10_Volume-2-Part 12 - Hyder Consulting

A45/A46 Tollbar End Improvement 

Environmental Statement Volume 2 

Part 12: Pedestrians, 

Cyclists, Equestrians and 

Community Effects 

March 2009 

Report no: BM01157-NH-304-12

Foreword 

The Tollbar End roundabout is a strategic junction on the UK trunk road 

network, to the south of Coventry. The junction services movement 

between the M40, M42, M45, M6, M1 and M69 motorways, and provides a 

link for the movement of vehicles between London and the Midlands. The 

junction also facilitates the movement of local traffic, in particular to 

Coventry airport and the nearby businesses and industries. The Scheme 

would offer significant improvements to both strategic and local traffic, as it 

would increase the capacity of the A45/ A46 Tollbar End Roundabout, 

enabling traffic to flow more easily through the junction, reducing rat 

running in southern Coventry. 

The need for an improvement scheme for Tollbar End Junction was 

highlighted in the 1994 ‘A45 Scheme Identification Study’. In 1998 the 

Government published ‘A New Deal for Trunk Roads in England’. This 

identified that the A45 / A46 Tollbar End Junction is a key junction on the 

strategic highway network that experiences considerable traffic congestion, 

delays and safety problems. The Scheme was included in the 

Government’s ‘A New Deal for Trunk Roads in England (1998)’ as a 

scheme for consideration. 

The Scheme was subject to a Public Consultation in 2001 and was entered 

into the Targeted Programme of Improvements (TPI) in April 2003. Further 

design work and studies have been undertaken and a new Preferred 

Option was proposed in September 2006. This proposed Scheme was 

presented at a locally held public exhibition in March 2007. 

As required by European and UK legislation, an Environmental Impact 

Assessment of the Preferred Option has been undertaken. This is a means 

of drawing together in a systematic way an Assessment of the project's 

likely significant environmental impacts. 

The results of the Assessment are presented in this Environmental 

Statement (ES), which is presented as a multi-volume document: 

 

 

 

Volume 1A presents the Scheme and summarises the environmental 

effects and any mitigation measures; 

Volume 1B contains the figures and drawings referred to in Volume 

1A; and, 

Volume 2 is a series of 12 specialist reports providing the detailed 

Assessments underlying Volume 1A. 

This specialist report, Volume 2 Part 12 (Pedestrians, Cyclists, Equestrians 

and Community Effects), details the Pedestrians and other Non-Motorised 

User Assessment. 



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Part 12: Pedestrians et al 

March 2009

Contents 

1 Introduction ...............................................................................................................1 

1.1 General .........................................................................................................................1 

1.2 The Proposed Scheme .................................................................................................1 

1.3 Study Area ....................................................................................................................2 

1.4 Legislation and Guidance .............................................................................................2 

1.5 Methodology .................................................................................................................3 

2 Existing Conditions...................................................................................................9 

2.1 Facilities........................................................................................................................9 

2.2 NMU Survey................................................................................................................15 

2.3 Local Vehicle Traffic....................................................................................................18 

3 Design and Mitigation .............................................................................................19 

3.1 General .......................................................................................................................19 

3.2 Operation ....................................................................................................................19 

3.3 Construction Mitigation ...............................................................................................20 

4 Assessment of Effects............................................................................................22 

4.1 Construction Effects....................................................................................................22 

4.2 Operational Effects .....................................................................................................23 

5 Summary..................................................................................................................27 

6 References..............................................................................................................29 

Tables 

Table 12.1 






Assessment of Change in Severance 

Established Footpaths and Cycle Routes within a 500m Radius 

Community Facilities within the Study Area 

Public Transport Services within the Vicinity of the Scheme 

Destination of Pedestrians and Others within the Study Area 

12-Hour Average NMU Volume at Busiest Survey Entry Points 

Figures 

Table 12.7 Predicted Changes in Journey Length and Times in 2009 – Footpath 443 

Figure 1.1 

Figure 1.2 

Figure 12.1 

Scheme Location Plan 

Scheme Layout 

Established Paths and National Cycle Routes within the Study Area (500m) 



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NMU Survey Zones 

Community Facilities within the Study Area (500m) 

Figure 12.4 Pedestrian Movement Friday 30.09.05 

Figure 12.5 Pedestrian Movement Saturday 01.10.05 

Figure 12.6 Pedestrian Movement Sunday 02.10.05 

Figure 12.7 Cyclist Movement Friday 30.09.06 

Figure 12.8 Cyclist Movement Saturday 30.10.06 

Figure 12.9 Cyclist Movement Sunday 30.10.06 

Figure 12.10 Proposed Footpaths and Cycle Routes within the Study Area (500m) 

Appendices 

Appendix 12.1 

NMU Survey Data 



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1 Introduction 

1.1 General 

1.1.0.1 This report assesses the potential impacts of the proposed A45 / A46 

Tollbar End Improvement Scheme (hereinafter referred to as ‘the Scheme’) 

on pedestrians, cyclists, equestrians and communities. For ease of 

reference, the term ‘pedestrians and others’ is used in this report to 

describe this group. 

1.2 The Proposed Scheme 

1.2.0.1 The Tollbar End roundabout is a strategic junction on the trunk road 

network, near Coventry. The junction facilitates the movement of vehicles 

between London and the Midlands and services movement between the 

M40, M6, M1, M42, M45 and M69 motorways. The junction also facilitates 

the movement of local traffic, in particular to Coventry Airport and the 

nearby businesses and industries. A location plan showing the position of 

the Scheme on the network is shown in Figure 1.1. 

1.2.0.2 The Scheme would provide a dual 3-lane bypass to follow the existing A45 

line between Stivichall Junction and Tollbar End roundabout. The Tollbar 

End roundabout would be improved to a grade-separated junction with an 

underpass between the A45 Stonebridge Highway and the A46 Coventry 

Eastern Bypass. The Scheme also includes improvements to the 

northbound off-slip on the A46 Kenilworth Bypass. A plan of the Scheme is 

shown in Figure 1.2. 

1.2.0.3 The A45 / A46 Tollbar End Improvement Scheme comprises the following 

elements: 

 

 

 

 

 

 

Grade-separation of the Tollbar End roundabout, by construction of a 

new dual two-lane underpass connecting the A46 Coventry Eastern 

Bypass to the eastern end of the A45 Stonebridge Highway; 

Construction of two single span structures to accommodate the 

grade-separation; 

Enlargement of Tollbar End roundabout, with improved traffic signal 

controls; 

Construction of a new signalised junction at the intersection of Siskin 

Drive and Rowley Road; 

Asymmetrical widening to the south of the existing A45 Stonebridge 

Highway between the Tollbar End roundabout and Stivichall Junction 

(approximately 1.9 km west of Tollbar End), from dual two-lane 

carriageway to dual three-lane carriageway; 

Addition of sign gantries; 3 no. on the A46 Kenilworth Bypass 

northbound approach to Stivichall Junction, and 4 no. on the A45 

Stonebridge Highway between Stivichall Junction and Tollbar End 

roundabout; 



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The addition of a third lane on the northbound carriageway of the A46 

Kenilworth Bypass south of Stivichall Junction, requiring a widening of 

a 200m length of the A46 Kenilworth Bypass northbound approach to 

Stivichall junction; 

Construction of a new footbridge over the River Sowe to 

accommodate the repositioning of the combined footway / cycleway 

as a result of carriageway widening works; 

Construction of stormwater wetlands and a bioretention area; and, 

The proposals would also include noise fencing, landscaping and 

improved drainage measures to minimise the effects on the 

surrounding area. 

1.3 Study Area 

1.3.0.1 The Study Area for this Assessment includes community facilities and nonmotorised 

routes of importance or significance within a 500m radius around 

the Scheme. The areas of Willenhall, north of Tollbar End roundabout and 

Finham and Stivichall, to the west of Stivichall Junction, are within the 

Study Area for the Scheme. The Study Area is shown on Figure 12.1. 

1.4 Legislation and Guidance 

1.4.0.1 Legislation and guidance documents of specific relevance to the 

Assessment are listed below: 

1.4.1 UK Legislation 

Countryside and Rights of Way Act (2000); 

Traffic Signs Regulations and General Directions 2002 SI 3113; 

 

Planning Policy Guidance (PPG) 17: Planning for Open Space, 

Sport and Recreation; and, 

Good Practice Guide on Planning for Tourism 1 . 

1.4.2 Guidance 

 

 

The Department for Transport (DfT) Design Manual for Roads and 

Bridges (DMRB), Volume 5, Section 2, Part 5. Non-Motorised User 

Audits; and, 

DMRB, Volume 11, Section 3, Part 8. Pedestrians and Others and 

Community Effects. 

1 Planning Policy Guidance 21: Tourism (PPG21), was cancelled on 1 September 2006. The 

Department for Communities and Local Government suggests “The Good Practice Guide on 

Planning for Tourism” as a replacement guide. 



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1.4.3 Other Relevant Documents 

 

 

Warwickshire County Council (WCC) 2000. A Strategic Plan for 

Warwickshire (2002 – 2005); 

WCC 2006. Countryside Access and Rights of Way Improvement 

Plan (2006 –2016) (CAROWIP); 

WCC 1995. Warwick District Local Plan (1996 – 2011); 

WCC 2006. Warwickshire Local Transport Plan (LTP 2006); 

WCC 2001. Warwickshire Structure Plan (1996 – 2011); 

 

 

Coventry City Council (CCC) Walking and Cycling Strategies 

(1994); 

CCC Transport Programme (2005); and, 

(Adopted) Coventry Development Plan (UDP), CCC, 2001 

1.5 Methodology 

1.5.1 General 

1.5.1.1 The methodology used in this Assessment follows the requirements of 

DMRB Volume 11, Section 3, Part 8 (June 1993). The Assessment 

examines the Scheme’s impact on the journeys people make within and 

around the Study Area as pedestrians (including ramblers), cyclists and 

equestrians. Impacts on local vehicular traffic have also been considered, 

and are discussed in detail in Volume 2 Part 13: Vehicle Travellers. 

1.5.1.2 To undertake this Assessment, the following key studies have been 

undertaken: 

 

 

 

Identification of existing and proposed journey routes, Public Rights 

of Way (PRoW) and important community facilities used by 

pedestrians and others; 

Assessment of changes in journey length and amenity and 

community severance; and, 

Consultation with statutory and non-statutory bodies. 

These are discussed further below. 

1.5.2 Identification of Existing and Proposed Journey Routes, Rights 

of Way and Important Community Facilities 

1.5.2.1 To assess the impact of the Scheme on pedestrians and others, the Study 

Area was examined for facilities such as PRoW, recreational facilities and 

community buildings used by the following community groups: 

 

 

 



Pedestrians and ramblers; 

Cyclists; 

Equestrians; and, 

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Vulnerable users (disabled, elderly and children). 

1.5.2.2 In addition, accidents involving pedestrians and others in the vicinity of 

Tollbar End roundabout have been examined. 

1.5.3 Assessment of Changes in Journey Length and Amenity and 

Community Severance 

1.5.3.1 Existing journeys made by pedestrians and others in the vicinity of the 

Scheme have been examined and the changes to journey length, amenity, 

safety, access and community severance predicted. 

1.5.3.2 As part of this Assessment, an origin/destination survey, known as the Non- 

Motorised Users (NMU) Survey was undertaken based on guidance within 

DMRB Volume 11, Section 3, Part 8. 

1.5.3.3 The NMU survey was carried out on Friday 30 September 2005, Saturday 1 

October 2005 and Sunday 2 October 2005 between 07:00 and 19:00 on 

each day. 

1.5.3.4 The NMU survey area is shown on Figure 12.2. The survey area covered 

all the designated footpaths and cycleways from Stivichall Junction, A45 

Stonebridge Highway and Tollbar End roundabout, which are situated 

along the route of the proposed Scheme. The survey area was divided into 

twenty-two sections to enable easy identification and counting of NMU 

during the survey. Observers, located in each of the twenty-two areas, used 

the ‘spot count’ survey method (as stated in DMRB Volume 3: Part 8) to 

manually count the number of pedestrians, cyclists and equestrians moving 

through the Study Area. 

1.5.3.5 It should be noted that the survey was only carried out for one weekend 

and one weekday and the results should therefore not be considered fully 

representative – use could vary over time, especially through the seasons. 

In addition, the weather conditions on the weekend were mainly cold and 

overcast with sporadic light showers. This may have had an effect on the 

survey results. 

1.5.3.6 The results of the survey are discussed in Section 2. 

1.5.4 Consultation 

1.5.4.1 Between November 2005 and July 2006, the following organisations were 

consulted to obtain information on pedestrians and others and community 

effects: 

 

 

 

 

 

SUSTRANS; 

Coventry Cyclists Touring Club (CTC); 

Coventry City Council (CCC); 

Warwickshire County Council; and, 

Warwick District Council. 



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1.5.4.2 Key issues relevant to pedestrians and others raised during the 

consultation are outlined below: 

 

 

 

 

SUSTRANS confirmed the need to ensure that pedestrian and cycle 

routes remained open during construction; 

SUSTRANS and Coventry CTC were content with NMU proposals 

at Tollbar End roundabout in principle, and accepted that it is 

difficult to provide crossing opportunities to Rowley Road / Siskin 

Drive with no traffic lights on these arms of the junction; 

Coventry CTC were concerned about the effect of the Scheme on 

links between residential areas and schools/workplaces within a five 

mile radius of the Scheme; and, 

During the initial consultation, the potential NMU arrangements to 

be provided on roads linking residential areas, schools and 

workplaces within the vicinity of the Scheme were queried. 

SUSTRANS enquired whether a bridge was to be provided to link 

Stonehouse Lane with the footpath leading to Rowley Road. 

1.5.4.3 In spring 2006, a further round of consultations was undertaken, and the 

following comments received: 

 

 

Concern was raised by Coventry CTC, SUSTRANS and CCC, 

regarding the proposed width of 2.5m for the joint-use footpath and 

cycleway. CCC, SUSTRANS and Coventry CTC all advised they 

would expect a 3m minimum width for shared cyclist/pedestrian 

facilities; and, 

The provision of adequate crossing facilities in the Siskin Drive area 

was queried by Coventry CTC and SUSTRANS, with particular 

concern regarding the safety of cyclists approaching Tollbar End 

roundabout from Siskin Drive in relation to the proposed slip road. 

1.5.4.4 The issues raised were considered in the design process and are 

discussed further in Section 3 of this report. 

1.5.4.5 In November 2006, a consultation meeting was organised between Hyder 

Consulting Ltd. and representatives of CCC, SUSTRANS, Coventry CTC 

and CTC Right to Ride. The main issues raised were those already 

mentioned in Section 1.5.4.3, and 

 

 

 

The possibility of providing a footbridge across the A45 Stonebridge 

Highway opposite Stonehouse Lane; 

The possible provision of sign-posting for NMU across Tollbar End 

roundabout; and, 

Improved access for cyclists at certain road entries. 

These issues were further considered within the design process. 

1.5.4.6 In addition to consultation with key stakeholders, discussions were 

undertaken with Jaguar Whitley regarding the proposed expansion of their 

site. The potential to amalgamate improvements to pedestrian and cyclist 

facilities was considered, and the following issues were raised: 



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Jaguar Whitley are proposing a new pedestrian route from their site 

into Stonebridge Meadows Local Nature Reserve (LNR); and, 

The potential to connect this to the footpath/cycleway that runs to 

the north of A45 Stonebridge Highway (i.e. along eastbound 

carriageway) with the proposed new route. 

1.5.5 Assessment of Effects 

1.5.5.1 To help clarify and quantify the effects of the Scheme, the Assessment 

methodology has applied significance criteria set out in the DfT Transport 

Analysis Guidance (TAG) using the Physical Fitness Sub-Objective TAG 

Unit 3.3.12 (June 2003) and the Severance Sub-Objective TAG Unit 3.6.2 

(June 2003). 

1.5.6 Physical Fitness 

1.5.6.1 The TAG Physical Fitness Sub-Objective measures the Scheme’s 

contribution to overall health from increased levels of physical activity 

through walking and cycling, with the minimum time that would lead to 

health benefits being 30 minutes. Within this guideline, there are four levels 

of benefit that can be considered: 

For new walk and cycle trips where journey times are below the 30 

minute threshold, there would be some minor health benefits; 

For new walk and cycle trips where journey times are above the 30 

minute threshold, there would be significant health benefits; 

 

 

For existing walk and cycle trips, where the journey time remains 

above the threshold, health benefits would be largely unchanged; 

and, 

For existing walk and cycle trips, where the journey time falls below 

the threshold, there would be some minor reductions in health 

benefits. 

1.5.6.2 Changes to journey times for pedestrians and cyclists using the footways / 

cycle paths in the vicinity of the Scheme have been assessed using 

methodology prescribed in DMRB Volume 11, Section 3 Part 8 (June 

1993). This is discussed in Section 4.2 below. 

1.5.7 Severance 

1.5.7.1 Changes in journey times or amenity for pedestrians and others may be 

such that they affect, adversely or beneficially, the degree to which a 

locality is subject to ‘community severance’. Community severance is 

defined as the separation of residents from facilities and services they use 

within their community, caused by new or improved roads or by changes in 

traffic flows. Severance may also be caused by the demolition of a 

community facility or the loss of land used by members of the public. 

1.5.7.2 Cyclists and equestrians are considered to be less susceptible to 

severance than pedestrians, because they can travel more quickly than 



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people on foot, although there may still be significant impact on these 

groups. 

1.5.7.3 Severance may be classified according to the following broad levels: 

 

 

 

 

None – little or no hindrance to pedestrian and others movement; 

Slight – all people wishing to make pedestrian and others 

movements would be able to do so, but there would be some 

hindrance to movement; 

Moderate – some people, particularly children and old people, are 

likely to be dissuaded from journeys on foot. For others, pedestrian 

journeys would be longer or less attractive; and, 

Severe – people are likely to be deterred from making pedestrian 

journeys to an extent sufficient to induce a reorganisation of their 

activities. In some cases, this could lead to a change in the location 

of centres of activity or to a permanent loss of access to certain 

facilities for a particular community. Those who do make journeys 

on foot would experience considerable hindrance. 

1.5.7.4 To carry out the Assessment, the following steps are required: 

 

 

 

Estimate the level of severance for the Do Minimum (i.e. without the 

construction of the Scheme)and Do Something (i.e. with the 

construction of the Scheme) scenarios in the opening year (2014); 

By comparison of the level of severance for the Do Minimum and Do 

Something scenarios, estimate the change in severance (reductions 

and increases) based on the impact categories in Table 12.1; and, 

Estimate the number of people likely to be affected by the changes 

in severance. 


Assessment of Change in Severance 

Do Something Severance Scenario 

Do Minimum Severance 

Scenario 

None Slight Moderate Severe 

None None Slight 

negative 

Moderate 

negative 

Large 

negative 

Slight Slight positive None Slight 

negative 

Moderate 

negative 

Moderate 

Moderate 

positive 

Slight positive None Slight 

negative 

Severe Large positive Moderate 

positive 

Slight positive 

None 

1.5.7.5 Severance should be assessed at a number of locations across a network. 

This is likely to lead to a range of Assessments. Some locations in a 

network may experience reductions in severance, whilst others may 

experience increases. Some locations may experience greater changes in 



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severance than others. For each level of change in severance, the numbers 

of people affected should be accumulated. The overall Assessment for the 

Scheme should then be based on the following guidelines (in each case, 

the Assessment is beneficial if severance is reduced, adverse if severance 

is increased): 

 

 

 

 

The overall Assessment is likely to be Neutral if increases in 

severance are broadly balanced by relief of severance; 

The overall Assessment is likely to be Slight where change in 

severance is slight or the total numbers of people affected across all 

levels of severance is low (e.g. less than 200 per day); 

The overall Assessment is likely to be Large where change in 

severance is large, and affects a moderate or high number of 

people or the total numbers of people affected across all levels of 

severance is high (e.g. greater than 1000 per day); and, 

The overall Assessment is likely to be Moderate in all other cases. 

1.5.7.6 The numbers of cyclists and/or equestrians likely to be affected should be 

examined and, if significant, a qualitative Assessment made as to whether 

the impact of severance is more or less severe than for pedestrians. 



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2 Existing Conditions 

2.1 Facilities 

2.1.1 Public Rights of Way 

2.1.1.1 At present, CCC does not have a definitive map to describe the existing 

footpaths and cycleways within and surrounding the Study Area. 

Information regarding the PRoW within the Study Area was obtained from 

the “Ramblers Map”, as provided by Coventry City Council. Data on cycle 

routes was obtained from the SUSTRANS website 

http://www.sustrans.org.uk, as accessed 25 September 2006) and CCC 

Cycle Map and Guide. 

2.1.1.2 Established footpaths and cycle routes within the Study Area are presented 

in Table 12.2 and shown on Figure 12.1. 


Established Paths and Cycle Routes within a 500m Radius of the Proposed Scheme 

PRoW 

Identification 

No. 

Type 

Location 

435-441 Footpath 

443 Footpath 

428 Footpath 

396 Footpath 

397 Footpath 

398 Footpath 

Series of footpaths from the A45 Stonebridge 

Highway across Baginton School Playing Fields 

towards A45 and B4110 London Road. 

Starts on southern edge of the A45 Stonebridge 

Highway, opposite Stonehouse Lane and extends 

directly south to meet Rowley Road. 

Extends in a loop from Stivichall Junction 

extending northwards along the A444 towards 

Black Prince Avenue. It then crosses over to Leaf 

Lane and continues south back toward Stivichall 

Junction. 

Runs northwest from the junction of Howes Lane 

and Mill Hill to the A45 Stonebridge Highway just 

west of Stivichall Junction. 

Extends west half way along footpath 396 toward 

Jacklin Drive, amongst the residential area of 

Finham. 

Extends east to west along A45 Stonebridge 

Highway between Stivichall Junction and the 

junction with Green Lane / A46 Kenilworth 

Bypass. 



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PRoW 

Identification 

No. 

None 

None 

Type 

Footpath 

and 

National 

Cycle 

Route 

Bridleway 

Location 

The route extends east, from A46 Kenilworth 

Bypass, alongside the west and eastbound 

carriageways of the A45 Stonebridge Highway 

toward Stivichall Junction. The footpath / national 

cycle route is then directed around the southwesterly 

corner of the junction where it forms a 

single route adjacent to the westbound 

carriageway of the A45 Stonebridge Highway, 

ending at Tollbar End roundabout. 

A footpath and National Cycle Route also exists 

adjacent to the eastbound carriageway of the A45 

Stonebridge Highway between Stivichall Junction 

and Tollbar End roundabout. 

Runs south from Fernside Avenue / Leaf Lane 

junction, across the northwest segment of 

Stivichall Junction roundabout via an overbridge. 

It passes through an underpass under the A45 

Stonebridge Highway then splits into two routes, 

either crossing the southwest segment of the 

roundabout via an overbridge to continue south 

alongside the A46 Kenilworth Bypass; or crossing 

over the A46 (utilising the southern overbridge of 

Stivichall Junction), then underneath the 

southeast segment of Stivichall Junction 

roundabout via an underpass to join the National 

Cycle Route extending east along the A45 

Stonebridge Highway. 

2.1.1.3 A number of footpaths and cycleways are present in the vicinity of the 

proposed Scheme. A series of footpath/cycle routes circumvent Tollbar End 

roundabout, utilising a series of Toucan crossings across the individual 

links/arms of the roundabout. Footway and cycleway routes run adjacent to 

both the north and south sides of the A45 Stonebridge Highway, and lead 

into those around Tollbar End roundabout. 

2.1.1.4 Cycleways adjacent to the A45 Stonebridge Highway form a link between 

the Stivichall and Finham areas to the west of the Scheme, and 

Stonebridge Trading Estate and Middlemarch Business Park toward the 

south-eastern end of the Scheme. 

2.1.1.5 A signed footpath and cycleway runs between Rowley Road and the A45 

Stonebridge Highway, to the west of the Tollbar End roundabout. 

2.1.1.6 There are also a series of footpaths/cycleways navigating Stivichall 

Junction, including two underpasses and overbridges linking Leaf Lane to 

A46 Kenilworth Bypass South and A45 Stonebridge Highway. The 

underpasses/overbridges also form part of the only bridleway within the 

Study Area. 



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2.1.1.7 Toucan crossings navigating Tollbar End roundabout provide specific 

facilities for vulnerable people (e.g. the elderly, disabled people and 

children), whilst the underpasses/overbridges traversing Stivichall Junction 

also support the provision of a bridleway. 

2.1.1.8 At present pedestrians are crossing the A45 Stonebridge Highway, where 

there are no pedestrian crossings. This may be due to it providing a ‘quick 

route access’ between the residences of Willenhall, the Stonebridge 

Trading Estate and to Footpath no. 443, despite the need to traverse the 

safety barrier in the middle of the highway. 

2.1.1.9 WCC and CCC provided the traffic accident data for this Assessment, for 

the period January 2001 to December 2005. It should be noted that the 

data examined in the NMU Assessment only represents accidents within 

the geographical area of the Scheme. However, the traffic accident 

information used in the Cost Benefit Analysis (COBA) uses a wider 

catchment area including other roads that are affected by the Scheme. 

2.1.1.10 Accident data (in the form of Personal Injury Accident reports collected by 

the Police between 2001 and 2005 inclusive) have been provided by the 

Warwickshire County Council Road Safety Intelligence Team. During this 

period, a total of 94 accidents were recorded within 100m of the Scheme 

footprint. 

2.1.2 Community and Commercial Facilities 

2.1.2.1 Key community facilities within the Study Area are listed in Table 12.3 and 

presented in Figure 12.3. The main commercial facilities have also been 

considered, as they are likely to provide start and end points of journeys for 

employees using footpaths and cycleways within the Study Area. 


Community Facilities within the Study Area 

Facility Location Address Comments 

Allotments 

Allotments 

Northwest of 

Tollbar End 

Roundabout 

Southwest of 

Stivichall 

Junction 

Statutory Allotments, 

Willenhall 

C/O Len Parnell, Coventry 

& District Allotments & 

Gardens Council Secretary 

Statutory Allotments, 

Baginton Mill Leisure 

Gardens 

C/O Len Parnell, Coventry 

& District Allotments & 

Gardens Council Secretary 

28 plots 

102 plots 

Retail Park 

Northeast of 

Tollbar End 

Roundabout 

Orchard Retail Park, 

London Road, Coventry 

CV3 4RP 

Comprises several 

commercial 

businesses 

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Facility Location Address Comments 

Trading 

Estate 

Southwest of 

Tollbar End 

Roundabout 

Stonebridge Trading 

Estate, Coventry CV3 4FJ 


commercial 

businesses 

Business 

Park 

South of 

Tollbar End 

Roundabout 

Middlemarch Business 

Park, Siskin Drive, 

Coventry CV3 4FJ 


commercial 

businesses 

Airport 

Southwest of 

Tollbar End 

Roundabout 

Coventry Airport 

Customer Services, 

Phoenix House, Coventry 

Airport South, Siskin 

Parkway West, Coventry 

CV3 4PB 

Hotel 

Adjacent to 

Tollbar End 

Roundabout 

The Glengary Guest 

House, 699-701 London 

Road, Tollbar End, 

Coventry CV3 4EX 

Contains bar and 

restaurant 

Hotel 

Southeast of 

Tollbar End 

Roundabout 

on A45 

London Road 

Holiday Inn Coventry 

(South), A45 London Road, 

Ryton-On-Dunsmore, 

Coventry CV8 3DY 

Falls just outside the 

500m Study Area 

Hotel Baginton The Old Mill, Mill Hill, 

Baginton, Coventry CV8 

3AH 

School Willenhall Baginton Fields School, 

Sedgemoor Road, 

Coventry CV3 4EA 

Public 

House 

Midland Air 

Museum 

Stivichall 

Rowley Road 

The Festival, Leaf Lane, 

Cheylesmore, Coventry 

CV3 5AQ 

Midland Air Museum, 

Baginton, Warwickshire, 

CV8 3AZ 

Roman Fort Baginton 

The Lunt Roman Fort, 

Coventry Road, Baginton, 

Warwickshire CV8 3AJ 

A partially 

reconstructed Roman 

Fort, established 

60AD and now a 

visitor attraction. 

2.1.2.2 Finham is situated between the A46 Kenilworth Bypass, Green Lane and 

the A45 Stonebridge Highway, southwest of Stivichall Junction. Finham is a 

small residential area in the outskirts of Coventry, which also comprises a 

library and Finham Park School. 

2.1.2.3 To the northwest of Stivichall Junction is the residential area of Stivichall. 

Stivichall lies to the west of the A444, north of Finham and south of 

Cheylesmore. The Festival public house is situated adjacent to the A45 



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Stonebridge Highway and a row of local commercial businesses are 

located along Fernside Avenue, including a nursery. 

2.1.2.4 A larger residential area of Willenhall is located to the north of Tollbar End. 

Several commercial businesses are located north along B4110 London 

Road, whilst Orchard Retail Park is situated directly northeast of the Tollbar 

End roundabout. 

2.1.2.5 Baginton Fields School is located on the western fringe of Willenhall and 

accessed from Sedgemoor Road. The playing fields extend west to meet 

the River Sowe and south to meet Stonebridge Highway, and are also used 

by King Henry VIII School. 

2.1.2.6 Situated on the southern edge of the playing fields are King Henry VIII 

School Sports Pavilion and one residential property (for the Caretaker). 

King Henry VIII School access the playing fields from the A45 Stonebridge 

Highway. 

2.1.2.7 Stonebridge Trading Estate lies to the west of Tollbar End roundabout, 

adjacent to, and south of, A45 Stonebridge Highway. The trading estate 

comprises several commercial businesses with the main access obtained 

from Rowley Road. 

2.1.2.8 Adjacent to the A45 London Road, directly southeast of Tollbar End 

roundabout is the Glengary Guest House and a row of residential 

properties. Several commercial businesses are also situated directly south 

of Tollbar End roundabout, between Siskin Drive and A45 London Road. 

2.1.2.9 Coventry city centre is located approximately 5km northwest of the 

Scheme. Many attractions are located within Coventry including Coventry 

Cathedral, Herbert Art Gallery and Museum, Coventry Transport Museum 

and a wide variety of shopping facilities. 

Public Transport 

2.1.2.10 The level of public transport accessibility has been considered in the vicinity 

of the Scheme. Willenhall is served by 12 bus services, as shown in Table 

12.4 (Route Numbers – 11, 13, 13A, 21, 21C, 21W, 570, 580, 737, 801, 15, 

54) 

2.1.2.11 There are six bus stops in the vicinity of Stivichall Junction, which are 

shown in Table 12.4 (Route Numbers – 2, 14, 15, 54, 538, and 539). 

2.1.2.12 A bus stop is also located in Montgomery Close on the B4110 London 

Road, to the north of the existing Tollbar End roundabout. 



Page 13 


March 2009


Public Transport Services within the Vicinity of the Scheme 

Service Operator Origin Via Destination Frequency 

Route 11 

Travel 

West 

Midlands 

Coventry 

City Centre 

Stonehouse 

Lane / Rowley 

Drive 

Willenhall 

30mins 

Route 13 

Travel 

West 

Midlands 

Willenhall Coventry Prologis 

Park 

12mins peak 

30mins evening / 

weekends 

Route 13A 

Travel 

West 

Midlands 

Willenhall / 

Binley 

Trading 

Estate 

N/A 

Prologis 

Park 

Approx 20mins 

during morning peak 

hours (Mon-Fri) 

Route 21 

Travel 

West 

Midlands 

Willenhall 

Coventry & 

Warwickshire 

Hospital, 

Stoney 

Stanton Road 

and Bell 

Green 

Wood End 

10mins during peak 

hours 

30mins during 

evening / weekends 

Route 21C 

Travel 

West 

Midlands 

Willenhall Cheylesmore / 

Coventry 

Wood End 

Approx every 60mins 

daytime (Mon-Fri) 

30mins evening / 

weekends 

Route 21W 

Travel 

West 

Midlands 

Wood End Bell Green, 

Stoney 

Stanton Road 

and Coventry 

& 

Warwickshire 

Hospital 

Middlemarch 

Business 

Park 

15 / 30mins during 

peak mornings (Mon 

– Fri) 

Restricted service 

operates between 

1430-1730 (Mon-Fri) 

Route 570 / 580 Mike De 

Courcey 

Travel 

Coventry 

Ryton, 

Stretton, 

Dunchurch 

Rugby 

Service operates at 

various intervals 

between 0715-1835 

(Mon –Sat) 

Route 737 

Mike De 

Courcey 

Travel 

Coventry Not specified Coventry 

Airport 

Hourly 

Route 801 

Travel 

West 

Midlands 

University 

of Warwick 

Finham, 

Whitley and 

Willenhall 

Walsgrave 

Hospital 

30mins 

Route 15 

Travel 

West 

Midlands 

Coventry 

City Centre 

Kenilworth 

Road & Green 

Lane 

Finham 

15mins peak 

30mins daytime 

Route 54 

Travel 

West 

Midlands 

Coventry 

City Centre 

Fenside, 

Finham, 

Green Lane 

Coventry 

60mins eve (Mon-Fri) 

60mins all-day sun 



Page 14 


March 2009

2.2.1.3 The main purpose for pedestrian and other users’ journeys on Friday and 

Saturday were to reach home or work. This trend is slightly altered on 

Sunday, when NMU facilities were predominantly used to reach home, or 

for recreational purposes. Footpaths and cycleways were also used to 

enable pedestrians and others to reach retail facilities, particularly on 

Saturday. 

2.2.1.4 In summary, the results of the survey indicate that there was no greater use 

of the pedestrian facilities, within the Study Area, on any one day. During 

the survey, 378 cyclists and 1104 pedestrians, of whom 9 were vulnerable 

users, passed through the Study Area. No equestrians were observed 

during the study. The busiest entry points were those around Stivichall 

Junction and Tollbar End roundabout. A relatively high proportion of NMU 

also used the footpaths/cycleways along the A45 Stonebridge Highway, 

particularly between Stonehouse Lane, Selsey Close and the entrance to 

the playing fields. 

2.2.1.5 However, compared to the numbers of vehicular traffic using Tollbar End 

roundabout, Stivichall Junction and the A45 Stonebridge Highway, the 

number of NMU recorded in the vicinity of the Scheme was low, and 

therefore of slight significance. 

2.2.1.6 Further details regarding the patterns of NMU movements are given below. 

Pedestrians 

2.2.1.7 In general, the number of pedestrians using the routes within the Study 

Area was approximately equal on each day of the survey. 

2.2.1.8 Interpretation of the NMU results have shown that: 

 

 

 

The busiest entry points during the survey period were those around 

Stivichall Junction and Tollbar End roundabout (Entry Points D, E and 

F at Stivichall Junction; entry points 1, 6, 12, 15 and 22 at Tollbar End 

roundabout). Along the A45 Stonebridge Highway, entry points 21 

and 31 were busiest (See Table 12.8, Appendix 12.1). The 12-hour 

average NMU volumes for the busiest entry points are detailed in 

Table 12.6 below; 

In general, the routes around Stivichall Junction were used for short 

journeys to enable NMU to negotiate crossing the junction. Journeys 

made using an entry point at Stivichall Junction also ended via exit 

points at Stivichall Junction; and, 

Similarly, NMU using entry points at Tollbar End roundabout also 

exited the Study Area via exit points at Tollbar End roundabout. 



Page 16 


March 2009


12-Hour Average NMU Volume at Busiest Survey Entry Points 

Study Area Entry Point NMU Volume 

Stivichall Junction 

D 39 

E 64 

F 26 

Tollbar End Roundabout 

1 20 

6 27 

12 22 

15 25 

22 76 

A45 Stonebridge Highway 

21 31 

31 50 

2.2.1.9 Other routes comparatively well used included: 

 

 

 



Entry point 62 at the western end of the A45 Stonebridge Highway. 

A total of 26 NMU used this entry point during the survey period; 

Entry point 24 is located to the west of Tollbar End roundabout. This 

entry point provides access to and from the southern edge of the 

Willenhall District. Of the 24 pedestrians utilising entry point 24 

during the survey period, 22 did so on the weekend; and, 

Entry points 3 and 4 are adjacent to each other and located on the 

A45 London Road, south of Tollbar End roundabout. NMU journeys 

made from these two entry points are generally short, exiting further 

south on A45 London Road, at Tollbar End roundabout and at exit 

point 15 on Rowley Road. 

2.2.1.10 Therefore, the survey showed that the greatest areas of NMU activity/ 

movement were across Stivichall Junction and at Tollbar End roundabout, 

which were used on a daily basis. Although there was less activity along 

the A45 Stonebridge Highway (full survey data is provided in Appendix 

12.1), the NMU facilities along the highway (particularly the south side and 

the eastern end of the north side) were still regularly used. 

Cyclists 

2.2.1.11 Cyclist movements recorded during the surveys indicate that: 

 

 

The routes within the Study Area were used equally on weekdays 

and weekends. However, the number of cyclists recorded on 

Saturday was lower than for the remainder of the survey (Friday, 

131; Saturday, 78; Sunday, 136); and, 

The distribution of cyclists and pedestrians using entry points and 

the ensuing route to exit point follow similar patterns (see Figures 

12.4 -12.9), indicating that NMU routes around Tollbar End 

roundabout and Stivichall Junction were the most heavily used. 

Page 17 


March 2009

Vulnerable Users 

2.2.1.12 Of the 1482 NMU recorded during the survey, 9 were vulnerable users. 

Although the survey results do not differentiate the number of vulnerable 

users, from the volume of NMU at each entry/exit point of the Study Area, 

the survey showed that the main purposes of vulnerable users’s journeys 

were to reach home, retail outlets or for recreational purposes. 

Equestrians 

2.2.1.13 The survey results indicate that equestrians do not frequently use the paths 

in the Study Area. Although no equestrians were observed during the 

survey, the presence of the established bridleway traversing Stivichall 

Junction would suggest there is (or used to be) equestrian activity in this 

area. However, the available data does not allow an Assessment to be 

made of its importance. 

2.3 Local Vehicle Traffic 

2.3.0.1 No detailed surveys were undertaken to establish local traffic movements in 

the vicinity of the Scheme. However, these movements would have been 

captured within the wider traffic survey carried out in 2003 for traffic 

modelling purposes. 



Page 18 


March 2009

3 Design and Mitigation 

3.1 General 

3.1.0.1 The purpose of this section is to briefly describe the main elements of the 

Scheme as they would relate to the potential impacts on pedestrians and 

others, and how they would be mitigated. 

3.1.0.2 An NMU Audit has been carried out during the Preliminary Design stage, 

and would continue to be reviewed during detailed design and construction 

of the Scheme, in order to ensure that the needs of pedestrians and others 

are fully considered. 

3.2 Operation 

3.2.0.1 In general, pedestrian and cyclist facilities would be improved throughout 

the length of the Scheme. Combined footpath/cycleways would be provided 

with an increased width of 3m. Pedestrians and cyclists would be separated 

by white lining along the paths. The location of pedestrian routes around 

the Scheme is shown in Figure 12.1. 

3.2.0.2 The existing footpaths/cycleways around Tollbar End roundabout would be 

completely replaced and updated to improve access across the 

roundabout. A new combined footpath/cycleway would be built on the 

inside of the new roundabout’s circulatory carriageway, and would be 

accessible from the B4110 London Road, the A45 London Road and from 

Siskin Drive. Pedestrian crossing points across the roundabout’s circulatory 

carriageway would be traffic signal controlled. 

3.2.0.3 To facilitate easier pedestrian and cyclist movement throughout the 

Scheme, new signage would be developed for Tollbar End roundabout 

during the detailed design stage. At this stage, it is proposed to utilise a 

system of signposts around the junction, to help NMU navigate the safest 

routes. The existing pedestrian traffic light control system (the Toucan 

lights) would continue in a slightly expanded form under the Scheme. 

3.2.0.4 Following discussion with CCC, Footpath 443 linking Rowley Road to the 

A45 Stonebridge Highway, would be removed by the Scheme, and closed 

by the Orders. Alternative available routes using Tollbar End roundabout 

are shown on Figure 12.10. 

3.2.0.5 In addition, the Rowley Road/ Siskin Drive junction would be re-modelled 

as a traffic signalised junction, which would allow a safer provision for 

pedestrians and cyclists using this diversion. 

3.2.0.6 The combined footpath/cycleway adjacent to the northern edge of the A45 

Stonebridge Highway would provide access from the B4110 London Road 

to Stonehouse Lane, Selsey Close, and the entrance to King Henry VIII 

School playing fields. The existing combined footpath/cycleway beyond this 

point (i.e. along the northern edge of the carriageway) toward Stivichall 



Page 19 


March 2009

Junction would be stopped up, and no replacement access would be 

included in the Scheme Orders. 

3.2.0.7 The footpath/cycleway adjacent to the south side of the A45 Stonebridge 

Highway would be extended to provide a pedestrian/cyclist link between 

Tollbar End roundabout and the footpath network at Stivichall Junction. A 

new pedestrian/cyclist footbridge would be built adjacent to the existing 

road bridge to improve the access over the River Sowe, and allow the 

combined footway to be extended safely. 

3.2.0.8 The lay-bys (2 no.) on either side of the A45 Stonebridge Highway would 

be permanently removed by the Orders, and would not be replaced. A new 

minor ‘field’ access would be provided for the tenant farmer to the 

Stonebridge Meadows Local Nature Reserve (LNR). 

3.2.0.9 Once established, the landscape mitigation planting and mounding would 

reduce the visual effect of the Scheme on NMU using the routes within the 

Study Area, particularly along the south side of A45 Stonebridge Highway 

(see Volume 2, Part 7 Landscape Effects). 

3.3 Construction Mitigation 

3.3.0.1 During the construction phase of the Scheme, the safety needs of 

pedestrians and others would be considered by segregating them from both 

vehicle and site traffic. Further mitigation measures would be developed 

within the Construction Environmental Management Plan (CEMP) (see 

Volume 2, Part 5, Disruption Due to Construction), to minimise potential 

disruption to pedestrians and others during the construction of the Scheme. 

3.3.0.2 The footpath/cycleway network at Tollbar End roundabout and along the 

A45 Stonebridge Highway would be directly affected during the Scheme 

construction. However, access across the roundabout would be maintained 

throughout the construction period. 

3.3.0.3 The construction of the River Sowe footbridge would require the temporary 

closure of the footpath and cycle route to the south of the A45 Stonebridge 

Highway (i.e. along the westbound carriageway). 

3.3.0.4 In both cases a number of temporary diversions would be required to 

maintain the accessibility of these routes. The temporary diversions 

required and the management of pedestrian/ cyclist movements would be 

discussed with the Planning and Transportation Division of CCC and 

included in the CEMP. 

3.3.0.5 Footpath 443, linking Rowley Road to the A45 Stonebridge Highway, would 

be stopped up by Scheme and a convenient alternative access would be 

provided. The footpath would be closed from the beginning of the 

construction activities. 

3.3.0.6 Public access to Stonebridge Meadows LNR would be provided in future 

through the adjacent Jaguar-Whitley site, as part of their proposed 

development. However, should the development plans for Jaguar-Whitley 

not be built according to current proposals, the footpath/cycleway along the 



Page 20 


March 2009

northern boundary of the A45 Stonebridge Highway could be continued 

from the entrance to the playing fields to the existing entrance point to the 

Local Nature Reserve. 

3.3.0.7 The bus stop at Montgomery Close on the B4110 London Road would have 

to be relocated during construction, and would therefore be permanently 

moved to a new location approximately 40m north along the B4110 London 

Road. The existing facilities would be retained at the new location. 



Page 21 


March 2009

4 Assessment of Effects 

4.1 Construction Effects 

4.1.0.1 Construction of the Scheme would primarily affect pedestrians and others 

using the footpaths and road network near to the works. However, during 

periods of traffic management, traffic may be diverted and cause temporary 

impacts to pedestrians and others using the road network further from the 

Scheme. Potential impacts on pedestrians and others would therefore have 

to be managed on a flexible basis during the construction period. 

4.1.0.2 During construction, access along the footpaths/cycleways within the 

vicinity of the Scheme would be maintained wherever possible. However, 

NMU may still be affected by construction activities, such as traffic 

management, operating construction vehicles, or the construction work 

itself. These impacts may include delays (e.g. waiting for construction 

vehicles to pass, longer routes), adverse conditions (i.e. possible mud on 

the footpath due to construction works) and potential increased sources of 

alarm to ridden horses (e.g. noise from construction vehicles). 

4.1.0.3 The sources of visual impacts on NMU during the construction period would 

result from the removal of existing vegetation and presence of earthworks, 

temporary lighting, signage, construction plant and machinery. There would 

be adverse visual impacts from footpaths directly affected by construction 

processes, and several footpaths in close proximity to the works would also 

suffer adverse visual impacts. NMU in the vicinity of structural works, in 

particular improvements at Tollbar End roundabout are likely to experience 

significant adverse visual effects associated with direct views to large 

machinery such as piling augers and other ancillary equipment. 

4.1.0.4 Footpath 443 currently links Rowley Road to the A45 Stonebridge Highway. 

During construction works, the footpath would be blocked for safety 

reasons, and would be permanently closed thereafter. Due to its current 

low usage, the consequential impact would be assessed as slight 

adverse, though it could be considered to be mitigated by a slightly longer 

walk around the land in question. 

4.1.0.5 The works to the Tollbar End roundabout would result in the modification of 

the pedestrian crossings and footpaths, cycleways and tracks in the area. 

Access across the roundabout would be maintained throughout the 

construction period and signage would be provided for NMU. These 

alternative accesses and crossings may result in slightly longer journey 

times. The resulting impact would be temporary slight adverse. 

4.1.0.6 A new footbridge over the River Sowe on the south side of the A45 

Stonebridge Highway, immediately east of Stivichall Junction, would be 

needed to allow the widening of the carriageway and re-routing of the 

existing combined footway and cycleway to avoid modifying the existing 

bridge. The separate footbridge specifically for the 3m wide combined 

cycleway / footway would be provided adjacent to and south of the existing 

River Sowe Bridge. 



Page 22 


March 2009

4.1.0.7 The construction of this footbridge would require the temporary closure of 

the footpath and cycle route that runs to the south of the A45 Stonebridge 

Highway. The closure would affect NMU travelling along the length of the 

A45 Stonebridge Highway. Access from Tollbar End roundabout to 

Stonebridge Trading Estate would not be impacted. A diversion via the 

Rowley Road would be available to pedestrians and other NMU and is 

shown on Figure 12.10. 

4.1.0.8 Table 12.7 shows the impact of the temporary diversion, which would result 

in an increased journey time of 10 minutes. Given the low number of NMU 

making the journey from Stivichall Junction to Tollbar End roundabout and 

the availability of an alternative route via Rowley Road, the impact of the 

closure would be temporary slight adverse. 


Predicted Changes in Journey Length and Times in 2011 – Temporary Closure of A45 

Footpath and Cycle Route 

Do 

Minimum 

Do 

Something 

Distance 

(km) 

Approx. 

increase in 

journey length 

(km) 

Approx. 

average 

time* (mins) 

2.7 32 

3.5 

0.8 

* 5km/hr speed used for people on foot 

42 

Approx. 

increase in 

journey time 

(mins) 

10 

4.2 Operational Effects 

4.2.1 Public Rights of Way and other NMU Routes 

4.2.1.1 There are four footpaths that would be directly affected by the Scheme. 

One is Footpath 443, which would be removed. In addition, the existing 

footpath/cycleway that runs to the north of the A45 Stonebridge Highway 

would be stopped up between the entrance to the King Henry VIII School 

playing fields and Stivichall Junction. The existing footpath/cycleway that 

runs to the south of the A45 Stonebridge Highway would also be moved 

slightly south via a new footbridge over the River Sowe, to relocate 

adjacent to the widened carriageway. Also the footpaths / cycleways / 

tracks in the vicinity of Tollbar End roundabout would be modified by the 

enlarged junction. 

4.2.1.2 Where the short stretch of ‘Cyclists Only’ path accesses the A46 Coventry 

Eastern Bypass north-east of the Tollbar End roundabout, the entry to the 

carriageway would be tapered to facilitate a safer access for cyclists 

entering the carriageway. 

4.2.1.3 The combined footpath/cycleways around Tollbar End roundabout would be 

designed as 3m wide segregated facilities to facilitate both pedestrians and 

cyclists. The Tollbar End roundabout traffic light controls would include 

phasing to allow safe pedestrian access across the carriageways. 



Page 23 


March 2009

4.2.1.4 The track through the centre of the existing roundabout and the pedestrian / 

cyclist crossing of the A46 Coventry Eastern Bypass westbound on slip 

would be removed. A 3.0m wide footpath / cycleway would be provided on 

the inside of the roundabout of the Tollbar End Junction. Four signalised 

crossings would be provided: near Siskin Drive, at the A45 London Road, 

at the A45 Stonebridge Highway off-slip, and at the B4110 London Road. 

The footpath / cycleway on the roundabout and the signalised crossings 

would provide for all movements with minimal increases in journey times. 

4.2.1.4 The changes in the facilities at the roundabout would provide improved 

crossings at the Rowley Road and Siskin Drive Crossing than the current 

facilities. 

4.2.1.5 However the removal of the crossing at the A46 Coventry Eastern Bypass 

on slip and the track through the centre of the roundabout would slightly 

increase journey times. The approximate increase in journey time has 

been assessed to be less than 1 minute. This has assessed to be slight 

adverse. 

4.2.1.4 A minimum of two additional footpath accesses would be provided from the 

combined footpath/cycleway on the south side of the A45 Stonebridge 

Highway to the Stonebridge Trading Estate. 

4.2.1.5 The closure of Footpath No. 443 would impact upon users on a permanent 

basis. However, no significant impact is expected, as the level of usage on 

both routes is currently very low, and an increase in journey time of 1 

minute and 12 seconds is considered to be of low significance (see Table 

12.7). 

Table 12.7 Predicted Changes in Journey Length and Times in 2011 – Removal of Footpath 443 

Distance 

(km) 

Approx. 

increase in 

journey length 

(km) 

Approx. 

average 

time* (mins) 

Approx. 

increase in 

journey time 

(mins) 

Do 

Minimum 

Do 

Something 

0.248 1.2 

0.486 

0.238 

* 5km/hr speed used for people on foot 

2.4 

1.2 

4.2.1.6 The changes to the A45 Stonebridge Highway would prevent pedestrians 

from crossing the A45 between Stonehouse Lane and Footpath 443, and 

lead them to use the crossing points provided at Tollbar End roundabout. 

The current crossing of the A45 Stonebridge Highway is not a designated 

crossing point, and as such the change in journey times has not been 

calculated. The prevention of this ‘short-cut’ across the A45 Stonebridge 

Highway would, however, confer a significant safety benefit for pedestrian 

usage. 



Page 24 


March 2009

4.2.2 Amenity Value of PRoW and Other Routes 

4.2.2.1 The effects of the Scheme on the amenity value, in terms of the views from 

the PRoW within the Study Area, have been evaluated in Volume 2 Part 7: 

Landscape. That report also illustrates views from PRoW in the wider area 

around the Scheme. Existing views from the PRoW are described and then 

views in the winter for Year 1 (one year after opening) and Year 15 (fifteen 

years after opening) are presented. In addition, views from PRoW in the 

summer for Year 15 are also discussed. For Year 1 and Year 15, the views 

described assume the Scheme has been constructed and planting and 

mounding measures have been implemented. The majority of PRoW would 

not experience any discernible change in views as a result of the proposed 

Scheme. As part of the Scheme improvements, new signage would be 

placed at key locations on and around Tollbar End roundabout, clearly 

indicating pedestrian and cyclist routes and possible destinations across 

the junction. 

4.2.2.2 This would provide a slight benefit on the existing situation. 

4.2.3 Community Facilities 

4.2.3.1 One community facility would be lost as result of the Scheme, namely the 

Glengary Guest House, located on the A45 London Road, southeast of the 

Tollbar End roundabout. The guest house would be demolished during 

construction to facilitate the increased diameter of the new roundabout 

layout and the proposed westbound off-slip for the A46 Coventry Eastern 

Bypass. The impact of this property loss is assessed as being of ‘slight 

significance’ within the overall Scheme, as described in Volume 2 Part 11: 

Land Use, and would therefore have a minor adverse impact. 

4.2.3.2 Bus services would be positively impacted by the Scheme with the 

provision of traffic lights on the B4110 arm of the roundabout. This would 

allow improved bus access to the roundabout and reduced queuing times 

during peak hours. During the construction phase, the bus stop adjacent to 

Montgomery Close would have to be relocated, which would have a 

negligible impact. At completion of the construction works this bus stop 

would be permanently relocated some 40m north of its current location, 

again with resulting negligible impact. Overall, it has been assessed that 

there would be a slight positive impact on local bus services. 

4.2.3.3 Overall, the Scheme would have a minor adverse impact on community 

facilities. 

4.2.4 Physical Fitness 

4.2.4.1 The Scheme does not create any new footpaths, cycle routes or bridleways 

(although there would be minor alternations to existing routes). However, 

one footpath (No. 443) would be closed permanently. In addition, the 

unnamed footpath/cycleway along the southern side of the A45 

Stonebridge Highway would be extended to link Tollbar End roundabout to 

the footpath network at Stivichall junction, whilst the unnamed 



Page 25 


March 2009

footpath/cycleway along the northern side of the A45 Stonebridge Highway 

would be shortened. 

4.2.4.2 The closure of Footpath 443 would slightly increase journey lengths by up 

to 0.24km for pedestrians and others travelling from Rowley Road to the 

A45 Stonebridge Highway. This would lead to an increase in journey time 

of approximately 1 minute and 12 seconds for pedestrians walking this 

route, as shown in Table 12.7. The minimum total journey time required to 

provide any health benefit is assessed to be 30 minutes. Although the 

closure of Footpath 443 would increase the average total journey time 

between Rowley Road and the A45 Stonebridge Highway, it would only be 

raised to 2 minutes and 24 seconds. This is considered to be of low 

significance. Therefore, the increased journey time would not be significant, 

and the effect of the Scheme on physical fitness would be neutral. 

4.2.5 Severance 

4.2.5.1 As identified in Section 4.2.3, one community facility would be lost as a 

result of the Scheme, namely the Glengary Guest House, which would be 

demolished. Apart from this building, access to all other facilities within the 

immediate vicinity of the Scheme would be maintained. Public transport 

services would remain accessible, with the relocation of the bus stop to the 

north of the Tollbar End roundabout (at Montgomery Close). Therefore, the 

Scheme would have an overall neutral effect with no resulting severance to 

community facilities. 



Page 26 


March 2009

5 Summary 

5.0.0.1 Four footpaths / cycleways / tracks would be directly affected by the 

Scheme. 

 

 

 

 

Footpath 443 would be stopped up, and a convenient diversion would 

be provided; 

The unnamed footpath/cycleway along the south side of the A45 

Stonebridge Highway, would be realigned and temporarily closed 

during the works, and extended to connect to the footpath network at 

Stivichall Junction; 

The unnamed footpath / cycleway along the north side of the A45 

Stonebridge Highway would connect Tollbar End roundabout to the 

King Henry VIII School playing fields north of the Scheme. The 

remaining section of this footway would be stopped up; and, 

Unnamed footpaths / cycleways / tracks in the vicinity of Tollbar End 

roundabout would be modified by the enlarged junction. The crossing 

at the A46 Coventry Eastern Bypass on slip and the track through the 

centre of the roundabout would be removed. A footpath / cycleway 

around the roundabout would be provided with pedestrian / cyclist 

crossings to cater for all NMU movements. 

The considered impact on these footpaths is slight adverse. 

5.0.0.2 Once operational, the Scheme would be accessible by pedestrians and 

cyclists. 

5.0.0.3 The impact of the Scheme on pedestrian and cyclist views would be limited 

or slight, as the majority of routes used by NMU within the Study Area 

would not experience any significant change. However, there would be a 

slight improvement to amenity in terms of additional signage of pedestrian 

and cyclist routes around Tollbar End roundabout, and there would be an 

improvement in road safety arising from the prevention of short-cutting 

across the A45 Stonebridge Highway opposite Footpath 443. As such the 

overall effect of the Scheme on amenity would be a slight benefit. 

5.0.0.4 The Scheme does not sever other existing local routes, particularly to 

community facilities. Existing travel patterns would not be adversely 

affected and a reduction in traffic levels along local routes resulting from the 

operation of the Scheme should not adversely affect the amenity and safety 

of these routes for pedestrians and others. Therefore, the Scheme would 

have a neutral effect on severance. 

5.0.0.5 Bus services would be positively impacted by the Scheme with the 

provision of traffic lights on the B4110 London Road arm of the roundabout. 

This would allow improved access to the roundabout and reduced queuing 

times during peak hours. During the construction phase, and permanently 

thereafter, one bus stop would be relocated some 40m away from Tollbar 

End roundabout, which would have a negligible impact. 



Page 27 


March 2009

5.0.0.6 In terms of health benefits the Scheme does not create any new PRoW, 

cycle routes or bridleways. The temporary closure of the A45 Stonebridge 

Highway footpath and cycle route along the eastbound carriageway would 

result in a temporary slight adverse impact. The realignment of the 

footpath/cycleway with the provision of the new River Sowe footbridge 

would not lead to any significant changes in time or distance for users of 

that route. The closure of Footpath 443 and provision of a permanent 

diversion would slightly extend journey times for users wishing to use this 

route. However, the slight increase and the temporary closure of the A45 

footpath would be of minor significance. Therefore, overall, the Scheme 

would have a neutral effect on public health. 

5.0.0.7 During construction, access along all affected routes would be maintained 

by measures such as traffic management, temporary diversions, 

management of user movements and signage for affected routes. Access 

to public transport facilities would also be maintained, with a temporary bus 

stop installed close to Montgomery Close. The CEMP prepared for the 

Scheme prior to the commencement of construction work, would detail the 

mitigation measures to be taken to reduce potential impacts on pedestrians 

and others. 

5.0.0.8 Overall, it is considered that the Scheme would have a slight adverse 

effect on pedestrians, cyclists and other non-motorised road users. 



Page 28 


March 2009

6 References 

Department for Transport. Design Manual for Roads and Bridges, Volume 

5, Section 2, Part 5. Non-Motorised User Audits. 

Department for Transport. 2005. Design Manual for Roads and Bridges. 

Volume 11, Section 3, Part 8. Pedestrians and Others and Community 

Effects. 

Highways Agency. 2000. Encouraging Sustainable Travel: Highways 

Agency Strategic Plan for Accessibility. 

Department for Transport: Transport Analysis Guidance (TAG) using the 

Physical Fitness Sub-Objective TAG Unit 3.3.12 (June 2003) and the 

Severance Sub-Objective TAG Unit 3.6.2 (June 2003). 

Coventry City Council. 1993. City of Coventry Unitary Development Plan 

Warwickshire County Council. 2000. A Strategic Plan for Warwickshire 

(2002 – 2005). 

Warwickshire County Council. 2005. (Draft) Countryside Access and Rights 

of Way Improvement Plan (2006 –2016) (CAROWIP). 

Warwickshire County Council. 1995. Warwick District Local Plan (1996 – 

2011). 

Warwickshire County Council. 2006. Warwickshire Local Transport Plan 

(2006). 

Warwickshire County Council. 2001. Warwickshire Structure Plan (1996 – 

2011). 



Page 29 


March 2009

Appendix 12.1 

NMU Survey Data 



Page A1 


March 2009

Table A.1 

NMU Survey Data - Summary of Total Non Motorised User Volume by Entry Point (for 

Weekdays and Weekends) 

Friday 30.09.05 

Saturday 01.10.05 

Sunday 02.10.05 

Total NMU 

NMU Volume 



Entry Point Pedestrian Cyclists Pedestrian Cyclists Pedestrian Cyclists 

I 6 1 5 0 11 1 24 

H 4 2 2 0 4 0 12 

G 13 2 10 0 23 6 54 

F 21 17 24 0 7 9 78 

E 30 29 35 6 65 26 191 

D 19 21 32 2 32 12 118 

C 4 4 11 4 11 1 35 

B 0 0 4 0 2 0 6 

A 0 0 2 0 4 0 6 

62 4 7 7 3 2 3 26 

61 0 0 0 0 0 0 0 

60 0 0 0 0 0 0 0 

59 0 0 0 0 0 0 0 

58 0 0 0 0 0 0 0 

57 0 0 0 0 0 0 0 

56 0 0 0 0 0 0 0 

55 0 0 0 0 0 0 0 

54 0 0 0 0 0 0 0 

53 0 0 0 0 0 0 0 

52 1 0 0 0 0 0 1 

51 0 0 0 0 0 0 0 

50 0 0 0 0 0 0 0 

49 0 0 0 0 0 0 0 

48 0 0 0 0 0 0 0 

47 0 0 0 0 0 0 0 

46 0 0 0 0 0 0 0 

45 0 0 0 0 0 0 0 

44 0 0 0 0 0 0 0 

43 0 0 0 0 0 0 0 



Page A2 


March 2009

Friday 30.09.05 



Total NMU 





42 0 0 0 0 0 0 0 

41 0 0 0 0 0 0 0 

40 0 0 0 0 0 0 0 

39 0 0 0 0 0 0 0 

38 0 0 0 0 0 0 0 

37 0 0 0 0 0 0 0 

36 0 0 0 0 0 0 0 

35 0 0 0 0 0 0 0 

34 1 0 0 0 1 0 1 

33 0 0 0 0 0 0 0 

32 0 0 0 0 0 0 0 

31 21 40 15 1 70 2 149 

30 0 0 0 0 1 0 1 

29 0 0 0 0 0 0 0 

28 0 0 0 0 0 0 0 

27 1 0 0 0 6 0 7 

26 0 0 0 0 8 1 9 

25 0 0 0 0 8 0 8 

24 2 0 0 0 22 0 24 

23 21 1 6 3 6 3 40 

22 49 14 88 18 28 30 227 

21 38 6 36 4 9 0 93 

20 0 0 0 0 0 0 0 

19 0 0 0 0 0 0 0 

18 0 0 0 0 0 0 0 

17 0 0 0 0 1 0 1 

16 0 0 0 0 5 0 5 

15 19 7 16 10 15 7 74 

14 0 0 0 0 2 0 2 

13 1 0 1 0 2 8 12 



Page A3 


March 2009

Friday 30.09.05 



Total NMU 





12 34 6 19 1 5 1 66 

11 1 0 0 0 1 0 2 

10 1 0 0 0 0 0 1 

9 1 0 0 0 0 0 1 

8 4 0 0 0 4 0 8 

7 1 1 3 0 3 0 8 

6 23 4 18 12 9 15 81 

5 4 1 4 0 0 0 9 

4 10 0 2 0 5 0 17 

3 3 0 13 0 0 0 16 

2 0 0 2 0 2 0 4 

1 11 0 9 15 14 11 60 

Layby Only 0 0 4 0 0 0 4 



Page A4 


March 2009

10_Volume-2-Part 12 - Hyder Consulting

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