeys 99 Gloucestershire Royal Hospital - Cheltenham Hospital - Cheltenham Racecourse P&R (Limited Stop Service) Stagecoach West Every 30 minutes No service No service in Gloucester to help you 113 Gloucester - Hempsted - Frampton - Arlingham Stagecoach West 1-2 Journeys (1via A38 direct) 1-2 Journeys (1via A38 direct) No service 132 Gloucester - Newent - Ledbury Stagecoach West Every 2 hours Every 2 hours No service plan your local journeys. 201 Gloucester - Wotton-under-Edge - Thornbury Mike’s Travel 1 Journey 1 Journey No service 208 Waterwells P&R - Sharpness - Berkeley Jackie’s Coaches 1 Journey Tues/Thurs No service No service 208B Quedgeley - Kingsway - Cam & Dursley Rail Station Third Sector Services 4 Journeys No service No service 351 Gloucester - Staunton - Corse - Tewkesbury Swanbrook 6 Journeys 6 Journeys No service 353 Gloucester - St Oswald’s - Sandhurst - Longlevens - Gloucester Swanbrook 4 Journeys 4 Journeys No service 507 Waterwells Park & Ride - Gloucester - Barnwood Business Centre Bennetts Every 16 minutes Every 15 minutes No service 678 Gloucester - Taynton - Newent Newent Comm Link 2 Journeys No service No service 852 Gloucester - Cirencester Pulham’s Coaches 4 Journeys 3 Journeys No service 853 Gloucester - Cheltenham - Oxford Swanbrook 2 Journeys 2 Journeys 1 Journey A 4 F 1 R 7 O
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0 D 4 L H A I A OAD L R 66E W D AM L BR S EN H OC D M TEN KW to Ross-on-Wye O A L ORT A R E K CH H T O RO RO S R AD 24A Elmbridge AD M 66F 24 W L ES O Kingsholm D TG H E A A A TE S S A40 S O 4 T G T 33 R 1 E C R E N T GO 7 66Q A417 U I O E D K U A G Churchdown Hill W R D A T I Y R R B O AD H O B A M
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O N Gloucestershire O OD H W R 97 T A Royal Hospital OA N Y D A L L 507 98 Barnwood 30 D Gloucester A M O ET R Z Business Park 99 A WA 41 N Y 7 E R EV Wotton 113 31 S
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R C R N A A CC O R N
Useful Contacts E S R T I L A A D O T W L L EC O A S A V E A OT D I I V D V E A C E E R 852 E K H O T N N AD L 8 A R U U V 3 W Abbeymead O E O A E For more information about public transport in the A A H 66Q E D
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D F O TE
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A LE R W O 0 O
113 R LD RO
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T N T S 2\2A To make comments about bus and community L T
IS U
E R R 7 E R O
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D Y ELD ROAD 507 A D MOORFI R E
transport services W R ER O S M
N A Y I
A R13O F E N S D AD E D L T O L B R R H IE O EE Y Y F L T D A A Gloucester A L T O W IN Abbeydale E D R F E A A 8 3 R N D O 12 A T 10 O L T
N R Business Park S O
U B G N N Stagecoach D C A B I E A NE L E D
S E B E R
E H E R U 12A M R E UE YS G H S R D S 01452 418630 Y R N R D O E IVE
V E O R N A
W N P O D A AY EA A
66S D L www.stagecoachbus.com NO YM 8 RBUR BE N Y AV B O 201 ENU A T E P Coopers Edge 66F Podsmead U Pulhams Coaches 11
01451 820369 D A 66E O R Robinswood www.pulhamscoaches.com L D O Y A T 62 A O IS W R R AVENUE AT K B 8 COLE E IC A3 H W Mike’s Travel W S
N E I
T P A E P
N E
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M T
01454 281417 Y
S
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www.mikestravel.co.uk VEN D Bondend
O E A M
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8 A R 3
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S E
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ELM FL E IE 01452 720666 D
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L T H A R NE Robinswood Hill RC W EST O U 46 www.jackiescoaches.com A CH A
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N THI O U LL Cotswold Green G Tuffley 2\2A N R EST E N UTHILL L E W D D IL N A R N H LA DE RE O O ON S 01453 835153 R R A B O M D E EL L Lower E P O LAN O T ELL S H O I RC BI C R H E I Astons’ Coaches B Tuffley N G H A 8 S L 0 T T T R 0 H F E 4 8 01905 820201 E E O B 3 T
S A R C T DR A ALE IVE Y NV 9 N R N D www.aston-coaches.co.uk E L V N A E E S I O Y R W Upton St K C
I Cooper’s Hill
W
S
12A B
Swanbrook Transport Ltd N
4 I
0
Leonards A
7
P
3
01452 712386 P A
I
113 N S
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www.swanbrook.co.uk/ I AN C
GE K P ORT
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66F AD O Y A A
66F 4 D
Newent Shuttle 17 62 3 ST RO
12 U B
01531 821227 D 4
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O Bennetts Coaches 208B A L
8 Whaddon N
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T A H Upton Wood
S I
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R 01452 527809 L B B UC E K Quedgeley HO N LT www.bennettscoaches.co.uk A R L O 66E AD L 66F O O H C F I Third Sector Services S E Kingsway LD 113 CO URT Buckholt Wood 01242 515388 DRIVE
D E D D A P A
N A
O O RO R
A R O LT
L A O www.thirdsectorservices.org.uk T R H
4 W CK S N 1 K U A B
O 7 C R I
A 3 T Y L W
P S L U N E I 8 A S 3 P A N 12A AAS LA Ticketing Information NE Waterwells THE KNOLL D A O Kites Hill Coming soon, as part of the Thinktravel programme, R L O T a range of tickets and passes on smart cards. IS GRE R EN LAN B 208 E 63 E N A WATER L WELL 8 S D B MILL LANE 3 RI N H A VE 4 M C A IL A 0 L
funded by: U S 7 LA
N R L 3 E
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N E T K ON L H AN ILL E Hardwicke
NA AS E to Dursley L to Stroud AN M E AN PTON L I L LAN E U to Painswick L www.thinktravel.info A 4 46 PO 1 A U 73 ND L AN HA E RE SF IEL D L AN E 8 3 A
Appendix C – Cycle Network Map
Page 37 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
Appendix D – Collision Maps
Page 38 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016 *# *#)"*# )" *# TITLE: 206267 | 16-Feb-12 207553 | 29-Nov-12 THU | 1741 THU | 1025 Gloucester Bus 206277 | 28-Feb-12 FINE | DRY 207542 | 05-Dec-12 FINE | DRY TUE | 1040 DAYLIGHT | SLIGHT WED | 0955 1 DAYLIGHT | FATAL FINE | DRY CAR | FINE | WET/DAMP Station )" CAR | *# DAYLIGHT | SLIGHT *#*# 23 | DAYLIGHT | SLIGHT *# 47 | 3 )" CAR | )" | CAR | Injury Accidents | *# 21 | | 56 | Failed to look properly | CAR | V1 TURNED RIGHT OUT OF RAIL STATION CAR Dazzling sun P/CYCLE | 24 | PARK, WAITED IN CENTRE OF ROAD UNTIL CLEAR. PEDESTRIAN CROSSED THE ROAD TOWARDS THE 61 | )" AS V1 TURNED, LIGHTS FOR PEDESTRIANS WENT RAILWAY HOTEL AND COLLIDED WITH V1 Junction overshoot TRAVELLING FROM LONDON RD TOWARDS METZ WAY Failed to judge other person's path or speed V1 ON BRUTON WAY TOWARDS WORCESTER STREET IN GREEN AND V1 COLLIDED WITH A YOUNG BOY CROSSING TOWARDS STATION ON GREEN LIGHT. PEDESTRIAN DIED 1/12/12 A GOODS VEHICLE WAS STATIONARY IN LANE 1. TRAFFIC. V2 HAS PULLED OUT OF BUS STATION V1 AND V2 HAVE APPROACHED FROM THE REAR IN ONTO BRUTON WAY AND VEHICLES HAVE COLLIDED LANE 1 BOTH HAVE MOVED OVER TO LANE 2 TO PASS THE VEHICLE AND COLLIDED 207623 | 05-Jun-13 PROJECT: WED | 1825 *# RAIN | WET/DAMP Injury Accidents *# DAYLIGHT | SERIOUS CAR | 2012 - 2014 41 | M/CYCLE | 208192 | 08-Aug-13 THU | 1953 (3 full years, 208898 | 25-Jul-14 44 | Failed to look properly FINE | DRY FRI | 1745 V1 TRAVELLING TOWARDS STATION APPROACH IN + part of 2015) RIGHT HAND LANE.V1 DOES NOT GIVE WAY TO V2. DAYLIGHT | SLIGHT FINE | DRY V2 HAS SWERVED TO AVOID A COLLISION. NO DAYLIGHT | SERIOUS COLLISION WITH V1 AND V2, V2 HOWEVER LOSES CAR | CONTROL OF MOTORBIKE, HITS A LOW BRICK WALL, 43 | MGV | MOUNTS KERB AND HITS A BOLLARD. 22 | CAR | 24 | | Poor turn or manoeuvre V2 WAS TURNING RIGHT INTO STATION APPROACH | AND V1 WAS TRAVELLING ALONG BRUTON WAY. V2 Failed to look properly FAILED TO GIVE WAY TO V1 CAUSING THE PEDESTRIAN HAS BEEN HIT WHILST CROSSING COLLISION. ZEBRA CROSSING BOTH DRIVER AND PEDESTRIAN FAILED TO PAY SUFFICIENT ATTENTION TO EACH LEGEND: OTHER 208621 | 05-Apr-14 SAT | 1202 FINE | DRY ± DAYLIGHT | SERIOUS 208371 | 13-Dec-13 TAXI | FRI | 1900 Legend 60 | FINE | WET/DAMP | # LIT | SLIGHT | ^_* CAR | Ped failed to look properly )" ENV_GENERAL.Accidents V1 CROSSING ROAD FROM T JUNCTION TO ENTER *# 33 | TAXI RANK LAY BY AND COLLIDES WITH AN *# ELDERLY PEDESTRIAN WHO WAS CROSSING THE )" *# CAR | MOUTH OF THE MINOR JUNCTION FROM OFFSIDE TO 31 | NEARSIDE )" Disobeyed automatic traffic signal V1 HAS BEEN HELD AT STATION APPROACH LIGHTS, ACC_SEVERITY 207058 | 02-Jun-12 *## V2 HAS BEEN TRAVELLING ON BRUTON WAY TOWARDS * METZ WAY. BOTH CARS HAVE GONE THROUGH THE SAT | 0005 LIGHTS WHEN ON RED AND THE COLLISION HAS WINDY | WET/DAMP OCCURRED. Fatal LIT | SLIGHT 207386 | 14-Oct-12 ^_ CAR | SUN | 2130 36 | FINE | DRY )" | LIT | SLIGHT Serious | TAXI | Ped failed to look properly PEDESTRIAN HAS WALKED OUT IN FRONT OF V1 45 | Twyver House CAR | *# 208078 | 25-Aug-13 17 | Slight SUN | 2241 # Following too close * V2 STATIONARY AT THE TRAFFIC LIGHTS WHEN V1 FINE | DRY HAS REAR SHUNTED FROM BEHIND LIT | SLIG*#HT 209144 | 05-Dec-14 CAR | FRI | 0109 23 | FINE | DRY TAXI | *# LIT | SLIGHT 58 | *# Driver impaired by alcohol CAR | V1 HAS LOST CONTROL AND WAS KANGAROOING ALL DOWN THE STREET UNTIL IT HIT A TRAFFIC 30 | BEACON AND TWO PARKED VEHICLES DUE TO THE CAR | FACT THE DRIVER WAS UNDER THE INFLUENCE OF *# ALCOHOL, WAS CHASED BY POLICE CAR (V4) 34 | Fai ed to look properly 207885 | 09-Jun-13 V1 WAS TRAVELLING DOWN BRUTON WAY TURNING RIGHT INTO METZ WAY V2 WAS TRAVELLING DOWN SUN | 0240 BRUTON WAY OPPOSITE DIRECTION TO V1 WHEN *# FINE | DRY COLLISION OCCURRED LIT | SLIGHT Directorate Name Here *#)" 207485 | 06-Nov-12 CAR | TUE | 1050 58 | FINE | WET/DAMP Shire Hall, Westgate Street, | )" DAYLIGHT | SLIGHT | *# Gloucester GL1 2TG Aggressive driving CAR | V1 TRAV WRONG WAY ROUND ROUNDABOUT HAS | MOUNTED PAVEMENT AND COLLIDED WITH A Tel: 01452 42xxxx PEDESTRIAN AND THEN DROVE OFF TOWARDS BRUTON CAR | WAY. MAY HAVE BEEN DELIBERATE ACTION 18 | www.gloucestershire.gov.uk Failed to look properly *# V2 HAS DRIFTED OVER INTO NEXT LANE CLIPPING *# *# V1 208425 | 13-Jan-14 206918 | 19-Jun-12 DRAWN BY: Your Name 208574 | 29-Mar-14 MON | 0939 TUE | 1510 SAT | 1040 FINE | DRY SCALE: 1:2,902 FINE | DRY FINE | DRY DAYLIGHT | SERIOUS DAYLIGHT | SLIGHT DAYLIGHT | SLIGHT CAR | DATE: 28-Jul-2015 CAR | CAR | 80 | 32 | DRAWING NO: 17 | *# | | P/CYCLE | | | Ped failed to look properly Failed to look properly 59 | PEDESTRIAN WALKED OUT IN FRONT OF ONCOMING VEHICLE TRAVELLING STATION ROAD TURNING INTO Poor turn or manoeuvre V1. NETTLETON ROAD HAS COLLIDED WITH A V1 HAS PULLED OUT INTO THE PATH OF V2 PEDESTRIAN WALKING TOWARDS GLOUCESTER CITY. You are not permitted to copy, sub-license, distribute or sell any of this data to third © Crown Copyright and database rights 2013, Ordnance Survey 100019134 *# parties in any form
*# )" Court TITLE: 69a *# London Road Jct 206472 | 17-Apr-12 With Bruton Way TUE | 1810 Injury Accidents FINE | DRY 207861 | 20-May-13 V DAYLIGHT | SLIGHT ia MON | 0645 d CAR | *# uc FINE | DRY t 35 | DAYLIGHT | SERIOUS | )" 207549 | 21-Nov-12 PROJECT: CAR | | WED | 1057 71 | Failed to look properly RAIN | WET/DAMP Injury Accidents *# V1 WAS TURNING RIGHT WHEN IT HAS COLLIDED P/CYCLE | WITH A TRAFFIC SIGNAL DAYLIGHT | SLIGHT 2012 - 2014 70 | CAR | Vehicle travelling along pavement VEHICLE HAS PULLED OUT OF A CARPARK AND HAS 35 | (3 full years, CLIPPED A CYCLIST TRAVELLING ON THE PAVEMENT | + part of 2015) | 207387 | 23-Dec-12 Rain, sleet, snow, or fog TRAFFIC LIGHT JUNCTION OF BLACK DOG WAY AT SUN | 0040 BOTTOM OF NORTHGATE ST. V1 WAS TURNING RIGHT AT THE JUNCTION FROM LONDON ROAD INTO WINDY | WET/DAMP BLACK DOG WAY. RAIN WAS VERY HEAVY AND WIPERS WERE ON FAST (FULL) AND V1 DROVE INTO LIT | SERIOUS TRAFFIC LIGHTS. CAR | LEGEND: | | 38 | *# ± Ped impaired by alcohol INTOXICATED PEDESTRIAN WALKED UP NORTHGATE *# Legend STREET AND CROSSED BRUTON WAY TOWARDS #)" CENTRAL ISLAND, WAS HIT BY V1 WHICH STOPPED * BUT NO DETAILS OF VEHICLE OR DRIVER EXCHANGED )" *# ENV_GENERAL.Accidents 205808 | 03-Jan-12 TUE | 1000 ACC_SEVERITY RAIN/WIND | WET/DAMP DAYLIGHT | SLIGHT 1 )" ^_ Fatal CAR *#| *#*#*# 86 | )" )" )" | *# Serious | 209227 | 09-Jan-15 Rain, sleet, snow, or fog FRI | 1307 V1 HAS LOST CONTROL TURNING THE CORNER )" *# WHILST TRYING TO OPERATE THE WINDSCREEN FINE | DRY Slight WIPERS AND COLLIDED WITH A ROADSIDE BOLLARD DAYLIGHT | SERIOUS CAR | Curzon House 91 | *# CAR | *# 75 | # Loss of control C (site of)* V1 HAS BEEN DRIVING ON THE INCORRECT SIDE OF lin THE DUAL CARRIAGEWAY FOR UNKNOWN REASONS V1 ic HAS THEN COLLIDED WITH V2, V1 HAS THEN CONTINUED AND STRUCK V4 IN A HEAD ON COLLISION AND THE REAR OF V4 HAS THEN STRUCK V3 Directorate Name Here *# Shire Hall, Westgate Street, Gloucester GL1 2TG *# Wessex House *# Tel: 01452 42xxxx www.gloucestershire.gov.uk 206277 | 28-Feb-12 TUE | 1040 FINE | DRY DRAWN BY: Your Name DAYLIGHT | SLIGHT SCALE: 1:2,322 CAR | S DATE: 28-Jul-2015 21 | ta Gloucester Station t DRAWING NO: CAR | io n te 24 | a Junction overshoot King's Square G V1 ON BRUTON WAY TOWARDS WORCESTER STREET IN rn TRAFFIC. V2 HAS PULLED OUT OF BUS STATION You are not permitted to copy, e ONTO BRUTON WAY AND VEHICLES HAVE COLLIDED ^_*# t sub-license, distribute or sell s )" o *# any of this data to third P *# © Crown Copyright and database rights 2013, Ordnance Survey 100019134 )" *# parties in any form )" 207058 | 02-Jun-12 *#*# SAT | 0005 WINDY | WET/DAMP LIT | SLIGHT 207386 | 14-Oct-12 CAR | SUN | 2130 36 | FINE | DRY | LIT | SLIGHT | TAXI | Ped failed to look properly PEDESTRIAN HAS WALKED OUT IN FRONT OF V1 45 | CAR | 208078 | 25-Aug-13 17 | SUN | 2241 Following too close V2 STATIONARY AT THE TRAFFIC LIGHTS WHEN V1 FINE | DRY HAS REAR SHUNTED FROM BEHIND LIT | SLIGHT CAR | 23 | TAXI | 58 | Driver impaired by alcohol V1 HAS LOST CONTROL AND WAS KANGAROOING ALL DOWN THE STREET UNTIL IT HIT A TRAFFIC BEACON AND TWO PARKED VEHICLES DUE TO THE FACT THE DRIVER WAS UNDER THE INFLUENCE OF ALCOHOL, WAS CHASED BY POLICE CAR (V4)
Appendix E – Proposed Site Plan
Page 39 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
Appendix F – Traffic Survey Data
Page 40 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016 Cover GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 LONDON ROAD/GREAT WESTERN ROAD, Study Name GLOUCESTER LONDON ROAD/GREAT WESTERN ROAD, Study Description GLOUCESTER, 07/11/2013 Date of Survey Thursday, November 7, 2013 Time Period 07:00 - 19:00 Comments Collected by Sky High.
Car Light Goods OGV1 OGV2 Classes PSV Movements GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 From: London Road E of junc. To: London Road E of junc. To: Great Western Road To: London Road W of junc. Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 0 0 0 0 0 0 07:00 56 1 3 0 0 60 07:00 318 38 5 0 31 392 08:00 0 0 0 0 0 0 08:00 84 3 1 0 0 88 08:00 536 34 9 0 31 610 09:00 0 0 0 0 0 0 09:00 84 4 3 0 0 91 09:00 437 39 7 0 18 501 10:00 0 0 0 0 0 0 10:00 57 3 2 0 0 62 10:00 371 37 12 0 16 436 11:00 0 0 0 0 0 0 11:00 45 1 5 2 0 53 11:00 318 35 7 0 17 377 12:00 0 0 0 0 0 0 12:00 35 2 1 0 0 38 12:00 326 25 4 0 15 370 13:00 0 0 0 0 0 0 13:00 51 7 1 0 0 59 13:00 322 29 15 0 20 386 14:00 0 0 0 0 0 0 14:00 51 3 1 0 0 55 14:00 393 31 9 0 22 455 15:00 0 0 0 0 0 0 15:00 58 4 1 0 0 63 15:00 484 37 7 0 18 546 16:00 0 0 0 0 0 0 16:00 29 2 0 0 0 31 16:00 482 37 4 0 14 537 17:00 0 0 0 0 0 0 17:00 55 4 2 0 0 61 17:00 492 16 2 0 16 526 18:00 0 0 0 0 0 0 18:00 51 1 0 0 0 52 18:00 400 24 0 0 14 438 Total 0 0 0 0 0 0 Total 656 35 20 2 0 713 Total 4879 382 81 0 232 5574 From: Great Western Road To: London Road E of junc. To: Great Western Road To: London Road W of junc. Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 17 0 1 0 0 18 07:00 0 0 0 0 0 0 07:00 80 7 6 0 0 93 08:00 17 2 1 0 0 20 08:00 0 0 0 0 0 0 08:00 116 6 8 0 0 130 09:00 28 0 3 0 0 31 09:00 0 0 0 0 0 0 09:00 116 12 5 0 1 134 10:00 28 3 2 0 0 33 10:00 0 0 0 0 0 0 10:00 149 8 6 0 1 164 11:00 36 1 1 1 0 39 11:00 0 0 0 0 0 0 11:00 178 10 1 1 2 192 12:00 39 5 4 0 0 48 12:00 0 0 0 0 0 0 12:00 177 8 11 0 1 197 13:00 38 2 1 0 0 41 13:00 0 0 0 0 0 0 13:00 165 8 2 0 0 175 14:00 39 0 2 0 0 41 14:00 0 0 0 0 0 0 14:00 179 13 5 0 1 198 15:00 41 0 0 0 0 41 15:00 0 0 0 0 0 0 15:00 233 13 3 0 0 249 16:00 42 3 0 0 0 45 16:00 0 0 0 0 0 0 16:00 233 9 2 0 0 244 17:00 33 3 0 0 0 36 17:00 0 0 0 0 0 0 17:00 220 8 6 0 1 235 18:00 35 2 1 0 0 38 18:00 0 0 0 0 0 0 18:00 122 1 2 0 0 125 Total 393 21 16 1 0 431 Total 0 0 0 0 0 0 Total 1968 103 57 1 7 2136 From: London Road W of junc. To: London Road E of junc. To: Great Western Road To: London Road W of junc. Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 288 26 4 0 18 336 07:00 285 14 3 0 0 302 07:00 0 0 0 0 0 0 08:00 391 18 5 1 20 435 08:00 325 12 7 0 0 344 08:00 0 0 0 0 0 0 09:00 269 24 9 1 18 321 09:00 231 15 2 1 1 250 09:00 0 0 0 0 0 0 10:00 260 24 11 0 22 317 10:00 216 19 7 0 1 243 10:00 0 0 0 0 0 0 11:00 296 21 7 1 18 343 11:00 182 7 5 1 1 196 11:00 0 0 0 0 0 0 12:00 303 24 9 0 16 352 12:00 181 10 6 0 1 198 12:00 0 0 0 0 0 0 13:00 293 26 7 0 16 342 13:00 205 9 3 0 1 218 13:00 0 0 0 0 0 0 14:00 314 25 4 0 20 363 14:00 229 11 4 0 1 245 14:00 1 0 0 0 0 1 15:00 333 25 5 0 18 381 15:00 210 12 6 0 0 228 15:00 0 0 0 0 0 0 16:00 404 22 1 0 26 453 16:00 121 7 3 0 0 131 16:00 0 0 0 0 0 0 17:00 472 33 5 0 16 526 17:00 141 5 8 0 0 154 17:00 0 0 0 0 0 0 18:00 353 13 4 0 26 396 18:00 134 4 4 0 0 142 18:00 0 0 0 0 0 0 Total 3976 281 71 3 234 4565 Total 2460 125 58 2 6 2651 Total 1 0 0 0 0 1 Arms GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 London Road E of junc. Towards Junction Away From Junction Both Directions Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 374 39 8 0 31 452 07:00 305 26 5 0 18 354 07:00 679 65 13 0 49 806 08:00 620 37 10 0 31 698 08:00 408 20 6 1 20 455 08:00 1028 57 16 1 51 1153 09:00 521 43 10 0 18 592 09:00 297 24 12 1 18 352 09:00 818 67 22 1 36 944 10:00 428 40 14 0 16 498 10:00 288 27 13 0 22 350 10:00 716 67 27 0 38 848 11:00 363 36 12 2 17 430 11:00 332 22 8 2 18 382 11:00 695 58 20 4 35 812 12:00 361 27 5 0 15 408 12:00 342 29 13 0 16 400 12:00 703 56 18 0 31 808 13:00 373 36 16 0 20 445 13:00 331 28 8 0 16 383 13:00 704 64 24 0 36 828 14:00 444 34 10 0 22 510 14:00 353 25 6 0 20 404 14:00 797 59 16 0 42 914 15:00 542 41 8 0 18 609 15:00 374 25 5 0 18 422 15:00 916 66 13 0 36 1031 16:00 511 39 4 0 14 568 16:00 446 25 1 0 26 498 16:00 957 64 5 0 40 1066 17:00 547 20 4 0 16 587 17:00 505 36 5 0 16 562 17:00 1052 56 9 0 32 1149 18:00 451 25 0 0 14 490 18:00 388 15 5 0 26 434 18:00 839 40 5 0 40 924 Total 5535 417 101 2 232 6287 Total 4369 302 87 4 234 4996 Total 9904 719 188 6 466 11283 Great Western Road Towards Junction Away From Junction Both Directions Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 97 7 7 0 0 111 07:00 341 15 6 0 0 362 07:00 438 22 13 0 0 473 08:00 133 8 9 0 0 150 08:00 409 15 8 0 0 432 08:00 542 23 17 0 0 582 09:00 144 12 8 0 1 165 09:00 315 19 5 1 1 341 09:00 459 31 13 1 2 506 10:00 177 11 8 0 1 197 10:00 273 22 9 0 1 305 10:00 450 33 17 0 2 502 11:00 214 11 2 2 2 231 11:00 227 8 10 3 1 249 11:00 441 19 12 5 3 480 12:00 216 13 15 0 1 245 12:00 216 12 7 0 1 236 12:00 432 25 22 0 2 481 13:00 203 10 3 0 0 216 13:00 256 16 4 0 1 277 13:00 459 26 7 0 1 493 14:00 218 13 7 0 1 239 14:00 280 14 5 0 1 300 14:00 498 27 12 0 2 539 15:00 274 13 3 0 0 290 15:00 268 16 7 0 0 291 15:00 542 29 10 0 0 581 16:00 275 12 2 0 0 289 16:00 150 9 3 0 0 162 16:00 425 21 5 0 0 451 17:00 253 11 6 0 1 271 17:00 196 9 10 0 0 215 17:00 449 20 16 0 1 486 18:00 157 3 3 0 0 163 18:00 185 5 4 0 0 194 18:00 342 8 7 0 0 357 Total 2361 124 73 2 7 2567 Total 3116 160 78 4 6 3364 Total 5477 284 151 6 13 5931 London Road W of junc. Towards Junction Away From Junction Both Directions Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total Period Car Light Goods OGV1 OGV2 PSV Total 07:00 573 40 7 0 18 638 07:00 398 45 11 0 31 485 07:00 971 85 18 0 49 1123 08:00 716 30 12 1 20 779 08:00 652 40 17 0 31 740 08:00 1368 70 29 1 51 1519 09:00 500 39 11 2 19 571 09:00 553 51 12 0 19 635 09:00 1053 90 23 2 38 1206 10:00 476 43 18 0 23 560 10:00 520 45 18 0 17 600 10:00 996 88 36 0 40 1160 11:00 478 28 12 2 19 539 11:00 496 45 8 1 19 569 11:00 974 73 20 3 38 1108 12:00 484 34 15 0 17 550 12:00 503 33 15 0 16 567 12:00 987 67 30 0 33 1117 13:00 498 35 10 0 17 560 13:00 487 37 17 0 20 561 13:00 985 72 27 0 37 1121 14:00 544 36 8 0 21 609 14:00 573 44 14 0 23 654 14:00 1117 80 22 0 44 1263 15:00 543 37 11 0 18 609 15:00 717 50 10 0 18 795 15:00 1260 87 21 0 36 1404 16:00 525 29 4 0 26 584 16:00 715 46 6 0 14 781 16:00 1240 75 10 0 40 1365 17:00 613 38 13 0 16 680 17:00 712 24 8 0 17 761 17:00 1325 62 21 0 33 1441 18:00 487 17 8 0 26 538 18:00 522 25 2 0 14 563 18:00 1009 42 10 0 40 1101 Total 6437 406 129 5 240 7217 Total 6848 485 138 1 239 7711 Total 13285 891 267 6 479 14928 Movement Summary GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 From: London Road E of junc. To: London Road E of junc. To: Great Western Road To: London Road W of junc. Total 0 Total 713 Total 5574 AM Peak 11:00 - 12:00 0 AM Peak 09:00 - 10:00 91 AM Peak 08:00 - 09:00 610 PM Peak 12:00 - 13:00 0 PM Peak 15:00 - 16:00 63 PM Peak 15:00 - 16:00 546 From: Great Western Road To: London Road E of junc. To: Great Western Road To: London Road W of junc. Total 431 Total 0 Total 2136 AM Peak 11:00 - 12:00 39 AM Peak 11:00 - 12:00 0 AM Peak 11:00 - 12:00 192 PM Peak 12:00 - 13:00 48 PM Peak 12:00 - 13:00 0 PM Peak 15:00 - 16:00 249 From: London Road W of junc. To: London Road E of junc. To: Great Western Road To: London Road W of junc. Total 4565 Total 2651 Total 1 AM Peak 08:00 - 09:00 435 AM Peak 08:00 - 09:00 344 AM Peak 11:00 - 12:00 0 PM Peak 17:00 - 18:00 526 PM Peak 14:00 - 15:00 245 PM Peak 14:00 - 15:00 1 Arm Summary GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 London Road E of junc. Towards Junction Away From Junction Both Directions Total 6287 Total 4996 Total 11283 AM Peak 08:00 - 09:00 698 AM Peak 08:00 - 09:00 455 AM Peak 08:00 - 09:00 1153 PM Peak 15:00 - 16:00 609 PM Peak 17:00 - 18:00 562 PM Peak 17:00 - 18:00 1149 Great Western Road Towards Junction Away From Junction Both Directions Total 2567 Total 3364 Total 5931 AM Peak 11:00 - 12:00 231 AM Peak 08:00 - 09:00 432 AM Peak 08:00 - 09:00 582 PM Peak 15:00 - 16:00 290 PM Peak 14:00 - 15:00 300 PM Peak 15:00 - 16:00 581 London Road W of junc. Towards Junction Away From Junction Both Directions Total 7217 Total 7711 Total 14928 AM Peak 08:00 - 09:00 779 AM Peak 08:00 - 09:00 740 AM Peak 08:00 - 09:00 1519 PM Peak 17:00 - 18:00 680 PM Peak 15:00 - 16:00 795 PM Peak 17:00 - 18:00 1441 Total Flow GCC_SURVEYMANAGER - 000000000382 - LONDON ROAD/GREAT WESTERN ROAD, GLOUCESTER - Thursday, November 7, 2013 Period Car Light Goods OGV1 OGV2 PSV Total 07:00 1044 86 22 0 49 1201 08:00 1469 75 31 1 51 1627 09:00 1165 94 29 2 38 1328 10:00 1081 94 40 0 40 1255 11:00 1055 75 26 6 38 1200 12:00 1061 74 35 0 33 1203 13:00 1074 81 29 0 37 1221 14:00 1206 83 25 0 44 1358 15:00 1359 91 22 0 36 1508 16:00 1311 80 10 0 40 1441 17:00 1413 69 23 0 33 1538 18:00 1095 45 11 0 40 1191 Total 14333 947 303 9 479 16071
Data prepared by Drakewell Cloud Hosting January 3, 2014 10:38:15 AM.
C2-WebReports ©2003-2013 Drakewell Computer Systems.
Appendix G – City Centre Car Parks
Page 41 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016 Rev. Amendment Drn. Chkd. Appd. Date GLOUCESTER CITY CENTRE LONG STAY CAR PARKING EXISTING LOCATIONS AND CAPACITIES
Civil/Structural Health Approved Geomatic Engineers and Safety Inspectors Engineering Scale at A3 N.T.S. Project / Drawing No. Rev. W01214-100 P01 DO NOT SCALE FROM THIS DRAWING WNFM/309/09
Appendix H - Junction between London Road and Great Western Road
Page 42 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016
Appendix J – Manual Survey Trip Distribution for Existing Car Park
Page 43 of 43 Gloucester Law Courts Car Park Transport Assessment – January 2016