Jelson Homes

Land at Cotes, Loughborough

Transport Assessment

September 2013 Project Code: 919

Phil Jones Associates Ltd The Innovation Centre 1 Devon Way Birmingham B31 2TS t: 0121 222 5422 philjonesassociates.co.uk

Transport Assessment

Version Control and Approval

Version Date Main Contributors Issued by Approved by B – For Issue 19 September 2013 Mike Edwards Mike Edwards Nigel Millington A – Draft for comment 02 September 2013 Mike Edwards Mike Edwards Nigel Millington

Prepared for

Terry McGreal Land and Planning Director Jelson Homes 370 Loughborough Road Leicester LE4 5PR

Jelson Homes Land at Cotes, Loughborough

Transport Assessment

Contents

Section Page

1 Introduction 1 1.1 Aims and Objectives 1 1.2 Development Proposals 1 1.3 Scoping Discussions 1 1.4 Structure of Report 3

2 Policy Framework 5 2.1 National Planning Policy Framework 5 2.2 Leicestershire Local Transport Plan 2011 – 2026 (LTP3) 6 2.3 Borough of Charnwood Local Plan 7

3 Baseline Transport Conditions 9 3.1 Site Location 9 3.2 Surrounding Highway Network 10 3.3 Existing Traffic Conditions 10 3.4 Highway Safety 11 3.5 Sustainable Travel 17

4 Development Proposals 19 4.1 Development Mix and Layout 19 4.2 Development Phasing 19 4.3 Vehicular Access Arrangements 20 4.4 Parking Provision 20

5 Integrated Transport Strategy 21 5.1 Overview 21 5.2 Walking/Cycling Strategy 21 5.3 Public Transport Strategy 22 5.4 Smarter Choices 25 5.5 Highway Strategy 27 5.6 Accessibility 28

6 LLITM Modelling 31 6.1 Principles of Modelling 31 6.2 LLITM Area of Influence and Validation Checks 31

Jelson Homes Land at Cotes, Loughborough

6.3 Re-validation 33

7 Assessment Methodology 35 7.1 Introduction 35 7.2 Available Data 35 7.3 Initial Traffic Methodology 35 7.4 Calculation of Reference Case Flows used for Highway Assessment 36 7.5 Calculation of Development Case Flows used for Highway Assessment 39

8 Travel Demand 41 8.1 Introduction 41 8.2 Vehicle Demand 41 8.3 Active Mode Trips 46 8.4 Public Transport Trips 46

9 Highway Assessment 49 9.1 Introduction 49 9.2 Geographical Scope of Assessment 49 9.3 Assessment Scenarios 50 9.4 Junction Capacity Assessment - Local Road Network 51 10.2 Strategic Road Network 73

11 Summary and Conclusions 75 11.1 Summary 75 11.2 Conclusions 77

Transport Assessment

Appendices

Appendix A Scoping Correspondence

Appendix B Traffic Count Information

Appendix C PIA Data

Appendix D Public Rights of Way Map

Appendix E Illustrative Masterplan

Appendix F Indicative Phasing Strategy

Appendix G Rodgers Leask Drawing: D12-216-201

Appendix H Bus Consultation - Questionnaire

Appendix I Highway Strategy Drawings

Appendix J MVA Technical Notes

Appendix K TRICS Outputs

Appendix L LLITM Outputs

Appendix M Traffic Flow Diagrams

Appendix N Junction Capacity Assessments

Jelson Homes Land at Cotes, Loughborough

1. Introduction

Land at Cotes, Loughborough 0 Jelson Homes Transport Assessment 1. Introduction

1 Introduction

1.1 Aims and Objectives

1.1.1 Phil Jones Associates (PJA) has been commissioned by Jelson Homes to prepare a Transport Assessment to accompany an outline planning application for the proposed development of land at Cotes, off the A60 Loughborough Road, to the east of Loughborough.

1.1.2 A separate Framework Travel Plan has been prepared by PJA and this report should be read in conjunction with the document dated September 2013.

1.1.3 The aim of this report and the transport assessment process in general, is to identify the transport characteristics of the development site and surrounding area, and to examine the likely transport implications of the proposed development. The objective has been to develop an integrated transport strategy as a key component of the development proposals to ensure that the demand for travel is effectively managed, sustainable accessibility is maximised, and appropriate mitigation measures are identified for residual trips.

1.2 Development Proposals

1.2.1 This report accompanies an outline planning application for a new garden suburb which will include residential, employment, and community uses. The mix of uses ensures that a number of journey purposes (primary education, local shops, etc.) will be provided within the site. The nature of the development will therefore reduce the need to travel to off-site destinations, and a number of trips will be contained within the site.

1.2.2 The vehicular access strategy for the development includes the proposed diversion of the A60 Loughborough Road from the current alignment, with a new highway link being provided between the A60 and the junction of Barrow Road/Cotes Road. The vehicular access strategy not only facilitates access to the development, but also offers a number of wider network capacity and highway safety benefits. The strategy also offers significant benefits to the existing residents of Cotes with regard to a significant reduction in traffic flows in the village itself and consequential improvements in respect of noise and air quality.

1.3 Scoping Discussions

December 2012

1.3.1 The site is located to the east of Loughborough and falls within the transport network for which Leicestershire County Council (LCC) are responsible. A pre-application meeting was held with LCC in December 2012 to establish the high level requirements of the Transport Assessment, the four key points raised during these discussions were:

Jelson Homes 1 Land at Cotes, Loughborough Transport Assessment 1. Introduction

• The proposals should have a strong focus on facilitating travel by all non-car modes to ensure strong connectivity to Loughborough. • The assessment of the highway network should be based on outputs from the Leicester and Leicestershire Integrated Transport Model (LLITM). • The geographical scope of the highway assessment should be determined following the receipt of site specific outputs from LLITM. • Given that the site borders Nottinghamshire, Nottinghamshire County Council (NCC) should be consulted as part of the Transport Assessment process. It was also requested that the Highways Agency (HA) be consulted in relation to the impact of the development on the Strategic Road Network.

January 2013

1.3.2 Further to the initial discussions with LCC in December 2012, a Preliminary Scoping Note was issued to LCC, NCC, and the HA, in January 2013. The note set out further information relating to the development proposals to allow the relevant parties to confirm the scope of the LLITM modelling required, and the content of the model runs to be commissioned. It was requested that all parties confirmed that it was acceptable for LLITM outputs to be used to:

• Calculate trip generation; • Calculate vehicle trip distribution and assignment; and • Capacity assessments to be undertaken using LLITM flows.

Response from LCC

1.3.3 In response to the Preliminary Scoping Note LCC stated:

• In order to establish trip generation and distribution, both the highway supply model and the land use model should be used. • The Cotes development is to be promoted in addition to Charnwood Borough Council’s emerging development strategy proposals; therefore the relevant proposals will need to be included within the base model prior to extracting trip generation and distribution information. • The geographical extent of detailed junction assessment modelling required will be determined by outputs from LLITM.

Land at Cotes, Loughborough 2 Jelson Homes Transport Assessment 1. Introduction

NCC

1.3.4 No formal written response was received from NCC with regard to the Preliminary Scoping Note. The relevant officer at NCC was contacted by phone, and it was agreed that NCC would consider the scope of assessment when outputs from LLITM were available.

Highways Agency

1.3.5 Discussions were held with the HA and the following points were agreed:

• The HA considers it acceptable for the trip generation and trip distribution associated with the development proposals to be taken from LLITM. • If detailed junction capacity assessments are required in relation to the Strategic Road Network, background traffic flows from LLITM would not be acceptable. • Given the location of the site to the east of Loughborough, the impact of the development will need to be identified for the A6/A46 Wanlip junction. • Consideration of M1 J23 is not required.

Further Discussions

1.3.6 Trip distribution plots and flow change diagrams from LLITM were issued to LCC/NCC/HA in July/August 2013, alongside a proposed geographical scope of assessment. At the time of writing, responses had been received from both LCC and the HA, however NCC had not responded.

1.3.7 The relevant correspondence and scoping notes are provided in Appendix A.

1.4 Structure of Report

1.4.1 This report is structured as follows:

• Chapter 2 – Policy Framework; • Chapter 3 – Baseline Transport Conditions; • Chapter 4 –Development Proposals; • Chapter 5 – Integrated Transport Strategy; • Chapter 6 – LLITM Modelling; • Chapter 7 – Assessment Methodology; • Chapter 8 – Travel Demand; • Chapter 9 – Highway Assessment; and • Chapter 10 – Summary and Conclusions.

Jelson Homes 3 Land at Cotes, Loughborough Transport Assessment 1. Introduction

Land at Cotes, Loughborough 4 Jelson Homes Transport Assessment 2. Policy Framework

2 Policy Framework

2.1 National Planning Policy Framework

2.1.1 The National Planning Policy Framework (NPPF) was published in March 2012 and set out the Government’s planning policies for England and how these are expected to be applied to achieve sustainable development. The NPPF replaces the previous policy guidance contained within PPS 3 - Housing and PPG 13 - Transport.

2.1.2 The core planning principles, which are set out on pages 5 and 6 of the NPPF, set out the Government’s overarching roles that the planning system ought to play. One of the principles being to:-

“Actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.” 2.1.3 Policies aimed at promoting sustainable development are covered by Paragraphs 29 to 41 of the NPPF with Paragraph 32 stating that:-

“All developments that generate significant amounts of movements should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether: • The opportunities for sustainable modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • Safe and suitable access to the site can be achieved for all people; and • Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of the development are severe.” 2.1.4 Paragraph 34 states:-

“Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised...” 2.1.5 Paragraph 35 states:-

"Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods and people. Therefore developments should be located and designed where practical to:

Jelson Homes 5 Land at Cotes, Loughborough Transport Assessment 2. Policy Framework

• Accommodate the efficient delivery of goods and supplies; • Give priority to pedestrians and cycle movements, and have access to high quality public transport facilities; • Create safe and secure layouts which minimise conflicts between traffic and cyclists and pedestrians, avoiding street clutter and where appropriate establishing homes zones; • Incorporate facilities for charging plug-in and other low emission vehicles; and • Consider the needs of people with disabilities by all modes of transport."

2.1.6 Paragraph 36 states:-

"A key tool to facilitate this will be a Travel Plan. All developments which generate significant amounts of movement should be required to provide a Travel Plan." 2.1.7 The mix of uses ensures that a number of journey purposes will be provided within the site. The nature of the site will therefore reduce the need to travel to off-site destinations, and a number of trips will be contained within the site.

2.1.8 The Integrated Transport Strategy includes bus service enhancements to provide four connections an hour to Loughborough. A new pedestrian/cycle route from the site to connect to Alsop’s Lane will also be provided to enhance pedestrian/cycle connectivity to Loughborough. These measures in tandem with the Site-Wide Travel Plan, which will also be rolled out to existing residents in the area, maximises the opportunities for sustainable modes of travel.

2.1.9 The highway strategy for the site which includes the diversion of the A60 will ensure safe access to the site and also provide benefits to existing residents of Cotes. The strategy will also improve the highway layout at a number of locations which currently suffer from congestion.

2.1.10 Further to the implementation of the Integrated Transport Strategy for the site it is considered that the opportunities for sustainable travel would be significantly improved. The highway strategy for the site will bring wider benefits for existing users, and the highway assessment demonstrates that the residual cumulative impacts of the development are not severe.

2.2 Leicestershire Local Transport Plan 2011 – 2026 (LTP3)

2.2.1 Leicestershire’s Local Transport Plan provides the vision and policy context for local transport for the period between 2011 and 2026. The long term vision for the transport system in Leicestershire is:

2.2.2

Land at Cotes, Loughborough 6 Jelson Homes Transport Assessment 2. Policy Framework

“Leicestershire to be recognised as a place that has, with the help of its residents and businesses, a first class transport system that enables economic and social travel in ways that improve people’s health, safety and prosperity, as well as their environment and their quality of life.” 2.2.3 LTP3 has 6 strategic transport aims:

• Aim 1 – a transport system that supports a prosperous economy and provides successfully for population growth; • Aim 2 – an efficient, resilient and sustainable transport system that is well managed and maintained; • Aim 3 – a transport system that helps to reduce the carbon footprint of Leicestershire; • Aim 4 – an accessible and integrated transport system that helps promote equality of opportunity for all residents; • Aim 5 – a transport system that improves the safety, health and security or our residents; and • Aim 6 – a transport system that helps to improve the quality of life for our residents and makes Leicestershire a more attractive place to live, work and visit.

2.2.4 LTP3 seeks to deliver new development in areas where travel distances can be minimised, and genuine, choices are available (or can be provided) for people to walk, cycle and use public transport facilities and services nearby.

2.2.5 The Integrated Transport Policy provides opportunities for travel by sustainable modes. The site has a similar relationship to the town to other suburbs on the western edge of Loughborough in terms of distance, and has the added benefit of being located closer to the rail station.

2.3 Borough of Charnwood Local Plan

2.3.1 The Borough of Charnwood Local Plan was adopted on 12th January 2004. Over time it will be replaced by the Charnwood Local Development Framework, however at present a number of polices have been retained. The relevant retained transport policies are:

• TR/1 – The Specified Road Network. • TR/5 – Transport Standards for New Development. • TR/6 – Traffic Generation from New Development. • TR/7 – Improving Bus Services and Facilities. • TR/13 – Access for Cyclists and Pedestrians. • TR/17 – The Impact of Traffic on Minor Rural Roads. • TR/18 – Parking Provision in new Development.

Jelson Homes 7 Land at Cotes, Loughborough Transport Assessment 2. Policy Framework

2.3.2 The Integrated Transport Strategy improves the opportunities for travel by foot, cycle, bus, and includes improvements to the highway network particularly in respect of rural roads such as Stanford Lane. The layout of the site will be designed in line with the guidance set out in the Manual for Streets 1 and 2, and will therefore maximise cycle/pedestrian connectivity and permeability.

Land at Cotes, Loughborough 8 Jelson Homes Transport Assessment 3. Baseline Transport Conditions

3 Baseline Transport Conditions

3.1 Site Location

3.1.1 The site is located adjacent to the A60 Loughborough Road, a key radial route into Loughborough from Nottingham providing access for the Wolds communities and villages in the Soar Valley in times of flood. The site is approximately 2.8km from Loughborough town centre and 1.6km from Loughborough Rail Station. The site has a similar relationship to the town as other suburbs on the western edge of Loughborough in terms of distance, and has the added benefit of being located closer to the rail station.

Figure 3-1: Site Location Plan

Jelson Homes 9 Land at Cotes, Loughborough Transport Assessment 3. Baseline Transport Conditions

3.2 Surrounding Highway Network

3.2.1 The site straddles the A60 Loughborough Road which provides a connection between Loughborough and Nottingham, the site is therefore well placed for travel to these locations in terms of vehicular access. The A60 Loughborough Road has a carriageway width of 7.3m with a narrow footway to the northern side of the carriageway. The A60 is subject to a 60mph speed, which reduces to 30mph through the Village of Cotes from approximately 150m south of Stanford Lane to approximately 450 east of Stanford Lane.

3.2.2 To the south-east of the site, Barrow Road meets the A60 Loughborough Road at a simple priority junction; this junction is subject to queuing and delays during peak periods.

3.2.3 Stanford Lane runs to the east of the site providing a connection between the A60 Loughborough Road and Meadow Lane to the north-west. Stanford Lane varies in width and is subject to a 60mph speed limit, other than for a short section north of Cotes where the carriageway width narrows around a bend, where it can be difficult for two large vehicles to pass.

3.2.4 Stanford Lane connects to Meadow Lane to the north in the form of simple priority junction; visibility for a number of movements at this junction is sub-standard when considered against current highway design guidance.

3.3 Existing Traffic Conditions

3.3.1 The main areas considered in terms of traffic flows are the A60 corridor from Rempstone to Queens Road in Loughborough, the corridor from the A6006 to the north of Normanton on Soar to Belton Road, and the corridor from the A60 at Hoton down to Barrow on Soar.

3.3.2 To establish current levels of traffic, surveys were undertaken during May and July 2013. Classified turning counts were collected by LCC’s Transport Data and Intelligence Team on Wednesday 15th May 2013 for the following junctions:

• A60 Loughborough Road/Main Street/Ashby Road – Rempstone; • Leake Lane/Main Street/Normanton Lane – Stanford on Soar; • Main Street/Stanford Lane/Meadow lane – Stanford on Soar; • A60 Loughborough Road/Stanford Lane – Cotes; • A60 Loughborough Road/Barrow Road/Nottingham Road – Cotes; and • Loughborough Road/Cotes Road/Barrow Road – Cotes.

Land at Cotes, Loughborough 10 Jelson Homes Transport Assessment 3. Baseline Transport Conditions

3.3.3 Additional classified turning counts and queue length surveys were collected by Streetwise Services on Wednesday 10th July 2013 for the following junctions:

• Meadow Lane/Station Boulevard/North Road – Loughborough; • Meadow Lane/Belton Road/Ratcliffe Street – Loughborough; • A60 Nottingham Road/Station Boulevard – Loughborough; • A60 Nottingham Road/Morley Street – Loughborough; • A60 Nottingham Road/Queens Road – Loughborough; • Cotes Road/High Street/North Street/Church Street – Barrow on Soar; • Prestwold Lane/Nottingham Road/Loughborough Road (Burton on the Wolds); • A60 Loughborough Road/Prestwold Lane – Hoton;

3.3.4 The traffic count information and associated queue length surveys are provided in Appendix B

3.4 Highway Safety

3.4.1 PIA data for the roads surrounding the proposed development has been obtained from NCC and LCC for the highway network surrounding the site over a five year period between 2009 and 2013. This information is provided in Appendix C and has then been summarised for individual sections of the highway network in the following tables and paragraphs.

Junctions 1, 2, 3 &4

3.4.2 The recorded PIAs in the vicinity of Junctions 1, 2, 3 and 4 are summarised in Table 3.1 below.

Table 3-1: Summary of PIAs recorded in the Vicinity of Junctions 1, 2, 3 & 4

Severity Sensitive Users Year Slight Serious Fatal Pedestrian Cycle Motorcycle 2009 4 3 - - - - 2010 4 1 - - - 1 2011 2 2 - - - 1 2012 1 1 - - 1 2 2013* 2 - - - - - *Data only available up to 30/04/2013

3.4.3 Eight of the accidents detailed in Table 3.1 were recorded in the vicinity of Junction 1, of which two occurred at the signalised junction itself and in both cases these were the result of drivers passing through red lights. Three accidents were recorded to the south of the junction on the A60,

Jelson Homes 11 Land at Cotes, Loughborough Transport Assessment 3. Baseline Transport Conditions

one of which resulted in a serious injury. All of these accidents were the result of drivers losing control of their vehicle and either crashing into objects adjacent to the carriageway or colliding with an oncoming vehicle. In all three instances the road surface was recorded as being either wet or icy. A further three accidents were recorded in the vicinity of the junction, all of which resulted in serious injuries. One, located to the west of the junction, occurred when a driver lost control and hit a tree, and one located to the east involved a motorcyclist losing control and colliding with an oncoming car. The final accident occurred to the north of the junction when a motorcyclist, whose visibility was obscured by road works, exited a side road into the path of an oncoming cyclist.

3.4.4 None of the recorded accidents occurred at Junction 2 and only one accident was recorded at Junction 3, which was the result of a vehicle turning across the path of oncoming traffic. A total of four accidents were recorded at Junction 4 all of which resulted in slight injuries. Three of these accidents were the result of vehicles turning into the path of oncoming traffic and the fourth occurred when a vehicle lost control having turned onto Loughborough Road.

3.4.5 Three accidents were recorded to the north of Junction 2 on the A60, one of which resulted in a serious injury. The serious injury occurred when a driver lost control and swerved into the opposing carriageway resulting in a collision. The remaining two accidents were both the result of errors on the part of drivers. A further five accidents were recorded on Prestwold Lane between junctions 3 and 4. Four of these accidents were the result of drivers losing control of their vehicles and either colliding with other vehicles or objects adjacent to the carriageway. The remaining accident involved a vehicle exiting a side road into the path of an oncoming motorcycle resulting in a serious injury.

A60 & B676 Loughborough Road / Barrow Road

3.4.6 The recorded PIAs in the vicinity of the A60 and the B676 Loughborough Road / Barrow Road between the edge of Loughborough and Junctions 3 & 4 are summarised in Table 3.1 below.

Table 3-2: Summary of PIAs recorded on the A60 & B676 Loughborough Road / Barrow Road

Severity Sensitive Users Year Slight Serious Fatal Pedestrian Cycle Motorcycle 2009 3 - - - - - 2010 4 - - - 1 1 2011 3 - - - - - 2012 3 - - - - - 2013* ------*Data only available up to 30/04/2013

Land at Cotes, Loughborough 12 Jelson Homes Transport Assessment 3. Baseline Transport Conditions

3.4.7 As detailed in Table 3.2 a total of 13 accidents were recorded along the A60 and B676. Three of the accidents were recorded at the junction between the two roads, one of which was a single vehicle accident where a driver lost control, one was a rear shunt collision in snowy conditions and one involved a driver exiting Barrow Road into the path of oncoming traffic.

3.4.8 Three accidents were recorded on the A60, to the north of the railway line as it leaves Loughborough. These accidents were also attributed to driver error, with one driver losing control of their vehicle in icy conditions, one driver colliding with a horse and one driver colliding with the rear of stationary traffic. A further three accidents were recorded on the A60 to the northwest of the junction with the B676 which were the result of vehicles attempting inappropriate manoeuvres or drivers losing control.

3.4.9 Three accidents were also recorded on the B676 to the east of the junction with the A60 Nottingham Road. Two of these were single vehicle accidents where the driver lost control of their vehicle and the third involved a vehicle turning out of a side road into the path of oncoming traffic.

3.4.10 The number of single vehicle accidents where the driver is losing control indicates that excessive speed for the road conditions may be a factor in these incidents.

Junctions 12, 13 & 14 and Moor Lane, Meadow Lane and Stanford Lane

3.4.11 The recorded PIAs in the vicinity of Junctions 12, 13 & 14 as well as along Moor Lane, Meadow Lane and Stanford Lane are summarised in Table 3.3 below.

Table 3-3: Summary of PIAs recorded in the Vicinity of Junction 14 and Moor Lane

Year Severity Sensitive Users Slight Serious Fatal Pedestrian Cycle Motorcycle 2009 1 - - - - - 2010 2 1 - - - - 2011 - 1 - - - - 2012 1 - - - - - 2013* 2 - - 2 - - *Data only available up to 30/04/2013

3.4.12 As detailed in the table above, a total of seven injury accidents occurred in the vicinity of Junctions 13 & 14 or along Moor Lane. Of the accidents recorded, two occurred at the staggered cross roads junction between the A6006, Moor Lane and Park Lane, both of which were the result of vehicles exiting the minor arms of the junction and colliding with oncoming traffic. The remaining accidents on Moor Lane were spread along its length and can all be attributed to drivers losing control of their vehicles either due to excessive speed or wet/icy road conditions.

Jelson Homes 13 Land at Cotes, Loughborough Transport Assessment 3. Baseline Transport Conditions

3.4.13 Two accidents were recorded along Meadow Lane one of which involved a car turning into an access across the path of oncoming traffic and the second involved a car hitting a pedestrian who was walking in the carriageway at night.

3.4.14 One further accident was recorded on Stanford Lane which resulted in a serious injury. This accident occurred when a driver lost control of their vehicle and crossed into the path of oncoming traffic.

3.4.15 Given the locations of these accidents and their causation factors it is not considered necessary to undertaken any mitigation in this area.

Junctions 5 & 6, Nottingham Road and Cotes Road

3.4.16 The recorded PIAs in the vicinity of Junctions 5 & 6 as well as along Nottingham Road and Cotes Road are summarised in Table 3.4 below.

Table: 3-4: Summary of PIAs recorded in the Vicinity of Junctions 5 & 6 and Cotes Road

Year Severity Sensitive Users Slight Serious Fatal Pedestrian Cycle Motorcycle 2009 3 1 1 - 1 2 2010 4 - - 1 1 1 2011 2 2 - 1 - 1 2012 4 1 - - - - 2013* 1 - - 1 - - *Data only available up to 30/04/2013

3.4.17 Of the accidents summarised in Table 3.4, a total of five occurred at Junction 5, of which two resulted in serious injuries and one resulted in a fatality. The three accidents that resulted in serious or fatal accidents all occurred when a vehicle exited the B676 into the path of oncoming traffic whereas the two slight injuries occurred in accidents that involved rear shunts in queuing traffic. By contrast only one accident was recorded at Junction 6 which also involved a car exiting the minor arm into the path of oncoming traffic however only resulted in a slight injury. It is likely that a contributory factor for the accidents at Junction 5 is the restricted visibility to the north for traffic exiting the minor arm meaning that vehicles pull out into the path of oncoming traffic.

3.4.18 A total of six accidents were recorded on Nottingham Road, between junctions 5 and 6, of which three occurred at the priority junction between Nottingham Road, Loughborough Road and Walton Lane. These accidents all resulted in slight injuries and were either rear shunt collisions or occurred when drivers entered the junction into the path of oncoming traffic. Of the remaining three accidents on Nottingham road, one involved a vehicle clipping a pedestrian who crossed in

Land at Cotes, Loughborough 14 Jelson Homes Transport Assessment 3. Baseline Transport Conditions

an inappropriate location, one was the result of a driver losing control on a roundabout and one was a collision following an inappropriate overtaking manoeuvre.

3.4.19 The remaining seven accidents were all recorded along Cotes Road, four of which were recorded within 400m of junction 6, in Barrow upon Soar. Two of these accidents occurred when vehicles exited Adkins Court into the path of oncoming vehicles and two occurred when pedestrians crossed to the carriageway behind stationary busses and were struck by unsighted vehicles. In one of these cases it was a child who crossed behind the bus and they sustained serious injuries.

3.4.20 The remaining three accidents recorded on Cotes Road all occurred to the north of Barrow upon Sour, two of which were single vehicle accidents where drivers had lost control and the third occurred when a car turned into a private access across the path of an oncoming cyclist.

Junctions within Loughborough

3.4.21 The recorded PIAs in the vicinity of junctions within Loughborough Road are summarised in Table 3.5 below.

Table 3-5: Summary of PIAs recorded in the Vicinity of Junctions within Loughborough

Year Severity Sensitive Users Slight Serious Fatal Pedestrian Cycle Motorcycle 2009 4 - - - - - 2010 7 - - 1 - - 2011 7 1 - 2 1 1 2012 3 - - 1 - 2 2013* 3 - - 2 - - *Data only available up to 30/04/2013

3.4.22 As detailed in Table 3.5, a total of 25 accidents were recorded in the vicinity of the assessed junctions within Loughborough. Seven of these accidents occurred at the junction between Station Boulevard, Ratcliffe Road, Morley Street and the A60, Nottingham Road. However, only one of these accidents occurred after the recent construction of Station Boulevard and the stopping up of Ratcliffe Road. All of the recorded accidents could be attributed to driver error, although two of the accidents were rear shunt collisions on the southern approach to the junction which could suggest that forward visibility to queuing traffic at the junction was impaired by the vertical alignment of the canal bridge.

3.4.23 Five accidents were recorded at the junction between the A60, Clarence Street and Nottingham Road. One of these accidents resulted in a serious injury which occurred as a car turned left unaware that a bicycle was on its near side. One accident also involved a pedestrian, who was struck whilst crossing the road. The pedestrian was unaware that a hybrid vehicle was

Jelson Homes 15 Land at Cotes, Loughborough Transport Assessment 3. Baseline Transport Conditions

approaching. The remaining three accidents in these locations were all the result of errors on behalf of the drivers.

3.4.24 A further eight accidents were recorded in the vicinity of the junction between the B589 Toothill Road and Meadow Lane. Three of the accidents occurred when vehicles ran through red lights resulting in collisions. Two of the accidents occurred when pedestrians were struck whilst crossing the road when they did not have priority. Of the remaining accidents two involved vehicles turning across the path of oncoming traffic and one involved a vehicle colliding with a parked car.

3.4.25 Three accidents were recorded at the junction between Meadow Lane, Belton Road and Ratcliffe Road, two of which involved vehicles turning across the path of oncoming traffic and one was a collision after a vehicle passed through a red light. The final two accidents were recorded on Ratcliffe Road in the vicinity of the junction with Glebe Street. One of these accidents occurred when a car exited a side road into the path of oncoming traffic and one occurred when a pedestrian stepped out in front of an oncoming vehicle.

Summary

3.4.26 In consideration of the data presented the following conclusions/actions have been drawn:

• Junctions 1-4: Further discussions will be held with LCC/NCC in order to identify safety enhancements which are commensurate with the impact of the development proposals. • A60/B676 Loughborough Road/Barrow Road: Highway safety would be improved by the infrastructure changes associated with the A60 diversion. • Junctions 12, 13 and 14 and Moor Lane, Meadow Lane and Stanford Lane: The new Stanford Lane link and the upgrade of the Meadow Lane/Stanford Lane priority junction to a roundabout, should remove related safety concerns at these locations. No further mitigation is considered necessary at these locations. • Junctions 5 and 6, Nottingham Road and Cotes Road: Further discussions will be held with LCC in order to identify safety enhancements which are commensurate with the impact of the development proposals. • Junctions within Loughborough: Major highway improvements were implemented in the middle of 2011 in the area surrounding Loughborough Station and the associated signal junctions. The majority of these accidents either occurred prior to the implementation of these changes and no further mitigation is proposed.

Land at Cotes, Loughborough 16 Jelson Homes Transport Assessment 3. Baseline Transport Conditions

3.5 Sustainable Travel

Bus Services

3.5.1 Three bus services run in the vicinity of the development site, of which two, services 8 and 9, pass through the site along the A60. Service 27 would run no closer than 500m from the proposed local centre, and therefore has not been considered further.

3.5.2 Service 9 is the principal service, this runs between Loughborough and Nottingham City Centre via West Bridgeford. It is operated by Kinchbus, part of the Wellglade Group, from their Loughborough depot. A summary of service 9 is set out below and in Table 3-6.

Table 3-6: Bus Services in Vicinity of Development Site

Departure Site to Town Town to Site Frequency Route Operator Serves Weekday Peak hour First Arrival Last Last First Arrival per per in town departure Departure at Site direction direction centre from town from Site Loughborough – 8 Centrebus Melton Mowbray 12 1 0725 1830 0640 1810 - Grantham Loughborough – 9 Kinchbus West Bridgeford - 26 2 0736 2245 0624 2347 Nottingham Loughborough – 27 Roberts Barrow on Soar - 12 1 0755 1800 0709 1846 Thurmaston

• Weekday: 26 departures in each direction. During the inter-peak departures are twice per hour scheduled at 30 minute intervals; in the morning peak, congestion delays extend the service interval by 5 minutes i.e. to 25 minutes, between some departures. All departures are commercially registered. Earliest arrival in Loughborough town centre is at 7.36am. • Evening: services operate at variable intervals up to 2 hours; final departure time is at 10:45pm. • Sunday: services operate at hourly intervals between 8.45am or 10:30am and 4:445pm or 6pm, depending on direction of travel.

3.5.3 Service 8 provides an additional departure/arrival on weekdays and Saturdays between the site and Loughborough town centre; earliest arrival there is at 7:25am. It also provides an hourly interval connection to Burton-on-the-Wolds, passing close to the primary school there. There are no Sunday departures on this service.

Jelson Homes 17 Land at Cotes, Loughborough Transport Assessment 3. Baseline Transport Conditions

3.5.4 There are a number of key employment opportunities outside the town centre: Loughborough University; Loughborough Hospital and industrial estates around Bishops Meadow Road. Connecting bus services to these destinations are available in Loughborough Town centre, providing between 2 and 8 departures per hour at peak travel to work times.

Rail Services

3.5.5 Service 9 calls at stops within 200m of Loughborough Rail station, from where train services are available to the regional city centres – Derby, Leicester and Nottingham, also directly to London and other cities/towns outside the region e.g. Sheffield and Luton Airport Parkway.

3.5.6 Weekday peak period direct departures run to/from the three regional city centres between once and four times per hour. On-train travel times to these centres are typically 12 minutes for Leicester, 23 minutes for Derby, and 26 minutes for Nottingham.

3.5.7 Employment opportunities are available at East Midlands Airport (EMA), as well as being a trip attractor for scheduled and holiday air travel. Kinchbus operate their Skylink service between Loughborough and EMA with 2 departures per hour during the daytime and 1 departure per hour overnight, on bus travel time is typically 25 minutes.

Pedestrian Facilities/Cycle Facilities

3.5.8 A narrow footway is provided on the northern side of the A60 Loughborough Road and this provides a link to the village of Hoton to the north-east. To the south, the footway connects to Cotes Village and then continues south to the bridge over the Rover Soar. From the River to the railway bridge there is a short distance where there is no provision, and other sections where the current provision is very narrow. There is no footway provision on Stanford Lane, however this is a lightly trafficked route and is therefore considered suitable for walking and cycling.

3.5.9 Approximately 1km to the south-west of the site, Alsop’s Lane provides a connection from the southern side of the A60, to Little Moor Lane on the eastern boundary of Loughborough. Alsop’s Lane is classified as a Bridleway and therefore allows access by both foot and cycle. A committed improvement scheme to replace the current at-grade crossing with a bridge to improve safety for pedestrians/cyclists at this location is currently under construction.

3.5.10 The site is crossed by Public Footpaths H84, H85, H87, and Public Bridleway H88. A Natural England Higher Level Stewardship Permissive Bridleway also crosses the site. An extract of the Definitive Map of Public Rights of Way is provided in Appendix D.

3.5.11 Footpath H86 provides a route from Stanford Lane (approx. 200m from the junction with Meadow Lane), which includes a bridge over the River Soar, and a tunnel under the railway. This provides a connection to the Meadow Lane industrial area to the west of the railway.

Land at Cotes, Loughborough 18 Jelson Homes Transport Assessment 4. Development Proposals

4 Development Proposals

4.1 Development Mix and Layout

4.1.1 This report accompanies an outline planning application for a new garden suburb which will include residential, employment, and community uses. The mix of uses ensures that a number of journey purposes (primary education, local shops, etc.) will be provided within the site. The nature of the development will therefore reduce the need to travel to off-site destinations, and a number of trips will be contained within the site.

4.1.2 A Parameters Plan showing the extent of the development and an Illustrative Masterplan are provided in Appendix E. The development proposals comprise:

• Up to 975 dwellings in total; • A 1ha local centre incorporating a Class A1 foodstore at 450m2, along with other uses to serve the community (to potentially include A1 (Retail), A2 (Financial and Professional Services), A3 (Food), A4 (Pub), A5 (Hot Food), D1 (day nursery/medical centre), D2 (leisure) and sui generis); • 5.5 ha of employment land (to include 1,500m2 of Class B1(a) Office, 4,500m2 of Classes B1(b and c) Research and Development and Light Industry and 16,000m2 of B2 General Industry); • A new primary school (1.2 ha); • Public Open Space provision to include outdoor sports pitches, allotments and children’s play space; • Associated drainage infrastructure including SuDS features; • Junction improvements and the creation of new sections of road to form a realigned A60, as identified on the Parameters Plan; • Sewage Treatment Facility; • Creation of pedestrian/cycle links, including the provision of a new pedestrian/cycle bridge over the River Soar.

4.2 Development Phasing

4.2.1 First occupation of the development is likely to be 2015/2016, and it is anticipated that it will be fully built-out by 2026/2027. An estimate of the likely build-out rate for the development is set out in the Indicative Phasing Strategy provided in Appendix F, a phasing plan is also provided and this is summarised below.

Jelson Homes 19 Land at Cotes, Loughborough Transport Assessment 4. Development Proposals

4.2.2 Phase 1 is likely to comprise around 160 dwellings within the two residential parcels immediately to the east of Cotes village and immediately to the south of the proposed local centre. Phase 1 would aim to deliver units from 2015/16 to 2018/19 at a rate of approximately 40 per annum.

4.2.3 Phase 2 is likely to start 2016/17 and will deliver around 140 units within the residential parcels to the east of the proposed local centre at a similar rate to Phase 1.

4.2.4 Phase 3 is likely to comprise around 340 dwellings within the two parcels immediately to the east of Stanford Lane and immediately north of Park Farm. Phase 3 would aim to deliver units from 2018/19 to 2026/27, also at approximately 40 per annum.

4.2.5 It is expected that Phases 4 and 5 will deliver the final circa 340 units to the northeast of the site with development commencing 2020-2021.

4.2.6 The proposed local centre is expected to be delivered as part of Phase 3 and the employment as part of Phase 4.

4.2.7 Junction improvements and the creation of new sections of highway in order to provide a diverted A60 are likely to be delivered midway through Phase 2

4.3 Vehicular Access Arrangements

4.3.1 Phase 1 and the first 80 dwellings of Phase 2 will be accessed from a new four-arm roundabout on the A60 as shown in PJA drawing no: 919-35. This will provide access to parcels of land to the north and south of the A60 and will be constructed prior to occupation of the development.

4.3.2 Midway through Phase 2 the following infrastructure will be provided to facilitate access to the remainder of the site:

• Second four-arm roundabout on the A60 (PJA drawing no: 919-32); and • Diversion of A60 and provision of associated infrastructure (PJA drawing no: 919-10). 4.3.3 Further detailed consideration is given to the highway strategy for the site in Chapter 5.

4.4 Parking Provision

4.4.1 As the application is only in outline, the exact number of parking spaces has yet to be determined. However it is proposed that parking provision (both vehicle and cycle) for the site will be based on the standards set out in the Borough of Charnwood Local Plan – saved policy TR/18 “Parking Provision in New Development”.

Land at Cotes, Loughborough 20 Jelson Homes Transport Assessment 5. Integrated Transport Strategy

5 Integrated Transport Strategy

5.1 Overview

5.1.1 For longer distance trips not catered for within the development, the key destinations for travel will be Loughborough, Leicester, and Nottingham. Given the distance to these destinations, walking is not considered to be practical, rather trips are likely to be undertaken by cycle, bus, rail, or a combination of these modes e.g. bus and rail or cycle and rail. The remainder of this section set out the proposed improvements to encourage travel by sustainable modes, and to provide vehicular access to the development.

5.2 Walking/Cycling Strategy

5.2.1 A walking/cycling strategy has been identified for the development in order to encourage travel by active modes, both within the site and further afield.

5.2.2 The masterplan has been developed to be fully permeable for pedestrians with direct and convenient connections to bus stops within the site, and the local centre. The Public Rights of Way within the site will be retained and these will be supplemented by new pedestrian and cycle links, this will enhance connections to the countryside for both residents of the development, and the existing residents of Cotes and east of Loughborough.

Internal Movement Strategy

5.2.3 The Illustrative Masterplan provided in Appendix E shows the proposed on-site provision which includes:

• New pedestrian/cycle link running north/south from Footpath H84 to the south of the site, to Footpath H88 to the north of the site, this will include an uncontrolled pedestrian crossing facility. • New pedestrian/cycle link running east/west through the centre of the site to the north of the Fish Pond, from the eastern site boundary to Alsop’s Lane, this will include an uncontrolled pedestrian crossing facility on the new Stanford Lane link. • The internal highway infrastructure would also include footway provision or shared surfaces to provide connections to the Local Centre and Primary School. • Crossing points would also be provided at a number of other key desire lines as highlighted.

Jelson Homes 21 Land at Cotes, Loughborough Transport Assessment 5. Integrated Transport Strategy

Cycle/Pedestrian Access to Loughborough

5.2.4 In addition to the facilities to be implemented within the site, a new off-road connection to Loughborough will be provided. The new link will provide a connection from the site to Alsop’s Lane, which is a Bridleway and is therefore already open to cyclists. Alsop’s Lane provides an onwards connection to Loughborough and this route is to be further enhanced by the level crossing replacement scheme currently being progressed by Network Rail.

5.2.5 The route for the new link and the associated infrastructure is shown in Rodgers Leask drawing number: D12-216-201 provided within Appendix G. The proposals will include:

• Gravel surface – 3m wide from new Stanford Lane link to A60 Nottingham Road; • New footway/cycle bridge over River Soar; and • Toucan crossing to ensure safe passage across A60 Nottingham Road. 5.2.6 The proposed scheme will provide an off-road pedestrian/cycle connection from the site to Loughborough.

Other Improvements

5.2.7 It is proposed that a pedestrian/cycle link is provided to the east of the site to connect directly with the village of Hoton. This would start within the site to the north of the fishpond spinney and continue along existing field boundaries. All the land required to deliver this link is within the control of the applicant.

5.2.8 The applicant is also willing to provide a S106 contribution towards wider footway improvements that would enhance connections to Loughborough.

5.3 Public Transport Strategy

Consultation

5.3.1 Initial consultations were held with Kinchbus (current operator of bus service 9) and LCC prior to the formulation of the bus service proposal for the development. It was established that:

• Service Periods: Bus services should be provided to the development every day of the week, including an evening and Sunday service. • Frequency: Departures would be required at a frequency of at least two departures per hour per direction 7am-7pm on weekdays and Saturday. A frequency of one departure per hour per direction would be required on weekday and Saturday evenings and on Sundays during shopping times.

Land at Cotes, Loughborough 22 Jelson Homes Transport Assessment 5. Integrated Transport Strategy

• Proximity of bus stops: The maximum walk distance to bus stops should be 400m, and desirably no more than 250m • Bus Stop Facilities: Bus stop configuration and facilities would be addressed at the detailed design stage, in line with the requirements set out in the 6 C’s design guidance. 5.3.2 The bus strategy for the site has been developed in consideration of the points set out above, further details are provided in the following section.

Bus Service Proposal

5.3.3 The provision of bus services would be phased to reflect the build-out of the development; this would be delivered in three stages:

• Stage 1 (0-40 Dwellings): Loughborough tariff and ticketing zone expanded to Cotes. • Stage 2 (41-200 Dwellings): Service 9 Evening and Sunday enhancement. • Stage 3 (201+ Dwellings): Add new service 10 to provide additional departures to Loughborough.

Departure Frequency

5.3.4 The departure frequency would be progressively extended over the lifetime of the development:

• Stage 1 (0-40 Dwellings): Service 9 already provides 2 dep. /hour per direction on Weekdays and Saturday during the working day, and an hourly interval on Sundays during shop opening times. The current frequency would be retained during this stage and no enhancements are proposed. • Stage 2 (41-200 Dwellings):Weekdays and Saturday evenings: Service 9 would be enhanced to extend 2 dep./hour frequency between Cotes and Loughborough from 6pm to 7pm, and increase frequency between Cotes and Loughborough town centre between 7pm-11pm from every 2 hours to hourly. On Sundays: Service 9 would increase in frequency from hourly intervals to 2 dep. /hour between approximately 10am and 6pm. • Stage 3 (201+ Dwellings): Addition of 10 service to complement service 9 between Cotes and Loughborough town centre on Weekdays and Saturday. This would provide 4 dep. /hour per direction between the common stops, located adjacent to the employment area and immediately opposite the local centre. This enhanced service frequency would be offered between approximately 7am and 7pm. Service Routing

5.3.5 The proposed routeing of bus services and location of bus stops are presented in the Masterplan in Appendix E and are set out below:

Jelson Homes 23 Land at Cotes, Loughborough Transport Assessment 5. Integrated Transport Strategy

• Kinchbus 9: Unchanged except from use of A60 diversion when opened. • Kinchbus 10: As 9 from Loughborough town centre to the western site access roundabout; then via development loop road in a clockwise direction to eastern site access roundabout before routing back to Loughborough. • Centrebus 8: Same routing and stops as 9. • Roberts Coaches 27: Unchanged.

5.3.6 The proposed routeing enables two joint stops on the A60 Loughborough Road for #8, #9 and #10 towards Loughborough town centre: south of the eastern site access roundabout and close to the local centre just prior to the western site access roundabout. This maximises the effective departure frequency for passengers travelling towards Loughborough town centre. During the build-out period the #10 would turn short at a temporary turning head on-site and serve a temporary stop immediately west of the western site access roundabout.

Consultation with Bus Operator on Bus Service Proposal

5.3.7 A consultation questionnaire setting out the details of the bus service proposal was issued to Kinchbus for consideration, the associated response is provided in Appendix H. The key points from the consultation were:

• Kinchbus service 9 could stop on the A60 Loughborough Road to serve the development. • Support for a supplementary local service between the development and Loughborough town centre, but not to be linked across the town centre with any other service. • Support for a service frequency of four departures per hour between the development and Loughborough town centre during Weekday and Saturday daytime, running 7am to 7pm on Weekdays. • Support for enhancement of service 9 during Weekday and Saturday evenings and on Sundays during shopping times. • Agreement that there is a prospect that the proposed bus services would become commercially viable when the development is completed in full, with travel planning and service promotion support during the development period.

Land at Cotes, Loughborough 24 Jelson Homes Transport Assessment 5. Integrated Transport Strategy

5.4 Smarter Choices

5.4.1 The promotion of smarter travel choices is central to the integrated transport strategy for the site. The key components of the smarter choices package are the Framework Travel Plans and the application of ‘MyPTP’ personalised travel planning, both of which are summarised below.

5.4.2 A separate Framework Travel Plan (FTP) document has been prepared by PJA. That document, which should be read in conjunction with this TA, provides FTPs for the employment, residential and education elements of the proposal. An overall site-wide Travel Plan Co-ordinator will be appointed and funded by the applicant.

5.4.3 The FTP document has been prepared in accordance with the guidance set out in the Department for Transport’s (DfT) publication ‘Good Practice Guidelines: Delivering Travel Plans through the Planning Process’ published in April 2009.

5.4.4 The principal objective of a Travel Plan is to reduce the amount of single occupancy car travel to and from a site. This objective can be achieved through a package of measures that seek to:

• Reduce reliance on the car through the reduction in the length and number of motorised journeys, in particular those carried out in single occupancy vehicles. • Promote the use of alternative means of travel which are more sustainable and environmentally friendly. • Reduce emissions.

5.4.5 The FTP will act as an overarching document under which it is proposed that each land use will have a specific Travel Plan i.e. Residential, Workplace or School Travel Plan. Under each specific land use Travel Plan, each site or occupier will have a Travel Plan which incorporates the objectives, targets and indicators of the Framework Travel Plan.

5.4.6 The specific objectives of the Framework Travel Plan can be summarised as follows:

• To achieve the minimum number of additional single occupancy vehicle trips to and from the development by increasing the proportion of walking, cycling and public transport trips; • To reduce the need to travel to and from the site; • To promote sustainable travel choices for local residents, employees, and pupils attending the proposed school.

Jelson Homes 25 Land at Cotes, Loughborough Transport Assessment 5. Integrated Transport Strategy

5.4.7 The following five key action areas have been identified in the FTP in order to meet the above objectives, and full details of the proposed measures within each action area are set out in the FTP:

• Marketing and Publicity • Pedestrians, Cyclists and Motorcyclists • Public Transport • Car Use and Parking • Personalised Travel Planning.

5.4.8 The FTP also establishes headline targets for reducing levels of car use. The FTP recommends that each full Travel Plan should set targets which are specific, quantifiable and measurable. These targets should be based on surveys of travel demand and should identify the following trends:

5.4.9 Modal split characteristics

• Trip origins and destinations • Modal Preferences • Opinions on the viability of the various sustainable modes of travel.

5.4.10 The FTP notes that Travel Plans should be regularly monitored and, more importantly, changed if it is not being successful in some areas, or if situations change over time. The Travel Plan Coordinators will be responsible for monitoring the effectiveness of their plans and conducting an annual review of the transport needs of the occupiers of the site.

5.4.11 The monitoring process will include the undertaking of a series of surveys to ascertain the impact of the Travel Plans on modal share, to determine which measures have been the most effective, and to provide a basis for updating the Travel Plan in accordance with changing needs. A monitoring report will also be produced.

5.4.12 Planning, commissioning and overseeing the monitoring is to be undertaken by the site wide travel plan co-ordinator in conjunction with the employment TPCs, with a requirement through a planning condition for occupiers to assist and support the monitoring where necessary. A detailed monitoring strategy will be submitted and agreed with the highways authorities.

Land at Cotes, Loughborough 26 Jelson Homes Transport Assessment 5. Integrated Transport Strategy

5.4.13 In addition to the travel planning within the site, funding will also be provided to enable a ‘MyPTP’ scheme to be delivered to a maximum of 1,000 households in the existing residential areas which would use the same corridors of the highway network. The areas likely to be targeted are Cotes, Stanford on Soar, Normanton on Soar, Hoton, Rempstone, Wymeswold, and Burton on the Wolds; however the specific areas and households would be identified through an initial scoping study.

5.4.14 ‘MyPTP’ is a process where, working with households, individualised travel marketing and tailor- made information on sustainable travel in their local area is provided, enabling people to walk, cycle, car share and use public transport more often. It delivers measurable and sustained reductions in car use by enabling people to make a few changes to their daily travel choices when and where it suits them best.

5.5 Highway Strategy

5.5.1 The highway strategy for the site includes the diversion of the A60 from its current alignment, with a new highway link being provided between the A60 and junction of Barrow Road/Cotes Road. The full strategy is shown in PJA drawing: 919-10 and in more detail in drawing numbers: 919-31, 919-32, 919-33, and 919-34 as provided within Appendix I, and this is summarised below:

• Provision of two new four-arm roundabouts on the A60 (referred to as the eastern site access and western site access roundabouts); • New highway link to act as a diversion of the A60 between the western site access roundabout and Barrow Road/Cotes Road junction; • New four-arm roundabout to replace the existing Barrow Road/Cotes Road junction and to connect to the new highway link which will act as the diversion of the A60; • Re-alignment of Barrow Road between Back Lane and the junction with the A60; • Stopping up of Back Lane approximately 140m from the junction with Barrow Road; • Stopping up of A60/Barrow Road junction; • New highway link from western site access roundabout to connect to existing Stanford Lane, north of the proposed sports pitches; • Stopping up of Stanford Lane to the north and south of the proposed sports pitches and provision of turning heads. • Re-instatement of vehicular access to Back Lane from the north to provide access for the first 100m (approx.); and • Upgrade of the existing Stanford Lane/Meadow Lane priority junction to provide a roundabout.

Jelson Homes 27 Land at Cotes, Loughborough Transport Assessment 5. Integrated Transport Strategy

Benefits of Highway Strategy

5.5.2 There are a number of significant benefits associated with the highway strategy:

• The village of Cotes will in effect become a cul-de-sac and there will be no through traffic on the existing section of Stanford Lane from the A60 to the proposed sports pitches, or the section of the A60 which passes existing dwellings. This offers significant benefits to the existing residents of Cotes with regard to a reduction in traffic flows, and potential improvements in respect of noise and air quality. • The existing A60/Barrow Lane priority junction which is currently subject to congestion during peak periods will be closed during future phases and this movement will be catered for by a new roundabout at the junction of Barrow Road/Cotes Road. This will bring benefits both in terms of network capacity and highway safety. • The narrow section of Stanford Lane immediately to the north of Cotes will be closed to through traffic and will be replaced by a new road link through the development site. This will bring benefits in terms of highway safety. • The current priority junction at Meadow Lane/Stanford Lane is sub-standard when considered against design guidance due to poor visibility on all approaches to the junction. The proposed improvement at this location to provide a three arm roundabout will bring benefits both in terms of network capacity and highway safety.

5.6 Accessibility

5.6.1 The development proposals are for a mixed-use development comprising of residential, employment, education, retail, and community uses. The mix of uses ensures that a number of journey purposes (primary education, local shops, etc.) will be provided within the site. The nature of development will therefore reduce the need to travel to off-site destinations, and a number of trips will be contained with the site.

5.6.2 The masterplan has been developed to be fully permeable for pedestrians with direct and convenient connections to bus stops within the site, and the town centre. The Public Rights of Way within the site will be retained and these will be supplemented by new pedestrian and cycle links, this will enhance connections to the countryside for both residents of the development, and the existing residents of Cotes.

5.6.3 Residents of the development will therefore have safe routes to the range of facilities provided on-site, and these will all be within an acceptable walking distance. The on-site provision will also reduce the need to travel for existing residents in the surrounding area.

Land at Cotes, Loughborough 28 Jelson Homes Transport Assessment 5. Integrated Transport Strategy

5.6.4 For longer distance trips not catered for within the development, the key destinations for travel will be Loughborough, Leicester, and Nottingham. Given the distance to these destinations, walking is not considered to be practical, rather trips are likely to be undertaken by cycle, bus, rail, or a combination of these modes e.g. bus and rail. Where wider travel is required, the proposed enhancements to bus services and cycle facilities, and the implementation of a Travel Plan, will encourage travel by sustainable modes.

5.6.5 Prior to the provision of a primary school within the development, pupils could enrol at Burton- on-the-Wolds Primary School. This can be reached from Cotes using bus service 8: there is currently a departure that arrives in Burton-on-the-Wolds at 8.43am; a return service departs there at 4.07pm. Bus stops for this service are located less than 500m walk from the entry to the school on Barrow Road.

5.6.6 Cotes is in the designated catchment of Humphrey Perkins School, Barrow-upon-Soar. Other secondary schools are located closer to the proposed development within Loughborough, in particular: Limehurst Academy, Bridge Street; Garendon High School, Thorpe Hill; Charnwood College, Thorpe Hill; and De Lisle Catholic School. All these schools would be accessible by bus from the proposed development, either on foot from Loughborough town centre or by connecting bus.

5.6.7 There is an existing school bus provision for Cotes and this would be available to future residents of the site.

Jelson Homes 29 Land at Cotes, Loughborough Transport Assessment 5. Integrated Transport Strategy

Land at Cotes, Loughborough 30 Jelson Homes Transport Assessment 6. LLITM Modelling

6 LLITM Modelling

6.1 Principles of Modelling

6.1.1 LCC requested that the highway capacity assessment presented in this report be based on outputs from LLITM, with the main principles being:

• Model runs should be undertaken using the model/matrices prepared by MVA (on behalf of Charnwood Borough Council) in relation to the Emerging Core Strategy Options. • The Emerging Core Strategy should provide the reference case against which to compare the impact of the development proposals. • The following components of LLITM should be used: Land use, Highway, Demand, and Public Transport. • The time periods to be assessed are the weekday AM and PM peaks. • An interim assessment of 2016 and a future year assessment of 2026 should be presented for consideration.

6.1.2 In line with the requirements of LCC, PJA commissioned MVA Consultancy to undertake the appropriate LLITM modelling.

6.2 LLITM Area of Influence and Validation Checks

6.2.1 The first stage of work undertaken by MVA was to identify the scheme’s Area of Influence (AOI) within the model in order to ascertain the scope for the model validation checks, and provide a commentary on the validation statistics within the AOI.

6.2.2 The AOI was determined by running a future year version of the highway model with a proxy of the proposed development included, and comparing this to the future year Reference Case. The methodology for calculating development trip generation for this stage of work was agreed with LCC and is summarised below.

6.2.3 The trip generation for the AOI was based on the following assumptions:

• 975 dwellings; • Primary School – 235 pupils; • Local Centre – 840m2; • Convenience Store – 450m2; and • 5.5 hectares of employment (40% B1, 30% B2 and 30% B8).

Jelson Homes 31 Land at Cotes, Loughborough Transport Assessment 6. LLITM Modelling

6.2.4 Initial vehicle trip rates for the development proposals were derived from the TRICS database and are shown in Table 6-1, these trip rates were agreed with LCC. The vehicle generations presented are for the AM peak (08:00-09:00) and PM peak (17:00-18:00).

Table 6-1: Trip Rates and Vehicle Generations

Trip Rates (per 100 m2) Trip Generations

Land Use GFA AM PM AM PM Arrivals Departures Arrivals Departures Arrivals Departures Arrivals Departures Residential 975 0.148 0.425 0.409 0.244 144 414 399 238 B1 Office 8,800m2 1.682 0.210 0.183 1.306 148 18 16 115 B2 Industry 6,600m2 0.502 0.231 0.113 0.399 33 15 7 26 B8 6,600m2 0.125 0.049 0.048 0.136 8 3 3 9 Warehousing Primary 235 0.292 0.196 0.013 0.029 69 46 3 7 School pupils Convenience 450m2 7.982 5.814 8.213 10.002 36 26 37 45 Store Local Centre 840m2 6.746 6.285 7.661 7.797 57 53 64 65 Total Trip Generation 495 576 530 505

6.2.5 As the proposals are for a mixed use development, an allowance has been provided for intra- development trips associated with the primary school, local centre and convenience store. Although there would also be intra-development trips associated with residential to work journeys, no internalisation has been assumed in order to provide a robust assessment. The following levels of internalisation were agreed with LCC:

• Primary School – 75%; • Local Centre – 90%; and • Convenience Store – 90%.

6.2.6 The resultant internal trips and net trip generation are summarised in Table 6-2.

Land at Cotes, Loughborough 32 Jelson Homes Transport Assessment 6. LLITM Modelling

Table 6-2: Allowance for Internal Trips

Trip Generations Land Use AM PM Arrivals Departures Arrivals Departures Primary School Internal Trips – 75% -51 -35 -2 -5 Convenience Store Internal Trips – 90% -32 -24 -33 -41 Local Centre Internal Trips – 90% -51 -47 -58 -59 Total Internal Trips -134 -106 -93 -105 Overall trip gen from T6.1 495 576 530 505 Net Trip Generation 361 470 437 400

6.2.7 The technical note summarising the AOI and validation checks was issued to LCC in May 2013 for review, a copy of this note is provided in Appendix J. Following a review of the note LCC raised concerns in relation to the validation of the model in the area adjacent to the site:

• A60 Loughborough Road modelled flows were significantly lower than the observed flows; • Stanford Lane modelled flows were significantly higher than the observed flows; and • A60 Loughborough Road/Rempstone Road to Hoton and Barrow on Soar modelled flows were significantly higher than observed flows.

6.3 Re-validation

6.3.1 Further to discussions with LCC/MVA, it was agreed that LLITM should be re-validated for the area surrounding the site. In order to re-validate the model peak hour turning counts were commissioned by PJA on Wednesday 15th May for the following locations:

• A60 Loughborough Road/Main Street/Ashby Road – Rempstone; • Leake Lane/Main Street/Normanton Lane – Stanford on Soar; • Main Street/Stanford Lane/Meadow lane – Stanford on Soar; • A60 Loughborough Road/Stanford Lane – Cotes; • A60 Loughborough Road/Barrow Road/Nottingham Road – Cotes; and • Loughborough Road/Cotes Road/Barrow Road – Cotes.

6.3.2 MVA re-validated the model using the additional observed count data, and also made a number of alterations to the modelled highway network in terms of capacities, speeds etc. The relevant technical note prepared by MVA is provided in Appendix J.

Jelson Homes 33 Land at Cotes, Loughborough Transport Assessment 6. LLITM Modelling

6.3.3 Following the receipt of MVA’s technical note, LCC confirmed that given the strategic nature of LLITM they were satisfied with the improvements made by MVA for the AOI. It was also confirmed that the LLITM forecasts would provide an adequate prediction of the impact of both, future background growth and the Cotes development.

6.3.4 Given the strategic nature of LLITM, it was agreed that direct turning counts from the model should not be used for the assessments within this report. It was agreed that a methodology using observed turning movements supplemented by absolute differences from the model was appropriate to mitigate any deficiencies in the localised LLTIM fit/detail. Further commentary on the methodology used in this report is set out in the next chapter.

Land at Cotes, Loughborough 34 Jelson Homes Transport Assessment 7. Assessment Methodology

7 Assessment Methodology

7.1 Introduction

7.1.1 This chapter summarises the methodology and rationale for the traffic flows used within the highway assessment provided later in this report. Consideration is given to:

• Calculation of future year Reference Case flows (2016 and 2026); • Calculation of future year Development Case flows (2016 and 2026); and • Calculation of vehicular trip generation associated with development proposals.

7.2 Available Data

7.2.1 In line with discussions with LCC, consideration was given to the most appropriate methodology for using observed counts/turning movements supplemented by absolute differences from the model. The following data was available to PJA for generating turning movements for assessment:

• A -2008 Base model flows from LLITM (turning movements). • B -2013 Observed flows commissioned by PJA (turning movements). • C -2016 Reference Case flows from LLITM (turning movements). • D - 2016 Development Case flows from LLITM (turning movements). • E - Trip Distribution plots for 2016 Development Flows. • F - 2026 Reference Case Flows from LLITM (turning movements). • G - 2026 Development Case Flows from LLITM (turning movements). • H - Trip Distribution plots for 2026 Development Flows.

7.3 Initial Traffic Methodology

7.3.1 It was initially considered that the most appropriate methodology for calculating the future year Reference Case and Development Case flows, should use a combination of 2008 model flows, 2013 observed flow, and future year model flows as set out below.

Future Year Flows

7.3.2 With reference to the available datasets listed in paragraph 7.2.1, the formulas for calculating future year flows would be:

Jelson Homes 35 Land at Cotes, Loughborough Transport Assessment 7. Assessment Methodology

• 2016 Reference Case: (C– A) + B = modified Reference Case flows using observed and modelled data. • 2016 Development Case: (D – A) + B – modified Development Case flows using observed and modelled data.

7.3.3 However having undertaken this calculation, it was clear that this was not an appropriate methodology, as traffic volumes for the 2016 Reference Case would be significantly different to the observed 2013 counts in a number of locations. These issues are replicated for the 2016 Development Case calculations.

7.3.4 Given that there would be no significant highway infrastructure changes, or build-out of significant development schemes within close proximity to the development, this was considered to be unrealistic.

7.3.5 It is considered likely that the difference in flows observed as part of this calculation, are related to the use of 2008 Base Model flows from earlier versions of LLITM. From the earlier validation work summarised in the previous chapter, it is evident that the validation of the model in earlier model runs was not to an acceptable level in the area local to Cotes. Furthermore the 2008 model runs do not include the significant infrastructure changes associated with implementation of Station Boulevard, which provided a new link between Nottingham Road and Meadow Lane.

7.3.6 On the basis of the above it has been concluded that the calculation of traffic flows for the assessment in this report, should not involve the use of 2008 Base Model flows.

7.4 Calculation of Reference Case Flows used for Highway Assessment

7.4.1 Having dismissed the methodology set out above, further consideration was given to the most appropriate methodology for calculating future year Reference Case flows given the data available.

7.4.2 The purpose of using outputs from LLITM for the Reference Case scenario is primarily to understand:

• The increase in traffic volumes associated with background growth and significant new developments; • The impact of implementing major highway infrastructure schemes; and • Any re-assignment in background traffic associated with the above.

Land at Cotes, Loughborough 36 Jelson Homes Transport Assessment 7. Assessment Methodology

7.4.3 With regard to the increase in traffic volumes associated with significant new developments, the developments included within LLITM to reflect Charnwood’s Emerging Core Strategy are set out in Table 7.1.

Table 7-1: Charnwood Emerging Core Strategy Assumptions

Development Residential (dwellings) Employment (ha) West of Loughborough 3,000 15.8 West Shepshed 500 - North of Birstall 1,500 15 Science Park - 50 Watermead - 6.2 North East Leicester 4,500 12.7 Service Centres 200 7 Additional within and adjoining Loughborough and Shepshed 613 5 Additional development within and adjacent to PUA 643 - Total 10,956 111.7

7.4.4 These sites are predominantly located to the west of Loughborough, and to north of Leicester which is approximately 10 miles from the development site. The direct impact of these sites, on much of the network considered within this report is considered to be limited.

7.4.5 With regard to the implementation of major highway infrastructure schemes, the schemes included within the LLITM to reflect Charnwood’s Emerging Core Strategy are set out below:

West Loughborough and Shepshed • Western Distributor Road from A512 to A6 North; • Dualling of A512 between Snell's Nook Lane and M1 J23; • Capacity enhancements at Epinal Way / Ashby Road junction; • Re-configuration of Epinal Way / Alan Moss Road junction; • Capacity improvements at A6/Alan Moss Road/Belton Road; • Capacity enhancements at Belton Road / Belton Road West junction; • Dualling of Ashby Road (A512) at eastern end (linking to Epinal Way roundabout); • Traffic Calming through old Ashby Road, Garendon Road, Alan Moss Road, Tennyson Road, Windsor Road and Sandringham Drive; and • A direct link from West Shepshed site to A512 via new junction.

Jelson Homes 37 Land at Cotes, Loughborough Transport Assessment 7. Assessment Methodology

South Charnwood and North Leicester • Capacity enhancements at A607/Barkby Thorpe Lane and Troon Way/Barkby Road roundabouts; • Improved capacity on the link from Anstey Lane to A46 junction; • Capacity enhancement at Anstey Lane / Krefeld Way roundabout; • Improvements of M1 J22 and J23; • New Spine Road via East Thurmaston from Barkby Thorpe Lane to King Street/Hamilton Lane and additional link to Sandhills Avenue (Spine Road required to also provide access to the site); • New Link Road from the site westward to link Melton Road and A607 north of the A607/Barkby Thorpe Lane junction; • Severing of all vehicular traffic of route linking from North East Leicester SUE eastwards / southwards to Scraptoft; • Widening of A607 (N) approach to the A46 (Hobby Horse)roundabout to provide an additional lane over 300 metres; • Capacity enhancements at Humberstone Lane junction with A607; • Capacity enhancements at A607/Troon Way/Watermead Way junction; • Dualling of Troon Way between A607 and Nicklaus Road junctions; • Dualling of Troon Way between Nicklaus Road and Barkby Road junctions; • Improvements at Troon Way/Nicklaus Road junction; • Signalisation of Barkby Road / Humberstone Lane junction; • Measures along Catherine Street; • A new signalised roundabout on the A6 north of the A46 interchange near the North Birstall. A new link road from the new roundabout on the A6 north of A46 interchange to the Wanlip junction to the South East and a Wanlip bypass to Rectory Road; • A new roundabout to the west of the A6 connected to the A6 and North Birstall development site by a dual carriageway. Also connected to a realigned old A6 route with two-directional traffic; • At A46 interchange, a bus bridge over the junction carrying buses from the A6 South to the North Birstall development site, and vice versa; • Junction improvements at A6 / Redhill Way, Abbey Hill / Beaumont Leys and Abbey Lane / Abbey Park Road junctions; and • Improvements at access junction for Watermead development.

Land at Cotes, Loughborough 38 Jelson Homes Transport Assessment 7. Assessment Methodology

7.4.6 These schemes are predominantly located to the west of Loughborough, and to north of Leicester. The direct impact of these schemes, on much of the network considered within this report is considered to be limited.

7.4.7 In consideration of the above, and also the issues associated with using the 2008 Base Model flows, the methodology used within this report for generating Reference Case flows is to apply TEMPRO growth factors to the observed 2013 counts. The appropriate factors are:

• 2013 to 2016: AM 1.0250 PM 1.0254 • 2013 to 2026: AM 1.1485 PM 1.1525

7.4.8 The application of growth factors will allow for background growth and future planning assumptions and is therefore considered to be reasonable. Furthermore the David Simmonds Consultancy (responsible for the Delta Modelling within LLITM) have confirmed that LLITM constrains growth to NTEM. It is therefore considered the application of TEMPRO growth factors to observed data provides a robust assessment.

7.5 Calculation of Development Case Flows used for Highway Assessment

7.5.1 The methodology for generating Development Case flows is in line with the principles established with LCC, in that it uses observed turning movements supplemented by absolute differences from LLITM. The process adopted involves the following:

• A -Future year reference case flows are generated by applying the appropriate TEMPRO growth factors to the observed 2013 turning movements. • B -The difference between 2016/2026 Development Case flows from LLITM, and the 2016/2026 Reference Case flows from LLITM are calculated to understand the change in flows associated with the introduction of the development, and any associated re-assignment of background flows.

7.5.2 The formula for calculating Development Case flows is therefore: B + A.

7.5.3 This methodology is considered to provide an appropriate approach due to:

• Using Reference Case flows generated from observed flows with the application of TEMPRO; • The trip distribution of development flows has been generated by LLITM ;and • Any re-assignment of background flows associated with the loading of development traffic onto the network has been taken into consideration.

Jelson Homes 39 Land at Cotes, Loughborough Transport Assessment 7. Assessment Methodology

7.5.4 It should be noted that for the 2026 Development Scenario, a different methodology has been applied used for calculating flows for junctions 15, 16 and 17. The methodology used is to add the trip generation from the development (from the trip distribution plots) directly to the Reference Case flows.

7.5.5 The reason for this is that these three junctions are implemented as part of the development proposals, and Reference Case flows are not therefore available. This is considered to be a robust approach, as this simply means that no re-assignment of background flows has been included within the flows at these junctions.

Land at Cotes, Loughborough 40 Jelson Homes Transport Assessment 8. Travel Demand

8 Travel Demand

8.1 Introduction

8.1.1 This Chapter provides an overview of the methodology used to calculate the travel demand associated with the development proposals. Consideration is given to:

• Vehicle trips; • Trips undertaken by Public Transport; and • Trips undertaken by active modes (walking and cycling).

8.1.2 As agreed with LCC, MVA were commissioned to determine multi-modal travel demand using the following models from LLITM:

• SATURN (Traffic Model) • DELTA (Land Use Model) • VOYAGER (Public Transport Model) • EMME (Traveller Choice/Demand Model)

8.2 Vehicle Demand

LLITM

8.2.1 Following a full run of LLITM incorporating the four models set out above, PJA were provided with trip generation outputs from LLITM. The outputs for residential and employment elements of the development are provided in Table 8-1.

Table 8-1: LLITM Trip Generations

AM PM Land Use In Out In Out

Employment 309 17 115 67 Residential 452 191 260 196 Total 761 208 375 263

8.2.2 PJA considered the LLITM outputs in the context of accepted travel patterns for the relevant land uses and noted a number of significant issues:

Jelson Homes 41 Land at Cotes, Loughborough Transport Assessment 8. Travel Demand

• The employment trip generation was very high for AM arrivals. • The number of arrivals to the employment uses in the PM peak was higher than the number of departures. • The number of arrivals to the residential uses in the AM peak was higher than the number of departures.

8.2.3 It is clear that the outputs from LLITM reflect neither the nature of the site, nor the accepted split of trips between arrivals and departures that would be expected for each of the land uses.

TRICS

8.2.4 In view of the above, PJA decided that the vehicle trip rates/generation agreed with LCC for use in the AOI and validation work, would form a more appropriate method of calculating the vehicle trip generation associated with the proposals, and it these numbers that have been taken forward into the assessment. Full TRICS outputs are provided in Appendix K and the assumptions previously set out under paragraph 6.2.4 of this report are presented below in Tables 8-2 and 8-3 for the sake of clarity.

Table 8-2: Trip Rates and Vehicle Generations

Trip Rates (per 100 m2) Trip Generations

Land Use GFA AM PM AM PM Arrivals Departures Arrivals Departures Arrivals Departures Arrivals Departures

Residential 975 0.148 0.425 0.409 0.244 144 414 399 238 B1 Office 8,800m2 1.682 0.210 0.183 1.306 148 18 16 115 B2 Industry 6,600m2 0.502 0.231 0.113 0.399 33 15 7 26 B8 6,600m2 0.125 0.049 0.048 0.136 8 3 3 9 Warehousing Primary 235 0.292 0.196 0.013 0.029 69 46 3 7 School pupils Convenience 450m2 7.982 5.814 8.213 10.002 36 26 37 45 Store Local Centre 840m2 6.746 6.285 7.661 7.797 57 53 64 65 Total Trip Generation 495 576 530 505

Land at Cotes, Loughborough 42 Jelson Homes Transport Assessment 8. Travel Demand

Table 8-3: Allowance for Internal Trips

Trip Generations AM PM Land Use Arrivals Departures Arrivals Departures

Primary School Internal Trips – 75% -51 -35 -2 -5 Convenience Store Internal Trips – 90% -32 -24 -33 -41 Local Centre Internal Trips – 90% -51 -47 -58 -59 Total Internal Trips -134 -106 -93 -105 Overall trip gen from T6.1 495 576 530 505 Net Trip Generation 361 470 437 400

8.2.5 As previously stated, the proposals are for a mixed use development; therefore an allowance has been made for intra-development trips associated with the primary school, local centre and convenience store. Although there would also be intra-development trips associated with residential to work journeys, no internalisation has been assumed in order to provide a robust assessment. The following levels of internalisation have been applied.

• Primary School – 75%; • Local Centre – 90%; and • Convenience Store – 90%.

8.2.6 The application of the trip rates above is considered to be more appropriate than using the outputs generated by LLITM for the development. Furthermore the use of TRICS is also considered to provide a robust assessment, given the LLITM trip generation estimates used in the work undertaken by MVA, on behalf of Charnwood Borough Council in respect of the strategic testing of the Emerging Core Strategy options (“Setting Strategic Direction – Report for Charnwood Borough Council”, MVA, May 2012).

8.2.7 In order for a comparison to be made to the LLITM trip generation estimates, three extracts are presented from the MVA report in Tables 8.4 to 8.6.

Jelson Homes 43 Land at Cotes, Loughborough Transport Assessment 8. Travel Demand

Table 8-4: Development Strategy Options (Extract from MVA Report)

Development Strategy 1 Site Resi (dw) Emp (ha) East Thurmaston 4,100 25 West Loughborough 3,000 20 East Loughborough - - Science Park - 50 SW Loughborough 1,000 - South Loughborough - - North of Birstall 2,000 20 Glenfrith - - Shepshed 600 10 Syston 750 10 Anstey 500 10 Soar Valley 500 10 Watermead - -

Table 8-5: Site Specific Employment Splits (Extract from MVA Report)

Employment uses Site Offices Industry Warehousing East Thurmaston 11% 45% 44% West Loughborough 15% 25% 60% Science Park 65% 35% - South of Loughborough 15% 25% 60% North of Birstall 15% 25% 60% Shepshed 11% 45% 44% Syston 15% 25% 60% Anstey 65% 35% - Soar Valley 65% 35% - Syston 15% 25% 60% Soar Valley 11% 45% 44%

Land at Cotes, Loughborough 44 Jelson Homes Transport Assessment 8. Travel Demand

Table 8-6: Development Strategy 1 – Trip Generation (Extract from MVA Report)

AM PM Site H’holds Pop Jobs Arrivals Departures Arrivals Departures West of Loughborough 3,214 7,197 462 1,100 337 572 703 Shepshed 589 1,327 268 122 97 98 124 SW of Loughborough 963 2,666 0 208 113 139 180 Science Park 0 0 3,536 131 577 491 205 Soar Valley 481 1,177 909 184 182 214 209 North of Birstall 1,973 4,462 863 645 308 425 596 East of Thurmaston 4,085 8,083 875 720 394 578 746 Syston 738 1,425 997 153 195 207 218 Anstey 488 1,019 1,087 167 190 191 168

8.2.8 Notwithstanding any differences in trip generation that may be associated with site specific locations, and the split of employment uses, it is clear that the vehicle trip generation generated by TRICS is likely to provide a robust assessment.

Revised Development Assumptions

8.2.9 The modelling work undertaken by MVA reflects the original development proposals for the site which comprised:

• 975 dwellings (to include a mix of market and affordable units); • Local Centre comprising 840m2of A1/A2/A3/A5/B1/C2/D1 uses; • Convenience Store of 450m2; • Employment uses (8,800m2 B1(a) Office, 6,600m2 B2 General Industry, and 6,600m2 B8 Distribution); and • Primary School (235 pupils).

8.2.10 However in the period since the modelling work was completed, the proposals have been revised with regard to the split of the employment uses. The revised proposals now comprise:

• B1(a) Office – 1,500m2; • B1 (b/c) Research and Development/Light Industry – 4,500m2; and • B2 General Industry – 16,000m2.

Jelson Homes 45 Land at Cotes, Loughborough Transport Assessment 8. Travel Demand

8.2.11 In order to provide a worst case comparison of the two employment scenarios, B1 (a) Office trip rates have been applied to the B1 (b/c) uses, Table 8.8 summarises the trip generation for the original and revised employment splits.

Table 8-7: Comparison of Employment Scenarios

Trip Rates (per 100 m2) Trip Generations

Land Use GFA AM PM AM PM Arrivals Departures Arrivals Departures Arrivals Departures Arrivals Departures B1 Office 8,800m2 1.682 0.210 0.183 1.306 148 18 16 115 B2 Industry 6,600m2 0.502 0.231 0.113 0.399 33 15 7 26 B8 6,600m2 0.125 0.049 0.048 0.136 8 3 3 9 Warehousing Total 226 177 Office 6,000m2 1.682 0.210 0.183 1.306 101 13 11 78 Industry 16,000m2 0.502 0.231 0.113 0.399 80 37 18 64 Total Trip Generation 231 171

8.2.12 It is clear that the vehicle trip generation associated with the revised employment proposals, is not significantly different to the original proposals. On this basis the modelling work undertaken by MVA is considered to be acceptable.

8.3 Active Mode Trips

8.3.1 The Cotes development is outside the active modes area of the LLITM, therefore no representation of walking and cycling modes has been included within the modelling for this report. It is anticipated that there would be a number of walking and cycling trips generated by the development, however these have not been considered within the modelling.

8.4 Public Transport Trips

8.4.1 The VOGAYER model has been run as part of the LLITM modelling, this provides an estimation of public transport usage for the development on the basis of the bus strategy set out in Chapter 5. The public transport mode share for the peak periods is estimated to represent:

• 5.4% of all trips during the AM peak. • 5.0% of all trips during the PM peak.

Land at Cotes, Loughborough 46 Jelson Homes Transport Assessment 8. Travel Demand

8.4.2 As the active modes model has not been run, an approximation of peak hour public transport trips can be calculated by using the vehicle trip generation estimates which represent 94.6% and 95% of trips during the AM and PM peak respectively. Using this methodology it is estimated that the peak hour public transport trips generated by the development would be:

• 47 trips during the AM peak • 44 trips during the PM peak

Jelson Homes 47 Land at Cotes, Loughborough Transport Assessment 8. Travel Demand

Land at Cotes, Loughborough 48 Jelson Homes Transport Assessment 9. Highway Assessment

9 Highway Assessment

9.1 Introduction

9.1.1 This section provides a summary of the detailed assessments that have been undertaken to understand the impact of the development proposals on the operation of the highway network.

9.2 Geographical Scope of Assessment

9.2.1 Further to the completion of the LLITM modelling work by MVA, the following information (provided in Appendix L) was issued to LCC, NCC and the HA in order to agree the geographical scope of the assessment:

• Trip distribution plots quantifying the volume and distribution of development trips for the AM and PM peaks; and • Flow change plots quantifying the absolute flow change in vehicles when comparing the 2026 Reference Case and Development scenarios.

9.2.2 PJA proposed that further consideration should be given to the impact of the development proposals at the following locations:

• J1 - A60/Rempstone Road signals • J2 - A60/Wymeswold Road priority • J3 - A60/Prestwold Lane • J4 - B676 Loughborough Road/Prestwold Lane priority • J5 - Prestwold Lane/Loughborough Road (Burton on the Wolds) priority • J6 - Cotes Road/High Street/North Street/Church Street (Barrow on Soar) staggered junction • J7 - Nottingham Road/Queens Road signals • J8 - Nottingham Road/Morley Street signals • J9 - Nottingham Road/Station Boulevard signals • J10 - Meadow Lane/Belton Road/Ratcliffe Road signals • J11 - Station Boulevard/Meadow Lane/North Road signals • J12 - Meadow Lane/Stanford Lane priority • J13 - Normanton Lane/Leake Lane priority • J14 - A6006/Moor Lane priority • J15 - Barrow Road/Loughborough Road/Cotes Road • J16 – A60/New site access

Jelson Homes 49 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

• J17 – A60/Western Site Access • J18 – Existing A60/Stanford Lane priority • J19 – Existing A60/Barrow Road priority

9.2.3 LCC confirmed that the proposed list of junctions was acceptable; however they would also require assessment of the following additional junctions:

• A6/King Street; and • A6/A6004.

9.2.4 It should be noted that flow data for J14 and the additional junctions required by LCC was not available at the time of preparing this report; therefore the associated assessment work will be submitted as an addendum to the planning application.

9.2.5 At the time of preparing this report no response had be received from NCC.

9.2.6 It was agreed that with the HA that impact of the development proposals should be quantified for the A6/A46 Wanlip junction.

9.3 Assessment Scenarios

9.3.1 Junction capacity assessments have been undertaken at the specified junctions for the following scenarios:

• 2013 Base observed flows; • 2016 Reference Case flows; • 2016 Development Case flows (partial development build-out and development related infrastructure changes); • 2026 Reference Case flows; and • 2026 Development Case flows (full development build-out and all development related infrastructure changes). 9.3.2 Traffic flow spreadsheets for each scenario are provided in Appendix M.

Land at Cotes, Loughborough 50 Jelson Homes Transport Assessment 9. Highway Assessment

9.4 Junction Capacity Assessment - Local Road Network

9.4.1 A summary of the junction capacity assessments is provided below, full model outputs are provided within Appendix N.

J1 - A60/Rempstone Road signals

9.4.2 LINSIG assessments have been undertaken for this four-arm signalised junction and the results of the relevant scenarios are summarised below.

Table 9-1: Junction 1 – A60 Loughborough Road / A6006 Ashby Road / Main Street – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Main Street 91.1% 21 69 86.4% 16 67 Loughborough Rd S 87.3% 16 66 77.0% 13 58 Ashby Road 90.7% 19 71 86.0% 19 54 Loughborough Rd N 89.5% 11 52 86.9% 18 62 Cycle Time 119s Cycle Time 120s PRC -1.2% PRC 3.6%

Table 9-2: Junction 1 – A60 Loughborough Road / A6006 Ashby Road / Main Street - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Loughborough Rd N 93.4% 23 76 88.6% 17 71 Main Street 92.4% 19 80 78.8% 13 59 Loughborough Rd S 92.8% 20 78 88.2% 20 58 Ashby Road 70.2% 12 53 89.1% 19 66 Cycle Time 119s Cycle Time 120s PRC -3.8% PRC 1.0%

Table 9-3: Junction 1 – A60 Loughborough Rd/A6006 Ashby Rd/Main Street - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Loughborough Rd N 94.8% 24 81 88.8% 18 72 Main Street 90.7% 18 73 74.6% 12 56 Loughborough Rd S 94.4% 21 84 89.0% 21 59 Ashby Road 65.9% 10 50 88.1% 18 64 Cycle Time 117s Cycle Time 120s

Jelson Homes 51 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

PRC -5.3% PRC 1.2% Table 9-4: Junction 1 – A60 Loughborough Road / A6006 Ashby Road / Main Street - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Loughborough Rd N 108.4% 20 102 99.4% 29 110 Main Street 107.1% 48 209 99.5% 26 120 Loughborough Rd S 107.4% 41 219 88.7% 16 71 Ashby Road 107.6% 44 215 100.5% 34 114 Cycle Time 10 112s Cycle Time 116s

PRC -20.5 PRC -11.7

Table 9-5: Junction 1 – A60 Loughborough Rd/A6006 Ashby Rd/Main Street - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Loughborough Rd N 104.7% 16 71 99.7% 36 102 Main Street 109.3% 54 247 99.5% 23 128 Loughborough Rd S 110.7% 58 263 98.6% 30 99 Ashby Road 109.2% 50 242 99.7% 29 113 Cycle Time 120s Cycle Time 116s PRC -23.0 PRC -10.8

10.1.1 The results indicate that although the junction is forecast to operate at capacity for the future year assessments, this is already the case for the Reference Case scenarios. When comparing the 2026 Reference Case and Development scenarios it can be seen that the percentage increase at the junction is an increase of 1.8% during the AM peak and a reduction of 1.0% during the PM peak. In the context of paragraph 32 of NPPF, the impact of the development proposals is not considered to be severe at this location.

J2 - A60/Wymeswold Road priority

10.1.2 PICADY assessments have been undertaken for this three-arm priority junction and the results of the relevant scenarios are summarised below.

Table 9-6: Junction 2 – Rempstone Road / Wymeswold Road / Loughborough Road - Base 2013

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue (Veh) Delay (s) RFC Queue (Veh) Delay (s) Wymeswold Road 0.273 0 8.4 0.108 0 7.8

Land at Cotes, Loughborough 52 Jelson Homes Transport Assessment 9. Highway Assessment

Loughborough Road 0.139 0 9.6 0.293 0 9.6 Table 9-7: Junction 2 – Rempstone Road / Wymeswold Road / Loughborough Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Wymeswold Road 0.280 0 8.4 0.111 0 7.8 Loughborough Road 0.143 0 9.6 0.304 1 9.6

Table 9-8: Junction 2 – Rempstone Rd/Wymeswold Rd/Loughborough Rd 2016 Reference Plus Development

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Wymeswold Road 0.278 0 8.4 0.110 0 7.8 Loughborough Road 0.144 0 9.6 0.295 1 9.6

Table 9-9: Junction 2 – Rempstone Road / Wymeswold Road / Loughborough Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Wymeswold Road 0.323 1 9 0.133 0 8.4 Loughborough Road 0.175 0 9.6 0.362 1 10.8

Table 9-10: Junction 2 – Rempstone Rd/Wymeswold Rd/Loughborough Rd - 2026 Reference Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Wymeswold Road 0.131 0 8.4 0.049 0 11.4 Loughborough Road 0.122 0 7.8 0.441 1 11.4

10.1.3 The results indicate that the junction would operate with reserve capacity for a future year of 2026 with the inclusion of development traffic.

J3 - A60/Prestwold Lane

10.1.4 PICADY assessments have been undertaken for this three-arm priority junction and the results of the relevant scenarios are summarised below.

Jelson Homes 53 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-11: Junction 3 – A60 Loughborough Road / Prestwold Lane - Base 2013

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Prestwold Lane Left 0.084 1 9 0.035 0 7.2 Prestwold Lane Right 0.573 2 16.8 0.330 1 11.4 Loughborough Rd S 0.048 1 7.2 0.042 1 6.6

Table 9-12: Junction 3 – A60 Loughborough Road / Prestwold Lane - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Prestwold Lane Left 0.090 0 9 0.035 0 7.2 Prestwold Lane Right 0.593 1 17.4 0.341 1 12 Loughborough Rd S 0.049 0 7.2 0.042 0 6.6

Table 9-13: Junction 3 – A60 Loughborough Road / Prestwold Lane - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Prestwold Lane Left 0.089 0 9 0.036 0 7.2 Prestwold Lane Right 0.596 1 17.4 0.359 1 12.6 Loughborough Rd S 0.063 0 7.8 0.043 0 6

Table 9-14: Junction 3 – A60 Loughborough Road / Prestwold Lane - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Prestwold Lane Left 0.127 0 10.8 0.042 0 7.2 Prestwold Lane Right 0.700 2 21.6 0.401 1 13.2 Loughborough Rd S 0.059 0 7.8 0.050 0 6.6

Table 9-15: Junction 3 – A60 Loughborough Road / Prestwold Lane - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Prestwold Lane Left 0.121 0 10.2 0.041 0 7.2 Prestwold Lane Right 0.681 1 21.6 0.389 1 13.2 Loughborough Rd S 0.090 0 7.8 0.059 0 6.6

Land at Cotes, Loughborough 54 Jelson Homes Transport Assessment 9. Highway Assessment

10.1.5 The results indicate that the junction would operate with reserve capacity for a future year of 2026 with the inclusion of development traffic.

J4 - B676 Loughborough Road/Prestwold Lane priority

10.1.6 PICADY assessments have been undertaken for this three-arm priority junction and the results of the relevant scenarios are summarised below.

Table 9-16: Junction 4 – Prestwold Lane / Loughborough Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.009 0 6.6 0.000 0 0 L’bro Road Right Turn 0.360 1 9.6 0.590 2 13.2 Prestwold Lane Right Turn 0.004 0 6 0.005 0 6

Table 9-17: Junction 4 – Prestwold Lane / Loughborough Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.009 0 6.6 0.000 0 0.00 L’bro Road Right Turn 0.370 1 9.6 0.606 2 13.2 Prestwold Lane Right Turn 0.004 0 6 0.005 0 6

Table 9-18: Junction 4 – Prestwold Lane / Loughborough Road - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.009 0 6.6 0.000 0 0.00 L’bro Road Right Turn 0.357 1 9.6 0.582 1 12.6 Prestwold Lane Right Turn 0.000 0 0.00 0.000 0 0.00

Table 9-19: Junction 4 – Prestwold Lane / Loughborough Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.11 0 7.2 0.000 0 0.00 L’bro Road Right Turn 0.424 1 10.2 0.696 2 16.2 Prestwold Lane Right Turn 0.004 0 6 0.005 0 6

Jelson Homes 55 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-20: Junction 4 – Prestwold Lane / Loughborough Road - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.005 0 7.2 0.00 0 0.00 L’bro Road Right Turn 0.460 1 10.8 0.768 3 19.2 Prestwold Lane Right Turn 0.000 0 0.00 0.000 0 0.00

10.1.1 The results indicate that the junction would operate with reserve capacity for a future year of 2026 with the inclusion of development traffic.

J5 - Prestwold Lane/Loughborough Road (Burton on the Wolds) priority

10.1.1 PICADY assessments have been undertaken for this three-arm priority junction and the results of the relevant scenarios are summarised below.

Table 9-21: Junction 5 – Prestwold Lane / Loughborough Road / Nottingham Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.035 0 8.4 0.015 0 6.6 L’bro Road Right Turn 0.620 2 13.2 0.322 1 9 Nottingham Road 0.017 0 6 0.030 0 7.2

Table 9-22: Junction 5 – Prestwold Lane / Loughborough Road / Nottingham Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.036 0 8.4 0.015 0 6.6 L’bro Road Right Turn 0.639 2 13.8 0.331 1 9 Nottingham Road 0.017 0 6 0.030 0 7.2

Table 9-23: Junction 5 – Prestwold Lane/Loughborough Rd/Nottingham Rd - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.035 0 8.4 0.015 0 7.2 L’bro Road Right Turn 0.617 2 13.2 0.342 1 9 Nottingham Road 0.018 0 6 0.030 0 7.2

Land at Cotes, Loughborough 56 Jelson Homes Transport Assessment 9. Highway Assessment

Table 9-24: Junction 5 – Prestwold Lane / Loughborough Road / Nottingham Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.054 0 10.2 0.018 0 7.2 L’bro Road Right Turn 0.732 3 16.8 0.382 1 9.6 Nottingham Road 0.020 0 6 0.035 0 7.2

Table 9-25: Junction 5 – Prestwold Lane/Loughborough Rd / Nottingham Road 2016 Reference Case plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) L’bro Road Left Turn 0.211 0 24 0.015 0 7.8 L’bro Road Right Turn 0.907 7 29.4 0.416 1 12 Nottingham Road 0.020 0 6 0.028 0 7.2

10.1.2 The results indicate that the junction would operate with reserve capacity for a future year of 2026 with the inclusion of development traffic.

J6 - Cotes Road/High Street/North Street/Church Street (Barrow on Soar) staggered junction

10.1.3 PICADY assessments have been undertaken for this four-arm staggered junction and the results of the relevant scenarios are summarised below.

Table 9-26: Junction 6 – North Street / Church Street / High Street / Cotes Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Church St. Left Turn 0.074 0 6.6 0.084 0 6.6 Church St. Right Turn 0.016 0 12.6 0.014 0 13.8 North St. Right Turn 0.168 0 10.2 0.131 0 10.2 Cotes Road Left Turn 0.086 0 9 0.160 0 10.8 Cotes Road Right Turn 0.468 1 16.2 0.531 1 19.2 High Street Right Turn 0.077 0 8.4 0.156 0 10.2

Jelson Homes 57 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-27: Junction 6 – North Street / Church Street / High Street / Cotes Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Church St. Left Turn 0.077 0 6.6 0.087 0 6.6 Church St. Right Turn 0.017 0 12.6 0.014 0 13.8 North St. Right Turn 0.173 0 10.2 0.136 0 10.8 Cotes Road Left Turn 0.091 0 9 0.170 0 11.4 Cotes Road Right Turn 0.488 1 16.8 0.557 1 20.4 High Street Right Turn 0.078 0 8.4 0.165 0 10.2

Table 9-28: Junction 6 – North Street/Church Street/High Street/Cotes Rd - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Church St. Left Turn 0.077 0 6.6 0.087 0 6.6 Church St. Right Turn 0.017 0 13.2 0.014 0 13.8 North St. Right Turn 0.073 0 7.2 0.122 0 10.2 Cotes Road Left Turn 0.104 0 9.6 0.170 0 11.4 Cotes Road Right Turn 0.550 1 18 0.598 1 21.6 High Street Right Turn 0.078 0 8.4 0.164 0 10.2

Table 9-29: Junction 6 – North Street / Church Street / High Street / Cotes Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Church St. Left Turn 0.087 0 6.6 0.101 0 6.6 Church St. Right Turn 0.022 0 13.2 0.015 0 15 North St. Right Turn 0.210 1 10.8 0.167 0 11.4 Cotes Road Left Turn 0.115 0 10.2 0.253 0 13.8 Cotes Road Right Turn 0.585 1 20.4 0.695 2 27 High Street Right Turn 0.093 0 9 0.201 1 10.8

Table 9-30: Junction 6 – North Street/Church Street/High Street/Cotes Rd - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Church St. Left Turn 0.092 0 7.2 0.106 0 7.2 Church St. Right Turn 0.024 0 14.4 0.018 0 16.8 North St. Right Turn 0.478 2 13.2 0.316 1 12.6

Land at Cotes, Loughborough 58 Jelson Homes Transport Assessment 9. Highway Assessment

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Cotes Road Left Turn 0.964 4 158.4 1.341 22 297 Cotes Road Right Turn 1.082 18 98.4 1.323 38 291 High Street Right Turn 0.094 0 9.6 0.210 1 11.4

10.1.4 The results indicate that the junction would be at capacity under the development scenario for a future year of 2026 when the impact of the development is included. However the flow change predicted by LLITM is unlikely to occur in practice at this location, as the parallel Willow Road is not included with the model, and it is considered likely that some traffic would use this route instead if substantial delays were to occur. Notwithstanding the above, the applicant is willing to enter into discussions with LCC about the possible implementation of traffic management and environmental enhancements at this location.

J7 - Nottingham Road/Queens Road signals

10.1.1 LINSIG assessments have been undertaken for this three-arm signalised junction and the results of the relevant scenarios are summarised below.

Table 9-31: Junction 7 – A60 Nottingham Road / Queens Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (S) DoS Queue Delay (s) Nottingham Rd E 71.7% 18 35 63.4% 15 31 Queens Road 71.6% 15 39 63.2% 12 37 Nottingham Road W 33.7% 5 29 44.0% 7 30 Cycle Time 240s Cycle Time 240s PRC 25.5% PRC 41.8%

Table 9-32: Junction 7 – A60 Nottingham Road / Queens Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd E 73.5% 18 36 65.0% 15 32 Queens Road 73.5% 16 40 64.9% 13 38 Nottingham Road W 35.5% 5 30 46.4% 7 31 Cycle Time 240s Cycle Time 240s PRC 22.4% PRC 38.4%

Jelson Homes 59 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-33: Junction 7 – A60 Nottingham Road / Queens Road - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd E 73.8% 18 37 76.0% 20 36 Queens Road 74.1% 16 40 75.7% 16 44 Nottingham Road W 35.3% 5 31 58.4% 8 35 Cycle Time 240s Cycle Time 240s PRC 21.4% PRC 18.5%

Table 9-34: Junction 7 – A60 Nottingham Road / Queens Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd E 82.2% 21 46 73.1% 18 35 Queens Road 82.4% 23 42 72.8% 15 41 Nottingham Road W 44.1% 6 32 59.6% 8 35 Cycle Time 240s Cycle Time 240s PRC 9.3% PRC 23.2%

Table 9-35: Junction 7 – A60 Nottingham Road / Queens Road - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd E 89.6% 27 50 76.0% 20 36 Queens Road 90.1% 24 58 75.7% 16 44 Nottingham Road W 49.1% 4 38 58.4% 8 8 Cycle Time 240s Cycle Time 240s PRC -0.1% PRC 18.5%

10.1.2 The results indicate that the junction would operate at an acceptable level for a future year of 2026 with the inclusion of development traffic.

J8 and J9 - Nottingham Road/Morley Street and Nottingham Road/Station Boulevard

10.1.3 LINSIG assessments have been undertaken for this linked junction and the results of the relevant scenarios are summarised below.

Land at Cotes, Loughborough 60 Jelson Homes Transport Assessment 9. Highway Assessment

Table 9-36: Junctions 8 and 9 – A60 Nottingham Road / Morley Street / Station Boulevard – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd S Left 30.2% 1 5 23.2% 1 6 Nottingham Rd S Ahead 45.2% 2 5 53.2% 4 8 Station Boulevard 71.1% 7 60 72.6% 10 36 Nottingham Rd N 80.5% 13 23 72.5% 7 32 Morley Street 15.8% 1 63 15.4% 1 33 Nottingham Road S 79.9% 19 48 72.5% 14 37 Nottingham Road N 41.8% 9 37.5% 10 16 Cycle Time 120s Cycle Time 101s PRC 11.9% PRC 23.9%

Table 9-37: Junctions 8 and 9 – A60 Nottingham Road / Morley Street/Station Boulevard - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd S Left 27.9% 1 5 23.7% 1 6 Nottingham Rd S Ahead 47.5% 2 5 54.6% 4 8 Station Boulevard 72.8% 7 61 74.4% 10 37 Nottingham Rd N 81.3% 14 23 74.2% 7 33 Morley Street 15.8% 1 63 14.3% 1 33 Nottingham Road S 81.1% 18 50 74.4% 15 38 Nottingham Road N 42.9% 13 9 38.4% 10 17 Cycle Time 120s Cycle Time 101s PRC 10.7% PRC 20.9%

Table 9-38: Junctions 8 and 9 – A60 Nottingham Rd/Morley St/Station Boulevard - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd S Left 29.3% 1 5 21.9% 1 6 Nottingham Rd S Ahead 44.9% 2 5 57.1% 5 8 Station Boulevard 72.8% 7 61 77.1% 11 40 Nottingham Rd N 79.8% 12 22 75.7% 13 27 Morley Street 15.8% 1 63 16.4% 1 35

Jelson Homes 61 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Road S 78.8% 19 46 75.6% 16 38 Nottingham Road N 42.6% 13 13 60.8% 17 14 Cycle Time 120s Cycle Time 103s PRC 12.8% PRC 16.8%

Table 9-39: Junctions 8 and 9 – A60 Nottingham Road/ Morley Street/Station Boulevard - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd S Left 37.7% 1 6 26.5% 1 6 Nottingham Rd S Ahead 55.3% 2 6 61.3% 5 9 Station Boulevard 77.8% 9 67 83.9% 15 44 Nottingham Rd N 88.4% 20 28 83.6% 9 40 Morley Street 18.3% 1 63 17.4% 1 34 Nottingham Road S 86.9% 21 57 83.3% 19 45 Nottingham Road N 48.0% 15 10 43.4% 12 18 Cycle Time 120s Cycle Time 106s PRC 1.8% PRC 7.3%

Table 9-40: Junctions 8 and 9 – A60 Nottingham Road/Morley St /Station Boulevard - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Nottingham Rd S Left 39.7% 1 6 29.5% 1 6 Nottingham Rd S Ahead 53.9% 2 6 61.1% 1 7 Station Boulevard 62.4% 6 43 90.9% 16 52 Nottingham Rd N 94.4% 19 38 90.6% 12 45 Morley Street 21.5% 1 50 6.6% 1 33 Nottingham Road S 94.8% 23 69 91.7% 21 57 Nottingham Road N 56.6% 15 10 49.0% 13 17 Cycle Time 94s Cycle Time 96s PRC -5.3% PRC -1.9%

Land at Cotes, Loughborough 62 Jelson Homes Transport Assessment 9. Highway Assessment

10.1.4 The results indicate that the junction is approaching capacity for the 2026 development scenario, however all arms operate with a degree of saturation of less than 100%. In the context of paragraph 32 of NPPF, the impact of the development proposals is not considered to be severe at this location.

J10 - Meadow Lane/Belton Road/Ratcliffe Road signals

10.1.5 LINSIG assessments have been undertaken for this four-arm signalised junction and the results of the relevant scenarios are summarised below.

Table 9-41: Junction 10 – Meadow Lane / Ratcliffe Road / Belton Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Ratcliffe Road 14.2% 2 46 11.5% 1 38 Meadow Lane S 85.2% 10 78 79.9% 8 61 Belton Road 85.0% 11 45 80.4% 19 39 Meadow Lane N 84.9% 25 40 63.7% 12 32 Cycle Time 240s Cycle Time 220s PRC 5.7% PRC 10.8%

Table 9-42: Junction 10 – Meadow Lane / Ratcliffe Road / Belton Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Ratcliffe Road 14.5% 2 47 11.7% 1 38 Meadow Lane S 87.2% 12 87 82.1% 9 63 Belton Road 87.5% 12 48 82.8% 20 40 Meadow Lane N 87.0% 27 42 65.2% 13 33 Cycle Time 240s Cycle Time 220s PRC 2.9% PRC 8.0%

Jelson Homes 63 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-43: Junction 10 – Meadow Lane / Ratcliffe Rd / Belton Road - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Ratcliffe Road 14.5% 2 45 11.9% 1 38 Meadow Lane S 84.8% 10 77 82.3% 9 63 Belton Road 85.1% 12 45 82.5% 20 40 Meadow Lane N 85.8% 25 41 65.3% 12 32 Cycle Time 240s Cycle Time 220s PRC 4.9% PRC 8.5%

Table 9-44: Junction 10 – Meadow Lane / Ratcliffe Road / Belton Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Ratcliffe Road 15.8% 2 45 12.9% 1 38 Meadow Lane S 98.0% 16 128 93.7% 14 90 Belton Road 97.2% 19 78 93.6% 30 54 Meadow Lane N 98.4% 42 79 73.3% 15 36 Cycle Time 240s Cycle Time 220s PRC -9.4% PRC -4.1%

Table 9-45: Junction 10 – Meadow Lane / Ratcliffe Rd / Belton Road - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Ratcliffe Road 16.8% 2 47 13.7% 1 39 Meadow Lane S 98.3% 16 133 96.9% 15 105 Belton Road 100.0% 24 96 98.1% 38 74 Meadow Lane N 100.0% 50 89 72.5% 16 34 Cycle Time 240s Cycle Time 220s PRC -11.1% PRC -9.1%

10.1.6 The results indicate that the junction is close to capacity for the Reference Case scenario, the impact of the development proposals is limited and all arms operate with a degree of saturation of 100.0% or less for a design year of 2026. In the context of paragraph 32 of NPPF, the impact of the development proposals is not considered to be severe at this location.

Land at Cotes, Loughborough 64 Jelson Homes Transport Assessment 9. Highway Assessment

J11 - Station Boulevard/Meadow Lane/North Road signals

10.1.7 LINSIG assessments have been undertaken for this four-arm signalised junction and the results of the relevant scenarios are summarised below.

Table 9-46: Junction 11 – Meadow Lane / Station Boulevard / North Road – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Station Boulevard 65.9% 13 42 53.3% 9 41 Meadow Lane S 41.8% 6 16 55.2% 10 16 North Road 13.4% 1 62 47.5% 2 69 Meadow Lane N 65.5% 13 41 30.3% 5 30 Cycle Time 240s Cycle Time 240s PRC 36.6% PRC 63.1%

Table 9-47: Junction 11 – Meadow Lane / Station Boulevard / North Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Station Boulevard 67.6% 14 42 54.7% 9 40 Meadow Lane S 43.5% 6 17 56.9% 10 16 North Road 13.4% 1 62 49.2% 2 70 Meadow Lane N 67.3% 14 42 32.4% 5 31 Cycle Time 240s Cycle Time 240s PRC 33.2% PRC 58.1%

Table 9-48: Junction 11 – Meadow Lane/Station Boulevard/North Rd - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Station Boulevard 81.2% 17 51 71.8% 13 46 Meadow Lane S 58.8% 8 22 71.9% 19 20 North Road 14.8% 1 62 58.5% 3 75 Meadow Lane N 81.3% 20 47 36.7% 6 30 Cycle Time 240s Cycle Time 240s PRC 10.8% PRC 25.1%

Jelson Homes 65 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-49: Junction 11 – Meadow Lane / Station Boulevard / North Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Station Boulevard 75.7% 16 46 57.6% 12 43 Meadow Lane S 51.6% 7 19 64.8% 16 18 North Road 15.8% 1 62 54.2% 3 72 Meadow Lane N 75.4% 17 45 36.5% 6 32 Cycle Time 240s Cycle Time 240s PRC 19.0% PRC 38.1%

Table 9-50: Junction 11 – Meadow Lane/Station Boulevard/North Rd - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm DoS Queue Delay (s) DoS Queue Delay (s) Station Boulevard 81.2% 17 51 68.4% 13 Meadow Lane S 58.8% 8 22 71.9% 19 North Road 15.0% 1 62 58.5% 3 Meadow Lane N 81.3% 20 47 36.7% 6 Cycle Time 240s Cycle Time 240s PRC 10.8% PRC 25.1%

10.1.8 The results indicate that the junction would operate for a future year of 2026 with the inclusion of development traffic.

J12 - Meadow Lane/Stanford Lane priority

10.1.9 For the reference case and base scenarios PICADY assessments have been undertaken, for the development scenarios the upgraded roundabout junction has been assessed.

Table 9-51: Junction 12 – Main Street / Meadow Lane / Stanford Lane - 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Main Street ------Stanford Lane 0.224 0 9 0.103 0 8.4 Meadow Lane 0.022 0 7.2 0.074 0 7.8

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Table 9-52: Junction 12 – Main Street / Meadow Lane / Stanford Lane - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Main Street ------Stanford Lane 0.232 0 9.6 0.106 0 8.4 Meadow Lane 0.022 0 7.2 0.077 0 7.8

Table 9-53: Junction 12 – Main Street /Meadow Lane /Stanford Lane - 2016 Reference Case plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Main Street 0.441 1 4.8 0.133 0 3.6 Stanford Lane 0.099 0 3.6 0.032 0 3 Meadow Lane 0.102 0 3 0.297 0 3.6

Table 9-54: Junction 12 – Main Street / Meadow Lane / Stanford Lane - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Main Street ------Stanford Lane 0.265 0 10.2 0.124 0 9 Meadow Lane 0.026 0 7.8 0.090 0 8.4

Table 9-55: Junction 12 – Main Street /Meadow Lane /Stanford Lane - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Main Street 0.532 1 6 0.266 0 4.2 Stanford Lane 0.211 0 4.2 0.063 0 3 Meadow Lane 0.188 0 3 0.459 1 4.2

10.1.10 The results indicate that the proposed roundabout that would be implemented as part of the development proposals would operate with reserve capacity for a future of 2026 with the inclusion of development traffic.

J13 - Normanton Lane/Leake Lane priority

10.1.11 PICADY assessments have been undertaken for this three-arm priority junction and the results of the relevant scenarios are summarised below.

Jelson Homes 67 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

Table 9-56: Junction 13 – Normanton Lane / Leake Lane / Main Street – 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Normanton Lane 0.187 1 9.6 0.092 1 8.4 Leake Lane North 0.002 0 4.8 0.016 0 6.6

Table 9-57: Junction 13 – Normanton Lane / Leake Lane / Main Street - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Normanton Lane 0.193 0 9.6 0.095 0 8.4 Leake Lane North 0.002 0 4.8 0.016 0 6.6

Table 9-58: Junction 13 – Normanton Lane/ Leake Lane/ Main Street - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Normanton Lane 0.188 0 9.6 0.086 0 8.4 Leake Lane North 0.002 0 4.8 0.016 0 6.6

Table 9-59: Junction 13 – Normanton Lane /Leake Lane /Main Street - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Normanton Lane 0.221 0 10.2 0.071 0 9 Leake Lane North 0.002 0 4.8 0.012 0 7.2

Table 9-60: Junction 13 – Normanton Lane/ Leake Lane/ Main Street - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Normanton Lane 0.234 0 9 0.148 0 9.6 Leake Lane North 0.000 0 0.00 0.019 0 6.6

10.1.12 The results indicate that the junction would operate with reserve capacity for a future year of 2026 with the inclusion of development traffic.

J15 - Barrow Road/Loughborough Road/Cotes Road

10.1.13 For the base, Reference Case scenarios and the 2016 Development scenario the existing three- arm priority junction has been assessed in PICADY. For the 2026 Development scenario the new four-arm roundabout implemented as part of the A60 diversion has been assessed in ARCADY.

Land at Cotes, Loughborough 68 Jelson Homes Transport Assessment 9. Highway Assessment

Table 9-61: Junction 15 – Loughborough Rd/Cotes Road / Barrow Road - 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Barrow Road ------Loughborough Road 0.170 0 7.8 0.418 1 9.6 Cotes Road 0.327 1 7.2 0.146 0 6

Table 9-62: Junction 15 – Loughborough Rd/Cotes Road / Barrow Road - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Barrow Road ------Loughborough Road 0.175 0 7.8 0.433 1 9.6 Cotes Road 0.337 1 7.2 0.149 0 6

Table 9-63: Junction 15 – Loughborough Rd/Cotes Road / Barrow Road - 2016 Ref Case Plus Dev

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Barrow Road ------Loughborough Road 0.212 0 8.4 0.436 1 9.6 Cotes Road 0.275 0 7.8 0.154 0 6

Table 9-64: Junction 15 – Loughborough Rd/Cotes Road / Barrow Road - 2026 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Barrow Road ------Loughborough Road 0.203 0 5.0 0.505 2 10.8 Cotes Road 0.384 1 9.2 0.170 0 6

Table 9-65: Junction 15 – Diverted A60/Loughborough Rd/Cotes Road/Barrow Rd - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Barrow Road 0.442 1 3.6 0.709 2 5.4 New Access Rd 0.528 1 4.2 0.514 1 4.8 Loughborough Road 0.384 1 4.2 0.198 0 3.6 Cotes Road 0.357 1 5.4 0.230 0 4.2

Jelson Homes 69 Land at Cotes, Loughborough Transport Assessment 9. Highway Assessment

10.1.14 The results indicate that the existing junction and the new roundabout junction to be implemented as part of the development proposals would operate with reserve capacity for the relevant scenarios.

J16 – A60/New site access

10.1.15 The eastern of the second access roundabouts on the A60 would only be implemented in the 2026 development scenario, the ARCADY results are summarised below.

Table 9-66: Junction 16 – A60 L’bro Rd/Residential Access/Employment Access - 2026 Reference Case Plus Dev

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd S 0.431 1 4.2 0.498 1 4.8 Resi Access 0.255 0 4.2 0.169 0 3.6 Loughborough Rd N 0.505 1 5.4 0.303 0 3.6 Employ Access 0.088 0 7.8 0.310 0 8.4

10.1.16 The results indicate that the proposed access junction would operate with reserve capacity for a design year of 2026 with the inclusion of development traffic.

J17 – A60/Western Site Access

10.1.17 The new four-arm roundabout that will be implemented to provide access to the development will only be in place for the development scenarios, this has been assessed in ARCADY.

Table 9-67: Junction 17 – A60 Loughborough Rd Western Site Access - 2016 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd W 0.204 0 3 0.341 1 3.6 Site access 0.049 0 2.4 0.035 0 3 Loughborough Rd E 0.389 1 3.6 0.225 0 3 Site access 0.139 0 7.8 0.074 0 6

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Table 9-68: Junction 17 – A60 Loughborough Rd / Western Site Access - 2026 Reference Case Plus Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd W 0.069 0 3 0.040 0 3 Through Road N 0.125 0 3.6 0.093 0 3 Loughborough Rd E 0.539 1 4.8 0.418 2 4.2 Through Road S 0.729 3 13.2 0.893 7 22.8

10.1.18 The results indicate that the new site access roundabout will operate with reserve capacity in 2026 with full diversion of the A60 and the inclusion of development traffic.

J18 – Existing A60/Stanford Lane Junction

10.1.19 The existing Stanford Lane priority junction has been assessed for the Base, Reference Case scenarios and 2016 Development scenario, the junction would be closed to through traffic in the 2026 Development scenario following the A60 diversion.

Table 9-69: Junction 18 – A60 Loughborough Road / Stanford Lane – Base 2013

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd S ------Stanford Lane 0.106 0 7.8 0.117 0 7.8 Loughborough Rd N 0.132 0 9 0.017 0 6

Table 9-70: Junction 18 – A60 Loughborough Road / Stanford Lane - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd S ------

Stanford Lane 0.110 0 8.4 0.121 0 7.8

Loughborough Rd N 0.135 0 9.6 0.017 0 6

Table 9-71: Junction 18 – A60 Loughborough Road /Stanford Lane - 2016 Ref Case + Dev.

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd S ------Stanford Lane 0.077 0 7.8 0.109 0 7.8 Loughborough Rd N 0.152 0 9.6 0.021 0 6

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10.1.20 The results indicate that the junction would operate with reserve capacity for the relevant scenarios.

J19 – A60/Barrow Road

10.1.21 The existing Barrow Road junction would remain in place until the A60 diversion has been completed, this junction will then no longer exist. PICADY assessments have been undertaken for the Base, Reference Case and 2016 Development scenarios.

Table 9-72: Junction 19 – A60 Loughborough Road / Barrow Rd / Nottingham Rd - 2013 Base

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd ------Barrow Road 0.996 16 45 0.505 1 10.2 Nottingham Rd 0.412 1 10.8 0.998 16 49.8

Table 9-73: Junction 19 – A60 Loughborough Road / Barrow Rd / Nottingham Rd - 2016 Reference Case

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd ------Barrow Road 1.027 22 56.4 0.536 1 10.8 Nottingham Rd 0.424 1 10.8 1.025 20 60.6

Table 9-74: Junction 19 – A60 L’bro Road / Barrow Rd / Nottingham Rd - 2016 Ref Case + Dev

AM (08:00-09:00) PM (17:00-18:00) Arm RFC Queue Delay (s) RFC Queue Delay (s) Loughborough Rd ------Barrow Road 1.084 33 88.2 0.660 2 14.4 Nottingham Rd 0.438 1 11.4 1.046 24 70.8

10.1.22 The results indicate that the junction is approaching capacity under current conditions in 2013, and would have reach capacity in the 2016 Reference Case. The proposed diversion of the A60 which would be implemented during phase 2 of the development will resolve any capacity issues at this junction.

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Summary of Local Road Network Results

10.1.23 It is considered that the junction capacity results provided above, demonstrate that the impact of the development proposals on the operation of the local road network would not be severe. Furthermore the results presented are considered to represent a worst case assessment as:

• No reduction in development flows has been applied to reflect the implementation of a Travel Plan for the site, or the PTP measures to be rolled out to local residents on the A60 corridor; • The signalised junctions assessed are understood to be subject to either MOVA or SCOOT control, the associated benefits of these methods of control has not been included within the LINSIG modelling. • Given the location of the junctions assessed in relation to the strategic development sites identified in the Charnwood Emerging Core Strategy, the application of TEMPRO growth of circa 15% from 2013 to 2026 is considered to be robust. • The future year assessed is 2026 which represents a thirteen year design horizon from the anticipated registration date of the application.

10.2 Strategic Road Network

10.2.1 It was agreed with the HA that outputs from the Leicester and Leicestershire Integrated Transport Model (LLITM) should be presented in this report, in order to quantify the impact of the development proposals at the A6/A46 Wanlip junction.

10.2.2 To quantify the impact of the development proposals at the A6/A46 junction the following information is provided in Appendix L.

• Trip Distribution AM Peak: this quantifies the number of development trips at the A6/A46 in the morning peak hour. • Trip Distribution PM Peak: this quantifies the number of development trips at the A6/A46 in the evening peak hour. • Flow Change Diagram AM Peak: this quantifies the absolute flow change in vehicles (this includes development trips and re-assignment of background trips) when comparing the 2026 Reference Case (includes Charnwood’s Emerging Core Strategy) against the development scenario (with the inclusion of development). • Flow Change Diagram PM Peak: this quantifies the absolute flow change in vehicles (this includes development trips and re-assignment of background trips) when comparing the 2026 Reference Case (includes Charnwood’s Emerging Core Strategy) against the development scenario (with the inclusion of development).

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10.2.3 The outputs from LLITM are summarised in Table 9-75.

Table 9-75: Development Flows at A6/A46

Approach AM Peak PM Peak

A6 Northern arm – northbound trips 21 41

A6 Northern arm – southbound trips 56 19

A46 East – eastbound trips 0 0

A46 East – westbound trips 0 0

A6 Southern arm – northbound trips 11 12

A6 Southern arm – southbound trips 39 13

A46 West – eastbound trips 11 30

A46 West – westbound trips 16 7

Table 9-76: Absolute Flow Changes at A6/A46

Approach AM Peak PM Peak

A6 Northern arm – northbound trips +30 +32

A6 Northern arm – southbound trips +8 -48

A46 East – eastbound trips +2 -5

A46 East – westbound trips +5 -3

A6 Southern arm – northbound trips +13 +5

A6 Southern arm – southbound trips -8 +18

A46 West – eastbound trips 5 +14

A46 West – westbound trips 4 -52

10.2.4 This information has already been submitted to the HA as part of pre-application discussions, and it has been indicated that on the basis that there are no significant changes to the information provided above, then they are highly unlikely to require further assessment work or raise an objection to the proposals.

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11 Summary and Conclusions

11.1 Summary

11.1.1 This report accompanies an outline planning application for a new garden suburb which will include residential, employment and community uses. The mix of uses ensures that a number of journey purposes will be provided for within the site. The nature of the development will therefore reduce the need to travel to off-site destinations, and a number of trips will be contained within the site.

11.1.2 For longer distance trips not catered for within the development, the key destinations for travel will be Loughborough, Leicester, and Nottingham. Given the distance to these destinations, walking is not considered to be practical, rather trips are likely to be undertaken by cycle, bus, rail, or a combination of these modes e.g. bus and rail or cycle and rail.

11.1.3 An Integrated Transport Strategy for the site has been developed and this includes the following elements:

• Walking/Cycling Strategy • Public Transport Strategy • Smarter Choices Strategy • Highway Strategy

11.1.4 The walking/cycling strategy includes the following key proposals:

• New off-road foot/cycle connection from the site to Loughborough via Alsop’s Lane. • New off-road foot/cycle link from the site to Hoton. • The applicant is also willing to provide a S106 contribution towards wider footway improvements to enhance connections to Loughborough.

11.1.5 The public transport strategy includes the following key proposals:

• A new bus service to the site to complement the existing number 9; this will enable a 15 minute connection to Loughborough and the rail station, therefore providing an attractive connection to Loughborough. • The entire development will be within 400m of a bus stop.

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11.1.6 The smarter choices strategy includes the following key proposals:

• Travel Plan for the development site. • Funding to be provided to enable personalised journey planning to be delivered to households in the existing residential areas in close proximity to the site.

11.1.7 The vehicular access strategy for the development includes the proposed diversion of the A60 Loughborough Road from the current alignment, with a new highway link being provided between the A60 and the junction of Barrow Road/Cotes Road. The vehicular access strategy not only facilitates access to the development, but also offers a number of wider network capacity and highway safety benefits. The strategy also offers significant benefits to the existing residents of Cotes with regard to a significant reduction in traffic flows in the village itself and consequential improvements in respect of noise and air quality.

11.1.8 The key benefits of the highway strategy are:

• The village of Cotes will in effect become a cul-de-sac and there will be no through traffic on the existing section of Stanford Lane from the A60 to the proposed sports pitches, or the section of the A60 which passes existing dwellings. This offers significant benefits to the existing residents of Cotes with regard to a reduction in traffic flows, and potential improvements in respect of noise and air quality. • The existing A60/Barrow Lane priority junction which is currently subject to congestion during peak periods, will be closed during future phases and this movement will be catered for by a new roundabout at the junction of Barrow Road/Cotes Road. This will bring benefits both in terms of network capacity and highway safety. • The narrow section of Stanford Lane immediately to the north of Cotes will be closed to through traffic and will be replaced by a new road link through the development site. This will bring benefits in terms of highway safety. • The current priority junction at Meadow Lane/Stanford Lane is sub-standard when considered against design guidance due to poor visibility on all approaches to the junction. The proposed improvement at this location to provide a three arm roundabout will bring benefits both in terms of network capacity and highway safety.

11.1.9 The vehicular travel demand for the site has been estimated using the TRICS database. The distribution of development traffic has been generated by LLITM. The highway assessment has been undertaken using a combination of observed flow data and outputs from LLITM. This approach is considered to provide a robust assessment.

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11.1.10 It is considered that the junction capacity results presented in this report demonstrate that the impact of the development proposals on the operation of the local road network would not be severe. Furthermore the results presented are considered to represent a worst case assessment as:

• No reduction in development flows has been applied to reflect the implementation of a Travel Plan for the site, or the PTP measures to be rolled out to local residents on the A60 corridor; • The signalised junctions assessed are understood to be subject to either MOVA or SCOOT control, yet the associated benefits of these methods of control has not been included within the LINSIG modelling. • Given the location of the junctions assessed in relation to the strategic development sites identified in the Charnwood Emerging Core Strategy, the application of TEMPRO growth of circa 15% from 2013 to 2026 is considered to be robust. • The future year assessed is 2026 which represents a thirteen year design horizon from the anticipated registration date of the application.

11.2 Conclusions

11.2.1 In conclusion, the integrated transport strategy for the site will facilitate the development and also bring wider benefits to other users of the network. The impact of the development proposals has been assessed and in consideration of Paragraph 32 of the NPPF, the impacts are not considered to be severe and therefore it is considered that permission for the proposed development should not be withheld on transport grounds.

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Appendix A Scoping Correspondence

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Appendix B Traffic Count Information

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Appendix C PIA Data

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Appendix D Public Rights of Way Map

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Appendix E Illustrative Masterplan

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Appendix F Indicative Phasing Strategy

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Appendix G Rodgers Leask Drawing: D12-216-201

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Appendix H Bus Consultation - Questionnaire

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Appendix I Highway Strategy Drawings

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Appendix J MVA Technical Notes

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Appendix K TRICS Outputs

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Appendix L LLITM Outputs

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Appendix M Traffic Flow Diagrams

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Appendix N Junction Capacity Assessments

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