Issue and Options 2023

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Thank you for consulting Gloucestershire County Council (GCC) on the above matter. The following officer comments are on behalf of the Strategic Transport Unit. Officers recently commented on the emerging Warwickshire Local Transport Plan 4 (LTP4) and these are deemed relevant to this consultation and reflected in the following observations. GCC supports objectives for sustainable development and mode shift as identified in the’ Issues and Options consultation’, and in Warwickshire’s draft LTP4; we note specifically that the carbon reduction and levelling-up agendas have become of increasing and overarching importance in the context of LTP4, and in relation to changing working patterns, changes to freight patterns and the capacities of rail and bus services. Where possible, opportunities to strengthen multi-modal connectivity and service provision between settlements across the Warwickshire and Gloucestershire borders should be optimised, particularly where there are opportunities to link through hubs, interchanges and shared routes. This includes cross-boundary active travel routes, and links with Local Cycling Walking and Infrastructure Plans (LCWIP) delivery. This SWLP impacts Gloucestershire due to the cross-boundary transport issues associated with significant development (and its associated transport demand) proposed to be delivered through both the emerging SWLP and the corresponding development plans in Gloucestershire, including the Joint Local Plan (JLP). The transport impacts and trips generated through these plans’ implementations will particularly impact the north Cotswolds, Tewkesbury and the Gloucestershire JLP delivery area. It is noted that under the various strategic development options proposed there is a potential new settlement allocated to south-west of Stratford-Upon-Avon, and a development of strategic significance on the Gloucestershire (Cotswolds District) border. Both South Warwickshire and north-east Gloucestershire are predominantly rural in nature with high reliance on the private car. Irrespective of the benefits that may accrue through transference to EV there will need to be close attention to how mode transfer will be the best practicable choice for significantly more trips in these areas, and how stand alone new developments, and developments allocated to the edges of existing settlements, will genuinely benefit from local services, reduced need to travel and 20 minute neighbourhoods. GCC welcomes Warwickshire County Council’s (WCC’s) recognition of the significant movement across Warwickshire’s borders for regional connectivity. Specific to Gloucestershire are the A46, A429 and the North Cotswold Line. GCC will continue to work in close partnership with WCC and other interested parties concerning these corridors, and with regard to freight management. In particular, the A46 Partnership has been established to produce a strategy to deliver planned infrastructure improvements to the A46 between M5 Junction 9 in Gloucestershire and M6/M69 at Coventry. With significant development proposed within south Warwickshire and its adjoining corridor into Gloucestershire, transport demand will increase on Gloucestershire’s roads, particularly on routes that are already prone to capacity constraints in and around Moreton-in-Marsh, Tewkesbury and the A46 corridor. A high level broad review of journey to work census data supports the assumption that some traffic will head south towards Gloucestershire. Most of those trips are undertaken by private car. The nature of the road network funnels southbound traffic in towards Tewkesbury with the majority of the through traffic which accesses the remainder of Gloucestershire by either passing through the Tewkesbury Borough area or Cotswold District. We reiterate the importance of issues relating to additional pressures on the A46/A44/A429 arising from increased transport demand in relation to new development onto these corridors. It will be important to consider transport modelling outputs and the synergistic impacts of development and transport growth within both counties. Where modelling outputs accompany transport mitigation strategies, will these be traditionally highway based? Or will they encourage sustainable approaches [in line with the 6 proposed WCC LTP Strategies] instead, that focus on mode shift and reducing the number of single occupancy vehicles? It will be imperative to model and mitigate the impacts of land use and transport proposals on Gloucestershire roads and transport corridors which arise from the development patterns agreed within the end adopted plan. A number of those trips may make use of local routes, increasing risk of conflicts, creating new safety issues and worsening air quality. Therefore, it is recommended that impact assessments focus on the local road network links as well as the Strategic Road Network/Major Road Network and that impacts can be anticipated and appropriately mitigated on both sides of the boundary. Collaborative working between the two authorities can ensure this occurs. The emphasis on rail corridors in promoting more sustainable patterns of growth is welcomed. Reference should also be made to the North Cotswold Line as it forms an important east west rail link. Whilst it doesn’t run through either Stratford or Warwick districts some of the stations on the route, in particular Moreton in Marsh and Honeybourne, attract users from the wider south Warwickshire area. The North Cotswold Line Task Force (NCLTF) was set up to deliver enhanced services and reduced journey times from Worcester to Oxford and London which if delivered will improve sustainable travel options for those living and working in the area. Improved services and facilities at Moreton in Marsh will make rail travel more attractive and reduce car journeys on the local road network. In the longer term there is an aspiration to reinstate the Stratford to Honeybourne railway line. This would help facilitate long term sustainable strategic growth at Long Marston by increasing use of public transport for local and regional journeys. This would help reduce car journeys on the local road network and help mitigate the impact on settlements in the area. This should be recognised in the emerging SWLP.