ECO PARK REVISED SCHEME: FGRFC STADIUM APPLICATION S.16/0043/OUT TRANSPORT ASSESSMENT VOLUME 1: TEXT & FIGURES
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ECO PARK REVISED SCHEME: FGRFC STADIUM TRANSPORT ASSESSMENT
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Job No E191 G:\workfiles\E191\REPORTS\E191-DOC02 TA Vol 1 Issue 2 Text & File Reference Figs.docx Name Date Initials
Prepared By C J Mumford 06 December 2017
Checked By T Slater 08 December 2017
Issue Date Comments Approved
2 13 December 2017 Submission C J Mumford
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ii E191-DOC02 TA Vol 1 Issue 2 Text & Figs December 2017 ECO PARK REVISED SCHEME: FGRFC STADIUM TRANSPORT ASSESSMENT CONTENTS
VOLUME 1: TEXT AND FIGURES PAGE NO. 1. INTRODUCTION ...... 1 General ...... 1 Consultations ...... 2 Guidance ...... 2 Outline of the Transport Assessment ...... 2 2. TRANSPORT PLANNING POLICY CONTEXT ...... 3 Introduction ...... 3 National Policy ...... 3 National Planning Policy Framework ...... 3 Planning Practice Guidance ...... 4 DfT Circular 02/2013: The Strategic Road Network and the Delivery of Sustainable Development ...... 4 Highways England: The strategic road network – Planning for the future ...... 5 Local Policy ...... 6 Gloucestershire’s Local Transport Plan 2015-2031 ...... 6 Strategic Economic Plan for Gloucestershire (SEP) ...... 6 Stroud District Local Plan 2015 ...... 7 Eastington Neighbourhood Development Plan ...... 8 3. EXISTING TRANSPORT CONDITIONS ...... 9 Site Context ...... 9 Existing Road Network ...... 9 Existing Traffic ...... 11 Road Safety ...... 13 Walking and Cycling ...... 15 Public Transport ...... 16 Bus Services ...... 16 Rail Services ...... 17 4. PROPOSED DEVELOPMENT ...... 19 Introduction ...... 19 Means of Access ...... 19 Vehicular access ...... 19 Walking and Cycling ...... 19 Public Transport ...... 20 Travel Plan ...... 20 Parking ...... 20
iii E191-DOC02 TA Vol 1 Issue 2 Text & Figs December 2017 ECO PARK REVISED SCHEME: FGRFC STADIUM TRANSPORT ASSESSMENT Replacement Laybys ...... 21 5. TRIP GENERATION AND DISTRIBUTION ...... 22 Trip Generation ...... 22 Introduction ...... 22 The New Lawn ...... 22 Current Attendance ...... 23 Estimated Travel to the Proposed Stadium at Stonehouse ...... 23 Vehicle Trip Generation and Parking Demand ...... 25 Trip Distribution and Assignment ...... 26 6. IMPACT ON THE ROAD NETWORK ...... 28 Introduction ...... 28 Assessment Scenarios ...... 28 Committed Development ...... 28 A419 Corridor Improvements ...... 30 Traffic Growth ...... 30 Predicted Traffic Flows ...... 31 Standalone Junction Assessments ...... 31 1. A419/A38 Roundabout ...... 32 2. M5 Junction 13 Roundabout ...... 34 3. A419/Spring Hill/Grove Lane Roundabout (Chipmans Platt) ...... 36 4. Oldends Lane/A419/Bonds Mill/Stonehouse Business Park (Oldends Lane Roundabout) ...... 38 5. Downton Road Traffic Signal Junction ...... 40 6. Ebley Road/A419/Bristol Road (Horsetrough Roundabout) ...... 42 7. Proposed A419/FGRFC Stadium Access ...... 44 S-Paramics Extended Traffic Model ...... 46 7. DEVELOPMENT CONSTRUCTION ...... 49 Construction Traffic ...... 49 Construction Plant ...... 49 Construction Traffic Management Plan ...... 49 8. SUMMARY AND CONCLUSIONS ...... 51
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FIGURES
Figure 1.1 Site Location Figure 3.1 Two Way Link Flows Saturday Arrivals (14:00 – 15:00) (at end of text) Figure 3.2 Two Way Link Flows Saturday Departures (17:00 – 18:00) (at end of text) Figure 3.3 Two Way Link Flows Weekday Arrivals (18:00 – 19:00) (at end of text) Figure 3.4 NCN National Route 45 Figure 3.5 Existing Bus Services Figure 5.1 Walking and Cycling Catchments Figure 6.1 Junctions Assessed for Capacity (at end of text)
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APPENDICES
VOLUME 2: APPENDICES A - C Appendix A Concept Plan Appendix B Proposed Access: Drawing E191/01 Rev C Appendix C Proposed A419 Corridor Improvements
VOLUME 3: APPENDICES D - I Appendix D Traffic Turning Movements Saturday Arrivals (14:00 – 15:00) Appendix E Traffic Turning Movements Saturday Departures (17:00 – 18:00) Appendix F Traffic Turning Movements Weekday Arrivals (18:00 – 19:00) Appendix G Collision Plan Appendix H Public Rights of Way Appendix I Proposed Grove Lane Bus Entrance: Drawing E191/05 Rev A
VOLUME 4: APPENDICES J & K Appendix J Proposed Improvements to NCN Route 45 Appendix K Replacement Laybys: Drawing E161/23 Rev B & File Note E161/42
VOLUME 5: APPENDICES L - P Appendix L FGRFC Trip Generation Calculations – Full 5,000 Capacity Stadium Appendix M Hourly Arrival / Departure Profiles Appendix N FGRFC Supporter Trip Distribution Appendix O TEMPRO Calculations Appendix P Email from CH2M for Highways England, 19 September 2017
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1. INTRODUCTION
General 1.1. An outline planning application (Reference S.16-0043-OUT) for an Eco Park on land adjacent to Junction 13 of the M5, west of Stonehouse, was submitted to Stroud District Council in January 2016. This included the following elements:
. Sports Complex south of the A419 and east of the M5; . Green Technology Hub north of A419 and east of the M5; . Nature Conservation Area west of the M5.
1.2. The proposed Sports Complex south of the A419 included a new stadium for Forest Green Rovers Football Club (FGRFC) as well as sports facilities to be open to the public.
1.3. A Revised Scheme is now proposed, for a 5,000 seat stadium for FGRFC to the north of the A419. It is not now proposed that the sports facilities will be open to the public (other than during an FGRFC match). The Revised Scheme no longer includes Class B1 / B2 / B8 employment.
1.4. The site location is shown in Figure 1.1. The proposed Concept Plan is reproduced at Appendix A.
Figure 1.1: Site Location
1.5. The principle access to the stadium will be from a new traffic signal junction on to the A419 east of the M5 Junction 13, and will include the dualling of the A419 between the M5 Junction 13 and Chipmans Platt roundabout. Drawing E191/01 Rev C showing the proposed layout is reproduced at Appendix B. The proposals also include a footway along the south side of the A419 from the Stonehouse / Stroud direction to the site access, with a pedestrian phase included in the traffic
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signals. An entrance for buses, pedestrians and cyclists is proposed from Grove Lane, as indicated on the Concept Plan in Appendix A. Offsite improvements are proposed to the existing cycle route (NCN Route 45) from Stonehouse to Chipmans Platt.
Consultations 1.6. A transport scoping study for Eco Park was submitted to GCC and Highways England in August 2015. Comments were received from Highways England in late August 2015 and from GCC in September 2015. A draft of the Transport Assessment and ES Transport and Access Chapter were submitted to GCC and Highways England via SDC in October 2015.
1.7. A Transport Assessment and associated documents were submitted in support of the Eco Park application (Reference S.16/0043/OUT) in January 2016. A number of consultations and discussions were subsequently held with GCC and Highways England. Further submissions in response to discussions were made in July 2016, September 2016, February 2017 and July / August 2017.
1.8. The revised Concept Plan and proposed site access arrangements from the A419 were submitted to GCC and Highways England for preliminary comments in October 2017, and a Transport Scope was submitted to GCC and Highways England in November 2017. A response on behalf of Highways England was received at the end of November 2017, and the layout for the site access from the A419 has been amended accordingly.
1.9. These consultations with Gloucestershire County Council (GCC) and Highways England and their consultants have been taken into account in the preparation of the Revised Scheme.
Guidance 1.10. This Transport Assessment has been prepared in accordance with the National Planning Policy Framework, March 2012, and the Planning Practice Guidance 'Travel Plans, Transport Assessments and Statements in Decision-Taking', March 2014. Reference has also been made to the Department of Transport (DfT) Circular 02/2013 ‘The Strategic Road network and the Delivery of Sustainable Development’, September 2013 and the Highways England publication ‘The strategic road network: Planning for the future.’
Outline of the Transport Assessment 1.11. Section 2 of this Transport Assessment places the proposed development in the context of the national and local transport planning policy framework. The existing transport network, including opportunities for walking, cycling and public transport, is described in Section 3. Section 4 provides a description of the proposed development. Trip generation is considered in Section 5, the impact on the neighbouring transport network is covered in Section 6, whilst Section 7 summarises the means for mitigating the impact of traffic associated with construction. Section 8 sets out the conclusions of the assessment.
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2. TRANSPORT PLANNING POLICY CONTEXT
Introduction 2.1. The following provides a brief review of existing and emerging transport planning policy at national and local level considered relevant to the Revised Scheme.
National Policy
National Planning Policy Framework 2.2. National guidance on planning is set out in the document ‘National Planning Policy Framework’ (NPPF) published in March 2012. Paragraph 14 states that at the heart of the NPPF is a presumption in favour of sustainable development, which should be seen as a golden thread running through both plan-making and decision taking.
2.3. Chapter 4 of the NPPF deals with ‘Promoting Sustainable Transport’. It states that:-
“Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives.” (Paragraph 29).
2.4. It goes on to say that:-
“The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel.” (paragraph 29).
2.5. When development is likely to generate significant movement, the NPPF states that plans and decisions should ensure that such developments are located:-
“where the need to travel will be minimised and the use of sustainable travel modes can be maximised. However this needs to take account of policies set out elsewhere in this Framework, particularly in rural areas.” (paragraph 34).
2.6. Travel Plans will be a key tool to facilitate this and will be a requirement for developments which generate significant amounts of movement (paragraph 36).
2.7. Paragraph 35 expands on opportunities for the use of sustainable transport modes, stating that:-
“…developments should be located and designed where practical to:
. accommodate the efficient delivery of goods and supplies; . 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….
2.8. The NPPF requires that all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment (paragraph 32). Plans and decisions should take account of whether:-
. “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
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. Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.” (paragraph 32).
Planning Practice Guidance 2.9. The Government’s Planning Practice Guidance to the NPPF was launched as a web-based resource by DCLG on 6 March 2014, and includes guidance on travel plans, transport assessments and statements in decision-taking’ (Reference ID: 42 Updated 06 03 2014). The guidance explains that travel plans, transport assessments and statements are all ways of assessing and mitigating the negative transport impacts of development in order to promote sustainable development, and are required for all developments which generate significant amounts of movement. The guidance has been taken into account in the preparation of this Transport Assessment and associated Travel Plan.
DfT Circular 02/2013: The Strategic Road Network and the Delivery of Sustainable Development 2.10. Highways England (previously known as the Highways Agency) is responsible for implementing the Government’s development control policy concerning Trunk Roads on behalf of the Secretary of State for Transport. Policy in relation to the strategic road network is set out in DfT Circular 02/2013 ‘The Strategic Road Network and the Delivery of Sustainable Development’ published in September 2013.
2.11. Paragraph 9 of Circular 02/2013 states:
“Development proposals are likely to be acceptable if they can be accommodated within the existing capacity of a section (link or junction) of the strategic road network, or they do not increase demand for use of a section that is already operating over-capacity levels, taking account of any travel plan, traffic management and/or capacity enhancement measures that may be agreed. However, development should only be prevented or refused on transport grounds where the residual cumulative impacts of a development are severe.”
2.12. Paragraphs 21 to 36 discuss development management in more detail, paragraphs 25 to 27 dealing with the assessment of development impact. Paragraph 25 states that demand should be compared against the ability of the existing network to accommodate traffic over a period of up to ten years after the date of registration of the planning application or the end of the relevant local plan, whichever is the greater. Paragraph 26 explains that developers are expected to put forward initiatives that manage down the traffic impact of proposals, to support the promotion of sustainable transport. Paragraph 27 states that where the overall forecast demand at the time of opening of the development can be accommodated, further capacity mitigation will not be sought.
2.13. Paragraphs 37 to 44 cover access to the strategic road network. In summary, unless the need for a new junction or direct access to a busy high speed strategic road is identified as essential at the plan-making stage, there will be no additional direct access to motorways, and access will be limited to the use of existing junctions. Modifications to existing motorway junctions will be agreed where these do not have an adverse impact on traffic flows and safety. Although a less restrictive approach will be taken to access to the remainder of the strategic road network, the preference is still that new development should make use of existing junctions.
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Highways England: The strategic road network – Planning for the future 2.14. Since April 2015, Highways England has been responsible for operating, maintaining and improving the strategic road network in England, including the M5 motorway. The document ‘The strategic road network – Planning for the future’, published in September 2015, describes the approach that Highways England takes to engaging in the planning system and the issues considered in relation to draft planning documents and planning applications. Paragraph 3 explains that the document is written in the light of the NPPF and of DfT Circular 02/2013.
2.15. Paragraph 29 states that the primary function of the strategic road network (SRN) is to facilitate the safe and efficient movements of goods and people. Paragraph 31 explains that Highways England’s approach to planning is shaped by commitments to supporting environmental and social aims, including reducing car use and supporting sustainable transport options, and supporting biodiversity and climate change mitigation. Paragraph 35 states that Highways England’s advice to local planning authorities will be to refuse or place conditions on developments only where the residual cumulative impacts on the capacity of the SRN are still assessed to be severe with mitigation in place, for example if the safe operation of the SRN would be significantly eroded. Paragraph 37 says that transport assessments should be carried out in accordance with government guidance and in agreement with Highways England through pre- application and scoping.
2.16. Planning applications and development management are discussed in paragraphs 84 to 120. Paragraph 101 states:
“Assessments should be carried out for:
. The development and construction phase; and . The opening year, assuming full build out and occupation, and . Either a date ten years after the date of registration of the associated planning application or the end of the Local Plan period (whichever is the greater).
The assessment at opening will be used for the determination of impact mitigation needs, whilst the latter is necessary to determine the risk which will transfer to us.”
2.17. Paragraph 103 explains that the development promoters are expected to put forward initiatives that reduce the traffic impact of proposals by supporting sustainable development and accessible sites. Paragraph 104 comments that the implementation of a travel plan is an effective means of managing the impact of development on the road network and reducing the need for major infrastructure. Paragraph 104 goes on to comment that retaining some network capacity within the SRN facilitates the provision for further developments. Paragraph 107 points out that quite often travel plan measures alone are insufficient, and in such instances Highways England with work with local authorities to determine whether more direct demand management measures could assist.
2.18. Paragraphs 108 to 116 discuss capacity enhancement. This will not be sought where the overall forecast demand can be accommodated by the existing infrastructure in the opening year. Any measures proposed must be sufficient to accommodate or offset the impact of development on the SRN and its surroundings, and a road safety audit and non-motorised user assessment will be required before planning permission is granted.
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Local Policy
Gloucestershire’s Local Transport Plan 2015-2031 2.19. Gloucestershire County Council adopted its fourth Local Transport Plan (LTP4) in June 2016. The overarching strategy acts as guidance for anybody requiring guidance on how the county council will manage the transport network in Gloucestershire up to 2031.
2.20. Gloucestershire’s vision for transport is for:
“A resilient transport network that enables sustainable economic growth by providing door to door travel choices.”
2.21. The LTP objectives, set out on Figure C of LTP4, are:
. Support sustainable economic growth; . Enable community connectivity; . Conserve the environment; and . Improve community health and wellbeing.
2.22. The LTP is structured around a transport picture of Gloucestershire based on a geographical patchwork of travel corridors, each of which has distinctive transport opportunities and pressures. This is addressed through six area Connecting Places Strategies (CPS). The Stroud CPS explains that:
“By concentrating development within or adjacent to the District’s larger settlements, the strategy should make delivery of new and improved transport infrastructure easier and more viable (to serve both existing and new communities). Potential links to rail, bus and other forms of public transport and the strategic road network are all maximised by choosing to locate major employment growth at the larger settlement areas of Stroud, Cam and Stonehouse.”
2.23. Short term capital priorities (2015 – 2021) for Stroud CPS include improvements for the A419 corridor, Stonehouse. Long term capital priorities include access improvements to NCN National Route 45, Stroud. However, the Stroud CPS notes that the identification of priorities does not reflect a commitment by the county council for funding.
Strategic Economic Plan for Gloucestershire (SEP) 2.24. In 2012, the Government confirmed a significant change in the way funding of major transport schemes is allocated. Responsibility for major schemes is now devolved to the Local Enterprise Partnerships (LEPS) through new Strategic Economic Plans (SEPs). The Strategic Economic Plan for Gloucestershire was prepared by GFirst LEP, Gloucestershire’s Local Enterprise Partnership, and submitted to Government in March 2014.
2.25. Under the Gloucestershire Growth Deal, the Government has agreed to invest £4.4m by 2020 to 2021 via GFirst LEP for junction improvements and carriageway widening within the A419 Stonehouse corridor to support planned growth, improve access to jobs and support the efficient movement of goods.
2.26. The main purpose of the scheme is to fulfil the following objectives identified by GFirst LEP:
. To reduce peak period congestion on the A419; . To support strategic housing and employment growth sites at Stonehouse and Stroud;
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. To increase capacity, optimise the efficiency of the corridor and reduce delays for general traffic, HGVs and buses, whilst also improving provision for pedestrians and cyclists; . To support planned growth (including on land near to the corridor), improve access to jobs and support the efficient movement of goods.
2.27. A public exhibition of the proposals was held in June 2017. The overview of the scheme, together with the proposals for Chipmans Platt, Oldends Lane, Downton Road and Horsetrough junctions, are reproduced in Appendix C1. It is understood that the aim is to commence construction in summer 2018 and complete during summer 2019.
Stroud District Local Plan 2015 2.28. Stroud District Local Plan 2015 was adopted by Stroud District Council on 19 November 2015 and covers the period 2015 - 2031.
2.29. The Local Plan sets out a broad and over-arching vision, and from this derives a series of strategic objectives. Strategic objective SO4, which falls under the heading ‘Economy and infrastructure’, is relevant to the Revised Scheme:
Strategic Objective SO4: Transport and travel
Promoting healthier alternatives to the use of the private car and seeking to reduce CO2 emissions by using new technologies and encouraging an integrated transport system to improve access to local goods and services”
2.30. Chapter 3 on shaping the future of Stroud District explains that the Stonehouse cluster of parishes with its good road and rail links is well placed for future growth. Policy SA2 West of Stonehouse allocates land between the Oldends industrial estate and Grove Lane, immediately east of the Eco Park site, for mixed use development. Planning permission (Reference 14/0810/OUT) has been granted for development including up to 1,350 dwellings and 9.3 hectares of employment land here.
2.31. The Stroud valley bottoms, canal corridor, and Stroud town centre are also a focus for the District’s strategic growth. For example SA1a Land at Dudbridge, to the south west of Stroud town centre, allocates land for canal related tourism development, retail and employment uses.
2.32. Delivery Policy EI11: Promoting sport, leisure and recreation states that planning applications for new sports, leisure, cultural and recreational facilities will be permitted provided that they meet a number of criteria including:
“3. the development can be made readily accessible to adequate bus, cycling and walking links, for the benefit of non-car users
4. cycle/vehicle access and on-site cycle/vehicle parking would be provided to the adopted standards
5. adequate access to and between the facilities would be provided for people with disabilities”
1 Source:www.gloucestershire.gov.uk/roads-parking-and-rights-of-way/major-projects/stonehouse-a419- improvements
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2.33. Delivery Policy EI12: Promoting transport choice and accessibility emphasises the importance of transport networks which deliver a high level of accessibility to key services and facilities, and states:
“Delivering Transport Infrastructure.
Where appropriate, new developments will be required to connect into the surrounding infrastructure and contribute towards new or improved walking, cycling and rail facilities within the District and the provision of an integrated public transport network across the District…….
Enhancing Accessibility
Development proposals should have full regard to the traffic impact on the local highway network. Major development proposals or those that are likely to have a significant impact on the local transport network will be required to submit a Travel Plan to demonstrate that they have fully considered access by all modes of transport…”
2.34. Parking standards for vehicles and cycles are included in Appendix 2 of the Stroud District Local Plan 2015.
Eastington Neighbourhood Development Plan 2.35. Stroud District Council brought the Eastington Neighbourhood Plan into force on 27th October 2016, and it now forms part of the statutory Development Plan for Stroud District.
2.36. Eastington Neighbourhood Plan has four main themes, including Infrastructure. The infrastructure objectives include:
. “to work closely with Gloucestershire County Council Highways to identify and agree a variety of ways to improve highway safety; . To establish and improve cycle and walking routes suitable for children’s buggies, wheelchairs and mobility scooters; . To ensure new housing and canal developments are connected to the village by safe, road, cycle and pedestrian routes; . to support development proposals that conserve or enhance the route, character, function and recreational value of Public Rights of Way (PROW) . to ensure any new development allows for adequate car and bicycle parking provision.”
2.37. Policy EP9: Public Rights of Way and Wildlife Corridors states:
“New development should protect the existing rights of way network and its ambiance. Where public footpaths or bridleways are routed or realigned through new development, they should be designed as part of landscaped wildlife corridors rather than being routed along estate road pavements as part of the highway network.”
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3. EXISTING TRANSPORT CONDITIONS
Site Context 3.1. The location of the Revised Scheme is indicated in Figure 1.1. It lies to the north of the A419, east of the M5 and west of Grove Lane on the west side of Stonehouse.
3.2. Planning consent for a mixed use development, West of Stonehouse (Reference S.14/0810/FUL), between the Revised Scheme and Stonehouse, was granted in April 2016. This development forms the major part of the committed development included in the assessment.
Existing Road Network 3.3. The A419 forms the main road corridor into Stonehouse and Stroud from the west. To the west of the site the A419 has a grade separated roundabout junction with the M5 (Junction 13), and beyond the M5 a roundabout junction with the A38 south of Whitminster. In this area the A38 runs parallel to the M5 and provides an alternative route between Bristol and Gloucester. The M5, and the section of the A38 entering Gloucester, form part of the strategic road network. To the east the A419 continues to Cirencester, where it joins the A417 / A419 strategic route linking the M4 at Swindon with the M5 at Gloucester.
3.4. The section of the A419 fronting the site, between the M5 and Chipmans Platt Roundabout, is a single carriageway road subject to the national speed limit. There is no street lighting and no footway along this section. Immediately adjacent to the site there are laybys which are subject to a 2 hour waiting restriction between 8am and 6pm, with no return within 4 hours. The layby on the northern side contains a snack waggon operating under licence from Stroud District Council, and the laybys are frequently used by HGVs. This section of the A419 is shown in Photograph 3.1.
Photograph 3.1: A419 looking north west towards M5
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3.5. Chipmans Platt roundabout to the south east of the site forms the junction between the A419, Spring Hill to the south and Grove Lane to the north, and is street lit. A service area, with Travelodge, coffee shop and other food service facilities as well as fuel, is located in the north west quadrant of Chipmans Platt roundabout, with entry from the roundabout, and entry / exit from Grove Lane approximately 120m north of Chipmans Platt junction. A view of the A419 looking south east towards Chipmans Platt roundabout and the service area from the direction of the site is given in Photograph 3.2.
Photograph 3.2: A419 looking south east towards Chipmans Platt
3.6. South east of Chipmans Platt, the A419 continues around the southern part of Stonehouse through a number of junctions to Stroud, including the Oldends Lane roundabout, the Downton Road traffic signals, and the Horsetrough roundabout junction with the B4008 Bath Road / Ebley Road at Stonehouse.
3.7. North of Chipmans Platt, Grove Lane leads north and west to join the A38 at Whitminster. It forms part of NCN Route 45, as shown on Figure 3.4 within the paragraphs on walking and cycling below. A weight restriction of 7.5t except for loading applies along the whole length of Grove Lane from Chipmans Platt to the A38.
3.8. At present, the southernmost section of Grove Lane is a two lane single carriageway, with street lighting as far as the service area exit and a footway on the eastern side, and subject to a 50mph speed limit. The footway stops at the northern boundary of the service area compound, where Eastington Footpath 36 leads off to the north east.
3.9. From Chipmans Platt into the consented West of Stonehouse development, Grove Lane is understood to be proposed as a 6.75m wide road, suitable for use as a bus route. North of the
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service area exit (and north of the West of Stonehouse access), the width of Grove Lane reduces to around 6 – 6.1m. The West of Stonehouse proposals for Grove Lane are understood to include traffic calming features in the form of a Gateway north of the West of Stonehouse entrance, to inhibit rat running between Chipmans Platt and the A38.
3.10. A 40mph speed limit commences on the approach to the settlement of Westend, just to the south of the Ecotricity landholding frontage. The speed limit returns to 50mph to the south east of the bridge over the M5. Within Westend, and northwards to the A38, Grove Lane reduces in width to 5m or less in places.
3.11. Grove Lane has a priority junction with the A38 / School Lane at Whitminster, with left turns out permitted only, although no physical measures to enforce this are in place.
3.12. South of Chipmans Platt, Spring Hill / Alkerton Road leads south west to the village of Eastington where it has a roundabout junction with Bath Road. Bath Road is the former A419 and leads north west over the M5 to a traffic signal controlled junction with the A38.
Existing Traffic 3.13. To establish the current traffic flows on the road network in the vicinity of the site, turning counts have been undertaken at the following locations:
. A419 / B4008 Horsetrough Roundabout . A419 / Downton Road junction . A419 / Oldends Lane Roundabout . A419 / Grove Lane Roundabout (Chipmans Platt) . M5 Junction 13 (slip roads and circulating carriageway) . A419 / A38 Roundabout west of M5 Junction 13 . A38 / Grove Lane / School Lane junction, Whitminster
3.14. The surveys cover the period from 13:00 – 18:00 on Saturday 12 September 2015, and from 07:00 – 10:00 and 16:00 – 20:00 on Tuesday 15 September 2015. The exception is the survey at the A38 / A419 roundabout on Saturday 12 September; one of the video cameras failed part way through the survey, which was therefore repeated on Saturday 19 September 2015.
3.15. In addition, automatic traffic counts (ATCs) were carried out for a seven day period from Thursday 10 September 2015 to Wednesday 16 September 2015, covering the main turning count survey dates, on the A419 both north west and south east of Junction 13, and on Grove Lane.
3.16. The surveys undertaken during September 2015 are less than three years old, and remain valid. Three years is the generally accepted cut-off time, as previously set out in the Guidance on Transport Assessment, March 2007.
3.17. At present, FGRFC generally plays matches on Saturday afternoons starting at 15:00 and occasionally on Tuesday evenings starting at 19:45. Departures from weekday matches occur after 21:30 in the evenings, when background traffic flows are low and road capacity will not be an issue, and this period has therefore not been included in the assessment.
3.18. Total two way hourly traffic flows in the vicinity of the Revised Scheme site are summarised in Table 3.1 for a Saturday and Table 3.2 for a weekday.
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Table 3.1: Summary of Saturday Hourly Traffic Flows Total Two Way Traffic Location 14:00 – 15:00 17:00 – 18:00 A38 North of A419 1,034 808 A38 South of A419 1,294 1,183 A419 West of M5 840 725 A419 East of M5 1,281 1,270 Grove Lane 195 172 Spring Hill 358 346
Table 3.2: Summary of Weekday Hourly Traffic Flows Location Total Two Way Traffic 08:00 – 09:00 17:00 – 18:00 18:00 – 19:00 A38 North of A419 974 952 698 A38 South of A419 1,476 1,583 1,068 A419 West of M5 1,125 1,133 736 A419 East of M5 1,787 2,274 1,539 Grove Lane 483 249 194 Spring Hill 699 698 445
3.19. Tables 3.1 and 3.2 confirm that hourly traffic flows on a Saturday are generally below those during weekday peak hours, the exception being the A38 north of the M5 early on Saturday afternoon. Table 3.2 shows that on a weekday, traffic flows during the hour 18:00 – 19:00, when a significant proportion of traffic will arrive for a 19:45 kick-off, is well below the level in the preceding hour 17:00 – 18:00.
3.20. Total two way traffic flows for the main match arrival and departure periods are summarised on Figures 3.1, 3.2 and 3.3, found at the end of the text of this Transport Assessment, for the following scenarios:
. Figure 3.1 Two way link flows, Saturday arrival period (14:00 – 15:00); . Figure 3.2 Two way link flows, Saturday departure period (17:00 – 18:00); . Figure 3.3 Two way link flows, Tuesday arrival period (18:00 – 19:00).
3.21. Turning movements are shown on the diagrams in Appendices D to F as follows:
. Appendix D Saturday arrival period (14:00 – 15:00); . Appendix E Saturday departure period (17:00 – 18:00); . Appendix F Tuesday arrival period (18:00 – 19:00).
3.22. Daily flows from the ATCs are summarised in Table 3.3.
Table 3.3: Summary of Existing Daily Traffic Flows on A419 and Grove Lane A419 West of M5 A419 East of M5 Grove Lane Northwestbound 6,091 10,567 442 Av Weekday Southeastbound 5,500 8,901 1,490 12 Hour Total 11,591 19,468 1,932 Northwestbound 7,216 12,738 526 Av Weekday Southeastbound 6,618 10,991 1,754 24 Hour Total 13,834 23,729 2,280 Saturday Northwestbound 4,727 7,671 369 12 Hour Southeastbound 3,965 6,411 1,018
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A419 West of M5 A419 East of M5 Grove Lane Total 8,692 14,082 1,387 Northwestbound 5,669 9,269 458 Saturday Southeastbound 4,762 8,186 1,243 24 Hour Total 10,431 17,455 1,701
3.23. The tidal nature of the daily flows on Grove Lane indicate that the banned right turn out on to the A38, as identified in paragraph 3.7, is having some effect on reducing traffic flows.
3.24. The ATCs also recorded traffic speeds; average daily mean and 85th percentile speeds are summarised in Table 3.4.
Table 3.4: Summary of Traffic Speeds (mph) A419 West of M5 A419 East of M5 Grove Lane Mean 85th Mean 85th Mean 85th Percentile Percentile Percentile Northwestbound 47.9 54.7 43.3 50.4 40.1 48.7 Southeastbound 44.5 51.7 43.5 51.2 40.5 48.6
Road Safety 3.25. Information on personal injury accidents on the A419 corridor past the site has been obtained from Gloucestershire County Council for the most recent five year period available, from 1 August 2012 to 31 July 2017. The County Council’s report includes a collision plan of the study area, reproduced at Appendix G.
3.26. Collisions on the A419 in the immediate vicinity of the site, on the A38 between the A419 and Grove Lane, on the A38 between the A419 and Frome Bridge, and on Grove Lane have been analysed. A brief description of these collisions is given in Table 3.5.
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Table 3.5: Accidents on A419, Grove Lane and A38 in the vicinity of the site Collision No. Date Severity Details A419 / M5 Junction 13 Roundabout 207228 27/09/12 Slight V1 collided with rear of V2 when approaching roundabout 207411 26/10/12 Serious Motorcycle lost control and fallen off (on slip road) 207918 08/07/13 Slight V1 pulled out into the path of V2 on roundabout 209117 17/11/14 Slight V1 collided with rear of V2 on slip road 209988 16/11/15 Slight V1 collided with rear of V2 at top of slip road A419 Chipmans Platt Roundabout (A419, Grove Lane & Spring Hill) 208527 03/03/14 Serious V1 pulled out into the roundabout in front of a moped 209006 22/09/14 Slight V2 collided with the rear of V1 when slowing for roundabout 211522 08/06/17 Serious V1 pulled out into the roundabout in front of a motorcycle Grove Lane 210225 08/01/16 Serious Pedestrian hit by car as he waited to cross the road 211481 15/04/17 Slight V1 pulled out of Nupend junction and collided with cyclist Grove Lane / A38 Cross Roads 208174 27/08/13 Slight V1 pulled out into path of V2, who collided into the rear of V1 209541 06/06/15 Slight V2 collided with V1 as V1 attempted a U-turn Van travelling from the Whitminster direction pulled out in front 211259 13/12/16 Serious of cyclist A38 between Grove Lane and A419 207292 04/12/12 Slight V1 collided with rear of V2 208356 14/11/13 Serious Motorcycle collided with V1 waiting to turn right in Chevrons 208876 27/07/14 Slight V2 turned right whilst V2 was overtaking A38 between Grove Lane and Frome Bridge 209069 28/10/14 Slight V2 collided with rear of V1 slowing to U turn Source: Gloucestershire County Council, 3 October 2017
3.27. There were no collisions along the site frontage, and none resulting in fatal injuries during the study period. Away from the site frontage, there were six accidents resulting in serious injury, four of these involving a moped or motorcycle, one a cyclist and one a pedestrian. However, there is no pattern of accidents which indicated a particular road safety issue in the vicinity of the proposed development.
3.28. A COBALT analysis of the collision records has been undertaken to determine whether the accident record is at, above or below the national average, and the results are summarised in Table 3.6. COBALT is a program developed by the Department for Transport to undertake the analysis of the impact of accidents as part of the economic appraisal of a road scheme. For this analysis, Grove Lane is divided into three links in accordance with the variations in speed limit, since speeds affect the predicated accident rate.
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Table 3.6: Summary of COBALT accident analysis Link / Junction Expected Accident Rate Actual Accident Rate. Link 1 A38 from Grove Lane to A419 0.2 0.6 Link 2 A419 from A38 to M5 0.3 0.0 Link 3 A419 from M5 to Chipmans Platt 0.6 0.0 Link 4 Grove Lane (50mph, A419 to Nupend) 0.0 0.0 Link 5 Grove Lane (40mph, Nupend to Westend) 0.1 0.4 Link 6 Grove Lane (50mph, Westend to A38) 0.2 0.0 Link 7 A38 from A419 to Frome Bridge 0.4 0.2 Junction 1 - A38 / A419 Roundabout 3.4 0.0 Junction 2 - A38 / Grove Lane / School Lane 1.3 0.4 Junction 3 - M5 Junction 13 3.2 1.0 Junction 4 - A419 / Grove Lane / Spring Hill 5.2 0.6 (Chipmans Platt) Note: Links: accident rates per million vehicle kilometres Junctions: accident rates based on vehicle inflow to junction For COBALT, junction accidents are those within 20m of a junction
3.29. The actual accident rate is at or below the expected (national average) accident rate for all links and junctions, except for the A38 between Grove Lane and the A419, and for Grove Lane from Nupend to Westend. Although the accident rates will be taken into account, there is considered to be no road safety issue which precludes development at the site.
Walking and Cycling 3.30. There is currently no footway along the A419 fronting the site.
3.31. PROW Footpath Eastington 37 crosses the A419 into the site towards the eastern boundary, then dividing into two paths, Eastington 37 towards Westend and and Eastington 38 towards Nupend. Local public rights of way (PROW) are identified on the plan in Appendix H. No formal crossing of the A419 is provided on the line of Footpath Eastington 37.
3.32. National Route 45 of the National Cycle Network (NCN), which links Chester with Salisbury via Gloucester, Cirencester and Swindon, runs along Grove Lane to the north of the site, and then south along Spring Hill south of Chipmans Platt for a short distance. It then offers a route for pedestrians and cyclists, largely off road, to Stonehouse and Stroud. National Route 45 in the vicinity of the site is identified on Figure 3.4.
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Figure 3.4: NCN National Route 45
Public Transport
Bus Services 3.33. Figure 3.5 shows the existing regular bus services in the vicinity of the site
Figure 3.5: Existing Bus Services
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3.34. Bus services which route along the A419 and along Stonehouse High Street are summarised in Table 3.7. These bus services are operated by Stagecoach.
Table 3.7: Summary of Existing Bus Services Service No. Route Days Daytime (to Evening (from First Service Last Service 18:00) 18:00) Frequency (from (from Frequency Stonehouse) Stonehouse) Cheltenham Mon-Fri 1 evening service 06:49 Hourly 18:59 Stonehouse Sat 07:59 Dursley Sun No service 61 Dursley Mon-Fri 05:59 Hourly 1 evening service 18:04 Stonehouse Sat 08:04 Cheltenham Sun No service Stonehouse Mon-Fri No evening 07:38 Hourly 14:40 64 Stroud Sat service 07:40 Bussage Sun No service Stroud Mon-Fri 05:58 30 Minutes Hourly 22:34 Stonehouse Sat 06:28 Gloucester Sun Hourly n/a 08:28 16:58 66S/66E Gloucester Mon-Fri 07:27 30 Minutes Hourly 23:57 Stonehouse Sat 07:57 Stroud Sun Hourly n/a 09:57 18:27 Note: Bus timetable information was obtained from www.travelinesw.com Last accessed 1 November 2017 All service times are as of High Street in Stonehouse or nearest stop to development.
3.35. Service 61 routes from Cheltenham to Dursley, via Stonehouse and Cam & Dursley train station. It operates on a day time frequency of around 60 minutes, including Saturday. It travels along the A419 to Chipmans Platt before turning south along Spring Hill towards Eastington. Service 64 starts in Stonehouse, routing to Bussage via Stroud. It also operates on a frequency of around 60 minutes until early afternoon. Service 66S/66E routes between Gloucester and Stroud, via Stonehouse High Street. It operates at a daytime frequency of 30 minutes in each direction, including Saturday, and hourly during the evening.
Rail Services 3.36. Stonehouse station is approximately 4km to the east of the application site on the Swindon to Gloucester route and is served by the Great Western Railway. Cam & Dursley Station is located approximately 10km by road to the south of the site; it is situated on the Bristol to Birmingham Route and is currently also served by the Great Western Railway.
3.37. Table 3.8 provides a summary of the facilities available at Stonehouse and at Cam & Dursley stations.
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Table 3.8: Facilities at Stonehouse and Cam & Dursley Stations Facility Railway Station Stonehouse Cam & Dursley Car Parking Spaces 25 spaces (24hr Mon-Sun) 90 spaces (24hr Mon-Sun) Disabled Car Parking No Yes Taxi Rank No No Cycle Storage Yes (unsheltered) Yes (unsheltered at front of the station) Staffing/Ticket Office Times Part-time Unstaffed Mon-Fri (06:25-09:55) Sat (07:10-10:40) Self Service Ticket Machines Yes Yes
3.38. Table 3.9 provides a summary of the routes and frequency of rail services calling at Stonehouse and at Cam & Dursley stations.
Table 3.9: Summary of rail services calling at Stonehouse and Cam & Dursley Stations Route Days Frequency of Service (Both Directions) Journey Time Evening (from Daytime (to 18:00) 18:00) Stonehouse Station Cheltenham – Mon – Fri 60 Minutes 60 Minutes Swindon – 40 Mins Gloucester – Sat 60 Minutes 60 Minutes Reading – 75 mins Stonehouse – Sun 120 Minutes 100 Minutes London Paddington Swindon – – 110 mins Reading – London Paddington Cam & Dursley Station Bristol – Mon-Fri 60 Minutes 60 Minutes Bristol – 20 mins Cam & Dursley – Sat 60 Minutes 60 Minutes Cheltenham – 45 Cheltenham – Sun 7 services a day 7 services a day mins Birmingham Birmingham – 75- 105 mins
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4. PROPOSED DEVELOPMENT
Introduction 4.1. The Revised Scheme is for a 5,000 capacity football stadium for FGRFC to the north of the A419. The proposal incorporates other ancillary uses (Use Class D2) within the stadium structure itself, which will include, inter alia, cafes, bars, FGRFC Club Shop, changing rooms and private gym for FGR team players.
4.2. The proposal also includes two full-sized grass pitches (the same size as the stadium pitch) and a goal practice area for First Team use only.
4.3. None of the facilities will be available to the public except during matches.
4.4. The proposed Concept Plan is reproduced in Appendix A.
Means of Access
Vehicular access 4.5. The main vehicular access to the Stadium will be from a new traffic signal controlled junction from the A419. The proposed layout for the junction is shown in Drawing E191/01 Rev C reproduced in Appendix B, and includes the dualling of the A419 between the M5 and Chipmans Platt. The proposed layout will be submitted for a Stage 1 Road Safety Audit once initial agreement has been reached with GCC and Highways England.
4.6. A one way bus entrance is proposed from Grove Lane, as shown on the Concept Plan in Appendix A and on Drawing E191/05 Rev A in Appendix I, largely to provide for buses bringing local supporters to the ground. This entrance has the potential to cater for taxis and emergency vehicles also if required. This entrance will include ‘bus only’ signage plus an ANPR camera to enforce the restriction, and may be gated when not in use. The proposed layout will be submitted for a Stage 1 Road Safety Audit once initial agreement has been reached with GCC.
Walking and Cycling 4.7. The arrangement for access from the A419 incorporates a 3m footway along the south side of the A419 from Chipmans Platt to the access, and a pedestrian phase will be included in the traffic signals, on the line of existing PROW Eastington Footpath 37. This provision is intended to enable supporters to walk to the stadium from the southern part of Stonehouse.
4.8. It is intended that PROW Footpaths Eastington 37 and 38 which cross the site (see Appendix H) will be retained.
4.9. A pedestrian and cycle access will be provided adjacent to the bus access from Grove Lane (see Appendices A and I), and will be kept open at all times to allow continued use of Eastington Footpath 38 as well as access to the stadium from the West of Stonehouse development. A footway will be continued south along Grove Lane to connect with the West of Stonehouse proposals. Crossing points will be located to the north of the proposed entrance on Grove Lane, and at Nupend.
4.10. A series of plans giving the locations and a description of improvements to NCN National Route 45 between Stonehouse and Chipmans Platt roundabout in association with Eco Park is included at Appendix J. It is noted that the long term capital priorities in Gloucestershire LTP4 include access improvements to National Route 45 at Stroud.
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Public Transport 4.11. Stagecoach, the local bus operator, currently works with FGRFC to provide bus services to the existing ground at The New Lawn in Nailsworth. It is intended that this relationship will continue following the move to Stonehouse.
4.12. Services in operation on FGRFC match days are expected to include buses to / from Nailsworth, Stroud, Stonehouse including Stonehouse rail station, and Cam & Dursley rail station, as required. These services can be secured via the FGRFC Travel Plan.
4.13. A bus drop off / pick up area for the services described above, with shelters as required, will be provided adjacent to the bus link from Grove Lane. In addition, parking for away coaches will be provided within the site, as identified on the Concept Plan in Appendix A.
Travel Plan 4.14. An Outline Travel Plan has been prepared in conjunction with the Transport Assessment and summarises the measures by which FGRFC will seek to encourage travel by sustainable modes of transport rather than single occupancy car.
4.15. FGRFC achieved promotion to League 2 for the 2017 - 2018 season, and are currently developing suitable sustainable transport measures to cater for the resulting increased attendance at the existing stadium at the New Lawn in Nailsworth.
4.16. A full Travel Plan for FGRFC following the move to the new stadium can be secured by condition.
Parking 4.17. Current parking standards are those set out in Appendix 2 of the Stroud District Local Plan 2015; for a stadium of over 1,500 seats one car parking space is required for every fifteen seats. To comply with the standards, a 5,000 seat stadium would require provision of:
5,000 ÷ 15 = 333 parking spaces.
4.18. Gloucestershire County Council is understood to have reservations about this level of parking because of the location of the stadium on the edge of Stonehouse and adjacent to the M5 motorway.
4.19. Based upon discussions and correspondence since the submission of the original proposals, and on the trip generation summarised in the next section of this Transport Assessment, a total of 1,700 car parking spaces is currently proposed for the 5,000 capacity stadium. This is included on the Concept Plan reproduced in Appendix A.
4.20. The long term aim will be to reduce this level of parking with the increasing uptake of sustainable transport measures promoted through the Travel Plan.
4.21. As summarised in Section 5, following discussions and correspondence since the submission of the original proposals, it is assumed for the purposes of this assessment that a total of 170 home supporters will walk or cycle to a 5,000 capacity match. It is therefore proposed that up to 100 cycle parking spaces will be available initially, with allowance for additional spaces to be provided should the demand arise.
4.22. Electric vehicle charging points will be provided within the parking areas.
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Replacement Laybys 4.23. The introduction of the new traffic signal junction will result in the removal of two existing laybys on the A419 to the east of the M5, one on the north side and one on the south side, both of which are approximately 65m long.
4.24. Gloucestershire County Council as highway authority considers that these laybys provide a desirable facility and accordingly it is proposed to provide replacements on the west side of M5 Junction 13 (between Junction 13 and the A38 roundabout) by way of a new layby on the south side of the A419 and by increasing the size of an existing layby on the north side, both to the maximum length of 100m. This proposal has been agreed by the County Council.
4.25. The locations of the proposed replacement laybys are as shown on Drawing E161/23 Rev B attached at Appendix K. The provision of the replacement laybys will necessitate a number of departures or relaxations from DMRB design standard TD69/07. These departures and relaxation from standards are discussed in File Note E161/42 in Appendix K and are understood to be acceptable to the County Council.
4.26. Drawing E161/23 Rev B, together with the note on departures / relaxations, has been submitted for a Stage 1 Road Safety Audit and this, together with the Design Team Response (E191-DOC05), is submitted separately.
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5. TRIP GENERATION AND DISTRIBUTION
Trip Generation
Introduction 5.1. FGRFC has achieved promotion from the National League to League 2 for the 2017-2018 season.
5.2. To take the worst case for this assessment, it is assumed that the proposed stadium is at full 5,000 capacity.
5.3. Trip generation by mode for the FGRFC Stadium during a home match has been estimated based upon data supplied by FGRFC, surveys of car occupancy, and assumptions about modal split which have been developed following consultations with GCC and Highways England since the application was originally submitted in January 2016.
5.4. None of the facilities will be available to the public except during matches.
The New Lawn 5.5. The existing ground, the New Lawn accessed via Nympsfield Road in Nailsworth, was built in 2006 and has a theoretical capacity of just under 5,000.
5.6. There are 228 car parking spaces on site at the New Lawn, with 129 overflow spaces available at the adjacent Nailsworth Primary School. Additional parking takes place in surrounding streets, although for a major match park & ride is arranged from the Renishaw car park with 220 spaces off the A46 to the north of Nailsworth.
5.7. On the day of a match there can be a significant increase in traffic within the residential areas in the vicinity of the New Lawn. Based upon automatic traffic counts (ATCs) undertaken on Nympsfield Road in September and October 2015, this can range from 300 – 400 additional vehicles each way for an average match to 700 – 800 additional vehicles each way for the match against Cheltenham Town, with an attendance of 3,127. This includes those parking on site or at Nailsworth Primary School, and those searching for parking in surrounding streets. This compares with background traffic flows of some 4,300 – 4,800 vehicles per day on Nympsfield Road, and is an issue for residents and supporters alike.
5.8. The hourly increases in traffic on Nympsfield Road on two match days in September 2015, based upon the ATCs, are summarised in Table 5.1 for the Saturday arrival and departure and weekday arrival periods.
Table 5.1: Increases in Match Traffic on Nympsfield Road approaching The New Lawn Saturday 26.09.15 03.10.15 Difference % Increase Time Direction v Gateshead No Match 14:00 – 15:00 Westbound 368 162 +205 127% (arrivals) 17:00 – 18:00 Eastbound 383 156 +227 146% (departures) Tuesday 22.09.15 29.09.15 Difference % Increase Direction v Cheltenham No Match 18:00 – 19:00 Westbound 571 227 +344 152% (arrivals)
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5.9. For major matches such as that against Cheltenham, Gloucestershire County Council introduces a temporary no parking / no waiting restriction on Nympsfield Road / Spring Hill between the New Lawn and the A46. Information on this and on alternative parking arrangements, including the Renishaw Park & Ride, is placed on the FGRFC website.
Current Attendance 5.10. As set out within the FGRFC website, a total of thirty matches are currently (as at the end of November) programmed during the 2017 – 2018 season: twenty two on a Saturday; six on a normal weekday evening; and two on Bank Holidays. Two of these are pre-season friendly matches, twenty three are League matches, and five are cup / trophy matches; more matches may be added to the programme depending on progress in the League and FA Cups.
5.11. Attendance at home games at the New Lawn this season (up to the end of November 2017), as obtained from the FGRFC website, is summarised in Table 5.1.
Table 5.1: Match Attendance, 2017 – 2018 Season Date Against Attendance Notes Saturday 22 July Bristol Rovers 1,589 Saturday 29 July Kidderminster Harriers Not available Saturday 5 August Barnet 3,171 Tuesday 8 August MK Dons 1,608 League Cup Saturday 19 August Yeovil 2,615 Tuesday 29 August Newport County 1,090 LeagueTrophy Saturday 9 September Exeter 2,909 Tuesday 12 September Lincoln City 1,887 Friday 22 September Swindon 3,305 Saturday 30 September Accrington Stanley 2,594 Saturday 14 October Newport County 2,864 Saturday 28 October Morecambe 2,515 Tuesday 31 October Swansea City Not available League Trophy Saturday 4 November Macclesfield 1,387 FA Cup Saturday 18 November Crewe 2,221 Saturday 25 November Cheltenham Not available Average Attendance 2,234 Note: Average attendance excludes Kidderminster Harriers, Swansea City and Cheltenham, for which data are not available
5.12. Given the maximum attendance of 3,305 and average attendance of 2,234 during the current season, assessment of a full 5,000 capacity stadium is clearly a worst case.
Estimated Travel to the Proposed Stadium at Stonehouse 5.13. Trip generation by mode for the full 5,000 capacity stadium has been estimated based upon the following assumptions:
. 4% home supporters walk or cycle . 800 home and away supporters travel by bus / coach (6 away coaches and 10 local buses, including shuttle buses from local stations) . 10% arrive by taxi or other lift, and don’t need to park, but vehicle makes a return journey at both the start and end of the match . Private car occupancy 2.2
5.14. The calculations are set out on the spreadsheet in Appendix L. More information on the assumptions regarding walking and cycling, and on car occupancy, is set out below.
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Walking and Cycling 5.15. ‘Guidelines for Providing for Journeys on Foot’, published by The Institution of Highways and Transportation in 2000, provides advice on walking distances. It suggests maximum preferred walking distances of 800m for town centres and 2km for commuting, school and sight-seeing. Based upon this, a walk of 2km (approximately 25 minutes at 5km per hour) to a football match is considered reasonable.
5.16. The now withdrawn PPG13 suggested that cycling has the potential to substitute for short car trips, particularly those under 5km. A cycle of 5km to a football match, taking 15 minutes at 20km per hour, is considered reasonable.
5.17. The 2km walking and 5km cycling catchments to the proposed FGRFC stadium are shown in Figure 5.1.
Figure 5.1: Walking and Cycling Catchments
5.18. The total resident population of Stonehouse based upon the 2011 Census is 7,725, whilst the existing population of Eastington is 1,794 people. This gives an approximate total population within the 5km cycle catchment of 9,500 people. The consented WoS development includes up to 1,350 homes, largely within the 2km walk catchment of Eco Park. Stonehouse has an average household size of 2.42 people. Applying this figure to the West of Stonehouse development gives a population here of 3,267. Once the West of Stonehouse development is complete, the total population within the 5km cycle catchment is expected to be over 12,700 people.
5.19. Given the population within the 5km catchment, it is considered reasonable that 4% of home supporters could walk or cycle to a full 5,000 capacity match. The calculations are included in Appendix L and result in an estimated 170 people walking or cycling to a capacity match.
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Car Occupancy 5.20. A car occupancy of 2.2 has been assumed, based upon surveys at the New Lawn ground. Surveys of car occupancy were undertaken at the entrances to car parking at the New Lawn and at Nailsworth Primary School before the following three matches:
. Good Friday 25 March 2016 v Aldershot Town . Saturday 2 April 2016 v Wrexham . Saturday 16 April 2016 v Woking
5.21. Average car occupancies for each match observed are summarised in Table 5.3.
Table 5.3: Observed Average Car Occupancies The New Lawn Car Park Nailsworth Primary School Car Park Good Friday 25 March 2016 2.3 2.4 Saturday 2 April 2016 2.2 2.2 Saturday 16 April 2016 2.2 2.4
5.22. Observed car occupancies therefore range from 2.2 per car to 2.4 per car. To take the worst case, car occupancy of 2.2 has now been assumed for this revised assessment. However, lift sharing will be encouraged as one of the proposed Travel Plan measures, with the aim of increasing average car occupancy.
Vehicle Trip Generation and Parking Demand 5.23. Vehicle trip generation and parking demand for a 5,000 capacity match is summarised in Table 5.4.
Table 5.4: Predicted vehicles and parking demand: 5,000 capacity match Total Crowd Total Cars One Way Lifts & Taxis Parking Demand 5,000 1,882 188 1,694
5.24. Not all traffic arriving for a match arrives in the hour before the start, and not all traffic leaves in the hour after the finish. Arrival and departure profiles have been based upon the observed profiles at the existing New Lawn ground and are:
Saturday . 14:00 – 15:00 67.1% . 17:00 – 18:00 76.2% Weekday . 18:00 – 19:00 55.3%
5.25. Calculations of total hourly traffic based on the above are included at Appendix M and summarised in Table 5.5. These figures take account of lifts and taxis making a return trip before and after a match.
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Table 5.5: Summary of Hourly Traffic Generation Total Crowd Arrivals Departures Total Saturday 14:00 – 15:00 1,263 126 1,389 Saturday 17:00 – 18:00 143 1,434 1,577 Weekday 18:00 – 19:00 1,041 104 1,045
Trip Distribution and Assignment 5.26. FGRFC have supplied postcode data for tickets sold in advance, amounting to 65% for the 2014 – 2015 season and 69% for the 2015 – 2016 season. A plot of ticket sales and a plan showing postcode areas are reproduced in Appendix N. The percentage of ticket sales by postcode area is summarised in Table 5.6. Distribution of trips to / from a football match has been based upon this postcode data.
Table 5.6: Percentage of Ticket Sales by Postcode Postcode Area Description % Ticket Sales GL1 Gloucester Centre 0.8% GL2 Gloucester North & South, Quedgeley 3.0% GL3 Brockworth 0.9% GL4 Gloucester East 1.7% GL5 Stroud 23.4% GL6 Nailsworth, Minchinhampton, Chalford, Painswick 25.6% GL7 Cirencester, Fairford & Lechlade 1.0% GL8 Tetbury 3.9% GL9 Badminton & neighbouring villages 0.2% GL10 Stonehouse 8.5% GL11 Cam & Dursley 6.3% GL12 Wotton-under-Edge 6.0% GL13 Berkeley 0.2% GL14 Cinderford 0.1% GL15 Lydney 0.0% GL16 Coleford 0.0% GL17 Ruardean & Mitcheldean 0.0% GL18 Newent 0.0% GL19 Hartpury & Tibberton 0.1% GL20 Tewkesbury 0.7% GL50 Cheltenham Centre 0.1% GL51 Cheltenham West 1.1% GL52 Bishops Cleeve 0.5% GL53 Charlton Kings 0.6% GL54 Andoversford, Winchcombe, Bourton-on-the Water 1.8% GL55 Chipping Camden 0.2% GL56 Moreton in Marsh 0.0% Total GL 86.8% Non-GL 13.2% Total 100.0% Note: Minor errors due to rounding
5.27. Trips were assigned to the road network in accordance with Google directions and local knowledge. The assignment is summarised in Table 5.7.
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Table 5.7: Assignment of FGRFC Traffic Route % of Traffic A419 West & M5 North 17% A419 West & M5 South 6% A419 West & A38 North 2% A419 West & A38 South 8% A419 East & Spring Hill 13% A419 East & Grove Lane 1% A419 East towards Stroud 54% Total 101% Note: Summation error due to rounding
5.28. The assignment of match traffic on to the local road network is shown in Appendices D to F.
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6. IMPACT ON THE ROAD NETWORK
Introduction 6.1. FGRFC generally plays matches on Saturday afternoons and Tuesday evenings. Weekday matches generally commence at 19:45, so that travel largely falls outside the road network peak hours. Weekday matches also take place far less frequently than Saturday matches. As noted in Section 5, a total of thirty home matches are currently (as at the end of November) programmed during the 2017 – 2018 season:
Saturday afternoon 22 Weekday evening 6 Bank Holiday 2 Total 30
6.2. The junctions along the A419 corridor from the A38 to Horsetrough roundabout have been assessed for both the Saturday match arrival and departure periods and during the weekday match arrival period (18:00 – 19:00) with the Junctions 9 ARCADY module or LinSig as appropriate, and with the S-Paramics microsimulation model. The S-Paramics model covers the period from 13:00 – 18:00 on a Saturday and from 16:00 – 19:00 on a weekday.
6.3. The junctions assessed are identified on Figure 6.1, found at the end of the text.
6.4. In addition, the proposed site access has been assessed with LinSig for the normal weekday AM (08:00 – 09:00) and PM (17:00 - 18:00) peak hours.
6.5. It should be noted that the assessments summarised below have assumed a full 5,000 capacity stadium for the ‘with FGRFC’ scenarios. As explained in Section 5, average attendance during the 2017 – 2018 season to date (up to the end of November) is 2,234 supporters, with a maximum of 3,305. The assessments therefore represent a worst case in terms of the impact on the road network.
Assessment Scenarios 6.6. It is intended that the stadium will be open for the start of the 2021 - 2022 season, in late summer 2021. The proposals have therefore been assessed for the opening year, and for a forecast year of 2031, the end of the Stroud District Local Plan period, as follows:
. Scenario 1: 2015 base year . Scenario 2: 2021 opening year with full West of Stonehouse (No FGRFC Stadium) . Scenario 3: 2021 opening year with full West of Stonehouse and full 5,000 capacity FGRFC Stadium . Scenario 4: 2031 forecast year with full West of Stonehouse (No FGRFC Stadium) . Scenario 5: 2031 forecast year with full West of Stonehouse and full 5,000 capacity FGRFC Stadium
6.7. As noted above, the ‘with FGRFC Stadium’ scenario is currently expected to occur around 30 times per year only.
Committed Development 6.8. Significant committed development in the area is summarised in Table 6.1.
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Table 6.1: Committed Development Reference Address Development Status S.12/2538/OUT & Land adjoining Residential development for 49 Application permitted S.16/0922/REM Station Road, units, new access way and Bristol Road, associated works Stonehouse S.12/0763/FUL Unit 27, Bonds Mill, Demolition of part of an existing Application permitted Bristol Road, warehouse including a hoist on the Stonehouse adjacent building, renovation of the remainder as office space and erection of a two storey extension. S.14/0810/OUT Land West Of A mixed use development Application permitted Stonehouse comprising up to 1,350 dwellings Nastend Lane, and 9.3 hectares of employment Nastend, land for use classes B1, B2 and B8; Stonehouse, a mixed use local centre Gloucestershire comprising use classes A1, A2, A3, A4, A5, D1, D2 and B1; primary school, open space and landscaping, parking and supporting infrastructure and utilities; and the creation of new vehicular accesses from Grove Lane, Oldends Lane and Brunel Way. S.15/1088/FUL Westend Courtyard Proposed extension to Westend Application permitted Grove Lane, courtyard to provide 10 additional Westend, offices (B1 use). Stonehouse, Gloucestershire S.15/2089/OUT Land Adjacent To Erection of three industrial Application permitted Eastington Trading employment buildings with Estate Churchend associated access, car parking and Eastington service yards S.16/0607/FUL John Stayte Erection of four commercial units Application permitted Services Ltd, Puddlesworth Lane, Eastington, Stonehouse S.17/1941/FUL Plots E and F, Construction of a 4,881 sq. m. Application permitted Stonehouse Park, (gross external area) extension to Sperry Way, existing premises for B1, B2, B8 use Stonehouse classes, together with associated parking, landscaping and ancillary development. (Outline consent S.14/2548/OUT). S.14/1975/FUL Land North of Redevelopment of site to provide Decision awaited Dudbridge Hill, up to 84 dwellings including Stroud demolition of existing buildings and structures and provision of access, landscaping, open space and other associated works S.14/0677/FUL Dudbridge (Avocet) Demolition of existing buildings on Application permitted Industrial Estate, site and erection of a new retail Dudbridge Road, foodstore, along with associated
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Stroud access arrangements, car parking, servicing, flood mitigation / compensation, drainage works and landscaping. S.16/2155/FUL Lake Cottage, Lake Erection of 6 dwellings with Application permitted Lane, Frampton On associated vehicular access and Severn parking. 13/0001/INQUIR Land at Javelin Park Proposed development of an EfW Appeal Allowed facility for the combustion of non- hazardous waste and the generation of energy
6.9. The most significant element of committed development is the West of Stonehouse development (Reference S.14/0810/FUL) located to the east of the proposed FGRFC Stadium, which received planning consent in April 2016. The West of Stonehouse development is specifically included in this assessment, based upon information from the submitted West of Stonehouse Transport Assessment and subsequent documents.
6.10. It should be noted that no allowance has been made in this assessment for the potential re- routeing of traffic from the A419 to the link road through the West of Stonehouse development, i.e. the West of Stonehouse development does not lead to a reduction in through traffic on the A419 in this modelling.
6.11. Traffic generated by other development in the area is taken into account through the application of the TEMPRO growth factors (see below).
A419 Corridor Improvements 6.12. The improvements to Chipmans Platt, Oldends Lane, Downton Road and Horsetrough junctions within the A419 corridor at Stonehouse, to be funded under the Gloucestershire Growth Deal through GFirst LEP, are assumed to be in place by the 2021 opening year for the FGRFC Stadium.
6.13. The proposed layouts for the improvements are reproduced in Appendix C.
Traffic Growth 6.14. In order to predict future growth in traffic flows, traffic growth factors have been obtained from the NTM adjusted using TEMPRO for Stroud District (NTEM Dataset 7.0). The TEMPRO program is based on the National Trip End Model and takes into account changes in car ownership and local planning forecasts regarding housing and employment.
6.15. TEMPRO growth factors are summarised in Table 6.2. The TEMPRO calculations are included at Appendix O.
Table 6.2: TEMPRO Growth Factors (Stroud District) Growth Period Weekday AM Peak Weekday PM Peak Saturday 2015 to 2021 1.0789 1.0752 1.0755 2015 - 2031 1.1583 1.1546 1.1649
6.16. File Note E161-FN33: TEMPRO Review was prepared in association with the original proposals and submitted to GCC as part of Further Environmental Information 2 in March 2017. It concluded that application of traffic growth factors derived from TEMPRO 7.0 for the Stroud District TEMPRO zone, to account for background growth in accordance with the Stroud District Local Plan, together with the Land West of Stonehouse development modelled specifically in terms of its
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impact on the local highway network, represents a robust assessment. GCC’s email of 11 May 2017 confirmed that this note was accepted.
Predicted Traffic Flows 6.17. A spreadsheet traffic model has been developed to establish traffic flows on the surrounding highway network for each of the assessment scenarios for each of the modelled time periods. Predicted turning flows in 2021 and 2031 are shown in Appendix D for the match arrival period on a Saturday (14:00 – 15:00), Appendix E for the match departure period (17:00 – 18:00) on a Saturday and Appendix F for the match arrival period on a weekday (18:00 – 19:00).
6.18. Two-way traffic flows on the surrounding local highway network derived from the spreadsheet model for each scenario are shown on Figures 3.1 3.2 and 3.3 for the Saturday arrival, Saturday departure and weekday arrival periods respectively. These Figures are found at the end of the text.
6.19. It should be noted that no allowance has been made for FGRFC match traffic already on the road network, travelling to the New Lawn ground.
6.20. For the submissions associated with the original proposals, Junctions 9 and LinSig assessments were undertaken using the output from the S-Paramics model, which meant that the traffic flows input to Junctions 9 and LinSig were slightly different from those in the spreadsheet model. This lead to some confusion. A more straight forward approach has been adopted for this assessment, and the Junctions 9 and LinSig analysis have been based upon the spreadsheet model data, although it should be noted that for the LinSig assessments ‘vehicles’ have been converted to ‘passenger car units’ (PCUs).
Standalone Junction Assessments 6.21. Standalone capacity analysis for the junctions listed below have been carried out for the Saturday arrival (14:00 – 15:00) and departure (17:00 – 18:00) periods, and the weekday arrival period (18:00 – 19:00). The assessments have been undertaken for the 2015, 2021 and 2031 scenarios listed above.
1. A419 / A38 Roundabout 2. M5 Junction 13 3. A419 / Spring Hill / Grove Lane Roundabout (Chipmans Platt) 4. A419 / Bonds Mill / Stonehouse Business Park / Oldends Lane (Oldends Lane Roundabout) 5. Downton Road Traffic Signals 6. Ebley Road / A419 / Bristol Road (Horsetrough Roundabout) 7. A419 / Site Access Traffic Signals
6.22. The results of the assessments are summarised below, and the full output and models can be made available upon request.
6.23. Roundabouts have been modelled using the TRL software program Junctions 9 ARCADY module. The operational performance is summarised for all approach arms and movements in terms of their ratio of flow/capacity (RFC), maximum queues in vehicles and maximum queuing delay in seconds per vehicle.
6.24. Downton Road signal controlled junction has been modelled using the JCT Consultancy software program LinSig. The operational performance is summarised for all approach arms and
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movements in terms of their degree of saturation (DOS), average delay in seconds per passenger car unit (PCU) and mean maximum queue in PCUs.
6.25. The geometry of the existing junctions for the 2015 assessment and for the A38 / A419 Roundabout where no improvement is proposed has been measured on site and from Ordnance Survey plans. The geometry of improved junctions has been based upon the A419 Corridor Improvements to be implemented under the Gloucestershire Growth Fund (see Appendix C) and upon Drawing E191/01 Rev C (Appendix B) as appropriate.
1. A419/A38 Roundabout 6.26. Tables 6.3, 6.4 and 6.5 set out the Junctions 9 ARCADY results for the A419 / A38 roundabout for each of the assessment scenarios during the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.27. The arms are as follows:
. Arm A A38 North East . Arm B A419 . Arm C A38 South West . Arm D Fromebridge Mill
Table 6.3: A419/A38 Roundabout ARCADY Results – Saturday 14:00 – 15:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 5 0.42 Arm B 1 7 0.50 1 2015 Base Year Arm C 1 7 0.57 Arm D 0 5 0.04 Arm A 1 6 0.45 2021 Forecast Year + Full West of Arm B 1 8 0.56 2 Stonehouse Arm C 2 8 0.62 Arm D 0 5 0.05 Arm A 1 6 0.49 2021 Forecast Year + Full West of Arm B 1 8 0.58 3 Stonehouse + FGRFC Stadium Arm C 3 11 0.71 Arm D 0 6 0.05 Arm A 1 6 0.50 2031 Forecast Year + Full West of Arm B 2 9 0.61 4 Stonehouse Arm C 2 10 0.68 Arm D 0 5 0.05 Arm A 1 7 0.53 2031 Forecast Year + Full West of Arm B 2 10 0.63 5 Stonehouse + FGRFC Stadium Arm C 3 13 0.77 Arm D 0 6 0.06
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Table 6.4: A419/A38 Roundabout ARCADY Results – Saturday 17:00 – 18:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 5 0.36 Arm B 1 6 0.38 1 2015 Base Year Arm C 1 6 0.52 Arm D 0 5 0.02 Arm A 1 5 0.40 2021 Forecast Year + Full West of Arm B 1 6 0.42 2 Stonehouse Arm C 1 7 0.57 Arm D 0 5 0.02 Arm A 1 5 0.40 2021 Forecast Year + Full West of Arm B 1 8 0.57 3 Stonehouse + FGRFC Stadium Arm C 2 7 0.58 Arm D 0 5 0.02 Arm A 1 5 0.43 2031 Forecast Year + Full West of Arm B 1 7 0.46 4 Stonehouse Arm C 2 8 0.61 Arm D 0 5 0.02 Arm A 1 5 0.44 2031 Forecast Year + Full West of Arm B 2 9 0.61 5 Stonehouse + FGRFC Stadium Arm C 2 8 0.63 Arm D 0 5 0.02
Table 6.5: A419/A38 Roundabout ARCADY Results – Weekday 18:00 – 19:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 4 0.25 Arm B 1 5 0.42 1 2015 Base Year Arm C 1 6 0.39 Arm D 0 4 0.01 Arm A 0 4 0.28 2021 Forecast Year + Full West of Arm B 1 7 0.48 2 Stonehouse Arm C 1 5 0.43 Arm D 0 4 0.01 Arm A 0 4 0.31 2021 Forecast Year + Full West of Arm B 1 7 0.49 3 Stonehouse + FGRFC Stadium Arm C 1 6 0.50 Arm D 0 4 0.01 Arm A 0 4 0.30 2031 Forecast Year + Full West of Arm B 1 7 0.52 4 Stonehouse Arm C 1 6 0.47 Arm D 0 4 0.01 Arm A 1 5 0.33 2031 Forecast Year + Full West of Arm B 1 7 0.52 5 Stonehouse + FGRFC Stadium Arm C 1 7 0.54 Arm D 0 5 0.01
6.28. The results show that the A419/A38 Roundabout would operate within capacity in all of the assessment scenarios in all modelled time periods.
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2. M5 Junction 13 Roundabout 6.29. Tables 6.6 to 6.8 set out the Junctions 9 ARCADY results for the M5 Junction 13 roundabout for each of the assessment scenarios during the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.30. The scenarios including the FGRFC stadium assume that the A419 is improved to a dual carriageway between the M5 and Chipmans Platt, in accordance with Drawing E191/01 Rev C (Appendix B).
6.31. The arms are as follows:
. Arm A M5 North East . Arm B A419 South East . Arm C M5 South West . Arm D A419 North West
Table 6.6: M5 Junction 13 Roundabout ARCADY Results – Saturday 14:00 – 15:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 2 0.21 Arm B 1 2 0.27 1 2015 Base Year Arm C 0 2 0.12 Arm D 0 2 0.18 Arm A 0 3 0.24 2021 Forecast Year + Full West of Arm B 1 2 0.32 2 Stonehouse Arm C 0 3 0.14 Arm D 0 2 0.20 Arm A 1 3 0.27 2021 Forecast Year + Full West of Arm B 1 2 0.35 3 Stonehouse + FGRFC Stadium Arm C 0 3 0.16 Arm D 0 2 0.22 Arm A 1 4 0.39 2031 Forecast Year + Full West of Arm B 1 2 0.34 4 Stonehouse Arm C 0 3 0.18 Arm D 1 3 0.27 Arm A 1 4 0.42 2031 Forecast Year + Full West of Arm B 1 2 0.36 5 Stonehouse + FGRFC Stadium Arm C 0 3 0.20 Arm D 1 3 0.30
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Table 6.7: M5 Junction 13 Roundabout ARCADY Results – Saturday 17:00 – 18:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 2 0.21 Arm B 0 2 0.25 1 2015 Base Year Arm C 0 2 0.12 Arm D 0 2 0.17 Arm A 0 3 0.26 2021 Forecast Year + Full West of Arm B 1 2 0.29 2 Stonehouse Arm C 0 2 0.14 Arm D 0 2 0.20 Arm A 1 3 0.28 2021 Forecast Year + Full West of Arm B 1 2 0.32 3 Stonehouse + FGRFC Stadium Arm C 0 3 0.16 Arm D 0 2 0.22 Arm A 1 3 0.27 2031 Forecast Year + Full West of Arm B 1 3 0.48 4 Stonehouse Arm C 0 3 0.19 Arm D 0 3 0.23 Arm A 1 3 0.30 2031 Forecast Year + Full West of Arm B 1 3 0.50 5 Stonehouse + FGRFC Stadium Arm C 0 3 0.21 Arm D 0 3 0.25
Table 6.8: M5 Junction 13 Roundabout ARCADY Results – Weekday 18:00 – 19:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 3 0.29 Arm B 1 2 0.30 1 2015 Base Year Arm C 0 3 0.20 Arm D 0 2 0.14 Arm A 1 3 0.36 2021 Forecast Year + Full West of Arm B 1 2 0.36 2 Stonehouse Arm C 0 3 0.24 Arm D 0 3 0.18 Arm A 1 3 0.39 2021 Forecast Year + Full West of Arm B 1 2 0.35 3 Stonehouse + FGRFC Stadium Arm C 1 3 0.26 Arm D 0 3 0.19 Arm A 1 4 0.49 2031 Forecast Year + Full West of Arm B 1 2 0.37 4 Stonehouse Arm C 1 3 0.28 Arm D 0 3 0.24 Arm A 1 5 0.53 2031 Forecast Year + Full West of Arm B 1 2 0.36 5 Stonehouse + FGRFC Stadium Arm C 1 3 0.31 Arm D 1 3 0.26
6.32. The results show that M5 Junction 13 would operate within capacity in all of the assessment scenarios in all modelled time periods.
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3. A419/Spring Hill/Grove Lane Roundabout (Chipmans Platt) 6.33. Tables 6.9 to 6.11 set out the Junctions 9 ARCADY results for each of the assessment scenarios during the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.34. The scenarios including the FGRFC stadium assume that the A419 is improved to a dual carriageway between the M5 and Chipmans Platt, in accordance with Drawing E191/01 Rev C (Appendix B).
6.35. The arms are as follows:
. Arm A Grove Lane . Arm B A419 South East . Arm C Spring Hill . Arm D A419 North West
Table 6.9: A419 Chipmans Platt Roundabout ARCADY Results – Saturday 14:00 – 15:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 3 0.15 Arm B 2 7 0.58 1 2015 Base Year Arm C 0 4 0.15 Arm D 2 10 0.64 Arm A 1 4 0.27 2021 Forecast Year + Full West of Arm B 1 5 0.51 2 Stonehouse Arm C 0 4 0.18 Arm D 1 4 0.46 Arm A 1 4 0.29 2021 Forecast Year + Full West of Arm B 16 38 0.96 3 Stonehouse + FGRFC Stadium Arm C 1 11 0.53 Arm D 1 3 0.41 Arm A 1 4 0.30 2031 Forecast Year + Full West of Arm B 1 5 0.55 4 Stonehouse Arm C 0 5 0.20 Arm D 1 4 0.50 Arm A 1 5 0.31 2031 Forecast Year + Full West of Arm B 31 65 1.00 5 Stonehouse + FGRFC Stadium Arm C 1 12 0.57 Arm D 1 3 0.44
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Table 6.10: A419 Chipmans Platt Roundabout ARCADY Results – Saturday 17:00 – 18:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 3 0.14 Arm B 1 6 0.50 1 2015 Base Year Arm C 0 4 0.15 Arm D 2 10 0.65 Arm A 0 4 0.25 2021 Forecast Year + Full West of Arm B 1 4 0.46 2 Stonehouse Arm C 0 4 0.18 Arm D 1 4 0.49 Arm A 1 9 0.43 2021 Forecast Year + Full West of Arm B 1 5 0.54 3 Stonehouse + FGRFC Stadium Arm C 0 4 0.20 Arm D 7 14 0.88 Arm A 1 4 0.27 2031 Forecast Year + Full West of Arm B 1 4 0.50 4 Stonehouse Arm C 0 4 0.19 Arm D 1 5 0.52 Arm A 1 10 0.47 2031 Forecast Year + Full West of Arm B 2 5 0.58 5 Stonehouse + FGRFC Stadium Arm C 0 5 0.22 Arm D 10 19 0.91
Table 6.11: A419 Chipmans Platt Roundabout ARCADY Results – Weekday 18:00 – 19:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 4 0.14 Arm B 1 6 0.55 1 2015 Base Year Arm C 0 4 0.15 Arm D 4 15 0.78 Arm A 1 5 0.34 2021 Forecast Year + Full West of Arm B 1 5 0.54 2 Stonehouse Arm C 0 4 0.19 Arm D 2 6 0.60 Arm A 1 5 0.36 2021 Forecast Year + Full West of Arm B 7 18 0.88 3 Stonehouse + FGRFC Stadium Arm C 1 8 0.44 Arm D 1 4 0.51 Arm A 1 5 0.36 2031 Forecast Year + Full West of Arm B 1 5 0.57 4 Stonehouse Arm C 0 5 0.21 Arm D 2 6 0.64 Arm A 1 5 0.38 2031 Forecast Year + Full West of Arm B 11 26 0.92 5 Stonehouse + FGRFC Stadium Arm C 1 9 0.48 Arm D 1 4 0.54
6.36. The results show that the A419 Chipmans Platt Roundabout would operate within capacity in all of the assessment scenarios in all modelled time periods once the improvements are in place,
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although approaching capacity on the A419 westbound towards the stadium on a Saturday just before a full 5,000 spectator match.
6.37. The ‘with FGRFC Stadium’ scenarios for the Saturday 14:00-15:00 and Weekday 18:00-19:00 time periods are showing an increase in queueing on the A419 westbound, indicating, as would be expected, an increase in vehicles coinciding with match day traffic travelling prior to kick off. The ‘with FGRFC Stadium’ scenario for the Saturday 17:00-18:00 time period is showing increased queuing on the A419 eastbound coinciding with match traffic leaving the stadium.
4. Oldends Lane/A419/Bonds Mill/Stonehouse Business Park (Oldends Lane Roundabout) 6.38. Tables 6.12 to 6.14 set out the Junctions 9 ARCADY results for each of the assessment scenarios during the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.39. The arms are as follows:
. Arm A A419 East . Arm B Bonds Mill . Arm C Stonehouse Business Park . Arm D A419 West . Arm E Oldends Lane
Table 6.12: Oldends Lane Roundabout ARCADY Results – Saturday 14:00 – 15:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 4 0.37 Arm B 0 5 0.01 1 2015 Base Year Arm C 0 0 0.00 Arm D 1 3 0.40 Arm E 0 4 0.12 Arm A 1 4 0.42 Arm B 0 6 0.02 2021 Forecast Year + Full West of 2 Arm C 0 5 0.01 Stonehouse Arm D 1 4 0.45 Arm E 0 4 0.15 Arm A 6 15 0.86 Arm B 0 14 0.04 2021 Forecast Year + Full West of 3 Arm C 0 10 0.02 Stonehouse + FGRFC Stadium Arm D 1 4 0.49 Arm E 0 4 0.15 Arm A 1 4 0.46 Arm B 0 6 0.02 2031 Forecast Year + Full West of 4 Arm C 0 5 0.01 Stonehouse Arm D 1 4 0.49 Arm E 0 4 0.16 Arm A 8 20 0.90 Arm B 0 16 0.05 2031 Forecast Year + Full West of 5 Arm C 0 11 0.02 Stonehouse + FGRFC Stadium Arm D 1 4 0.53 Arm E 2 5 0.17
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Table6.13: Oldends Lane Roundabout ARCADY Results – Saturday 17:00 – 18:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 3 0.36 Arm B 0 0 0.00 1 2015 Base Year Arm C 0 5 0.01 Arm D 1 3 0.39 Arm E 0 4 0.09 Arm A 1 4 0.43 Arm B 0 6 0.01 2021 Forecast Year + Full West of 2 Arm C 0 5 0.01 Stonehouse Arm D 1 4 0.44 Arm E 0 4 0.11 Arm A 1 4 0.48 Arm B 0 6 0.01 2021 Forecast Year + Full West of 3 Arm C 0 5 0.01 Stonehouse + FGRFC Stadium Arm D 8 17 0.89 Arm E 0 7 0.20 Arm A 1 4 0.47 Arm B 0 6 0.01 2031 Forecast Year + Full West of 4 Arm C 0 5 0.01 Stonehouse Arm D 1 4 0.48 Arm E 0 4 0.12 Arm A 1 4 0.52 Arm B 0 7 0.01 2031 Forecast Year + Full West of 5 Arm C 0 6 0.02 Stonehouse + FGRFC Stadium Arm D 11 23 0.92 Arm E 0 8 0.22
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Table 6.14: Oldends Lane Roundabout ARCADY Results – Weekday 18:00 – 19:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 1 4 0.36 Arm B 0 6 0.04 1 2015 Base Year Arm C 0 5 0.04 Arm D 1 4 0.50 Arm E 1 5 0.27 Arm A 1 4 0.48 Arm B 0 7 0.06 2021 Forecast Year + Full West of 2 Arm C 0 6 0.06 Stonehouse Arm D 2 5 0.61 Arm E 1 6 0.35 Arm A 6 15 0.86 Arm B 0 17 0.15 2021 Forecast Year + Full West of 3 Arm C 0 12 0.11 Stonehouse + FGRFC Stadium Arm D 2 6 0.64 Arm E 1 6 0.37 Arm A 1 5 0.51 Arm B 0 8 0.07 2031 Forecast Year + Full West of 4 Arm C 0 7 0.07 Stonehouse Arm D 2 6 0.65 Arm E 1 6 0.39 Arm A 8 20 0.89 Arm B 0 21 0.17 2031 Forecast Year + Full West of 5 Arm C 0 13 0.13 Stonehouse + FGRFC Stadium Arm D 2 6 0.68 Arm E 1 7 0.40
6.40. The results show that the Oldends Lane Roundabout would operate within capacity in all of the assessment scenarios in all modelled time periods.
5. Downton Road Traffic Signal Junction 6.41. Tables 6.15 to 6.17 set out the LinSig results for all the assessment scenarios for the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.42. The junction has been modelled with double cycles for all scenarios, with pedestrian/cycle phases called every other cycle. Double 90 second cycles (180) have been used for the ‘without FGRFC Stadium’ scenarios and double 120 second cycles (240) for the ‘with FGRFC Stadium’ scenarios.
6.43. The lanes are as follows:
. Lane A A419 (West) Ahead and Right . Lane B A419 (East) Left and Ahead . Lane C Downton Road (Left and Right)
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Table 6.15: Downton Road Signals LinSig Results – Saturday 14:00 – 15:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 9 20 50.7% 1 2015 Base Year Lane B 9 13 52.6% Lane C 3 52 50.7% Lane A 10 19 53.0% 2021 Forecast Year + Full West of 2 Lane B 5 9 29.4% Stonehouse Lane C 4 51 53.1% Lane A 13 21 56.4% 2021 Forecast Year + Full West of 3 Lane B 14 13 55.0% Stonehouse + FGRFC Stadium Lane C 5 66 56.7% Lane A 11 20 57.2% 2031 Forecast Year + Full West of 4 Lane B 5 10 31.7% Stonehouse Lane C 4 53 56.8% Lane A 15 22 59.9% 2031 Forecast Year + Full West of 5 Lane B 15 13 56.1% Stonehouse + FGRFC Stadium Lane C 5 67 59.6%
Table 6.16: Downton Road Signals LinSig Results – Saturday 17:00 – 18:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 8 19 47.2% 1 2015 Base Year Lane B 8 13 51.0% Lane C 3 53 49.5% Lane A 9 18 50.5% 2021 Forecast Year + Full West of 2 Lane B 5 9 29.7% Stonehouse Lane C 3 50 49.9% Lane A 54 31 93.4% 2021 Forecast Year + Full West of 3 Lane B 5 6 27.4% Stonehouse + FGRFC Stadium Lane C 8 151 91.0% Lane A 11 18 54.4% 2031 Forecast Year + Full West of 4 Lane B 5 9 31.8% Stonehouse Lane C 4 52 54.3% Lane A 65 45 97.4% 2031 Forecast Year + Full West of 5 Lane B 5 6 29.4% Stonehouse + FGRFC Stadium Lane C 9 166 94.2%
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Table 6.17: Downton Road Signals LinSig Results – Weekday 18:00 – 19:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 13 22 65.2% 1 2015 Base Year Lane B 7 12 47.9% Lane C 4 61 62.6% Lane A 18 20 72.1% 2021 Forecast Year + Full West of 2 Lane B 5 8 29.2% Stonehouse Lane C 5 71 71.7% Lane A 20 20 75.2% 2021 Forecast Year + Full West of 3 Lane B 10 10 50.2% Stonehouse + FGRFC Stadium Lane C 5 75 75.5% Lane A 24 24 74.9% 2031 Forecast Year + Full West of 4 Lane B 6 9 29.8% Stonehouse Lane C 7 84 73.3% Lane A 28 24 78.1% 2031 Forecast Year + Full West of 5 Lane B 12 10 50.1% Stonehouse + FGRFC Stadium Lane C 6 89 76.5%
6.44. The results show that the junction will operate above 90% DoS in 2021 and 2031 in the Saturday 17:00-18:00 peak period following a full 5,000 spectator match. The provision of MOVA control, which is not taken into account on LinSig, can typically reduce overall delays at a traffic signal junction by 10% or more, and it is anticipated that any improvements introduced at Downton Road will include this.
6. Ebley Road/A419/Bristol Road (Horsetrough Roundabout) 6.45. Tables 6.18 to 6.20 set out the Junctions 9 ARCADY results for each of the assessment scenarios during the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods.
6.46. The arms are as follows:
. Arm A B4008 Ebley Road . Arm B A419 South East . Arm C A419 Bristol Road . Arm D B4008 Bath Road
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Table 6.18: Horsetrough Roundabout ARCADY Results – Saturday 14:00 – 15:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0.3 5 0.24 Arm B 1.0 5 0.49 1 2015 Base Year Arm C 1.0 5 0.49 Arm D 0.8 5 0.44 Arm A 1 6 0.31 2021 Forecast Year + Full West of Arm B 0 3 0.25 2 Stonehouse Arm C 1 4 0.48 Arm D 1 4 0.41 Arm A 1 6 0.34 2021 Forecast Year + Full West of Arm B 0 3 0.25 3 Stonehouse + FGRFC Stadium Arm C 1 5 0.52 Arm D 1 5 0.47 Arm A 1 6 0.35 2031 Forecast Year + Full West of Arm B 0 3 0.27 4 Stonehouse Arm C 1 5 0.52 Arm D 1 5 0.45 Arm A 1 7 0.38 2031 Forecast Year + Full West of Arm B 0 4 0.28 5 Stonehouse + FGRFC Stadium Arm C 1 5 0.57 Arm D 1 5 0.52
Table 6.19: Horsetrough Roundabout ARCADY Results – Saturday 17:00 – 18:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 4 0.20 Arm B 1 5 0.50 1 2015 Base Year Arm C 1 5 0.48 Arm D 1 4 0.32 Arm A 1 5 0.27 2021 Forecast Year + Full West of Arm B 0 3 0.25 2 Stonehouse Arm C 1 4 0.46 Arm D 1 4 0.31 Arm A 1 11 0.46 2021 Forecast Year + Full West of Arm B 0 3 0.25 3 Stonehouse + FGRFC Stadium Arm C 18 42 0.97 Arm D 1 7 0.48 Arm A 1 5 0.30 2031 Forecast Year + Full West of Arm B 1 4 0.27 4 Stonehouse Arm C 1 5 0.50 Arm D 1 4 0.34 Arm A 1 13 0.52 2031 Forecast Year + Full West of Arm B 1 4 0.27 5 Stonehouse + FGRFC Stadium Arm C 38 78 1.02 Arm D 1 8 0.52
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Table 6.20: Horsetrough Roundabout ARCADY Results – Weekday 18:00 – 19:00 Max Max Delay Scenario Arm Queue (seconds/ Max RFC (vehicles) vehicle) Arm A 0 4 0.16 Arm B 1 3 0.28 1 2015 Base Year Arm C 1 4 0.34 Arm D 1 4 0.28 Arm A 0 4 0.22 2021 Forecast Year + Full West of Arm B 0 3 0.16 2 Stonehouse Arm C 1 3 0.37 Arm D 1 3 0.27 Arm A 0 4 0.23 2021 Forecast Year + Full West of Arm B 0 3 0.16 3 Stonehouse + FGRFC Stadium Arm C 1 4 0.40 Arm D 1 3 0.31 Arm A 0 4 0.24 2031 Forecast Year + Full West of Arm B 0 3 0.17 4 Stonehouse Arm C 1 4 0.40 Arm D 1 3 0.29 Arm A 0 5 0.25 2031 Forecast Year + Full West of Arm B 0 3 0.18 5 Stonehouse + FGRFC Stadium Arm C 1 4 0.43 Arm D 1 4 0.33
6.47. The results show that the Horsetrough Roundabout would operate slightly above capacity on the A419 Bristol Road approach on a Saturday in 2031 following a full 5,000 spectator match, but within capacity in all other assessment scenarios in all modelled time periods.
7. Proposed A419/FGRFC Stadium Access 6.48. Tables 6.21 to 6.23 set out the results of the LinSig assessment of the proposed site access traffic signal junction shown on Drawing E191/01 Rev C (Appendix B) for the Saturday 14:00 – 15:00, Saturday 17:00 – 18:00 and weekday 18:00 – 19:00 time periods. The assessment has been undertaken for the 2021 and 2031 ‘with FGRFC’ scenario only.
6.49. The lanes are as follows:
. Lane A A419 (South East) Ahead and Right . Lane B A419 (North West) Left and Ahead . Lane C FGRFC Stadium (Left and Right)
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Table 6.21: A419/FGRFC Stadium Access Signals LinSig Results – Saturday 14:00 – 15:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 10 18 80.2% 2021 Forecast Year + Full West of 3 Lane B 10 39 78.3% Stonehouse + FGRFC Stadium Lane C 1 53 25.2% Lane A 10 19 81.8% 2031 Forecast Year + Full West of 5 Lane B 11 38 79.0% Stonehouse + FGRFC Stadium Lane C 1 53 27.6%
Table 6.22: A419/FGRFC Stadium Access Signals LinSig Results – Saturday 17:00 – 18:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 7 24 48.1% 2021 Forecast Year + Full West of 3 Lane B 11 48 79.9% Stonehouse + FGRFC Stadium Lane C 12 29 83.2% Lane A 7 24 50.0% 2031 Forecast Year + Full West of 5 Lane B 12 49 82.2% Stonehouse + FGRFC Stadium Lane C 13 30 84.6%
Table 6.23: A419/FGRFC Stadium Access Signals LinSig Results – Weekday 18:00 – 19:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 8 19 73.0% 2021 Forecast Year + Full West of 3 Lane B 12 33 71.8% Stonehouse + FGRFC Stadium Lane C 1 52 23.1% Lane A 8 19 74.3% 2031 Forecast Year + Full West of 5 Lane B 13 33 74.8% Stonehouse + FGRFC Stadium Lane C 1 52 23.1%
6.50. The results show that the proposed site access junction will operate within capacity during all three match day time periods.
6.51. Minimal traffic is expected to turn in and out of the FGRFC Stadium site during the normal network peak hours, although it is possible that the pedestrian crossing will be called on occasion by people walking on Footpath Eastington 37 which crosses the A419 at this point. The capacity of the site access signals has therefore been assessed for the normal weekday peaks in 2021 and 2031 with the pedestrian crossing phase called every 244 seconds (approximately every four minutes). The results are summarised in Table 6.24 for the AM peak and Table 6.25 for the PM peak.
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Table 6.24: A419/FGRFC Stadium Access Signals LinSig Results – Weekday 08:00 – 09:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 6 3 35.2% 2021 Forecast Year + Full West of 3 Lane B 4 3 25.2% Stonehouse + FGRFC Stadium Lane C 0 0 0.0% Lane A 8 3 41.8% 2031 Forecast Year + Full West of 5 Lane B 5 3 29.6% Stonehouse + FGRFC Stadium Lane C 0 0 0.0%
Table 6.25: A419/FGRFC Stadium Access Signals LinSig Results – Weekday 17:00 – 18:00 Max Ave Delay Scenario Lane Queue DOS (%) (s/pcu) (PCU) Lane A 7 3 38.8% 2021 Forecast Year + Full West of 3 Lane B 6 3 33.2% Stonehouse + FGRFC Stadium Lane C 0 0 0.0% Lane A 9 3 44.7% 2031 Forecast Year + Full West of 5 Lane B 8 3 38.8% Stonehouse + FGRFC Stadium Lane C 0 0 0.0%
6.52. The results demonstrate that the proposed site access junction will operate satisfactorily during normal network peak hours in 2021 and 2031.
S-Paramics Extended Traffic Model 6.53. The A419 corridor from the A38 for Horsetrough roundabout has been assessed for each of the scenarios set out in paragraph 6.5 with the S-Paramics micro-simulation model prepared and validated in support of the original scheme. This model enables the potential interaction between junctions to be taken into account. An email dated 19 September 2017 from CH2M on behalf of Highways England confirming that the base S-Paramics model can be accepted as a basis for forecast testing is reproduced at Appendix P.
6.54. A separate S-Paramics forecasting report has been prepared in support of the Revised Scheme, and the S-Paramics models can be made available upon request.
6.55. A comparison of modelled journey times, without and with the FGRFC stadium, along the A419 from the A38 to Horsetrough roundabout as derived from the S-Paramics models is set out in Table 6.26 for a Saturday afternoon and in Table 6.27 for the weekday match arrival period. This information has informed the assessment of the impacts of driver delay in Chapter 12 of the Environmental Statement.
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Table 6.26: Summary of Saturday Modelled Journey Times, A419 from A38 to Horsetrough Saturday (Minutes: Seconds) 14:00 – 15:00 17:00 – 18:00 Scenario A419 A419 A419 A419 Westbound Eastbound Westbound Eastbound 2015 Base Year 07:00 06:24 07:03 06:22 2021 Forecast Year + Full 06:47 06:30 06:47 06:25 West of Stonehouse 2021 Forecast Year + Full West of Stonehouse + 07:26 07:17 07:11 07:51 FGRFC Stadium, with 5,000 capacity match Change + 0:39 +0.47 +0.24 +1:26 2031 Forecast Year + Full 06:52 06:33 06:49 06:28 West of Stonehouse 2031 Forecast Year + Full West of Stonehouse + 07:38 07:25 07:15 07:55 FGRFC Stadium, with 5,000 capacity match Change +0.46 +0.52 +0.26 +1:37
Table 6.27: Summary of Weekday Modelled Journey Times, A419 from A38 to Horsetrough Weekday (Minutes: Seconds) 18:00 – 19:00 Scenario A419 A419 Westbound Eastbound 2015 Base Year 06:52 06:31 2021 Forecast Year + Full West of 06:44 06:38 Stonehouse 2021 Forecast Year + Full West of 07:08 07:22 Stonehouse + FGRFC Stadium Change + 0:23 +0.44 2031 Forecast Year + Full West of 07:23 06:45 Stonehouse 2031 Forecast Year + Full West of 07:14 07:30 Stonehouse + FGRFC Stadium Change -0.09 +0.45
6.56. It is noted that journey times show a slight improvement westbound between the 2015 base year and 2021 forecast year with West of Stonehouse but without the FGRFC Stadium, as a result of the GFirst LEP funded A419 corridor improvements, currently expected to be in place in 2019.
6.57. A full capacity match at the FGRFC Stadium is predicted to result in increased journey times between the A38 and Horsetrough roundabout in 2021 of 39 to 47 seconds during the Saturday match arrival period, and 24 seconds to 1 minute 26 seconds in the Saturday match departure period, depending on the direction of travel. This will increase slightly by 2031, because of the effect of background traffic growth. However, this level of increase is not considered unreasonable for an occasional event with a 5,000 capacity attendance.
6.58. During the weekday evening arrival period, the FGRFC is predicted to result in increased journey times in 2021 of 23 to 44 seconds during a weekday evening match arrival period, depending on the direction of travel. In 2031, heading westbound towards the M5, journey times show a slight
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improvement with the Revised Scheme, as a result of the dualling proposals. As explained above, a weekday evening match is expected to occur only around six times per year.
6.59. More details of the results of the S-Paramics modelling, including journey time and queue length graphs are contained within the separate S-Paramics Model Traffic Forecasting Report (Reference E191-DOC04).
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7. DEVELOPMENT CONSTRUCTION
Construction Traffic 7.1. Construction of the Revised Scheme will give rise to deliveries of materials and products that will be transported by heavy goods vehicles (HGVs). It is intended that excavated material will be retained within the site to minimise HGV movements.
7.2. Construction, and associated deliveries, is expected to take place on weekdays and on Saturday mornings only.
7.3. More details of the construction schedule and associated traffic arrangements, including phasing, routing, and more precise estimated vehicle numbers, will be identified at the reserved matters stage and included as appropriate in a Construction Traffic Management Plan which can be secured by condition.
7.4. However, at present it is estimated that there could be 100 HGV movements (50 in, 50 out) daily at the peak of construction, with fewer on a Saturday. It is likely that a restriction might be placed on HGV deliveries during peak hours. Assuming an 8 hour day for deliveries, this amounts to 6 – 7 HGVs or 12 to 14 HGV movements per hour or approximately one HGV movement every 4 to 5 minutes.
7.5. In addition, there will be construction employees on site, the number varying according to construction activity. Again, more details will be available at a later stage in the planning process. At this stage it is estimated that there could be 130 people on site at the peak, fitting out the Stadium. This would give rise to a maximum of 260 vehicle movements per day (130 in, 130 out). However, many construction companies transport their employees in work buses, particularly for a development of this scale, and the employee vehicle trip generation is expected to be well below this in practice.
7.6. Furthermore, peak hours for travel to and from construction sites generally occur before the peak hours for the normal road network peak hours. For example, a condition of the WoS planning consent (Reference S.14/0810/OUT) restricts demolition or construction works outside a building to 07:30 – 18:30 on Mondays to Fridays, and 08:00 – 17:00 on a Saturday. The expectation is that construction work will commence at around 07:30 – 08:00, before the morning peak hour. In the location of the Revised Scheme, where there are few existing buildings to be affected, construction may commence earlier than this.
7.7. The construction period is expected to be two to three years, with completion for the start of the 2021 / 2022 season.
Construction Plant 7.8. As well as vehicle deliveries, construction plant will be operating on-site during the construction phases. Such construction plant will give rise to environmental effects such as increased noise, vibration, dust and air pollution. Where necessary, these impacts are considered in the Environmental Statement, and the appropriate mitigation measures identified to protect the local environment. Mitigation of the effects of construction plant will be achieved through controls imposed by planning conditions, health and safety requirements and good construction site practices.
Construction Traffic Management Plan 7.9. The mitigation measures to address the transport impacts associated with the construction of the proposed development will be co-ordinated and implemented by means of a Construction Traffic
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Management Plan which can be secured by a planning condition. The majority of construction traffic is expected to be routed via the A419 and M5 to the west of the site. Construction traffic will not be permitted to use Grove Lane or Spring Hill.
7.10. Construction traffic management measures are expected to include:
. Appropriate signing of the delivery route to ensure vehicles use the approved route to and from the site; . Warning signs in the vicinity of the site entrance and public footpath Eastington76 for vehicles and pedestrians as appropriate; . Co-ordination of delivery times to ensure that as far as possible deliveries take place outside peak periods; . Layout of site to allow adequate space for goods vehicle manoeuvring and ensure that vehicles are not required to wait on the public highway before entering; . Temporary traffic management for short periods if delivery of oversized loads may cause obstruction to the public highway; . Design of the site access to ensure that vehicles have appropriate visibility upon leaving the site; . Wheel washing facilities for vehicles leaving the site, and road sweeping when necessary
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8. SUMMARY AND CONCLUSIONS
8.1. An outline planning application (Reference S.16-0043-OUT) for an Eco Park on land adjacent to Junction 13 of the M5, west of Stonehouse, was submitted to Stroud District Council in January 2016. This included the following elements:
. Sports Complex, the southern area, land south of the A419 and east of the M5 . Green Technology Hub, the northern area, land north of A419 and east of the M5 . Nature Conservation Area, the western area, land west of M5.
8.2. The proposed Sports Complex south of the A419 included a new stadium for Forest Green Rovers Football Club (FGRFC) as well as sports facilities to be open to the public.
8.3. A Revised Scheme is now proposed, for a 5,000 seat stadium for FGRFC to the north of the A419. It is not now proposed that the sports facilities will be open to the public (other than during an FGRFC match). The Revised Scheme no longer includes Class B1 / B2 / B8 employment.
8.4. This Transport Assessment has been prepared in accordance with the National Planning Policy Framework, March 2012, and the Planning Practice Guidance 'Travel Plans, Transport Assessments and Statements in Decision-Taking', March 2014. Reference has also been made to the Department for Transport Circular 02/2013 ‘The Strategic Road network and the Delivery of Sustainable Development’, September 2013 and the Highways England publication ‘The strategic road network: Planning for the future.’
8.5. Consultations with Gloucestershire County Council and Highways England, and their consultants, since before the original submission in January 2016 have been taken into account in the preparation of the Revised Scheme. The revised Concept Plan and proposed site access arrangements from the A419 were submitted to the County Council and Highways England for preliminary comments in October 2017, and a Transport Scope was submitted to the County Council and Highways England in November 2017. A response on behalf of Highways England was received at the end of November 2017, and the layout for the site access from the A419 has been amended accordingly.
8.6. The principal access to the stadium will be from a new traffic signal junction on to the A419 east of the M5 Junction 13, and will include the dualling of the A419 between the M5 Junction 13 and Chipmans Platt roundabout. The proposals also include a footway along the south side of the A419 from the Stonehouse / Stroud direction to the site access, with a pedestrian phase included in the traffic signals. An entrance for buses, pedestrians and cyclists is proposed from Grove Lane, as indicated on the Concept Plan in Appendix A, and the area adjacent to the stadium will be vehicle free. Offsite improvements are proposed to the existing cycle route (NCN National Route 45) from Stonehouse to Chipmans Platt.
8.7. Stagecoach, the local bus operator, currently works with FGRFC to provide bus services to the existing ground at The New Lawn in Nailsworth. It is intended that this relationship will continue following the move to Stonehouse. Services in operation on FGRFC match days are expected to include buses to / from Nailsworth, Stroud, Stonehouse including Stonehouse rail station, and Cam & Dursley rail station as required. These services can be secured via the FGRFC Travel Plan. A bus drop off / pick up area for the services described above, with shelters as required, will be provided adjacent to the bus link from Grove Lane. In addition, parking for away coaches will be provided within the site.
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8.8. An Outline Travel Plan has been prepared in conjunction with the Transport Assessment and summarises the measures by which FGRFC will seek to encourage travel by sustainable modes of transport rather than single occupancy car. FGRFC achieved promotion to League 2 for the 2017 - 2018 season, and are currently developing suitable sustainable transport measures to cater for the resulting increased attendance at the existing stadium at the New Lawn in Nailsworth. A full Travel Plan for FGRFC following the move to the new stadium can be secured by condition.
8.9. Based upon discussions and correspondence since the submission of the original proposals, and on estimated trip generation by mode, a total of 1,700 car parking spaces is currently proposed for the 5,000 capacity stadium. In addition, up to 100 cycle parking spaces will be available initially, with allowance for additional spaces to be provided should the demand arise. Electric vehicle charging points will be provided within the parking areas.
8.10. FGRFC generally plays matches on Saturday afternoons and Tuesday evenings. Weekday matches generally commence at 19:45, so that travel largely falls outside the road network peak hours. Weekday matches also take place far less frequently than Saturday matches. A total of thirty home matches are currently (as at the end of November) programmed during the 2017 – 2018 season:
. Saturday afternoon 22 . Weekday evening 6 . Bank Holiday 2 . Total 30
8.11. It is intended that the stadium will be open for the start of the 2021 - 2022 season, in late summer 2021. The proposals have been assessed for the opening year, and for a forecast year of 2031, the end of the Stroud District Local Plan period.
8.12. The effect on the following junctions along the A419 corridor from the A38 to Horsetrough roundabout has been assessed for both a Saturday and during the weekday match arrival period (18:00 – 19:00) with Junctions 9 ARCADY module or LinSig as appropriate, and with the S-Paramics microsimulation model.
1. A419 / A38 Roundabout 2. M5 Junction 13 3. A419 / Spring Hill / Grove Lane Roundabout (Chipmans Platt) 4. A419 / Bonds Mill / Stonehouse Business Park / Oldends Lane (Oldends Lane Roundabout) 5. Downton Road Traffic Signals 6. Ebley Road / A419 / Bristol Road (Horsetrough Roundabout) 7. A419 / Site Access Traffic Signals
8.13. The improvements to Chipmans Platt, Oldends Lane, Downton Road and Horsetrough junctions within the A419 corridor at Stonehouse, to be funded under the Gloucestershire Growth Deal through GFirst LEP, are assumed to be in place by the 2021 opening year for the FGRFC Stadium.
8.14. The assessments demonstrate that the junctions will operate satisfactorily with FGRFC match traffic. It should be noted that the assessments have assumed a full 5,000 capacity stadium for the ‘with FGRFC’ scenarios. Average attendance during the 2017 – 2018 season to date (up to the end of November) is 2,234 supporters, with a maximum of 3,305. The assessments therefore represent a worst case in terms of the impact on the road network.
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8.15. During construction, mitigation measures to address the potential transport impacts will be co- ordinated and implemented by means of a Construction Traffic Management Plan which can be secured by a planning condition. This will include a construction vehicle routeing and signing regime to ensure that drivers do not use inappropriate routes.
8.16. With the measures outlined above the additional travel demand associated with home matches at the FGRFC stadium, on approximately thirty days per year, can be satisfactorily accommodated. Opportunities for sustainable travel can be taken up; safe and suitable access can be achieved; and improvements can be undertaken within the transport network that cost-effectively limit the significant impacts of the development, in accordance with the NPPF. There is therefore no reason in transport terms why the development should not be permitted.
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Figures 1034 1124 1151 1217 Stratton Park House 1243 A38 Wanborough Road Swindon 840 SN3 4HG 934 T 01793 828000 1072 F 01793 835500 1009 416 E [email protected] 1146 485 W www.pfaplc.com 506 522 M5 A38 415 Legend 1294 A419 543 1911 470 1522 682 Redline Boundary 1525 507 (indica ve only) 1636 211 1281 717 235 1489 307 1938 Scenarios: 255 1602 327 2053 Stadium Site S1 - 2015 Base Year Access Signals S2 - 2021 Opening Year 162 - 186 - (Without FGRFC Stadium) 193 1390 S3 - 2021 Opening Year M5 199 - Grove 207 1390 Lane With FGRFC Stadium 195 1315 418 S4 - 2031 Forecast Year 1523 427 (Without FGRFC Stadium) 2465 436 1642 444 S5 - 2031 Forecast Year 2582 Spring Hill A419 With FGRFC Stadium 358 400 588 433 0 500m 620 1309 Client 1510 Ecotricity 2255 Oldends Lane 1619 (Next Generation Limited) 2372
Project
A419 FGRFC Stadium 946 1169 1076 1358 Bath Road 1149 2104 1160 Figure Title 1233 1465 Two-Way Link Flows 2210 Saturday Matchday Arrival Period (14:00 - 15:00) 1239 Ebley Road 1418 Figure No 2162 A419 Figure 3.1 1528
2272 1463 Date November 2017 1679 Drawn By EN BasedBasedBasedd on OrdnanceOrdO nannanance SurveySurve Surveyy mappingmappi mappingngg ©©C ©CrownC rowrroCrownn copyright.copyop copyright.p right.t.t 2350 Checked By CM AllAll rightsrighthttssr reserved.reesesesserved. PFA PFA ConsultingConsultin Consultingg LicenceLic Licencecence e No. No. 100000054.100 100000054.00000 054. Scale See Scale Bar 1809 File Ref E191/Figures/TA_3_1.ai 2480 Doc Ref E191 N
808 883 912 954 Stratton Park House 984 A38 Wanborough Road Swindon 725 SN3 4HG 803 T 01793 828000 958 F 01793 835500 867 479 E [email protected] 1514 549 W www.pfaplc.com 790 592 M5 A38 435 Legend 1183 A419 833 1282 508 1408 532 Redline Boundary 1388 546 (indica ve only) 1514 234 1270 570 265 1498 273 2008 Scenarios: 286 1611 294 2122 Stadium Site S1 - 2015 Base Year Access Signals 166 - S2 - 2021 Opening Year 190 - (Without FGRFC Stadium) 271 1579 S3 - 2021 Opening Year M5 204 - Grove 286 1579 Lane With FGRFC Stadium 172 1262 437 S4 - 2031 Forecast Year 1489 446 (Without FGRFC Stadium) 2557 453 1609 462 S5 - 2031 Forecast Year 2669 Spring Hill A419 With FGRFC Stadium 346 390 603 420 0 500m 632
1249 Client 1469 2315 Oldends Lane Ecotricity 1581 (Next Generation Limited) 2427
Project
A419 814 FGRFC Stadium 1148 946 1349 Bath Road 1028 2169 1018 Figure Title 1100 1450 Two-Way Link Flows 2295 Saturday Matchday Downton Departure Period Road 1203 Ebley Road 1393 (17:00 - 18:00) 2235 A419 Figure No 1500 Figure 3.2 2343 1354 Date November 2017 1569 Drawn By EN Based on Ordnance Survey mapping © Crown copyright. 2331 Checked By CM All rights reserved. PFA Consulting Licence No. 100000054. 1690 Scale See Scale Bar File Ref E191/Figures/TA_3_2.ai 2451 Doc Ref E191 N
698 768 790 824 Stratton Park House 846 A38 Wanborough Road Swindon 736 SN3 4HG 837 T 01793 828000 951 F 01793 835500 896 500 E [email protected] 1009 592 W www.pfaplc.com 609 631 M5 A38 559 Legend 1068 A419 649 1176 662 1268 837 Redline Boundary 1261 706 (indica ve only) 1353 359 1539 881 404 1849 463 2220 Scenarios: 433 1971 492 2342 Stadium Site S1 - 2015 Base Year Access Signals 177 - S2 - 2021 Opening Year 205 - (Without FGRFC Stadium) 211 1146 S3 - 2021 Opening Year M5 219 - Grove 225 1146 Lane With FGRFC Stadium 194 1546 662 S4 - 2031 Forecast Year 1855 668 (Without FGRFC Stadium) 2630 677 1978 684 S5 - 2031 Forecast Year 2753 Spring Hill A419 With FGRFC Stadium 445 502 657 538 0 500m 692 1521 Client 1890 Ecotricity 2504 Oldends Lane 2011 (Next Generation Limited) 2625
Project
A419 972 FGRFC Stadium 1326 1123 1705 Bath Road 1183 2318 1200 Figure Title 1260 1810 Two-Way Link Flows 2424 Weekday Matchday Downton Arrival Period Road 1398 Ebley Road (18:00 - 19:00) 1734 2347 A419 Figure No 1845 Figure 3.3 2458 1511 Date November 2017 1818 Drawn By EN Based on Ordnance Survey mapping © Crown copyright. 2371 Checked By CM All rights reserved. PFA Consulting Licence No. 100000054. 1938 Scale See Scale Bar File Ref E191/Figures/TA_3_3.ai 2490 Doc Ref E191 N
Stratton Park House Wanborough Road Swindon SN3 4HG A38/A419 T 01793 828000 Roundabout F 01793 835500 E [email protected] W www.pfaplc.com
Legend Redline Boundary M5 J13 (indica ve only)
Junc ons Assessed Stadium Site Access Signals
A419
Chipmans Platt Roundabout
A419
0 500m
Oldends Lane Client Roundabout Ecotricity (Next Generation Limited)
Project
FGRFC Stadium
A419 Horsetrough Roundabout Figure Title A419 Junctions Assessed for Capacity Downton Road Signals Figure No Figure 6.1
A419 Date November 2017 Drawn By EN Based on Ordnance Survey mapping © Crown copyright. Checked By CM All rights reserved. PFA Consulting Licence No. 100000054. Scale See Scale Bar File Ref E191/Figures/TA_6_1.ai Doc Ref E191