Boots Local Enterprise Zone : Transport Assessmentplanning.broxtowe.gov.uk/(S(u0cjzi3r0qnri355pf5okizv...AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment

Transportation

Alliance Boots August 2014

Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment

Prepared by: .......................... Checked by: Jo France Malcolm Ash Associate Director Principal Consultant

Approved by: ....................... Mark Edwards Regional Director Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment NEZ-DOC-TA-001 Rev No Comments Checked by Approved

by Date

1 First Draft 31.01.2014 2 Second Draft JD JF March 2014 3 Final JD JF April 2014 4 Final with client comments LGB JF June 2014 5 Final for Issue MJA ME Aug 2014

Colmore Plaza, Colmore Circus Queensway, Birmingham, B4 6AT Telephone: 0121 262 1900 Website: http://www.aecom.com Job No 60290174 Reference Date Created August 2014 This document has been prepared by AECOM Limited for the sole use of our client (the “Client”) and in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AECOM Limited and the Client. Any information provided by third parties and referred to herein has not been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of AECOM Limited. document3

1 Introduction .......................................................................................................................................................................2

2 The Site and Existing Transport Conditions...................................................................................................................6

3 Development Proposals .................................................................................................................................................12

4 Modelling Approach........................................................................................................................................................16

5 Sustainable Access Strategy .........................................................................................................................................24

6 The Link Road and Access Arrangements ...................................................................................................................27

7 Assessment of Impact ....................................................................................................................................................31

8 Junction Operation .........................................................................................................................................................36

9 Summary and Conclusions............................................................................................................................................48

Drawings .......................................................................................................................................................................................53

Figures ..........................................................................................................................................................................................55

Appendix A Area of Influence Model Report..............................................................................................................................57

Appendix B LMVR.........................................................................................................................................................................59

Appendix C Model Report............................................................................................................................................................61

Appendix D Technical Note : Trip Rates.....................................................................................................................................63

Appendix E Stage 1 RSA and Designers Response..................................................................................................................65

Appendix F Junction Model Outputs ..........................................................................................................................................67

Table of Contents

1 Introduction

AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment 2 Capabilities on project: Transportation

1.1 Purpose of the Assessment AECOM has been appointed by Alliance Boots to undertake a Transport Assessment (TA) of the Nottingham Enterprise Zone – Alliance Boots site, in support of the master plan outline planning application for a mixed use development (residential, industrial and commercial), and to support a detailed planning application for the primary link road.

1.2 Site Location and Description The proposed development area is located between the city of Nottingham and the town of Beeston, approximately 1 mile from the city centre. The Site Regeneration area covers 70.57 hectares and lies within the administrative boundary of Nottingham City Council (NCC) and Broxtowe Borough Council (BBC). The Site Enabling Works area covers 33.30 hectares and lies within the larger regeneration site.

The development area is bounded to the south by the Nottingham and Beeston Canal, to the east by an area of industrial units at The Midway, to the north by Millennium Garden and existing Alliance Boots operations, and to the west by Severn Trent Water.

The site has a range of existing uses including pharmaceutical manufacturing, logistics, business and commercial uses. The majority of the proposed development site is previously developed land (brownfield) and areas of undeveloped land (generally comprising grass, shrubs and some trees).

1.3 Approach The overall approach to this TA has been discussed and agreed with Nottingham City Council, Nottinghamshire County Council and the Highways Agency. The following diagram sets out how this TA has been developed.

1 Introduction



1.4 Structure of this Report This report is structured as follows:

- Section 2 sets out details of the site and existing transport network; - Section 3 summarises the development proposals; - Section 4 provides details of the modelling approach; - Section 5 sets out a sustainable access strategy; - Section 6 provides details of the link road and the vehicular access strategy; - Section 7 considers the assessment of impact of the development proposals on the highway network; - Section 8 comprises of the assessment of local junction capacity; and - Section 9 sets out a summary and conclusion of the TA.

This report should be read in alongside other key documents prepares for the planning applications including the planning statement and environmental statement.

AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment Capabilities on project: Transportation

2 The Site and Existing Transport Conditions


2.1 Background This section of the report sets out the existing transport conditions within the vicinity of the site. This includes a description of vehicular access arrangements, access by pedestrians and cyclists and access by public transport.

2.2 Vehicular Access There are three access points to the Alliance Boots site:

- Thane Road, which can be used by staff and visitors; - Humber Road South, which is used by staff only; and - Harrimans Lane, which is used by goods vehicles only.

All three entrances have a gate house and are operated by barrier control. At peak times, such as at shift changeover, it is understood that the exit barriers are lifted to allow a free flow of traffic out of the site.

In 2007, traffic counts were undertaken at the three entrances to Alliance Boots. The following table summarises the daily and peak hour traffic flows.

Table 2.1 Observed Traffic Movements Nov 2007

Five Day Average Daily Traffic Flow

Five Day Average 0800-0900 Traffic Flow

Five Day Average 1700-1800 Traffic Flow

Access

In Out Total In Out Total In Out Total

Harrimans Lane 1071 892 1962 78 63 141 54 33 87

Thane Road 4023 3881 7904 892 163 1055 183 622 805

Humber Road South 2727 2765 5492 596 46 642 60 544 603

Total 7821 7538 15359 1567 272 1839 297 1198 1495

Analysis of this data shows that the site generated over 15,000 vehicle movements in 2007 across the day, with over 1800 movements in the standard morning peak hour and almost 1500 vehicles in the standard evening peak hour. These traffic flows also show that Thane Road acts as the primary access to the site, and accommodates over 50% of movements to and from the site.

2.3 External Highways Thane Road is a single lane carriageway that links the site to the A52 and beyond to the City Centre. The junction of the A52 with Thane Road is a partially signal controlled roundabout. The signals are located on the A52 slip roads and the corresponding circulatory lanes and operate at peak times only. Thane Road and Queens Drive approaches operate as a conventional roundabout. In addition, there is a segregated left slip lane from Queens Drive to A52 (S).

Humber Road South is also a single lane road and links the site to Beeston, adjacent residential areas and the A52 Derby Road / Brian Clough Way. The first junction to the west of the site on Humber Road South is a three arm roundabout with Lilac Grove. Lilac Grove serves commercial land uses and Beeston Rylands residential area. Further to the northwest of the site, Beacon Road meets with Queens Road East in the form of a three arm signal controlled junction.

With respect to adjacent highways, the site is surrounded by roads under the control of Nottingham City Council, Nottinghamshire County Council and the Highways Agency. Nottingham City Council maintains and operates roads to the north and east of the

2 The Site and Existing Transport Conditions


site, including Thane Road and Harrimans Lane. The exception to this is the A52 and A453 which are under the jurisdiction of the Highways Agency. Nottinghamshire County Council maintains and operates roads to the west of the site including Humber Road South and Lilac Grove.

2.4 Parking Provision A total of 3891 parking spaces are provided across 7 car parks. Alliance Boots currently operate a permit system to allow staff to park on site.

The car parks are regularly monitored to ensure that all parked cars are displaying a valid permit. The on site parking is subject to Nottingham City Council’s work place parking levy. Alliance Boots apply a standard policy across the whole site with respect to the levy and provide a small level of subsidy.

An amount of off-site parking associated with the site has been observed to occur on Thane Road, which restricts the width of the road, but generally does not affect the free flow of traffic. In addition, an amount of parking occurs on Humber Road South, which, at peak times, can affect the operation of the junction of Humber Road South with Lilac Grove.

2.5 Access by Pedestrians and Cyclists The site currently has three pedestrian and cycle accesses, all of which are adjacent to the vehicle accesses on:

- Thane Road - Humber Road South - Harrimans Lane.

Further afield, there is a network cycle routes, as shown in Figure 2.1 and includes:

- an off road combined footway and cycle way to the south of Thane Road, that connects the site to Queens Drive Park and Ride, Clifton and the cycle paths adjacent to the canal network further afield form the site;

- cycle route along southern side of the Beeston Canal, which links to the City Centre to the east and the cycle routes adjacent to the River Trent to Attenborough Nature Reserve and Attenborough to the south west of the site;

- roads designated suitable for cycling to the west of the site, including Humber Road South and Lilac Grove which provide links to local residential areas and Beeston Station; and

- NCN Route 6 which runs along part of Queens Road East and University Boulevard and provides links to Attenborough to the south west and Apsley and Bulwell to the north.

This network of off road and on road cycle routes in the immediate vicinity of the site provides links to local residential areas of Beeston, Rylands, Chilwell as well as residential areas and the City Centre further afield. Additionally, there are a number of routes adjacent to the canal and River Trent that are suitable for leisure cycling.

With respect to pedestrian accessibility, there are footways adjacent to all local highways which provide a comprehensive network that links the site to local residential areas and local amenities.

2.6 Access by Public Transport Existing public transport facilities have been examined, this exercise has demonstrated that the site is currently served, directly and indirectly, by the following public transport services:

- CityLink 1 and W4; - Indigo;


- Route 18; and - Rail network.

In addition, the NET2 tram line, which is currently being constructed, will also serve the area along University Boulevard. The routes of these public transport services in the vicinity of the site is shown in Figure 2.2.

2.6.1 CityLink 1 CityLink 1 is a high frequency service operated by Nottingham City Council which is advertised as a bus based Park & Ride service using the Queen’s Drive Park & Ride site. The bus services run between Nottingham City Centre and the Alliance Boots Beeston site, via the Queen’s Drive Park & Ride car park. Recent investment in the CityLink 1 route has delivered double decker buses for this route.

As a Park & Ride (offering a fast service), there are limited stops along the route, although key locations are called at, for example Queen’s Drive Industrial Estate, ng2 Business Park and the rail station. Travel time between the Alliance Boots site and Nottingham City Centre is approximately 30 minutes, including the detour into the Queen’s Drive car park.

CityLink 1 is the only service at present to directly serve the Alliance Boots site and has four stops within the site. Table 2.1 below summarises the existing service frequencies.

Table 2.1: CityLink 1 Bus Service Frequencies

Monday to Friday

Peaks hours and Daytime Saturday

Sunday/Bank Holiday

Peak hours and Daytime Evening Daytime Evening Daytime Evening

10 min 20 min No service to/from Alliance Boots site No service to/from Alliance Boots

As summarised in Table 2.1, the CityLink 1 service provides an excellent service throughout the weekday. However, services are limited early in the morning and in the evenings, with the first service leaving the Alliance Boots site at 0615 and the last regular service arriving at 1900. Furthermore, there are no services on Saturdays, Sundays and Bank Holidays.

The W4 service operates along the same route on Saturdays and Bank Holiday Mondays four hour intervals.

2.6.2 Indigo The Indigo service is operated by Trent Barton Buses and provides a turn-up-and-go service which operates at a 6-7 minute day time frequency. The Indigo buses travel from Nottingham City Centre to Long Eaton, Briar Gate & Sawley or Derby via Beeston bus station, although the section of the route between the City and the Alliance Boots site is covered by all three routes.

There are three stops along the route which are within 400m of the northern site boundary along University Boulevard. Table 2.2 below summarises the frequencies of the Indigo bus service.

Table 2.2: Indigo Bus Service Frequencies

Monday to Friday

Saturday

Sunday/Bank Holiday


6-7 mins 15 min 6-7 min 15 min 10-20 min 30 min


2.6.3 Route 18 The Route 18 service is operated by Trent Barton Buses and provides a 30 minute frequency service between Nottingham City Centre and Stapleford, via Beeston Rylands and Beeston bus station. The site, at present, is served by the Route 18 service at the Humber Road South entrance. Table 2.3 below outlines the existing service frequencies.

Table 2.3 :Route 18 Bus Service Frequencies

Monday to Friday

Saturday

Sunday/Bank Holiday


30 min 60 min 30 mins 60 min No services

2.6.4 Rail network Beeston rail station lies 950 metres to the west of the site and is on the rail line linking Nottingham with Leicester and Derby and other Midland Mainline stations. There are hourly services from Beeston to London, and frequent services between Beeston and Nottingham. The journey time between Beeston and Nottingham is approximately 6 minutes.

2.6.5 NET2 The Nottingham Express Transit Phase 2 (NET2) tramline is currently under construction and is scheduled for completion in winter 2014. NET2 features two routes, one of which will pass the vicinity of the Alliance Boots site along University Boulevard, with proposed stops near the University’s South Entrance and at Woodside Road. Whilst these are beyond 400m from the site perimeter, this will be high frequency, direct service into Nottingham City Centre, terminating at the rail station Hub to interchange with rail services and other NET routes.

2.7 Summary There are three vehicular access points to the Alliance Boots site:

- Thane Road, which can be used by employees and visitors; - Humber Road South, which is used by staff only; and - Harrimans Lane, which is used by goods vehicles only.

All three entrances have a gate house and are controlled by barriers. In 2007, traffic counts were undertaken at the three entrances to Alliance Boots. The results of this showed that the site generated over 15,000 vehicle movements across the day, with over 1800 movements in the traditional morning peak hour and almost 1500 vehicles in the traditional evening peak hour. The surveys also showed that Thane Road acts as the primary access to the site, and accommodates over 50% of movements to and from the site.

The site currently has three pedestrian and cycle accesses, all of which are adjacent to the vehicle accesses on:

- Thane Road - Humber Road South - Harrimans Lane.

Beyond the site boundaries, there is a good network of off road and on road cycle routes in the immediate vicinity of the site, which provide links to local residential areas of Beeston, Rylands, Chilwell as well as residential areas and the City Centre further afield. Additionally, there are a number of routes adjacent to the canal and River Trent that are suitable for leisure cycling.


With respect to pedestrian accessibility, there are footways adjacent to all local highways which provide a comprehensive network that links the site to local residential areas and local amenities.

Existing public transport facilities have been examined, this exercise has demonstrated that the site is currently served, directly and indirectly, by the following public transport services:

- CityLink 1 and W4; - Indigo; - Route 18; and - Rail network from Beeston Station.

The CityLink 1 service penetrates the site and links to Queens Drive Park and Ride and the City Centre, and operates at a high frequency. The Indigo and Route 18 bus services operate on the periphery of the site, but are within a reasonable walk distance from the site and connect to the City Centre, Beeston and local residential areas to the west.

In addition, the NET2 tram line, which is currently being constructed, will also serve the area along University Boulevard.

Overall, it is concluded that site is accessible by a variety of modes of transport, including bus, cycling, walking and car. However, there are no publicly available routes through the site.


3 Development Proposals


3.1 Introduction The details of the proposed development are set out in the planning statement. This TA has been prepared to support two planning applications as follows:

- Alliance Boots Site Works and Public Infrastructure Works (Site Enabling Works) - full application; and - Site Regeneration - outline application.

The description associated with each application is summarised as follows:

- Outline Planning Application for Site Regeneration (Planning Portal ref. PP-03048889 (NCC) and PP-03079920 (BBC)): Outline planning permission is sought for Site Regeneration – including mixed-use development, including business, general industry, storage/distribution, residential and non-residential institutions, retail, residential units, access, car parking, demolition, earthworks, remediation, open space, drainage, and pedestrian/cycle routes.

- Planning application for Site Enabling Works (Planning Portal ref. PP-03079610 (NCC) and PP-03143075 (BBC)): Planning permission is sought for Site Enabling Works – including primary vehicle link route, access points, new canal bridge, demolition, earthworks and utilities infrastructure.

3.2 Site Regeneration The planning application for the regeneration of the Alliance Boots site includes land uses for employment land uses (B1, B2 and B8), residential units and ancillary land uses such as retail and associated development. The Application Boundary (in red), submitted in respect of the application for outline planning permission (Site Regeneration) is shown in Figure 3.1. The blue line shows the boundary of other land controlled by the applicant.

3 Development Proposals


Figure 3.1: Outline Planning Application Red Line (Site Regeneration) Boundary

For the purposes of assessing the transport impact of the proposals, an upper limit of each land use type has been identified and is summarised as follows:

- 8,151 sqm B1 - 21,246 sqm B2 - 38,402 sqm B8 - 13,516 sqm Health and wellbeing - Houses 676 units

Access to the employment land uses will be via the existing entrance gates to the Alliance Boots site – Thane Road gate and Humber Road South gate, with deliveries and heavy goods vehicles using Harrimans Lane. Access to the residential and ancillary land uses will be via a series of new junctions on the proposed link road.

Car parking and cycle parking will be provided in line with the prevailing standards.


3.3 Alliance Boots Site Works and Public Infrastructure Works This application involves the provision of a new link road connecting Humber Road South to Thane Road and a new bridge over the canal.

The link road will provide access to the residential development proposals and will also play a key place making role by creating a destination ‘main street’ around, which a place and new communities will be centred.

The design of the link road has been agreed with the Local Highway Authorities and is based on a residential road using design guidance from Manual for Streets and 6Cs. The link road has been designed with a design speed of 20 mph. Further details regarding the design of the link road, the access junctions and the new bridge are set out in Section 6.

The Application Boundary (in red), submitted in respect of the application for planning permission (Site Enabling Works) is shown in Figure 3.2. The blue line shows the boundary of other land controlled by the applicant.

Figure 3.2: Planning Application Red Line (Site Enabling Works) Boundary.


.

4 Modelling Approach


4.1 Background The approach to modelling the impact of the development proposals was agreed with the three Highway Authorities (Nottingham City Council, Nottinghamshire County Council and the Highways Agency). It was agreed to use the Greater Nottingham Transport Model (GNTM), which was originally developed to assess the Greater Nottingham Core Strategy and has been approved by the Highways Agency, Nottingham City Council, Nottinghamshire County Council and Derbyshire County Council as being ‘Fit for Purpose’ for this use. This approach has been adopted for a number of major development schemes throughout the area including residential, employment and retail land uses.

4.2 Overview of GNTM The GNTM consists of three main elements, as follows:

- KHighway assignment models developed within SATURN; - KPublic Transport (PT) models developed within CUBE Voyager which incorporate rail, bus and NET; and - KVariable Demand Model (VDM) developed within CUBE Voyager which includes a Park and Ride model, which identifies the

trip distribution and mode of trips undertaken within the modelled area.

The GNTM incorporates the following three weekday time periods:

- weekday morning peak hour : 0800-0900; - weekday average inter-peak hour : 1100 - 1400; and - weekday evening peak hour : 1700-1800.

The model is capable of predicting the highway and public transport impacts of development proposals, which are located within the core modelled area. This includes the distribution of trips, the congestion impacts of those trips and also the levels of public transport usage to and from the site. It is reactive to improvements in highway and public transport infrastructure/services and is capable of predicting the impact of mitigation schemes on the highway and public transport networks.

The agreed approach for the assessment of development schemes using GNTM is a four stage process as follows:

- K Stage 1 : Define the Area of influence; - K Stage 2: Local area validation exercise; - K Stage 3: Future year scenario reference case; and - K Stage 4: Future year scenario testing with development.

The modelling reports are contained in Appendix A (Area of Influence), Appendix B (Local area validation) and Appendix C (Future Year Assessments). Further details of the methodology adopted for each of these stages is provided in the following paragraphs.

4.3 Stage 1: Area of Influence This initial stage has been undertaken to give a broad indication of the potential development transport impacts, define an area of influence, and identify a data collection programme for the local area validation which is undertaken in Stage 2. The methodology comprises of running the existing 2026 model, used for previous development assessments, with and without the proposed development. The trip generation figures are derived using agreed person trip rates.

The development’s area of influence (AoI) is defined by comparing with and without development scenarios. Links where flows increase by more than 5% are identified as falling within the AoI. A summary of the output of this stage of the modelling work is contained in a Technical Note and can be found in Appendix A.

4 Modelling Approach


The outcome of the AoI suggested that additional traffic counts were required. However, due to ongoing highway works and the resultant impact on the traffic flows in the local area, it was agreed at a meeting with the three authorities that it was not appropriate to undertake traffic counts and that the model validation exercise would be based on traffic count data that was readily available.

The AoI analysis was agreed by the three highway authorities in July 2013.

4.4 Stage 2 : Local Area Validation Exercise This stage of the process aims to ensure that the model fully represents the current operation of the transport networks within the AoI and is therefore ‘Fit for Purpose’ for the assessment of the impacts of the development. The year of validation is 2008.

The local area model validation and refinement stage included the following tasks:

- Conversion of the traffic survey information, as identified in Stage 1, into a suitable format for calibration and validation stages. - Provision of enhancements to the highway and public transport models to ensure that they fully represent the current situation

within the AoI and can also fully simulate the local transport movements; - Calibration/validation of the SATURN highway assignment model within the AoI based on DfT (WebTag) criteria, to ensure

that the highway model replicated existing vehicle flows to a level that is acceptable to all parties; and - Update but not revalidate the public transport model to reflect the changes to the highway network. - Recalibration of the demand model to ensure it incorporates the changes in the highway and public transport models and

continues to operate within acceptable parameters.

A Local Model Validation Report (LMVR) has been produced and was circulated to the three highway authorities for comments and agreement. The LMVR used standard criteria against which the counts and modelled flow comparisons should be measured. In both cases the criteria are expected to be met in 85% of cases. The two sets of criteria are GEH Statistic and DMRB Vehicle Flow Comparison.

As part of the calibration exercise, a network wide review of junctions and roads within the AoI was undertaken to determine whether any amendments or updates were required. Parameters reviewed included distances, number of lanes and speeds. The purpose of this review was to ensure that the model was of a robust nature to progress with development testing. As such a number of amendments were made, including some zone disaggregation, further details of which are set out in the LMVR.

The LMVR concluded that the model validates to a high level of accuracy within the AoI in both the morning and evening peaks, with the flows being representative of the observed conditions. Additionally, the changes made to the model in the local area for the localised validation did not undermine the validation of the full model and the refinements conducted for the local area validation, have improved the validation of the overall model. As such, it was concluded that the model is considered to calibrate and validate to a reasonable level in the local area. The LMVR was agreed by the three highway authorities.

This LMVR is contained in Appendix B.

4.5 Stage 3 : Future Year Scenario Testing Reference Case It was agreed with the highway authorities, in July 2013, that a future year of 2028 would be considered, in line with the end of the Plan period. Since this approach was agreed, Circular 02/2013 : Strategic Road Network and the Delivery of Sustainable Development was published. This policy confirms how the Highways Agency will assist in the delivery of sustainable economic growth. This policy states that where development may affect the strategic road network, a year of opening assessment is required.

The Highways Agency have confirmed that the year of opening should:

- Include all committed development and that all this development is occupied;


- If there is a NPPF compliant core strategy in place then all of the core strategy growth must also be included; and - Background growth must also be included between the year of traffic collection and the opening year. The Highways Agency have also confirmed that developers who have already completed assessment work in strategic models in compliance with Circular 02/2007 are likely to be able to utilise their existing modelling information. On this basis, it is assumed that the adopted assessment year of 2028 will be acceptable as an equivalent opening year assessment for the purposes of meeting the criteria in Circular 02/2013.

The committed transport infrastructure proposals and committed developments that should be included within the reference case have been discussed and agreed with the three highway authorities and these are summarised in Table 4.1.

Table 4.1: Reference Case Assumptions

Infrastructure Development Proposals A46 Improvements between Newark and Widmerpool; M1 Widening between J25 and J28; NET Phase II; East Midlands Parkway Railway Station; A52 Junction Enhancements – Priory Roundabout and QMC Junction; Highway improvements associated with ‘Land at Edwalton’ development; Turning Point East; Turning Point South; Ring Road Major; Hucknall Town Centre improvements; A453 widening; Mini -roundabout scheme at the B600 / B6009 (Narrow Lane) junction; A52 Bardills Island improvement scheme; and, Gedling Access Road.

Waterside � 2,200 dwellings; Eastside Extended Island � 1,750 dwellings; Land at Edwalton � 1,200 dwellings; South of Papplewick Lane � 837 dwellings; Cotgrave Colliery � 470 dwellings; Chalfont Drive � 413 dwellings; North of Victoria Park/Teal Close � 830 dwellings; Stockings Farm � 390 dwellings; Hicking Pentecost � 350 dwellings; Mill Hill Bingham � 345 dwellings; Clifton Lane � 327 dwellings; Thomas Forman Site � 323 dwellings; Forest Mills � 300 dwellings; Clifton West � 285 dwellings; Land at Top Wighay � 500 dwellings; Gedling Colliery � 1,200 dwellings; Severn Trent Water � 477 dwellings; City Centre Regeneration � 190,000 sqm employment; Broadmarsh Redevelopment � Increase 44,127 to 120,300 sqm employment; Top Wighay � 31,500 sqm employment; Teal Close – 18,000 sqm employment; Tollerton Airfield � 31,753 sqm employment; Medipark � 39,000 sqm employment; and, Gedling Colliery � 22,500sqm employment.

Note: Although Clifton Lane is now complete, it is still included in future year modelling as the GNTM has a base year of 2008.

The Severn Trent Water site, to the west of the Alliance Boots site, is not a committed development but has been included in the reference case to ensure that the link road is designed to accommodate the potential traffic generated by the redevelopment of this site.

The 2028 future year scenarios use TEMPRO growth in trips associated with the Greater Nottingham Aligned Core Strategies. The increase in highway trips between the 2008 Base and 2028 Reference Case is summarised in Table 4.2.

Table 4.2: TEMPRO Growth Assumptions

2008 Base 2028 Reference % Change

Morning peak 228,139 273,473 20%

Evening peak 256,212 304,066 19%


This shows that there is forecast to be a 20% increase in trips in the morning peak hour, and a 19% increase in trips in the evening peak hour across the network. This is in addition to the traffic generated by the developments set out in Table 4.1.

4.6 Stage 4 : Future Year Scenario Testing With Development

4.6.1 Development Proposals For the purposes of assessing the transport impact of the proposals, an upper limit of each land use type has been identified and is summarised in the following table.

Table 4.3 Proposed Land Use Mix

Land use Floor Area

B1 (sqm) 8,151 sqm

B2 (sqm) 21,246 sqm

B8 (sqm) 38,402 sqm

Health and well being (sqm) 13,516 sqm

Total Commercial (sqm) 81,315 sqm

Houses 676 units

4.6.2 Trip Generation The level of trips generated by each land use has been identified through the interrogation of the TRICS database. The TRICs database is a standard industry tool for calculating the trip generation for a range of land uses. The proposed trip rates were set out in a comprehensive technical note and agreed with the three highway authorities. This technical note is contained in Appendix D and the agreed trip rates summarised in the following tables.

Table 4.4: Average Person Trip Rates (per dwelling/100sqm GFA)

AM Peak PM Peak

Arr Dep Total Arr Dep Total

Houses Privately Owned 0.246 0.808 1.054 0.602 0.356 0.958

B2 Employment 0.601 0.315 0.916 0.174 0.489 0.663

B1 Employment 2.494 0.357 2.851 0.244 2.089 2.333

B8 Employment (vehs) 0.05 0.032 0.082 0.023 0.063 0.086 Hospital/health and well being 1.139 0.299 1.438 0.562 0.898 1.46 Census data for the Beeston Rylands ward has been interrogated to understand the mode share for each trip type. The results of this analysis are summarised in Table 4.5.


Table 4.5: Mode Share from Census Data for Beeston Rylands Ward

Walk and Cycle Highway and PT

Residential 26.6% 73.4%

Office 10.5% 89.5%

B2 10.5% 89.5% The above mode share have been applied to the trip rates set out in Table 4.2 to provide trip rate by mode. These are set out in Table 4.6 and 4.7 below. Table 4.6: Person Trip Rate : Walk and Cycle

AM Peak PM Peak

Mode share Arr Dep Total Arr Dep Total

Houses Privately Owned 26.6% 0.07 0.22 0.28 0.16 0.10 0.26

B2 Employment 10.5% 0.22 0.04 0.25 0.03 0.18 0.21

B1 Employment 10.5% 0.06 0.03 0.10 0.02 0.05 0.07

B8 Employment (vehs) Not calculated Hospital/health and well being 10.5% 0.12 0.02 0.14 0.034 0.06 0.094 Table 4.7: Person Trip Rate : Highway and Public Transport

AM Peak PM Peak

Mode share Arr Dep Total Arr Dep Total

Houses Privately Owned 73.4% 0.18 0.59 0.77 0.44 0.26 0.70

B2 Employment 89.5% 0.54 0.28 0.82 0.16 0.44 0.59

B1 Employment 89.5% 2.23 0.32 2.55 0.22 1.87 2.09

B8 Employment 1 - 0.09 0.06 0.14 0.04 0.11 0.15 Hospital/health and well being 2 - 1.02 0.28 1.30 0.53 0.84 1.37

1 1.75 factor applied to vehicle trip rates to identify person trip rates and factor assumes 20% PT mode share and 1.4 car occupancy 2 Information form TRICS

The GNTM uses these person trips for highway and public transport and allocates then to either car trips or public transport trips based on the relative costs of undertaking the journey by each mode. Table 4.8 summarises the resultant person trip generations.


Table 4.8 Modelled Trip Generations

AM Peak PM Peak

Arr Dep Total Arr Dep Total

Person Trips 590 528 1118 422 579 1001

Public Transport Trips 95 46 140 35 82 117

Highway Trips 496 482 978 387 497 885

Highway Vehicles (pcu/hr) 412 388 801 322 411 733

PT Mode Share 13% 12% Analysis shows that the development is anticipated to generate 1118 two way highway and public transport trips in the morning peak hour and 1001 two way highway and public transport trips in the evening peak hour. The model forecasts that 13% and 12% of these trips will be by public transport in the morning and evening peak hours respectively, which equates to 140 and 117 trips respectively. The number of car trips is 801 two way trips in the morning peak hour and 733 two way trips in the evening peak hour.

4.6.3 With Development and No Mitigation An early run of the strategic model was undertaken with a series of assumptions regarding the proposed development and no mitigation measures. However, since this model run was undertaken, the land use mix was revised (both in terms of quantity and type of land use) and the subsequent model runs were only undertaken with the inclusion of mitigation measures.

4.6.4 Mitigation Option Testing A series of sensitivity test were undertaken to understand the effectiveness of individual mitigation measures. Key indicators were extracted for each model run to determine whether that set of measures is effective and should be carried forward. These mitigation measures included:

- Test 1 : Public transport mitigation: including smarter choices; changes to Route 18 bus frequency to 4 buses per hour; City Link 1 extension through to Beeston; and implementation of the Southern Bus corridor as per the outline scheme prepared by Nottingham City Council.

- Test 2: Alternative vehicular access strategy: as Test 1, with revised junction arrangements at Thane Road access. - Test 3: Highway mitigation strategy: as Test 2 with minor improvements to the junction of A52 with Queens Drive. - Test 4: Highway mitigation strategy: as Test 3, but with further improvements to the junction of A52 with Queens Drive and

further amendments to the Thane Road access junction.

Details of the key indicators and the effectiveness of each set of mitigation measures is set out in Section 5 of Modelling Report (contained in Appendix C). From this analysis, it was concluded that:

- Test 1 resulted in an increased public transport mode share across the two peak hours and that in the evening peak hour the measures mitigate the network wide impact of the development. However, in the morning peak hour, there is a slight increase in highway congestion.

- Test 2 showed that the amended access arrangements resulted in an increased level of congestion in the vicinity of the site. - Test 3 showed that the improvements to the junction of the A52 with Queens Drive would mitigate the impact of the

development across the network in the morning peak hour, but would not fully mitigate the impact in the evening peak hour. - Test 4, with further changes to the access junctions and A52/Queens Drive showed that for both peak hours the measures

would fully mitigate the network wide impact of the development proposals.


Table 4.9 summarises the network indicators for the AoI for the reference case and Test 4.

Table 4.9: AoI Network Indicators

AM Peak PM peak Reference

Case Test 4 Difference Reference Case Test 4 Difference

Congestion: Over Capacity Queues (pcu hrs) 1,342 1,202 -140 1,759 1,649 -110

Average speed (kph) 24.10 24.40 +0.3 22.60 22.80 +0.2

Total travel time (pcu hours) 6,037 6,131 +94 6,537 6,573 +36

Travel Distance (pcu kms) 145,206 149,554 +4348 147,423 149,788 +2365

It should be noted that the travel time and travel distance increase as this reflects the overall increase in traffic flow on the network as a result of the proposed development. The most reliable indicators for assessing the impact of the development and the effectiveness of the mitigation measures are the “over capacity queues” and the average speed indicators. These results shows that Test 4 results in a reduction in over capacity queues in both the morning and evening peak hour and a marginally higher average speed across the network.

Accordingly, the measures included in Test 4 are proposed to support the development proposals. Further details regarding these mitigation measures are set out in the following section.

4.6.5 Mitigation Measures The modelling showed that the package of measures assessed in Test 4 mitigates the network wide impact of the development proposals. These measures include:

- Package of smarter choices measures to promote sustainable modes of travel. - Changes to Route 18 bus to provide a frequency of 4 buses per hour, with two buses terminating in Beeston and two buses

terminating in Stapleford. - City Link 1 extension (or similar service) through the site and along the link road to Beeston. - Implementation of the Southern Bus Corridor in line with the outline scheme prepared by Nottingham City Council. - Access arrangements at Thane Road to include a new bridge over the canal and two signal controlled junctions. - Access arrangements at Humber Road South to provide a new four arm oval shaped roundabout. - Improvements to the junction of A52 with Queens Drive as shown on drawing 60290174_HDP_121. These include:

o Signalisation of Queens Drive and Lenton Lane approaches to the roundabout. o Widening of Lenton Lane to provide three lanes at the approach to the stopline. o Widening on the Queens Drive approach to provide a segregated left slip lane to bypass the proposed traffic

signals. o Widening on the Queens Drive approach to provide three lanes at the stopline.

4.6.6 Trip Distribution and Assignment The development highway trip distribution and resultant assignment with the mitigation measures is shown in Figures 4.1 and 4.2.

These figures show that:

- The development traffic is generally concentrated along main roads during both peaks; and - A greater proportion of the site traffic passes though the A52/Queens Drive junction than the Humber Road South junction

during the evening peak although in the morning peak the levels of traffic using the two main junctions are similar.

5 Sustainable Access Strategy


5.1 Background This section of the report expands on the mitigation measures that have been included in the model and other measures that are proposed to increase the accessibility of site by sustainable modes of travel.

5.2 Walking and Cycling A series of measures are proposed to encourage walking and cycling both to and from the proposed development and within the proposed development. These are shown in drawing 60290174_HDP_010 Rev 13 and include:

- Provision of a combined footway and cycleway on the south side of the proposed link road. This will act as a key corridor for those living and working on the site as well as providing a connection to the existing cycle facilities on Thane Road and the canal network to Humber Road South.

- Provision of a combined footway and cycleway through the development site to the north of the proposed link road. This route will provide a more direct route through the site.

- Provision of a footway on the north side of the proposed link road. - Provision of 3 Toucan crossing facilities on the proposed link road to integrate the cycle and pedestrian routes with the access

arrangements. - Provision of controlled pedestrian crossing facilities at the proposed signal controlled junction to the north of the new bridge. - Provision of secure and covered cycle parking facilities, changing and showering facilities within the proposed employment

elements of the development. - Within the development parcels, a series of connected pedestrian and cycle networks will be provided. These will link the

development plots to the wider network. - Implementation of a 20mph speed limit on the link road which will help to create a safe walking and cycling environment. - Other softer measures to promote walking and cycling will be implemented through the travel plan. These will include the

setting up of a bicycle user group, dissemination of information with respect to walking and cycle networks and the opportunity to provide cycle awareness training.

5.3 Public Transport As set in Section 4 a series of public transport measures were included as mitigation measures in the modelling. With respect to public transport these measures are shown on Figure 5.1 and include:

- Changes to Route 18 bus to provide a frequency of 4 buses per hour, with two buses terminating in Beeston and two buses terminating in Stapleford.

- City Link 1 extension (or similar service along this route) through the site and along the link road to Beeston. - Implementation of the Southern Bus Corridor in line with the outline scheme prepared by Nottingham City Council.

In addition to the above measures, it is proposed to introduce a range of additional improvements to the public transport network to increase the accessibility of the site. These measures largely relate to services outside of the peak hours and have therefore not been taken into account in the modelling. These measures include:

- Introduction of early morning services and evening services on Citylink 1 from 6am and evening services with a half hourly frequency on weekdays and Saturdays.

- Improve Saturday services by introducing services running at similar frequencies to weekdays. - Increase frequency of the Route 18 to 15 minute intervals during the day, terminating alternative services at the Beeston bus

station and Stapleford. - Introduce Sunday services on Route 18 from 7am to 10pm, terminating at the Beeston bus station or Stapleford.

5 Sustainable Access Strategy


5.4 Travel Planning Two framework travel plans have been developed to support the outline planning application for the master plan; one for the residential proposals and a second travel plan in support of the employment proposals. The two framework travel plans adopt a consistent approach but have been developed to reflect the two different land uses and the specific measures tailored to each land use.

The employment framework travel plan includes the following initiatives to positively promote and encourage sustainable travel:

- Appointment of a Travel Plan Coordinator (TPC); - A travel information notice board in a central area to display local cycle maps, details of local cycle retailers, walking routes,

bus information; - Provision of secure and covered cycle parking facilities, changing and showering facilities within the proposed employment

elements of the development; - Provision of a travel information pack including provision of cycle and walking maps and public transport information; - Promotion of car sharing and the potential to provide priority spaces for car sharing; - TPC to seek discounts with local bus operators; - TPC to promote walking, cycling and bus travel through the development of specific user groups. These groups would also

participate in local and national events to promote sustainable travel; and - TPC would seek to negotiate discounts at local cycle retailers.

The residential framework travel plan includes the following initiatives to positively promote and encourage sustainable travel:

- A travel information notice board in a central area to display local cycle maps, details of local cycle retailers, walking routes, bus information;

- Provision of a travel information pack for new occupants setting out the details of cycle and walking maps and public transport information; and

- Annual surveys for monitoring the effectiveness of the travel plan.

6 The Link Road and Access Arrangements

AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment 27 Capabilities on project:

6.1 Background As set out in Section 2, a full application has been submitted to include the provision of a new link road through the site, linking Humber Road South to Thane Road, together with the provision of a new bridge across the canal. This section of the TA considers the link road proposals in more detail.

6.2 The Link Road The link road will provide access to the residential development proposals and will also play a key place making role. Access to the Alliance Boots site will remain via Humber Road South and Thane Road, with HGV access via Harrimans Lane. Access to the residential and ancillary land uses will be via a series of new junctions on the proposed link road.

The design of the link road has been agreed by the Local Highway Authorities and is based on a residential road using design guidance from Manual for Streets and 6Cs. The link road has been designed with a design speed of 20 mph, with speed restraint features every 60 metres. These features are a combination of speed restraint bends, speed cushions and raised junctions. The accesses to serve the residential developments take the form of simple priority junctions or uncontrolled cross roads. A combined footway and cycleway will be provided on the south side of the road together with a footway on the north side of the road.

The following summarises the agreed design criteria:

- Design speed of 20 mph - Forward visibility requirement of 25m - Carriageway width of 6.75m - Speed restraint features every 60 metres to encourage low speeds - Speed restrain features based on a combination of speed restraint bends; raised junctions; speed cushions and access

junctions. - Footway width of 2 metres on the northern side of the link road. - Combined footway/cycleway width of 3 metres on the southern side of the link road. - Access junctions to be either uncontrolled cross roads or simple priority junctions. - Visibility in line with MfS (2.4m x 25m).

Drawing 60290174-HDP-010 Rev 13 shows the horizontal alignment of the link road.

A vertical alignment of the link road has been developed and is shown in drawing 60290174-HDP-0107 Rev 2. The vertical alignment is influenced by the following:

- Tie into existing levels at Thane Road; - Crossing height over the canal; - Requirement for a dry escape route from the south west of the site to the north, as set out in the Flood Risk Assessment

(FRA). The levels at the south west corner of the link road are required to be 27mAOD; - Requirement for the east – west section of the link road to be as close to existing ground levels as possible to allow flood

waters to cross the road, as set out in the FRA; and - Tie into existing levels at Humber Road South.

Accordingly, there are a number of locations where retaining features, such as embankments are required, and these are shown on drawing 60290174-HDP-0110 Rev 2. Cross sections are shown in drawing 60290174-HDP-108 Rev 2.

A Stage 1 Road Safety Audit (RSA) has been undertaken of an earlier iteration of the design of the link road and this is included in Appendix E. A designers response has been prepared, which sets out how the issues raised have been addressed.

6.3 The New Bridge Over the Canal At the east end of the site, Thane Road crosses the canal via a private bridge and does not form part of the adopted highway. This bridge is owned and maintained by Alliance Boots, but is subject to a covenant by the Canals and Rivers Trust.

6 The Link Road and Access Arrangements


Accordingly, and in order to provide a public highway through the site, a number of different options were investigated including:

1. Refurbish the existing bridge to adoptable standards and open for public use;

2. Demolish the existing bridge and construct a new bridge at the same location;

3. Construct new bridge immediately to the west of existing bridge;

4. Construct new bridge further to the west of existing bridge; and

5. Refurbish existing bridge for pedestrian / cycle use and for Boots traffic.

The change of ownership of the existing bridge to allow it to become an adoptable highway cannot be achieved and this therefore discounts Option 1. Option 2 was discounted as this would have a detrimental impact on the operation of the Alliance Boots site during construction which could not be satisfactorily mitigated. Options 3 and 4 were taken forward to a more detailed review and it was concluded that Option 4 is preferred, due to ecological constraints and the presence of an open ditch to the west of the existing bridge which would be affected by Option 4. The implications of Option 5 were considered and it is proposed that this bridge will be open to pedestrians and cyclists and will also be retained for Alliance Boots traffic.

Accordingly, it is proposed to construct a new bridge to the west of the existing bridge (Option 4) to accommodate traffic flows pedestrians and cyclists and to refurbish the existing bridge to accommodate pedestrians, cyclists and traffic to the Alliance Boots site.

Drawing 60290174-SKE--10-0000-S-0004 shows the proposed general arrangement of the new bridge.

6.4 Alliance Boots Access Arrangements New junctions have been designed at the point where the proposed link road meets with the external highway network at Thane Road and Humber Road South.

6.4.1 Humber Road South Access At Humber Road South, there is an existing three arm roundabout that links Lilac Grove, Humber Road South and the Alliance Boots access. The new link road approaches from the south, between Lilac Grove and the access to Alliance Boots. There are a number of constraints in the vicinity of the access that have been taken into consideration in the development of an appropriate junction and include:

- Proximity to the old fire station which is a listed building; - The need to tie into the existing Alliance Boots access; - The need to provide a gatehouse and entry/exit barriers within the Alliance Boots site and associated queuing space; - Land ownership constraints; and - Extent of adopted highway land.

A number of different options for a new junction at this location have been considered, including two priority junctions, two linked signal controlled junctions and a roundabout. The preferred option is an oval shaped roundabout as shown in Drawing 60290174-HDP-116 Rev 1. A segregated left slip lane will be provided from Humber Road South to the Alliance Boots site to allow vehicles to bypass the roundabout. Toucan crossings will be provided on Lilac Grove and on the new link road which will allow pedestrians and cyclists to cross these two approaches and to facilitate access to the proposed combined cycleway/footway on the south side of the link road. Swept path analysis has been undertaken to/from all approaches and these are shown in drawing 60290174-HDP-0104TR Rev 4. This shows that a large articulated vehicle can safely negotiate the roundabout. It has been agreed with Nottinghamshire County Council that the roundabout will be within the proposed 20 mph zone.


A Stage 1 Road Safety Audit (RSA) has been undertaken and this is included in Appendix E. A designers response has been prepared, which sets out how the issues raised have been addressed.

6.4.2 Thane Road Access A new bridge over the canal will be provided at the east end of the link road and a number of different junction options have been developed and discussed with the highway authority, Nottingham City Council. These options included how the existing bridge could be retained and how traffic would access the Alliance Boots site as well as the new link road. The proposed access arrangements comprise of two signal controlled junctions as shown on drawing 60290174-HDP-117 Rev 1.

The following points summarise how the access arrangements will operate:

- The existing bridge will be refurbished and retained for Boots private traffic, pedestrians and cyclists accessing the Alliance Boots site. The bridge will operate in an inbound direction for traffic.

- A new three arm signal controlled junction will be provided at the south side of the existing bridge where the Alliance Boots access meets with Thane Road. The north arm will provide access to Alliance Boots, the west arm leading to the new bridge and the east arm to Thane Road.

- The new bridge will carry traffic to and from the new link road, as well as traffic egressing the Alliance Boots site. - A new three arm signal controlled junction will be provided to the north of the new bridge, with the west arm providing access

to and from the new link road, the north arm providing the exit from Alliance Boots and the south arm leading to the new bridge and onto Thane Road.

The signal controlled accesses will incorporate controlled pedestrian crossing facilities where appropriate and will be on raised tables as agreed with Nottingham City Council.

A Stage 1 RSA has been undertaken of the access junctions and this is included in Appendix E. A designers response has been prepared, which sets out how the issues raised have been addressed.

6.5 Accesses on the Link Road The link road will provide access to the residential elements of development. In line with the master plan, a series of accesses have been designed as follows:

- Access 3D – a three arm simple priority junction on the west bend of the link road. Based on an assessment of the outline master plan, this will provide access to approximately 220 dwellings.

- Access 4D – a four arm uncontrolled cross roads located to the east of access 3D. Based on an assessment of the outline master plan, this will provide access to approximately 219 dwellings.

- Access 5D – a four arm uncontrolled cross roads located to the east of access 4D. Based on an assessment of the outline master plan, this will provide access to approximately 79 dwellings.

- Access 6D – a three arm simple priority junction located to the east of access 5D. Based on an assessment of the outline master plan, this will provide access to approximately 158 dwellings.

The following design criteria have been adopted:

- Minor arms on each of the above junctions have been designed with a carriageway width of 5.5 metres; - Minor arms have 2 metre wide footways on both sides; - All accesses will be constructed on raised tables; - Visibility requirements in line with Manual for Streets based on a ‘x’ distance of 2.4 metres and a ‘y’ distance of 25 metres; and - Swept path analysis has been undertaken for each access for a typical refuse vehicle and these are shown in drawing

60290174-HDP-0104 Rev 13.

AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment Capabilities on project:

7 Assessment of Impact


7.1 Background Section 7 of the TA considers a detailed assessment of the level of impact, future year traffic flows and an overview of junction operation.

7.2 Network Indicators As set out in Section 4.6.5 of this report, the package of measures assessed using the GNTM mitigates the impact of the development proposals on the network when compared to the reference case (no development scenario). The following table summarises the network wide indicators after the full model has been run.

Table 7.1: AoI Network Indicators 2028

AM Peak PM peak

Reference Case

With Dev and

Mitigation Measures

Difference Reference Case

With Dev and

Mitigation Measures

Difference

Congestion: Over Capacity Queues (pcu hrs) 1,342 1,257 -85 1,759 1,643 -116

Average speed (kph) 24.10 24.30 +0.2 22.60 22.80 +0.2 Total travel time (pcu hours) 6,037 6,163 +126 6,537 6,611 +74

Travel Distance (pcu kms) 145,206 149,499 +4293 147,423 151,033 +3610

These results shows that the with development and with mitigation measures scenario result in a reduction in over capacity queues in both the morning and evening peak hour. Importantly, average speeds across the network are marginally higher in the with development and with mitigation measures compared to the reference case. These indicators are considered to be the most reliable indicators for assessing the impact of the development and the effectiveness of the mitigation measures as they relates to the overall level of congestion across the network.

The remaining two indicators show that the travel time and travel distance increase in both peak hours. This reflects the overall increase in traffic flow on the network as a result of the proposed development and the impact of the new link road. Therefore it is expected that these two indicators would increase.

7.3 Change in Traffic Flows on Links The change in traffic flows on links can be attributed to:

- The direct impact of the additional traffic generated by the proposed development and the new link road; and - The impacts of the background traffic that reassigns to avoid delays on the network that may be caused by the addition of the

development related traffic.

Future year traffic flows from the reference case have been compared with those from the ‘with development and mitigation case’ for the morning and evening peak hour and the resultant differences are shown in Figures 7.1 and 7.2.

In the morning peak hour, the following can be concluded:

- Traffic flows on Thane Road are forecast to increase; - Traffic flows on the A52, to the north of the junction with Queens Drive are expected to decrease in both directions; - Traffic flows on A453 are expected generally to remain the same ; - Traffic flows on University Boulevard are forecast to decrease in both directions;

7 Assessment of Impact


- Traffic flows on Lilac Grove are predicted to increase; - Traffic flows on Queens Road, to the west of the junction with Station Road are predicted to increase; and - Traffic flows on Woodside Road are expected to increase.

In the evening peak hour, the following can be concluded:

- Traffic flows on Thane Road are forecast to increase; - Traffic flows on the A52, to the north of the junction with Queens Drive are expected to decrease in both directions; - Traffic flows on Queens Drive are expected to increase; - Traffic flows on A453 are expected to increase; - Traffic flows on University Boulevard are forecast to decrease in both directions; - Traffic flows on Lilac Grove are predicted to increase; - Traffic flows on Queens Road are predicted to increase; and - Traffic flows on Woodside Road are expected to increase.

Based on an analysis of the model, many of the changes in flows between the reference case and with development and mitigation scenarios can be attributed to the new link road. The new link road affects route choice of existing traffic in the vicinity of the site and as a result, it attracts through traffic movements from the wider network. The main impacts of the new link road include:

- The relocation of traffic from University Boulevard and the A52 to the north of the Queens Drive junction to the new link road resulting in an overall reduction in traffic along these routes.

- Changes to the routing to and from the areas around Beeston which are more orientated towards the south and the new link road than the A52 to the north resulting in overall reductions in flow on the A52 and routes leading to the A52 to the north of Beeston.

- Greater use of Queens Drive to as a link between the A52 and Nottingham City Centre especially in the evening peak. This is a combination of the impact of new link road and improvements to the A52/Queens Drive junction.

7.4 New Link Road Traffic Flows The future year traffic flows on the new link road have been extracted from the model. This showed a forecast of 880 two�way vehicle movements in the morning peak hour and around 1,000 two�way vehicle movements in the evening peak hour. Analysis of these flows shows that between 700 and 800 of these movements are through traffic movements. The distribution of through traffic on the link road is shown in Figures 7.3 and 7.4. These figures shows that the majority of through traffic on the new link road are travelling between the Beeston area and Nottingham City Centre, Clifton, West Bridgford and other areas to the south of the city.

7.5 Overview of Impact on Junctions The changes in the level of congestion at junctions within the study area have been extracted from the model, and are shown in Figures 7.5 and 7.6. These figures show a comparison between the reference case and with development and mitigation scenario. The blue dots are junctions where congestion is alleviated and the red dots were congestion is forecast to increase.

The following table summarises the number of junctions affected within the area of influence.


Table 7.2: Change in Congestion

AM Peak PM peak

V/C Change Number

of Junction

s

Junctions in the Vicinity of the site

Number of

Junctions

Junctions in the Vicinity of the site

Better by >10% 4

A52/Queens Drive, Abbeyfield Road and Queens Drive approaches; Beeston Road/Lace Street; Lilac Grove/Meadow Rd.

3

A52/Queens Drive, Abbeyfield Road and Queens Drive approaches; Lilac Grove/Meadow Rd.

Better by 5-10% 3 Dunkirk Roundabout Southbound Merge and Northbound off slip onto the roundabout

Queens Road West/Meadow Lane 3

Dunkirk Roundabout Southbound Merge and Northbound off slip onto the roundabout;

Queens Road West/Meadow Lane

Better by 1-5% 10

University Boulevard/Queens Rd East; Woodside Road/Broadgate;

A52/Queens Drive southbound merge A52/Redfield Rd

31

University Boulevard/Queens Rd East; A52/Redfield Rd;

Woodside Road/Broadgate; Queens Road East/Humber Road;

Total 17 - 37

Worse by 1-5% 6 Queens Road/Station Road 11 Queens Road/Station Road

Worse by 5-10% 1 1

Worse by >10% 5

Lilac Road/Humber Road South; Queens Road East/Beacon Rd; Thane Road/Bull Close Road;

A52/Queens Drive Queens Drive/Electric Avenue

4

Lilac Road/Humber Road South; Queens Road East/Beacon Rd; Thane Road/Bull Close Road;

A52/Queens Drive

Total 12 16

This shows that in the morning peak hour, 17 junctions are predicted to be less congested compared to the reference case and 12 junctions are forecast to operate with increased levels of congestion. In the evening peak hour, 37 junctions are predicted to be less congested compared to the reference case and 16 junctions are forecast to operate with increased levels of congestion.

The level of operation of junctions within the proposed development and mitigation measures is shown in Figures 7.7 and 7.8. The red dots on these figures denote junctions which have at least one arm where the capacity has been exceeded, and the orange dots show junctions are approaching capacity.

These figures show that there will be a relief at some junctions (compared to the reference case) but that there will still be a number of junctions that are predicted to be operating over capacity in 2028.

Based on a review of Figures 7.5 and 7.6 (impact on congestion); and 7.7 and 7.8 (junctions operating over capacity), it is considered that the impact on the following junctions should be considered in more detail:

- Lilac Grove with Humber Road South; - Beacon Road with Queens Road East; - University Boulevard with Queens Road East; and - A52 with Queens Drive.

Section 8 of this report provides further details for each of these junctions.


7.6 Summary This section the TA has considered an assessment of the level of impact, future year traffic flows and an overview of junction operation.

Overall, the package of measures assessed using the GNTM was shown to mitigate the impact of the development proposals on the AoI network when compared to the reference case (ie with no development). The key network indicators showed that the with development and with mitigation measures scenario result in a reduction in over capacity queues in both the morning and evening peak hour. Additionally, average speeds across the network are marginally higher in the ‘with development and with mitigation measures’ compared to the reference case.

An assessment of the change in flows on links between the reference case and with development and with mitigation case in the morning peak hour showed that:

- Traffic flows on Thane Road are forecast to increase; - Traffic flows on the A52, to the north of the junction with Queens Drive are expected to decrease in both directions; - Traffic flows on A453 are expected generally to remain the same ; - Traffic flows on University Boulevard are forecast to decrease in both directions; - Traffic flows on Lilac Grove are predicted to increase; - Traffic flows on Queens Road, to the west of the junction with Station Road are predicted to increase; - Traffic flows on Woodside Road are expected to increase.

A similar analysis in the evening peak hour showed:

- Traffic flows on Thane Road are forecast to increase; - Traffic flows on the A52, to the north of the junction with Queens Drive are expected to decrease in both directions; - Traffic flows on Queens Drive are expected to increase; - Traffic flows on A453 are expected to increase; - Traffic flows on University Boulevard are forecast to decrease in both directions; - Traffic flows on Lilac Grove are predicted to increase; - Traffic flows on Queens Road are predicted to increase. - Traffic flows on Woodside Road are expected to increase.

An analysis of the future year traffic flows on the new link road showed a forecast of 880 two�way vehicle movements in the morning peak hour and around 1,000 two�way vehicle movements in the evening peak hour, of which between 700 and 800 of these movements are through traffic movements.

The changes in the level of congestion at junctions, between the reference case and with development and mitigation scenario, have been analysed. This showed that in the morning peak hour 17 junctions are predicted to be less congested compared to the reference case and 12 junctions are forecast to operate with increased levels of congestion. In the evening peak hour, 37 junctions are predicted to be less congested compared to the reference case and 16 junctions are forecast to operate with increased levels of congestion.

Based on a review of impact on congestion indicators and junctions which are forecasting to operating over capacity, it was considered that the impact on the following junctions would require consideration in more detail:



8 Junction Operation


8.1 Background This section considers the impact of the development proposals on the operation of local junctions identified in Section 7 as well as the operation of the site accesses and the junctions on the new link road have been considered. Full outputs of the junction operation are contained in Appendix E.

8.2 Future Year Traffic Flows Future year traffic flows for 2028, for the reference case and with development and with mitigation case have been extracted from the traffic model and these flows are shown in Figure 8.1 and 8.2.

8.3 Lilac Grove/Humber Road South (access 1D) The junction of Lilac Grove with Humber Road South is currently a three arm roundabout. As set out in Section 6.4, it is proposed to replace this roundabout with a four arm oval shaped roundabout that will provide access to the new link road. The layout of this roundabout is shown in drawing 60290174-HDP-116 Rev 1.

The change in traffic flows between the reference case and the development and mitigation case are summarised in Table 8.1.

Table 8.1 Change in Traffic Flows – Humber Road South/Lilac Grove 2028

AM Peak PM peak

Arm 2028 Reference

Case

2028 with development and with mitigation

Change 2028

Reference Case


Change

Humber Road South 454 955 501 (+110%) 410 803 393 (+96%) Alliance Boots access 95 35 -60 (-63%) 250 367 117 (+47%)

Lilac Grove 469 623 154 (+33%) 421 458 37 (+9%)

New link road 0 944 944 0 751 751

Total 1018 2557 +1539 (+151%) 1081 2379 1298 (+120%)

This shows that, as expected, the junction will experience an increase in traffic as a result of the development proposals.

The future operation of this roundabout with ‘with development and with mitigation’ traffic flows has been modelled using ARCADY. ARCADY is the industry accepted modelling software used to model the operation of roundabouts. The results of this analysis are summarised in Table 8.2.

Table 8.2 Lilac Grove/Humber Road South 2028 With Development and Mitigation

AM Peak PM peak

RFC Queue Delay (min/veh) RFC Queue Delay

(min/veh) Humber Road South 0.86 5 0.25 0.74 3 0.15

Alliance Boots access 0.06 0 0.09 0.73 3 0.25

New link Road 0.97 15 0.41 0.96 13 0.42

Lilac Grove 0.75 3 0.17 0.64 2 0.15

Note: it is assumed that 50% of traffic going to Alliance Boots from Humber Road South will use the segregated left slip.

8 Junction Operation


These results show that three of the four approaches are predicted to operate within capacity and with few queues and delays in both the morning and evening peak hours. The new link road approach is predicted to operate at capacity with queues of 16 vehicles and 13 vehicles in the morning and evening peak hour respectively. However, in the context of the operation of the local highway network in 2028, this level of operation is considered to be acceptable.

8.4 Access 3D Access 3D is a three arm priority junction that provides access to approximately 220 dwellings. The operation of the site access has been assessed using the computer software PICADY. PICADY is the industry accepted modelling software used to model the operation of priority junctions. The operational results for the weekday morning and evening peak hour are summarised in Table 8.3.

Table 8.3 Access 3D : 2028 With Development and Mitigation

AM Peak PM peak


(min/veh)

Site access left turn 0.14 0 0.13 0.03 0 0.12

Site access right turn 0.13 0 0.22 0.08 0 0.22 Link Road (N) ahead and right 0.05 0 0.1 0.18 1 0.18

These results show that the junction is predicted to operate within capacity and with no or few queues in both the morning and evening peak hours.

8.5 Access 4D Access 4D is a four arm uncontrolled cross roads that provides access to approximately 219 dwellings. The operation of the junction has been assessed using the computer software PICADY. Table 8.4 summarises the operational results for the weekday morning and evening peak hour.


AM Peak PM peak


(min/veh)

Site access (S) left turn 0.03 0 0.12 0.01 0 0.11

Site access (S) right turn 0.05 0 0.18 0.03 0 0.23

Link Road (E) 0.01 0 0.07 0.06 0 0.09

Site access (N) left turn 0.07 0 0.12 0.03 0 0.12

Site access (N) right turn 0.11 0 0.19 0.04 0 0.20 Link Road (W) ahead and right 0.01 0 0.07 0.04 0 0.09


These results show that the junction is predicted to operate within capacity and with no queues in both the morning and evening peak hours.

8.6 Access 5D Access 5D is a four arm uncontrolled cross roads that provides access to approximately 79 dwellings. The operation of the junction has been assessed using the computer software PICADY. Table 8.5 summarises the operational results for the weekday morning and evening peak hour.


AM Peak PM peak


(min/veh)

Site access (S) left turn 0.01 0 0.1 0 0 0.11

Site access (S) right turn 0.02 0 0.21 0.01 0 0.23

Link Road (E) 0.01 0 0.07 0.03 0 0.07

Site access (N) left turn 0.03 0 0.12 0.01 0 0.12

Site access (N) right turn 0.04 0 0.21 0.01 0 0.22 Link Road (W) ahead and right 0 0 0.07 0.01 0 0.07

These results show that the junction is predicted to operate within capacity and with no queues in both the morning and evening peak hours.

8.7 Access 6D Access 6D is a three arm priority junction that provides access to approximately 158 dwellings. The operation of the site access has been assessed using the computer software PICADY. The operational results for the weekday morning and evening peak hour are shown in Table 8.6.


AM Peak PM peak


(min/veh) Site access left turn 0.05 0 0.11 0.02 0 0.12

Site access right turn 0.20 0 0.23 0.21 0 0.27 Link Road (W) ahead and right 0.06 0 0.1 0.07 0 0.1

These results show that the junction is predicted to operate within capacity and with no or few queues in both the morning and evening peak hours.

8.8 Thane Road Alliance Boots Accesses (accesses 7D and 8D). As set out in Section 6.4, two new signal controlled junctions are proposed to provide access and egress to Alliance Boots as follows:


- Access 7D – three arm signal controlled junction to the north of the new bridge; and - Access 8D – three arm signal controlled junction to the south of the existing bridge.

The operation of these junctions has been modelled using the computer software LINSIG. LINSIG is the industry accepted modelling software used to model the operation of signal controlled junctions. The results of this analysis for access 7D are shown in Table 8.7.

Table 8.7 Access 7D 2028 With Development and Mitigation

AM Peak PM peak Degree of

Saturation Queue Delay (sec/pcu)

Degree of Saturation Queue Delay

(sec/pcu) Alliance Boots Egress 60% 7 39 96% 31 56

Link Road (South) left turn 38% 6 12 80% 17 36

Link Road (W) right turn 62% 12 17 96% 25 69

Cycle time 180 secs, double cycled to allow for pedestrians

180 secs, double cycled to allow for pedestrians

Practical Reserve Capacity 45.9% -6.6%

These results show that the junction is predicted to operate within capacity in the morning peak hour, but will be operating at its capacity threshold in the evening peak hour, with queues of 31 PCUs on the Alliance Boots egress; 17 PCUs on the link road (south) and 25 PCUs on the link road (west).

The operational results for access 8D are shown in Table 8.8.

Table 8.8 Access 8D 2028 With Development and Mitigation


Saturation Queue Delay (sec/PCU)


(sec/PCU) New Link Road (W) 72% 20 22 94% 50 31

Thane Road 26% 23 26 87% 10 27

Cycle time 180 secs, double cycled to allow for peds 180 secs, double cycled to allow for peds

Practical Reserve Capacity 6.7% -4.9%

These results show that the junction is predicted to operate over its capacity threshold in the evening peak hours, with queues on the new link road and Thane Road. As such, these queues on the link road and Thane Road are considered to be unacceptable.

A further iteration of the design of the junction has been undertaken in order eliminate the queuing on the new link road and on Thane Road. This involves the removal the pedestrian crossing facilities and allow all the green time to be shared between the two traffic stages.

Table 8.9 shows the operation of the junction with these changes.


Table 8.9 Access 8D 2028 With Development and Mitigation with Design Iteration – remove pedestrians




(sec/PCU)

New Link Road (W) 71% 15 20 83% 20 10

Thane Road 72% 7 13 80% 3 18

Cycle time 90 secs 90 secs

Practical Reserve Capacity 25.4% 9%

These results show that the junction is forecast to operate within capacity in both the morning and evening peak hours. If these results are compared to those in Table 8.8 this shows that the queues and delays are generally improved by removing the pedestrian stage.

The provision of the new link road will give pedestrians an alternative route into the site, and those wishing to access the site via the new bridge, will be able to use the combined footway/cycleway on the south side of the link road without the need to cross at this junction. Alternatively, people wishing to access the Alliance Boots site over the existing bridge, tend to walk on the north side of Thane Road and therefore will not need to cross at this junction. Overall, it is concluded that dedicated pedestrian crossing facilities are not required at this location.

8.9 Beacon Road/Queens Road East The junction of Beacon Road with Queens Road East is a three arm signal controlled junction, with controlled pedestrian crossing facilities. The junction currently operates with a cycle time of 90 seconds.

The change in traffic flows at this junction are set out in Table 8.10

Table 8.10 Change in Traffic Flows – Beacon Road/Queens Road East 2028

AM Peak PM peak

Arm 2028 Reference

Case


Change 2028

Reference Case


Change

Queens Rd East (N) 1414 1360 -54 (-4%) 1211 1028 -183 (-15%)

Beacon Road 455 633 178 (+39%) 672 1284 +612 (91%)

Queens Rd East (S) 1238 1224 -14 (-1%) 1175 991 -184 (-16%)

Total 3107 3217 +110 (+4%) 3058 3303 +245 (8%)

This shows that overall the traffic flows at the junction are expected to increase by 100 PCUs in the morning peak hour. There is predicted to be an increase on Beacon Road, with smaller decreases in traffic on both Queens Road East approaches. In the evening peak hour, the change in traffic flows is 245 PCUs. The largest changes is anticipated to occur on Beacon Road.

The operation of the junction has been modelled using the computer programme LINSIG with traffic flows from the reference case (ie without the proposed development) and with development and mitigation measures. Tables 8.11 and 8.12 summarise the operation of the junction for the reference case and the development case.


Table 8.11 Junction Operation : Beacon Road/Queens Road East 2028 Reference Case




(sec/PCU) Queens Road East (N) left and ahead 78% 16 28 78% 15 31

Queens Road East (N) ahead 78% 17 28 68% 13 26

Beacon Road left and right 78% 7 61 75% 10 47

Beacon Road left and right 76% 8 62 73% 8 47 Queens Road East (E) ahead 69% 15 12 66% 14 15

Queens Road East (E) ahead and right 56% 5 53 62% 5 21

Cycle time 90 secs, pedestrians modelled walk with 90 secs, pedestrians modelled walk with

Practical Reserve Capacity 14.9% 15.8%

These results show that the junction is predicted to operate within capacity in both the morning and evening peak hours in 2028 without the proposed development.

Table 8.12 shows the results of the operation of the junction with the proposed development.

Table 8.12 Junction Operation : Beacon Road/Queens Road East 2028 With Development and Mitigation




(sec/PCU) Queens Road East (N) left and ahead 87% 18 39 93% 17 66

Queens Road East (N) ahead 81% 17 33 88% 16 53

Beacon Road left and right 82% 9 56 88% 19 44

Beacon Road left and right 79% 9 56 86% 17 44 Queens Road East (E) ahead 71% 15 15 81% 18 30

Queens Road East (E) ahead and right 84% 6 60 71% 5 53

Cycle time 90 secs, pedestrians modelled walk with 90 secs, pedestrians modelled walk with

Practical Reserve Capacity 4% -3.1%

These results show that the junction is predicted to operate within capacity in the morning peak hour. In the evening peak hour, the junction is predicted to be operating close to its capacity threshold. However, if these results are compared to those in Table 8.11 with the proposed development, it can be seen that the largest change in queue is on Beacon Road (+9 PCUs on each lane). However, this approach is predicted to operate within capacity with the proposed development. The overall operation of the junction is considered to be acceptable and accordingly it is concluded that improvements at this junctions are not required.


8.10 University Boulevard /Queens Road East The junction of University Boulevard with Queens Road East is currently a three arm roundabout. As part of NET2 proposals, this junction will be replaced with a signal controlled junction to allow the tram to cross the junction.

The change in traffic flows at this junction are set out in Table 8.13.

Table 8.13 Change in Traffic Flows – University Boulevard/Queens Road East 2028

AM Peak PM peak

Arm 2028 Reference

Case


Change 2028

Reference Case


Change

University Boulevard 1530 1289 -241 (-16%) 1934 1587 -347 (-18%)

Queens Road East 1247 1328 81 (6%) 1261 1236 -25 (-2%)

A6464 1046 1026 -20 (-2%) 918 956 38 (4%)

Total 3823 3643 -180 (-5%) 4113 3779 -334 (-8%)

This shows that overall, the level of traffic flow at this junction is expected to decrease as a result of the proposed development, with the largest decrease in traffic flow occurring on University Boulevard.

Information regarding the operation of this junction has been requested from Nottinghamshire County Council. In the meantime, and in order to understand how this junction will operate it has been assumed that the junction will operate on a 3 stage basis with a cycle time of 90 seconds. The operation of the junction has been modelled using the computer programme LINSIG with traffic flows from the reference case and ‘with development and mitigation measures’. The results of the operation of the junction are set out Tables 8.14 and 8.15.

Table 8.14 Junction Operation : University Boulevard/Queens Road East 2028 Reference Case




(sec/PCU) University Boulevard left and ahead 125% 145 426 124% 132 412

University Boulevard ahead 50% 8 21 108% 65 197

Queens Road East right and left 121% 71 390 121% 78 391

Queens Road East right 121% 82 390 106% 41 178

A6464 ahead 39% 6 15 37% 6 16

A6464 ahead and right 56% 5 15 50% 6 16

Cycle time 90 secs, pedestrians modelled walk with traffic

90 secs, pedestrians modelled walk with traffic

Practical Reserve Capacity -39.1% -37.7%

These results show that the junction is predicted to operate over its capacity threshold by 2028 in the reference case. Queues of up to 145 PCUs are predicted on University Boulevard in the morning peak hour, with queues of 71 and 82 PCUs in each lane on


Queens Road East. In the evening peak hour, queues of up to 132 and 65 PCUs are forecast in each approach lane on University Boulevard, with queue of 78 and 41 PCUs on Queens Road East.

The results of the operation of the junction with the proposed development is summarised in Table 8.15.

Table 8.15 Junction Operation : University Boulevard/Queens Road East 2028 With Development and Mitigation




(sec/PCU) University Boulevard left and ahead 103% 47 113 106% 49 156

University Boulevard ahead 38% 6 18 99% 32 85

Queens Road East right and left 99% 21 113 106% 41 183

Queens Road East right 86% 13 56 93% 21 62

A6464 ahead 34% 5 13 39% 6 18

A6464 ahead and right 61% 8 16 56% 6 18

Cycle time 90 secs, pedestrians modelled walk with traffic

90 secs, pedestrians modelled walk with traffic

Practical Reserve Capacity -13.9% -18.0%

These results show that the junction is predicted to operate over its capacity threshold by 2028 with the addition of the proposed development. Queues of up to 47 PCUs are predicted on University Boulevard in the morning peak hour, with queues of 21 and 13 PCUs in each lane on Queens Road East. In the evening peak hour, queues of up to 49 and 32 PCUs are forecast in each approach lane on University Boulevard, with queue of 41 and 21 PCUs on Queens Road East.

If these results are compared to those in Table 8.17, without the proposed development, the following can be concluded:

- In the morning peak hour, queues on all approaches decrease, with the exception of A6464 (ahead and right) which increases from 5 PCUs to 8 PCUs.

- In the evening peak hour, queues on all approaches decrease, with the exception of A6464 which remain the same.

Overall, the operation of the junction is better than the reference case, confirming earlier analysis that the proposed development and the provision of the new link road provides some relief at this junction.

8.11 Abbeyfield Road/Thane Road The basis of our transport assessment has been the outputs from the Greater Nottingham Model; the use of which had been agreed by the relevant stakeholders. The outputs have been used to assist in the formulation of mitigation strategies to facilitate the future year development. On occasions, and in full consultation with the City Council, it has been agreed that on some more minor roads the model would appear to have overestimated flows. This therefore suggests that there is the need for improvement, however, professional judgement of engineers consider the need to be marginal. The junction of Abbeyfield Road with Lenton Lane is one such location. No improvements therefore have been proposed as part of the future year proposals.


8.12 A52/Queens Drive The junction of A52 with Queens Drive is currently a grade separated four arm roundabout. Both A52 off slips have part time signals and there is a segregated left slip from Queens Drive to A52 (S).

The change in traffic flows at this junction are set out in Table 8.16.

Table 8.16 Change in Traffic Flows – A52/Queens Drive 2028

AM Peak PM peak

Arm 2028 Reference

Case


Change 2028

Reference Case


Change

A52 NB off slip 1004 1083 79 (8%) 439 548 109 (25%)

Lenton Lane 394 778 384 (97%) 1549 1999 450 (29%)

A52 SB Offslip 1759 1740 -19 (-1%) 760 798 38 (5%)

Queens Drive 1571 1560 -11 (-1%) 1976 2625 649 (33%)

Total 4728 5161 433 (9%) 4724 5970 1246 (26%)

This shows that the traffic flows at the junction are expected to increase by 433 PCUs in the morning peak hour and 1246 PCUs in the evening peak hour. The largest change in traffic flows are on Lenton Lane (384 PCUs) in the morning peak hour and on Lenton Lane (450 PCUs) and Queens Drive (649 PCUs) in the evening peak hour.

As part of the GNTM modelling, it was found that this junction would require improvements. These improvements are detailed in Section 4.6.5 of this report and are shown in drawing 60290174_HDP_121.

It is understood that the Highways Agency are in the process of developing a micro simulation VISSIM model of the A52 corridor, which includes the junction with Queens Drive. It is further understood from discussions with the Highways Agency that the purpose of this model is to consider the cumulative impact of core strategy developments and to develop a series of interventions. From this, a contribution strategy will be developed in order to fund the implementation of the intervention measures. However, the Highways Agency have advised that, whilst the VISSIM model is currently being developed and the development of options is ongoing, the implementation of a contribution strategy not imminent and beyond the timescales for this application.

On the basis that this work by the Highways Agency is on going, the proposals to support the Nottingham Enterprise Zone are shown in drawing 60290174_HDP_121. Discussions with the Highways Agency regarding how the junction of the A52 with Queens Drive should improved are ongoing at the time of the application, and once a scheme has been agreed, this will be subject to the necessary modelling, a Stage 1 RSA and a Non Motorised User (NMU) Context Report.

8.13 Summary and Conclusions This chapter of the TA has considered the impact of the proposed development on the operation of the following local junctions:


In addition to these junctions, the operation of the site accesses and the junctions on the new link road have been considered.

Table 8.20 summarises the forecast change in traffic flow at each junction and Table 8.21 summarises the overall level of junction operation for both the reference case and with development and with mitigation case.


Table 8.20 Change in Traffic Flows

AM Peak PM peak

Junction 2028 Reference

Case


Change 2028

Reference Case


Change

Lilac Grove/ Humber Road South 1018 2557 +1539

(+151%) 1081 2379 1298 (+120%)

Access 3D - 1319 n/a - 1436 n/a

Access 4D - 1294 n/a - 1425 n/a

Access 5D - 1261 n/a - 1387 n/a

Access 6D - 1317 n/a - 1457 n/a

Access 7D - 1459 n/a - 2159 n/a

Access 8D - 1824 n/a - 2176 n/a

Beacon Road/Queens Road East 3107 3217 +110 (+4%) 3058 3303 +245 (8%)

University Boulevard/Queens Road East

3823 3643 -180 (-5%) 4113 3779 -334 (-8%)

Abbeyfield Road/ Thane Road 1974 2589 +615 (31%) 1978 2876 +898 (+45%)

Queens Drive/A52 4728 5161 433 (9%) 4724 5970 1246 (26%)


Table 8.21 Summary of Junction Operation

AM Peak PM peak

Junction Proposal 2028 Reference

Case


2028 Reference

Case


Change

Lilac Grove/Humber Road South

Four arm oval shaped roundabout - Operates within

capacity - Operates within capacity

Access 3D Three arm priority junction - Operates within


Access 4D Four arm cross roads - Operates within






Access 7D Three arm signal controlled junction - Operates within

capacity - Operates at capacity.


capacity - Operates within capacity.

Beacon Road/Queens Road East

Three arm signal controlled junction

Operates within capacity


Operates within

capacity

Operates close to capacity, but considered

to be acceptable.



Operates over capacity

Operates over capacity, but with less

congestion than the reference

case


Operates over capacity, but with less congestion than the reference case.

Queens Drive/A52

Mitigation scheme required

Method of analysis to be agreed with the Highways Agency once a mitigation scheme is agreed.


9 Summary and Conclusions


9.1 Development Proposals This TA has been prepared to support two planning applications as follows:

1. Site Regeneration (outline application); and

2. Alliance Boots Site Works and Public Infrastructure Works (Site Enabling Works) (full application).

The first application, an outline application is for the regeneration of the Alliance Boots site includes land uses for employment (B1, B2 and B8), residential units and ancillary land uses such as retail and associated development. For the purposes of assessing the transport impact of the proposals, an upper limit of each land use type has been identified.

Access to the employment land uses will be via the existing entrance gates to the Alliance Boots site – Thane Road gate and Humber Road South gate, with deliveries and heavy goods vehicles using Harrimans Lane. Access to the residential and ancillary land uses will be via a series of new junctions on the proposed link road.

The second application, a detailed application, is for the construction of a new link road connecting Humber Road South to Thane Road and a new bridge over the canal. This new link road will be a public highway and the road will be adopted by the Local Highway Authorities. The link road will provide access to the residential development proposals and will also play a key place making role.

Extensive engagement have been held with highway authorities - Nottingham City Council, Nottinghamshire County Council and the Highways Agency to discuss and agree the approach to the TA.

9.2 Existing Accessibility There are three vehicular, pedestrian and cycle accesses to the Alliance Boots site as follows:

- Thane Road, which can be used by employees and visitors; - Humber Road South, which is used by employees only; and - Harrimans Lane, which is used by goods vehicles only.

Beyond the site boundaries, there is a network of cycle routes that provide links to community, retail, commercial and local residential areas of Beeston, Rylands, Chilwell as well as residential areas and the City Centre further afield.

Existing public transport facilities have been examined, this exercise has demonstrated that the site is currently served, directly and indirectly, by a number of public transport services. In addition to the bus network, the NET2 tram line once operational will also serve the area along University Boulevard.

Overall, it is concluded that the site is accessible by a variety of modes of transport including bus, cycling, walking and car.

9.3 Modelling Approach It was agreed with the three highway authorities to use the strategic Greater Nottingham Transport Model (GNTM) to assess the impact of the development proposals. The agreed approach for the assessment of development schemes using GNTM is a four stage process as follows:

- K Stage 1: Define the Area of influence (AoI); - K Stage 2: Local area validation exercise; - K Stage 3: Future year scenario reference case; and - K Stage 4: Future year scenario testing with development.

It was agreed with the highway authorities that a future year of 2028 would be considered, in line with the end of the Plan period. Since this approach was agreed, Circular 02/2013: Strategic Road Network and the Delivery of Sustainable Development was

9 Summary and Conclusions


published, which confirms how the Highways Agency will assist in the delivery of sustainable economic growth. Discussions with the Highways Agency are ongoing, but it is considered that the adopted assessment year of 2028 will be acceptable as an equivalent opening year assessment for the purposes of meeting the criteria in Circular 02/2013.

The model showed that the proposed development is anticipated to generate an additional 1,118 two way highway and public transport trips in the morning peak hour; and 1,001 two way highway and public transport trips in the evening peak hour. The model forecasts that 13% and 12% of these trips will be by public transport in the morning and evening peak hours respectively. This equates to 140 and 117 trips respectively. The resultant number of trips by car is 801 two way trips in the peak hour and 733 two way trips in each peak hour.

A series of sensitivity tests were undertaken to understand the effectiveness of individual mitigation measures and it was concluded that Test 4 with improvements public transport services and improvements to the junction of A52 with Queens Drive fully mitigates the impact of the development. These mitigation measures showed that there would be a reduction in over capacity queues in both the morning and evening peak hour and a marginally higher average speed across the network. Accordingly, the measures included in Test 4 are proposed to support the development proposals.

9.4 Sustainable Access Strategy Section 5 of this report sets out a range of interventions to increase the accessibility of the site by sustainable modes of travel. These include:

- Provision of a combined footway and cycleway on the south side of the proposed link road. - Provision of a combined footway and cycleway through the development site to the north of the proposed link road. - Provision of a footway on the north side of the proposed link road. - Provision of three Toucan crossing facilities on the proposed link road to integrate the cycle and pedestrian routes with the

access arrangements. - Provision of controlled pedestrian crossing facilities at the proposed signal controlled junctions on to the north of the proposed

bridge. - Provision of secure and covered cycle parking facilities, changing and showering facilities within the proposed employment

elements of the development. - Within the development parcels, a series of connected pedestrian and cycle networks will be provided. - Implementation of a 20mph speed limit on the link road which will help to create a pleasant and safe walking environment. - Changes to Route 18 bus to provide a frequency of 4 buses per hour, with two buses terminating in Beeston and two buses

terminating in Stapleford. - City Link 1 extension (or similar service along this route) through the site and along the link road to Beeston. - Implementation of the Southern Bus corridor in line with the outline scheme prepared by Nottingham City Council. - Introduction of early morning services and evening services on Citylink 1. - Improve Saturday services frequencies. - Increase frequency of the Route 18 to 15, terminating alternative services at the Beeston bus station and Stapleford. - Introduce Sunday services on Route 18, terminating at the Beeston bus station or Stapleford.

In addition to the above measures, two framework travel plans have been developed to support the outline planning application for the master plan; one for the residential proposals and a second travel plan in support of the employment proposals. The two framework travel plans adopt a consistent approach but have been developed to reflect the two different land uses and the specific measures tailored to each land use.

9.5 The New Link Road The link road will provide access to the residential development proposals and will also play a key place making role. Access to the Alliance Boots site will remain via Humber Road South and Thane Road, with HGV access via Harrimans Lane being


unchanged. Access to the employment land uses will be via the existing entrance gates to the Alliance Boots site – Thane Road gate and Humber Road South gate, with deliveries and heavy goods vehicles using Harrimans Lane. Access to the residential and ancillary land uses will be via a series of new junctions on the proposed link road.

The design of the link road has been agreed with the Local Highway Authorities and is based on a residential road using design guidance from Manual for Streets and 6Cs. At the east end of the new link road, a new bridge is proposed over the canal. An oval shaped roundabout is proposed at the location where the link road intersects with Lilac Grove and Humber Road South and two new signal controlled junctions are proposed where the link road meets Thane Road.

9.6 Assessment of Impact Table 9.1 summarises the overall level of junction operation for both the reference case and with development and with mitigation case. Table 9.1 Summary of Junction Operation

AM Peak PM peak

Junction Proposal 2028 Reference

Case


2028 Reference

Case


Change

Humber Road South/Lilac Grove

Four arm oval shaped roundabout - Operates within











capacity - Operates at capacity.


capacity - Operates within capacity.

Beacon Road/Queens Road East




Operates within

capacity

Operates close to capacity, but considered

to be acceptable.




Operates over capacity, but with less

congestion than the reference

case


Operates over capacity, but with less congestion than the reference case.

Queens Drive/A52 Mitigation scheme required

Method of analysis to be agreed with the Highways Agency once a mitigation scheme is agreed.

The package of mitigation measures assessed using the GNTM was shown to mitigate the impact of the development proposals on the AoI network when compared to the reference case. Based on an analysis of the model, many of the changes in flows between the reference case and with development and mitigation scenarios can be attributed to the new link road as it affects


route choice of existing traffic in the vicinity of the site and as therefore it attracts through traffic movements from the wider network.

Analysis of the future year traffic flows on the new link road showed that there are forecast be 880 two�way vehicle movements in the morning peak hour and around 1,000 two�way vehicle movements in the evening peak hour. Of these, between 700 and 800 of these movements are through traffic movements and are travelling between the Beeston area and Nottingham City Centre, Clifton, West Bridgford and other areas to the south of the city.

The changes in the level of congestion at junctions, between the reference case and with development and mitigation scenario, have been analysed. This showed that in the morning peak hour 17 junctions are predicted to be less congested compared to the reference case and 12 junctions are forecast to operate with increased levels of congestion. In the evening peak hour, 37 junctions are predicted to be less congested compared to the reference case and 16 junctions are forecast to operate with increased levels of congestion.

Based on a review of impact on congestion indicators and junctions which are forecasting to operating over capacity, it was considered that the impact on the following junctions would require consideration in more detail, the results of which are summarised in Table 9.1:


9.7 Conclusions This TA has demonstrated that the site can be developed for residential and employment purposes with little adverse impact on the operation of the adjacent transport networks. The adopted approach identified a series of enabling infrastructure works and mitigation measures which are required to support the proposals. These include:

- Provision of a new link road connecting Thane Road to Humber Road South, including a new bridge over the canal; - Retain and refurbish the existing bridge over the canal; - New four arm roundabout at Lilac Grove/Humber Road South; - Two new signal control junctions where the new link road meets Thane Road; - Improvements to the junction of A52 with Queens Drive; - Package of public transport measures including increase in frequency on bus services linking the site to the City Centre and

Beeston, new morning and evening bus services, increase in frequency for Saturday and Sunday services; - Provision of a new combined footway/cycleway adjacent to the new link road, together with associated crossing facilities; and - Implementation of a travel plan for the proposed residential and employment uses. It is therefore concluded that, with the implementation of the above mitigation works, there are no highway/transport reasons which would preclude the planning consent for the Alliance Boots Site.

Drawings

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Drawings

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Figures

Appendix A Area of Influence Model Report

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Appendix A Area of Influence Model Report

Appendix B LMVR

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Appendix B LMVR

Appendix C Model Report

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Appendix C Model Report

Appendix D Technical Note: Trip Rates

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Appendix D Technical Note : Trip Rates

Appendix E Stage 1 RSA and Designers Response

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Appendix E Stage 1 RSA and Designers Response

Appendix F Junction Model Outputs

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Appendix F Junction Model Outputs

Documents

Boots Local Enterprise Zone : Transport Assessmentplanning.broxtowe.gov.uk/(S(u0cjzi3r0qnri355pf5okizv...AECOM Nottingham Local Enterprise Zone: Alliance Boots Site Transport Assessment