TRANSPORT
ASSESSMENT
June 2007
University of Warwick
Main Campus
Masterplan
Transport Assessment
June 2007
Ove Arup & Partners Ltd
The Arup Campus, Blythe Gate, Blythe Valley Park, Solihull, West Midlands. B90 8AE
Tel +44 (0)121 213 3000 Fax +44 (0)121 213 3001
www.arup.com
This report takes into account the
particular instructions and requirements
of our client.
It is not intended for and should not be
relied upon by any third party and no
responsibility is undertaken to any third
party
Job number
115438
University of Warwick
Main Campus Masterplan
Transport Assessment
Contents
Page
i
Executive Summary
1
2
3
4
5
6
7
8
Introduction
1
1.1
Introduction
1
1.2
Background
1
Pre-application Discussions
5
2.1
Meetings Held
5
2.2
Information Issued
6
2.3
Agreed Elements
6
Existing Conditions
8
3.1
Site Location
8
3.2
Existing University Activity and Development
8
3.3
Existing University Transport Policy
10
3.4
Highway Network
10
3.5
Travel and Traffic Data
13
Planning Policy
15
4.1
National Policy Framework
15
4.2
Regional Policy Framework
16
4.3
Local Policy Framework
16
Proposed Masterplan Development
18
5.1
Built Areas
18
5.2
Staff and Student Numbers and Accommodation
18
5.3
Overall Transport Strategy Approach
19
Options Considered and Proposed Infrastructure
20
6.1
Consideration of Alternative Sites
20
6.2
Infrastructure Options Considered
21
6.3
Improving Accessibility Across Gibbet Hill Road in the Central Campus
22
6.4
Options for Removing Through Traffic from Gibbet Hill Road
23
6.5
Gibbet Hill Road/Kenilworth Road Junction
24
6.6
Proposed Infrastructure Improvements
24
Travel Plan
26
7.1
Introduction
26
7.2
Parking Management
27
Traffic Impact
29
8.1
Critical Infrastructure
29
8.2
Traffic Assessment
29
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University of Warwick
9
10
Main Campus Masterplan
Transport Assessment
8.3
Base VISSIM Model
30
8.4
VISSIM Model Results
32
Accidents
50
9.1
Introduction
50
9.2
Gibbet Hill Road
51
9.3
Kirby Corner Road
52
9.4
Other Local Roads
52
9.5
Response to Fatal Pedestrian Accidents
53
Public Transport, Pedestrians and Cyclists
55
10.1
Existing Public Transport
55
10.2
Proposed Public Transport Improvements
56
10.3
Pedestrian and Cycle Routes
56
11
Construction (Design and Management) Regulations 2007
59
12
Conclusions
60
Drawings
Drawing 1
Drawing 2
Drawing 3
Drawing 4
Drawing 5
Drawing 6
Drawing 7
Drawing 8
Drawing 9
Drawing 10
Drawing 11
Site Location Plan
Existing Vehicular Access and Pedestrian Cycle Routes
Public Transport Services and Facilities
Accident Location Plan
MJP Masterplan Plan
Proposed Vehicular Access and Pedestrian Cycle Routes
Proposed New Roundabout
Proposed Lynchgate Link
Proposed Improvements Gibbet Hill Site Access
Proposed Improvement to Gibbet Hill Road/Kenilworth Road jct
Connections to Surrounding Neighbourhoods
Appendices
Appendix A
Car Parking
Appendix B
Traffic Surveys
Appendix C
Model Validation Report
Appendix D
Traffic Generation, Flows and Distribution
Appendix E
Hazard Register
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University of Warwick
Main Campus Masterplan
Transport Assessment
Executive Summary
Background
The University of Warwick wish to undertake a ten year programme of development (2008 - 2018).
The development will bring increased numbers of research staff, teaching staff and students to the
site, and will lead to greater movement of people across Gibbet Hill Road between Central Campus
East and Central Campus West. The proposals at 171,000 m² GEA represent a 40% increase in the
built area and a similar increase in staff numbers.
The key objectives of the Masterplan in respect of transport are:
•
Objective 2: to plan for an integrated university optimising the use of its established successful
campus
•
Objective 6: to manage travel demand through a sustainable transport strategy to maximise
accessibility of the university whilst mitigating the impact of traffic congestion on the area.
The Transport Assessment (TA) and its accompanying Travel Plan (TP) have been developed to
achieve these objectives.
The highway authorities, including Coventry City Council, Warwickshire County Council and the
Highways Agency, have been involved in an ongoing discussion over the last 2 years which has
developed the transport strategy set out in the TA and TP.
The current highway network suffers from typical urban peak hour congestion. The critical issues
that are addressed in the TA and TP are:
•
A 40% increase in activity if reflected in a pro-rata increase in car parking and trip generation
would lead to unacceptable level of traffic congestion.
•
Access along and across Gibbet Hill Road in the Central Campus area.
•
Operation of Kenilworth Road/ Gibbet Hill Road and A46/ Stoneleigh Road junctions.
•
Provision for the Sprint proposals being developed by Coventry City Council.
The policy agenda at local, regional and national government level is supportive of an approach
which seeks to reduce the level of traffic, particularly single occupancy car trips, generated by new
developments and encourage more sustainable transport modes. The University’s own project
objectives are aligned with this agenda.
Alternatives and Options Considered
During the course of the development of the TA and the TP a wide variety of options have been
considered to overcome the issues outlined above. Some of them are listed below:
•
Creation of a satellite campus away from the Main Campus.
•
Options to re-route traffic on Gibbet Hill Road away from the Central Campus area.
•
Options to provide footbridges over Gibbet Hill Road or place the road in an underpass in order
to improve the accessibility across it.
•
Options to improve the Kenilworth Road/ Gibbet Hill Road junction and the impact of the
Masterplan and RASE developments at the A46 junction.
•
Alternative routing options for the Sprint proposals.
The proposals set out in this document and the TP are the result of this extensive sifting exercise.
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Final 18 June 2007
University of Warwick
Main Campus Masterplan
Transport Assessment
The Transport Strategy
The availability of car parking is one of the most significant criteria for determining the mode of travel
for commuter trips and thus the level of car trip generation by developments. The level of future car
parking provision is therefore critical to the transport strategy for the University.
Car parking standards have in recent years been tightened up under PPG13 which sets maximum
levels of car parking provision. If the existing development had the PPG13 standards applied to it
then the actual car parking currently provided would represent 125% of the standard.
The overall car parking strategy is to reduce the availability of car parking over time and to charge
for all parking on the site. During the Masterplan period car parking for the new developments will be
provided at a level significantly below the PPG13 maximum standard. At the end of the 10 year
development period it is anticipated there will be an increase of only 9% in car parking compared to
the current levels and compared to the 40% increase in activity inherent in the Masterplan. This will
move the car parking provision for the whole of the University towards the guidance set out in
PPG13, to 107% of the standard.
This requires the implementation of a robust Travel Plan and Car Parking Management Strategy
which will be reviewed by the Transport Sub Group made up of the University, Coventry City
Council, Warwickshire County Council and the Highways Agency. The Travel Plan contains a
number of targets but the critical target is to limit the increase in trips to/ from the University in the
peak hours to 12% above the current level.
The reduction of car parking availability and the increased cost of car parking will with the other
Travel Plan measures encourage staff and students to use alternative more sustainable modes of
transport, namely walking, cycling, public transport and car sharing.
Proposed Infrastructure Changes
The following infrastructure changes are proposed in the Transport Assessment:
1. Provide a route for the proposed Bus Rapid Transit service through the heart of the University..
2. Provide a new roundabout at the junction of University Road (south) with Gibbet Hill Road.
3. Extend Lynchgate Link to create a route from Lynchgate Road to Academic Road for University
traffic and public transport only. This route would not be available to general traffic.
4. Improve the layout of the Gibbet Hill Site access with a ghost island right turn facility.
5. Provide capacity and pedestrian facility improvements at the Gibbet Hill Road/Kenilworth Road
junction within the highway boundary.
6. The University propose to close the Library Road exit only junction except for buses,
pedestrians and cycle movements. Library Road will be made a more pedestrian friendly
environment and can in time be made available for the Bus Rapid Transit route (Sprint).
7. Provision of a new signal controlled crossing on Gibbet Hill Road to the east of Scarman
Roundabout. Improvements to the two existing signal controlled crossings on Gibbet Hill Road.
8. The layout of Gibbet Hill Road in the Central Campus area will be modified to create a better
sense of connection for those crossing it and a better sense of arrival for those travelling on it.
9. Improve the pedestrian and cycle network within Campus and the links to local neighbourhoods.
The VISSIM microsimulation model was developed to assess the impact of traffic arising from the
development proposals. This shows that with the limited growth in traffic proposed for the
development together with the infrastructure improvements set out above, the development can be
accommodated without causing unacceptable levels of congestion on the highway network.
The critical junction at Gibbet Hill Road / Kenilworth Road performs better in 2018 with the
completed development and junction improvements than the existing junction.
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Final 18 June 2007
University of Warwick
Main Campus Masterplan
Transport Assessment
The section of Gibbet Hill Road in the Central Campus area will have improved crossing facilities,
better safety characteristics and sufficient capacity to cater for the anticipated traffic growth in the
2018 modelled scenarios.
The Travel Plan and its Operation
The Travel Plan sets out in detail the initiatives to encourage more sustainable travel choices and
the level of car parking and the car parking management strategy to deliver the targets for traffic
generation from the Masterplan proposals.
The priciples by which the Transport Sub Group will review the operation of the Travel Plan are:
The Authorities want to see the University continue to develop successfully.
The University is committed to minimising the traffic impacts arising from its
continued development.
Monitoring of development, car parking provision, traffic flows and mode share will be carried out at
regular intervals and reviewed by the Transport Sub Group.
If the monitoring shows that the Travel Plan is not progressing towards the targets there will be the
opportunity for the University to adjust the range and robustness of measures being implemented in
order to achieve its targets.
A unilateral undertaking by the University will set out contributions by the University to corrective
measures to be carried out by the Authorities if the University fails to meet its targets.
The scale and type of corrective measure will be related to the degree by which the targets have
been missed. The indicative corrective measures are:
•
Contributions to improvements to public transport;
•
Contributions towards implementation of the Sustrans route from Kenilworth to the University;
•
Infrastructure improvements to the local and strategic network such as junction improvements
and access management measures;
•
Creation of an off-site park and ride facility.
Conclusion
The Transport Assessment /Travel Plan are an exemplar of the approach to sustainable
development that both central and local government want to achieve. It is recognised that the
demanding targets to limit traffic growth will require commitment from the University and that the
adjustment to travel patterns will cause difficulties for the University community. This commitment
compliments the University’s commitment to reduce its carbon footprint.
The University will need the support of the authorities to achieve its goals.
On the basis of the analysis carried out and the infrastructure improvements proposed there are no
transport reasons why the Masterplan should not be granted planning permission.
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University of Warwick
1
Main Campus Masterplan
Transport Assessment
Introduction
1.1
Introduction
Ove Arup and Partners (Arup) have been appointed by the University of Warwick to advise
on transport matters and prepare a Transport Assessment (TA) and Travel Plan (TP) on
their behalf in support of the continuing development of the University as set out in the Main
Campus Masterplan 2008 – 2018. Outline planning permission is being sort for this future
development. This Transport Assessment and the Travel Plan have been developed in
discussion with the University, the highway authorities (Coventry City Council, Warwickshire
County Council and the Highways Agency) and their agents, the planning authorities
(Coventry City Council and Warwick District Council) and other interested parties.
The proposed development consist of the following land uses and gross external areas
(GEA):
•
Academic : Teaching and research
65,000m² GEA
•
Support : Administration; social, sports etc
26,000m² GEA
•
Other : Arts centre, student union new initiatives etc
23,000m² GEA
•
Residential :
57,000m² GEA
These give a total of 171,000m² GEA for development during the 10 year masteplan.
The TA has the following chapter headings;
•
Pre-application Discussions
•
Existing Conditions
•
Planning Policy
•
Proposed Masterplan Development
•
Options Considered and Proposed Infrastructure
•
Travel Plan
•
Accidents
•
Public Transport, Pedestrians and Cyclists
•
Traffic Impact
•
Construction Design and Management Regulations 1994
•
Summary and Conclusions
The location of the University is shown on Drawing No. 1
1.2
Background
1.2.1
The Importance of a Campus University
One of the most remarkable features of Universities is their durability as a coherent
organisational and physical form. Clark Kerr, formerly President of the University of
California, stated that,
“ …….. of the 75 or so institutions in the Western world established before 1520 and
still existing today in a recognisably similar form, 60 are universities in the traditional
sense of the term. The design and use of a Higher Education Institution (HEI) physical
spaces may, in turn, indicate much about the enduring culture of the university. This
organisational and even cultural stability reflects paradoxically, we suggest, HEIs’
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Final 18 June 2007
University of Warwick
Main Campus Masterplan
Transport Assessment
evolved skill at handling change: an apparently unchanging exterior masks constant
interior turmoil.
Without pursuing this theoretical consideration, our empirical work has emphasised the
integrated nature of most of the institutions we have observed. Their strengths derive
from internal trans-disciplinary contacts, from the connection of teaching with research,
from the connection of the academic with the social, from the relatively non-hierarchical
connection of senior academic staff with junior colleagues, and so on. (It is the
preservation and development of this integrated form which provides many of the
management challenges in higher education.) As well as enhanced effectiveness in
terms of learning and research outputs, these integrations produce economies of scale
and reduced transaction costs. For HEIs, the whole is greater than the sum of the
parts.“
1.2.2
York University Decision
The Secretary of State has recently confirmed the Inspectors recommendation that planning
permission be granted subject to conditions for the continued expansion of York University.
The future expansion of York University has many similarities to the situation at the
University of Warwick:
•
Both existing campuses are situated on the southern fringe of an urban area.
•
In both cases there are no suitable alternative sites.
•
And in both cases expansion requires use of Green Belt land.
The Secretary of State has stated in her letter of 24 May 2007 that amongst other things
“….. there are no available alternative sites in more accessible locations. The
combination of uses within one extended university campus would also reduce the need
to travel compared with the situation if the proposed new university facilities were to be
located on a number of sites within the City (IR707).” “ ……… overall the proposed
development complies with the objectives of the guidance in PPG13.”
1.2.3
Support
Lord Sainsbury of Turville, Parliamentary Under Secretary of State for Science and
Innovation made a speech at the Science Cities Event held in Manchester on 24 May 2006
where he stated that the development of Universities was a vital element in the local and
nation economy.
These comments were also underlined in a speech to the AC21 Conference by John
Edwards the Chief Executive of Advantage West Midlands on the 6 July 2006.
The University is encouraged by the proposed development of the Bus Rapid Transit
proposals being promoted by Coventry City Council and would support the development of
further highway infrastructure capacity by the highway authorities.
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Main Campus Masterplan
Transport Assessment
1.2.4
Future Development is a Continuation of Past Development
Development of the Univesrity
Gross Floor Area (thousand square meters)
700
600
500
400
300
200
predicted
100
historical
20
15
20
10
20
05
20
00
19
95
19
90
19
85
19
80
19
75
19
70
19
65
-
Year
1.2.5
Masterplan Project Objectives
The University has four broad strategic goals which arise from its Mission and its Vision for
the Future:
•
Goal 1 : to make Warwick an undisputed World Leader in research and scholarship.
•
Goal 2 : to make the Warwick teaching and learning experience unique.
•
Goal 3 : to make the University into an International Portal.
•
Goal 4 : to enhance the University’s reputation with stakeholders in the UK.
These strategic goals have been translated into the overall project objectives for the Main
Campus Masterplan. These are set out below.
•
Objective 1 : to plan for sustainable long term growth of the university to meet its
strategic goals and Government objectives for higher education.
•
Objective 2 : to plan for an integrated university optimising the use of its established
successful campus.
•
Objective 3 : to foster a ‘campus community’ where staff, students and those external to
the university can come together to learn, study, research and interact to further human
knowledge and understanding.
•
Objective 4 : to provide a robust and flexible framework for development of the campus
to meet current and future needs.
•
Objective 5 : to provide residential accommodation on or near campus for a high
proportion to students and an increasing number of staff to maximise their contribution
to campus life.
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University of Warwick
Main Campus Masterplan
Transport Assessment
•
Objective 6 : to manage travel demand through a sustainable transport strategy to
maximise accessibility of the university whilst mitigating the impact of traffic congestion
on the area.
•
Objective 7 : to pursue a sustainable future for the university and demonstrate long term
stewardship of the environment by protecting and enhancing landscape character.
•
Objective 8 : to develop further as a social and economic asset to the local community
and the region, in broad accordance with governmental policy objectives.
This transport assessment and accompanying travel plan have been developed to achieve
these objectives. A detailed exposition of the need for the University to expand is set out in
the Justification for Expansion document submitted in support of the Materplan Outline
Planning Application.
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2
Main Campus Masterplan
Transport Assessment
Pre-application Discussions
2.1
Meetings Held
We have had the following meetings with the Highways Agency, Coventry City Council,
Warwickshire County Council, Travel Coventry and Sustrans with detailed discussions of
the TA and the Travel Plan:
Table 2.1: Meetings with Authorities
Date
Subject
Attendance
21/05/04
TA/Travel Plan
CCC/Arup
26/05/04
TA/Travel Plan
WCC/Arup
23/06/04
TA/Travel Plan
CCC/Arup
8/12/04
Rapid Bus Transit
CCC/Arup
19/05/05
Rapid Bus Transit
CCC/Arup
27/05/05
TA/Travel Plan
WCC/Arup
22/07/05
Transport Sub Group
HA/CCC/WCC/Arup
21/09/05
Transport Sub Group
HA/CCC/WCC
07/11/05
Sustrans Route
Sustrans/CCC/WCC/Arup
21/11/05
Transport Sub Group
HA/CCC/WCC/Arup
02/12/05
Transport Sub Group
HA/CCC/WCC/Arup
21/12/05
TA (Road Options)
CCC/Arup
13/01/06
TA (Road Options)
CCC/Arup
19/01/06
Coventry Development Forum
CCC/Arup
24/01/06
Transport Sub Group
HA/CCC/WCC/Arup
02/02/06
HA/CCC/WCC/Arup
28/02/06
Transport Technical Meeting (VISSIM
Model)
Transport Technical Meeting (VISSIM
Model)
Transport Sub-Group
Coventry Design Forum
23/03/06
Transport Technical Meeting (VISSIM)
HA/CCC/WCC/Arup
30/03/06
Transport Sub Group
HA/CCC/WCC/Arup
06/04/06
Coventry SW Area Forum
CCC/Arup
02/05/06
Transport Sub Group
HA/CCC/WCC/Arup
11/07/06
Transport Technical Meeting(VISSIM)
HA(JMP)/CCC/Arup
22/01/07
Transport Sub Group
HA/CCC/WCC/Arup
28/02/06
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HA/CCC/WCC/Arup
CCC
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2.2
Main Campus Masterplan
Transport Assessment
Information Issued
During the course of consultation the following information has been supplied to the
Highway Authorities:
•
Transport Briefing Note dated 19/07/05.
•
Travel Survey report dated 2004. 10/8/05.
•
Travel Survey report and Annexes dated 2005. 23/12/05
•
Traffic Flow Spreadsheets, 23/12/05
•
Working Paper – Gibbet Hill Road
•
Post Code Plan. 21/09/05.
•
Critical Numbers Note dated 23/12/05
•
Car Parking spreadsheet dated 23/12/05
•
Count-on-Us Traffic Survey November 2004 10/08/05
•
Vehicle Registration Survey. 23/12/05.
•
Car Parking and Transport Strategy Note dated 14/10/05
•
TA Scoping Study Draft 2 24/01/06
•
Draft Travel Plan Versions 1, 2 and 3. 23/12/05 – 28/04/06.
•
AM and PM traffic Distribution plans dwg no. C8029 rev 01 and C8030 rev 01. 23/12/05.
•
Traffic Data and VISSIM Model Validation data 10/02/06
•
VISSIM Base Model 02/03/06 and 31/07/06
•
VISSIM Future Years Model 31/08/06
•
Draft Model Calibration and Validation Report 13/10/2006
•
List of Travel Plan Measures and TP Framework 07/12/2006
•
TA Draft 1 and TP Draft 4 08/12/2006
•
VISSIM Future Year 2018 model for 10 year Masterplan 15/01/2007
2.3
Agreed Elements
During the course of these discussions the following elements have been agreed:
•
Additional traffic survey data required
•
Extent of highway network to be modelled and type of model to be used
•
Trip generation, vehicle distribution, base year and design years
•
Overall transport strategy for addressing traffic impacts as set out in the Masterplan,
Travel Plan and the TA
•
Scale of improvements at the Kenilworth Road/ Gibbet Hill Road junction to be modelled
at the present time.
•
Provision of Lynchgate Link primarily to facilitate public transport improvements
•
Preferred route for future Bus Rapid Transit - Sprint network
•
VISSIM Base model and Future years model.
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University of Warwick
•
Main Campus Masterplan
Transport Assessment
Draft Travel Plan and Transport Assessment have been issued and commented upon
by the Authorities. The final version accompanies the Outline Planning Application.
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3
Main Campus Masterplan
Transport Assessment
Existing Conditions
3.1
Site Location
The University of Warwick Main Campus is located on the southwest outskirts of Coventry.
The Campus comprises three elements, namely the Westwood site, Central Campus and
Gibbet Hill site. The Westwood site is the northernmost part of the University and is located
off Kirby Corner Road. The Central Campus and Gibbet Hill site to the south are located off
Gibbet Hill Road. Central Campus is described as Central Campus East and Central
Campus West with the division being along Gibbet Hill Road, this also forms the
administration boundary between Coventry City Council to the east and Warwick District
Council / Warwickshire County Council to the west. Gibbet Hill Road is located in Coventry.
Drawing No. 2 shows the current access arrangements, routes for pedestrians and cyclists
and bus stops. Drawing No. 3 shows the public transport services and facilities.
3.2
Existing University Activity and Development
3.2.1
Student Numbers
Table 3.1: Student Numbers
Student Numbers
Undergraduates
Postgraduates
Full-time
Part-time
Total
10,431
1,466
11,897
2,992
3,995
6,987
Total Student Numbers
3.2.2
18,884
Existing Staff (Academic + Support)
Table 3.2: Staff Numbers
Existing numbers of employees (academic + support)
By Location
Full Time
Part Time
Total
3298
1255
4553
Walsgrave Hospital
34
2
36
HRI Wellesbourne
201
42
243
Campus
3.2.3
Existing Building Areas at the Main Campus
Table 3.3: Existing Building Areas
Existing Building Areas
Academic
Existing GIA (sqm)
Assumed GEA (sqm)
158,017
175,574
99,132
110,147
Residential
124,715
138,572
Total
381,864
424,293
Other
Note: GIA/0.9 = GEA.
GEA = Gross external floor area.
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GIA = Gross internal floor area
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University of Warwick
3.2.4
Main Campus Masterplan
Transport Assessment
Student Accommodation on Campus
5761 beds are supplied for students on Campus.
3.2.5
Staff Accommodation on Campus
101 apartments (50 one bedroom and 51 two bedroom) on Central Campus West
14 cottages (one two bedroom and 13 three bedroom) on Central Campus West
9 (8 one bedroom and 1 two bedroom) flats on Westwood campus
2 three bedroom bungalows on Westwood campus
6 houses (1 two bedroom semi, 2 three bedroom semis, 2 three bedroom detached and 1
four bedroom detached) on Kirby Corner Road
1 house (three bedroom detached) on Gibbet Hill Road
Total 134 properties of which 127 are on Campus
3.2.6
Residential Conference and Training Accommodation
Scarman House
200 beds
Radcliffe House
154 beds
Arden House
121 beds
Total number of conference/post graduate experience facilities beds 475.
3.2.7
Car Parking
Car parking provision at the University is set out in the table 3.4 below.
Table 3.4 : Existing Car Parking Provision
General Car
Parking
Disabled car
Parking
Total Car
Parking
Central Campus East
2993
75
3068
Central Campus west
753
26
779
Westwood
705
19
724
Gibbet Hill
398
5
403
Total
4849
125
4974
Site
Central Campus East has car parking at 31 locations. Central Campus West has car parking
at 10 locations. At Gibbet Hill there is parking in 5 locations and at Westwood Campus there
is parking at 11 locations. The car parking at accommodation accounts for 256 spaces,
parking at conference facilities accounts for 499 spaces and there are 4219 spaces for
general use.
Car parking demand exceeds supply in the autumn term and is generally at capacity during
the winter term with some spare capacity in the summer term
The University operates a robust car parking management strategy that involves a mix of
parking permits, free parking, pay and display, short and long stay parking, and enforcement
through clamping and fining. Details of charges and fines are provided in Appendix A.
The previous 1994 Development Plan sets out the current standards for car parking
provision, a copy of this standard is provided in Appendix A.
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Main Campus Masterplan
Transport Assessment
3.3
Existing University Transport Policy
The University has developed a sustainable transport policy with the aim to reduce the
proportion of journeys to and from Campus that rely on the private car by providing a series
of measures designed to make travel on and off Campus easier by other means. Briefly the
measures the University have and wish to take are listed below:
•
cycle routes within the University with links to the wider network
•
provision of cycle parking and shower facilities
•
pedestrian primacy scheme in the central core
•
improved pedestrian links within the Campus, to the other sites and to the public
transport system
•
support to new bus services
•
travel information on the University web site
•
improved bus stop/shelter facilities
•
commitment to the Travel Wise scheme for public transport discounts for those giving
up a car parking permit
•
car sharing scheme with preferential parking and free emergency taxi provision
•
commitment to discouraging car parking through the reduction of free parking and the
increase of car parking changes
•
provision of disabled parking spaces
•
mileage rates for car users has been reduced in ‘real terms’
•
bicycle users mileage rate paid
•
carried out a staff travel survey.
Further details of the existing policy are available if required.
3.4
Highway Network
3.4.1
Existing Access
Access to the Westwood site is via three all movement priority junctions off Kirby Corner
Road. Kirby Corner Road is a single carriageway road, which runs in a north east/ south
west direction. At the north end of Kirby Corner Road there is a 3-arm roundabout formed
with Lynchgate Road and Sir Henry Parkes Road. Continuing in a northerly direction, Sir
Henry Parkes Road crosses Charter Avenue via a 4-arm roundabout, before connecting
with the A45 Fletchamstead Highway at another 4-arm roundabout. Charter Avenue runs in
an east west direction and 0.5km east of Sir Henry Parkes Road it connects with the A45
westbound carriageway via a roundabout and priority junction. Right turn movements
between Charter Avenue and the A45 are not permitted at this junction.
Kirby Corner Road also has two priority accesses to parking / servicing for University House
on Central Campus East.
At the south end of Kirby Corner Road there is a 4-arm roundabout with Westwood Way,
Westwood Heath Road and Gibbet Hill Road. Westwood Way leads to Westwood Business
Park and Tile Hill and Westwood Heath Road also leads to Tile Hill and the rural area to the
west of Coventry.
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Main Campus Masterplan
Transport Assessment
Gibbet Hill Road is a single carriageway road, which runs in a north west/south east
direction. Access to the Central Campus is provided at the following locations:
•
A 4-arm roundabout with University Road, (north end) and Scarman Road. Referred to
as Scarman Roundabout.
•
A priority junction with Library Road (exit only).
•
A priority junction with University Road, south end (exit only)
•
A 4-arm roundabout located near Cryfield residences providing access to Car Park 2
and the Loop Road running into Central Campus West. Referred to as Cryfield
Roundabout.
•
In addition the there are three accesses to car parking/servicing associated with
Radcliffe House and University House.
Access to the Gibbet Hill campus is via a priority junction off Gibbet Hill Road.
At the east end of Gibbet Hill Road there is a signal controlled crossroads junction with the
A429 Kenilworth Road and Stoneleigh Road. Continuing east along Stoneleigh Road leads
to the 3 arm roundabout junction with Dalehouse Lane. Shortly beyond this junction there is
the grade separated junction with the A46 Kenilworth Bypass.
The speed limit along Gibbet Hill Road and Kirby Corner Road in the vicinity of the
University is 30mph. Gibbet Hill Road has a 40mph speed limit between Kenilworth Road
and the Cryfield Roundabout.
Pedestrians crossings are provided on Gibbet Hill Road and Kirby Corner Road at the
following locations:•
A pelican crossing, a toucan crossing and two priority crossings via central pedestrian
refuges, are provided on Gibbet Hill Road for pedestrian and cycle movements between
Central Campus East and West.
•
A pelican crossing close to Gibbet Hill site gives access across Gibbet Hill Road to a
bus stop.
•
There are two signal controlled crossings on Kirby Corner Road giving access between
the Westwood site and Central Campus East.
3.4.2
Accidents
The accident record for the local road network has been obtained for the period October
2001 to October 2005. Details of the type, severity and location of accidents are shown on
Drawing No. 4.
The record shows that there have been two fatal accidents on the local road network both
involving pedestrians on the section of Gibbet Hill Road through the Central Campus area:
•
Fatal pedestrian accident at Gibbet Hill Rd /University Road south exit only junction at
night in September 2000.
•
Fatal pedestrian accident close to the pedestrian crossing near Radcliffe House at 23.50
November 2004.
The response of the highway authority and the University to these fatalities is set out in
Section 9.
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Transport Assessment
3.4.3
Existing Problems on the Highway Network
The following problems on the local highway network have been identified at:
•
•
•
•
A429 Kenilworth Road/ Gibbet Hill Road/ Stoneleigh Road signal junction.
-
Queuing develops on Stoneleigh Road in the AM peak hour. Queues can back up to
the A46 Kenilworth Bypass at times.
-
Queuing develops on Gibbet Hill Road approach in the PM peak hour. Queues can
at times back up to Cryfield roundabout and beyond.
A45 Fletchamstead Highway/ Sir Henry Parkes Road roundabout
-
Queuing develops on Sir Henry Parkes Road in the PM peak with northbound traffic
on Sir Henry Parkes Road queuing back up to the 4-arm roundabout with Charter
Avenue.
-
Queues of vehicles turning right into Sir Henry Parkes Road (south) develop on the
eastbound carriageway of the A45 in the AM peak.
Charter Avenue / Sir Henry Parkes Road roundabout (Charter Avenue roundabout).
-
Queues develop on the Charter Avenue (west) arm and the Kirby Corner Road arm
during the PM peak primarily as a result of traffic queuing back along Sir Henry
Parkes Road from the A45 junction.
-
Queues develop on the Charter Avenue (east) arm in the AM peak as a result of the
heavy flows from the A45 along Sir Henry Parkes Road.
-
Congestion at this junction impacts on the operation of the Lynchgate Road / Kirby
Corner Road roundabout due to its close proximity.
-
Coventry City Council (CCC) has a highway improvement scheme for relieving
existing congestion in the Sir Henry Parkes Road/ A45 Fletchamstead Highway/
Charter Avenue / Lynchgate ‘triangle’ area.
Lynchgate Road / Kirby Corner Road roundabout (Lynchgate roundabout).
-
•
Kirby Corner Road / Gibbet Hill Road roundabout (Kirby Corner roundabout).
-
•
•
Appears to generally operate within capacity but is affected by congestion at the
Charter Avenue roundabout.
This roundabout generally operates within capacity.
A429 Kenilworth Road/ A45 Kempass Highway signal junction
-
This junction is over capacity in the AM and PM peaks with significant queuing on
approach arms.
-
This junction has been considered for improvement previously by the Highways
Agency over a long period of time. However despite obtaining land adjacent to the
junction no significant infrastructure improvements were brought forward. The land
has now been sold off and the A45 has recently been detrunked and is now the
responsibility of CCC.
Pedestrians crossing on Gibbet Hill Road in the Central Campus area
-
At peak periods these signal controlled crossings can give rise to queuing as a
result of the short minimum green time allocated to traffic.
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Transport Assessment
3.5
Travel and Traffic Data
3.5.1
Existing Traffic Data
The Local Authorities have provided the following traffic survey data as set out in table 2.2.
Table 2.2: Existing Traffic Survey Data
Junction
Date of Survey
A429 Kenilworth Road/ A45 Kempass Highway
2001
A429 Coventry Road (close to Cryfield Grange Road)
2001
A45 Fletchamstead Highway/ Sir Henry Parkes Road
2001
Charter Avenue/ Sir Henry Parkes Road
1990
A46 Kenilworth Bypass/ Stoneleigh Road
2003
Sir Henry Parkes Road/Kirby Corner Lane
2000
Gibbet Hill Road Speed Data
2005
Kirby Corner Road / Lynchgate Road
2000
3.5.2
Data Collection
A series of data collection surveys were undertaken for this study, conducted by traffic
survey sub consultant ‘Count On Us’. The results from these surveys were used to
construct a series of flow spreadsheets from which the traffic modelling could be carried out.
Traffic data for the A46/Stoneleight Road Junction was in the public realm through the
transport assessment for the RASE development at Stoneleigh Park. Counts for this section
of the network was carried out in 2003.
Due to the late addition of Kirby Corner Road / Lynchgate Road junction to the junctions to
be modelled data had not been collected for this junction. Coventry City Council therefore
provided turning movement data for this location.
The traffic surveys were agreed with the local highway authorities. Full details of the data
collected has been circulated to the authorities.
Traffic Surveys
th
Traffic counts were carried out at 15 locations on behalf of UoW on Thursday 4 November
2004. These covered all junctions and accesses to the University on Kirby Corner Road and
Gibbet Hill Road together with Kirby Corner roundabout and the Gibbet Hill Road /
Kenilworth Road junction. These were undertaken as manual classified turning counts
between the hours of 0730-0930, 1200-1400 and 1630-1830.
Queue Surveys
To provide information on operational capacity at each junction queue length data was
recorded at 2 minute intervals between the hours of 0730-0930, 1200-1400 and 1630-1830
th
on the 4 November 2004. During the survey slow moving traffic was observed and
measured on Stoneleigh Road during the morning and on Gibbet Hill Road in the evening.
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Transport Assessment
Automatic Traffic Counts
th
An automatic traffic count with speed data collection was carried out between 30 October
th
and 5 November 2004 on the south approach to the pelican crossing linking the Rootes
Social Building with Cryfield.
Pedestrian Counts
Pedestrian / cycle counts were carried out 4 locations on Gibbet Hill Road in the Central
th
Campus area at the following times: 0800-1000, 1100-1400 and 1600-1900 on the 4
November 2004. Pedestrian and cycle counts were also carried out at the Kenilworth
th
th
Rd/Gibbet Hill Road junction on the 6 November 2006 17.00 – 18.00 and the 7 November
2006 08.00 – 09.00. See Appendix B.
Registration Plate Surveys
At the request of Warwickshire County Council a limited vehicle registration plate survey
rd
was carried out on 3 November 2005 with the aim of assessing the number of vehicles
linked to the University using Brokendon Road. The scale of the survey was increased to
provide some additional data on the distribution of trips to and from the University.
Journey Time Surveys
th
th
Journey time surveys were carried out on the 27 April and 9 May 2006 to help determine
if the modelled travel times were representative. These were carried out by Arup and the
Highways Agency Agent. See Appendix B.
Signal Data
Signal data for Gibbet Hill Road / Kenilworth Road junction was acquired from site
th
th
measurements taken on the 26 January and 26 May 2006. See Appendix B. Staging
diagrams were provided by Coventry City Council. The operation of pedestrian pelican
crossings in the Central Campus area was observed on site. See Appendix B.
Observations on the Operation of the A46 Merges
Photographs were collected of the operation of the A46 northbound and southbound on slip
th
merges during peak hours on the 12 July 2006. These confirmed that the slip road merges
on the highway network did not require to be modelled.
3.5.3
Existing Travel Survey Data
The UoW has carried out travel surveys in 2003 and 2005 during the autumn terms.
The 2003 survey was a more limited survey of staff only. The 2005 survey covered both
staff and students, the questions were agreed with the highway authorities prior to
commissioning.
A copy of both Travel Survey reports has been circulated to the highway authorities. The
Travel Plan and Car Park Management Strategy report includes a review of the findings of
the surveys.
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4
Main Campus Masterplan
Transport Assessment
Planning Policy
4.1
National Policy Framework
4.1.1
Higher Education Policy
The Government’s White Paper on the Future of Higher Education published in January
2003 states that it (Higher Education) is a “great national asset” and “its contribution to the
economic and social well-being of the nation is of vital importance” (para 1.1).
The White Paper identifies two key challenges for the future of higher education:
•
To widen participation across all sectors of the community
•
To better harness knowledge for wealth creation – particularly in the encouragement of
research and business links.
Government policy is implemented through the Higher Education Funding Council (HEFCE)
which produced its Strategic Plan for 2006-2011.
See the Planning Statement for further information on the national policy support to higher
education expansion.
4.1.2
The Future of Transport: a Network for 2030
In 2004, the Government issued a white paper, The Future of Transport: a Network for
2030. This white paper sets out a 30 year vision for transport including a funding
commitment to 2015.
It followed on from Transport 2010, published in 2000, which set out an implementation
strategy for transport policy in the decade to 2010.
The white paper recognises that increased personal mobility is an important element in a
growing economy, but at the same time it makes the case that there is a need to explore
opportunities to reduce the need to travel and to choose modes of travel that have the least
impact on the environment. There is a particular emphasis on replacing short local car
journeys with walking, cycling and public transport trips in order to tackle local congestion,
pollution and road safety issues. The white paper recognises that workplace travel plans
can reduce commuter car driving by between 10% and 30% at an annual cost to the local
authority of £2 to £4 per head.
4.1.3
Planning Policy Guidance 13 Transport (2001)
PPG13 gives advice on the integration of planning and transport in order to:
•
Promote more sustainable transport choices
•
Promote accessibility to jobs, shopping, leisure facilities and services by public
transport, walking and cycling, and
•
Reduce the need to travel, especially by car.
The document includes maximum levels of car parking provision in terms of ratios of car
parking related to either floor space or number of employees for different types of
development. It also recommends the use of travel plans to reduce driver-only car trips and
the introduction of physical infrastructure or enhanced services to encourage walking,
cycling and public transport.
Paragraph 38 states:
“HE (Higher Education) and FE (Further Education) establishments are major generators of
travel and should be located so as to maximise their accessibility by public transport,
walking and cycling. Similarly, proposals to develop, expand or redevelop existing sites
should improve access by public transport, walking and cycling.”
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Transport Assessment
4.2
Regional Policy Framework
4.2.1
Regional Spacial Strategy and Regional Economic Strategy
Of significance to this application is the considerable emphasis placed on support for the
higher education sector as contained in both the Regional Spatial Strategy (RSS) and the
Regional Economic Strategy (RES)- Policies PA1, PA3 and PA4 of the RSS for example
and Pillar 2 of the RES (as identified in full in the Planning Statement).
These policies each place high reliance on the need to foster economic growth in the region
in order to ensure that the West Midlands does not continue to lag behind other parts of the
UK and also Europe, as it currently does.
The University of Warwick is operating in a changing national and regional educational and
economic context. This underpins its current rationale for expansion and promotes its
continued growth in its current location – facts which should carry significant weight in the
determination of this application.
There is an emphasis within the Regional Spatial Strategy on targeting improvements to
transport within the Major Urban Areas (MUAs) in order to offer a genuine choice to
travellers and to improve access to key services for non-car travellers. It also recommends
strategies to change travel behaviour:
"Changing people’s travel patterns requires a holistic approach. No single measure is
capable of effecting major change by itself; a successful behavioural change strategy
requires a coherent package of measures.
The RSS also recognises that: "The availability of car parking has a major influence on the
means of transport people choose for their journey and their ultimate destination."
4.2.2
West Midlands Area Multi-Modal Study
The West Midlands Area Multi-Modal Study (WMAMMS) identified the need to improve
facilities for public transport, walking and cycling throughout the region and to make further
use of behavioural change strategies such as Travelwise to promote alternatives to the car.
At the same time, the Coventry Area Network Study (CANS) made similar
recommendations.
4.3
Local Policy Framework
4.3.1
West Midlands Local Transport Plan
The West Midlands Local Transport Plan (LTP2) 2006-2011 recognises the national
objectives to improve road safety, tackle congestion, improve accessibility and improve air
quality.
It forecasts a 13% growth of trips throughout the region by 2011, and has target to limit the
growth in car use during that period. The LTP also states that if all possible measures were
to be funded and implemented the modal share of car use across the region could be
reduced from 76% to 60% by 2023.
Other targets include a 1% increase in bus use to the main urban centres between 2003/4
and 2009/10.
The LTP aims to achieve a 1% increase in the cycling index (currently estimated at about 23% of all trips) over five years
The LTP reiterates policies from the Coventry Corporate Plan, Coventry Community Plan
and Coventry Best Value Performance Plan, for example the 'first steps for transport' in the
Community Plan are to:
•
Increase the frequency and availability of bus services;
•
Increase park and ride service availability;
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Main Campus Masterplan
Transport Assessment
•
Encourage more adults and children to walk, cycle or use public transport to get to
work or school;
•
Increase the opportunities for safer cycling and walking.
The LTP stresses the importance of travel planning initiatives both at workplaces and
through individual travel planning and gives examples of local success stories such as the
BBC in Birmingham where a reduction in car use has been achieved.
"Smarter Choices" is the name given to a variety of initiatives undertaken by the local
authorities and aimed at achieving behavioural change through marketing, promotion and
information with the objective of making better use of the existing transport network. Smarter
Choices- Changing the Way We Travel ‘The influence of soft factor interventions on travel
demand’ was published by the DfT in 2004.
4.3.2
Warwickshire Local Transport Plan
The Warwickshire Local Transport Plan contains similar objectives to reduce traffic growth
and to promote the use of public transport by improving links and services. There are
similar targets (in line with national targets) to reduce the number and severity of road
accident casualties.
Warwickshire has a policy of securing travel plans within developments through the use of
planning agreements (under Section 106 of the Town and Country Planning Act).
The Warwickshire LTP has a target to reduce the rate of traffic growth across the County to
1.5% per annum over the period of the plan. There is also a target to reduce car use by 1020% over five years within new developments where a travel plan is introduced. It has a
target of no overall reduction in the number of cycling journeys, and 5% increase in cycle
use on routes where improvements have taken place. There is a global target for 5%
increase in bus patronage across the County, with 10% increase in bus patronage on
'Quality Bus Initiatives'.
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5
Main Campus Masterplan
Transport Assessment
Proposed Masterplan Development
5.1
Built Areas
The Masterplan for the development of the University over the next 10 years has been
developed by the University’s consultant team in close liaison with the University over the
past 2 years. The Masterplan has been developed with input from:
•
MacCormac Jamieson Pritchard (MJP) – Masterplan Architects
•
Turley Associates – Planning Consultants
•
Churchman Landscape Architects – Landscape Architects
•
Arup – Transport Planning, Environmental, Drainage and Services Consultants
Table 5.1 below shows the proposed development built areas and their location. Drawing
No. 5 produced by MJP shows the masterplan
Table 5.1: Proposed Built Areas and Uses
Location
Total
Central
Campus
East
Central
Campus
West
Westwood
Site
Gibbet Hill
Site
GEA m²
GEA m²
GEA m²
GEA m²
GEA m²
Academic : Teaching
and Research
33,750
20,400
7,550
3,300
65,000
Other : Arts Centre/
Student Union/New
Initiatives
14,900
8,100
0
0
23,000
Support: Administration/
Social/Sports
12,950
12,300
2,050
-1,300
26,000
Residential
15,900
41,100
0
0
57,000
77,500
81,900
9,600
2,000
171,000
Land Use
Total
GEA – gross external floor area
5.2
Staff and Student Numbers and Accommodation
Additional staff numbers have been derived from the following ratios based upon nationally
recognised data available to the University:
•
1 staff member per 80m² GEA for Academic land use
•
1 staff member per 50m² GEA for Support land use
•
1 staff member per 50m² GEA for Other land use
Based upon the above ratios and the proposed built areas it is anticipated that there will be
approximately an additional 1,800 staff at the University.
The Masterplan envisages that there will be an additional 2,750 taught students when the
development has been completed.
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Transport Assessment
The Masterplan has been developed to provide for an additional 2000 student beds on
Campus and the University would like to provide a further 1000 student beds close by
accessible by walking/cycling or public transport.
2000 beds would provide for over 70 % of additional students to be accommodated on
Campus as compared to the current situation where approximately 40% of full time students
are accommodated on Campus. Even with the 2000 student beds provided this would still
be a significant improvement in terms of supporting sustainable transport options.
The University has had discussions in respect of providing staff accommodation within the
Canley regeneration area and this is something that will be pursued over the Masterplan
period. Additional staff accommodation within the Main Campus area will be considered but
is unlikely to be significant.
5.3
Overall Transport Strategy Approach
The availability of car parking is one of the most significant criteria for determining the mode
of travel for commuter trips and as such the level of future car parking provision is critical to
the development of the transport strategy for the University.
The existing car parking provision has developed over time and in the recent past on the
basis of the 1994 Development Plan car parking standards. The actual car parking provided
is in line with what would be anticipated using the 1994 standards.
However car parking standards have in recent years been tightened up under PPG13 which
sets maximum levels of car parking provision. If the existing development had the PPG13
standards applied to it then the actual car parking currently provided would represent
provision at a level of approximately 125% of the standard.
The overall car parking strategy is to reduce the availability of car parking over time and to
charge for all parking for the site. During the Masterplan period car parking for new
developments will be provided at a level significantly below the PPG13 maximum standard
of 1 space per two members of staff and 1 space per 15 students (with accommodation off
site).
At the end of the 10 year development period it is anticipated there will be an additional 421
general car parking spaces and an additional 27 disabled spaces giving a total of 448
additional car parking spaces across the Main Campus. This assumes the
implementation of a robust Travel Plan and Car Parking Management Strategy which will
move the car parking provision for the whole of the University towards the guidance set out
in PPG13. It will represent 107% of the standard.
The Masterplan represents an increase of 40% in terms of built areas and staffing while the
increase in car parking spaces is only a 9% increase.
The level of additional car parking will be reviewed periodical under the operation of the
Travel Plan by the University and the Highway Authorities within the Transport Sub Group.
The level of additional car parking may be altered depending on the operation of the Travel
Plan and a review of trip generation targets.
The reduction of car parking availability and the increased cost of car parking will with the
other Travel Plan measures encourage staff and students to use alternative more
sustainable modes of transport, namely walking, cycling, public transport and car sharing.
The Travel Plan sets out targets for modal shift from single occupancy car trips to more
sustainable modes based on our knowledge of the transport situation at the University and
on national experience on the use of Travel Plans. These targets whilst requiring
commitment and resources from the University together with support from the Local
Authorities are demanding but achievable under current conditions.
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6
Main Campus Masterplan
Transport Assessment
Options Considered and Proposed Infrastructure
6.1
Consideration of Alternative Sites
6.1.1
Introduction
The Planning Statement identified Ansty Park as the only possible alternative site for a
satellite campus. This was on the basis that for viability it would need to be able to provide
for approximately 50% of the overall masterplan development. A broad brush assessment of
the transport impacts arising from the development of a satellite campus at Ansty has been
carried out.
A development of this size at Ansty equates to approximately 85,000 sqm of building, 900
staff and 1,375 students assuming similar proportions of academic, other, support and
residential land use occurs as for development at Gibbet Hill road. These approximations
can be used to assess the additional transport impacts arising as a result of the use of the
Ansty site. Transport impacts broadly fall into three areas:
•
travel to and from the workplace from home;
•
travel to and from the workplace during work time for work purposes; and
•
travel to and from the workplace during work time for personal purposes.
6.1.2
Home to Workplace Trips
The University’s 2005 Travel Survey showed the following home postcode distribution for
staff/students:
15.7% located at Campus.
36.9% located in Coventry.
36.1% located to the south of the current Campus eg. Kenilworth, Leamington, Warwick etc.
6.5% located to the west of Coventry eg. Birmingham.
4.9% located to the north and east of Coventry e.g. Nuneaton, Rugby, Leicester etc.
The Ansty Park site is located on the north-eastern edge of Coventry directly off the A46.
The A46 provides a strategic north south route and provides a link between the existing
Campus and the Ansty Park site. The two sites are 16km apart but the difference in distance
between the points at which the two sites are accessed off the A46 is approximately 10 km.
When compared to the impact of development at Campus, development at Ansty would be
expected to increase travel distances by 10 km for 46.9% of people travelling to the Ansty
site (15.7 + 36.1 – 4.9% = 46.9%). For 43.4% of people currently located in Coventry or to
the west it has been assumed that there will be no change. Therefore overall for say 45% of
staff/students travelling to Ansty there is likely to be an increase of 20kms travelled. This is a
robust assessment given that the disposition of people living in Coventry has a bias to the
south and nearer to the Campus. Over time there may be a tendency for staff to locate
closer to the Ansty site.
At present 75% of staff and 25% of students travel to Campus by car either as a driver or
passenger with the majority as driver only. These percentages are likely to increase
because the level of public transport provision to Ansty will not be as good as that at the
Campus. The additional mileage by car will be in excess of 9,000 km/workday with
consequent impacts on the environment and local road congestion.
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Main Campus Masterplan
Transport Assessment
6.1.3
Work Trips During Work Time
Based on the responses from the Travel Survey there will be the following work related trips
arising from 900 staff:
21 trips once per month (1.05 trips per day)
18 trips once per week (3.6 trips per day)
22 trips 2-3 times per week (11 trips per day)
43 trips once per day.
53 trips per day for those travelling more than once per day.
This equates to approximately 111 trips per day of 32 km. The following factors will
influence the number of trips between Campus and Ansty:
•
the disposition of Departments and their locations.
•
Conversion of current walking/cycling internal trips to vehicle trips.
•
Consolidation of existing short vehicle trips to longer inter site trips.
•
Degree to which current work trips are internal or external trips.
•
Whether a shuttle bus service is provided between the two sites.
Whilst these variables are unknown it is reasonable to assume that there will be overall an
increase in work related mileage of the order of 3,500 km/workday.
6.1.4
Personal Trips During Work Time
It has been assumed that personal trips by vehicle during work time will not be significantly
impacted by the change in location. However, this is a conservative assumption because
there are a number of community facilities located in or close to the current Campus which
do not necessarily require a vehicle trip e.g. post office, food shopping, leisure facilities.
These facilities may not be located on or close to the Ansty site thus necessitating additional
vehicle trips.
6.1.5
Conclusions
The implications of developing the Ansty site are many and varied but in terms of traffic
impacts it is clear that there will be significant additional vehicle mileage as a result. This will
overall impact negatively on the environment and on traffic congestion on the local road
network. While it is difficult at this stage to be precise about the scale of the additional
mileage it is clear that it is likely to be in excess of an additional 12,500 km per workday.
This, with a conservative assumption of the number of working days at 200, will give
2.5million additional vehicle km per year.
6.2
Infrastructure Options Considered
During the cause of the development of the Masterplan a number of infrastructure options
have been considered in order to address the transport impacts of the growing University.
These were considered as options to address the following critical transport issues:
•
Improving pedestrian/ cycle accessibility across Gibbet Hill Road in the vicinity of
Central Campus whilst improving safety and maintaining traffic capacity for this
important distributor road.
•
Dealing with the current and future peak hour congestion at the Gibbet Hill Road /
Kenilworth Road junction.
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Transport Assessment
Our initial assessment of alternative transport infrastructure provision looked at the following
options:
•
Option 1 – Traffic calming on Gibbet Hill Road.
•
Option 2 – Gibbet Hill Road Underpass.
•
Option 2a – Footbridges across Gibbet Hill Road.
•
Option 3 – Strengthen the Loop Road through Central Campus as the through route.
•
Option 4 – Strengthen University Road as the through route.
•
Option 4a – University Road Two Way Link at southern end
•
Option 5 – New Link to Kenilworth Rd A429.
Options 1, 2, 2a and 4a essentially maintain Gibbet Hill Road as the through route for traffic
whilst improving accessibility across it for pedestrians and cyclists. Options 3 and 4 take
through traffic off the central section of Gibbet Hill Road in the vicinity of Central Campus
and option 5 removes through traffic from Gibbet Hill Road altogether.
Further work was carried out on options 3 and 4 at the request of Coventry City Council.
This included looking at 2 Loop Road options within the Warwickshire Green Belt in more
detail and also consideration of an access into Central Campus East off Cryfield
Roundabout.
The University with support from the Highway Authorities has commissioned an initial
feasibility study into the provision of a new local bypass from the A46 to Westwood Heath
Road. This would enable University traffic and through traffic travelling to and from the A46
to avoid Gibbet Hill Road and the Gibbet Hill Road/Kenilworth Road junction. It would also
be likely to require a new junction at the A46/ Stoneleigh Road / Dalehouse Lane junction. It
has been agreed with the Highway Authorities that this work is not relevant for this
Masterplan because there is no local government policy support for the route and thus no
commitment to its delivery. Given the planning procedures that a road like this would have
to negotiate it is considered that completion would be at least 10 -15 years away if it had
local authority support.
The University have also considered the possible use of the link road from Lynchgate Road
in to the back of the University initially as a route for the Bus Rapid Transit proposals being
developed by Coventry City Council but also for some University traffic.
6.3
Improving Accessibility Across Gibbet Hill Road in the Central
Campus
Option 2 was rejected because of the high costs, impact on the existing accesses and the
fact that there would still be the need for at grade crossings on the central section of Gibbet
Hill Road towards Scarman Roundabout and the existing crossing to Cryfield flats next to
the Rootes Social Building.
There are two possible options for improved accessibility across Gibbet Hill Road in the
Central Campus area whilst maintaining through traffic:
•
Improved at-grade crossings
•
Footbridge crossings – grade separation
Consideration was given to the provision of footbridges across Gibbet Hill Road, however
this option was rejected for a number of reasons. The national and local policy background
is strongly in favour of providing at-grade crossing facilities where this is feasible and safe.
The cost of footbridges is high and the long ramps (130m) and staircases would detract
from the aesthetics of the campus environment which the Masterplan wishes to raise to a
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Main Campus Masterplan
Transport Assessment
much higher level. Finally because the significant numbers of pedestrians and cyclists would
not use the footbridges because of the significant detours involved signal controlled
crossings would still be required.
It was therefore decided to consider providing improved at-grade signal control crossings at
3 locations between Cryfield Roundabout and Scarman Roundabout.
The provision of the three signal controlled crossings in this relatively short length of road
must provide good quality crossing facilities which are safer than the current crossings and
which do not cause significant congestion. The quality of the crossings is primarily a function
of their width, setting, lighting and materials. The University is committed to providing high
quality infrastructure to provide a sense of place to show the presence of the University and
to improve the connectivity between the east and west parts of Central Campus.
In order to reduce traffic flows along the Central Campus section of Gibbet Hill Road it was
decided to introduce a roundabout at the south end of University Road to replace the exit
only junction. This allows vehicles to enter the Central Campus at this end of University
Road reducing the number of trips along the critical central section of Gibbet Hill Road. It
was also decided to close the Library Road exit onto Gibbet Hill Road for all vehicles except
buses and cycles. The University wish to make Library road a more pedestrian friendly area
with shared surfaces.
The impact of the signal crossings was initially assessed using TRANSYT. This indicated
the layout would have satisfactory capacity characteristics. The crossings have since been
modelled in VISSIM and is reported later in the report. The safety of the crossings will be
improved by:
•
Improved lighting, visibility, and width (presence).
•
Reducing vehicle speed will be achieved through the introduction of the roundabout at
the University Road (South) junction and the additional crossing together with the use of
bus friendly raise tables for the crossings.
The result of the assessments and discussions with the project team showed that the
preferred option was a combination of options1 and 4a. The environment along Gibbet Hill
Road would be remodelled to create the feel of a Campus rather than that or a rural road.
This combination would provide for improved accessibility for vulnerable road users, better
safety characteristics, satisfactory traffic capacity and create a better sense of connection
for those crossing it, and a better sense of arrival for those travelling along it. This will
involve opening out Gibbet Hill Road in the Central Campus area, providing wider crossings
on raised tables (acceptable to bus operators) with changes of material and / or colour,
better lighting and other pedestrian safety features. Signal timings at crossings will be
reviewed to balance the needs of pedestrians and vehicular traffic.
6.4
Options for Removing Through Traffic from Gibbet Hill Road
Four options for removing through traffic from the Central Campus section of Gibbet Hill
Road were considered:
•
Place the through traffic on University Road either via the new roundabout located at the
southern end of University Road or via a new link from Cryfield Road.
•
Place the through traffic on the existing Loop Road in Central Campus West
•
Place the through traffic on a New Loop Road in the Warwickshire land which would lie
outside the proposed developments.
•
Provide a new road linking from the A46 to Westwood Heath Road.
The current University Road is a 20mph road running through the heart of the University. It
would be inappropriate to increase the traffic speed limit to 30mph and to use this as a route
for through traffic because of space constraints, the masterplan strategy, and safety issues
associated with the intensity of pedestrian crossing movements.
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Transport Assessment
Detailed consideration has been given to the option of closing Gibbet Hill Road through the
Central Campus area and routing through traffic either via the existing Loop Road in Central
Campus West or creating a New Loop Road routed further to the west which would
encompass the proposed development in Warwickshire. Both routes would tie into Cryfield
Roundabout and Scarman Roundabout. Whilst these options had some merit in terms of
helping to unify the East and West Campuses there were significant adverse impacts in
terms of the environment, sustainability and the Masterplan approach and neither of the
options would address the major congestion problem at the Gibbet Hill Road/Kenilworth
Road junction. Given that the traffic modelling work showed that the existing routing of
through traffic along Gibbet Hill Road is predicted to operate satisfactorily in 2018 with the
proposed infrastructure changes, it was decided that these options were premature at this
stage. It must also be borne in mind that if a local by-pass link from the A46 to Westwood
Heath Road is progressed by the Authorities there would be no value in these options
because the through traffic would bypass Gibbet Hill Road completely, resolving both the
issues of congestion at the Gibbet Hill Road/Kenilworth Road junction and the accessibility
between East and West Central Campus.
In these circumstances it has been decided to hold this issue under review for the Transport
Sub Group during the course of the Masterplan. If the local bypass possibility does not
progress and congestion becomes a major problems on Gibbet Hill Road in the Central
Campus area then the Transport Sub Group can re-examine these options.
6.5
Gibbet Hill Road/Kenilworth Road Junction
Detailed consideration has been given to the scale of improvements at this junction which
has significant capacity problems and long queues in peak periods. The location is sensitive
for environmental reasons, Kenilworth Road provides a grand historic approach to the City
being a wide straight corridor flanked by mature woodland. Two options have been
considered:
•
An improved signalised junction with greater capacity than the present one, provided
within the current highway boundary.
•
A roundabout which would provide increased capacity but which would result in land
take from the surrounding woodland and the loss of a number of mature trees.
Given the sensitive nature of the location and after discussion with Coventry City Council it
was agreed that at this stage any proposed improvements to the junction should be within
the existing highway boundaries.
6.6
Proposed Infrastructure Improvements
In discussions with the Highway Authorities and through the development of the VISSIM
model it has been recognised that the following elements of infrastructure would help
mitigate the transport impacts and support sustainable transport options:
•
Provide a route for the proposed Bus Rapid Transit service through the heart of the
University. See Drawing No.6.
•
Provide a new roundabout at the junction of University Road (south) with Gibbet Hill
Road. See Drawing No. 7
•
Extend Lynchgate Link to create a route from Lynchgate Road to Academic Road for
University traffic and public transport only. This route would not be available to general
traffic. See Drawing No. 8.
•
Improve the layout of the Gibbet Hill Site access with the provision of a ghost island
right turn facility. See Drawing No. 9
•
Provide capacity and pedestrian facility improvements at the Gibbet Hill
Road/Kenilworth Road junction within the highway boundary. See Drawing No. 10
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Transport Assessment
•
The University propose to close the Library Road exit only junction except for buses,
pedestrians and cycle movements. Library Road can in time be made available for the
Bus Rapid Transit route with a signal controlled bus priority junction at Gibbet Hill Road.
•
Provision of a new signal controlled crossing on Gibbet Hill Road to the east of Scarman
Roundabout. Improvements to the two existing signal controlled crossings on Gibbet
Hill Road new Library Road and near Cryfield.
The general development of the internal network of routes for pedestrians, cyclists and
vehicles is set out in Drawing No. 6
It is proposed that for links within the Campus, the carriageway width of lightly trafficked
sections of road need to be no more that 5.5m. For more heavily trafficked sections or
where bus services are expected a width of 6.75m, is more appropriate. Provision will be
made for a minimum roadway width for the Sprint route of 7.0m.
Where reasonable the more important shared use segregated footway/cycleway routes
would have a width of 5m. Demarcation between the cycleway and the footway will provide
a minimum width of cycleway of 2m. For less important segregated footway/cycleway routes
the minimum width is to be 3.5m. The minimum width for an unsegregated
footway/cycleway is 2.5m.
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7
Main Campus Masterplan
Transport Assessment
Travel Plan
7.1
Introduction
This section of the TA gives a brief resume of the Travel Plan which has been produced as
a separate stand alone document which will be used to guide the University towards a more
sustainable future with respect to transport.
The University is committed to the development of its sustainable transport policy (see
Existing Transport Policy section) with the aim of reducing single car occupancy trips to and
from the University. This policy will be developed through the Travel Plan submitted in
support of the Masterplan and agreed with the Highway Authorities.
The Travel Plan covers a wide range of issues and is an organic document intended to
develop with time and respond to the changing transport environment. It has the following
general elements:
•
encourage walking and cycling
•
encourage public transport use
•
encourage car sharing
•
manage car use and parking to encourage more sustainable travel choices
•
support the TravelWise scheme
•
regularly monitor transport modes/traffic generation/car parking provision against targets
•
Travel Co-ordinator to oversee development of the Travel Plan.
At the core of the Travel Plan will be a commitment by the University to reduce the
availability of car parking whilst encouraging other modes of travel including car sharing.
The plan will be developed and implemented in partnership with the Highway Authorities
balancing the needs of the University against its transport impacts on the local road
network.
The University has undertaken a comprehensive travel survey of staff and students to
inform the Travel Plan. The Travel Plan sets out targets for improving the sustainable
transport characteristics of the University together with a programme of development
milestones and monitoring with measures and initiatives to assist in achieving the targets.
The Travel Plan has been developed in discussion with the Highway Authorities. The
support for sustainable travel modes is covered in that document. However the critical issue
of car parking is covered here because of it influence on vehicle trip generation.
Section 6 identified a number of infrastructure improvements which are required for the
development of the University based on targets for traffic generation. The Travel Plan
identifies a number of measures which would help to mitigate the impact of traffic generated
buy the University if it fails to meet its targets. These indicative corrective measures are set
out in the Travel Plan and would be developed in discussion with the Transport Sub Group.
In terms of support to sustainable transport the following indicative provision amongst other
aspects will be included within the Travel Plan:•
Support to the Rapid Bus Transit proposals being brought forward by CCC.
•
Support to bus service improvements.
•
Support to the development of the cycle route from the University of Kenilworth
•
Support to a Park and Ride facility.
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University of Warwick
•
Main Campus Masterplan
Transport Assessment
Support to improvements to the local and strategic highway network such as junction
improvements and access management measures.
The corrective measures are to assist the Travel Plan achieve its targets.
7.2
Parking Management
The University will limit the overall future growth of car parking over the period of the
Masterplan to a level significantly below that allowed by the maximum car parking standard
set out in PPG13.
The objectives of PPG13 are supported by the University namely:
•
promote more sustainable transport choices
•
promote accessibility by public transport, walking and cycling
•
reduce the need to travel especially by car.
Whilst the development proposals represent a 40% increase in developed gross floor area,
the University proposes to restrict the overall increase in car parking to less than 9% of the
existing car parking over the Masterplan period. This will move the overall parking provision
towards the PPG13 standards. Current car parking provision represents approximately
125% of PPG13, this will drop to 107% of the PPG13 standard by the end of the
development period.
Table 7.1: Masterplan Car Parking Numbers
At completion of the Masterplan
Site
Existing Car
Parking(no.)
Change in Car
Parking (no.)
Total Future Car
Parking (no.)
Central Campus East
3068
+167
3235
Central Campus West
779
+342
1121
Westwood
724
-22
702
Gibbet Hill
403
-39
364
TOTAL
4974
+448
5422
Notes:
1.
Car parking numbers include disabled spaces.
2.
Total number of disabled spaces predicted for the end of the development period
is 152 no. This provides the same ratio as the current provision which is not fully
utilised.
3.
The additional car parking for the future development is an estimate based on
predicted staff numbers.
4.
5.
The location of changes in car parking is indicative.
The increase in car parking is shown here at 9%.
The University car park management approach is to:
•
To progressively reduce the availability of car parking from its current level
•
Limit the use and keeping of cars by students resident on site
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Transport Assessment
•
To remove all free car parking in time and to consider relating the cost of staff car
parking permits to salary so that low paid staff are not charged disproportionately when
compared to higher paid staff.
•
Increase the cost of car parking charges ahead of inflation
•
Provide sufficient well located disabled car parking to meet demand
•
Develop a co-ordinated car sharing scheme which amongst other things will provide
preferential car parking for car sharers
•
Continue to manage car parking within its estate through a robust enforcement policy
•
Continue to work in partnership with the Local Authorities to reduce car parking issues
should they arise on the local road network.
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8
Main Campus Masterplan
Transport Assessment
Traffic Impact
8.1
Critical Infrastructure
In discussions with the Highway Authorities the following junctions and issues have been
identified as critical:
•
A46/Stoneleigh Road/ Dalehouse Lane junctions
•
Gibbet Hill Rd/ Kenilworth Rd/ Stoneleigh Rd junction.
•
Gibbet Hill Road section through the Central Campus particularly in respect of
pedestrian crossings and pedestrian safety issues.
•
New roundabout junction Gibbet Hill Road / University Road. (South)
•
Scarman Road roundabout
•
Cryfield roundabout
•
Gibbet Hill Rd/ Kirby Corner Rd roundabout junction
•
Kirby Corner Road/ Lynchgate Road roundabout
•
A45 /Sir Henry Parkes Rd roundabout
8.2
Traffic Assessment
8.2.1
Traffic Model / Time Periods / Assessment Years / Growth Factors
In discussion with the Highway Authorities it has been agreed to carry out the following
traffic modelling:
•
Prepare a VISSIM micro-simulation model for Kirby Corner Road, Gibbet Hill Road
and Stoneleigh Road between and including the A46 junction and the Kirby Corner Rd
/ Lynchgate Road roundabout junction.
•
VISSIM Base year 2004 model to be calibrated and validated against existing queue
survey data and journey time survey data.
•
Design year 2018 incorporating the VISSIM model developed for the A46/Stoneleigh
Road/Dalehouse Lane junction for the RASE application. It is recognised through the
work carried out on the RASE application that the proposals at this junction represent
the maximum scale of junction improvements within the available land.
•
Time periods to be assessed are the AM peak 0800- 0900 and PM peak 1700 – 1800
•
The non-university traffic on the local road network is predicted to grow by Tempro
low growth forecasts. Traffic on the A46 is expected to grow by nrtf97 medium growth
forecasts as per the TA for the RASE application.
•
For the A45 junction the traffic assessment will be limited to identification of the
additional traffic arising over the development period from the University relative to
other traffic.
•
University traffic growth will be managed through the Travel Plan which will reduce the
availability car parking and support sustainable modes. It is proposed that car parking
provision over the 10 year development period be limited to approximately 9% growth.
This would have the effect of bringing the car parking provision for the whole site
closer to the PPG13 standards. The assessment of the highway infrastructure will be
carried out on the basis of an increase in traffic of approximately 12% which would
allow for some limited additional trips over and above the increase in car parking.
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Transport Assessment
8.3
Base VISSIM Model
The development of the VISSIM model to assess the impact of the Masterplan proposals
and identify infrastructure improvements requires that a base year 2004 model be prepared
which reflects the operation of the existing highway network. This model has been prepared
and reviewed by the Highway Authorities. Detailed discussions and amendments to the
model have resulted in an agreed base model which can be used to assess the impacts of
the development.
The Transport Assessment considers the existing and predicted future situation using the
VISSIM Microsimulation package. It was agreed with the Highway Authorities that Interim
Advise Note (IAN 36/01) “The Use and Application of Microsimulation Traffic Models” would
be used when developing the model and that a Model Validation and Calibration Report
would be prepared for submission with the TA.
The Model Validation and Calibration Report which covers the following areas was
submitted to the Highway Authorities as a draft in October 2006:
•
model structure.
•
data sources
•
development of the traffic flows
•
development of the transport model.
•
calibration and validation of the highway model.
A copy of this report is included in Appendix C
8.3.1
Development Traffic Distribution
The distribution of traffic arising from the proposed development was assessed by the
following methods:
•
Turning proportions at key junctions
•
Post code data
•
Limited vehicle registration plate survey.
The plot of post code data has been made available to the Highway Authorities together
with the data arising from the vehicle registration survey. The AM and PM traffic distribution
plans drawing no. C8029 rev 01 and C8030 rev 01 show the distribution arising from the
three sources. See Appendix D. The proposed distribution has been agreed by the Highway
Authorities.
8.3.2
Traffic Flows
The future year traffic flows have been developed in a spreadsheet model given the linear
nature of the route modelled and the lack of rerouting opportunities. This approach was
agreed with the Highway Authorities. In broad terms the 2018 traffic flows include the
following:•
Existing University traffic and University development traffic.
•
Existing non-university traffic factored up to the design year using low growth
forecasts for local roads and medium growth forecasts for the A46 traffic.
•
Committed development traffic arising from the Royal Agricultural Society of England
development at Stoneleigh including typical show day traffic flows. Whilst this
development is not due to be completed until 2021 we have assumed completion in
the design year 2018.
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Transport Assessment
A series of spreadsheet figures have been produced which develop the traffic flows for input
to the 2018 VISSIM model:
•
Figure 1 – 2004 Existing Traffic Flows.
•
Figure 2 – 2004Existing University Trip Generation
•
Figure 3 – 2004 Existing Non-University traffic
•
Figure 4 – 2004 Existing University Trip Generation with Library Road closed and a
new roundabout at Gibbet Hill Road/University Road (south) junction
•
Figure 5 series – 2013/2018 Additional University traffic generated by Masterplan.
•
Figure 6 series – 2013/2018 Total University traffic
•
Figure 7 series – 2013/2018 Non-university traffic (including traffic growth and RASE
typical show day traffic)
•
Figure 8 series – 2013/2018 Total traffic do minimum scenario (no development at the
University)
•
Figure 9 series – 2013/2018 Total traffic Do something scenario (Masterplan
development at the University).
The traffic generated by the development as set out in Appendix D, has been developed
based on the trip rate per space for car parks in the different areas of the Campus. A
robustness factor has been applied to increase the trip generation to reflect possible
changes to the trip rate and possible other factors such as an increase in drop off trips. A
sensitivity test has also been carried out. The increase in traffic generated by the University
is as follows:
•
A proportional increase in car parking based on existing trip rate per spaces gives an
overall increase in traffic during the peak periods of 7%.
•
Application of a robustness factor gives a traffic increase during the peak periods of
12%. This is the target figure to be used in the Travel Plan and is the 2018 modelled
scenario.
•
The sensitivity test for 2018 gives an increase during the peak periods of 16% in
University traffic. This has also bee modelled.
Figure 1, Figure 2 and Figure 9J have been included in Appendix D. The Highways
Authorities have the complete set of spreadsheets.
The increases in non-university traffic have been developed using NRTF and Tempro
growth factors as set out below.
Table 8.1: Non University Traffic Growth Factors – Tempro LOW GROWTH 2004
Base Year)
Design Years
2008
2013
2018
AM Peak
1.057
1.121
1.174
PM Peak
1.054
1.117
1.169
Mean AM & PM
1.055
1.119
1.172
Development of low growth factors available on request.
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Main Campus Masterplan
Transport Assessment
Table 8.2 : A46 – NRTF97 Traffic Growth Factors – Central Forecast 2004 Base Year
Growth Factors
2008
2013
2018
1.065
1.147
1.226
8.4
VISSIM Model Results
8.4.1
Modelled Scenarios, Data Presentation and Interpretation
The Transport Assessment assesses the existing and predicted future situation using the
VISSIM Microsimulation package under a number of scenarios. The following scenarios
have been modelled and the results are set out.
Table 8.3: Modelled Scenarios
Modelled Scenarios
Base 2004 AM and PM
(2004Base)
Notes
Validated and calibrated base model based upon existing road
layout.
Do Minimum 2018 AM and PM
(DM2018)
No development at the University, typical day RASE trip
generation (not a show day) and infrastructure improvements
associated with this application including A46/ Dalehouse Lane
/ Stoneleigh Road junction and a minor improvement at Gibbet
Hill Rd/Kenilworth Rd junction.
Do Minimum 2018 show day AM
and PM (DM2018show)
No development at the University, typical RASE show day trip
generation and the RASE infrastructure improvements.
Do Minimum 2018 show day
managed PM (DM2018show
managed)
The planning permission for RASE requires that typical show
day traffic is managed. The traffic management arrangements
that have been included in the model are no right turn for traffic
from Stoneleigh Rd to A46 northbound at the improved junction.
Do Something 2018 AM and PM
UoW Masterplan development with a 12% increase in
generated traffic and infrastructure improvements at Gibbet Hill
Road/ Kenilworth Rd, Gibbet Hill Rd / Gibbet Hill Site access,
new roundabout junction at Gibbet Hill Road / University Rd
south plus RASE infrastructure improvements. Non-show day
traffic from RASE.
(DS2018)
Do Something 2018 show day AM
and PM (DS2018show)
As above but with typical show day traffic from RASE.
Do Something 2018 show day
manager PM (DS2018show
managed)
As above but with typical show day managed (see above) traffic
from RASE.
Do Something 2018 show day
managed 5 seed AM and PM
All the above modelling has used a single random seeding
pattern to load the model. As a check 5 different seeding
patterns were run and their results averaged.
(DS2018 5 seed)
Do Something 2018 show day
managed 5 seed Sensitivity test
AM and PM
A sensitivity test was carried out with a 16% increase in traffic
from the University. The 5 seed assessment was used
(DS2018 sensitivity)
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Main Campus Masterplan
Transport Assessment
The following points should be taken into account when interpreting the results:
•
A vehicle is regarded to be queuing if its speed drops below 5kph. It will remain in
the queue until it reaches 10 kph or the distance to the vehicle in front exceeds
20m. The queue length quoted relates to the approach to the stop line, not to
individual lanes.
•
The traffic queues shown in the tables are in meters
•
VISSIM does not allow traffic to enter the network unless the link is capable of
carrying the traffic. Some scenarios experience queuing to the point of entry, this
will result in a vertical stack of vehicles which is reported at the end of the model
period. These are detailed in the text below.
The data has been presented in a similar fashion for each modelled option. Data was
collected for each junction approach.
The “screenshots” of the model do not cover all the junctions for each scenario. Selective
“screenshots” have been used to illustrate the data contained in the tables and points raised
in the text as an aid to interpretation. The models have been provided to the Highway
Authorities and if required a video can be prepared to highlight certain issues. Colour coding
was used to identify vehicle movements, as follows:
•
Blue – normal driving
•
White – queuing
•
Dark purple – light braking
•
Light Purple – heavy braking
•
Orange – braking for lane change
•
Yellow – braking to let another vehicle enter lane
•
Green – vehicle performing lane change
8.4.2
VISSIM Results for Modelled Scenarios
Table 8.4 shows the length of the average queues during the peak hour. Note that the
VISSIM models were loaded with peak hour flows for half an hour prior to the peak hour to
provide a robust assessment. This does not represent a length of stationary traffic, see
above for the definition of a queuing vehicle. The length represents the furthest extent of the
queuing and within that length vehicles will be travelling at below 10kph and still be
represented as queuing but will also be travelling at above 10kph representing the ripple
effect of traffic signals. Within the queue on Stoneleigh Road in the AM peak on the
approach to Kenilworth Road a long slow moving queue of traffic develops but because of
the operation of the traffic signals there will always be sections of that queue which are
travelling at above 10kph.
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Transport Assessment
Table 8.4: Average Queues for the AM Peak
Queues Averages
in meters
Junction
A46 /
Stoneleigh
Road
Dalehouse
Lane
Gibbet Hill /
Kenilworth
Road
Cryfield
Roundabout
University Road
South / Gibbet
Hill Road
Scarman
Roundabout
Kirby Corner
Roundabout
Arm
2004
Base
A46 Southbound Offslip
A46 Northbound Offslip
Stoneleigh Road South arm
Stoneleigh Road North arm
Stoneleigh Road North arm
Stoneleigh Road South arm
Dalehouse Lane North arm
Kenilworth Rd North arm
Stoneleigh Rd
Kenilworth Rd South arm
Gibbet Hill Rd
Car Park Access
Gibbet Hill Rd South arm
Cryfield Rd
Gibbet Hill Rd North arm
University Road
Gibbet Hill Road South arm
Gibbet Hill Road North arm
University Rd
Gibbet Hill Rd South arm
Scarman Rd
Gibbet Hill Rd North arm
Kirby Corner Rd
Gibbet Hill Rd
Westwood Heath Rd
Westwood Way
27
37
0
0
50
21
406
62
1302
96
66
5
7
5
5
4
0
0
8
11
8
21
46
15
21
21
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AM Peak
DM
DM
2018
2018
show
46
48
159
159
218
230
16
16
18
25
284
291
568
810
87
89
1566
1540
125
118
119
96
5
5
7
9
5
5
6
6
6
5
0
0
0
0
7
9
26
15
7
8
18
26
71
79
18
14
50
37
21
18
DS
2018
48
11
48
21
21
22
859
71
956
359
50
5
54
8
10
11
8
21
10
30
11
6
105
17
91
25
DS
2018
show
55
9
43
16
22
17
906
61
838
371
54
5
31
6
9
10
8
24
12
18
9
5
250
15
86
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Table 8.5: Average Queues for the PM Peak
Queues
Averages
PM Peak
in meters
Junction
A46 /
Stoneleigh
Road
Dalehouse
Lane
Gibbet Hill /
Kenilworth
Road
Cryfield
Roundabout
University
Road South
/Gibbet Hill
Road
Scarman
Roundabout
Kirby Corner
Roundabout
Arm
A46 Southbound Off slip
A46 Northbound Off slip
Stoneleigh Road South
arm
Stoneleigh Road North
arm
Stoneleigh Road North
arm
Stoneleigh Road South
arm
Dalehouse Lane North
arm
Kenilworth Rd North arm
Stoneleigh Rd
Kenilworth Rd South arm
Gibbet Hill Rd
Car Park Access
Gibbet Hill Rd South arm
Cryfield Rd
Gibbet Hill Rd North arm
University Road
Gibbet Hill Road South
arm
Gibbet Hill Road North
arm
University Rd
Gibbet Hill Rd South arm
Scarman Rd
Gibbet Hill Rd North arm
Kirby Corner Rd
Gibbet Hill Rd
Westwood Heath Rd
Westwood Way
DM 2018
show
managed
DS
2018
67
163
DM
2018
show
56
164
DS 2018
show
managed
64
7
DS
2018
show
36
8
232
110
0
72
183
302
35
78
100
0
50
180
32
70
187
8
21
8
1083
91
12
1521
324
7
282
283
323
15
8
22
9
9
76
22
12
662
22
107
464
59
287
5
5
7
14
5
629
1530
87
633
5
6
5
25
7
622
1544
83
850
5
5
6
100
22
631
1553
86
704
5
6
5
49
8
192
392
52
444
5
7
6
14
87
368
135
51
860
5
6
5
118
311
167
542
52
529
5
7
7
31
81
0
0
0
8
8
9
9
0
0
0
8
114
152
98
14
13
8
9
62
84
3
20
14
16
7
8
119
105
4
21
14
16
6
336
342
91
5
24
15
14
7
9
107
86
3
22
18
44
11
20
273
178
4
25
15
36
9
477
482
152
5
85
16
35
8
6
280
181
4
21
2004
Base
DM
2018
19
10
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8.4.3
Main Campus Masterplan
Transport Assessment
A46 / Stoneleigh Road Junction
AM Existing (2004)
The existing arrangement is working well with minor queuing.
AM Do Minimum 2018
The existing arrangement at Gibbet Hill Rd / Kenilworth Road junction does not have
sufficient capacity to accommodate traffic from Stoneleigh Road resulting in queues which
reach Dalehouse Lane Roundabout and subsequently the A46/Stoneleigh Road junction
resulting in blockage of all entries. 253 vehicles are unable to enter the network from
Stoneleigh Road south arm.
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AM Do Something 2018
The situation above is mitigated through the increased capacity at the improved Gibbet Hill
Rd/ Kenilworth Road junction.
AM Do Something 2018 Show Day
The flows for a show day are predicted to be very similar in the AM peak to those of a
typical day and the conditions are therefore very similar.
PM Existing 2004
The arrangement is working well with little queuing.
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PM Do Minimum 2018
The Do Minimum scenario is showing minor queuing at the A46 / Stoneleigh Road Junction.
PM Do Something 2018
The Do something scenario shows that the dumbbell arrangement works well, there is some
queuing on the A46 southbound off slip.
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PM Do Something 2018 Show Day
The increase in traffic during a show day at RASE will introduce long queues on Stoneleigh
Road southbound due to an increase in conflicting traffic on the gyratory of the west
dumbbell roundabout. Once queues reach Gibbet Hill Road / Kenilworth Road junction
gridlock spreads along the model.
PM Do Something 2018 Show Day Managed
A traffic management system has been introduced whereby traffic from Stoneleigh is
prevented from turning right to the A46 northbound on slip. This right turn traffic must go up
to the Dalehouse Lane roundabout and return along Stoneleigh Road southbound. This
reduces the queues on Stoneleigh Road southbound and they do not tail back to the
Kenilworth Road junction.
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8.4.4
Dalehouse Lane / Stoneleigh Road Junction
AM Peak
Dalehouse Lane is suffering from long queues during the morning peaks including the 2004
Base and these are adversely affected by the background growth in traffic. This results in a
vertical queue of vehicles unable to enter the network from Dalehouse Lane:
•
Do Minimum 2018 – 106 vehicles
•
Do Minimum Show day 2018 – 125 vehicles
•
Do Something 2018 – 184 vehicles
•
Do Something Show day 2018 – 194 vehicles
PM Peak
The Dalehouse Lane junction operates satisfactorily in the 2004 Base. In the Do Minimum
2018 scenarios queues develop due to blocking back from the Gibbet Hill Road/Kenilworth
Road junction. In the Do Minimum 2018 show day model traffic also blocks back from the
A46/Stoneleigh Road junction eventually leading to gridlock. With traffic management at the
A46/Stoneleigh Road junction this problem is largely resolved.
With the Do Something 2018 model the junction operates satisfactorily without queues
developing.
The Do Something 2018 show day managed model operates satisfactorily with some
queuing on the Stoneleigh Road north arm as a result of the traffic management
arrangements.
8.4.5
Gibbet Hill Road / Kenilworth Road
AM Existing 2004
Stoneleigh Road approach is presently suffering from long queues during the morning peak.
This is replicated in the model.
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AM Do Minimum 2018
The situation in the Do Minimum scenario is made worse by the background growth leading
to queues reaching Dalehouse Lane / Stoneleigh Road junction and to increased queues at
the A46 / Stoneleigh Road junction.
AM Do Minimum Show day 2018
The level of traffic during a show day at RASE is very similar to that of a typical day and the
level of queuing is therefore unchanged.
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AM Do Something 2018
By changing the signal timings to balance the queues and introducing additional lanes on all
approaches the junction overall experiences less queuing than the 2004 base.
AM Do Something Show Day 2018
The level of traffic during a show day at RASE is very similar to that of a typical day and the
level of queuing is therefore unchanged.
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PM Peak
In all the Do Minimum scenarios long queues develop on Stoneleigh Road which block back
through the Dalehouse Lane and A46 junctions as a result of the lack of capacity at the
Gibbet Hill Road/Kenilworth Road junction. With the junction improvements in place in the
Do Something 2018 scenario the junction would be expected to have queues similar to the
present situation despite the increased traffic from the University, the RASE development
and background growth.
8.4.6
Cryfield Roundabout
Cryfield Roundabout is experiencing very little queuing at present and our predictions show
that queues remain at very similar levels with and without university expansion. During show
days at RASE queues from the Gibbet Hill Road/ Kenilworth Road junction stretch through
this junction. This is mitigated through traffic management at the A46 / Stoneleigh Road
junction during typical show days.
8.4.7
University Road South / Gibbet Hill Road Junction
This existing priority junction is proposed to be replaced by a roundabout. The analysis
shows that predicted queues will be within acceptable levels for both AM and PM peaks, but
that in the PM peak queues from Gibbet Hill Road/ Kenilworth Road junction during a show
day at RASE stretch through this junction. This is mitigated through traffic management at
the A46 / Stoneleigh Road Junction during typical show days.
8.4.8
Scarman Roundabout
Predictions show that the limited queuing seen at present will remain unchanged throughout
the predicted scenarios with the exception of PM peak show days at RASE if traffic is left
unmanaged.
8.4.9
Kirby Corner Roundabout
AM Existing (2004)
Kirby Corner Roundabout is presently experiencing minor queues on its approaches.
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AM Do Minimum 2018
A slight increase in queues is seen with the increase in background growth.
AM Do Something 2018
The level of queuing is increased due to the increase in traffic from the University
expansion. The Masterplan allows University traffic arriving from the A45 direction to be
routed via Lynchgate Road and the Lynchgate Link. Whilst this route is not available to
general traffic it would allow impacts at the Kirby Corner Road Roundabout to be mitigated.
Such rerouting has not been carried out in the model and is therefore regarded as a robust
assessment.
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AM Show Days
The level of traffic during a show day at RASE is very similar to that of a typical day and the
level of queuing is therefore similar.
PM Existing (2004)
The Kirby Corner Roundabout is presently experiencing some queuing on the Kirby Corner
Road and Gibbet Hill Road approaches.
PM Do Minimum 2018
There has been a marked increase in queues on the Kirby Corner Road and Gibbet Hill
Road approaches due to the growth in background traffic.
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PM Do Something 2018
A limited increase in queuing is experienced from the expansion of the University. Again the
opportunity exists within the Masterplan to route some University traffic to the A45 via the
Lynchgate Link and Lynchgate Road which would reduce congestion at this location.
PM Show Days
The analysis shows that predicted queues will be significant during a show day at RASE
due to queuing from the A46/ Stoneleigh Road junction stretching back through this junction.
This is mitigated through traffic management at the A46 / Stoneleigh Road junction on these
days.
8.4.10
Operation of Signal Controlled Crossings within the Model
Site observation at the pedestrian crossings on Gibbet Hill Road in the Central campus area
showed that the green phase for pedestrians lasted for 5 seconds and that there was a
clearing phase (pulsating green light for pedestrians) of 8 seconds. The minimum green
time for cars was measured to be 7 seconds.
It has been observed that pedestrians crossing Gibbet Hill Road choose to search for a gap
in oncoming traffic before deciding if they wish to activate the pedestrian stage. If a gap is
identified they are willing to wait several seconds before crossing the road. If no such gap is
identified they push the button and wait for the pedestrian stage to commence.
It is difficult to model such “intelligent” pedestrians in VISSIM so we have therefore adopted
an approach which resembles this behaviour as closely as possible. The pedestrian will be
detected as he/she approaches the crossing (that is what the detectors in the model are
used for). If he/she remains within the detection loop for more than 5 seconds (indicating
that he/she has entered and stopped within the loop to find a suitable gap in traffic, but not
been able to do so) the pedestrian stage will be triggered to allow pedestrians to cross. Note
that the 5 seconds takes account of the loop length and that pedestrians will take a second
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to walk that distance at constant speed. The actual wait time amounts to about 3-4 seconds
which reflects an average wait time.
The minimum green time for cars is 15 seconds. The default state for the signals is to show
green for cars, so provided that there are no pedestrians the signals will show green without
interruption.
The green signal for pedestrians is always 5 seconds however there is also a period of
flashing green man (or orange aspect for cars). This cannot be shown in VISSIM and is
therefore represented by red for pedestrians and green for cars. To allow pedestrians on the
crossing to safely get to the other side (the objective of the flashing signal) give way
markers have been put in place to hinder cars from running over the pedestrians.
Please note that no significant queuing develops as a result of the three signed controlled
crossing facilities on Gibbet Hill Road in the Central Campus area during the AM and PM
peaks in any of 2018 scenarios.
8.4.11
5 Seed Model Results
At the request of the Highway Authorities a check was carried out on the model results. The
results reported in tables 8.6 & 8.7 above were loaded with traffic using a single seeding
pattern. As a check the Do Something 2018 show day AM and show day managed PM
models were loaded with 5 different seed patterns and run. The results of the 5 different
seed patterns were averaged and are presented below for comparison purposes.
Table 8.6: Seeding Pattern Comparison of Vehicle Flow
Counts
in vehicles
Kirby Corner Rd by
University House
Gibbet Hill Rd between
Kirby Corner Rd /Scarman
Gibbet Hill Rd just north of
Cryfield
Gibbet Hill Rd just south
of Cryfield
Stoneleigh Rd just east of
Kenilworth Rd
Stoneleigh Rd between
Dalehouse Ln & A46
WB
EB
NB
SB
NB
SB
NB
SB
NB
SB
NB
SB
AM Peak
PM Peak
2018 Show day
2018 Show day managed
1 seed
5 seeds
Diff
GEH
1 seed
5 seeds
Diff
GEH
1041
594
710
1180
712
624
1140
641
10
697
677
736
1039
608
710
1172
691
605
1132
626
9
704
680
736
-2
14
0
-8
-21
-19
-8
-15
-1
7
3
0
0.1
0.6
0.0
0.2
0.8
0.8
0.2
0.6
0.4
0.3
0.1
0.0
836
781
824
765
509
645
631
939
157
1033
1002
918
792
763
822
770
530
673
645
982
165
1131
918
896
-44
-18
-2
5
21
28
14
43
8
98
-84
-22
1.5
0.6
0.1
0.2
0.9
1.1
0.5
1.4
0.6
3.0
2.7
0.7
A comparison of count data at various points on the model network shows similar level of
traffic. A more rigorous comparison based on the GEH statistic reveals that all results have
a GEH of less than 5 and therefore it is concluded that there is a good fit between the
results from a single seed pattern and those from the average of five seed patterns.
By inspection the comparison of queues also shows a good fit. See table 8.7.
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Transport Assessment
Table 8.7: Seeding Pattern Comparison of Queues
AM Peak
PM Peak
2018 Show day
2018 Show day
managed
Queues
1
5
Diff
seed seeds
71
78
7
11
20
9
100
133
33
Queues Averages
(in meters)
Junction
A46 /
Stoneleigh
Road
Dalehouse
Lane
Gibbet Hill
Rd /
Kenilworth
Rd
Cryfield
Roundabout
University
Rd South /
Gibbet Hill
Road
Scarman
Roundabout
Kirby Corner
Roundabout
Arm
A46 Southbound Off slip
A46 Northbound Off slip
Stoneleigh Road South
arm
Stoneleigh Road North
arm
Stoneleigh Road North
arm
Stoneleigh Road South
arm
Dalehouse Lane North
arm
Kenilworth Rd North arm
Stoneleigh Rd
Kenilworth Rd South arm
Gibbet Hill Rd
Car Park Access
Gibbet Hill Rd South arm
Cryfield Rd
Gibbet Hill Rd North arm
University Road
Gibbet Hill Road South
arm
Gibbet Hill Road North
arm
University Rd
Gibbet Hill Rd South arm
Scarman Rd
Gibbet Hill Rd North arm
Kirby Corner Rd
Gibbet Hill Rd
Westwood Heath Rd
Westwood Way
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1
seed
55
9
43
Queues
5
seeds
59
10
44
16
18
2
8
13
5
22
20
-2
324
459
136
17
13
-5
22
56
34
906
834
-72
22
33
11
61
838
371
54
5
31
6
9
10
8
77
421
293
50
5
15
7
7
10
8
16
-416
-78
-4
0
-17
0
-2
0
0
167
542
52
529
5
7
7
31
81
9
237
617
50
648
5
8
8
33
68
9
70
75
-1
118
0
0
1
2
-13
0
24
23
-1
98
60
-38
12
18
9
5
250
15
86
20
11
22
10
5
233
20
65
23
-1
4
0
1
-17
5
-21
3
16
35
8
6
280
181
4
21
18
44
10
6
214
148
4
31
1
9
2
1
-66
-33
1
9
Diff
5
0
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8.4.12
Main Campus Masterplan
Transport Assessment
Sensitivity Test
At the request of the Highway Authorities a sensitivity test was carried out which had a 36%
increase in traffic generated by the University. The sensitivity test was run using the 5
seeding patterns to load the model in the AM 2018 show day scenario and the PM 2018
show day managed scenario. The results are set out below.
Table 8.8: Sensitivity Test Results
AM
PM
2018 Show day
1
5
Sensitivity
seed seeds
test
5 seeds
2018 Show day managed
1
5
Sensitivity
seed seeds
test
5 seeds
55
9
43
16
22
17
906
61
838
371
54
5
31
6
9
10
8
24
12
18
9
5
250
15
86
20
71
11
100
8
324
22
22
167
542
52
529
5
7
7
31
81
9
98
16
35
8
6
280
181
4
21
Queues Averages
(in meters)
Junction
A46 /
Stoneleigh
Road
Dalehouse
Lane
Gibbet Hill /
Kenilworth
Road
Cryfield
Roundabout
University Rd
South/Gibbet
Hill Road
Scarman
Roundabout
Kirby Corner
Roundabout
Arm
A46 Southbound Off slip
A46 Northbound Off slip
Stoneleigh Road South arm
Stoneleigh Road North arm
Stoneleigh Road North arm
Stoneleigh Road South arm
Dalehouse Lane North arm
Kenilworth Rd North arm
Stoneleigh Rd
Kenilworth Rd South arm
Gibbet Hill Rd
Car Park Access
Gibbet Hill Rd South arm
Cryfield Rd
Gibbet Hill Rd North arm
University Road
Gibbet Hill Road South arm
Gibbet Hill Road North arm
University Rd
Gibbet Hill Rd South arm
Scarman Rd
Gibbet Hill Rd North arm
Kirby Corner Rd
Gibbet Hill Rd
Westwood Heath Rd
Westwood Way
59
10
44
18
20
13
834
77
421
293
50
5
15
7
7
10
8
23
11
22
10
5
233
20
65
23
58
10
39
19
16
50
855
77
628
572
50
5
18
8
7
10
10
21
10
32
10
6
375
20
66
27
78
20
133
13
459
56
33
237
617
50
648
5
8
8
33
68
9
60
18
44
10
6
214
148
4
31
82
30
163
16
811
143
33
367
1012
56
716
5
10
8
58
147
9
94
16
48
12
54
260
158
5
27
In general terms the AM peak is less sensitive to the increase in traffic than the PM peak. In
the AM peak there is some increase in queuing on the Kirby Corner Road arm of Kirby
Corner Roundabout but as discussed above this could be mitigated by allowing University
traffic arriving from the A45 to access the University via Lynchgate Link. In the PM peak
additional queuing arises at the Gibbet Hill Road / Kenilworth Rd junction and the
Dalehouse Lane junction.
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9
Main Campus Masterplan
Transport Assessment
Accidents
9.1
Introduction
An 'Injury Accident' is recorded when Police are called to the scene (or an accident is later
reported to the Police by a member of the public). Injury accident data derived from STATS
19 reports from October 2001 to October 2005 was analysed. The accident data only
records events resulting in a personal injury and excludes so called 'damage-only' accidents
where vehicles collide without any resulting injury to road users and also excludes any
accidents which are not reported to the Police. Injuries are categorised by severity (slight,
serious, fatal) and road users are categorised by their mode of travel (pedestrian, cyclist,
powered two wheeler, car, light van, HGV, Bus, including a record of whether the injury was
to the driver or passenger of motorised vehicles).
The data covered Gibbet Hill Road and the roads leading into it. The areas covered
included the junctions of the A45 and Sir Henry Parkes Road, the junction of the A46 and
Stoneleigh Road, and the A429 Kenilworth Road / Stoneleigh Road / Gibbet Hill Road
junction. Data was provided by the Joint Data team for the West Midlands and by
Warwickshire County Council for roads within Warwickshire. A summary plan of the
accidents by location is provided on Drawing No 4 and a summary table is provided below.
Table 9.1 : Accident Data
Number of Accidents
Location
Vehicle
Cyclist
Pedestrian
F
S
SL
F
S
SL
F
S
SL
Kenilworth Rd / Gibbet Hill Rd
Junction
0
2
6
0
0
0
0
0
0
Scarman Roundabout
0
0
2
0
0
1
0
0
0
Cryfield Roundabout
0
0
0
0
0
0
0
0
0
Kirby Corner Roundabout
Sir Henry Parkes Rd / A45
Roundabout
Sir Henry Parkes Rd / Charter
Avenue Roundabout
0
0
4
0
0
0
0
0
0
0
1
12
0
0
11
0
0
0
0
0
4
0
1
3
0
0
0
Kirby Lane Rd / Lynchgate Rd
Roundabout
0
0
1
0
0
1
0
0
0
Cromwell Rd / Westwood Heath
Rd Junction
0
0
2
0
0
0
0
0
0
Kirby Corner Rd between Gibbet
Hill Rd and Lynchgate Rd
0
0
4
0
0
0
0
1
1
Gibbet Hill Rd between Kirby
Corner Rd and Cryfield
Roundabout
0
2
0
0
0
1
2
1
3
Gibbet Hill Rd between Cryfield
Roundabout and Kenilworth Rd
0
1
4
0
0
1
0
0
Junction
F denotes fatal injury accident , S – Serious injury accident, SL – Slight injury accident
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9.2
Main Campus Masterplan
Transport Assessment
Gibbet Hill Road
Detailed analysis of accidents along the road illustrates several scattered sites rather than
particular clusters. Accidents at junctions appear to be mainly the result of errors by drivers
failing to concede priority. Accidents along the link sections appear to involve pedestrians
crossing the road, particularly in the vicinity of the University of Warwick Arts Centre, as well
as a number of accidents occurring as a result of overtaking manoeuvres.
Kirby Corner Roundabout
Four slight injury accidents have occurred. Two were vehicles failing to give way to traffic
when entering the roundabout and one was a shunt accident on the approach from Kirby
Corner Road. One was a shunt when a vehicle on Westwood Heath Road exit did a U turn
immediately after the junction.
Gibbet Hill Road link section 80m south of Kirby Corner Road
An alcohol positive motorist travelling at high speed was seriously injured when the vehicle
left the road and hit a lamp column. The vehicle had shed a tyre 1.5 miles away from the
accident scene.
Scarman Roundabout
A cyclist was slightly injured in a shunt type accident. There were two slight vehicle
accidents
Gibbet Hill Road link section north of Library Road
A pedestrian was slightly injured after stepping out into slow moving traffic.
Pelican Crossing near Radcliffe House and Library Road.
A pedestrian crossing the road at 23:50 hrs was fatally injured after stepping out into the
path of a southbound vehicle a few metres north of the pedestrian crossing facility.
Library Road junction
A southbound cyclist was slightly injured when a delivery van failed to give way at the exit
from Library Road.
University Road – south exit
A pedestrian failed to look and was seriously injured by a southbound vehicle when crossing
just to the north of the junction (next to the footpath to Cryfield Cottages). In a separate
accident at this location, a group of pedestrians was hit by a northbound vehicle, resulting in
one fatality and two slight injuries.
Link section between University Road and Cryfield Flats
A pedestrian was slightly injured after stepping in front of a slow moving northbound vehicle
just north of the roundabout.
Link section south of Cryfield Roundabout
A serious injury occurred as a result of a southbound driver being involved in a head on
collision with a northbound driver after overtaking at a point with restricted visibility.
Link section north of Moreall Meadows
A southbound cyclist was slightly injured by a vehicle overtaking too close. A southbound
driver was slightly injured after shunting a stationary bus in wet conditions.
Junction with Moreall Meadows
There have been two shunt type accidents resulting in slight injury, both involving vehicles
turning right from Gibbet Hill Road into Moreall Meadows.
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Main Campus Masterplan
Transport Assessment
Junction with Cryfield Heights
A slight injury occurred when a right turning vehicle exited Cryfield Heights in the path of a
southbound vehicle on Gibbet Hill Road.
Kenilworth Road / Gibbet Hill Road Junction
There have been 8 accidents at this junction all of which are vehicle to vehicle accidents
and two accidents resulted in serious injuries. Three of these accidents are recorded as
‘Disobeyed automatic traffic signal’, four are recorded as ‘Poor turn or manoeuvre’ and one
‘Failed to look properly’. The main problems appear to be vehicles travelling straight ahead
failing to stop at red signals and queuing right-turning vehicles making turning manoeuvres
across oncoming traffic after the lights have changed.
9.3
Kirby Corner Road
Junction of Kirkby Corner Road and Lynchgate Road
2 accidents resulting in slight injuries. A shunt type accident in queuing traffic and a vehicle
entering the roundabout fails to stop for a pedal cyclist on the roundabout.
Kirby Corner Road link section
Six injury accidents are recorded along this section, including one serious casualty. Three
accidents were shunt type accidents, one occurred at a pedestrian crossing, a second
occurred at a right-turn into a university car park and one happened in moving traffic as a
vehicle braked. One vehicle left the road after swerving to avoid a wild animal. One
pedestrian was seriously injured after stepping into traffic from behind a stationary bus, one
sustained slight injuries after stepping onto a pelican crossing when the lights were green
for traffic.
9.4
Other Local Roads
Junction of Westwood Heath Road and Cromwell Lane
Two slight injury accidents both in which vehicles waiting to turn left or turning left have
been shunted from behind.
Westwood Heath Road Link section
There have been two slight injury accidents at residential junctions along Westwood Heath
Road (Broadwells Crescent and Woodleigh Road), both involved vehicles turning into the
path of oncoming traffic.
Stoneleigh Road
There is one recorded slight injury accident at the rail bridge on Stoneleigh Road as a result
of a driver overtaking on the approach to a blind summit and cutting in front of the slower
vehicle resulting in the overtaken and oncoming vehicles leaving the road.
Sir Henry Parkes Road
Junction of A45 Fletchamstead Highway with Sir Henry Parkes Road
Twenty four injury accidents have occurred at this site, with one serious injury. Ten of the
accidents were shunt type collisions in which vehicles queuing to enter the island collided
with each other. One of these shunts resulted in serious injury.
Three vehicle to vehicle collisions have occurred as a result of vehicles failing to stop when
entering the roundabout and hitting vehicles on the circulatory carriageway. One vehicle to
vehicle occurred when two cars travelling around the circulatory carriageway at the same
time collided due to poor lane discipline.
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Transport Assessment
Nine injury accidents to cyclists have occurred as a result of vehicles entering the
roundabout failing to give way to cyclists on the roundabout. All of these collisions occurred
in dark conditions, and three of the injured cyclists reported did not have lights fitted to their
bicycles. The cyclists were all crossing the A45 travelling along Sir Henry Parkes Road.
One injury accident to a cyclist occurred when a car failed to stop at a signal controlled
crossing near the roundabout.
Link section Sir Henry Parkes Road
One slight injury accident has occurred outside the Police station when a cyclist riding along
the footway ran into a police vehicle waiting to exit the car park. One slight injury accident
occurred outside the Fire station when a driver turning into the station across two lanes of
queuing traffic was hit by a vehicle travelling along the nearside lane. One accident
resulting in serious pedestrian injury occurred on the link when a pedestrian crossing
between queuing vehicles was hit by a moving vehicle as he stepped out.
Junction of Charter Avenue with Sir Henry Parkes Road
Seven slight casualties and one serious casualty injury accidents have occurred within the
last five years. Four of the casualties were pedal cyclists, and four were drivers.
Two of the driver injuries occurred as a result of vehicles failing to stop when entering the
island, one was an overtaking accident on the island and one was a shunt accident on the
approach to the island. One of the cyclists was hit by a driver overtaking him on the
roundabout. One cyclist was cut-up by a left-turning vehicle as he proceeded straight ahead
from the nearside of the lane. One cyclist was hit by a vehicle entering the roundabout and
one was hit in the rear by a vehicle leaving the roundabout at the same exit. Darkness may
have been a factor in the latter accident and the cyclist did not have a rear light. All of the
other collisions occurred during daylight.
Junction of Charter Avenue / Cannon Park Road and A45
2 slight accidents are reported at this junction. One was an overtaking accident where two
vehicles collided, and one occurred when a vehicle turning right from charter Avenue into
Cannon Hill Road failed to give way to a motorcyclist travelling from the A45 along Charter
Avenue.
9.5
Response to Fatal Pedestrian Accidents
Two accidents occurred on Gibbet Hill Road in the Central Campus area which each
resulted in a pedestrian fatality.
•
September 2000 during darkness adjacent to Brickyard plantation.
•
November 2004 at 23.50 adjacent to Radcliffe House pelican crossing.
As a result of these accidents Coventry City Council undertook a speed survey of Gibbet Hill
Road in the Central Campus area during late 2005. This showed that the 85%ile speed was
35mph with a maximum speed of 46mph.
The highway authority in discussion with the University’s consultants have developed a
scheme to improve safety along this section of Gibbet Hill Road. The perceived safety
scheme has the following elements:•
Provision of high friction surfacing on approaches to the signal controlled crossings.
•
Provision of ‘floodlighting’ at signal controlled crossings.
•
Improved white lining as required.
•
Vehicle Activated Signs displaying the speed limit and SLOW DOWN to be located
between Scarman Road and Cryfield roundabouts.
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Transport Assessment
The University is to fund the bulk of the costs of this scheme and it is expected that the
signal controlled crossing near the Gibbet Hill site together with the two crossings on Kirby
Corner Road giving access between the Central Campus and the Westwood site will also be
included in the scheme. It is anticipated that the scheme will be delivered during financial
year 2007/08.
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10
Main Campus Masterplan
Transport Assessment
Public Transport, Pedestrians and Cyclists
10.1
Existing Public Transport
10.1.1
Buses
The University of Warwick is well served by buses with in excess of 400 buses per weekday
operating on routes that pass near to, or into the University campuses. The existing bus
routes are shown on Drawing No. 2.
There are six bus services that operate along Gibbet Hill Road, with four of these bus routes
penetrating the Central Campus East site, providing approx 400 buses per weekday. Within
Central Campus buses are routed along University Road where three bus stops are
provided including the terminal close to the Arts Centre. Bus stops are also located on either
side of Gibbet Hill Road approximately 250m north west of the Scarman roundabout.
There are over 250 buses per weekday that pass by the Gibbet Hill site. Bus stops are
provided on either side of Gibbet Hill Road within 200m of the Gibbet Hill site access.
There are nine bus services that operate along Kirby Corner Road, providing in excess of
350 buses per weekday passing the Westwood Campus. Bus stops are located on Kirby
Corner Road in close proximity to the campus access. There are further bus stops located
on Kirby Corner Road approximately 250m north of the campus.
All bus stops are located within a reasonable walking distance of the University campuses.
The bus routes to Central Campus provide links to Leamington, Kenilworth and Coventry
City centre. In addition the bus routes also provide access to Stratford and Warwick.
The most important bus services are:•
Bus route 12 to Coventry City Centre passing the railway station with 8 buses per hour.
•
Bus route 12 and U1 to Leamington via Kenilworth with 8 buses per hour and additional
services at peak times.
•
Bus route 801 to Walsgrave Hospital via a southern circle route with 3 buses per hour.
The University provides a direct subsidy to operators in respect of bus service provision,
and this policy will be reviewed in the light of ridership and commercial viability to ensure
that adequate services are available to fulfil the needs of staff and students within the
context of the Masterplan and its Travel Plan.
10.1.2
Trains
The nearest station to the University of Warwick is Canley Station, which is on the
Wolverhampton to Coventry railway line. Train services are reasonably regular and are
generally at 20 minute intervals during the daytime on weekdays. The station is located
approximately 2 – 2.5km from the Central Campus, which is approximately 25 minutes walk
away assuming a normal walking speed of 1.4m per second. The Westwood Campus is
approximately 1.5km from the station and 21 minutes away, whilst the Gibbet Hill campus is
3 –3.5km away.
Coventry Station located on Warwick Road close to the City Centre is approximately 5.5km
from the University. The station gives access to a wide range of destinations both local
regional and national. It is the prime point of access for students using the rail network.
Access to the University from the station is by bus with upto 8 buses an hour passing in
each direction.
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Transport Assessment
10.2
Proposed Public Transport Improvements
Public transport provision is central to the development of the University. The following
measures would benefit public transport:
•
The University support the proposed Bus Rapid Transit system being promoted by
Coventry City Council which would link from the University to the Coventry Rail Station
the City Centre and north Coventry. The University have made provision within the
Masterplan for this important proposal to run through the heart of the University,
including providing access into the University Cannon Park Shopping Centre via
Lynchgate Link.
•
The University will continue to support the development of public transport services in
support of its Travel Plan. This may include the provision of an express service between
the City Centre, the Rail Station and the University based on the South Park and Ride
service as a precursor to the Bus Rapid Transit service.
•
The University will continue to work with the Local Authorities, Centro and the bus
operators to provide high quality infrastructure in the form of bus stops and shelters in
the central campus.
•
Whilst the existing route structure serving Central Campus and the Gibbet Hill and
Westwood sites works reasonably well the University will work with the local authorities
to upgrade public transport provision including supporting the proposals with a route
through the centre of Central Campus. It is proposed that the Sprint network runs down
the spine of the University from Cannon Park Shopping Centre via Lynchgate Link along
Library Road and through the centre of Central Campus West.
•
The University provides a direct subsidy to operators in respect of bus service provision,
and this policy will be reviewed in the light of ridership and commercial viability to
ensure that adequate services are available to fulfil the needs of staff and students
within the context of the Masterplan and the Travel Plan.
•
The University supports the provision of real time information on bus movements and
will work with the authorities, to provide this information at appropriate locations and
through the University intranet. The University will support the development of a short
messaging service to mobiles allowing passengers to check punctuality.
•
The Travel Plan set out a number of ways in which the University does and will support
public transport.
10.3
Pedestrian and Cycle Routes
10.3.1
Existing Pedestrian Links and Cycle Routes
Pedestrian links
There are generally good pedestrian links along Gibbet Hill Road and Kirby Corner Road.
Gibbet Hill Road has an established footway along its east side and Kirby Corner Road has
an established footway on the south side and in part a footway on the north side of the
carriageway.
A pedestrian/cycle link is provided from the University to the Cannon Park Shopping Centre
and to Millburn Hill Road. The University has links to various footpaths/bridleways as shown
on Drawing No. 11.
There are generally good pedestrian links between buildings within each campus. See
Drawing No. 2. Access between Central Campuses East and West is via two signal
controlled pedestrian crossings and two priority crossings. One signal controlled crossing is
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Main Campus Masterplan
Transport Assessment
located adjacent to the junction with Library Road and the other is located approximately
200m south of the University Road exit.
There is a third signal controlled pedestrian crossing on Gibbet Hill Road located
approximately 200m north of the Gibbet Hill campus. There are two signal controlled
pedestrian crossings located on the Westwood Campus frontage to Kirby Corner Road.
Cycle Routes
There is one existing external cycle route linking to the University of Warwick this is a
National Cycle Network route, to Coventry City Centre to the north. This route runs along
Charter Avenue (east) and Lynchgate Road before entering the north of the Central
Campus via the Claycroft area. There is also a cycle route which links with the National
Cycle Network route on Lynchgate Road and this connects with Kenilworth Road to the
east, via the residential areas just north of the Central Campus.
There are limited formal cycle route links within the University campuses. There is a formal
cycle route linking the Gibbet Hill site with the Central Campus and this route is shared with
pedestrians. There are further short lengths of cycle routes, which are generally located on
the periphery of the Central Campus. These provide links to the National Cycle Network
route to the north and University House to the west.
Coventry City Council and Warwickshire County Council has developed a cycle track along
the A429 Kenilworth Road to create a cycle route between the City Centre and Kenilworth.
It is proposed to link this route into the University via Gibbet Hill Road and the Gibbet Hill
site.
Cycle parking facilities are provided at a number of the key attractors within the University
campuses, and at the residential accommodation.
10.3.2
Proposals to Improve Provision for Pedestrians and Cyclists
For movement within the University, the great majority of trips will continue to be made on
foot or by bicycle and this will also be true for the more local trips off-campus. It is therefore
essential that a strong on-site footway/cycleway network with connections to external routes
is further developed.
In respect of pedestrian movements a comprehensive network of footways exists on Central
Campus East with links to the Westwood and Gibbet Hill sites. In addition Library Road will
become a high quality pedestrian friendly environment available for cyclists which in the
longer term can be shared with the Bus Rapid Transit route. A proposed network of
footways and cycleways is shown for Central Campus. See Drawing No. 6. This network
compliments the proposed improved crossings on Gibbet Hill Road.
With regard to cycleways a good start has been made with the creation of cycleways linking
Central Campus to Westwood, Gibbet Hill and the Cannon Park Shopping Centre. These
links will be developed to create a new footways/cycleway network that is carefully
integrated with the landscape within the Central Campus West and will connect the
residential, social and academic facilities across both Central Campus West and East to
create a comprehensive network.
The University supports the development of the National Cycle Network route to Kenilworth
which is being promoted by Sustrans and has agreed in principle to a permissive route
across University land. The University will also make a financial contribution to the
development of this route.
Cycle parking provision sufficient to meet demand will continue to be provided at individual
destination buildings and the University will provide cycle parking at new residential
accommodation at the rate of 1 space per 4 student beds.
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Main Campus Masterplan
Transport Assessment
The University will give considerations to the management of pedestrian/cycle/vehicle
conflicts on the internal highway network and provide appropriate measures to enhance
sustainable transport provision and create a high quality transport environment that meets
the future needs of the University.
The University’s aspirations in this respect are evidenced by the approach adopted in
developing the shared use link from University Road to University House and on to Millburn
Hill Road.
The University is committed to providing student residential accommodation on or close to
the Campus so that trips can be made by foot or bike. To this end the Masterplan will
increase the proportion of students resident on Campus.
The University will work with outside businesses with the aim of having a cycle repair centre
located on Campus.
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11
Main Campus Masterplan
Transport Assessment
Construction (Design and Management) Regulations
2007
The purpose of the Construction (Design and Management) Regulations 2007 (CDM
Regulations) is to ensure that health and safety is managed and co-ordinated throughout all
stages of a construction project. The CDM Regulations impose duties on those who can
contribute to the health and safety of a construction project, including the designer. To
comply with our legal duties as a designer involved at the planning stage we have prepared
a CDM hazard register which is contained in Appendix E. The Hazard Register should be
passed to the CDM Coordinator for inclusion in the Health and Safety Plan.
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12
Main Campus Masterplan
Transport Assessment
Conclusions
The continued growth of the University in line with historic growth pattern will see a total
development of 171,000m² GEA over the next Masterplan period. This represents a 40%
increase in built area and an anticipated similar growth in staff numbers. If car parking
provision and thus traffic generation for the site (which is largely influenced by car parking
provision) were to increase by a similar amount then congestion would reach unacceptable
levels even allowing for improvements to local junctions.
In line with the national and local policy agenda it is therefore proposed to limit the increase
in car parking to 9% of the existing provision and to set a target to limit traffic generation to
12%.
The management of transport issues associated with the University will be covered by the
Travel Plan which accompanies this assessment. The Travel Plan sets out a series of
initiatives to support more sustainable travel choices together with a framework for
monitoring, and overseeing implementation through a Transport Sub Group made up of the
Local Highway Authorities, the Highway Agency and the University. The s106 Agreement
will set out the highway infrastructure to be provided as part of the development together
with indicative corrective measures to be provided if the targets for traffic generation are not
met by the University.
During the course of the development of the Masterplan a number of infrastructure options
have been considered with the objective to mitigate the impact of traffic on the highway
network and create a campus environment which encourages sustainable travel and is
worthy of this world class University.
This transport assessment identifies the following infrastructure elements which would
support the Masterplan development:
Pedestrian and Cycle Movement
a) Improve the pedestrian and cycle network within the campus and links to local
neighbourhoods.
b) Provide cycle parking sufficient to meet demand at residential developments and
destination buildings.
c) Provide enhanced pedestrian/cycle signal controlled crossings on Gibbet Hill Road
at 3 locations to link Central Campus East and Central Campus West.
d) The operation and layout of Gibbet Hill Road through the Central Campus area will
be modified to create a sense of place and improve safety primarily for pedestrians
and cyclists by reducing traffic speeds to match the speed limit.
Public Transport
e) Provide a link from Lynchgate Road into the University for the proposed Bus Rapid
Transit route from Canon Park Shopping Centre. This route could also be available
to some University traffic.
f)
Provide a route for the proposed Bus Rapid Transit service through the heart of the
University along Library Road and the central spine in Central Campus West.
g) Work with the Local Authorities, Centro and the bus operators to provide high
quality bus shelters and stops in Central Campus including real time information at
appropriate locations and via the University intranet.
h) The University will support the development of a short messaging service to mobiles
allowing passengers to check punctuality.
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Final 18 June 2007
University of Warwick
Main Campus Masterplan
Transport Assessment
i)
The University will continue to provide a direct subsidy to bus operators in respect
of bus services based on issues of ridership and commercial viability so that
adequate services are available to meet the needs of staff and students. This can
include the extension of the South Park and Ride Service to the University.
Traffic
j)
Close Library Road/Gibbet Hill Road junction to all vehicles except buses, cycles
and pedestrians.
k) Create a pedestrian friendly shared use environment along Library Road.
l)
Provide a new roundabout at the junction of University Road (south) with Gibbet Hill
Road.
m) Improve the Gibbet Hill site access by providing a ghost island right turn facility.
n) Improve the Gibbet Hill Road/Kenilworth Road junction in terms of pedestrian
facilities and capacity.
The Travel Plan sets out in detail the initiatives to encourage more sustainable travel
choices and the level of car parking and the car parking management strategy to deliver the
targets for traffic generation from the Masterplan proposals.
The VISSIM modelling has been developed to assess the impact of traffic arising from the
development proposals and is reported in this Transport Assessment shows that with the
limited growth in traffic proposed for the development together with the infrastructure
improvements, the development can be accommodated without causing unacceptable
levels of congestion on the highway network.
The critical junction at Gibbet Hill Road / Kenilworth Road performs better in 2018 with the
completed development and junction improvements than the existing junction.
The section of Gibbet Hill Road in the Central Campus area will have improved crossing
facilities, better safety characteristics, sufficient capacity to cater for the anticipated traffic
growth from university and non-university sources and does not cause significant traffic
congestion in the 2018 modelled scenarios.
The approach taken within this Transport Assessment /Travel Plan is an exemplar of the
approach to sustainable development that both central and local government want to
achieve. It is recognised that the demanding targets to limit traffic growth will require
commitment from the University and that the adjustment to travel patterns will cause
difficulties for the University community. This commitment compliments the University’s
commitment to reduce its carbon footprint.
On the basis of the analysis carried out and the infrastructure improvements proposed
there are no transport reasons why the Masterplan should not be granted planning
permission.
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Final 18 June 2007
DRAWINGS
University of Warwick
Main Campus Masterplan
Transport Assessment
Drawing 1
Site Location Plan
Drawing 2
Existing Vehicular Access and Pedestrian Cycle Routes
Drawing 3
Public Transport Services and Facilities
Drawing 4
Accident Location Plan
Drawing 5
MJP Masterplan Plan
Drawing 6
Proposed Vehicular Access and Pedestrian Cycle Routes
Drawing 7
Proposed New Roundabout
Drawing 8
Proposed Lynchgate Link
Drawing 9
Proposed Improvements Gibbet Hill Site Access
Drawing 10
Proposed Improvement to Gibbet Hill Road/Kenilworth Road jct
Drawing 11
Connections to Surrounding Neighbourhoods
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Ove Arup & Partners Ltd
Draft 1 30 November 2006
A
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Minor Amendments
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11 /
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3
KJ
Minor Amendments
NS
Accident Locations Updated
01
21/
10/
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PJD
PS
PS
By
Chkd
Appd
First Issue
Issue
Date
4
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
www.arup.com
Client
THE
UNIVERSITY
OF
Job Title
Main Campus Masterplan
5
Outline Planning Submission
June 2007
Drawing Title
Accident Location Plan
Scale at A3
1:15000
Plot ID
6
Drawing Status
Information
Drawing Number 4
Job No
Drawing No
Issue
115438-00
C8027
04
' Arup
MacCormac Jamieson Prichard Plan
Drawing Number 5
A
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PAS
PAS
By
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Minor Amendments
01
03/
10/
06
First Issue
Issue
Date
4
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
www.arup.com
Client
THE
UNIVERSITY
OF
Job Title
Main Campus Masterplan
5
Outline Planning Submission
June 2007
Drawing Title
Piazza Option 1B
- Variation 5
FTA Desi
gn HG
Rigid
Vehicle
(1998)
Scale at A3
1:2000
Plot ID
6
Drawing Status
Illustration Only
Drawing Number 7
Job No
Drawing No
Issue
115438-00
C8051
02
' Arup
A
B
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D
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Lynchga
1
F
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Road
NS
PAS
PAS
NS
PS
PS
By
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Appd
Minor Amendments
A
First Issue
Issue
Date
4
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
www.arup.com
Client
THE
UNIVERSITY
OF
Road shown as 7.0m wide
Job Title
n
Main Campus Masterplan
io
t
ec
5
ly
Outline Planning Submission
S
n
s
June 2007
O
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B
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Drawing Title
y
Proposed Lynchgate Link
d
oa
R
Scale at A3
1:2000
Plot ID
6
Drawing Status
CDN
359
360
361
362
363
80.777
CDN(45),
CDN(46),
CDN(47),
CDN(48),
CDN(49),
Illustration Only
Drawing Number 8
Job No
Drawing No
Issue
115438-00
C8039
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PAS
PAS
Access Roundabout Added
PJD
PAS
PAS
By
Chkd
Appd
First Issue
Issue
Date
4
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
www.arup.com
21
Client
THE
UNIVERSITY
OF
Pond
Job Title
Main Campus Masterplan
14
5
Outline Planning Submission
June 2007
19
Drawing Title
Proposed Improvement to
Gibbet Hill Site Access
15
Scale at A3
1:1000
Plot ID
6
Drawing Status
11
Illustration Only
Drawing Number 9
Job No
Drawing No
Issue
115438-00
C8040
02
' Arup
B
D
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Gib
Selworthy
1
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Crossways
90m visibility splay
from signal head indicated
2
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NS
PAS
PAS
PAS
PAS
Minor Amendments
04
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PJD
Junction design amended
03
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NS
PS
PS
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NS
PS
PS
By
Chkd
Appd
3
Flare Lengths Increased
02
23/
01/
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01/
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NS
1
90m Visibility Shown
First Issue
Issue
Date
Parkhold
4
Tregardoc
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
n
to
S
www.arup.com
ig
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el
Client
h
THE
UNIVERSITY
OF
ad
o
R
Tudor Lodge
Job Title
Main Campus Masterplan
5
Outline Planning Submission
ad
June 2007
Ro
Drawing Title
Proposed Improvements to
th
Berwyn House
ilw
or
junction of Kenilworth Road /
Gibbet Hill Road
K
en
Gibbet Hill House
Scale at A3
1:1000
Plot ID
6
Drawing Status
Illustration Only
Oak Ridge
The Acres
Drawing Number 10
Job No
Drawing No
Issue
115438-00
C8034
05
' Arup
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14
24
26
Queen’s
House
Queen’s Road
Baptist Church
28
32
12
7 to
62
64
66
4
74
10
2
3 2
1
76
8
9 8
6 5
7
4
Central Buildings
12
18 17
15 14
16
13 12 11
10
Bank
Central Flats
Works
98
215
2
121
112
115
154
85
34
73
91
2
6 12
39
4
10
1 7
91
83
4
6
27
79
114
5
11
2 8
95
61
85
77
7
1 to
81
21
13
67
2
4
59
60
57
64
2
77
70
5
76
59
23
64
78
Southdown
30
2
44
14
6
2
80
9
26
16
58
86
2
52
57
27
25
21
10
78
23
68
65
37
33
29
18
59
33
30
13
38
43
32
12
96
21
45
7
2
13
94
22
50
33
19a
23to
27
21
32
14
40
47
24
62
26
3
16
17
15
22
1
34
20
11
2
48
37
2
3
12
9
20 to 31
22
5
58
15
46
30
7
2
38
100
52
102
4
3
28
82
12
1b
5
1a
17
94
121
125a
1
1
14
2a
127
125b
1
37
12
2
22
46
110
66
44
70
129
134
136
5
68
2
1
120
3
7
124
4
146
2
7
Works
1
89
3
70
1
33
2
49
18
4a
School
30
84
Coventry Preparatory
32
2
62
91
3
75
13
14
106
28to
12
13
1 to 12
Court
Lealholme
133
5
50
118
126
5
8
7
1
13
22
79
117
Works
64a
3
41
6
59
47
51
19
17
31
145
1
85
77
75
71
173
161
32
34
102
108
Pond
1
9
1
28
177
2
16
22
Station
Canley
26
55
154
168
182
1
2
8
2
17
41
72
9
101
103
105
36
143
87
126
13
Kenilworth
Court
100
102
104
75
72
28
87
2
124
140
9
1
Manor
Terrace
31
30
El
Sub Sta
70
74 72
Kensington
105
117
129
141
441
431
94
110
98
112
126
138
150
122
126
134
13
15
1
3
1
3
6
14
18
30
1
68
24
Court
34
131
123
443
68
82
96
42
54
56
70
82
96
110
76
41
39
37
35
El Sub Sta
29
27
12
21
23
25
4
61
56
50
48
47
45
56
62 60
66 64
14
Units 1 to 9
Surgery
148
42
56
68
20
23
13
1
26
38
50
64
13
3
7
1
5
33
37
14
1
76
49
26
38
50
54 52
13a
13b
28
26
40
6
2
8
2
12
15
14
45
23
13
3
19
6
13
16
2
14
20
42
15
54
56
13
1
177
229
1110
14
3
1
29
23
17
69
47
39
57
27
31
to 43
21
2
2
2
6
6
14
66
66a
68
60a
26
13
29
45
31
17
15
505
2
14
3
4
2
13
11
7
1
81
71
1
11
1
14
24
40
44
13
7
1
58b
9
62
19
25
1
7
1
505
El Sub Sta
20
13
9
23
97
93
95
4
91
85
1 2
75
79
83
73
77
81
59
65
51
47
43
71
49
45
67
57
63
69
25
21
39
41
1
2
4
12
34
36 to 40
42
46
48
60
46
18
24
30
40
36
33
51
32
513
5
14
29
27
25
77
83
101
97
93
99
95
91
87
81
75
73
79
45
85
9
7
3
13
39 41
56
18
20
527
517
13
2
33a
26
30
34
33
28
32
36
31a
31
13
3
5
1 2
1 2
103
25
51
59
53
47
55
49
43
69
65
61
71
67
63
3
1
11
47
7
6
10
8
20
26
42a
52
28
49
14
16
3
35
23
21
21
113
101
99
1
107
27
89
57
59
11
49
31
2
6
10
37
4
8
12
1
2
23
53
17 19
123
13 15
125
121
119
11
117
10 to 18
1
2
43
29
23
15
11
5
11
25
1
19
2
20
19
14
25
7
55
1
3032
26
18
24
14
16
44
42
80
95
97
99
1 to 81
95
38
67
5
29
27
14
25
29
3
5a
37
54
13
9
94
96
98
4
Grove Court
8
15
16
1
58
1
62
9
7
7
1
6
5
1
89
91
93
43
89
40
9
19
17
88
90
92
4a
41
55
42
23
141
18
24
22
2
4
11
32
1
36
39
107
67
32
14
40
50
Pond
4
56
Works
Works
Proposed Sustrans Route
11
57
11
108
35
8
30
8
28
9
83
85
87
Beechwood Court
79
73
1
6
7
82
84
86
10
31
37
2
4
67
43
65
76
1
3
6
3
57
9
5
6
9
9
5
7
8
45
41
11
5
6
9
2
26
7
1
7
24
34
1
2
46
6
135
Church
House
1
3
60
2
2a
12
22
2
55
131
1
3
5
38
6 8
2
9
5
5
1
Dalton
Lodge
Pavilion
2
4
6
9
8
Works
Works
119
12
47
7
9
8
Vicarage
16
1b
1
105
7
6
1a
66
25
12a
53
1
8
14
Issues
Works
161
161
8a
101
70
8
25
14
27
37
2
53a
1
1a
9
7
1
1
4
113
1
3
5
25
21
15
62a
42
2
4
6
13
13
51
127
14
2
Bow Court
Canley
Youth Centre
21
159
7
9
11
19
40
1
47
Pavilion
36
6
Depot
Issues
Pedestrian / Cycle routes
109
8
10
12
17
58a
12
9
1
30
87
55
91
11
1
7
9
36
47
82
13
14
15
48
15
13
65
50
1
2
12
43
30
El Sub Sta
61
74
157
13
22
Mount Gardens
2
4
6
2
5
8
3
6
9
96
44
31
51
77
94
40
41
21
19
2
51
55
Earlsdon
House
1
25
Church
51
45
Depot
97
14
46a
75
2
4
7
34
4
43
14
17
1
12
6
4
20
12
13
37
62
Works
77
16
37
125
4
97
43a
13
Wakefield
Crossing
Cottage
13
4
5
6
153 to 155
61
74
1
2
3
1516
12
1
13
41
6
89
43
Issues
74a
1
25
9
29
67
22
46
11
45
49
11
22
7
7
1
16
13
86
6
1
52
12
4
7
71
65
31
29
56
9
33
3
8
69
Hotel
Hotel
117
5
Hall
St Barbara’s
Garage
87
16
10
8
1
2
31
7
40
9
7
1
2
7
24
27
5
82
37
1
88
14
21
34
32
29a
109
23
2
83
23
35
66
3b
3c
73
5
2
8
2
5
9
1
81
15
29
9
3
1
2
2
2
20
2
12
1
4
7
2
28
11
5
3a
18
13
29
El Sub Sta
2
2
77
31a
31
72
3
8
9
22
8
Holly Bank
18
15
29
4
Works
Works
20
8
26
57
25
96
102
28
47
27a
107
2
53
11
25
Hopper
University Campus
14
1 to 12
14 to 24
14
14
11
El Sub Sta
Works
Issues
Hopper
Hopper
2
7
32
45
34
46
27
7
10
11
12
Criterion
Theatre
77
6
36
34
46
25
103
Warehouse
8
51
63
23a
Issues
Works
Warehouse
Works
Works
75
47
38
58
23a
99
5
8
1
23
Works
Templar Industrial Park
5
40
26
62
60
23
95
16
2
90
West Side
Works
Works
4
1 to 12
14 to 24
School
Chandler Court
34
Depot
8
3
176
19
50
54
58
48
52
56
34
40
46
32
38
44
20
24
28
18
22
26
82
PO
Works
Works
1
64
178
15
30
36
42
13
10
21a
4
Warehouse
63
145
1
3a
15a
91
60
66
15
42
49
2
143
Earlsdon
Methodist
Church
52
13
179
El Sub Sta
64
13
2
Woodlands
Court
54
6
47
2
6
4
8
2
1
1
58
180
167
143
69
70 62
76 68
3
13
43
53
21
The Herald
(PH)
Works
Warehouse
1
5
4
1
1
32
62
14
153
67
74
3
5
10
18
41a
78
3
6
7
11
97
98
49
66
155
65
63
2
2
1
1
18
41
41
19a
Issues
74
76
80
Saw
Mill
3
1
5
67
6
4
2
27
23
19
16
7
7
1
2
8
8
5
6
5
Court
76
26
141
2
1
39
35
43
19
El
Sub
Sta
84
3
31
2
5
7
2
1
2
5
4
1
2
5
2
3
4
9
39
6
3
1
3
123
127
131
Priory
78
141
131
31
31
33
15
58
64
6
Seymour House
Residential
Home
2
7
25
6
121
125
129
86
36
129
119
10
14 18
14
23
31
9
13
Earlsdon
Business Centre
1 to 28
2
Residential
Home
43
5
72
1
1
2
49
7
41
1
2
19
19
8
17
7
2
1
15
9
9
3
1
8
2
4
6
19
2
2
29
2
13
11
2
1
7
11
17
9
17
1
7
15
4
4
2
23
39
1
37
14
31
115
117
119
24
6
29a
12
5
1
84
80
82
127
2
10
1
20
29
33
4
151
124
90
115
4
27a
31
3
147 149
62
101
113
105
12
16 20
10
27
29
2
143
140
130
111
91
2
6
14
16
21a
27
11
46
48
50
61
6
4
Elsie Jones
House
Works
52
Works
Works
Torrington Centre
5
75
Works
Wks
54
El
Sub Sta
Torrington
Works
25 to
1
79
124
120
99
97
85
77
32
4
8
23
21
12
8
19
29
Court
77
73
75
45
16
13
13
22
Pedestrian routes from
Pavilion
City Arms
(PH)
20
PH
Bank
32
38
51
Business Park
Works
Depot
Park
75
81
61
2
43
24
11
21
9
126
Leigh Court
Works
25
21
124
112
100
1c
61
49
12
35
90
40
3
9
7a
Works
Works
Works
19
1b
69
37
24
33
2
1
7a
5 5a
1
22
Works
15
Depot
Bank
Surgery
56
Works
Depot
Pond
73
25
11a
49
5
7
7
155
157
24
7
Garage
Business Centre
Garage
Industrial
Training
Centre
17
17
55
25
34
1
3
25
Tanks
100
161
7
1
El
Hall
10
17
60
37
Surgery
Coventry
Centre
15
44
119
2
1
8
El Sub Sta
12
2
147
1
Garage
2a
4
Club
54
Works
4
Works
318
College
El Sub Sta
14
78
Works
Tks
Works
Garage
Works
Training
37
69
Westwood House
37
2a
14
26 to 48
14
143
145
2
1
7
1
Warehouse
Works
Works
310
2
8
26
40
8
2
Works
6
6
El Sub Sta
Works
El Sub Sta
Warehouse
El
Sub
Sta
Warehouse
Depot
Industrial
Works
31
1
1
41
13
4
50
Telephone
Exchange
129
103
8
Library
PC
Works
Warehouse
Corporation
Depot
main roads within campus
37
5
Pumping
Station
4
Warehouse
14
22
Works
Depot
Depot
Works
Works
3
28
59
124
25
4a
2
54
24
50
44
10
16
2c
Earl Place
Business Park
El Sub Sta
Works
22
49
114
110
104
1
6
8
6
2
34
12
28
30
40
42
16
2
2b
4
6
Earl Place
Business Park
El Sub Sta
Works
1 to 16
Depot
Warehouse
University ’opens up’ along
5
9
Warwick Court
1
9
4b
Penn
House
Works
23
17
106
6a
10
Church of the
Assumption
41
20
112
110
18
1
El Sub Sta
8
Hotel
1
Station
1
Works
8
4
9
Broadway
Mansions
Earlsdon
Primary
School
38
House
1
8
Park House
Warehouse
Works
1
3
7
Coventry
Surgery
Works
6
Garage
Works
Issues
5
Garage
Corporation Depot
6
4
2
66
50
Works
Ravenswood
3
2
El Sub Sta
1
Legality
2
The Rocket
(PH)
The
48
292
278
Hotel
7
El
Sub
Sta
PO
1
Starley House
(PH)
28
Further Education
El Sub Sta
10
12
145
147
182
170
160
150
27
6b
2
8
4
35
16
11
24
22
24
El Sub Sta
2
2
Bank
El Sub Sta
Garage
Garage
2
PO
2
5
2
135
138
8
24
31
26
3
The Fletch
(PH)
75
1
125
191
179
13
8a
2
1
32
Issues
Club
1
University Boundary
9
Eaton House
3
Industrial Estate
Laurel Court
Pavilion
2
City College
Tile Hill Centre
Tile Hill College of
20
Garage
6
El Sub Sta
4
4
Farm House
8
Warehouse
Garage
The Old
Clarence
(PH)
Superstore
El
Sub
Sta
Hereward College
(PH)
Pond
113
113a
2
167
157
205
217
8b
43
26
28
PCs
El Sub
Sta
Warehouse
The
Bell Inn
7
2a
4
248
10
Ivor House
23
4
23
Police
Station
1
Pav
Brookside
Brookside
Sherbourne House
Friars House
Coventry
Works
6
7
PO
Sherbourne House
Friars House
El Sub Sta
Club
29
2
Keyplan:
Animal
Surgery
Grosvenor
Christadelphian
Hall
Surgery
Technical College
2
Factory
2
Sunday
School
41
El Sub Sta
1
Pavilion
El Sub
Sta
Club
34
Issues
Pav
Scout Hut
9
9
1
2
14
4
12
252
3
10a
32
34
112
10
St James’
Church
Vicarage
Pond
5
1 1
PH
Elliott Court
Hotel
Presbytery
1
House
PH
PO
10
(RC Primary)
1
Church
Spencer Club
13
2a
4
2
Nursery
6
Riley House
1 to 58
Triumph House
Cofa Court
(Government Offices)
Chapel
9
39
1
Surgery
2
33
Issues
Works
Garage
1
Our Lady of the Assumption School
27
47
16
254
6
Rosewells
Court
Elliott Court
5
El Sub
Sta
Surgery
PO
Club
2
Holroyd
House
12
6
15
6
114
20
Tile Hill Wood School
1
35
28
268
10
8
18
13
11
Joseph Holt Ho
15
9
1 3
2
Garage
40
270
114
138
162
152
146
148
150
126
198
186
174
19
10
Club
Bank
9
36
10
11
Pond
1
Tiber Ho
2 1
10
Lovat
House
1 to 29
1 to 23
Alda
House
Quadrant Hall
27
28
Warehouse
House
The
Newlands
(PH)
12
Tudor
House
38
4 2
6
12a
5
13
30
1a
2
2
13
22
42
6
2
1
52
16
57
9
50
1
16
4
2
4
16
14
8
8
1
24
48
12
2
30
6
2
5
2
8
5
G
Argyle House
4
School
Hearsall Community
Primary School
6
48
60
64
14
16
4
22
7
1
School
Tank
2
68
2a
34
18
32
12
118
1
El
Sub
Sta
4
2
Bank
Church
36
52
36
34
22
Hawthorn Court
Tile Hill Wood
Pond
7
3
18
2
4
45
4
40
40
38
126
122
Tile Hill Wood
School
Pond
Pond
Pond
6
8
F
3
2
8
Medical
Centre
a
Scout Hut
9
5
14
E
23
6
18
D
1
12
1
2
Eden
House
26
24 22
El
Sub
Sta
44
60
16
14
15
18
School
44a
20
18
11
2
Tile Hill Wood
46
2
Abbey
House
Pond
5
9
C
1
8
22
24
7
5
1
22
5
8
2
6
B
Pond
12
Conway Farm
1
A
Pond
3
A3
Wistaria Lodge
149
4
6
Works
22
5
61
76
158
6a
96
2
153
19
1
73
6
76
11
Works
25
2
Day Nursery
26
Pavilion
8
16
Issues
36
Works
62
Warehouse
97
Primary School
79
125
Issues
69
8
57
55
176
178
178a
4
6
33
12
13
11
8
9
29
184
124
Drain
14
84
51
136
299
1
208
43b 43a
2
95
20
111
104
43
2
103
9
212
41
79
20
281
77
2
35
31
7
99
2
35
2
1
71
5
12
16
13
244
28
8
14
17
87
15 15a
2
24
24
23
1
254
26
40
36
6
260
190
11
44
40
30
2
13
48
45
1
30
14
191 to 205
42
4
28
9
16
1
1
4
1
Moat Cottages
259
26
22
26
5 5a
3 3a
2
261
263
48
4a
2
50
175 to 189
6
2
2
3
35
6a
2
14
13
26
25
1
surrounding neighbourhoods
28
11 11a
13
6
1
265
267
11
25
6
269
271
13
44
258
63
Pond
43
3
31
8
7
273
4
7
18
Pond
15
9
38
7
Pond
Pump House
3
George Rowley House
6
5
2
8
32
4
2
4
83
9
7
5
1
5
27
56
18a
25
23
1
Fire Station
75
El Sub Sta
9
3
1
1
6
8
2a
1
7
1
3
291
9
9
279
16
1
9
198
18
8
5
7
3
10
12
1
47
Drain
10
180
El Sub Sta
7
1
9
17
19
120
61
59
311
309
305
307
303
21
23
301
3
9
13
1
2
4
6
3
2
108
2
11
1
40
25
82
168
3
71
1
1
7
1
1
9
3
2
4
2
8
1
2
5
40
15
11
9
1
9
3
1
2
1
6
13
15
17
43
91
17
46
39
10
89
197
20
1
60
270
17
Primary School
Possible gateways to
18
159
22a
12
14
16
2
26
1
1
1
79
37
65
15
77
77
1
25a
65
1
22
13
15
50
75
35
1
13
189 193
191 195
11 13
9
11
PW
Canley
Evangelical
Church
29
187
282
5
7
49
PO
27
2
25
3
72
1
3
21
to
43
47
Vicarage
Alderman Harris
13
2
25
200
256
8
37
45
86
38
PH
13
207 to 221
33
67
80
4
14
5
Drain
3
23
23a
4
Police
Station
30
2
9
11
Shelter
8
15
2
3
23
5
1
Works
Works
Works
2
13
4
21a
185
50
6
Warehouse
Surgery
2
20
7
21
97
171
El
Sub Sta
6
68
1
19
Works
Works
Factory
Works
Warehouse
22
3
163a
38
Edwin Rogers
Works
Works
Training Centre
1
17
91
163
165
46
44
294
13
8
10
Factory
The Pines
El
Sub Sta
Transit Route
Issues
Sinks
8
4
Willowbrook
Warehouse
Pond
Pond
Aviary
Pavilion
2
El Sub Sta
PCs
Works
40
42
86
14
9
9
House
47
14
12
40
14
26
254
77
75
268
5
2
64
68
72
The Dolphin
(PH)
48
2
4
5
7
Works
5
Warehouse
Works
8
Carlton Gardens
12
15
161
145
155
2
88
8
1
3
2
1
Works
Works
Works
Works
Proposed Bus Rapid
54
2
6
60
6
Sinks
10
El Sub
Sta
2
Warehouse
87
159
2
50
24
304
12
Factory
Works
Factory
Offices
Warehouse
Shelter
7
9
10
11
Club House
Club House
8
6
1
14
2
Sports Centre
For The
Disabled
8
70
2
2
4
El Sub
Sta
Works
1
88
2
4
135
32
34
12
2
Works
Works
Library
Library
56
36
3
4
157
Church
Church
PO
40
20
6
8
4
8
Works
30
131
2
7
8
10
12
3
306
308
14
16
1
2
Community
Centre
22
24
2
Depot
Works
Works
310
312
18
Works
48
5
121
21
Warehouse
Warehouse
1
18
2
8
Works
El Sub Sta
8
El Sub Sta
12
17
2
2
Depot
Depot
Works
Works
Warehouse
Works
44
Club
11a
5
Depot
Warehouse
Warehouse
Warehouse
Works
Factory
Factory
47
Club
73
Tile Hill Station
6
Tile Hill Station
Pond
Pond
20
25
272
Pavilion
42
2
11
2
24
58
49
Pavilion
9
1
7
66
26
83
12
24
25
15
79
8
31
29
225
1
Potential sites for
22
87
2
1
2
21
22
13
114
278
13
1
37
14
17
16
43
14
94
2
13
89
12
3
16
Westwood Farm
52
39
91
34
61
4
1
118
4
9
15
93
13
2
Pond
55
student accommodation
24
2
74
1
27
97
1
42
El Sub Sta
64
26
2
1
71
2
Bericote
2
47
76
Pond
44
103
Phantom Coach
(PH)
4
67
Manor House
Issues
4
39
36
103
7
3
43
38
56
9
1
41
103
37
83
36
Ford
5
56
45
32
39
4
1
Compton
77
52
33
52
7
30
(Westwood)
3
25
31
2
1
University
of Warwick
Compton
School
46
1
27
49
51
107
Alderman
Callow
Issues
2
4
138
9
60
11
172 176
180
12
105
170
64
12
174
2
4
142
35
22
15
160 164
168
and Community College
18
64
178
Alderman Callow School
140
11a
5
113
Sinks
3
158
113
42
162
166
148
7
44
72
150
18
57
24
1
5
9
74
23
Hall
48
2
48
1
154
Crematorium
Chapel
Club
5
160a
117
Well
Pond
Issues
Garage
Pond
Chapel
of Warwick
Loxley
(Westwood)
156
Emscote
50
Pond
2
158
El Sub Sta
University
Pond
Swift House
Avon House
78
Ponds
Ponds
University buildings open
12
31
3
7
66
Dunsmere
Sinks
Pond
168a
5
27
El Sub Sta
St James’s Church
1
162
82
Cemetery Lodge
to the public
Knightcote
Stoneleigh Grove
3
71
168
El Sub Sta
38
45
Cornerfield Cottage
Pond
54a
54a
86
3
36
Columbarium
33
Pond
8
119
PCs
2
2
88
4
14
90a
40
133
1
6
Feldon
1 to 15
44
40a
94
33
53
178
2
14
2
2
22
6
1
5
33
20
1 to 5
Lynchgate House
(Above)
172
43
83
66
17
129
7
Lynchgate Court
(Above)
El Sub Sta
El Sub Sta
60
Pond
El Sub Sta
90
3
2
142
42
125
170
35
1
Gosford
Pond
1
123
Hamton
1
2
Presby
Sinks
8
145
54
8
11
44a
4
19
56
46
14
15
9
14
60
10
31
135
82
8
1
8
119
37
72
30
28
1 2
1
169
62
24
32
47
94
75
132
23
25
1
77
24
55
3a
El Sub Sta
30
96
1
13
78
2
6
3
2
5
167
5
248
12
16
7
30
4
4
3
2
74
1
3
Ravensholt
1
34
17
52
36
73
37
4
25
13
38
7
3
36a
84
1
18
15
126
6
50
92
29
2
258
37
Sunrising
6
8
Pond
96
44
54
40
113
1
48
11
2
1
111
104
1
10
6
58
17
103
56
58
101
95
100
1
14
21
34
32
36
76
12
33
55
25
106
1
83
86
118
60
68
PO
23
110
16
30
6
2
9
25
2
1
128
2
102
69
10
2
62
28
43
16
22
72
120
11
6
2
27
60
100
20
2
8
2
13
12
86
140
114
14
132
16
24
12
117
92
2
14
15
2
1
13
14
142
92
98
30
17
8
107
37
129
2
102
138
2
20
15
4
112
32
1
21
32
26
14
112
25
40
141
229
2
37
05/
09/
06
2
55
2a
01
NS
132
148
12
42
66
28
28
110
2
32a
11
4
25/
09/
06
227
34
37
95
127
55
109
Grange Farm Primary School
4
20
02
13
107a
25
4a
16
249
1
148
121
6
110
31
48
126
64
8
15
68
6
10
67
83
115
17
98
2
30
136
25
13
21
57
1
1
50
38
56
108
213
16
3
13
71
18
103
2
53
239
14
Appd
90
6
6
9
29
5
10
105
328
2
1
20
63
53
11
Chkd
95
El Sub Sta
Cannon Chase
26
1
10
1
2
2
8
2
1
103
4
1
59
22
26
17
332
By
6
1
201
91
2
51
44
19
15
334
PAS
Minor Amendments
El Sub Sta
1
17
60
342
PAS
4
2
14
85
57
22
30
20
5
64
84
4
26
1
10
17
88
19
14
11
111
NS
6
85
38
50
12
101
15
Highclere
1
2
114
150
El Sub Sta
54
122
68
162
36
24
160
46
1
43
45
80
30
41
59
7
Minor Amendments
50
10
39
139
2
1
257
8
31
117
7
49
107
129
Cannon Park Primary School
6
24
55
52
51
30
28
44
164
66
134
2
124
70
1
40
58
241
27
17
57
Hall
45
159
33
40
14
141
163
27
10
68
146
6
12
34
1
67
42
8
7
79
174
52
2
61
153
Church
37
2
6
Vicarage
St Martin
in the Fields
1
64
16
74
2
1
5
Pumping Station
39
279
Pond
82
11
158
57
18
143
173
90
253
4
65
1
Tudor
Close
58
190
El Sub Sta
73
15
1
78
21
5
131
161b
124
4
51
47
2
165
Stivichall Grange
161a
63
149
1
162
8
34
134
76
72
69
161
2
155
178
157
El
Sub Sta
1
11
275
2
153
13
153
28
Canley Corner
Pond
El Sub Sta
Lakeside
Apartments
37
42
129
61
119
61
5
143
82
25
24
18
47
261
Redridge
2
Pond
Pond
273
PAS
13
72
31
47
5
1
Surgery
11
70
Pond
The Bungalow
Pond
PAS
8
8
3a
52
56
48
3
50
15
8
52
16
20
61
37
1
1
25
36
2
82
44
65
24
80
20
22
52
88
38
38a
3
1
19
7
5
15
30
79
43
1
40
36
Toar Cottage
PAS
1
1
1
Country Club
Vicarage
PAS
13
Shelter
El Sub Sta
28
8
Forge
The William and Mary
NS
3
3
1
5
The New Varsity
(PH)
St John the
Baptist Church
19/
06/
07
85
76
5a
215
316
3
187
19
2
11
1
262
3
3
42
185b
1
2
75
92
185a
50
22
67
14
47
33
64
6
7
Pavilion
Water Tower
03
25
8
2
5
1
1
2
2
1
99
64
1
35
185
Hall
24
7
9
68
1
50
2
23
West Orchard
United Reformed Church
40
67
5
The
Burnt Post
(PH)
Ardenleigh
22
1
4
3
25
14
1
56
6
7
62
1
8
Hall
Manse
Avenue
Methodist
Church
34
1
2
10
5
44
203
12
38
8
6
1
8
6
Woodside
9
Pond
Pond
45
Nursery
93
21
42
41
10
7
21
9
2
191
11
5
2
1
23
7
50
3
3
264
2
296
53
51
3
59
74
294
6
4
44
268
2
1
11
6
4
2
9
8
46
55
37
23
10
11
270
183
2
11
48
33
33
45
64
12
10
7
89
2
270a
118
El Sub Sta
34
53
8
80
14
1
2
5
14
7
University of Warwick Science Park
306
21
3
2
72
12
2
8
185
Pavilion
19
17
7
Dixons Farm
8
82
9
El Sub Sta
The Westwood
Club and Reading Room
42
10a
23
15
7
1
4
19
PW
23
65
13
11
Issues
5
6
7
98
14
10
8
Arnold Farm
12
24
Viscount Centre
Viscount Centre
1&2
20
4
88
11
16
179
Ponds
Pond
2
El Sub Sta
Hungerford
House
Institute House
El Sub Sta
Issues
5
4
2
6
Old Lodge Farm
5
260
Lodge Farm
Pavilion
3
55
41
1
Pond
125
40
8
7
Pond
Lodge Farm House
66
14
44
9
44
13
24
26
9 10
23 24
6
2
12
133
26
2
1
6
13
43
3
Cannock
House
Pond
Ponds
1
102
Pond
The
Seasons
1
Ponds
1
Tank
34
4
1
Canley Hall
Farm Houses
7
14
20
25
8
8
2
6
35
7
House
157
42
8
157
The Hollies
Admiral
Greenfields House
Progress House
El Sub Sta
Stivichall Primary School
2
2
Two Trees
Westwood
Games Hall
Surveyor Court
College
63
60
31
1
Bridge
Cottage
1
8
108
3
2
106 104
118 116
7
21
6
20
4
5
19
17
11
Canley Hall
District Centre
Coat of Arms
Cottage
39
1
114 112
126 124
15
151
Broomwood
1
Cannon Park
1 to 10
Shillingwood House
Pond
252
1
El Sub Sta
37a
2
Tawstock
The Coach House
Club
Vanguard Centre
1
2
Winsford
19
2 to 4
16 to 18
Pond
Ivydene
Rowan House
Lanwick
5
The
Mill Barn
The Stables
48
18
15
14
19
Nursery
16
Lakemba
1
Octavia Ho
Oak
House
PCs
Avon House
(Above)
17
147
West Oak House
West
Peeping
Tom
(PH)
1
(Church)
1
4
Pond
37
TarlLea
Ivy Farm House
6
Westwood House
The Old
Hay Barn
St Joseph
the Worker
St Joseph
the Worker
(Church)
128
Marina
Pond
El Sub Sta
8
30
Broad Oaks
Argent Court
Pond
Woodstock
51
7
1
10
56
6
2
52
12
180
1
139
7
Arden House
47
64
9
13
137
Sovereign Court
42
5
176
Branksome
Welland House
El Sub Sta
1
126
1
1
30
89
23
186
58
28
2
4
62
32
74
7
17
6
76
80
106
84
174
21
102
170
206
210
6
70
4
128
130
81
19
69
8
77
15
7
13
65
267
7
7
21
193
92
8
1
5
195
91
102
2
2
123
Garage
35
77a
2
2
73
110
77
128
PO
Garage
181
134
224
1
279
179
197
Pond
44
9
192
79
Pond
5
7
10
123
Radcliffe House
86
71
157
72
111
96
98
116
169
218
179
111
11
63
1
25
182
78
14
Pumping Station
Multistorey Car Park
Pond
112
116
114
11
El
Sub
Sta
118
Issue
18
138
84
133
6
El
1
79
114
The Lodge
85
124
143
15
4
197
17
126
135
Finham Park Comprehensive School
103
Pond
2
Pond
The Pools
First Issue
1
1
Lakeside
Residences
Telephone
Exchange
20
Medical
Centre
61
69
287
Pond
5
24
169
99
57
95
159
187
5
El
SubSta
5
28
11
153
Pond
Telephone
Exchange
165
53
95
157
13
5
The
Moat
263
7
Medical Centre
93
185
6
3
Hollywood
18
Pond
151
The
Moat
10
67
Hall
7
El Sub Sta
Spring
12
283
The
Moat
Pumping Station
130
8
4
134
138
30
132
136
Date
84a
97
155
142
138
140
19
The
Styvechale Arms
(PH)
109
137
42
84
213
Pond
17
Pond
29
167
Pond
150
6
229
121
Pond
162
Bishop
Pools
Cottages
239
Ullathorne
66
8
41
Pond
Hotel
179
RC School
36
Pond
79
Well
Cryfield
Cottages
54
86
2
El Sub Sta
Pond
53
133
Bockendon
Grange Farm
251
78
73
193
174
1
Issues
Leasowes Nursery
65
2
El Sub Sta
30
186
86
71
96
32
15
67
263
11
153
63
Pond
24
20
Drain
100
Centre for Performing Arts
20
85
143
28
26
Ponds
El Sub Sta
10
273
48
90
198
1
24
79
Pond
88
El Sub Sta
18
Pond
2
37
88
208
13
104
16
14
18
80
61
7
218
76
165
1
22
1
163a
165a
8
Pond
61
2
85
91
Pond
Pond
1
82
275
163
12
Pond
53
1
2
Issues
55
6
26
173
9
287
Leasowes Farm
7
228
39
87
Pond
13
47
4
32
64
El
Sub Sta
299
34
23
33
2
7a
29
9
Cryfield
Village
35
42
139
112
24
52
45
36
1
21
Pond
151
11
54
23
9
29
168
33
21
56
2
63
40
161
337
18
12
19
Pond
Pond
1
65
Pond
60
1a
1
3
2
Pond
Pond
3
6
33
Hurst Farm
2a
Pond
10
Pond
26
42
Pond
Pond
Ponds
13
162
157
64
1
10
21
176
Leasowes
Cottages
2
4
16
Pond
37
59
16
114
25
Cryfield House
Levan
7
173
349
2
Pond
28
9
186
3
35
175
Burrow Hill Nurseries
3
2
1
10
Pavilion
Burrow Hill Nurseries
The Arup Campus, Blythe Gate, Blythe Valley Park
4
2
Pond
5
2
16
76
198
7
Pavilion
7
Pond
43
363
Pond
1
Nursery
1
22
4
Box
43a
27
2
PO
Two Oaks
21
Solihull, West Midlands B90 8AE
7
1
Pond
45
New Farm
16
1
25
Community Centre
41
Pond
45a
377
Finham Clinic and
23
2
86
Pond
6
1
88a
22
49
2
379
Pond
15
Long Mead
23
Pond
Burrow Hill
House
88
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
4
Multistorey
Car Park
2
49
11
6
1
Westward
Pond
13
Hill Crest
28
90
2
39
8
31
1
1
25
27
3
1
393
Pond
8
www.arup.com
2624
21
Red Lane
Poultry
Farm
3a
Silver
Birches
2
51
Finham Primary School
3
36
395a
Issues
4
2c
4
2b
395
96
El Sub Sta
49
2a
5
17
Pond
South View
2d
6
1
1
395b
Library
1
59
11
395d
2f
395c
2e
The Cedars
Hill croft
Client
4
397
18
Wyndrushe
11a
98
57
Issues
2
1
15
Pond
Thuris
57a
11b
13
Rendale
Sinks
7
5
38
26
4
59
61
12
Eskasoni
19
Russet Grove
16
409
El
Sub Sta
3
46
9
Pond
12
2
10
Woodlands
106
Langdale
1
4
14
27
11
9
110
67
15
11
Tree Tops
Pond
2
15
10
28
50
1
421
73
112
33
48
10
11
1
Nueve
Pond
75
6
1
THE
UNIVERSITY
OF
37
38
The Cottage
118
56
43
8
Pond
437
Pond
8
75
435
Greenacres
38b
7
41
38a
8
South Hurst
Farm
Dorsidene
3
Frederick
House
Pond
7
4
120
Pond
122
4
Crossways
9
Pond
10
1a
124
Kineton House
126
12
1
2
89
2
10
Selworthy
5
Meadowside
91
8
83
4
51
South Hurst
Silverley
5
Pond
1
8
Pond
101
Pond
11
Pond
132
Wharfedale
15
Pond
1
Pond
138
2
135
The Barn
Parkhold
21
The Orchard
140
14
17
22
Birchwood
Pond
Pond
138a
Tregardoc
The Spinney
Wainbody Wood School
Wainbody Wood School
113
140
1a
Tudor Lodge
Kingscroft
1
Pond
Kungla
Wyndbrow
Pond
137
Berwyn House
Pond
The Red Barn
Job Title
Gibbet Hill House
1c
Pond
Cryfield
Grange
Cryfield Grange Farm
144
139
Oldlydd
Oak Ridge
3
2
The Acres
Merton House
Fieldings
Fieldings
Hatherop
Pond
4
144a
146
The Hales
Blue
Cedars
Pond
148
Boota Bungalow
Shenandoah
1
Kashmir
Bungalow
4a
9
Oak Tree Cottage
Main Campus Masterplan
Shannon
House
2
6
Playfels Grange
Manderley
Milford
Sunnyside House
Southwinds
54
Bali
8
5
Marshfield House
Arden Croft
Priors Croft
Sewa Hall
5a
49
Hill Farm
5
Calverton
Outline Planning Submission
Gooseberry Hall
Hill Farm
Dalriada House
Southcrest
Old King’s Hill Cottage
Southcrest
Pond
Cottages
6
Poynton Birches
New Cottage
Pond
14
Mellow Dew
143
43
12
Stanway
4
Issues
41
1
Laboratory
1a
3
145
39
Pond
El Sub
Woodcote
Larkwood
Sta
Arnewood
PO
2
158
King’s Hil
Meadow
Bank
Pond
June 2007
160
31
Long Meadow Barn Farm
The
Barnyard
Finham Green
Farm
Birches Wood Farm
25
Wainbody Wood Farm
19
164
Sevenacres
Farm
Pond
Issues
Issues
Sinks
Pond
Pond
Drawing Title
13
Pond
Issues
12
7
170
Pond
Pond
Connections To
Garden Centre
Pond
Issues
Pond
Surrounding Neighbourhoods
Pond
Pond
Newera Farm
Ponds
Ponds
Pond
The Bungalow
Dunns Pitts Barn
Pond
Little Pitts
Dunns Pitts Cott
New Park House
Dunns Pitts Farm
Pond
Pond
411
Path
46
A
(um)
B
B
5
Fairfield
4113
Sh
Finha
m Brook
er
bo
ur
ne
s
as
rp
de
Un
100.6m
91.7m
62.1m
Ho
us
e
75.9m
Pypes
Mill House
Pypes Mill House
Pond
ED Bdy
Pond
80.0m
Scale at A3
KEN
(um)
ILW
D
oo
Br
am
nh
101.5m
1:20000
Fi
411
Pond
ack
B
Tr
5
452
Thomas de Pipes Mill de Pipes Mill
Thomas
k
Pond
Pond
H
Path
A
ORT
ROA
Pond
LANE
Dism
Drakeshill
72.5m
antle
Crackley Wood
Pond
d
RED
BM 108.69m
71.9m
Pond
Pond
Railw
CF
ay
Ward
4115
Bdy
CH
Pond
CH
B
Pond
Pond
ge
Pond
Pond
Brid
El Sub Sta
El Sub Sta
Pond
Pond
kley
Pump
Pump
House
Crac
House
16
71.3m
CF
FF
Crackley Wood
1.22m
1.22m RH
ROAD
Pond
Plot ID
ORTH
Pond
Def
KENILW
BM
71.48m
CF
97.8m
71.6m
The Rough
101.2m
BIRMINGH
ROAD
65.3m
8
8
sce
Cre
CR
k
ac
ey
El
89.0m
Bdy
1.22m
Cra
Southcot
Southcot
Ward
Ward
CRAC
RH
Bdy
Engadine House
Tr
ckl
Sub Sta
6
The Rough
nt
Path (um)
AM
KLEY
Brook Farm Farm
Brook
LANE
1
1
CH
HOLLIS
Westley Bridge
71.7m
e
RH
RH
Brookview
77.4m
2m
w
Brookview
Sheep Dip
CH
ROAD
RY
Pond
Pond
1.22m
El
RH
Issues
Issues
Def
Issues
Issues
Pa
ROAD
Sub
Sta
(u
Ppg
Ppg
Sta
Sta
Issues
Issues
Fields
Croyde
9
ood
gton
Charnw
14
Manor
Fields
Manor
Croyde
Hoe
Hoe
Pond
Pond
ay
1.22m
M
NGHA
BIRMI
Harvin
Millburn Grange
Millburn
Grange
14
CR
COVENT
ley
15
15
Fairby
Pond
Pond
CF
Subw
RH
99.4m
PRIN
Apiary
1.22m
CES
Knysna
Garage
RH
Berke
Garage
CCS
DRIV
Knysna
Und
10
E
Drawing Status
Ri
Crackley Barn
Crackley Barn
ni
So
ve
65.1m
Pond
Pond
Illustration Only
Arborfield
Arborfield
hurst
13
RH
1.22m
RH
Finbrook
Cot
s
Barnfield
Barnfield
7
Cra
SP
7
76.8m
ay
y
Garage
Garage
Railw
ckle
d
Estate
Estate
PRIN
2
Westley
House
House
CES
Westley
DRIV
98.1m
Millburn Viaduct
Millburn Viaduct
E
Pond
1
1
59
59
Pond
Pond
Pond
Pond
Pond
E
y
CS
49
A
rd
4
49
46
Bd
El
Sub
Sta
y
ROAD
ckle
1
Hill
80.2m
Cra
CES
70.2m
Wa
E
GROV
k
30
oo
5
Br
Kingswood
Kingswood
House
House
m
ha
Def
I
NTRY
32
THO
Sub Sta
RNE
43
COVE
El
Estate
RH
RED
Industrial
84.4m
1.22m
DRIV
3
am
ok
Finh
Bro
PRIN
f
antle
Industrial
Industrial
Industrial
Estate
Industrial
Estate
FF
De
Dism
LANE
tage
Ward
CRACKLEY
Camp Farm
Pond
Finbrook
Pond
1.22m
Bdy
99.1m
Pond
RH
1.22m
13
Und
99.7m
Lynd
H
Fin
D
F
26
Ward
E
B
LAN
USE
2
Pond
Pond
DAL
46
E
DRIV
EHO
85.3m
CES
Hill
Pond
Pond
Post
1.22m
10
73.6m
Pond
Pond
RH
Und
13
A
Crackley
14
PRIN
CR
A
E
Pond
Pond
13
Springfield
77.5m
46
18to20
46
RH
1.22m
46
Dalehouse
Dalehouse
RH
1.22m
03
74.9m
BM 76.75m
1.22m
Def
77.7m
16
2a
Allo
Pipe Line
LB
CS
The Dalehouse
The
Dalehouse
49
Pond
Pond
1.2
2m
CS
2
HIGHLAND
12
Drawing Number 11
80.9m
s
den
13
2b
Gar
2
15
Def
RH
d Railway
ROAD
Dismantle
37
1
26
1.22m RH
37
nt
e
WOODLAND
Und
A
Def
25
tme
4
Hous
22
1
RH
CLOSE
24
2
Ward Bdy
1.22m
H
LEAG
90.8m
TCB
A
Def
dway
Playing Field
Club
93.0m
A
D
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MP .75
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5
89.0m
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93.0m
71.1m
77.9m
74.1m
6
House
ENT
COV
1
Monnington
RH
4
ROAD
The Spring Estate
1.22m
25
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RH
ROAD
78.0m
Shelter
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1.22m
15
HOLLIS LANE
49
69
Ward
36
13
Bdy
61
28
BIRMING
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Drawing No
De
High-lo
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1.22m
27
A
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74.7m
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Sub Sta
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Spring View
115438-00
46
Spring Farm
BM 95.66m
Job No
1
Spring Bungalow
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Pond
Pond
1.22m
85.3m
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Four
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Four Winds
Pond
' Arup
University of Warwick
Main Campus Masterplan
Transport Assessment
Appendix A
Car Parking
J:\115000\115438-00\4 INTERNAL PROJECT DATA\4-05
REPORTS\TRANSPORT PLANNING\TA\TRANSPORT ASSESSMENT
ISSUE\1 TA REPORT\TP REPORT 19.06.07 ISSUE.DOC
Ove Arup & Partners Ltd
Final 18 June 2007
University of Warwick
Car Parking Regime
Car Park Regulations
The Ordinance and Regulation on Parking and Traffic are published in the University
Calendar
Car Parks
Non permit holders may use the multi storey car parks no's 7,8,15 and car parks 4,
4a, 5, 9, 10, 14 and 16 are required to pay a charge. Other designated car parking
spaces on the campus open to staff and students shall be free of charge. Except Car
Parks 1 and 1a, which is restricted parking for staff, maintenance personnel and
official visitors to Gibbet Hill. C/p 2 has been reserved for Medical & Biological
Student Permit holders and overflow for Gibbet Hill staff.
Car Park 8a is restricted to Day permit holders only and members of Warwick Sport
using the facilities for a maximum of 2 hours. Warwick Sport members can access
the car park with their Warwick Sport card, but prior to leaving the Sports Centre
must obtain an exit code from Reception. An overstay fee of £10 may be levied.
Pay and Display/Pay on Foot systems operate in the car parks 4,8, 9, 10, 14
15 and 16 and designated car parks at Gibbet Hill. The current charges for using these
Car Parks are :
£1.90 per day/£1.00 up to 4 hours term time only (7.00am - 4.00pm Monday-Fri)
except 15.16,5,4a and Library Road Blue Bays) where charges apply all year.
Short Stay
Car Park 4a, 30p - 1 Hour MAXIMUM STAY between 1.00am and 6.00pm. Hours
between 6.00opm and 1.00am - Free Parking. Charges appy all year, overstary will
incur and £10 excess charge.
Car parks 5 and Library Road (Blue Bays) 30p - 30 mins MAXIMUM STAY, Mon-Fri
7.00am - 4.00pm where charges apply all year, overstay will incur a £10 excess
charge.
Permits
Annual permits may be purchased which will allow the holder to park in any of the
University Car Parks except car parks 4a, 5 and Pay Library Road (Blue Bays) also car
Park 2 is an overspill car park for Gibbet Hill Staff and Students only. Permits will
commence from September each year on an Annual basis at a cost of £140. Staff
may pay the charge by equal monthly instalments deducted from salary.
Parking permits must be displayed on the passenger side of the front windscreen.
Cancellation Process.
If a permit is no longer required, and you wish to cancel, this can be done on line,
but in order to obtain a refund, you must come into University House, Ground Floor
South Wing 'Ancillary Services' whereby a refund can be made directly with World
Pay.
Refunds can only be made during the vacation times between terms:
After 1 term 2/3rd refunded between 9/12/06 and 8/1/07
After 1/3rd refund between 17/3/07 and 23/4/07
AFTER THIS NO REFUNDS CAN BE MADE.
after 23/4/07
Staff paying monthly cannot cancel
J:\115000\115438-00\4 Internal Project Data\4-05 Reports\Transport Planning\Car Park Regulations.doc
Page 1
peter smith
04/12/2006
University of Warwick
Car Parking Regime
http://www2.warwick.ac.uk/services/ancillary/carparks/other/ - pool
Pool Permit
Each member of the car pool must provide proof of ownership of a vehicle registered
in their name and a current driving licence. One permit will be issued per car pool and
will bear the registration numbers of each of the cars for which it is valid.
Documentation must then be produced at University House for a permit to be issued.
Please Note: Only one vehicle can be on campus at any one time otherwise the permit
could be withdrawn and each individual be charged the full parking rate.
Residential Students
Motor cars are not permitted in residential areas on the Campus.
Students resident on the campus are not permitted to bring cars to campus except:
(i) Resident Student Permit Holder - Permits may be granted on exceptional medical
grounds. Permit holders must park in the car parks to which they have been
designated. Permit holders' cars parked anywhere else will be subject to the penalties
listed below.
(ii) High Security garaging on Campus - The basement of multi-storey car park 15 has
been set aside as a high security parking zone for resident students who wish to bring
their cars on campus but do not qualify for a free Resident Student Parking Permit.
The fee to reserve a space in this car park is currently £445 per academic year.
Parking Offences
It is an offence to park anywhere on campus other than in a designated parking
space. The university may take the following action against offenders: fit wheel
clamps, exact fines, and tow vehicles away. The University may charge owners the
cost of tracing ownership and of towing and storing vehicles.
In 2006/2007 offences will attract the following fines:Parking in a space without displaying a valid ticket or permit
£20.00
parking in a non designated space
£20.00
Parking on double yellow lines
£25.00
Parking in loading bays, or grass verges
£25.00
Parking in a fire lane, or a space designated for disabled drivers
£35.00
Unauthorised Overnight Parking
£20.00
The fines will be charged for each 24 hours or part thereof. If a vehicle is clamped
more than twice, the penalty will be doubled and thereafter trebbled and so on
incrementaly. Frequent offenders will be disciplined for breach of University
regulations.
Please see http://www2.warwick.ac.uk/services/ancillary/carparks/enforce/ for
information on the enforcement of these regulations.
Overnight Parking
Overnight parking is permitted only to cars displaying either a RESIDENT STUDENT, a
RESIDENT STAFF and High Secure Parking Permits.
Cars parked overnight in other car parks, or cars parked in other car parks without a
valid permit, will be clamped and released only on payment of a fine of £20.
J:\115000\115438-00\4 Internal Project Data\4-05 Reports\Transport Planning\Car Park Regulations.doc
Page 2
peter smith
04/12/2006
University of Warwick
Car Parking Regime
Parking can be arranged for an overnight student visitor but relevant vehicle
information must be provided to University House Reception, when a temporary
permit will be issued at a charge of £3 per night (Monday to Friday). A car park will
be allocated on application.
One Day Permits
Permits valid for one day are available for official visitors, obtainable by departments
on application to the University House. Departments may also obtain an exit code for
use in barriered car parks, which will be charged on a monthly basis.
Scarman House and Radcliffe House
The parking spaces at Scarman House and beyond the barriers at Radcliffe House are
reserved for residents of, and visitors to, Radcliffe House and Scarman House.
Driving on the Campus
The laws which apply to public roads also apply to campus roads, and all road signs
should be obeyed. The University may apply fines for careless driving or for driving at
over 20mph.
All motor cars must be covered by motor insurance, have a current MOT
where appropriate and display a current Vehicle Excise Licence.
Cars must only be driven on the roads and in the car parks, never on footpaths, or
paved or grassed areas. Offenders will be fined and charged any costs incurred in
tracing ownership of the vehicle, and restitution for damage caused.
Trailers, caravans, campers and boats must not be parked on campus.
Cars should not be left on campus without permission.
Cars apparently abandoned on campus, and cars which remain clamped for more that
forty-eight hours, may be removed and the owner will be charged any cost incurred.
Parking Regulation Enforcement, Warning and
Vehicle Immobilisation Procedures 2005
The procedures for vehicle immobilisation at The University of Warwick are described
in this page. The regulations and ordnances, under which these measures operate, are
available for inspection at the Security Main Gatehouse and can also be viewed on The
University of Warwick webpage
www2.warwick.ac.uk/services/ancilliary/carparks/regulations/
It includes vehicle immobilisation, warning notices and disciplinary proceedings for
persistent offenders. The headings for each section are listed below.
1. Registration
2. Authorised Personnel
3. Limitations on immobilisation of vehicles (Criteria)
4. Documentation
A Wheel Clamp Offence Notice
B Offence Warning Notices
C Driver Warning Notices
J:\115000\115438-00\4 Internal Project Data\4-05 Reports\Transport Planning\Car Park Regulations.doc
Page 3
peter smith
04/12/2006
University of Warwick
Car Parking Regime
5. Offences
6. Signage
7. Immobilisation Procedure
8. Warning Notices
9. Communication / Contact
10. Payment Process
11. Release Procedure
12. Temporary Parking Restrictions
13. Removal/Relocation of vehicles
14. Appeal Procedure
15. Records
16. Abandoned Vehicles
17. Unroadworthy Vehicles
APPENDICES
J:\115000\115438-00\4 Internal Project Data\4-05 Reports\Transport Planning\Car Park Regulations.doc
Page 4
peter smith
04/12/2006
University of Warwick
Main Campus Masterplan
Transport Assessment
Appendix B
Traffic Surveys
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PLANNING\TA\TRANSPORT ASSESSMENT ISSUE\1 TA REPORT\TP REPORT
19.06.07 ISSUE.DOC
Job No.
Sheet No.
Rev.
115438
Member/Location
Job Title
University of Warwick
Drg. Ref.
Calculation
Signal Timings Gibbett Hill AM
Made by
D
Gibbett Hill Road
Date
26/01/2006
Chd.
MH
A
Kenilworth Road N
C
Stoneleigh Road
B
Kenilworth Road N
Phase A timings
Start
Stop
8.01
00:00
01:50
03:20
05:12
06:57
08:30
10:15
11:49
13:08
14:52
16:32
18:21
20:18
22:08
24:02
25:40
27:02
28:31
30:02
31:17
32:24
33:44
35:21
37:05
38:36
40:23
42:12
43:31
45:13
46:35
48:30
50:03
51:34
53:24
55:17
56:49
58:12
MH
00:50
02:32
04:20
06:05
07:43
09:23
10:57
12:36
13:59
15:44
17:25
19:11
21:17
22:54
24:51
26:15
27:43
29:03
30:36
31:38
32:59
34:23
36:01
37:49
39:22
41:17
42:53
44:14
45:45
47:21
49:22
50:49
52:17
54:15
55:59
57:32
58:45
duration
Stage 1
Intergreen
Stage 2
Intergreen
00:50
00:05
00:48
00:07
00:42
00:05
00:36
00:07
01:00
00:05
00:40
00:07
00:53
00:05
00:40
00:07
00:46
00:05
00:35
00:07
00:53
00:05
00:40
00:07
00:42
00:05
00:40
00:07
00:47
00:05
00:20
00:07
00:51
00:05
00:41
00:07
00:52
00:05
00:36
00:07
00:53
00:05
00:44
00:07
00:50
00:05
00:55
00:07
00:59
00:05
00:39
00:07
00:46
00:05
00:56
00:07
00:49
00:05
00:37
00:07
00:35
00:05
00:35
00:07
00:41
00:05
00:36
00:07
00:32
00:05
00:47
00:07
00:34
00:05
00:29
00:07
00:21
00:05
00:34
00:07
00:35
00:05
00:33
00:07
00:39
00:05
00:46
00:07
00:40
00:05
00:52
00:07
00:44
00:05
00:35
00:07
00:46
00:05
00:49
00:07
00:54
00:05
00:43
00:07
00:41
00:05
00:26
00:07
00:43
00:05
00:47
00:07
00:32
00:05
00:38
00:07
00:46
00:05
00:57
00:07
00:52
00:05
00:29
00:07
00:46
00:05
00:33
00:07
00:43
00:05
00:55
00:07
00:51
00:05
00:50
00:07
00:42
00:05
00:38
00:07
00:43
00:05
00:28
00:07
00:33
00:05
00:07
00:45
00:05
00:40
00:07
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\
Signal Survey 26-01-06.xls : AM timings
01:37
Page 1 of 1
Printed 19/06/2007 Time 14:59
Job No.
Sheet No.
Rev.
115438
Member/Location
Job Title
University of Warwick
Drg. Ref.
Calculation
Signal Timings Gibbett Hill PM
Made by
D
Gibbett Hill Road
Date
26/01/2006
Chd.
MH
A
Kenilworth Road N
C
Stoneleigh Road
B
Kenilworth Road N
Phase A timings
Start
Stop
16.55
00:00
01:15
02:48
04:18
05:38
07:03
08:35
09:46
11:21
12:55
14:25
15:52
17:17
18:54
20:23
21:37
23:11
24:51
26:14
27:34
29:01
30:21
31:39
33:07
34:47
36:13
37:54
39:31
40:56
42:34
44:05
45:28
47:05
48:42
50:20
51:43
52:58
54:24
55:47
57:33
59:18
MH
00:32
01:41
03:21
04:42
06:12
07:35
08:59
10:17
11:57
13:30
14:51
16:19
17:43
19:21
20:56
22:06
23:45
25:26
26:37
28:04
29:31
30:46
32:02
33:37
35:11
36:45
38:27
39:58
41:24
43:02
44:37
45:59
47:41
49:14
50:57
52:12
53:19
54:47
56:24
58:13
59:52
duration
Stage 1
Intergreen
Stage 2
00:32
00:05
00:26
00:05
00:33
00:05
00:24
00:05
00:34
00:05
00:32
00:05
00:24
00:05
00:31
00:05
00:36
00:05
00:35
00:05
00:26
00:05
00:27
00:05
00:26
00:05
00:27
00:05
00:33
00:05
00:29
00:05
00:34
00:05
00:35
00:05
00:23
00:05
00:30
00:05
00:30
00:05
00:25
00:05
00:23
00:05
00:30
00:05
00:24
00:05
00:32
00:05
00:33
00:05
00:27
00:05
00:28
00:05
00:28
00:05
00:32
00:05
00:31
00:05
00:36
00:05
00:32
00:05
00:37
00:05
00:29
00:05
00:21
00:05
00:23
00:05
00:37
00:05
00:40
00:05
00:34
00:05
00:30
00:05
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\
Signal Survey 26-01-06.xls : PM timings
Intergreen
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:47
00:07
00:31
00:55
00:45
00:44
00:39
00:48
00:35
00:52
00:46
00:43
00:49
00:46
00:59
00:50
00:29
00:53
00:54
00:36
00:45
00:45
00:38
00:41
00:53
00:58
00:50
00:57
00:52
00:46
00:58
00:51
00:39
00:54
00:49
00:54
00:34
00:34
00:53
00:48
00:57
00:53
01:29
Page 1 of 1
Printed 19/06/2007 Time 15:01
Job No.
Sheet No.
Rev.
115438
Member/Location
Job Title
University of Warwick
Drg. Ref.
Calculation
Signal Timings Gibbett Hill AM
Made by
D
Gibbett Hill Road
26/05/2006
Chd.
MH
C
Stoneleigh Road
Phase A timings
Start
Stop
8.05
00:00
00:32
01:33
01:58
02:51
03:21
04:21
04:51
05:49
06:08
07:05
07:32
08:31
08:55
09:53
10:10
11:08
00:00
01:28
02:50
04:20
05:48
07:14
08:43
10:11
11:35
Date
A
Kenilworth Road N
B
Kenilworth Road N
8.23
MH
00:30
01:55
03:20
04:49
06:17
07:45
09:13
10:43
11:58
duration
Stage 1
Intergreen Stage 2
Intergreen
00:32
00:05
00:49
00:07
00:25
00:05
00:41
00:07
00:30
00:05
00:48
00:07
00:30
00:05
00:46
00:07
00:19
00:05
00:45
00:07
00:27
00:05
00:47
00:07
00:24
00:05
00:46
00:07
00:17
00:05
00:46
00:07
00:30
00:27
00:30
00:29
00:29
00:31
00:30
00:32
00:23
00:27
00:05
00:05
00:05
00:05
00:05
00:05
00:05
00:05
00:05
00:05
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\
Signal Survey 26-05-06.xls : AM timings
00:46
00:43
00:48
00:47
00:45
00:46
00:46
00:40
00:46
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
01:25
Page 1 of 1
Printed 04/12/2006 Time 09:36
Job No.
Sheet No.
Rev.
115438
Member/Location
Job Title
University of Warwick
Drg. Ref.
Calculation
Signal Timings Gibbett Hill PM
Made by
D
Gibbett Hill Road
MH
Date
26/05/2006
Chd.
MH
A
Kenilworth Road N
B
Kenilworth Road N
Phase A timings
Start
Stop
17.25
00:00
00:11
00:58
01:20
01:53
02:05
02:50
03:01
03:38
03:57
04:38
04:58
05:52
06:28
07:05
07:35
08:40
08:55
09:29
09:50
10:30
11:00
12:03
12:28
13:42
14:10
14:33
14:43
15:22
15:38
16:29
16:46
17:41
18:01
19:05
19:28
19:57
20:21
21:26
21:46
22:49
23:06
24:28
24:44
25:24
25:33
26:03
26:28
27:22
27:31
28:56
29:12
30:20
30:55
C
Stoneleigh Road
duration
Stage 1
Intergreen Stage 2
00:11
00:05
00:22
00:05
00:12
00:05
00:11
00:05
00:19
00:05
00:20
00:05
00:36
00:05
00:30
00:05
00:15
00:05
00:21
00:05
00:30
00:05
00:25
00:05
00:28
00:05
00:10
00:05
00:16
00:05
00:17
00:05
00:20
00:05
00:23
00:05
00:24
00:05
00:20
00:05
00:17
00:05
00:16
00:05
00:09
00:05
00:25
00:05
00:09
00:05
00:16
00:05
00:35
00:05
00:20
00:05
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\
Signal Survey 26-05-06.xls : PM timings
Intergreen
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:07
00:39
00:07
00:35
00:21
00:33
00:25
00:29
00:42
00:25
00:53
00:22
00:28
00:51
01:02
00:11
00:27
00:39
00:43
00:52
00:17
00:53
00:51
01:10
00:28
00:18
00:42
01:13
00:56
01:11
Page 1 of 1
Printed 04/12/2006 Time 09:37
Journey time (in sec) carried out 27th April 06 by JMP
Route 1- SB
Start: Kirby Corner Rd/Lynchgate Rd Rdbt
1
Finish: Kirby Corner Rd/Westwood Way/Westwood Heath Rd/Gibbet Hill Rd Rdbt
Start: Kirby Corner Rd/Westwood Way/Westwood Heath Rd/Gibbet Hill Rd Rdbt
2
Finish: Gibbet Hill Rd/Stoneleigh Rd/Kenilworth Rd Junction
Start: Gibbet Hill Rd/Stoneleigh Rd/Kenilworth Rd Junction
3
Finish: Stoneliegh Rd/A46 NB Onslip
Start: Stoneliegh Rd/A46 NB Onslip
4
Finish: End of A46 NB onslip NB
Route 2 - NB
Start: A46 SB Offslip
5
Finish: Stoneliegh Rd (North of A46 NB Onslip/SB Offslip)
Start: Stoneliegh Rd (North of A46 NB Onslip/SB Offslip)
6
Finish: Gibbet Hill Rd/Stoneleigh Rd/Kenilworth Rd Junction
Start: Gibbet Hill Rd/Stoneleigh Rd/Kenilworth Rd Junction
7
Finish: Kirby Corner Rd/Westwood Way/Westwood Heath Rd/Gibbet Hill Road Rdbt
Start: Kirby Corner Rd/Westwood Way/Westwood Heath Rd/Gibbet Hill Rd Rdbt
8
Finish: Kirby Corner Rd/Lynchgate Road Roundabout
run1
07:40
run2
08:05
run3
08:35
average
90
126
145
120.3333
188
243
296
242.3333
105
96
129
110
26
21
29
25.33333
run1
07:52
run2
08:19
run3
08:51
19
36
27
27.33333
286
470
372
376
181
277
238
232
76
65
107
82.66667
University of Warwick Development Plan
Journey Time Surveys
Dalehouse Lane - Scarman Roundabout
Timings of runs
Date
09/05/2006
Overcast /
slight rain
Carried out by
Run
Start Time
DHL R/A
GHR/KR
Cryfield R/A
Scarman R/A
DHL R/A
GHR/KR
Cryfield
R/A
Scarman
R/A
mins
secs
mins
secs
mins
secs
mins
secs
mins
mins
mins
mins
1
08:35:00
0
0
10
58
12
31
13
51
0
10.97
12.52
13.85
2
08:53:00
0
0
9
10
10
51
13
31
0
9.17
10.85
13.52
3
09:20:00
0
0
8
25
10
18
13
21
0
8.42
10.30
13.35
4
09:40:00
0
0
8
32
9
46
10
59
0
8.53
9.77
10.98
Scarman
R/A
Cryfield
R/A
GHR/KR
DHL R/A
Notes
Q on SR upto 150m from DHL R/A
Q on SR to DHL R/A.Q on GHR
through central campus section.
Q on SR just past DHL R/A. Q on
GHR through central campus section
Q on SR to within 300m of DHL R/A.
HGV unloading on SR causing
PASmith
(Arup)
Scarman R/A
Cryfield R/A
GHR/KR
DHL R/A
mins
secs
mins
secs
mins
secs
mins
secs
mins
mins
mins
mins
5
09:10:00
0
0
1
17
2
51
4
51
0.00
1.28
2.85
4.85
No queues
6
09:35:00
0
0
1
22
2
40
4
28
0.00
1.37
2.67
4.47
No queues
KEY
Average journey time between DHL R/A and Scarman R/A with congestion
Average journey time between Scarman R/A and DHL R/A without congestion
Additional journeytime due to congestion
13.57 mins
4.66 mins
9 mins
GHR
KR
SR
DHL
Gibbet Hill Road
Kenilworth Road
Stoneleigh Road
Dalehouse Lane
Technical Note
Page 1 of 1
Job title
University of Warwick
Job number
115438
cc
Prepared by
File reference
Martin Holmstedt
Date
8 November 2006
Subject
Site Visit record
A Site visit was carried out on the evening of 6/11/2006 and morning of 7/11/2006. The aim of the site visit
was to determine the number pedestrians and cyclists crossing events ( sometimes more than one pedestrian
crosses at once eg .when a bus arrives at one of the stops close to the junction) at the Stoneleigh Road /
Kenilworth Road/ Gibbet Hill Road Junction.
The numbers are as follows:
17:10-17:20 1
17:20-17:30 4
17:30-17:40 3
17:40-17:50 2
17:50-18:00 4
8:00-8:10 2
8:10-8:20 4
8:20-8:30 4
8:30-8:40 4
8:40-8:50 4
8:50-9:00 6
The hourly estimate is therefore:
AM: 24 events
PM: 17 events
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RECORD.DOC
©Arup F0.15
Rev 9.4, 15 March 2004
University of Warwick
Main Campus Masterplan
Transport Assessment
Appendix C
Model Validation Report
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19.06.07 ISSUE.DOC
University of Warwick
Main Campus
Masterplan
Model Calibration and
Validation Report
Black
DRAFT 1
University of Warwick
Main Campus
Masterplan
Model Calibration and
Validation Report
October 2006
Ove Arup & Partners Ltd
The Arup Campus, Blythe Gate, Blythe Valley Park, Solihull, West Midlands. B90 8AE
Tel +44 (0)121 213 3000 Fax +44 (0)121 213 3001
www.arup.com
This report takes into account the
particular instructions and requirements
of our client.
It is not intended for and should not be
relied upon by any third party and no
responsibility is undertaken to any third
party
Job number
115438
University of Warwick
Main Campus Masterplan
Model Calibration and Validation Report
Contents
1
2
3
4
5
6
7
Introduction
Page
1
1.1
Study Background
1
1.2
Objectives
1
1.3
Study Area
1
1.4
Purpose of this Report
1
1.5
Structure of this Report
2
Model Structure
2
2.1
Overview
2
2.2
Assignment
2
2.3
Vehicle Types
2
2.4
Modelled Time Periods
2
2.5
Base and Future Years
2
2.6
Application of the Model
3
2.7
Software
3
Data Sources
3
3.1
Network
3
3.2
Data Collection
3
3.3
Signal Data
4
Traffic Flow Development
4
4.1
Existing Flows
4
4.2
Public Transport
5
Model Development
5
5.1
Highway
5
5.2
Gibbet Hill / Kenilworth Road Junction
5
5.3
Pedestrian Crossings
5
Highway Model Calibration and Validation
6
6.1
Definition Calibration / Validation
6
6.2
Methodology
6
Conclusion
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1
Main Campus Masterplan
Model Calibration and Validation Report
Introduction
1.1
Study Background
Ove Arup and Partners Ltd (Arup) has been commissioned by University of Warwick (UoW)
to prepare a Transport Assessment in support of the planning application for the proposed
expansion of the University.
The Transport Assessment considers the existing and predicted future situation using the
VISSIM Microsimulation package. It has been requested by the authorities (Warwickshire
County Council, Coventry City Council and the Highways Agency) that Interim Advise Note
(IAN 36/01) “The Use and Application of Microsimulation Traffic Models” would be used
when developing the model and that a Model Validation and Calibration Report (MVR)
would be part of the submission to the Planning Authorities.
1.2
Objectives
The objective of the modelling exercise is to determine the status of the transport
infrastructure surrounding the University if the planned expansion goes ahead and how the
infrastructure will cope. This will help determine if changes need to be carried out to the
infrastructure so that any undesirable effects of the development can be identified and
mitigated. This will also help the stakeholders decide on what provision in terms of highway,
public transport, pedestrian measures etc needs to be put in place for the site to function
satisfactorily.
1.3
Study Area
The study area is shown on Figure 1. It includes a 5 km long corridor between the A46/
Stoneleigh Road Junction and Kirby Corner Road / Lynchgate Road Roundabout. The
extent of the modelled area has been agreed with the local authorities and encompasses
the road network in the immediate vicinity of the university and extends to cover several
junctions that are of interest to the operation of the local highway network. These are:
1.4
•
A46 / Stoneleigh Road Junction
•
Dalehouse Lane / Stoneleigh Road junction
•
Gibbet Hill/ Kenilworth Road Junction
•
Cryfield Road Roundabout
•
Gibbet Hill / University Road South Junction
•
Gibbet Hill / Library Road Junction
•
Gibbet Hill / Scarman Road Junction
•
Gibbet Hill / Kirby Corner Road Junction
•
Kirby Corner Road / Lynchgate Road Junction
Purpose of this Report
The purpose of this report is to set out the process by which the model has been built,
calibrated and validated.
The aim of validating a model is to ascertain that the model is suitable for its purpose – to
predict future situations. The fundamental assumption is that if the model is accurately
reproducing the situation observed on site, the model can then be adapted to predict the
future scenario. This can be a change in highway alignment or simply an increase in traffic.
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As with any modelling the modeller must ask what the purpose of the exercise is. This will
determine what area needs to be covered, what degree of accuracy is needed and what
assumptions to make.
1.5
Structure of this Report
Section 2 summarises the model structure.
Section 3 outlines the data sources on which the model is based, including summarising the
traffic surveys undertaken.
Sections 4 details the development of the traffic Flows.
Section 5 describe the development of the transport model.
Section 6 describes the calibration and validation of the highway model.
Section 7 provides the conclusions of the report.
2
Model Structure
2.1
Overview
The model for the Transport Assessment of the University of Warwick contains the following
elements:
2.2
•
The characteristics of the highway network;
•
Parameters to replicate observed driver behaviour;
•
A static assignment of counted traffic flows;
Assignment
The assignment of traffic on the model has been carried out using static routing decisions
based on observed turning movements at each junction. It has been agreed with the
authorities that dynamic assignment where routes are developed by the model based on
travel time algorithms would not be used for this model. As the model area covers a
corridor, no alternative routing is available and a static assignment offers a more transparent
audit trail.
2.3
Vehicle Types
The model facilitates the assessment of all modes of traffic however for the purpose of this
study only pedestrian, bus and vehicular traffic has been assessed. The latter has been
divided into cars and heavy goods vehicles (HGV’s). Each point of access into the model
(extremity of the model) has been allocated an HGV-percentage in relation to observed
proportions on that particular link.
2.4
Modelled Time Periods
It has been agreed with the authorities that two periods of assessment are to be modelled –
AM (8.00-9.00) and PM (17.00-18.00) peaks. These are generally regarded as the most
onerous time periods with regard to highway capacity.
2.5
Base and Future Years
The existing models for the AM and PM scenario were developed for 2004 as this was the
period of the collected validation data. These will be modified to predict future scenarios for
2018, which reflects a 10 year development period from 2008.
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2.6
Application of the Model
It is important to stress that the intended application of this model is to assess the impact of
the proposed expansion of UoW on the network in the assessment area. Care must
therefore be taken if the model is to be adopted for other purposes i.e. assessment of a
parallel public transport corridor.
2.6.1
Model Outputs
The main outputs from the model could include, where relevant:
•
Travel flow on the network;
•
The travel time over a certain section;
•
The delay suffered at junctions;
•
Estimated queues at a junction; and
•
Signal changes.
2.7
Software
The transport model has been built using the Microsimulation package VISSIM 4.10-10.
3
Data Sources
3.1
Network
The model network was built using Ordnance Survey mapping of the area.
3.2
Data Collection
A series of data collection surveys were undertaken for this study, conducted by traffic
survey sub consultant ‘Count On Us’. The results from these surveys were used to
construct a series of flow spreadsheets from which the models could be updated. Figure 2
shows the spreadsheet illustrating the existing flows.
Traffic data for the A46/Stoneleight Road Junction was in the public realm through the
Transport Assessment for the Royal Agricultural Society of England (RASE) development at
Stoneleigh. Counts for this section of the network were carried out in 2003 and have been
growthed to 2004 to be consistent with the other count data.
Due to the late addition of Kirby Corner Road / Lynchgate Road Junction, data had not been
collected for this junction. Coventry City Council therefore provided turning movement data
for this location.
The traffic surveys were agreed with the local highway authorities. Full details of the data
collected have been circulated to the authorities.
3.2.1
Traffic Surveys
th
Traffic counts were carried out at 15 locations on behalf of UoW on Thursday 4 November
2004. These were undertaken as manual classified turning counts between the hours of
07:30-09:30, 12:00-14:00 and 16:30-18:30.
3.2.2
Queue Surveys
To provide information on operational capacity at each junction queue length data was
recorded at 2 minute intervals between the hours of 0730-0930, 1200-1400 and 1630-1830.
During the survey slow moving traffic was observed and measured on Stoneleigh Road
during the morning and Gibbet Hill Road in the evening.
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3.2.3
Main Campus Masterplan
Model Calibration and Validation Report
Automatic Traffic Counts
An automatic traffic count with speed data collection was carried out on Gibbet Hill Road
th
th
between 30 October and 5 November 2004, to the south of the pelican crossing linking
the Rootes Social Building with Cryfield.
3.2.4
Pedestrian Counts
Pedestrian / cycle counts were carried out 4 locations on Gibbet Hill Road in the Central
Campus area at the following times: 0800-1000, 1100-1400 and 1600-1900.
3.2.5
Registration Plate Surveys
At the request of Warwickshire County Council a limited vehicle registration plate matching
rd
survey was carried out on Thursday 3 November 2005, with the aim of assessing the
number of vehicles trips linked to the University using Brokendon Road. The scale of the
survey was increased to provide some additional data on the distribution of trips to and from
the University.
3.2.6
Journey Time Surveys
Journey time surveys were carried out in 2006 to help determine if the modelled travel times
were representative. Further travel time surveys were carried out by the appointed agent of
the Highways Agency and supplied for validation purposes.
3.3
Signal Data
Signal data for Gibbet Hill / Kenilworth Road Junction was acquired from site measurements
and staging diagrams were provided by Coventry City Council. The operation of pedestrian
pelican crossings in the area was observed on site.
4
Traffic Flow Development
4.1
Existing Flows
Traffic flows used for the modelling exercise are primarily based on traffic counts carried out
by Count on Us in November 2004. In addition traffic count data was available for the
A46/StoneleightRoad Junction and Dalehouse Lane Stoneleigh Road Junction through the
Stoneleigh Development Transport Assessment. Data for the Kirby Corner Road /
Lynchgate Road Junction was provided by Coventry City Council. These three sources have
been put into a spreadsheet flow model to estimate the levels of traffic in future scenarios.
There were discrepancies in the flows on Stoneleigh Road between the Gibbet Hill
Road/Kenilworth Road Junction and the Dalehouse Lane Roundabout. This can be
attributed to one or a combination of the following:
1. Traffic counts done on two separate occasions will differ because of normal variations
of traffic.
2. There are several minor accesses along Stoneleigh Road. These will most certainly
carry some traffic, but have not been counted.
By introducing and taking off traffic midway along Stoneleigh Road at Kings Hill Lane
junction the flows were balanced. Although it is recognised that Kings Hill Lane itself carries
little traffic this approach is a normal way to deal with imbalanced flows.
Similarly the flows at Kirby Corner Road provided by Coventry City Council did not match
those from the count done by Count on Us. The flows on Kirby Corner Road were therefore
taken as those counted by Count on Us and the proportion of turning movements at the
Kirby Corner Road / Lynchgate Road junction was developed from the turning proportions in
the data given by Coventry County Council.
This approach has been agreed with the authorities.
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4.2
Public Transport
Data for bus routing was obtained through the Travel Line National Web Portal. Stopping
information was correlated to information gathered on site.
The following buses routes have been included:
•
12
•
U1
•
X17
•
12W
•
81E
•
18/19
Additional services run through the site at times outside the modelled periods and have
therefore been excluded.
5
Model Development
5.1
Highway
The highway alignment and lane assignment was established through the use of Ordnance
Survey mapping and site visits. This included parameters such as:
•
Signed Speed
•
Road incline
•
Geometrical limits on speed such as road curvature and speed cushions
•
Queuing behaviour at junctions
•
Gap acceptance parameters
•
Pedestrian facilities
5.2
Gibbet Hill / Kenilworth Road Junction
Staging information and information on phase duration for Gibbet Hill / Kenilworth Road
Junction was obtained from Coventry’s UTC team through a TRO141 document. The signal
timings provided on the TRO141 are maximum and minimum timings and the real timings
will fluctuate in relation to traffic. Historic data from the controller could not be obtained from
the UTC team and timings were therefore measured on site during the AM and PM peak
respectively to get a representative operation. Initial site measurements did not agree with
the timings on the TRO141 so a second site visit was undertaken. The measurements from
the second site visit were also shown to exceed the maximum timings on the sheet. It was
therefore concluded that the TRO141 was not updated in accordance with present
operations. The modelling of the existing scenario was taken forward by using the timings
from the first site visit. The intergreen settings match with those detailed on the TRO141.
5.3
Pedestrian Crossings
5.3.1
Observed Behaviour
We have observed pedestrian behaviour at the crossings. In reality pedestrians estimate if a
suitable gap will appear within the next 5-10 seconds. If such a gap is identified they would
not push the button but simply wait for the right time to cross the road. If no such gap is
identified, they would push the button and cross when the signal changes.
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It was measured that the green phase for pedestrians lasted for 5 seconds and that there
was a, clearing phase (pulsating green light for pedestrians) of 8 seconds. The minimum
green time for cars was measured to be 7 seconds. (This was measured by pressing the
pedestrian push button immediately after the pedestrian phase had finished.)
5.3.2
Methods of modelling
It is difficult to model such “intelligent” pedestrians in VISSIM so we have therefore adopted
an approach which resembles this behaviour as closely as possible. The pedestrians will be
detected as they approach the crossing. If they remain within the detection loop for more
than 4 seconds (indicating that they have entered and stopped next to the push button to
find a suitable gap in traffic, but not been able to do so) the pedestrian stage will be
triggered to allow pedestrians to cross. Note that the 4 seconds take account of the loop
length and that pedestrians will take a second to walk that distance at constant speed. The
actual wait time amounts to about 3 seconds which reflects an average wait time.
Furthermore, as a flashing man (or orange aspect for cars) cannot be shown in VISSIM, this
is represented by red for pedestrians and green for cars. To allow pedestrians on the
crossing to safely get to the other side (the objective of the flashing signal), give way
markers have been put in place to prevent cars from passing the crossing until pedestrians
have safely reached the other side.
6
Highway Model Calibration and Validation
6.1
Definition Calibration / Validation
Calibration is a process where parameters of the model are fine tuned so that the results of
the model match with the observed situation. Validation is the term used for the process of
comparing the modelled results with collected data to confirm that the model correctly
reflects the observed situation.
6.2
Methodology
Unlike traditional packages such as TRANSYT and other TRL software, VISSIM offers a
modelling environment which allows the user to visualise traffic as it travels through the
network. This facilitates an “at a glance” sensibility check which helps to calibrate the model.
In addition there are a series of recorded data that can assist in determining of the model is
valid. To represent the variations of daily traffic it has been agreed that 5 separate seeds
(the seed is a number that determines the generation of random events in the model) will be
run for each scenario and the results presented in the tables below is an average of these
values.
6.2.1
Traffic Volumes
If Dynamic Assignment is used in VISSIM, a fundamental part of the Calibration and
Validation process would revolve around the route assignment procedure. This would be
carried out with two separate sets of count data. One set would be used for the
development of the demand matrix and to adjust settings so that the flows in the model
agreed with the observed values and the second set would be used to determine if the
model values correctly represent the observed situation.
In the case of static assignment, vehicle flows will follow the routing determined by the traffic
count. There is therefore little point in comparing the modelled flow to a second set of traffic
counts as any difference would be related to daily variations rather than model accuracy.
There is however some merit in comparing modelled flow to observed flow. Because the
observed flow is a result of the actual capacity of a junction, lower modelled flow would be
an indication of reduced capacity and therefore incorrect model settings. It also helps
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determine that there has not been a manual error in the transfer of data from the count
record to the model.
Some deviation will however occur between modelled and observed traffic flows. This is
partly due to inconsistencies between upstream and downstream flows in the count data. It
is natural that some inaccuracy in count data will occur due to human error in counting and
data handling. Because the flow on a link in VISSIM is a result of the upstream flow, there
will be a natural deviation of values. Furthermore VISSIM has a built in randomisation
process whereby vehicles will be generated on the network at random times. Over an
indefinite time period the number of vehicles will be identical to the specified value, however
the algorithm is such that small differences will appear.
Below is a summary of the observed link flows and junction turning movements compared
with the modelled flows/movements.
Table 1: Link Traffic Flows in Vehicles
AM
(vehicles)
PM
Obs
Mod
Diff
Mod
Diff
WB
EB
NB
875
531
610
899
536
610
24
5
0
GEH
0.8
0.2
0.0
Obs
Kirby Corner Rd
By University House
Gibbet Hill Rd
684
620
607
679
637
645
-5
17
38
GEH
0.2
0.7
1.5
Between Kirby Corner Rd &
Scarman Rd
Gibbet Hill Rd
just north of Cryfield
Gibbet Hill Rd
just south of Cryfield
Stoneleigh Rd
SB
NB
SB
NB
SB
NB
954
814
510
1046
509
852
978
895
531
939
505
834
24
81
21
-107
-4
-18
0.8
2.8
0.9
3.4
0.2
0.6
624
451
787
442
819
491
648
496
823
485
855
509
24
45
36
43
36
18
1.0
2.1
1.3
2.0
1.2
0.8
SB
NB
624
1237
546
1260
-78
24
3.2
0.7
998
858
965
889
-33
30
1.0
1.0
SB
1329
1225
-104
2.9
1178
1133
-44
1.3
just east of Kenilworth Rd
Stoneleigh Rd
between Dalehouse Ln &
A46
WB – Westbound
NB – Northbound
EB – Eastbound
SB - Southbound
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Table 2: Junction Turning Movements in Vehicles
AM
(Vehicles)
Junction 1
Westwood Way
Kirby Corner Road
Gibbet Hill Road
Westwood Heath
Road
Junction 2
Kenilworth Road
North
Stoneleigh Road
Kenilworth Road
South
Gibbet Hill Road
Junction 3
A46 North
Stoneleigh Road
East
A46 South
Stoneleigh Road
West
PM
Obs
Mod
Diff
Mod
Diff
54
259
20
484
115
156
26
292
264
57
266
17
512
118
159
32
302
283
3
7
-3
28
3
3
6
10
19
GEH
0.4
0.4
0.6
1.3
0.3
0.3
1.2
0.6
1.1
Obs
Left
Ahead
Right
Left
Ahead
Right
Left
Ahead
Right
134
263
208
337
334
48
125
156
341
128
273
220
349
335
51
131
167
360
-6
10
12
12
1
3
6
11
19
GEH
0.6
0.6
0.8
0.6
0.1
0.4
0.6
0.8
1.0
Left
Ahead
Right
223
311
211
226
307
208
3
-4
-3
0.2
0.2
0.2
22
115
39
22
120
35
0
5
-4
0.1
0.5
0.6
Left
Ahead
Right
Left
Ahead
Right
234
201
121
136
708
8
202
246
119
133
694
6
-32
45
-2
-3
-14
-2
2.2
3.0
0.1
0.3
0.5
0.6
281
244
86
24
309
158
242
289
80
26
318
165
-39
45
-6
2
9
7
2.4
2.7
0.6
0.4
0.5
0.6
Left
Ahead
Right
Left
Ahead
Right
274
333
67
120
323
66
291
336
65
96
279
64
17
3
-2
-24
-44
-2
1.0
0.2
0.3
2.3
2.5
0.2
78
253
56
146
661
93
85
261
53
140
670
103
7
8
-3
-6
9
10
0.8
0.5
0.4
0.5
0.3
1.0
Left
Right
160
205
161
207
2
2
0.1
0.1
213
238
218
237
5
-1
0.4
0.0
Left
Ahead
Right
Left
Right
129
545
132
493
56
129
551
131
502
52
0
6
-1
8
-4
0.0
0.3
0.1
0.4
0.5
76
236
95
408
46
76
236
94
416
42
0
0
-1
8
-3
0.0
0.0
0.1
0.4
0.5
Left
Ahead
686
186
637
166
-50
-20
1.9
1.5
363
323
359
301
-4
-22
0.2
1.3
Right
457
424
-33
1.6
491
474
-17
0.8
The GEH ‘Goodness of Fit’ statistic is used to avoid undue weight being given to large
percentage differences between small numbers and is calculated as:
(V
- V1 )
GEH =
(V1 + V2 ) 2
2
2
where V1 is the observed value and V2 is the modelled value.
As seen from Table 1 and 2 above all GEH values are below 5, which is therefore regarded
as good ‘goodness of fit’.
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Ove Arup & Partners Ltd
Draft 1 12 October 2006
University of Warwick
6.2.2
Main Campus Masterplan
Model Calibration and Validation Report
Queues
Queuing is notoriously difficult to validate against as the definition of queuing varies from
individual to individual.
The setup in VISSIM will regard a vehicle as being in a queue if that vehicle travels at a
speed of less than 5 kph and is within 20 m of the vehicle in front of it. It will remain in the
queue until the distance goes beyond 20 m or the speed reaches 10 kph. This value is
continuously evaluated throughout the modelled period.
Even though we have used a very specific definition of a queue in VISSIM, it is very difficult
to apply this to real life observations. Apart from measured queues we have also included
the distance over which vehicles moved slowly due to queues. Again the definition of a
queue has an impact on how to interpret the situation. Therefore we suggest that the queue
table comparison should be considered to be indicative only.
Because the observed queues were measured at 2 minute intervals the recorded
information from VISSIM has been treated in a similar fashion. The value shown in the table
below is the average of the observed queue within the peak period compared to the average
of the maximum queue measured for every 2 minute period for the duration of the peak
period.
Table 3: Queues - Observed and Modelled
Queues Averages
AM
(meters)
Observed
Gibbet Hill
Cryfield
Roundabout
Scarman
Roundabout
Kirby
Corner
Roundabout
6.2.3
PM
Model
Observed
Model
Queue
Slow
traffic
Queue
Queue
Slow
traffic
Queue
Kenilworth Rd N
Stoneleigh Rd
Kenilworth Rd S
Gibbet Hill Rd
Car Park Access
Gibbet Hill Rd S
Cryfield Rd
Gibbet Hill Rd N
University Rd
Gibbet Hill Rd S
Scarman Rd
Gibbet Hill Rd N
Kirby Corner Rd
67
105
66
14
0
5
0
0
0
0
0
0
23
0
435
0
0
0
0
0
0
0
0
0
0
0
64
701
92
75
0
4
0
0
3
6
4
20
54
108
121
31
42
0
0
0
2
0
3
0
0
18
0
0
0
238
0
0
0
0
0
0
0
0
0
191
153
61
473
1
2
2
18
10
16
5
7
75
Gibbet Hill Rd
17
0
10
26
0
73
Westwood Heath Rd
19
0
18
3
0
1
Westwood Business Pk
7
0
13
3
0
15
Travel Time
Travel time surveys offer a good way of establishing if a model covering a significant
distance is showing the correct level of delay and if the modelled travel speeds are
reasonable. Initial travel time runs for the AM peak were carried out in May 2006 and
illustrated travel times during extensive queuing on Stoneleigh Road northbound. The HA
therefore supplied an additional 3 runs. These do not have the same starting and end points
and have therefore been shown separately.
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Ove Arup & Partners Ltd
Draft 1 12 October 2006
University of Warwick
Main Campus Masterplan
Model Calibration and Validation Report
Table 4: Travel Times – Observed and Modelled
First Set of Travel Time Runs
Northbound
DHL R/A to GHR/KR
GHR/KR to Cryfield R/A
Cryfield R/A to Scarman R/A
Total
Observed
571
102
145
819
Modelled
322
98
84
505
Diff
249
4
61
314
%
56%
96%
58%
62%
Southbound
Scarman R/A to Cryfield R/A
Cryfield R/A to GHR/KR
GHR/KR to DHL R/A
Total
Observed
80
86
114
280
Modelled
77
117
102
295
Diff
3
-31
12
-16
%
96%
136%
90%
106%
Second Set of Travel Time Runs
Northbound
EOA46 O to SSR/A46 NB O
SSR/A46 NB O to GHR/KR
GHR/KR to KCR/WWW R/A
KCR/WWW R/A to KCR/LGR R/A
Total
Observed
27
376
232
83
608
Modelled
86
341
221
77
645
Diff
-58
35
11
6
-37
%
313%
91%
95%
93%
106%
Southbound
KCR/LGR R/A to KCR/WWW R/A
KCR/WWW R/A to GHR/KR
GHR/KR to SSR/A46 NB O
SSR/A46 NB O to EOA46 O
Total
Observed
120
242
110
25
498
Modelled
113
226
115
22
476
Diff
8
16
-5
4
22
%
94%
93%
105%
86%
96%
KEY
GHR
Gibbet Hill Road
KR
Kenilworth Road
SR
Stoneleigh Road
DHL
Dalehouse Lane
KCR/LGR R/A
Kirby Corner Rd/Lynchgate Rd Rdbt
KCR/WWW R/A
Kirby Corner Rd/Westwood Way/Westwood Heath Rd/Gibbet Hill Rd Rdbt
GHR/KR
Gibbet Hill Rd/Stoneleigh Rd/Kenilworth Rd Junction
SR/A46 N O
Stoneliegh Rd/A46 NB Onslip
EOA46 O
End of A46 Northbound Onslip / Southbound Offslip
In general terms the travel times are in line with observed trends however there are two
locations where the model deviates:
1. The modelled time on the link between Dalehouse Lane and Kenilworth Road is lower in
the northbound direction compared to observed times. We believe that this is due to the
amount of traffic on the day the travel time segments were carried out. An exercise has
been carried out where queues seen at the time of the travel time survey was recreated
by increasing the flow on the link. It showed that once the queue reaches the levels
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Ove Arup & Partners Ltd
Draft 1 12 October 2006
University of Warwick
Main Campus Masterplan
Model Calibration and Validation Report
noted during the travel time survey, the travel time of the model matches the observed
value. However, we have queue records that show significantly shorter queues at the
time of the traffic surveys. This is further supported by the additional survey runs by the
HA which indicate that the model times are in line with observed times over the same
section.
2. The model is showing longer travel times on the A46 Southbound off slip compared to
observed values. We believe that this is due to higher flows on Stoneleigh Road at the
time of the traffic survey compared with when the travel time survey was carried out.
Site observations show that drivers sometimes behave aggressively at this point to
enter Stoneleigh Road, but to achieve the travel times as indicated by the travel survey,
priority parameters have to be set at unrealistic levels. We have therefore adopted
parameters that are in line with behaviour seen on site.
7
Conclusion
The VISSIM Microsimulation model developed for the Transport Assessment for the
Masterplan expansion of the University of Warwick has been developed with the intention of
determining the traffic impact of the expansion on the surrounding network.
The base model must be validated against observed values to establish that the model is fit
for purpose and can be used to develop scenarios to estimate the impact of the planned
development. The validation has been carried out in line with current standards and shows
that the model is fit for purpose.
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Ove Arup & Partners Ltd
Draft 1 12 October 2006
University of Warwick
Main Campus Masterplan
Transport Assessment
Appendix D
Traffic Generation,
Flows and Distribution
J:\115000\115438-00\4 INTERNAL PROJECT DATA\4-05 REPORTS\TRANSPORT
PLANNING\TA\TRANSPORT ASSESSMENT ISSUE\1 TA REPORT\TP REPORT
19.06.07 ISSUE.DOC
University of Warwick Masterplan 2018 Trip Generation
Site
W
CCE
CCW
GH
Total
AM Peak
IN
trip rate
per space
trip
461
0.6
934
0.3
216
0.3
242
0.6
1853
0.4
Existing Trips to and from University
PM Peak
OUT
IN
trip rate
trip rate
per space
per space
trip
trip
65
0.1
150
0.2
216
0.1
363
0.1
86
0.1
69
0.1
31
0.1
24
0.1
398
0.1
606
0.1
Total trips
OUT
trip
200
700
148
145
1193
trip rate
per space
0.28
0.23
0.19
0.36
0.2
876
2213
516
442
4047
CAR PARKING
Total with
Exist CP development CP
2004
2018
W
724
702
CCE
3068
3235
CCW
779
1121
GH
403
364
Total
4974
5422
car parking numbers including disabled spaces
9.01% increase
Site
data input
W
CCE
CCW
GH
Westwood Site
Central Campus East
Central Campus West
Gibbet Hill Site
9.01%
Increase in car parking spaces is 9%
TRIPS 2004 - Existing University Trip Gen
Site
W
CCE
CCW
GH
Total
AM Peak
IN
OUT
461
65
934
216
216
86
242
31
1853
398
PM Peak
IN
OUT
150
200
363
700
69
148
24
145
606
1193
4050
TRIPS 2018 Additional University Trip Gen - Proportional to Increase in Car park spaces
AM Peak
PM Peak
Site
IN
OUT
IN
OUT
W
-14
-2
-5
-6
CCE
51
12
20
38
CCW
95
38
30
65
GH
-23
-3
-2
-14
Total Additional
Total Ex + Gen
% change
108
1961
45
443
43
649
83
1276
5.8%
11.2%
7.1%
7.0%
279
Based on existing trip rates for car parks in different
parts of the Campus this gives a 7% increase in trips
ref 2004 Base
Total additional in +
out
6.79%
7.01%
TRIPS 2018 Additional University Trip Gen - with robustness factor
AM Peak
PM Peak
Site
IN
OUT
IN
OUT
W
-7
-1
-2
-3
CCE
76
18
30
57
CCW
142
57
45
97
GH
-12
-2
-1
-7
Total
200
72
72
145
Total Ex + Gen
2053
470
678
1338
% change
10.8%
18.0%
11.8%
12.1%
ref 2004 Base
Total additional in +
out
12.06%
12.02%
TRIPS 2018 Additional University Trip Gen - sensitivity test
AM Peak
PM Peak
Site
IN
OUT
IN
OUT
W
-7
-1
-2
-3
CCC
102
24
40
76
CCW
190
76
61
130
GH
-12
-2
-1
-7
Total
273
97
97
196
Total Ex + Gen
2126
495
703
1389
% change
14.7%
24.3%
16.0%
16.4%
ref 2004 Base
Total additional in +
out
16.40%
6.89%
16.27%
Robustness Factor
for increases
for decreases
488
1.5
0.5
1.5
0.5
1.5
0.5
1.5
0.5
2
0.5
2
0.5
12.04%
Target increase in trips is 12%
Sensitivity test robustness factors
for increases
for decreases
662
2
0.5
2
0.5
16.34%
Sensitivity test has a 16% increase in trips to and from the
university
UNIVERSITY OF WARWICK
CENTRAL CAMPUS PEDESTRIAN MOVEMENTS
ACROSS GIBBET HILL ROAD
Existing Pedestrian Flows During Peak Hours from Count-on-Us data for
Thursday 4th Nov 2004
Locartion of crossing
point on Gibbet Hill Road
East Bound
West Bound
am
pm
am
pm
A - Controlled crossing at
Radcliffe House
118
53
14
64
B - Controlled crossing
Cryfield to Rootes
136
91
16
190
C - Uncontrolled north of
Scarman Roundabout
33
54
61
20
C1- Uncontrolled south of
Scarman Roundabout
15
11
17
21
D - Uncontrolled south of
University Road south exitt
58
30
12
101
2018 Predicted Pedestrian Flows Across Gibbet Hill Road in Central Campus Area
Locartion and form of
2018 crossing point on
Gibbet Hill Road
A - Controlled crossing at
Radcliffe House
B - Controlled crossing
Cryfield to Rootes
C - Uncontrolled north of
Scarman Roundabout
C1- Controlled south of
Scarman Roundabout
D - Uncontrolled south of
University Road south exit
Factor by which the
East Bound
existing pedestrian flows
have been multiplied to
am peak pm peak
arrive at the predicted
DS flows
West Bound
am peak
pm peak
3
354
159
42
192
1.5
204
136.5
24
285
2
66
108
122
40
10
150
110
170
210
3
174
90
36
303
Total movements during existing peak hours
Total movements during 2018 peak hours
Overall increase of University is by a factor of
Increase of Central Campus East is factor of
Overal increase of ped movements is by a factor of
1115
2975.5
1.4
2.2 approx
2.67
A
B
C
D
E
F
G
Key
A45
City
Birmingham
Centre
1
4%
Derived from post codes
8%
Derived from turning count data
9%
Derived from registration survey
Proposed TA Distribution
23%
11%
Notes
A46
7%
A444
1. Postcode data will include, Walk,
Cycle and Public Transport
4%
2
Tile Hill
2. Figures rounded to integers
6%
8%
13%
Westwood
A429
A
7%
38%
13%
Business Park
33%
B
A+B=43%
34%
5%
14%
University
10%
3
14%
of
Warwick
A45
University
A45
16%
of Warwick
5%
4%
5%
7%
7%
5%
01
1%
23/
12/
05
PD
AL
PAS
By
Chkd
Appd
First Issue
1%
5%
Issue
Date
A46
4%
3%
To A46 N, M69
4
29%
& A45 South
25%
4%
9%
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
29%
www.arup.com
25%
Client
14%
Warwick University
Stoneleigh
9%
2%
22%
9%
Job Title
8%
5
Kenilworth
Development Plan
15%
A429
14%
Drawing Title
AM Peak Traffic Distribution
Scale at A3
1:40000
6
Warwick
A46
Plot ID
Drawing Status
Draft
Job No
Drawing No
Issue
115438-00
C8029
01
' Arup
J:\115000\115438~1\Ustn\c8029.dgn
A3
A
B
C
D
E
F
G
Key
A45
City
Birmingham
Centre
1
4%
Derived from post codes
8%
Derived from turning count data
9%
Derived from registration survey
Proposed TA Distribution
23%
11%
Notes
A46
7%
A444
1. Postcode data will include, Walk,
Cycle and Public Transport
7%
2
Tile Hill
2%
8%
14%
Westwood
A429
A
7%
38%
14%
Business Park
32%
B
A+B=53%
32%
5%
7%
University
19%
3
7%
of
Warwick
A45
University
A45
16%
of Warwick
8%
3%
6%
2%
7%
8%
01
6%
23/
12/
05
PD
AL
PAS
By
Chkd
Appd
First Issue
3%
5%
Issue
Date
A46
7%
10%
To A46 N, M69
4
29%
& A45 South
33%
4%
6%
The Arup Campus, Blythe Gate, Blythe Valley Park
Solihull, West Midlands B90 8AE
Tel +44(0)121 213 3000 Fax +44(0)121 213 3001
24%
www.arup.com
33%
Client
4%
Warwick University
Stoneleigh
6%
2%
22%
6%
Job Title
8%
5
Kenilworth
Development Plan
11%
A429
15%
Drawing Title
PM Peak Traffic Distribution
Scale at A3
1:40000
6
Warwick
A46
Plot ID
Drawing Status
Draft
Job No
Drawing No
Issue
115438-00
C8030
01
' Arup
J:\115000\115438~1\Ustn\c8030.dgn
A3
Job:115438
University of Warwick
19/06/200716:30
Fig 1 2004 Existing
WESTWOOD SITE
Westwood
Way
22
208
263
134
20
259
54
Car Park 12
Car Park 14
Car Park 13
223
38
39
20
11
36
56
349
449
115
311
4
1
11
1
27
21
914
697
39
211
Kirby
Corner
Road
Westwood
Heath Road
26
292
264
125
156
341
Gibbet Hill
Road
624
920
17
27
7
8
25
12
569
41
602
5
156
48
115
334
484
337
549
612
0
19
0
0
0
16
18
34
616
608
10
7
9
610
14
6
26
15
448
179
40
470
409
24
528
90
38
70
628
441
614
378
768
703
796
698
64
10
47
7
115
61
56
0
21
6
811
674
867
669
902
632
575
215
95
184
103 179.7
University
House (West
Access)
0
75
17
3
7
3
344
684
University
House (East
Access)
University
House
C
University
Road
Scarman
Road
Pedestrian Flows During Peak Periods
East Bound West Bound
C1
53
227
am
pm
am
4
2
A
118
53
14
64
17
49
B
136
91
16
190
pm
C
33
54
61
30
528
318
C1
15
11
17
21
7
369
149
D
58
30
12
101
9
4
20
0
8
511
29
468
20
Traffic Flows During Peak Periods
08.00 - 09.00
17.00 - 18.00
Radcliff
North
Access to
Car Parking
16
867
524
6
517
464
Gibbet Hill
Road
One Way
CENTRAL
CAMPUS
WARWICK
28
22
14
63
CENTRAL
CAMPUS
COVENTRY
Library
Road
868
500
A
6 581
11 467
5
11
6
1
Radcliff
South
Access to
Car Parking
8
857
2
495
610
467
D
One Way
University
Road
27
46
34
192
814
451
Gibbet Hill
Road
B
11
26
19
774
473
2
Note:
11
3
0
37
10
Red figures have been derived to match counts
done at Kenilworth Road Junction to the west and
values at Dalehouse Lane to the east.
GIBBET HILL SITE
13
A429
Kenilworth
Road
Unnamed
Road
Cryfield
Grange
47
842
8
9
428
5
Gibbet Hill
Road
5
6
5
3
3
6
A46
Gibbet Hill
Campus
54
91
15
16
146
120
86
661
323
812 408
93
66
7
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\Warwick University Traffic Generation 15-01-07 2018 shown.xlsFig 1 2004 Existing
86
244
281
121
201
234
8
158
156
17
708
309
890
391
136
24
274
333
67
78
253
56
A429
Kenilworth
Road
42
0
998
624
Stoneleigh
Road
0
0
0
87
137
75
852
491
918
664
363
686
38
47
323
186
491
457
22
660
34
247
238
213
205
160
967
533
132
95
269
325
545
236
129
76
493
56
408
46
Job:115438
University of Warwick
Westwood
Way
0
15
14
0
0
94
175
WESTWOOD SITE
18
23
Car Park 12
0
130
143
309
92
105
4
27
355
Gibbet Hill
Road
193
275
38
4
346
309
0
Kirby
Corner
Road
Westwood
Heath Road
8
84
327
19
320
7
387
56
24
18
195
387
0
16
303
640
10
313
221
0
75
246
426
21
0
18
17
7
University
House (West
Access)
293
465
17
7
25
318
9
Car Park 14
Car Park 13
39
1
214.2
6
20
11
11
1
36
27
24
328
90
157
38
301
70
88
64
443
10
182
47
496
7
172
56
21
103
567
306
51
115
516
0
0
59
50
61
143
237
303
674
293
451
19/06/200716:30
Fig 2 Existing Trip Gen
64
101
3
3
0
0
0
34
0
6
14
26
135
197
179
409
University
House (East
Access)
University
House
41
5
15
40
27
8
12
C
University
Road
Scarman
Road
53
4
17
Pedestrian Flows During Peak Periods
227
2
49
A
B
C
C1
D
C1
30
7
254
212
9
20
4
0
318
149
8
29
East Bound West Bound
am
pm am
pm
118
53
14
64
136
91
16
190
33
54
61
20
15
11
17
21
58
30
12
101
201
197
Traffic Flows During Peak Periods
08.00 - 09.00
17.00 - 18.00
Radcliff
North
Access to
Car Parking
16
6
598
359
221
197
Existing Trips Generated by University
Gibbet Hill
Road
CENTRAL
CAMPUS
WARWICK
One Way
28
14
CENTRAL
CAMPUS
COVENTRY
Library
Road
22
63
W
CCC
CCW
GH
Total
586
343
AM
PM
IN
OUT IN
OUT
461
65 150 200
934
216 363 700
216
86
69
148
242
31
24
145
1853 398 606 1193
A
6
11
5
6
278
200
11
1
Radcliff
South
Access to
Car Parking
8
2
575
338
284
201
D
One Way
University
Road
27
34
46
192
556
294
Gibbet Hill
Road
B
19
3
37
11
26
463
198
2
11
13
0
10
GIBBET HILL SITE
A429
Kenilworth
Road
Unnamed
Road
Cryfield
Grange
5
5
3
47
9
538
269
8
5
Gibbet Hill
Road
6
3
6
A46
Gibbet Hill
Campus
54
15
7
499
45
81
91
16
96
433
61
86
125
156
578
17
229
0
433
471
182
41
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\Warwick University Traffic Generation 15-01-07 2018 shown.xlsFig 2 Existing Trip Gen
0
0
33
89
18
160
0
0
416
17
0
89
Stoneleigh
Road
0
471
83
6
128
114
174
461
0
0
160
11
10
0
0
41
76
43
12
29
151
0
0
0
0
202
0
183
70
0
0
0
40
0
Job:115438
University of Warwick
0.00
Westwood
Way
26
19/06/200716:29
Fig 9J Total Traffic DS2018
WESTWOOD SITE
244
310
153
23
304
59
Car Park 12
Car Park 14
Car Park 13
261
37
38
19
11
35
54
402
526
132
338
4
1
11
1
26
20
1018
817
46
247
Kirby
Corner
Road
Westwood
Heath Road
31
349
293
153
191
409
182
52
130
387
562
383
646
674
723
671
10
72
23
87
37
68
668
271
0
19
7
9
717
592
735
508
724
448
111
232
Gibbet Hill
Road
0
16
889
806
915
801
62
10
45
7
111
59
56
0
21
6
930
780
984
776
1021
739
0
18
17
3
University House
(West Access)
7
3
114
211
396
801
CCC 2
CCW 1
30
40
7
8
44
18
659
41
733
5
722
0
1079
34
0
14
6
26
University
House
University House
(East Access)
CCC 3
CCC 1
25
525
188
67
577
433
C
University
Road
Scarman
Road
86
CCC 4
264
4
2
18
52
C1
CCW 2
50
572
0
12
451
0
9
4
20
0
8
609
29
581
08.00 - 09.00
17.00 - 18.00
Radcliff
North
Access to
Car Parking
16
612
621
6
455
577
Gibbet Hill
Road
CENTRAL
CAMPUS
COVENTRY
Library
Road
CENTRAL
CAMPUS
WARWICK
643
459
A
CCW 3
5
11
6
1
Radcliff
South
Access to
Car Parking
8
632
2
454
6
615
11
566
D
648
0
565
0
University
Road
583
342
408
158
29
49
52
270
CCC 5
Gibbet Hill
Road
B
30
CCW 4
19
879
2
43
574
11
GIBBET HILL SITE
24
3
0
58
18
Unnamed
Road
Cryfield
Grange
78
950
8
16
532
5
Gibbet Hill
Road
5
6
5
3
3
6
A429
Kenilworth
Road
CCC 6
A46
Gibbet Hill
Campus
49
82
14
14
162
139
6
78
752
426
940
527
104
76
J:\115000\115438-00\4 Internal Project Data\4-04 Calculations\Transport Planning\Warwick University Traffic Generation 15-01-07 2018 shown.xlsFig 9J Total Traffic DS2018
96
286
336
134
236
312
10
221
141
15
801
416
1032
508
163
34
50
0
1156
827
Stoneleigh
Road
0
0
0
26
195
64
974
670
1087
847
428
840
43
54
394
319
579
559
304
390
89
25
870
87
296
67
38
313
287
358
241
555
1144
695
237
778
316
398
640
400
184
379
579
69
502
56
University of Warwick
Main Campus Masterplan
Transport Assessment
Appendix E
Hazard Register
J:\115000\115438-00\4 INTERNAL PROJECT DATA\4-05 REPORTS\TRANSPORT
PLANNING\TA\TRANSPORT ASSESSMENT ISSUE\1 TA REPORT\TP REPORT
19.06.07 ISSUE.DOC
Project Hazard Register
Register Ref. (if applicable) ............
Project:
University of Warwick – Main Campus Masterplan – Transport Assessment
Package / Topic (if applicable):
Sheet 2 of .2...
Job Number: 115438
Highways, footways, cycleways and roadways
Design Stage (if applicable): Preliminary
Remember: Avoid – Reduce – Control and communicate relevant information to others (CDM Regulation 11)
Hazard
Mitigation of Risk
(Potential or Achieved)
Follow Up (eg: Record Assess Refer Report)
Further Action
Buried Services
Service plans to be procured and appropriate
protection or diversion measures designed.
Hand dug pits and location devices to be used
to identify adjacent services.
Highways Designer (detailed design
stage) and Contractor
Overhead Services
Service plans to be procured and appropriate
protection or diversion measures designed.
Highways Designer (detailed design
stage) and Contractor
Pedestrian Access/Crossing/Public
Safety during the works
Contractor to provide appropriate pedestrian
management measures
Contractor
Working with Live Traffic
Contractor to provide appropriate traffic
management measures
Contractor
Traffic safety during the works
Contractor to provide appropriate traffic
management measures
Contractor
J:\115000\115438-00\4 INTERNAL PROJECT DATA\4-05 REPORTS\TRANSPORT PLANNING\0063PROJECT HAZARD REGISTER.DOC
By *
Completed *
Project Hazard Register
Register Ref. (if applicable) ............
Other site specific hazards e.g.
drainage, proximity to schools, risk
of flooding, demolition,
contaminated land, retaining walls,
tree felling, etc
Please list:
1. Uni Road / Gibbet Hill Road tree
felling
2.
3.
4.
5.
6.
7.
8.
To be considered by highways design team at
detailed design stage
Highways Designer (Detailed design
stage)
* to be completed by the identified party at the appropriate time.
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Sheet 2 of .2...