callendar farm phase 2, nuneaton - nuneaton and...

Callendar Farm Ltd

Callendar Farm Phase 2, Nuneaton

Travel Plan

January 2017

Project Code: 2266

Phil Jones Associates Ltd Seven House

High Street, Longbridge Birmingham B31 2UQ

t: 0121 475 0234 philjonesassociates.co.uk

http://www.philjonesassociates.co.uk/

Travel Plan

Callendar Farm Ltd Callendar Farm Phase 2, Nuneaton

Version Control and Approval

Version Date Main Contributors Issued by Approved by

A 30 November 2016 BL SB ME

B 06 January 2017 BL SB ME

Prepared for

Callendar Farm Ltd

5 The Priory

Old London Road

Sutton Coldfield

West Midlands

B75 5SH

Travel Plan

Callendar Farm Ltd Callendar Farm Phase 2, Nuneaton

Contents

Section Page

1 Introduction 2

1.1 Background 2

1.2 The Development 2

1.3 Travel Plan Purpose 2

1.4 Structure of Report 3

2 Policy and Guidance 4

2.1 National Planning Policy Framework (March 2012) 4

2.2 Planning Practice Guidance 2014 (PPG 2014) 4

2.3 Warwickshire Local Transport Plan 2011-2026 5

3 Baseline Transport Conditions 7

3.1 Site Location 7

3.2 Local Highway Network 7

3.3 Accessibility 8

3.4 Sustainable Transport Opportunities 12

3.5 Summary 19

4 Proposed Development 20

4.1 Development Mix 20

4.2 Vehicular Access Strategy 20

4.3 Internal Road Layout 20

4.4 Multi-modal trip generation 21

4.5 Parking Provision 21

5 Movement Strategy 22

5.1 Introduction 22

5.2 Public Transport 22

5.3 Pedestrian and Cycle Strategy 24

6 Travel Plan Management and Coordination 26

6.1 Introduction 26

6.2 Travel Plan Coordinator 26

6.3 Travel Plan Liaison 27

7 Travel Plan Initiatives and Action Plan 28

7.1 Travel Plan Measures 28

7.2 Measures to Promote and Encourage Walking and Cycling 28

7.3 Measures to Promote and Encourage Public Transport Use 29

7.4 Measures to Promote and Encourage Car Sharing 29

7.5 Measures to Reduce the Need to Travel 29

7.6 Marketing and Promotion of the Travel Plan Measures 30

7.7 Personalised Travel Planning 31

7.8 Smartphone Apps 31

8 Targets and Monitoring 33

8.1 Introduction 33

8.2 Travel Plan Targets 33

8.3 Trip Generation, Targets and Modal Share 33

8.4 Monitoring 34

9 Action Plan 35

9.1 Action Plan 35

Callendar Farm Phase 2, Nuneaton Callendar Farm Ltd Travel Plan

1 Introduction

1.1 Background

1.1.1 Phil Jones Associates (PJA) has been commissioned by Callendar Farm Ltd to prepare a Travel Plan

to accompany an outline planning application for a residential led development located at Callendar

Farm, Nuneaton.

1.1.2 A separate Transport Assessment has been prepared by PJA and this report should be read in

conjunction with the document, dated November 2016.

1.2 The Development

1.2.1 The development forms Phase 2 of the Callendar Farm site. The Callendar Farm Phase 1 site is

located directly to the south-east of Phase 2 and was granted planning permission in March 2016

for up to 150 dwellings (outline application number 032578).

1.2.2 The Callendar Farm Phase 2 development proposals are for:

Up to 850 dwellings – a mixture of sizes and types including affordable housing;

New primary school (reserving land for two-form entry);

Community Hub/Local Centre;

Open Space for both active and passive recreation; and

Retention and enhancement of existing boundary trees and hedgerows.

1.3 Travel Plan Purpose

1.3.1 This Travel Plan sets out the various travel-related measures and strategies that will be

implemented to encourage residents of the site to consider the use of a range of travel modes. The

key objectives of the Travel Plan are to:

Deliver a long-term and sustained commitment to changing and widening travel choice;

Address the access needs of residents by enabling walking, cycling, public transport and car

sharing;

Promote healthy lifestyles and raise awareness about the benefits of utilising sustainable travel

opportunities; and

Build upon good urban design principles that promote the permeability of development,

encouraging walking and cycling as the first choice for local trips.

Callendar Farm Ltd Callendar Farm Phase 2, Nuneaton Travel Plan

1.3.2 This travel plan details the residential travel plan initiatives. It is understood that the school and

commercial travel plans will be covered by a planning condition and therefore do not feature in this

report.

1.4 Structure of Report

1.4.1 Following this chapter, the report is structured as follows:

Chapter 2: Policy and Guidance;

Chapter 3: Baseline Transport Conditions;

Chapter 4: Development Proposals;

Chapter 5: Travel Plan Management and Coordination;

Chapter 6: Residential Travel Plan Initiatives;

Chapter 7: Commercial Travel Plan Initiatives;

Chapter 8: Targets, Review and Monitoring; and

Chapter 9: Action Plan


2 Policy and Guidance

2.1 National Planning Policy Framework (March 2012)

2.1.1 In March 2012, the Government published the National Planning Policy Framework (NPPF). Two of

the core planning principles held in the NPPF as set out in paragraph 17, include actively managing

“patterns of growth to make the fullest possible use of public transport, walking and cycling, and

focus significant development in locations which are or can be made sustainable” and to “take

account of and support local strategies to improve health, social and cultural wellbeing for all, and

deliver sufficient community and cultural facilities and services to meet local needs.”

2.1.2 Additionally, in promoting sustainable transport, paragraph 31 states that “Local authorities should

work with neighbouring authorities and transport providers to develop strategies for the provision

of viable infrastructure necessary to support sustainable development” and also that “All

developments that generate significant amounts of movement should be supported by a Transport

Statement or Transport Assessment. Plans and decisions should take account of whether:

The opportunities for sustainable transport modes have been taken up depending on the nature

and location of the site, to reduce the need for major transport infrastructure;

Safe and suitable access to the site can be achieved for all people; and

Improvements can be undertaken within the transport network that cost effectively limit the

significant impacts of the development. Development should only be prevented or refused on

transport grounds where the residual cumulative impacts of development are severe.”

2.1.3 Paragraph 36 goes on to state that “A key tool to facilitate this will be a Travel Plan. All

developments which generate significant amounts of movement should be required to provide a

Travel Plan.”

2.1.4 In reinforcing the principle of supporting sustainable development, paragraph 197 states that “In

assessing and determining development proposals, local planning authorities should apply the

presumption in favour of sustainable development.”

2.1.5 The proposed development will support the sustainable objectives set out in the NPPF; details of

which are provided in this Travel Plan.

2.2 Planning Practice Guidance 2014 (PPG 2014)

2.2.1 PPG 2014 provides information on:

When a Travel Plan is required;


How the need for and scope of a Travel Plan is established;

What information should be included in Travel Plans; and

How Travel Plans can be monitored.

2.2.2 PPG 2014 states that “Travel Plans should identify the specific required outcomes, targets and

measures, and set out clear future monitoring and management arrangements all of which should

be proportionate. They should also consider what additional measures may be required to offset

unacceptable impacts if the targets should not be met.

Travel Plans should set explicit outcomes rather than just identify processes to be followed (such

as encouraging active travel or supporting the use of low emission vehicles). They should address

all journeys resulting from a proposed development by anyone who may need to visit or stay and

they should seek to fit in with wider strategies for transport in the area.”

2.2.3 They should evaluate and consider:

Benchmark travel data including trip generation databases;

Information concerning the nature of the proposed development and the forecast level of trips

by all modes of transport likely to be associated with the development;

Relevant information about existing travel habits in the surrounding area;

Proposals to reduce the need for travel to and from the site via all modes of transport; and

Provision of improved public transport services.

2.2.4 With regard to monitoring, PPG 2014 states that:

“The length of time over which monitoring will occur and the frequency will depend on the nature

and scale of the development and should be agreed as part of the Travel Plan with the developer

or qualifying body for neighbourhood planning. Who has responsibility for monitoring

compliance should be clear.

Monitoring requirements should only cease when there is sufficient evidence for all parties to be

sure that the travel patterns of the development are in line with the objectives of the Travel Plan.

This includes meeting the agreed targets over a consistent period of time. At this point the Travel

Plan would become a voluntary initiative.”

2.3 Warwickshire Local Transport Plan 2011-2026

2.3.1 The 2011-2026 Warwickshire Local Transport Plan is the third incarnation of the document, written

by Warwickshire Country Council and sets out the County’s transport strategy and policies for the


fifteen-year period. It has been produced in accordance with the Local Transport Plan Guidance

issued by the Department for Transport in 2009.

2.3.2 The overall objectives given in the Local Transport Plan are as follows:

“To promote greater equality of opportunity for all citizens in order to promote a fairer, more

inclusive society;

To seek reliable and efficient transport networks which will help promote full employment and a

strong, sustainable local and sub-regional economy;

To reduce the impact of transport on people and the [built and natural] environment and improve

the journey experience of transport users;

To improve the safety, security and health of people by reducing the risk of death, injury or illness

arising from transport, and by promoting travel modes that are beneficial to health;

To encourage integration of transport, both in terms of policy planning and the physical

interchange of modes; and

To reduce transport’s emissions of carbon dioxide and other greenhouse gases, and address the

need to adapt to climate change.”

2.3.3 The plan gives more specific strategy objectives for the Nuneaton and Bedworth Urban Area, an

area it describes as having “strong links with a number of towns and cities located outside the

county” but “performs below average in socio-economic terms”. The objectives are as follows:

“Support the regeneration of Nuneaton and Bedworth town centres and the stability and growth

of the local economy;

Support future housing and employment growth within the Borough, including development

within the Coventry to Nuneaton Regeneration Zone;

Support access to services and facilities, particularly for those without access to a car; and

Reduce the environmental impact of traffic within the Borough and improve local air quality.”


3 Baseline Transport Conditions

3.1 Site Location

3.1.1 The site is located approximately two and a half kilometres to the north east of Nuneaton and three

kilometres to the south of Hinckley on what is currently agricultural land. The site is bounded to the

north by the A5 trunk road, which also marks the boundary between Warwickshire to the south

and Leicestershire to the north. St Nicolas Park residential estate bounds the site to the west, whilst

The A47 Long Shoot is to the east.

Figure 3-1: Site Location

3.2 Local Highway Network

A5 Watling Street

3.2.1 A 21km stretch of the A5 trunk road links M69 Junction 1 (5km to the east of the site) with M42

Junction 10 (16km to the west of the site), bypassing Atherstone town centre. Close to the site, the

A5 is a single carriageway road, 9.5m wide and is subject to a 50mph speed limit. On the approach

to the Long Shoot junction there is frontage access to individual dwellings, this section is subject to

a 40mph speed limit.


3.2.2 Approximately 550m to the east of the Long Shoot junction is Dodwells junction, a four-arm, two

lane roundabout where the A5 meets with A47 Dodwells Road and B4666 Coventry Road. This

junction provides direct access to several trading estates and separate routes into the town of

Hinckley.

3.2.3 The A5/A47 Long Shoot and Dodwells junctions have recently been upgraded as part of a pinch

point funding scheme to improve the capacity and safety of the junctions. It is also understood from

discussions with HE that there is a planned duelling scheme for the section of A5 highway between

the two junctions, to be delivered by the end of the next HE plan period (2020).

A47 The Long Shoot

3.2.4 The Long Shoot meets the A5 by means of a three-arm signalised junction to the east of the site

and Eastboro Way by means of a three-arm roundabout to the south of the site. The Long Shoot

contains development with frontage access to individual dwellings, is 10m wide and subject to a

40mph speed limit.

A4254 Eastboro Way

3.2.5 Eastboro Way provides an orbital route to the south west of Nuneaton and links to the A444 which

forms a route between Nuneaton, Bedworth, the M6 and Coventry. The road is single carriageway,

approximately 8m wide and subject to a 40mph speed limit. Eastboro way gives access to several

trading estates and residential streets.

Higham Lane

3.2.6 Higham Lane operates in a north to south alignment to the west of the site, connecting the A5 with

the A47 by means of a roundabout and mini-roundabout respectively.

3.2.7 The northern 400m of the road has a carriageway width of 6.5m, is subject to a 50mph speed limit

and serves agricultural land and three dwellings. The central section of Higham Lane includes

frontage access and grass verges bordering a footway on the east side of the carriageway and

agricultural land on the west. This section of road is approximately 7m wide and is subject to a

40mph speed limit.

3.2.8 Higham Lane meets St Nicolas Park Drive at a mini roundabout and from this point, for the southern

950m of the road, there is frontage access on both sides of the carriageway. This section of road is

approximately 8m wide and is subject to a 30mph speed limit.

3.3 Accessibility

3.3.1 The proximity of local amenities to a site and the ability to reach such facilities by foot and cycle

are a key consideration when determining the sustainability of a development. Guidance provided


by the Institution of Highways and Transportation (IHT) in their publication ‘Guidelines for Providing

for Journeys on Foot’ (2000) suggests that in terms of commuting, walking to school and

recreational journeys; walk distances of up to 2km can be considered as a preferred maximum with

‘desirable’ and ‘acceptable’ distances being 500m and 1,000m respectively. It should however be

noted that journeys of a longer length are often undertaken.

3.3.2 For non-commuter journeys, the Guidance suggests that walk distances of up to 1,200m can be

considered as a preferred maximum, with the ‘desirable’ and ‘acceptable’ distances being 400 and

800m respectively. Again, it should be noted that journeys of a longer length are often undertaken.

Table 3-1: Walk Journey Distance and Time Thresholds

IHT Standard

Distance (m) Walk Time (mins)

Commuting, Walking to School and Recreation

Other, non-commuter journeys

Commuting, Walking to School and Recreation

Other, non-commuter journeys

Desirable 500 400 6.25 5

Acceptable 1000 800 12.25 10

Preferred Maximum 2000 1200 25 15

3.3.3 As illustrated in Figure 3-2 overleaf, there are a number of local facilities within walking/cycling

distance of the site providing a wide range of services for everyday needs. The Government’s index

of multiple deprivation statistics includes an indicator of ‘Transport Inclusion’, which is defined in

terms of access to four essential types of facilities, which are:

Primary Schools;

Health Centres;

Convenience Stores; and

Post Offices.

3.3.4 To the west of the site, there are several local amenities including shops and schools. These

amenities and their calculated walking time from a pedestrian site access on the western boundary

of the site (on Public Right of Way N30) are given in the table overleaf. The walking time assumes

a typical walking speed of approximately 1.4m/second, as set out in the IHT ‘Guidelines for

Providing for Journeys on Foot’ (2000).


Table 3-2: Accessibility from pedestrian site access

Amenity Amenity Type Location Distance from Site (km)

Walking Time (mins)

Co-operative Food supermarket and local retail

outlets

Convenience Store St Nicolas Park Drive/Coniston Way

0.6 7

Pallet Drive Day Nursey Nursery Pallet Drive 0.7 8

Milby Primary School Primary School Milby Drive 1.0 12

St Nicolas Church of England Academy

Primary School Windermere Avenue 1.0 12

Higham Lane Post Office/One Stop

Post Office/Convenience Store

Higham Lane 1.1 13

Horestone Grange Shopping Centre

Convenience Store Cambourne Drive 1.2 14

North Warwickshire & Hinckley College

Further Education College A47 Hinckley Road 1.4 17

Higham Lane School Secondary School Shanklin Drive 1.7 20

Figure 3-2: Local Facilities and Walking Isochrones


Local Centres and Key Employment Areas

3.3.5 The local shops on St Nicolas Park Way/Coniston Way include a Co-operative Food supermarket, a

Boots Pharmacy a Newsagents and Hairdressers. These shops therefore act as a regional local

centre and are situated within an ‘acceptable’ walking distance as defined by IHT. Two primary

schools and a nursey are located within an ‘acceptable’ walking distance and a post office is located

within the ‘preferred maximum’ distance.

3.3.6 The Long Shoot Public House, Aldi Supermarket and Dodwells service station are all located to the

north east of the site. These are all within 1km of the site, and therefore within an ‘acceptable’

walking distance. These facilities are can be accessed using existing footpaths, shared

footway/cycleway and the upgraded pedestrian crossing facilities provided as part of the pinch

point scheme at the A5/A47 Long Shoot junction.

3.3.7 Further local facilities are also located within a reasonable walking distance to the south of the site

in the form of the Horeston Grange Shopping Centre, whilst all the facilities in the town centre are

easily accessible by bus, as are the various other employment and education facilities located along

the bus routes in Nuneaton, Hinckley, Coventry and Leicester.

3.3.8 Two large employment areas, Dodwells Industrial Park and MIRA Technology Park, are located

within 3km of the site, to the east and west of the site respectively. Both sites are within an

acceptable cycling distance of the site, and is also served by existing bus services along the A5. A

plan showing the location of the key employment areas in relation to the site is contained overleaf.


Figure 3-3: Local Centres and Key Employment Areas

3.4 Sustainable Transport Opportunities

3.4.1 Planning guidance highlights the emphasis placed on the integration of land use, transport and

planning decisions, with the NPPF stating:

“Plans and decisions should ensure developments that generate significant movement are

located where the need to travel will be minimised and the use of sustainable transport modes

can be maximised…”

3.4.2 In order to achieve good integration, development should be encouraged in areas with good

accessibility to local facilities, employment opportunities and public transport. This section

demonstrates the amenities that can be accessed from the site by sustainable modes as well as

describing the existing public transport, pedestrian and cycle connections.

Employment Areas

1. MIRA Technology Park

2. Dodwells

Local Centres

3. St Nicolas Park Drive Local

Centre

4. Horestone Grange Park

Shopping Centre

5. Nuneaton Town Centre


Pedestrian Facilities

The Long Shoot

3.4.3 There are wide continuous footways on both sides of the carriageway on the Long Shoot with grass

verges providing enhanced separation from vehicular traffic. These footways are lit and are

appropriate for gaining access to the wider area.

Watling Street (A5)

3.4.4 There are wide footways, measuring approximately 2.5m in width on both sides of the carriageway

on Watling Street (A5) outside existing residential properties. As part of the recently implemented

pinch point scheme at the Long Shoot and Dodwells junctions, pedestrian crossing facilities have

been improved which provide an attractive and safe route to local facilities to the north east of the

site and onwards to Hinckley.

Public Right of Way N30

3.4.5 Warwickshire Public Right of Way Route N30 spans the western boundary of the site for a distance

of 700m, connecting the A5 trunk road with St Nicolas Park residential estate through a gated access

between residential dwellings on Gloucester Close.

Figure 3-4: Access onto N30 from Gloucester Close


3.4.6 N30 continues southwards on Gloucester Close, connecting to Callendar Close via a pedestrian link

and to Pallet Drive through an alleyway at a point 90m to the north of the Pallet Drive/St Nicolas

Park Drive mini-roundabout.

Hinckley Road

3.4.7 Hinckley Road is a principal route into Nuneaton town centre. There are 2m wide grass verges on

the south side of the carriageway adding extra protection for pedestrians. There are also formal

crossings provided on this route:

Signalised pedestrian crossing near A47/A4254 roundabout;

Signalised pedestrian crossing outside North Warwickshire & Hinckley College;

Two pedestrian refuge islands between the two pedestrian crossings;

Pedestrian refuge across priority junction with St Nicolas Park Drive; and

Pedestrian refuge across priority junction with Tiverton Drive.

3.4.8 These crossings listed above ensure that pedestrians can safely access bus stops on Hinckley Road,

North Warwickshire & Hinckley College as well as a small retail park off A4254.

Other Pedestrian Facilities to the West of the Site

3.4.9 There are several routes that connect the site along key desire lines to local amenities to the west

of the site, including footways on the following roads:

Milby Drive;

Pallet Drive;

Coniston Way;

Windermere Avenue; and

St Nicolas Park Drive.

3.4.10 All the above routes have consistent good quality footways, at least 2m in width on both sides of

the carriageway, many with additional grass verges. It is therefore considered that they are suitable

for walking to local amenities to the west of the site.


Cycle Facilities

A5 Watling Street

3.4.11 Directly to the north of the site, an existing shared footway/cycleway links the MIRA employment

site to the west with the Weddington trail/NCN52 and the Dodwells junction to the east. The quality

of the shared footway/cycleway varies with wide, high quality infrastructure between Higham Lane

and MIRA to the west, and the A5/A47 Long Shoot junction to Dodwells junction to the east (as part

of a pinch point funding scheme), providing direct, safe and attractive routes to local employment

facilities.

3.4.12 However, immediately to the north of the site (between the Higham Lane roundabout and the A47

Long Shoot junction) the shared footway/cycleway is of lower quality, with widths of circa 1.2m

(reducing to 0.6m adjacent to the existing lay-bys) and poorly maintained surfacing.

A47 Dodwells Road

3.4.13 A stepped cycle track is provided along the eastern side of the A47 between Dodwells junction and

Brindley Road which becomes a shared footway/cycleway between Brindley Road and the Triumph

Motorcycle factory. This route therefore provides safe and direct access to employment

opportunities on the south western border of Hinckley.

National Cycle Network route 52

3.4.14 Route 52 of the National Cycle Network (NCN) can be accessed from approximately 2km to the

north west and 3km to the south west of the site. NCN 52 connects Hinckley to a number of nearby

towns and cities including Coalville, Market Bosworth, Bedworth, Coventry and Warwick.


Cycle Accessibility

3.4.15 LTN 2/08 ‘Cycle Infrastructure Design’ notes that cycling is generally considered suitable for

distances of up to 5km for regular journeys in urban areas, and 8km for commuting journeys. The

towns of Nuneaton and Hinckley are compact in nature; therefore, most of their facilities fall within

these thresholds, as illustrated in Figure 3-5 below.

Figure 3-5: Cycling Isochrones

Public Transport – Bus

3.4.16 Bus stops are located within close proximity to the site on the Long Shoot, with continuous

footways between the site and the bus stops. Five services stop adjacent to the site (7, 10, 48, 158)

and combine to provide at least six buses per hour in each direction during peak hours. An

occasional peak hour service operates on the A5 providing services to the MIRA employment site

approximately 1km west of the site.


Figure 3-6: Existing Bus Services

3.4.17 The bus services provide connections to a wide variety of destinations including Leicester, Hinckley,

Nuneaton town centre and Coventry. All of the services call at Nuneaton Bus Station, which is

located 300m from the railway station, therefore enabling connections to further afield

destinations by rail. Table 3-1 summarises the existing services, routes and frequencies.


Table 3-3: Bus Services Summary

Route No. Operator Route Peak Hr. Freq. Days of Operation

Hours of Operation (Weekday)

7 Hinckley Bus Burbage – Nuneaton Via Hinckley Twice per hour Mon-Sat 07:25 – 17:55

10 Stagecoach Warwickshire

Earl Shilton – Hinckley – Nuneaton – Grove Farm

Six times per hour

Mon-Sun 05:55 – 19:50

10A Stagecoach Warwickshire

Grove Farm – Stockingford – Nuneaton – Tiverton Drive - Hinckley

Two per day Mon-Fri 11:54 – 14:34

X48 Stagecoach Warwickshire

Atherstone-Coventry Twice per hour (AM only)

Mon-Fri 06:58 – 07:34


Leicester/Atherstone – Coventry Three times per hour

Mon-Sun 05:05 – 22:55


Hinkley - Bedworth Twice per hour Mon-Sun 05:41 – 22:00

158 Arriva Midlands Leicester - Earl Shilton - Barwell - Hinckley - Nuneaton

Twice per hour Mon-Sun 06:25 – 22:45

Public Transport – Train

3.4.18 Nuneaton railway station lies approximately 3km to the south of the site and therefore within a

reasonable cycle distance, as well as being accessible by bus.

3.4.19 Nuneaton railway station is a short walk, 370m from Nuneaton bus station. The railway station has

sheltered cycle parking facilities, car parking and has CCTV coverage. The station provides access to

train services to Birmingham, Coventry and Leicester, which are key regional destinations for work,

shopping, leisure and personal business trips. Direct train services are also available to other

regional towns, e.g. Rugby, Tamworth and Stafford, and further afield, e.g. London, Milton Keynes,

Peterborough, Cambridge, Stansted Airport and Crewe.

3.4.20 Trains operate seven days per week, and to key destinations at least once per hour. Therefore, it is

considered that the site benefits from good access to public transport options for regional and

inter-regional travel. A summary of train services from Nuneaton Station is given in the table

overleaf.


Table 3-4: Summary of Train Services from Nuneaton Station

Route Operator

Frequency (mins)

Mon - Fri Saturday Sunday

Peak Off-Peak

Birmingham to Leicester CrossCountry 30 30 30 30

Birmingham to Stansted Airport

CrossCountry 60 60 60 60

Coventry to Nuneaton London Midland 60 60 60 120

London to Crewe London Midland 30 60 60 60

London to Blackpool Virgin Trains 60 60 60 60

3.5 Summary

3.5.1 The site is considered to be well located for residential development for the following reasons:

The local highway network has high quality footway network which allows pedestrians safe and

convenient access to existing local bus stops and amenities;

There are suitable cycle facilities in the vicinity of the site, including a shared footway/cycleway

on the A5 (variable in quality), a stepped cycle track on the A47 and National Cycle Network

route 52;

The site is highly accessible by sustainable modes with schools, with a number of local amenities

within an acceptable walking distance and most of Hinckley and Nuneaton within a short cycle

journey;

Key existing employment areas, including MIRA Technology Park and Dodwells, are accessible

from the site, by foot, cycle and public transport.

Frequent bus services, accessible from stops in close proximity to the site, provide connections

to numerous towns/cities including Coventry, Nuneaton, Bedworth, Leicester and Atherstone;

and

Nuneaton railway station is located 3km from the site and provides regular services to

destinations including Birmingham, Coventry, Leicester, Rugby, Milton Keynes and London.


4 Proposed Development

4.1 Development Mix

4.1.1 The development proposals are as follows:

Up to 850 dwellings – a mixture of sizes and types including affordable housing;

New two form entry primary school;

Community Hub/Local Centre;

Open Space for both active and passive recreation; and

Retention and enhancement of existing boundary trees and hedgerows.

4.2 Vehicular Access Strategy

4.2.1 Two primary vehicular access points will be provided:

A new three-arm signal controlled junction onto the A47 Long Shoot (an upgrade of the priority

access permitted as part of Phase 1); and

A new three-arm signal controlled junction on the A5.

4.2.2 Given the surrounded permitted developments, a further link into the proposed development

would occur via the Bellway Homes development which forms an access onto the A47 Long Shoot

approx. 500m to the south of the proposed access.

4.3 Internal Road Layout

4.3.1 As part of the comprehensive masterplan, the site accommodates the route of the Northern

Distributor Road and will enable connections to adjacent parcels of the development. The two

primary access points will connect via an internal principal street, which is designed to facilitate the

delivery of the Draft Nuneaton and Bedworth Borough Plan.

4.3.2 As the application is outline, the alignment and design details are not considered at this stage,

however, it is anticipated that the principal street specification will as follows:

Minimum 6.75m vehicle carriageway; and

2m verges on either side of carriageway;

3.5m shared footway/cycleway; and

2m footway.


4.3.3 A connection to the Bellway Homes development, via Callendar Farm Phase 1 links to the principal

street and has the following specification:

Minimum 6m carriageway; and

2m footway on both sides.

4.4 Multi-modal trip generation

4.4.1 The development is predicted to generate the following level of peak hour trips, based on current

model split percentages, extracted from the 2011 Census for the St Nicolas Ward.

Table 4-1: Multi-modal trip generation

Land Use AM Peak (08:00-09:00) PM Peak (17:00-18:00)

Arrivals Departures Arrivals Departures

Train 4 12 12 7

Bus 2 6 6 3

Taxi 0 1 1 0

Car Driver 126 343 330 194

Car Passenger 8 21 20 12

Motorcycle 1 3 3 2

Bicycle 3 8 8 5

On foot 13 35 34 20

Other 0 1 1 0

Total 158 431 414 243

4.5 Parking Provision

4.5.1 As the application is only in outline, the number and design of parking spaces has yet to be

determined. It is proposed that both car and cycle parking for the site will be agreed with each

reserved matters application.


5 Movement Strategy

5.1 Introduction

5.1.1 A movement strategy has been developed to promote and encourage sustainable travel to and

from the site, via public transport, walking and cycling.

5.2 Public Transport

5.2.1 A public transport strategy has been developed in liaison with WCC. At this stage, the aim of the

public transport strategy is to ensure that there is at least one public transport option that:

Meets policy requirements;

Is appropriate the expected travel demands arising from the development;

Is physically deliverable;

Would be financially sustainable when the development is completed; and

Is financially affordable for the development to fund during the build-out period.

5.2.2 Following a review of the existing accessibility of the site via public transport and initial positive

discussions with WCC’s Public Transport team, it is proposed that one of the existing Nuneaton bus

services is diverted into the site.

5.2.3 WCC Public Transport team has identified that:

The development is to be served by a bus service running through the site during the core

bus travel period, i.e. Working Weekdays 7am to 7pm and Saturdays 8am to 6pm;

The service should operate at a minimum of two departures per hour in each direction;

The service should run between Hinckley town centre and Nuneaton town centre, and

possibly points beyond at either or both ends, in order that it should have a sufficient

patronage base to be commercially viable from fare revenue; and

The development's internal highway layout should be configured to allow a bus service to

run through to that part of the Local Plan proposed allocation to the west, to enable a bus

service to serve the whole of HSG1 should have be the preferable service pattern at a later

stage in development.

5.2.4 Two staged service options have been identified, and positive discussions have been held with the

operators to confirm they are, in principle, happy to divert existing bus services. The services

identified are:


Arriva [Hinckley Bus] service 7 Burbage – Hinckley – Nuneaton town centre – George Eliot

Hospital; and

Stagecoach service 10 Earl Shilton – Hinckley – Nuneaton town centre – Stockingford.

5.2.5 Figure 5-1 illustrates the potential routing options of these services, based on a two staged

approach, whereby the development and link between the A47 Long Shoot and the A5 is partially

built and fully built.

Figure 5-1: Potential Bus Service Options

5.2.6 The options presented above would provide frequent public transport services within an acceptable

walking distance of all dwellings on site.

5.2.7 The public transport strategy note includes an indicative financial appraisal of the bus service

options, which identifies that the service options are likely to be financially viable. However, it is

noted that post-application discussions will be held with WCC’s Public Transport team and the

network operators to establish the final strategy, highway configuration and financial appraisal.


5.3 Pedestrian and Cycle Strategy

5.3.1 The safety, attractiveness and accessibility of pedestrian and cycle movements will be improved as

follows:

Principal Street

5.3.2 The primary access corridor running through the site will incorporate:

A 3.5m shared footway/cycleway (separated from the carriageway by a 2m wide verge); and

A 2m wide footway on the opposite side of the carriageway.

A5 Watling Street

5.3.3 Within the extents of the A5 site access design, the following improvements will be provided:

Widen the shared footway/cycleway on the northern side of the A5, to a minimum of 2.5m. This

will be aided, in part, by the removal of the two existing laybys. All widening will be within the

highway boundary controlled by HE;

Incorporate a toucan crossing on all arms (with central refuge islands) of the A5 site access

junction, facilitating the movement of pedestrians and cyclists between the principal street

within the site and the widened shared footway/cycleway.

A47 Long Shoot

5.3.4 The A47 Long Shoot is the primary highway in the north-east of Nuneaton, and provides an

important route between Nuneaton and Hinckley. As such, it forms a key movement corridor

between the two towns.

5.3.5 Following discussions with WCC, it is understood that the A47 Long Shoot is already identified as a

route for development in Warwickshire County Council’s cycle plan for Nuneaton & Bedworth. A

National Cycle Route is proposed along the western edge of the Long Shoot, forming a shared

footway/cycleway. As such, the strategic route will be facilitated by incorporating a toucan crossing

over the A47 Long Shoot site access arm.

5.3.6 It is also understood that WCC will seek contributions from developers towards the delivery of the

strategic cycle route, this is acknowledged and is acceptable in principle to the applicant.

Public Right of Way N30

5.3.7 Public Right of Way N30 currently spans the western boundary of the site. It is anticipated that the

section of the route within the site red line boundary will be upgraded into a suitable pedestrian


and cycle facility, to allow permeability to local facilities within the residential areas to the west of

the site. Furthermore, the provision of this link to the west facilitates safe and attractive cycle

routes between the site and Nuneaton railway station.

Further Pedestrian Routes Within the Site

5.3.8 Several traffic-free routes will permeate the site, including:

A ‘Trim Trail Green Walk’ that circulates the centre of the site;

A foot/cycle ‘Green Link’ that connects the centre of the site to both Callendar Farm Phase 1

and Bellway Phase 2 to the south of the site;

A foot/cycle ‘Green Link’ that connects the centre of the site to Footpath N30 and the pedestrian

site access onto Gloucester Close in the south west corner of the site;

A foot/cycle ‘Green Link’ that connects the centre of the site to Footpath N30 to the west of the

site; and

A foot/cycle ‘Green Link’ that connect the centre of the site to Footpath N30 and the link into

the proposed Persimmon Homes development in the north-west corner of the site.


6 Travel Plan Management and Coordination

6.1 Introduction

6.1.1 This section sets out guidance for the management and co-ordination of the Travel Plan.

6.2 Travel Plan Coordinator

6.2.1 It will be fundamental to the success of the Travel Plan that sufficient resources are allocated to

develop and implement the measures in the plan; this will be the responsibility of the Travel Plan

Coordinator (TPC). It is anticipated that the TPC role will be undertaken by a member of the sales

staff team initially before an appropriate TPC is appointed.

6.2.2 The TPC will be appointed by the developer prior to the occupation of the first dwelling to ensure

that the Travel Plan is established and engrained into the development from the beginning. The

TPC will remain in the role for a period of five years post first occupation.

6.2.3 The key roles of the Residential TPC are set out in Table 6-1 below.

Table 6-1: Residential TPC Roles and Responsibilities

Role Tasks

Overall Plan Management

Managing implementation of the Travel Plan;

Acting as point contact for residents with queries relating to sustainable travel; and

Acting as point of contact with WCC to inform on progress of the Travel Plan.

Travel Initiatives

Liaising with the developer regarding funding and delivery of travel initiatives;

Initiating measures contained with the Travel Plan (discussed in greater detail in following sections);

Liaising with public transport operators and other local stakeholders; and

Promoting the plan to the outside community through public meetings.

Engagement and Consultation Ongoing consultation with residents through a number of means including meetings, notice boards, events, door to door calls etc.

Monitoring and Review

Undertake initial travel survey of residents;

Monitor the effectiveness of Travel Plan measures in accordance with the strategy set out in a later section of this report; and

Prepare annual monitoring report for submission to the local authority.

Implementing Additional measures Liaising with local authorities and other stakeholders to identify additional

sustainable travel measures should they be required.


6.3 Travel Plan Liaison

6.3.1 The TPC will liaise regularly with WCC to ensure the Travel Plan is implemented effectively. When

appointed, the contact details of the TPC including a postal address, telephone number and email

address will be supplied to WCC at the earliest possible date.


7 Travel Plan Initiatives and Action Plan

7.1 Travel Plan Measures

7.1.1 In order to meet the aims and objectives for sustainable travel set out in this Travel Plan, a number

of measures will be implemented. The proposed measures are split into the following categories:

Measures to promote and encourage walking and cycling;

Measures to promote and encourage public transport use;

Measures to promote and encourage car sharing;

Measures to reduce the need to travel;

Marketing and Promotional Measures;

Personalised Travel Planning; and

Smart Phone Apps.

7.1.2 The majority of measures will be aimed at promoting and encouraging the use of existing and

proposed travel facilities in the area (walking, cycling and public transport), but also car sharing

where appropriate. Measures to promote and encourage each form of sustainable travel mode are

outlined in more detail below.

7.2 Measures to Promote and Encourage Walking and Cycling

7.2.1 The following measures are to be implemented to promote and encourage residents to walk and

cycle from the proposed development:

Local maps showing walking routes, which will be disseminated through the welcome pack

outlined under the marketing and promotional measures section;

Information on local and national walking events, such as Walk to Work Week, disseminated

through the welcome pack;

Website links to the County Council’s sustainable travel webpage, and links to national websites

such as SUSTRANS, disseminated through the welcome pack;

Information on Bicycle User Groups (BUG) that may be operating within the local area,

disseminated through the welcome pack. The Travel Plan Coordinator will also look to set up a

BUG for the site. This will encourage potential cyclists to cycle for journeys within an 8km radius;

Information on cycling events such as ‘National Bike Week’, disseminated through the welcome

pack; and

Information on the economic, social, environmental and health benefits of cycling, disseminated

through the Welcome Pack.


7.3 Measures to Promote and Encourage Public Transport Use

7.3.1 In order to maximise the benefits of the site’s location in terms of proximity to bus services,

including the potential diversion of an existing service through the development, the TPC will have

the responsibility to ensure that current bus timetables and associated information are readily

available to all residents.

7.3.2 The following measures are to be implemented to promote and encourage residents to use public

transport when travelling to and from the proposed development:

Links to journey planning websites such as Traveline, disseminated through the welcome pack;

Bus route maps and timetables disseminated through the welcome pack; and

Information on the benefits of public transport use disseminated through the Welcome Pack.

7.4 Measures to Promote and Encourage Car Sharing

7.4.1 Car sharing can be an effective means of easing traffic congestion and facilitating the achievement

of sustainable travel objectives. For residents with common journey requirements, car sharing can

represent an effective mechanism for reducing the volume of trips to and from work, school, and/or

recreational activities.

7.4.2 The following measures are to be implemented to promote and encourage residents to car share:

Information on the free to use public car sharing schemes including Warwickshire ‘Liftshare’

(https://carsharewarwickshire.liftshare.com/), enabling potential car share users to get in touch

with each other will be disseminated through the welcome pack;

Information on what car sharing is and its potential benefits, will be disseminated through the

welcome pack; and

Information on ‘car sharing’ events such as Liftshare week, will be disseminated through the

welcome pack.

7.5 Measures to Reduce the Need to Travel

7.5.1 Encouraging home working where appropriate can be effective in reducing traffic congestion and

facilitating the achievement of sustainable travel objectives. The following measures are to be

implemented to facilitate and encourage residents of the proposed development to work from

home:

Infrastructure for broadband access will be provided to facilitate remote home working; and

https://carsharewarwickshire.liftshare.com/


Information on what home working is and its potential benefits, will be disseminated through

the welcome pack.

7.6 Marketing and Promotion of the Travel Plan Measures

7.6.1 In order to deliver the behavioural change required to meet the targets, there will need to be a

sustained commitment to communicating and marketing the Travel Plan objective to the residents

of the proposed development.

7.6.2 Welcome Packs will be made available to all new residents immediately on occupation to ensure

that they have all the information to make their travel choices before habits for using the car are

formed.

7.6.3 The packs will include the following:

Details on the Travel Plan and its purpose;

Contact details of the Travel Plan Coordinator;

Information leaflets on the benefits of adopting more sustainable travel practices;

Details of any incentives;

Local walking and cycling route maps where appropriate;

A map showing key local facilities and amenities;

Information on local Bicycle User Groups that may be operating in the local area and details of

opportunities to join a dedicated site Bicycle User Group;

Information on public transport services including schedules and maps;

Information on key sustainable travel events such as ‘National Bike Week’ and ‘Liftshare Week’;

Information and marketing material on relevant car share schemes;

Information on the social, environmental, but particularly economic, and health benefits of

travelling by sustainable modes, as evidence has shown these are the most effective;

Information on home delivery services;

Information on working at home and its potential benefits;

Website links to, for example, the County Council’s sustainable travel page and national

websites such as SUSTRANS; and

Feedback survey forms.


7.7 Personalised Travel Planning

7.7.1 Personalised travel planning is a process where, working with households, individualised travel

marketing and tailor-made information on sustainable travel in their local area is provided, enabling

people to walk, cycle, car share and use public transport more often. It delivers measurable and

sustained reductions in car use by enabling people to make a few changes to their daily travel

choices when and where it suits them best. It is envisaged that personalised travel planning will be

delivered in a web-based format and administered by the TPC.

7.8 Smartphone Apps

7.8.1 Residents will be made aware of numerous smartphone apps such as National Rail Enquiries,

National Cycle Network, Walkit and MapMyRide. These apps can help plan/map out journeys via

foot, cycle and public transport within the local area.

National Rail Enquiries

This app gives real time departure and arrivals at any Railway Station in the UK. Select your

favourite stations and plan your rail journey.

CycleStreets:

Cycle journey planner with clear itinerary and maps. Add your photos of cycle-related

problems and good practice.

National Cycle Network:

Travel on 25,000 miles of the walking and cycling network. Find your nearest cycle route; see

this on a clear map with local points of interest such as schools, shops, sports facilities. See bus

stops and find stop codes to text for details of next arriving bus.

MapMyRide:

Live route map with distance, elevation, calories burnt and Voice prompts. Search common

rides and post times and records to twitter and Facebook. Register with www.mapmyride.com

to join sponsored challenges, connect with other riders and win prizes for riding.

http://www.mapmyride.com/


Strava Cycling:

Top rated app. Track your rides. See your progress. Compare your performance against others,

disaggregated by age and weight. Join sponsored challenges. Register with www.strava.com.

Walk4Life:

Plan your walk on a map. Record and save your favourite walks, as you walk. Measure walk

duration, distance, speed, calories burnt. Register online with www.walk4life.info. Set new local

walks, join in walk events, take up challenges and add photos of interesting things.

http://www.strava.com/

http://www.walk4life.info/


8 Targets and Monitoring

8.1 Introduction

8.1.1 The overall Travel Plan objective for the development is to reduce the number of single occupancy

car journeys. This chapter provides an indication as to the overall impact that this Travel Planning

could have on reducing car trips.

8.2 Travel Plan Targets

8.2.1 Targets are used to monitor whether the Travel Plan is meeting its objectives. These targets are

‘SMART’ in nature:

Specific, to say precisely what is being achieved;

Measurable over the duration of the target;

Appropriate and linked the overall objectives of the local authority accessibility strategy;

Realistic in terms of the potential for being achieved; and

Time bound - the target must define a date by which it is expected to be achieved.

8.2.2 It is considered that an appropriate ‘SMART’ target for the Travel Plan would be a 10% reduction in

single occupancy car journeys over a five-year period. Targets have therefore been calculated based

on a 10% reduction in predicted trip generation.

8.3 Trip Generation, Targets and Modal Share

8.3.1 The Transport Assessment sets out the predicted vehicle trip generation estimates for the

development. These are summarised in the table overleaf along with the relevant 10% trip

reduction targets.


Table 8-1: Proposed Development Vehicle Trips

AM Peak PM Peak

Arrivals Departures Arrivals Departures

Vehicle Trip Rates (per dwelling) 0.148 0.404 0.388 0.228

Vehicle Trips (850 dwellings) 126 343 330 194

Indicative Target (after 5 years) 113 309 297 175

8.3.2 It must be noted that these are aspirational targets, as the modelling and mitigation presented in

the Transport Assessment does not account for a 10% reduction in traffic flows associated with the

site.

8.4 Monitoring

8.4.1 The TPC will be responsible for collecting and collating all travel data relating to the proposed

development. Listed below is a summary of the information that will be collected as part of the

Travel Plan monitoring strategy:

A baseline travel survey is to be undertaken within six months of full site occupation;

Conduct annual travel surveys to identify travel patterns of residents and gauge popularity of

existing schemes;

ATC surveys monitoring the trip generation associated with the development;

Feedback from personalised travel planning;

Monitoring of take-up of measures such as online car sharing facility; and

Feedback from bus operators to establish any change in demand for local bus services.

8.4.2 The TPC will be responsible for the preparation of an annual report which sets out the findings of

the data collection process and the implications in terms of the ongoing operation of the Travel

Plan and potential amendments to be implemented. The monitoring report will be submitted to

officers at WCC in line with its guidance and the information will also be disseminated to residents.


9 Action Plan

9.1 Action Plan

9.1.1 The measures outlined in this travel plan have been organised into an action plan, clearly identifying

the timescales for each measure and the party responsible. The action plan is summarised below.

Table 9-1: Action Plan for Travel Plan Measures

Measures to be implemented

Implemented by Person(s) responsible Duration/period of repetition

Appointment of TPC Prior to first occupation Developer Five years from first occupation

Preparation and maintenance of Welcome Pack as well as other informative materials for residents

Prior to first occupation Developer/TPC On first occupation of each

dwelling

Promotion of national travel awareness days

No later than two weeks preceding each day

TPC Five years from first

occupation

Promotion of sustainable transport information including public transport information, walk and cycle information and phone apps

From first occupation TPC Five years from first

occupation

Installation broadband infrastructure to facilitate remote home working

Prior to first occupation Developer N/A

Delivery of personalised travel planning and gain feedback

From first occupation TPC On first occupation of each

dwelling

Promotion of smartphone apps From first occupation TPC

Five years from first occupation

Conduct baseline travel survey Within six months of full site

occupation TPC N/A

Conduct annual travel surveys Once annually TPC

Five years from first occupation

Monitoring of take-up of measures such as online car-sharing

Minimum once annually from first occupation

TPC Five years from first

occupation

Gain feedback from bus operators to establish any chance in demand for local bus services

Once annually TPC Five years from first

occupation

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