Transport Statement

Hawkesbury Marina and Canal Village

Nuneaton and Bedworth Borough Plan 2011 – 2031 Publication (2017)

TRANSPORT STATEMENT

Prepared by: Entran Ltd

On behalf of: Terra Strategic

DATE: March 2017

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DATE: March 2017

Hawkesbury Marina and Canal Village

Nuneaton and Bedworth Borough Plan 2011 – 2031 Publication (2017)

TRANSPORT STATEMENT

Revision Date Notes Author Checked Approved

V1 12/15 Issue RAF RLF RGW

V2 03/16 Updated from 12/15 RGW RLF RAF

Entran Limited 7 Greenway Farm Bath Road Wick Bristol BS30 5RL

T: 0117 937 4077

1 Hawkesbury Marina – Transport Statement DATE: March 2017

CONTENTS

1. INTRODUCTION 3 2. SITE LOCATION AND DESCRIPTION 4 3. LOCAL TRANSPORT NETWORK 5 4. SITE PLANNING HISTORY 6 5. ACCESSIBILITY AUDIT 10 6. HIGHWAY CAPACITY 14 7. ONGOING DISCUSSIONS 18 8. SUMMARY AND CONCLUSIONS 21

FIGURES

5.1 5km cycle distances 5.2 Bus routes

APPENDICES

A December 2015 Transport Statement B Email dated 04/05/2016 C Trip calculations D Email dated 21/10/2016 E MDS Transmodal Report (Nov 2016) F Email dated 07/12/2016 G MDS Transmodal Updated Report (Dec 2016) H Email dated 13/12/2016 I Email to WCC dated 13/12/2016 J MDS Transmodal Report March 2016

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1. INTRODUCTION

1.1. This Transport Statement (TS) has been prepared by Entran Ltd in support of a planning submission promoting Hawkesbury Marina and Canal Village for inclusion as an allocation for residential-led mixed use development in the Nuneaton and Bedworth Borough Plan. The Hawkesbury Marina and Canal Village Design Vision document (December 2015) that accompanies this representation shows that the site can deliver:

· At least 480 dwellings including affordable homes (including at the adjacent Borough Plan site reference: NUN181 Land of Stockley Road, Hawkesbury which is allocated for 80 dwellings); · Canal Marina (circa 75 berth); and · Important foot and cycle paths including the missing Sustrans link.

1.2. This report provides transport evidence in support of this submission. 1.3. It is noted that this evidence has been prepared as an update to the December 2015 Transport Statement (Attached as Appendix A ) upon which Warwickshire Council Highways have responded and ongoing negotiations have been taking place.

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2. SITE LOCATION AND DESCRIPTION

2.1. The site is located within the southern boundary of Nuneaton and Bedworth Borough and directly adjacent to Coventry and Rugby administrative areas. It lies immediately to the north of Hawkesbury Village, between Bedworth to the north and Coventry to the southwest. 2.2. The site is bounded to the west by a railway line and to the east by Coventry Canal. Beyond the railway to the west is Bayton Road Industrial Estate, a very large employment area. In addition to the railway line to the west, and canal to the east, the site is bounded to the south by adjacent housing. 2.3. Not far to the south of the site Coventry Canal is joined by Oxford Canal at Hawkesbury Junction/Sutton Stop. Sutton Stop is the focus of old canal side cottages which are located within Hawkesbury Conservation Area. On the western side of Coventry Canal are some permanent moorings but on the eastern side, boaters are restricted to a seven day stay. Limited facilities are provided for boaters in a building at Sutton Stop. 2.4. Beyond Coventry Canal to the east are open countryside, woodland and farmland. Directly to the north is woodland which links into a network of open space south of Bedworth town centre. 2.5. Hawkesbury Village is a relatively new housing settlement, developed around Blackhorse Road, which leads off the main Bedworth to Coventry Road. Until around 1999 there were only three streets with approximately 140 houses.

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3. LOCAL TRANSPORT NETWORK

3.1. The site takes vehicular access from two residential roads to the south, Stockley Road and Sephton Drive. Both are relatively new residential roads constructed in a conventional manner with 5.5m wide carriageways, 2m wide footways on both sides and a comprehensive system of street lighting. Stockley Road includes a speed control island midway along its length. 3.2. Both residential roads take access from Blackhorse Road, a local distributor road. Blackhorse Road also has footways on both sides and street lighting. A system of traffic calming features have been installed to reinforce the 30mph speed limit. 3.3. Blackhorse Road leads west to a signalised four-arm junction with Longford Road/Coventry Road. Between the site and the signal junction, Blackhorse Road has a junction with Ironbridge Way. Originally Ironbridge Way was the side road at this junction but a local safety scheme introduced a change of priorities so that Blackhorse Road (east) now gives way to the Ironbridge Way/Blackhorse Way (west) through route. 3.4. Immediately west of this junction the Coventry to Nuneaton rail line crosses Blackhorse Road by means of a level crossing. 3.5. From the site, Blackhorse Road also leads southwards over the canal by a single width bridge with two-way shuttle signals. South of the canal the road becomes known as Grange Road, then Oakmoor Road before joining Longford Road by means of a simple three-arm priority junction. 3.6. Longford Road leads north to Bedworth and south to Coventry; it also provides a link via the B4113 to junction 3 of the M6 Motorway. 3.7. There are long distance recreation paths that traverse to the north, southeast and west. The site connects with well used cycle networks – Local Route along Coventry Canal, Regional Route 52 to Coventry and is close to Regional Route 11 the North Warwickshire cycleway.

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4. SITE PLANNING HISTORY

4.1. The detailed planning history of this site is described in the supporting planning evidence by Tetlow King Planning.

4.2. Most recently appeals were submitted against the decision of NBBC to refuse two applications 031405 and 031950. The first appeal APP/W3710/A/13/2192451 for up to 200 dwellings and other uses was made on 5 February 2013 and the second appeal APP/W3710/A/13/2195969 for up to 169 dwellings and other uses was made on 4 April 2013.

4.3. The first planning application was for the creation of a canal marina up to 150 berths, 40 allotments, community centre, up to 200 dwellings (up to 50 to be affordable), public open space including retention & creation of foot & cycle paths, creation of natural play area and associated landscaping. (Outline including access).

4.4. This planning application was refused permission by Nuneaton and Bedworth Council for a single reason:

Reason 1 “Paragraph 32 of the National Planning Policy Framework 2012 states: - All developments that generate significant amounts of movement should be supported by a Transport Statement or Assessment. Plans and decisions should take account of whether: i. the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; ii. safe and suitable access to the site can be achieved for all people; iii. improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented on transport grounds where the cumulative impacts of development are severe. (i) The proposal is contrary to this paragraph in that the development is too intensive in an area which lacks adequate highways infrastructure. Inadequate provision for highway improvements have been made with the application. This results in a development which is likely to be detrimental to highway and pedestrian safety in the area. (Contrary to guidance contained in paragraph 32 of the National Planning Policy Framework March 2012).”

4.5. Whereas paragraph 32 is directly quoted, covering a range of transport related issues, the reason for refusal was specific to three transport-related areas:

a. A concern that the development was too intensive in an area with inadequate highway infrastructure; b. A concern that the proposed development included insufficient highway improvements; and c. As a consequence of these concerns the proposed development would be likely to be detrimental to highway and pedestrian safety. 4.6. By citing paragraph 32 of NPPF the local planning authority was stating that their concerns in this regard were such that they considered the impact of the proposed development would be severe.

4.7. The second application included the same schedule of accommodation but with fewer dwellings; up to 169. That application was also refused planning permission by Nuneaton and Bedworth Council. Despite the second application being for fewer dwellings the Council’s decision repeated the reference to NPPF and the first reason for refusal but added a second reason for refusal.

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Reason 2 “Paragraph 70 of the National Planning Policy Framework 201 2 states:- To deliver the social, recreational and cultural facilities and services the community needs, planning policies and decisions should: i. Plan positively for the provision and use of shared space, community facilities (such as local shops, meeting places, sports venues, cultural buildings, public houses and places of worship) and other local services to enhance the sustainability of communities and residential environments; ii. Guard against the unnecessary loss of valued facilities and services, particularly where this would reduce the community’s ability to meet its day -to-day needs; iii. Ensure that established shops, facilities and services are able to develop and modernise in a way that is sustainable, and retained for the benefit of the community; and iv. Ensure an integrated approach to considering the location of housing, economic uses and community facilities and services. (ii)The proposal is contrary to this paragraph in that the development does not offer housing that is well integrated with community facilities and services, namely local shops, schools and medical facilities and would therefore not be sustainable. (Contrary to guidance contained in paragraph 70 of the National Planning Policy Framework March 2012).”

4.8. Whereas paragraph 70 is directly quoted, covering a range of land use planning objectives, the second reason for refusal simply stated that the proposed housing was not considered to be well integrated with local facilities. It is still not clear why the Council considered the larger scheme was acceptable in terms of its integration with local community facilities but the smaller scheme was sufficiently unacceptable in this regard as to warrant a second reason for refusal.

4.9. Both decision notices referred exclusively to the NPPF rather than to any policies of the local planning authority or the local highway authority.

4.10. Detailed highway capacity assessments demonstrated that the proposals would have no material detrimental effect on any part of the local highway network. This was supported by the Highway Authority and Highways Agency.

Inspector’s report

4.11. The Inspector’s report (September 2013) stated:

“In conclusion, I consider that the evidence demonstrates the additional traffic likely to be generated by the proposed development could be adequately accommodated within the existing transport network, without any significant adverse impact on the safety of pedestrians and other road users. In this respect, there would be no harm to weigh against permitting the proposed development”. (Paragraph 11.33)

4.12. The Inspector also considered the accessibility of the site in terms of proximity to local facilities. The Inspector found that:

“When compared against the guidance set out in the IHT publication Guidelines for Providing for Journeys on Foot (2000), it is apparent that the nearest convenience store, post office, catchment- area primary school, public house, café and employment opportunities fall within the preferred maximum walking distance; the nearest nursery, leisure centre, dental practice and GP surgery do not.

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Foxford Secondary School is within the preferred maximum walking distance, but this lies within the Coventry catchment area; Ash Green secondary, which is Hawkesbury Village’s ‘official’ catchment area secondary school [HVF 1], is some 1.52km beyond the preferred maximum walking distance. The nearest bus stops, at 400m or 420m from the appeal site depending on the route required, are either just at the edge or just beyond the preferred maximum walking distance of 400m.

It is important to bear in mind that attempting to predict the circumstances in which individuals may or may not walk to local facilities cannot be an exact science, as it depends to a large degree on individual choices and lifestyles. Some people walk faster and farther than others, and some have health issues which prevent them from walking at all. A walking route may be attractive in summer, but off-putting in winter: for example, a path that has views over countryside and a canal, but is unlit and involves an underpass [6.9]. Nevertheless, the IHT guidance serves the useful function of providing some general indication of the distance beyond which the majority of people might be considered more likely to drive rather than walk”. (Paragraph11.36-11.37)

4.13. The Inspector’s conclusions stated:

“I have also found that occupiers of the proposed housing would be reliant to some extent on the use of private vehicles, due to the distance of the appeal site from some local facilities and services, and some weight should be attached to this adv erse impact.” (Paragraph 11.73)

4.14. It is indeed the case that some local facilities are further than the IHT preferred walking distances but these are generally facilities visited infrequently. The facilities visited frequently are generally well within walking distance. Furthermore, those facilities beyond walking distance may be accessed by bike or by using public transport and do not therefore necessarily increase reliance on the private car. This is addressed in Section 5.

Secretary of State

4.15. In considering the Inspector’s report the Secretary of State agreed with the Inspector that:

“For the reasons given by the Inspector at IR 11.19 -11.32, the Secretary of State agrees that the evidence demonstrates the additional traffic likely to be generated by the proposed development could be adequately accommodated within the existing transport network, without any significant adverse impact on the safety of pedestrians and other road users. In this respect, he agrees with the Inspector’s conclusion that there would be no harm to weigh against permitting the proposed development. ” (Paragraph 19)

4.16. Furthermore, the SofS found that:

“The Inspector notes in his report (IR11.34) that the Council’s reason for refusing the Appeal B development involving up to 169 houses (but not the Appeal A development involving up to 200 houses) included the concern that the housing would not be well integrated with local shops, schools and medical facilities, and therefore would not be “sustainable”. For the reasons given by the Inspector at 11.35 – 11.39, the Secretary of State agrees with the Inspector that harm of some weight would result from the associated increase in reliance on journeys made by private car. He also agrees that, whilst the Council does not allege any conflict in this respect with any specific adopted Development Plan policy, there would be conflict with the general thrust of national policies which seek to promote travel by more sustainable modes of transport.” (Paragraph 20)

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It is important to note that the Council did not raise this as an issue when considering the larger scheme, and that they did not consider it was contrary to any adopted Development Plan Policy. The Inspector merely stated that occupiers of the proposed housing would be reliant to some extent on the use of private vehicles, due to the distance of the appeal site from some local facilities and services. The SofS included this consideration when weighing up the balance of harm versus benefits when considering the proposal to develop land within the Green Belt.

Warwickshire County Council

4.17. In considering Entran’s December 2015 Transport Statement, Warwickshire County Council (the Highway Authority) responded as follows:

“…I have looked through the TA for Hawkesbury Marina. I have a few concerns about th e assessment that has been undertaken these a listed below;

Majority of the argument for the promotion of the site is based on appeal sites and decisions by PINS;

The lack of services in close proximity to the development site will lead to a reliance on car based journeys from the development;

The Highway Network on Blackhorse Road / Grange Road needs to be full assessed as it suffers from capacity constraints during the AM and PM Peak Periods.

The following junctions have not been assessed fully and require doing so to identify what mitigation is required;

· Blackhorse Road / Ironbridge Way (Prioity T Junction); · Blackhorse Road / Ironbridge Way (Roundabout Junction); and, · Longford Road / Oakmoor Road (CCC Highway) The Highway Authority is concerned about the capacity constraints at the operation of the Coventry Road / Blackhorse Road / Longford Road / Wilsons Lane Signalised Junction. The modelling outputs demonstrate that the junction would be reaching its capacity based on modelling. However no description is provided on what the mitigation scheme would be, and whilst the document states that this has been agreed by the Highway Authority, there is no correspondence to support this position.

Mention is made of PARAMICS modelling however no outputs have been provided. therefore the Highway Authority cannot take a thorough review... ” (Copy provided in Appendix B)

4.18. In response, Entran had a discussion with Alan Law, County Transport Modeller, Transport Planning, Warwickshire County Council (who was also involved in the appeal schemes) on 4 May 2016, with the following outcome:

1. “Given the age of the original modelling utilising this is not acceptable. 2. WCC appear to be waiting on NBBC to confirm some analysis parameters before they can finalise the Local Plan Strategic model, which he expects to be in the next 8 weeks. 3. Following completion and validation of that model, WCC can progress and finalise the Nuneaton and Bedworth detailed model. Alan’s best estimate is mid -September. 4. At this point in time we will be able to interrogate the model in more detail such that the impact of our proposals on the local highway network can be identified by junction (exactly as we did before). 4.19. This Transport Statement therefore identifies discussions resultant of the above.

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5. ACCESSIBILITY AUDIT

Walking 5.1. Acceptable journey distances on foot vary depending on the purpose of the journey, the environment in which the journey is taking place and of course the individual walking. Prior to being superseded by the NPPF, PPG13 suggested that walking offers the greatest potential to replace short car trips for journeys less than 2km. The IHT guide ‘Providing for Journeys on Foot’ suggests that for journeys to work a desirable walking distance would be 500m, an acceptable walking distance would be 1km and the preferred maximum walking distance would be 2km, in line with the PPG13 advice. 5.2. The Institution of Highways and Transportation’s (IHT) publication ‘Guidelines for Providing for Journeys on Foot’ (2000) provides guidance on suggested accept able walking distances from new residential developments to some common facilities. Table 5.1 below summarises a pedestrian journey time exercise, starting from the centre of the Hawkesbury Marina site and mapping routes along existing or proposed pedestrian routes. In each case the table identifies whether the facilities are greater or less than the IHT’s preferred maximum distances. Table 5.1 – Walking distances to local facilities

Walking Distance via IHT Guidance illuminated public Providing for Journeys Service or Facility Route highway on foot. (Preferred Shorter/ (see Appx RF-C) Max.) longer

Daily

420m / 400m depending Bus Stop Blackhorse Road 400m Shorter on route required

Primary School Jacker’s Road 1800m 2000m Shorter

Secondary School Grang e Road 1500m 2000m Shorter

Nursery / Day Care Lady Lane 2300m 2000m Longer

Convenience Store Blackhorse Road 650m 2000m Shorter

Employment Upgraded subway 450m 2000m Shorter

Weekly

Coventry Road Small Supermarket 1150m 1200m Shorter Exhall

Post Offi ce / Hair Coventry Road 1150m 1200m Shorter Dressers / Cafe Exhall

Local Pub Blackhorse Road 420m 1200m Shorter

Bedworth Leisure Leisure Centre 1800m 1200m Longer Centre

Church Coventry Road 2000m 1200m Longer

Infrequent

Dentist Coventry Road 1800m 1200m Longer

Doctors/Health Longford Road 2400m 1200m Longer

Community Centre School Lane 1400m 1200m Longer

5.3. It is clear from this assessment that most facilities that are used daily are well within the preferred 10 Hawkesbury Marina – Transport Statement DATE: March 2017

maximum distance, the exception being Nursery/Day Care. Similarly, the majority of facilities that might be used on a weekly basis are also within the preferred maximum walking distance including a new supermarket on Coventry Road, a Post Office and a public house. The nearest church is 2km fro m the site which exceeds the IHT’s guidance but is still only 20 -25 minutes’ walk. Bedworth Leisure Centre is 1.8km (20 minutes’ walk) using illuminated routes on the public highway but will be significantly less using the link to Sustrans Route 52 that would be delivered by the Hawkesbury Marina site. 5.4. This assessment does show that medical services such as doctors and dentists are further from the proposed development than the IHT’s preferred maximum walking distances but are not referred to in the advice contained in NPPF policies; however, for many people these are visited infrequently, particularly compared to other destinations such as schools, employment or food retail uses. It is important to note that the appeal proposals comprise a canal marina, new allotments for the local community and a new community centre. The residential element is enabling development which allows these new facilities to be delivered. The proposed development would place these new facilities at the heart of the community.

Cycling 5.5. Table 5.1 relates to walking distances only. Clearly, a far wider catchment can be reached by bicycle. The proposed development would deliver a new cycle link between Exhall and Bedworth and provide a convenient route from the development to all the facilities in Bedworth. All the services and facilities listed in Table 5.1 would be within easy cycling distance of the appeal proposals 5.6. The Department for Transport Local Transport Note (LTN) 2/08 ‘Cycle Infrastructure Design’ includes section 1.5 ‘Typical cycle trip distances’. It states. “In common with other modes, many utility cycle journeys are less than three miles, although, for commuter journeys, a trip distance of over five miles is not uncommon. Novice and occasional leisure cyclists will cycle longer distances where the cycle ride is the primary purpose of their journey. A round trip on a way-marked leisure route could easily involve distances of 20 to 30 miles. Experienced cyclists will often be prepared to cycle longer distances for whatever jo urney purpose”. 5.7. Figure 5.1 below shows the area that can be reached within a 5km (15-20 minutes) cycle ride. It is clear that the whole of Bedworth and Longford are within easy cycling distance of the site, but so too is much of north Coventry including Longford Park, Great Heath and Bell green. Figure 5.1 – 5km cycle distances.

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Public transport The site is served by bus service 78/78A. The nearest bus stops are on Blackhorse Road less than 5 minutes’ walk from the centre of the site. Table 5.2 below s ummarises the available services. Table 5.2 – Bus route summary No Route Duration Frequency 78/78A University Hospital – Arena Retail 0750 - 1858 Hourly Park – Blackhorse Road – Bedworth – George Eliot Hospital

5.8. Figure 5.2 shows an extract from the Nuneaton and Bedworth bus routes map. Figure 5.2 – Bus routes

5.9. The nearest rail station is Bedworth, 1.7km north of the site. The Hawkesbury Marina site would deliver an important link to Sustrans route 52 which would mean the station would be accessible on foot in around 15-20 minutes, or accessible by bike in around 5 minutes. Bedworth station has secure cycle parking facilities. Trains from Bedworth provide access to Coventry and Nuneaton as well as links to the wider local and national rail network.

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Section summary 5.10. This assessment shows that site is very well integrated with a wide range of local community facilities and services. The most frequently visited facilities lie within easy walking distance of the site. Some infrequently visited facilities fall beyond recommended walking distances but all could be accessed by bike or using public transport. Any development of this site would be supported by a Travel Plan which would capitalise on these links, promote sustainable travel behaviour and reduce reliance on the private car. Furthermore, the development of this site would deliver new leisure and community facilities and new pedestrian and cycle links for the existing local community. 5.11. Furthermore, fact that the Borough Plan allocates the adjacent site for 80 dwellings and given that it is in the same location as the application site to which this report refers makes it clear that NBBC must consider that both sites are in a sustainable location with regards to access to facilities and services.

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6. HIGHWAY CAPACITY

2015 Public Inquiry Submission 6.1. In 2015 the Highway Authority raised no objection to the proposal for 200 houses and marina on this site and accepted the methodology used to determine the impact of development on the surrounding highway network. 6.2. At that time t he Council’s network PARAMICS model demonstrated that the two highway constraints closest to the site are the level crossing to the west and the canal crossing to the south. Both of these have linear link constraints meaning that they are not affected by turning movements but suppress the free flow of traffic by temporarily stopping traffic. In the case of the level crossing both streams of traffic are held at the same time and in the case of the canal crossing there is a two-way shuttle working (signal controlled). 6.3. Importantly, in each case the red light will cause a queue of traffic (if vehicles arrive during that cycle) and then release them in a platoon. If the road becomes busier then each platoon will contain more vehicles but this will have no impact on the operational capacity of the highway network. A longer queue at the red light gives the impression to drivers of more ‘congestion’ but the journey time for drivers is unaffected. The only exception to this would be if the queue became so long that the platoon could not be released in one cycle. The PARAMICS model showed that the cycle times at both locations would adequately accommodate very large platoons, significantly greater than is being considered here. 6.4. The future year PARAMICS model was upgraded by the applicant at the time to take into account the Nuneaton-Coventry rail upgrade scheme (NUCKLE) and the resultant increase in level crossing barrier frequency. 6.5. The primary highway constraint is the linked Blackhorse Road / Coventry Road and Bayton Road / Coventry Road signal junctions. These junctions were assessed in the Transport Assessment (TA) (March 2012) for the proposed marina and up to 200 houses. A supplementary Technical Note was produced in January 2013. Mitigation was agreed with the highway authority which achieved adequate capacity at the junctions. This was examined in detail by the Planning Inspector who found the agreed methodology was sound and that the development would not have an adverse impact on the highway network. The Secretary of State upheld this conclusion.

December 2015 Transport Statement 6.6. The 2015 Transport Statement summarised the findings of an additional series of highway capacity sensitivity tests to determine the feasible quantum of re-development which could reasonably be accommodated on the local highway network. 6.7. The tests have been undertaken assuming the quantum of residential dwellings in the redevelopment proposal is revised upwards incrementally until the local network cannot accommodate any more. The tests assume private residential use, together with the other land uses. 6.8. The tests also retain the previously agreed 10% modal shift from car driver to other modes of transport including walking, cycle and public transport, as a result of the likely effects of the implementation of a Residential Travel Plan on site. 6.9. The previous tranche of modelling made use of WCCs PARAMICS model in order to dynamically distribute and assign development trips to and from the site onto the local highway network for both 2016 and 2026. 6.10. The flows were then taken and inserted into a more detailed calibrated LinSig network model of the linked Blackhorse Road / Coventry Road and Bayton Road / Coventry Road signal junctions. 6.11. Following the previous methodology, a pro-rata adjustment was made using the output data from the PARAMICS model. This was achieved by determining the difference between the ‘reference case’ PARAMICS model flows (i.e. no development) and the ‘with development’ PARAMICS model flows (i.e. with 200 residential units).

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6.12. This difference was then factored by the change in the quantum of development, and the ‘reference case’ PARAMICS model flows then added back on. 6.13. One key difference assumed for the new test was that there would be no further redistribution of baseline traffic as a result of the extra development trips, over and above 200 residential units. 6.14. Finally the PARAMICS queues were added on top, after the pro-rata adjustment of flows described above to provide a robust assumption of demand flows as per previous assessment work. 6.15. An iterative process was then followed, by incrementally ramping up the development quantum, deriving the flows in the spreadsheet, inserting into LinSig and re-running the model, adjusting the signal timings to suit. The following thresholds were observed to ensure the junction operation would not be compromised, namely: · A maximum Degree of Saturation of 90% on any one lane; and · A mean maximum queue of 23 PCU between the Blackhorse Road and Bayton Road signals representing about 75% of queue stacking capacity to avoid blocking back over stop-lines and degradation in junction capacity and operation. 6.16. The signal cycle time was retained at 88 seconds in the model and the call frequencies of pedestrian stage and the right-turn arrow as per the previous work. 6.17. The iterative process concluded a value of 525 residential units, however this notional value requires some additional evaluation as explained below. 6.18. Table 6.1 provides a comparison between the trip generation in the TA and the revised trip generation with the adjusted quantum of residential development. The full set of calculations is contained at Appendix A to the report attached as Appendix A. Table 6.1 - Comparison of Trip Generation

Period TA report, 200 dwellings Revised 525 dwellings Revised 525 dwellings + Ancillary us es and 10 % mode shift + Ancillary uses + Ancillary uses

Arrive Depart Arrive Depart Arrive Depart

08:00 -09:00 37 84 90 220 82 198

17:00 -18:00 84 57 215 141 194 127

6.19. The model summary results from the tests are provided in Table 6.2 and 6.3 with the model output given at Appendix B to the report attached at Appendix A to this report. The Degree of Saturation refers to the maximum ratio of flow to capacity; a value of 90% suggests an arm at practical capacity. The junction delay figures quoted are the overall delay to all drivers at each junction over the modelled hour period.

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Model results Table 6.2 Summary of Operational Results for Blackhorse Rd Junction

Scenario Period TA report, Revised 525 Revised 525 dwellings + Ancillary dwellings and 10 % 200 dwellings + Uses mode shift+ Ancillary Ancillary Uses Uses

Max Junction Max Junction Max Junction Deg. Sat Delay Deg. Sat Delay Deg. Sat Delay (pcuHrs) (pcuHrs) (pcuHrs) % % %

2016 AM 79.7% 13.7 89.0% 17.1 87.4% 16.4

PM 78.7% 13.9 84.6% 15.9 83.8% 15.4

2026 AM 81.4% 13.3 90.0% 16.7 88.2% 15.9

PM 93.9% 18.5 89.9% 18.9 89.7% 18.4

Table 6.3 Summary of Operational Results for Bayton Rd Junction

Scenario Period TA report, Revised 525 Revised 525

dwellings + Ancillary dwellings and 10 % 200 dwellings + Uses mode shift + Ancillary Uses Ancillary Uses

Max Junction Max Junction Max Junction Deg. Sat Delay Deg. Sat Delay Deg. Sat Delay (pcuHrs) (pcuHrs) (pcuHrs) % % %

2016 AM 84.9% 16.3 87.2% 17.3 87.1% 17.1

PM 82.8% 16.8 87.7% 19.0 87.4% 18.7

2026 AM 80.3% 14.2 84.7% 16.2 82.7% 15.7

PM 82.1% 17.4 88.9% 21.7 86.1% 20.6

6.20. The results in the above tables reveal that: · Notionally, it would appear that the proposed development of 525 private residential units could be accommodated at the signals, however this is subject to extrapolation assumptions made using the WCC PARAMICs flow distribution and assignment, which may be overly generous. · The extra 10% mode shift reduces delay and maximum degree of saturations by a small amount. 6.21. The full model results also reveal the following detail: · The increase in redevelopment from 200 to 525 dwellings does not materially increase the longest expected queue on Blackhorse Road in 2026, this is predominately due to an increase in green time on this approach.

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· There is some loss to the efficiency of the network as a whole which is as a result of the reallocations of green time to traffic heading to and from Blackhorse Rd. 6.22. It should be noted that LinSig can only model optimised fixed time and does not include the additional delay savings which would be introduced through a traffic responsive SCOOT-UTC system which can be of the order of 13%. Therefore the results shown in the modelling should be a robust indicator of likely junction performance.

Recommended housing numbers 6.23. This additional modelling work seeks to determine the likely quantum of development traffic which could be accommodated at the Blackhorse Road / Coventry Road and Bayton Road / Coventry Road traffic signal junctions, should the assumed redevelopment proposal for Hawkesbury Marina be increased in size from that considered in the 2012 Transport Assessment report and 2013 Technical Note. 6.24. The assessment work indicates a preliminary notional figure of 525 private houses. However, given the assumptions made when extrapolating the WCC PARAMICs model baseline traffic re-distribution, it is felt that the increased development traffic may be under-represented through the traffic signals. 6.25. However, the LinSig model does not account for the additional capacity that could be achieved through use of a SCOOT system so it is likely that any under-representation of flows through the junction would be off-set by the additional capacity achieved on the ground. 6.26. Further PARAMICS modelling in due course could rationalise this anomaly but for a robust assessment it is recommended that a further safety margin of between 5%-15% should be applied to the recommended development quantum. The indicative ceiling would therefore be within a range from 460 to 500 dwellings (mid-point 480). When the 80 dwellings from the adjacent site are deducted this leads to a recommended range of 380-420 with a mid-point of 400 units on the Hawkesbury Marina site.

17 Hawkesbury Marina – Transport Statement DATE: March 2017

7. ONGOING DISCUSSIONS

Hawkesbury Canal and Marina Site 7.1. Since May 2016, Entran have been in discussion with Warwickshire Council regarding their previously expressed concerns (4.1.19), which in turn could not realistically be addressed until the latest PARAMICS Model was approved. 7.2. In late 2016, the new strategic PARAMICS model was produced but did not include the site to which this report relates or indeed and quite surprisingly the level crossing which had been included in the previous 2015 PARAMICS model. 7.3. Clearly in order to assess the impact of the application site it was necessary to add both the Hawkesbury site and the level crossing into the model. In advance of this however, it was necessary to agree input criteria with Warwickshire Council including trip rates. The agreed trip rates are attached as Appendix C. 7.4. The agreed level of unit numbers to be inserted into the PARAMICS model was 480 (400 for the application site and 80 on the adjacent site, which is indeed allocated for 80 dwellings in the draft Publication Plan) and the agreed testing scenarios were: · Base · Base plus Hawkesbury (480 including 80 on adjacent site (1.1.1) · Base plus Hawkesbury plus Coventry sites 7.5. On the request of Warwickshire Council and prior to re-running the PARAMICS model to include the application site and the level crossing, rail advice was sought from both Network Rail and Warwickshire Council Public Transport Team as to the future of the level crossing in terms of barrier down time resultant of NUCKLE Phase 2. Warwickshire Council advised on 21/10/2016.

“So in an average hour you are currently looking at 13 minutes down time. This will increase to approx 20 mins from 2019 when there are 2 passenger services each way per hour. Beyond 2019 we have no forecast for passenger service growth, but given the 20 mins downtime from 2019 I do not think Hawkesbury can handle anymore houses without a bridge over the railway line. Obviously, the model may tell you differently, but politically there will be strong objection to a housing development of any size! ” (Copy of email provided in Appendix D) 7.6. On the further advice from Warwickshire Council, detailed rail information was sought from a recognised rail expert. The agreed rail expert was Mike Garratt from MDS Transmodal who advised, via a letter on a barrier down time of 12 minutes. This letter (attached as Appendix E) was sent to Warwickshire Council and due to time constraints the PARAMICS model was run for the agreed scenarios. 7.7. The initial PARAMICS model results extracted from the updated PARAMICS model were sent to Warwickshire Council on 02/12/2016 ( attached as Appendix F) with updated MDS letter sent on 07/12/2016 (attached as Appendix G). 7.8. The new model results at 2031 compared to those accepted by Warwickshire Council prior to the 2015 Public Inquiry for 2026 are presented as described below. It is noted that the 2015 results were based on a down time of 24 minutes and the 2016 results based on MDS Transmodal advice of 12 minutes down time.

18 Hawkesbury Marina – Transport Statement DATE: March 2017

Level Crossing

Average Hourly Maximum Queue Length Average Hourly Maximum Queue Length (Veh) - 0800 to 0900 (Veh) 1700 to 18:00 Junction 86 - Level Crossing Arm A Arm B Arm A Arm B

Blackhorse Blackhorse Road - Blackhorse Road - Blackhorse Road - Road - West East West East 2026 with dev as accepted by WCC as being not detrimental 10 29 17 59 to the safe operation of the local highway network New PARAMICS model - 2031 Local Plan Ref plus dev and 9 19 19 12 Coventry LP

Difference -1 -10 +2 -47

Coventry Road / Blackhorse Road QUEUING Average Hourly Maximum Queue Length (Veh) - Junction 85 (08:00 to 09:00) Junction 85 Arm A Arm B Arm C Arm D

B4113 Coventry Blackhorse Road - B4113 Coventry Wilsons Lane Road Exhall - North East Road Exhall - South

2026 with dev as accepted by WCC as being not detrimental to

the safe operation of the local 26 40 26 10 highway network New PARAMICS model - 2031 Local Plan Ref plus dev and 18 57 45 2 Coventry LP

Difference -8 +17 +19 -8

QUEUING Average Hourly Maximum Queue Length (Veh) - Junction 85 (1700 - 1800) Junction 85 Arm A Arm B Arm C Arm D

B4113 Coventry Blackhorse Road - B4113 Coventry Wilsons Lane Road Exhall - North East Road Exhall - South

2026 with dev as accepted by WCC as being not detrimental to 27 46 45 2 the safe operation of the local highway network New PARAMICS model - 2031 Local Plan Ref plus dev and 18 20 46 5 Coventry LP

Difference -9 -26 +1 +4

7.9. What the results of the additional modelling showed was that with the revised barrier down time from 24 minutes to 12 minutes, that despite an extended model testing period (up from 2026 to 2031) which includes an increase in background traffic and the inclusion of a significant level of additional housing over-and-above that tested in 2015, that the 2016 results of the model testing for the application site presented results better than previously accepted 2015 results for the level crossing 19 Hawkesbury Marina – Transport Statement DATE: March 2017

and neutral overall results for the Coventry Road / Black Horse Road junction. 7.10. Warwickshire Council again did not accept either the model output or the contents of the letter and required more certainty on level crossing down time. (Copy of email dated 13/12/2016 provided in Appendix H)

“Whilst account for NUCKLE demands is provided, there are a number of other proposals which will increase demand on the line and will thus increase the duration that the level crossing barrier is down. The site promoter's rail assessment should take into account the proposals for NUCKLE 1.2, for two freight paths per hour, the proposals in the NR Route Study, the West Midlands Rail Vision, CWLEP Rail Priorities and in the Midlands Connect aspirations. We consider that with the potential increase in demands on the line, combined with the allocation of housing at Sutton Stop and now potential for additional housing at Hawkesbury, that it will be inevitable that the crossing will either have to be closed or a bridge/tunnel will be required.

Furthermore, there is a growing political awareness of this issue and the local councillor (Julie Jackson) is acutely aware of local residents concerns regarding the impact of the crossing. It would be remiss and highly difficult to justify altering our position without sufficient evidence to support this. At this stage we have not been supplied this information. On this basis, I will not be considering the modelling submission supplied by Entran.

7.11. Following receipt of the above request, a telephone conference call was held with Warwickshire Council on 16 December 2016. Resultant of the conference call the brief for a further rail study was agreed on 07/02/2017 (Copy of email correspondence attached in Appendix I). The further rail study is attached as Appendix J.

Rail Study 7.12. The conclusion the rail study reached is that in the crossing in its present state a reasonable assumption is closure for 17.30 minutes/hour and that this could be reduced to 13.45 given improved train signalling systems. 7.13. In the very remote case where more trains are introduced onto the line such upgrades could limit closure times to 18.15/hour. 7.14. The present 'theoretical' position is the crossing is closed for 12.10 per hour so the most likely case is a deterioration of 5.20/hour.

Adjacent Site 7.15. In considering all of the above, it is important to note that quiet unbelievably and obviously wholly incorrectly, the adjacent site N&B local plan site reference: NUN181 Land of Stockley Road, Hawkesbury for 80 units the Council allocated the site without a transport submission, rail analysis or traffic modelling.

Outstanding Work 7.16. Following submission of this report, the next stages will be · Agree Rail parameters with Warwickshire Council · Re re-run model with a varied barrier down time · Agree revised modelling results 7.17. The intention at the end of the third bullet point will be to enable Warwickshire Council to remove their highways objection.

20 Hawkesbury Marina – Transport Statement DATE: March 2017

8. SUMMARY AND CONCLUSIONS

8.1. This Transport Statement (TS) has been prepared by Entran Ltd in support of a planning submission promoting Hawkesbury Marina and Canal Village for inclusion as an allocation for mixed use development in the Nuneaton and Bedworth Borough Plan. The Hawkesbury Marina and Canal Village Design Vision document that accompanies this representation shows that the site can deliver at least 380 dwellings including affordable homes; Canal marina (circa 75 berth) – the focus of the development; Large public park in the north; Important foot and cycle paths including the missing Sustrans link; Landscaping; Habitat enhancement; Children’s play area; Allotments; Provision for community building; and Ponds in the north would be retained as an ecological and landscaped focal point.

8.2. Recently two appeals were submitted against the decision of NBBC to refuse two applications 031405 and 031950. The first appeal for up to 200 dwellings and other uses was made on 5 February 2013 and the second appeal for up to 169 dwellings and other uses was made on 4 April 2013. The Inspector’s report recommended that permission be granted for housing on this site but the Secretary of State overturned that decision due to concerns about development in the Green Belt.

8.3. Both the Inspector and the SofS concurred with the highway authority and the (then) Highways Agency that the development of this site for up to 200 houses would have no adverse impact on the operation or safety of the surrounding highway network.

8.4. The Inspector concluded that whereas most frequently visited local facilities are within easy walking distance of the site, some less frequently visited facilities are further than the recommended walking distances. The occupiers of the proposed housing would be reliant to some extent on the use of private vehicles. The SofS included this consideration when balancing the benefit and harm of this development in the Green Belt.

8.5. Further analysis shows that whereas some infrequently visited facilities are located beyond the recommended walking distances, all those facilities can easily be reached by bike or using public transport. Development in this location does not therefore rely on travel by private car. It is certainly the case that a proportion of journeys to and from this site would be expected to be by car, but residents and visitors would have a viable choice of transport modes for all journeys. Any development on this site would be supported by a Travel Plan that would capitalise on these travel choices, promote sustainable travel and reduce reliance on the private car.

8.6. The development of this site would deliver local community facilities which would reduce the need for local residents to travel further afield to similar uses. The development would also deliver important pedestrian and cycle links which would not only make the development itself highly permeable and connected, but would also reduce walking and cycling distances between Hawkesbury Village and Bedworth.

8.7. Additional detailed analytical analysis including use of the C ouncil’s PARAMINCS model and the insertion of the application site and the level crossing identified that with the revised barrier down information and increased housing numbers that the local highway network operated within capacity.

8.8. Further to completion of the modelling, a detailed rail study has been undertaken which has advised that their might by 2031 be an increase in the barrier down time from 12 minutes to 17 ½ minutes.

8.9. Outstanding work to be undertaken includes: · Agree Rail parameters with Warwickshire Council · Re re-run model with a varied barrier down time · Agree revised modelling results 8.10. The intention at the end of the third bullet point will be to enable Warwickshire Council to remove their highways objection. 21 Hawkesbury Marina – Transport Statement DATE: March 2017

Appendix A

22 Hawkesbury Marina – Transport Statement

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(i) The proposal is contrary to this paragraph in that the development is too intensive in an area which lacks adequate highways infrastructure. Inadequate provision for highway improvements have been made with the application. This results in a development which is likely to be detrimental to highway and pedestrian safety in the area. (Contrary to guidance contained in paragraph 32 of the National Planning Policy Framework March 2012).”

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Reason 2 “Paragraph 70 of the National Planning Policy Framework 2012 states:- To deliver the social, recreational and cultural facilities and services the community needs, planning policies and decisions should: i. Plan positively for the provision and use of shared space, community facilities (such as local shops, meeting places, sports venues, cultural buildings, public houses and places of worship) and other local services to enhance the sustainability of communities and residential environments; ii. Guard against the unnecessary loss of valued facilities and services, particularly where this would reduce the community’s ability to meet its day-to-day needs; iii. Ensure that established shops, facilities and services are able to develop and modernise in a way that is sustainable, and retained for the benefit of the community; and iv. Ensure an integrated approach to considering the location of housing, economic uses and community facilities and services. (ii)The proposal is contrary to this paragraph in that the development does not offer housing that is well integrated with community facilities and services, namely local shops, schools and medical facilities and would therefore not be sustainable. (Contrary to guidance contained in paragraph 70 of the National Planning Policy Framework March 2012).”

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Foxfod Secondary School is within the preferred maximum walking distance, but this lies within the Coventry catchment area; Ash Green secondary, which is Hawkesbury Village’s ‘official’ catchment area secondary school [HVF 1], is some 1.52km beyond the preferred maximum walking distance. The nearest bus stops, at 400m or 420m from the appeal site depending on the route required, are either just at the edge or just beyond the preferred maximum walking distance of 400m.

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“I consider that the Council has not provided a clear and rational explanation for rejecting the advice of the highway authority, and instead adopting a position that conflicts with that advice.”

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Appendix B

23 Hawkesbury Marina – Transport Statement

DATE: March 2017

Appendix C

24 Hawkesbury Marina – Transport Statement $03($ .

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Calculation Reference: AUDIT-337901-160927-0928 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : B - AFFORDABLE/LOCAL AUTHORITY HOUSES VEHICLES

Selected regions and areas: 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NY NORTH YORKSHIRE 1 days WY WEST YORKSHIRE 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 54 to 280 (units: ) Range Selected by User: 50 to 400 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/07 to 17/09/13

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 1 days Tuesday 1 days Thursday 1 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 3 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 1 Edge of Town 2

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 2 No Sub Category 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HFR - WD Page 2 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

Filtering Stage 3 selection:

Use Class: C 3 3 days

Population within 1 mile: 10,001 to 15,000 2 days 15,001 to 20,000 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 1 days 75,001 to 100,000 1 days 250,001 to 500,000 1 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 2 days 1.1 to 1.5 1 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: No 3 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HFR - WD Page 3 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters

1 NY-03-B-01 TERRACED HOUSING NORTH YORKSHIRE NORTHALLERTON ROAD NORBY THIRSK Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 2 8 0 Survey date: THURSDAY 20/09/07 Survey Type: MANUAL 2 WM-03-B-01 SEMI DET./TERRACED WEST MIDLANDS YORKMINSTER DRIVE CHELMSLEY WOOD BIRMINGHAM Edge of Town Residential Zone Total Number of dwellings: 9 7 Survey date: MONDAY 17/10/11 Survey Type: MANUAL 3 WY-03-B-02 MIXED HOUSES WEST YORKSHIRE WHITEACRE STREET DEIGHTON HUDDERSFIELD Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HFR - WD Page 4 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

TRIP RATE for Land Use 03 - RESIDENTIAL/B - AFFORDABLE/LOCAL AUTHORITY HOUSES VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 3 144 0.046 3 144 0.167 3 144 0.213 08:00 - 09:00 3 144 0.121 3 144 0.225 3 144 0.346 09:00 - 10:00 3 144 0.107 3 144 0.116 3 144 0.223 10:00 - 11:00 3 144 0.130 3 144 0.139 3 144 0.269 11:00 - 12:00 3 144 0.142 3 144 0.123 3 144 0.265 12:00 - 13:00 3 144 0.107 3 144 0.118 3 144 0.225 13:00 - 14:00 3 144 0.121 3 144 0.093 3 144 0.214 14:00 - 15:00 3 144 0.125 3 144 0.146 3 144 0.271 15:00 - 16:00 3 144 0.174 3 144 0.102 3 144 0.276 16:00 - 17:00 3 144 0.160 3 144 0.125 3 144 0.285 17:00 - 18:00 3 144 0.223 3 144 0.169 3 144 0.392 18:00 - 19:00 3 144 0.155 3 144 0.104 3 144 0.259 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.611 1.627 3.238

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 54 - 280 (units: ) Survey date date range: 01/01/07 - 17/09/13 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 1 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

Calculation Reference: AUDIT-337901-160927-0938 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED VEHICLES

Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days EX ESSEX 1 days HC HAMPSHIRE 1 days SC SURREY 1 days WS WEST SUSSEX 1 days 05 EAST MIDLANDS LN LINCOLNSHIRE 3 days 06 WEST MIDLANDS SH SHROPSHIRE 4 days ST STAFFORDSHIRE 1 days WK WARWICKSHIRE 2 days WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days NY NORTH YORKSHIRE 6 days SY SOUTH YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 4 days MS MERSEYSIDE 1 days 09 NORTH CB CUMBRIA 2 days TW TYNE & WEAR 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 2 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 6 to 432 (units: ) Range Selected by User: 200 to 600 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/07 to 12/11/15

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 6 days Tuesday 9 days Wednesday 3 days Thursday 8 days Friday 6 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 32 days Directional ATC Count 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) 14 Edge of Town 18

Selected Location Sub Categories: Residential Zone 25 No Sub Category 7

Filtering Stage 3 selection:

Use Class: C 3 32 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 3 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

Filtering Stage 3 selection (Cont.):

Population within 1 mile: 1,001 to 5,000 5 days 5,001 to 10,000 10 days 10,001 to 15,000 6 days 15,001 to 20,000 6 days 20,001 to 25,000 3 days 25,001 to 50,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 3 days 25,001 to 50,000 4 days 50,001 to 75,000 1 days 75,001 to 100,000 9 days 100,001 to 125,000 7 days 125,001 to 250,000 3 days 250,001 to 500,000 5 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 10 days 1.1 to 1.5 22 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 2 days No 30 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 4 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters

1 CB-03-A-03 SEMI DETACHED CUMBRIA HAWKSHEAD AVENUE

WORKINGTON Edge of Town Residential Zone Total Number of dwellings: 4 0 Survey date: THURSDAY 20/11/08 Survey Type: MANUAL 2 CB-03-A-04 SEMI DETACHED CUMBRIA MOORCLOSE ROAD SALTERBACK WORKINGTON Edge of Town No Sub Category Total Number of dwellings: 8 2 Survey date: FRIDAY 24/04/09 Survey Type: MANUAL 3 CH-03-A-02 HOUSES/FLATS CHESHIRE SYDNEY ROAD

CREWE Edge of Town Residential Zone Total Number of dwellings: 1 7 4 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 4 CH-03-A-05 DETACHED CHESHIRE SYDNEY ROAD SYDNEY CREWE Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 5 CH-03-A-06 SEMI-DET./BUNGALOWS CHESHIRE CREWE ROAD

CREWE Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 2 9 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 6 CH-03-A-08 DETACHED CHESHIRE WHITCHURCH ROAD BOUGHTON HEATH CHESTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 Survey date: TUESDAY 22/05/12 Survey Type: MANUAL 7 ES-03-A-02 PRIVATE HOUSING EAST SUSSEX SOUTH COAST ROAD

PEACEHAVEN Edge of Town Residential Zone Total Number of dwellings: 3 7 Survey date: FRIDAY 18/11/11 Survey Type: MANUAL TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 5 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters (Cont.)

8 EX-03-A-01 SEMI-DET. ESSEX MILTON ROAD CORRINGHAM STANFORD-LE-HOPE Edge of Town Residential Zone Total Number of dwellings: 2 3 7 Survey date: TUESDAY 13/05/08 Survey Type: MANUAL 9 HC-03-A-17 HOUSES & FLATS HAMPSHIRE CANADA WAY

LIPHOOK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 6 Survey date: THURSDAY 12/11/15 Survey Type: MANUAL 10 LN-03-A-01 MIXED HOUSES LINCOLNSHIRE BRANT ROAD BRACEBRIDGE LINCOLN Edge of Town Residential Zone Total Number of dwellings: 1 5 0 Survey date: TUESDAY 15/05/07 Survey Type: MANUAL 11 LN-03-A-02 MIXED HOUSES LINCOLNSHIRE HYKEHAM ROAD

LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 8 6 Survey date: MONDAY 14/05/07 Survey Type: MANUAL 12 LN-03-A-03 SEMI DETACHED LINCOLNSHIRE ROOKERY LANE BOULTHAM LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 2 Survey date: TUESDAY 18/09/12 Survey Type: MANUAL 13 MS-03-A-03 DETACHED MERSEYSIDE BEMPTON ROAD OTTERSPOOL LIVERPOOL Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 5 Survey date: FRIDAY 21/06/13 Survey Type: MANUAL 14 NE-03-A-02 SEMI DETACHED & DETACHED NORTH EAST LINCOLNSHIRE HANOVER WALK

SCUNTHORPE Edge of Town No Sub Category Total Number of dwellings: 4 3 2 Survey date: MONDAY 12/05/14 Survey Type: MANUAL TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 6 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters (Cont.)

15 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: FRIDAY 14/10/11 Survey Type: MANUAL 16 NY-03-A-07 DETACHED & SEMI DET. NORTH YORKSHIRE CRAVEN WAY

BOROUGHBRIDGE Edge of Town No Sub Category Total Number of dwellings: 2 3 Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 17 NY-03-A-08 TERRACED HOUSES NORTH YORKSHIRE NICHOLAS STREET

YORK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 1 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 18 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE GRAMMAR SCHOOL LANE

NORTHALLERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 2 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 19 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE BOROUGHBRIDGE ROAD

RIPON Edge of Town No Sub Category Total Number of dwellings: 7 1 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL 20 NY-03-A-11 PRIVATE HOUSING NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Edge of Town Residential Zone Total Number of dwellings: 2 3 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 21 SC-03-A-04 DETACHED & TERRACED SURREY HIGH ROAD

BYFLEET Edge of Town Residential Zone Total Number of dwellings: 7 1 Survey date: THURSDAY 23/01/14 Survey Type: MANUAL TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 7 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters (Cont.)

22 SH-03-A-03 DETATCHED SHROPSHIRE SOMERBY DRIVE BICTON HEATH SHREWSBURY Edge of Town No Sub Category Total Number of dwellings: 1 0 Survey date: FRIDAY 26/06/09 Survey Type: MANUAL 23 SH-03-A-04 TERRACED SHROPSHIRE ST MICHAEL'S STREET

SHREWSBURY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 0 8 Survey date: THURSDAY 11/06/09 Survey Type: MANUAL 24 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE SANDCROFT SUTTON HILL TELFORD Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 25 SH-03-A-06 BUNGALOWS SHROPSHIRE ELLESMERE ROAD

SHREWSBURY Edge of Town Residential Zone Total Number of dwellings: 1 6 Survey date: THURSDAY 22/05/14 Survey Type: MANUAL 26 ST-03-A-05 TERRACED & DETACHED STAFFORDSHIRE WATERMEET GROVE ETRURIA STOKE-ON-TRENT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 4 Survey date: WEDNESDAY 26/11/08 Survey Type: MANUAL 27 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE A19 BENTLEY ROAD BENTLEY RISE DONCASTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 4 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 28 TW-03-A-02 SEMI-DETACHED TYNE & WEAR WEST PARK ROAD

GATESHEAD Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 Survey date: MONDAY 07/10/13 Survey Type: MANUAL 29 WK-03-A-01 TERRACED/SEMI/DET. WARWICKSHIRE ARLINGTON AVENUE

LEAMINGTON SPA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 6 Survey date: FRIDAY 21/10/11 Survey Type: MANUAL TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 8 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

LIST OF SITES relevant to selection parameters (Cont.)

30 WK-03-A-02 BUNGALOWS WARWICKSHIRE NARBERTH WAY POTTERS GREEN COVENTRY Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: THURSDAY 17/10/13 Survey Type: MANUAL 31 WM-03-A-03 MIXED HOUSING WEST MIDLANDS BASELEY WAY ROWLEYS GREEN COVENTRY Edge of Town Residential Zone Total Number of dwellings: 8 4 Survey date: MONDAY 24/09/07 Survey Type: MANUAL 32 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE BROADBRIDGE HEATH HORSHAM Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Tuesday 27/09/16 HPO WD Page 9 OFF-LINE VERSION Entran Ltd Wick Bristol Licence No: 337901

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 32 77 0.076 32 77 0.272 32 77 0.348 08:00 - 09:00 32 77 0.147 32 77 0.392 32 77 0.539 09:00 - 10:00 32 77 0.144 32 77 0.175 32 77 0.319 10:00 - 11:00 32 77 0.135 32 77 0.164 32 77 0.299 11:00 - 12:00 32 77 0.156 32 77 0.152 32 77 0.308 12:00 - 13:00 32 77 0.181 32 77 0.157 32 77 0.338 13:00 - 14:00 32 77 0.160 32 77 0.146 32 77 0.306 14:00 - 15:00 32 77 0.173 32 77 0.189 32 77 0.362 15:00 - 16:00 32 77 0.282 32 77 0.211 32 77 0.493 16:00 - 17:00 32 77 0.296 32 77 0.172 32 77 0.468 17:00 - 18:00 32 77 0.341 32 77 0.201 32 77 0.542 18:00 - 19:00 32 77 0.244 32 77 0.177 32 77 0.421 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.335 2.408 4.743

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/07 - 12/11/15 Number of weekdays (Monday-Friday): 32 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 2

Appendix D

25 Hawkesbury Marina – Transport Statement From: Nicola Small Sent: 21 October 2016 12:20 To: Howarth Richard Cc: Rob Williams Subject: Re: Trains passing over Hawkesbury Lane (Blackhorse Road) Level Crossing

Hi Rob

So in an average hour you are currently looking at 13 minutes down time. This will increase to approx 20 mins from 2019 when there are 2 passenger services each way per hour. Beyond 2019 we have no forecast for passenger service growth, but given the 20 mins downtime from 2019 I do not think Hawkesbury can handle anymore houses without a bridge over the railway line. Obviously, the model may tell you differently, but politically there will be strong objection to a housing development of any size!

Thanks, Nicola Small

NB: I am NOT in the office on Mondays

Principal Transport Planner Communities, Transport Planning, WCC, Barrack Street, PO BOX 43, Warwick CV34 4SX Direct Line: 01926 412105 Fax: 01926 412641

Why not visit www.warwickshire.gov.uk/travel or follow us on twitter @ChooseMoveWarks to discover how you can make sustainable & healthy travel choices for everyday journeys in #Warwickshire?

Alternatively, visit www.facebook.com/ChooseMoveWarks and 'like' the page to receive news, hints and tips.

On 21 October 2016 at 11:37, Howarth Richard wrote: Rob,

For passenger trains travelling towards Nuneaton, the barrier down time is usually 4 minutes 27 seconds; for trains travelling towards Coventry, the barrier down time is usually 4 minutes 5 seconds.

For freight trains travelling towards Nuneaton, the barrier down time is usually 2 minutes 47 seconds; for freight trains travelling towards Coventry, the barrier down time is usually 4 minutes 5 seconds.

There are variances to these times depending on the speed of the train. The reason for the greater barrier down time for passenger trains travelling towards Nuneaton is because the barrier remains down for passenger trains stopping at Coventry arena station.

I hope that helps.

Regards,

file:///C|/Users/robwi/Desktop/Hawkesbury%20Update/Appendix%20C.txt[12/03/2017 16:37:01] Richard

Richard Howarth Sponsor West Midlands - LNW Route Mobile: 07825 767177

Network Rail The Mailbox 100 Wharfside Street Birmingham B1 1RT

From: Rob Williams [mailto:[email protected]] Sent: 21 October 2016 09:59 To: Howarth Richard Cc: [email protected] Subject: RE: Trains passing over Hawkesbury Lane (Blackhorse Road) Level Crossing

Richard

Do you know how long the crossing is down during those times?

Kind regards

Rob Williams Director

Tel: 0117 937 4077 Mob: 07966 927 543 www.entranltd.com

Please note our new Bristol address; we are now at number 7.

From: Howarth Richard [mailto:[email protected]] Sent: 21 October 2016 08:52 To: Rob Williams Cc: [email protected] Subject: Trains passing over Hawkesbury Lane (Blackhorse Road) Level Crossing

Rob,

Following on from our conversation yesterday, please be advised of the following:

* On average, there are 2 passenger services that pass over Hawkesbury Lane Level Crossing per hour * On average, there is 1 non-passenger service (this includes engineering trains and freight trains) that passes over Hawkesbury Lane Level Crossing in an hour file:///C|/Users/robwi/Desktop/Hawkesbury%20Update/Appendix%20C.txt[12/03/2017 16:37:01] The reason I am advising that this is an average is because this will vary both at times of timetable disruption and any requirement for diversionary services. Additionally, because of the business model of freight operating companies, sometimes additional services are put in due to increased demand and sometimes services are cancelled if there is not sufficient demand.

If you would like any further information please let me know.

Regards,

Richard

Richard Howarth Sponsor West Midlands - LNW Route Mobile: 07825 767177

Network Rail The Mailbox 100 Wharfside Street Birmingham B1 1RT

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Appendix E

26 Hawkesbury Marina – Transport Statement Impact of the NUCKLE project on level crossing closure times at Blackhorse Lane, Bedworth

MDS Transmodal has been asked to consider the impact of the NUCKLE project on the level crossing at Blackhorse Lane in Bedworth. This level crossing lies immediately north of the closed railway station of Hawksbury Lane that Network Rail use as a timing point. We have analysed the passing times at this point.

The level crossing lies on the railway line between Coventry and Nuneaton. This line is currently used by a single passenger train set which shuttles between Coventry and Nuneaton performing 15 round trips per day plus approximately 18 freight trains operating on longer distance routes; typically between Southampton and Birmingham (Landor Street), Manchester (Trafford Park) or Merseyside.

The following tables show that the passenger services are highly consistent in their timings so that co-ordination between northbound and southbound timings should be achievable to minimise level crossing closure periods.

Passenger train timing reliability (sample week), minutes

Relative to timetable Northbound Relative to timetable Southbound <1 63 <1 0 - 26 - 45 >1 7 >1 40 >2 2 >2 8 >3 3 >3 7 Total in week 101 100

This shows that 87% of all train crossings were within one minute of their timetabled timing.

Clearly freight train movements in the peak hour tend to be more locally disruptive because of level crossing closure times. There is an average of only one freight train movement per weekday peak hour (10 in total) out of a total of 92 movements as well as 2 passenger train movements per peak hour.

13/03/17 14:38 Page 1 Our Ref: 216100n1

Freight trains passing/day (sample week)

Total AM peak (08.00 - Evening peak 09.00) (17.00 – 18.00) Monday 14 2 1 Tuesday 18 0 1 Wednesday 19 2 1 Thursday 17 0 1 Friday 19 1 1 Saturday 5 0 0 Sunday 0 0 0 Total 92 5 5

The NUCKLE project will add a bay platform at Coventry so that local trains can be more independent of main line trains and an extra passenger train set to allow service frequency to double from hourly to half hourly, almost certainly timed 30 minutes apart from the existing service.

Under current circumstances, the passenger train set passes the level crossing at approximately 24 and 52 minutes past the hour. The transit time between Coventry and Nuneaton is 22 minutes with around 10 minutes turnaround time at Nuneaton and 6 minutes at Coventry. The level crossing is more or less equidistance between the terminating stations. The bay platform at Coventry will provide more flexibility because local train scheduling will be more independent of main line trains.

The freight trains do not follow the same times each hour although there are some patterns. Several freight trains pass at approximately 08 -09, 14 – 16 and 54 – 57 minutes after the hour.

Evidence is available from an earlier planning application which suggests that if only a single train passing is involved the level crossing is closed for around 3 minutes. Typically, the crossing would be closed for 2.5 minutes before the train arrives with the closure procedure beginning when the train reaches a point around 3kms from the crossing. Freight trains can travel at the same speeds as passenger trains on the route (approx. 70 kph) but will have longer braking and acceleration times and their length will mean they can take up to 30 seconds longer to clear the crossing. We shall therefore assume that freight train crossings lead to 4 minute closures.

As there is only one passenger train on the route the only ‘economy’ in terms of timings across the crossing that can occur is if a freight train passes within 2 minutes of the passenger train (in the opposite direction). On the days examined, this occurs for around 20% of the freight trains ‘serving’ say 1 minute per crossing.

On this basis one would estimate that the crossing is closed 48 times per day for a mean of 4 minutes. We would expect that there will occasionally be cases where a freight train crossing (say) 5 minutes after a passenger train will lead to the crossing not opening for 8 minutes. A worst case will be when freight trains pass around 10 minutes apart with a passenger train passing in the opposite

13/03/17 14:38 Page 2 Our Ref: 216100n1 direction ‘between’ them that could lead to the crossing being close for at least 13 minutes because it would no t be ‘worth’ the crossing opening for a maximum of 2 minutes.

This having been said, the NUCKLE project will have little or no impact on level crossing timings. This is because the crossing is more or less equidistant between Coventry and Nuneaton. As a consequence, and given the extra flexibility that the new bay platform at Coventry offers, the northbound and southbound trains will pass the crossing at more or less exactly the same time. Currently, trains leave Coventry at 42 minutes past the hour, pass the crossing at 52 minutes and reach Nuneaton at 4 minutes past the hour. The train returns at 14 minutes past the hour and passes the crossing at 24 minutes after the hour. Simply by increasing the turnaround time at Coventry to 8 minutes (leaving 2 minutes later) and reducing the turnaround time at Nuneaton from 10 to 8 minutes and assuming the new second train operates exactly 30 minutes after the first, both trains can pass the level crossing at the same times (24 and 54 minutes past the hour respectively). Our analysis above shows that the trains maintain very reliable timings. This means the impact of NUCKLE will be negligible. A cautious assumption would be that typical closure times for passenger trains would rise from 3 to 4 minutes because for operational reasons the trains do not precisely coordinate (87% operate within one minutes of schedule). Taken together with existing freight train movements total closure time in a typical peak hour could therefore be approximately 8 minutes.

Our conclusion is, therefore, that the NUCKLE project will not have a material impact upon the capacity of the local road network.

MDS Transmodal 22/11/16

13/03/17 14:38 Page 3 Our Ref: 216100n1 DATE: March 2017

Appendix F

27 Hawkesbury Marina – Transport Statement From: Rob Williams Sent: 02 December 2016 14:45 To: Alan Law ([email protected]) Subject: Hawkesbury

Importance: High

Alan

I have now received the first set of model runs from Stuart which are summarised below. Clearly these might change subject to further rail work. However, based on the below I would suggest that the impact of the development is manageable.

Your thoughts going forward would be much appreciated.

Kind regards

QUEUING: Average Hourly Maximum Queue Length (Veh) - Junction 85 (17:00 to 18:00) Average Hourly Maximum Queue Length (Veh) - Junction 86 (1700 to 18:00) Junction 85 Arm A Arm B Arm A Arm B

B4113 Coventry Road Exhall - North Blackhorse Road - East Blackhorse Road - West Blackhorse Road - East VM10117.M001 - NBWA 2031 Local Plan Ref 17 14 9 9 VM10117.M002 - NBWA 2031 Local Plan Ref plus dev 17 22 18 12 VM10117.M003 - NBWA 2031 Local Plan Ref plus dev and Coventry LP

file:///C|/Users/robwi/Desktop/Hawkesbury%20Update/Appendix%20E.txt[12/03/2017 16:54:50] 18 20 18 11 Dev IMAPCT 1 8 10 3

QUEUING: Average Hourly Maximum Queue Length (Veh) - Junction 85 (08:00 to 09:00) Junction 85 Arm A Arm B Arm C Arm D

B4113 Coventry Road Exhall - North Blackhorse Road - East B4113 Coventry Road Exhall - South Wilsons Lane VM10117.M001 - NBWA 2031 Local Plan Ref 17 37 40 2 VM10117.M002 - NBWA 2031 Local Plan Ref plus dev 17 47 46 2 VM10117.M003 - NBWA 2031 Local Plan Ref plus dev and Coventry LP 18 57 45 2 Dev IMAPCT 0 10 6 0

file:///C|/Users/robwi/Desktop/Hawkesbury%20Update/Appendix%20E.txt[12/03/2017 16:54:50] QUEUING: Average Hourly Maximum Queue Length (Veh) - Junction 85 (08:00 to 09:00) Junction 85 Arm A Arm B Arm C Arm D

B4113 Coventry Road Exhall - North Blackhorse Road - East B4113 Coventry Road Exhall - South Wilsons Lane VM10117.M001 - NBWA 2031 Local Plan Ref 17 14 41 4 VM10117.M002 - NBWA 2031 Local Plan Ref plus dev 17 22 47 5 VM10117.M003 - NBWA 2031 Local Plan Ref plus dev and Coventry LP 18 20 46 5 Dev IMAPCT 1 8 7 1

Rob Williams Director

Tel: 0117 937 4077 Mob: 07966 927 543 www.entranltd.com

Please note our new Bristol address; we are now at number 7.

file:///C|/Users/robwi/Desktop/Hawkesbury%20Update/Appendix%20E.txt[12/03/2017 16:54:50] DATE: March 2017

Appendix G

28 Hawkesbury Marina – Transport Statement

DATE: March 2017

Appendix H

29 Hawkesbury Marina – Transport Statement Sent: 13 December 2016 13:41 To: Rob Williams Cc: Peter Barnett Subject: Fwd: Hawkesbury

Rob

This was the response sent to Kelly.

Regards

Alan

Alan Law BSc MCIHT County Transport Modeller Transport Planning Transport & Highways Communities Warwickshire County Council Tel: 01926 412044 Email: [email protected] www.warwickshire.gov.uk

------Forwarded message ------From: Alan Law Date: Tue, Dec 13, 2016 at 11:54 AM Subject: Hawkesbury To: FORD Kelly Cc: Peter Barnett , Ben Simm , Joanne Archer , Adrian Hart/PT/WarksCC

Kelly

WCC are not in a position to remove our objection to the inclusion of the Hawkesbury development site in the Borough Plan. Our rail experts have reviewed the evidence provided by the site promoter and do not consider that the review of demand accounts for all growth on the line up to the end of the Borough Plan period (2031).

Whilst account for NUCKLE demands is provided, there are a number of other proposals which will increase demand on the line and will thus increase the duration that the level crossing barrier is down. The site promoter's rail assessment should take into account the proposals for NUCKLE 1.2, for two freight paths per hour, the proposals in the NR Route Study, the West Midlands Rail Vision, CWLEP Rail Priorities and in the Midlands Connect aspirations. We consider that with the potential increase in demands on the line, combined with the allocation of housing at Sutton Stop and and now potential for additional housing at Hawkesbury, that it will be inevitable that the crossing will either have to be closed or a bridge/tunnel will be required.

file:///C|/Users/robwi/Desktop/Fwd%20Hawkesbury.txt[12/03/2017 17:05:34] Furthermore, there is a growing political awareness of this issue and the local councillor (Julie Jackson) is acutely aware of local residents concerns regarding the impact of the crossing. It would be remiss and highly difficult to justify altering our position without sufficient evidence to support this. At this stage we have not been supplied this information. On this basis, I will not be considering the modelling submission supplied by Entran.

Regards

Alan Law BSc MCIHT County Transport Modeller Transport Planning Transport & Highways Communities Warwickshire County Council Tel: 01926 412044 Email: [email protected] www.warwickshire.gov.uk

This transmission is intended for the named addressee(s) only and may contain confidential, sensitive or personal information and should be handled accordingly. Unless you are the named addressee (or authorised to receive it for the addressee) you may not copy or use it, or disclose it to anyone else. If you have received this transmission in error please notify the sender immediately. All email traffic sent to or from us, including without limitation all GCSX traffic, may be subject to recording and/or monitoring in accordance with relevant legislation.

Rob Williams Director

Tel: 0117 937 4077 Mob: 07966 927 543 www.entranltd.com

Please note our new Bristol address; we are now at number 7.

file:///C|/Users/robwi/Desktop/Fwd%20Hawkesbury.txt[12/03/2017 17:05:34] DATE: March 2017

Appendix I

30 Hawkesbury Marina – Transport Statement From: Peter Barnett Sent: 07 February 2017 12:24 To: Rob Williams Cc: Mike Garratt; Jonathan Adams (jonathan.adams@tetlow- king.co.uk); Alan Law; Nicola Small Subject: Re: Hawkesbury

Hi Rob

I am happy with your approach and particularly looking at the short-term scenario (the current plus an additional passenger train per hour in each direction from 2019/2020) and the long term scenario. In respect of the latter, it would be useful if you could give a view based of the strategy documents as to how long before this is likely to be delivered.

As the output of this very interesting railway work is a much more prosaic input to the highway model Alan Law has set out what he needs in terms of the output of your work:-

For modelling the site impacts and the delay caused by the barriers being down we will need to know the following: * Modelled periods are 0700-1000 and 1600-1700 however to understand off peak impacts on local residents we would like to see a full 24hr breakdown. * The time the barrier is triggered (would be best if this was accurate or within a 15 minute time frame). * The duration the barrier is down for (including any warning period where vehicles are not supposed to cross). * If barriers are down for a train and another is due shortly afterwards, will the barrier remain down and for how long? * Forecast barrier demand will be required for all modelled years including end of Plan period. If the above can be provided in an excel format which has traceable links to the evidence base, this will be sufficient for inputting to the models.

There are a few other issues which will come out of the highway modelling, but I think we need to understand the highway capacity issue first and then work on from there.

Regards

Peter

Peter Barnett Team Leader Transport Planning Transport & Highways Communities Warwickshire County Council PO Box 43 Shire Hall Warwick CV34 4SX

Tel: 01926 412023 Fax: 01926 412641 Minicom: 01926 412277 Email: [email protected] Web: www.warwickshire.gov.uk

On 6 February 2017 at 14:42, Rob Williams wrote: Peter

file:///C|/Users/robwi/Desktop/Re%20Hawkesbury.txt[13/03/2017 13:48:46] I would be grateful if you could advise as to when you might be able to respond to my email below as time is pressing and we are keen to address your concerns.

Kind regards

Rob Williams Director

Tel: 0117 937 4077 Mob: 07966 927 543 www.entranltd.com

Please note our new Bristol address; we are now at number 7.

From: Rob Williams Sent: 01 February 2017 14:08 To: 'Peter Barnett' Cc: Mike Garratt ; Jonathan Adams (jonathan.adams@tetlow- king.co.uk) Subject: Hawkesbury Importance: High

Peter

Further to recent correspondence, please see our proposed study brief for your comment / approval.

Proposed Study Brief

Currently, the Coventry-Nuneaton line accommodates one passenger train per hour in both directions plus on average one freight per hour (either direction), resulting in three train movements via the level crossing in any one hour. The passenger train is a Coventry-Nuneaton ‘shuttle’ service calling all stations. Given the distance involved, the service is operated by a single Diesel Multiple Unit (DMU) set undertaking the round-trip in an hour. The freight trains are principally long distance intermodal trains operating between the Port of Southampton and terminals in the north of England and Scotland alongside trains serving Bedworth oil terminal. Total level crossing down-time is therefore estimated currently to be around 10 minutes per hour across three separate closures.

Two recently published documents outline current long-term plans with respect to future passenger train service provision on the line. These are:

* West Midlands and Chilterns Route Study (Draft for Consultation), published by Network file:///C|/Users/robwi/Desktop/Re%20Hawkesbury.txt[13/03/2017 13:48:46] Rail in June 2016. Part of Network Rail’s Long Term Planning Process (LTPP), the Route Study develops specifications for future passenger services (to meet anticipated long-term growth plus other strategic goals) and the investment strategy consequently required on the rail network infrastructure in order to deliver those services. It provides the evidence base to inform rail network funders. * Midlands Connect’s Emerging Strategy, published in November 2016. This document makes the case for strategic transport investment in the Midlands. It includes, amongst other options, aspirations with respect to future train services in the Midlands.

The NUCKLE Phase 1 scheme has recently delivered new stations at Coventry Stadium and Bermuda Park. Phase 2 of NUCKLE is included in the West Midlands Route Study as a ‘planned scheme’. This includes the development of a new bay platform at Coventry station, which will subsequently allow the Coventry-Nuneaton shuttle service to be increased to a half- hourly frequency. The West Midlands Route Study also cites Midlands Connect analysis which highlights improving Coventry-Leicester journey times (within the wider context of enhancing West-East Midlands connectivity) as a key strategic goal. The Emerging Strategy document subsequently includes a Coventry-Nuneaton-Leicester service as a potential option (though incorporated into a long-distance Thames Valley-East Midlands train service).

Reflecting the above, the West Midlands Route Study’s Indicative Train Service Specification (ITSS) for 2043 for the Coventry-Nuneaton line is therefore shown as:

* 2 trains per hour per direction Coventry-Nuneaton (all stations); and * 1 train per hour per direction Coventry-Nuneaton-Leicester (express).

The Route Study also shows 1 freight train per hour per direction for the line, which is consistent with MDS Transmodal’s rail freight demand forecasts for Network Rail (informed their Freight Market Study in 2013, and are subsequently adopted in the West Midlands Route Study).

This ITSS is also reflected in the Midlands Connect Emerging Strategy. The West Midlands Route Study does note that extensive grade separation works would be required at Nuneaton to enable a direct Coventry-Leicester service, and that ‘strategic options have been identified’. The West Midlands Route Study also identifies a long term strategy of providing extra capacity between Leamington and Coventry so that the existing Cross Country service between Reading and the North East can be routed via Coventry to Birmingham rather than via Solihull (i.e. not using Coventry-Nuneaton).

Taking the above into account, our approach to the commission is as follows:

1. Inquire from the Local Planning Authority as whether they would wish further documents to be taken into account and issues they wish to be addressed.

2. Conduct a baseline assessment. We shall set out, in tables and diagrams as appropriate, current use of the Coventry-Nuneaton line by both passenger and freight trains. Derived from the Working Timetable (WTT), which is held in-house by MDS Transmodal, we shall describe timetabled passenger and freight train movements across a typical weekday (say 0600 to 2000). This will include the scheduled time when trains are timetabled to pass over the Hawkesbury Lane level crossing.

We shall conduct a one day survey of the level crossing to ensure a simple model linking barrier down-time and timetabled train movements can be established. We shall compare these timings to the recommended guidance for this type of level crossing issued by the Office of Rail and Road (ORR). file:///C|/Users/robwi/Desktop/Re%20Hawkesbury.txt[13/03/2017 13:48:46] 3. Outline the current long-term plans with respect to future passenger train services and freight train operation on the line. Based on the above described documents, we intend to test the following future potential operating scenarios for the Coventry-Nuneaton line:

Scenario 1: Two trains per hour per direction Coventry-Nuneaton (all stations) plus 1 freight train per hour per direction. Given that timetables are designed on a clockface basis, the second hourly train would most likely operate in the opposite half hour to the current shuttle service (and adopting the same point-to-point timings as the current service). Freight timings will be based on existing trains using the line.

Scenario 2: As per scenario 1 but with the addition of one train per hour per direction Coventry- Nuneaton (operating non-stop), forming part of a Coventry-Nuneaton-Leicester service.

A further scenario could be run depending on the discussion with the Local Planning Authority.

For each scenario we shall set out, in tables and diagrams as appropriate, the likely train movements and timings across a typical weekday. This will include the estimated time when trains would pass over the Hawkesbury Lane level crossing. We shall then assess the consequent impact on level crossing down-times for each scenario (compared with the baseline). This will be derived from the one day survey of the level crossing closing times, and re-run using the ORR guidance if there is a substantial difference between the two.

4. Liaise with Network Rail to ascertain whether there are documented future plans for the Hawkesbury Lane level crossing. The existing crossing is an Automatic Half-Barrier Crossing remotely monitored using CCTV (the signaller closes the barriers when the CCTV shows all road vehicles have cleared the crossing). Network Rail is in the process of upgrading level crossings to ones using obstacle detection equipment (similar to that used at car park barriers, thereby removing the need for signaller monitoring). We shall ascertain whether these future plans will impact significantly on level crossing down-time.

5. Present a written report outlining the results of the above.

Kind regards

Rob Williams Director

Tel: 0117 937 4077 Mob: 07966 927 543 www.entranltd.com

Please note our new Bristol address; we are now at number 7.

file:///C|/Users/robwi/Desktop/Re%20Hawkesbury.txt[13/03/2017 13:48:46] This transmission is intended for the named addressee(s) only and may contain confidential, sensitive or personal information and should be handled accordingly. Unless you are the named addressee (or authorised to receive it for the addressee) you may not copy or use it, or disclose it to anyone else. If you have received this transmission in error please notify the sender immediately. All email traffic sent to or from us, including without limitation all GCSX traffic, may be subject to recording and/or monitoring in accordance with relevant legislation.

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