Metro Wolverhampton City Centre Extension (WCCE) …1 Draft v.1 Transport Assessment Report SG PR...

Transportation

Centro May 2014

Metro – Wolverhampton City Centre Extension (WCCE) – Transport Assessment

Prepared by: ............................................................. and: ........................................................................ Chris Carter Adrian Whiteman Senior Transport Planner Senior Consultant Checked by: ............................................................. Verified by: ........................................................................ Sarah Guest Alan Crawford Associate Director Regional Director Approved by: ............................................................. Paul Robbins Associate Director Metro – Wolverhampton City Centre Extension (WCCE) – Transport Assessment

Rev No Comments Checked by Approved by

Date

1 Draft v.1 Transport Assessment Report SG PR 20.12.13

2 Draft v.2 Transport Assessment Report SG PR 14.02.14

3 Draft v.3 Transport Assessment Report AW 29.02.14

4 Draft v.4 Transport Assessment Report AW 13.05.14

Colmore Plaza, Colmore Circus Queensway, Birmingham, B4 6AT Telephone: 0121 262 1900 Website: http://www.aecom.com Job No 60274057/M001.017 Reference WCCE-HRP-005/C04 Date Created May 2014 This document has been prepared by AECOM Limited for the sole use of our client (the “Client”) and in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AECOM Limited and the Client. Any information provided by third parties and referred to herein has not been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of AECOM Limited. \\ukbhm2fp001\ukbhm2fp001-v1tp\tp\project\traffic - wolverhampton city centre metro extension\5 - design\5.14 - reports and notes\reports\transport assessment\draft v4 wcce transport assessment for issue.docx

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

2 Planning Policy and Context ............................................................................................................................................ 6

3 Existing Conditions......................................................................................................................................................... 12

4 Proposed WCCE Alignment ........................................................................................................................................... 26

5 Impact Assessment: Traffic ........................................................................................................................................... 33

6 Impact Assessment: Bus and Coach ............................................................................................................................ 42

7 Impact Assessment: Non-Motorised User .................................................................................................................... 45

8 Impact Assessment: Railway Station ............................................................................................................................ 49

9 Impact Assessment: Taxi ............................................................................................................................................... 51

10 Impact Assessment: Loading, Servicing and Access.................................................................................................. 53

11 Impact Assessment: Parking ......................................................................................................................................... 57

12 Environmental Considerations ...................................................................................................................................... 59

13 Management of Construction Traffic ............................................................................................................................. 62

14 Summary and Conclusions ............................................................................................................................................ 64

Table of Contents

1 Introduction

AECOM Metro – Wolverhampton City Centre Extension (WCCE) – Transport Assessment 2

Capabilities on project:

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1.1 Introduction

AECOM Ltd has been commissioned by Centro to provide transport consultancy services for the proposed Wolverhampton City

Centre Extension (WCCE) to Midland Metro Line 1. The scheme is being brought forward in partnership between Centro and

Wolverhampton City Council (WCC). It is currently anticipated that the scheme will open in 2018.

The Midland Metro Line 1 currently operates between Birmingham Snow Hill and Wolverhampton City Centre, terminating at

Bilston Street. The proposed WCCE route will extend the Midland Metro route in Wolverhampton from Bilston Street to

Wolverhampton Rail Station via Piper’s Row and Railway Drive. The existing St George’s stop at Bilston Street will continue to

be used by some services, with additional stops provided on Piper’s Row adjacent to the bus station, and at Wolverhampton Rail

Station.

The location of the scheme is illustrated in Figure TA 1 below

Figure 1.1 WCCE Proposed Route

.

WCCE will deliver the integration of public transport in Wolverhampton, and the improvement of connectivity between strategic

centres, by the integration of bus, rail and tram.

1 Introduction



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This report forms a Transport Assessment (TA) in support of the Transport and Works Act (TWA) Order. The purpose of the TA

is to identify and assess the potential impact of the proposed WCCE on all modes of transport and travel.

1.2 Background

As set out above, the Midland Metro Line 1 currently operates between Birmingham Snow Hill and Wolverhampton City Centre,

terminating at Bilston Street in Wolverhampton. In addition to WCCE, the Birmingham City Centre Extension (BCCE) scheme will

provide a continuation of the route from Birmingham Snow Hill to Birmingham New Street. BCCE will also deliver a new tram

fleet, enhancing the capacity of each vehicle from 150 to 200 passengers. Coupled with an increased frequency of service to one

tram every six minutes, this will increase service capacity by 40%. This scheme was granted Department for Transport (DfT)

Programme Entry in February 2011, and is due for completion in March 2015.

Midland Metro Line 1 is highly successful, enjoying annual patronage levels of over 5 million, and taking an estimated 1.2m car

journeys off the road. Due to this success, Centro and the West Midlands Passenger Transport Executive (WMPTE) are

promoting the extension of the existing Metro Network in the West Midlands. Delivery of the WCCE will improve the penetration

of Midland Metro into Wolverhampton City Centre, and provide greater integration of the public transport network by providing

more direct interchanges with the bus and rail stations.

Centro, in partnership with WCC, Walsall and Sandwell Metropolitan Borough Councils, has developed a further route extension

through Wolverhampton, Wednesfield, Willenhall, Walsall and Wednesbury, known as the 5Ws. WCCE will facilitate the future

construction of this by providing the initial phase of the route from Bilston Street to Wolverhampton Rail Station.

WCCE will complement recent investment in Wolverhampton City Centre, notably the Wolverhampton Interchange Project (WIP).

WIP is a major development project designed to enhance public transport provision for Wolverhampton, as well as providing new

residential, commercial and retail development. WIP has delivered a new bus station with 19 stands, and will provide a new rail

station building with a 1,000 space car park, replacing the existing 477 space car park. WCCE will enhance integration of the

public transport network through provision of new tram stops at both the bus and rail stations.

1.3 Report Structure

Following this introduction, the TA is structured as follows:

- Chapter 2: Review of current policy and guidance: – A review of national and regional transport and land use planning

policy is undertaken to set out how the proposed WCCE fits with these policies.

- Chapter 3: Existing conditions – This chapter sets out existing conditions for relevant transport modes and users. Vehicular

movements, pedestrian/cyclist movements, public transport routes and servicing arrangements have all been reviewed to

understand current baseline transport conditions.

- Chapter 4: Proposals – The WCCE proposals are described in detail, including identification of route proposals and stop

locations and related highway and junction changes.

- Chapter 5: Impact Assessment: Traffic – The Reference case (Without WCCE) and Do Something (With WCCE) scenarios

are compared to identify the potential impact of the WCCE on the highway network in terms of highway alignment and traffic

congestion. The impact of WCCE has been isolated by including other committed schemes, such as the WIP redevelopment

of the rail station, including change of access, and the reversal of one-way traffic on Queen Street, in a Reference case (With

development, Without WCCE) scenario.

- Chapter 6: Impact Assessment: Bus and Coach – The potential impact of the WCCE on bus and coach operations is

considered.

- Chapter 7: Impact Assessment: Non-Motorised User – The potential impact of the WCCE on pedestrian and cyclist

movements and facilities is considered.

- Chapter 8: Impact Assessment: Railway Station – The potential impact of the WCCE on rail facilities is considered.

- Chapter 9: Impact Assessment: Taxis – The potential impact of the WCCE on taxi operations is been considered.



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- Chapter 10: Impact Assessment: Servicing and Access – The potential impact of the WCCE on servicing and access is

considered. This includes loading requirements for servicing shops as well as access for refuse collection and emergency

vehicles.

- Chapter 11: Impact Assessment: Parking – The potential impact of the WCCE on both on-street and off-street parking in

the vicinity of the proposed route is considered.

- Chapter 12: Environmental Considerations – An overview of environmental considerations which could arise from the

transport impacts of WCCE is set out.

- Chapter 13: Construction Traffic Management – The traffic impact of WCCE during the construction phase has been

considered along with potential mitigation measures which could be included in construction management plans.

- Chapter 14: Summary and Conclusions.

2 Planning Policy and Context



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2.1 Introduction

This section of the report discusses the planning policies which are relevant to the proposed WCCE. The policy environment has

changed significantly in recent years with the introduction of the Localism Act in 2011, and the National Planning Policy

Framework (NPPF) in March 2012. Changes have included the abolition of the Regional Spatial Strategies and the replacement

of Local Development Frameworks (LDF) with Local Plans.

Planning legislation states that planning applications must be determined in accordance with the “Development Plan” unless

material considerations indicate otherwise. The Wolverhampton Local Plan forms the Development Plan under which WCCE

should be considered and includes:

- The Black Country Core Strategy (adopted February 2011).

- Saved Unitary Development Plan (UDP) policies.

- Various Supplementary Planning Documents (SPD).

The Wolverhampton City Centre Area Action Plan (AAP) is currently being developed and will form part of the Local Plan.

Additionally, there are a number of local and national transport planning policy and guidance documents which are relevant to the

WCCE project and are discussed in this chapter.

2.2 Local Policy Context

As previously stated, the Wolverhampton Local Plan includes the Black Country Core Strategy, saved UDP policies and SPDs,

and forms the Development Plan against which planning applications must be determined, unless material considerations dictate

otherwise. Whilst this TA is in support of a TWA Order, rather than a planning application, the Local Plan is still considered to be

relevant to the consideration of WCCE in terms of policy.

2.2.1 Black Country Core Strategy 2011-2026

The Core Strategy sets out how the Black Country should look in 2026 and establishes clear directions for change to achieve this

transformation. The Core Strategy is a spatial plan which addresses a wide range of activities and interventions that are required

to create sustainable communities across the whole of the Black Country. It provides a clear spatial or locational dimension to the

regeneration and renaissance of the area, addressing its economic, transportation, social infrastructure and environmental

needs, whilst reducing its carbon footprint and helping to tackle climate change. Due to the strategic location of the Black Country

at the heart of the region, the Core Strategy has been prepared in the context of spatial and economic relationships with adjacent

areas, including Birmingham.

The Core Strategy sets out a number of Spatial Objectives. WCCE will contribute to the delivery of many of these objectives, with

Objective 7 being the most relevant. Objective 7 is

“A first-class transport network providing rapid, convenient and sustainable links between the Strategic Centres, existing

and new communities, and employment sites. To include an enhanced, integrated public transport system, including

walking and cycling routes with strong links to the green infrastructure network. Improvements to the national M5 and M6

motorways network and freight railway network will help deliver better connectivity to Regional and National networks.”

WCCE will improve the coverage of the Midland Metro in the Wolverhampton Strategic Centre, as well as improving the

connection with West Bromwich, another Strategic Centre on the Midland Metro Line 1, and Birmingham. In providing improved

links between tram and bus and tram and rail modes, it will enhance the integration of the public transport system.

Policy TRAN1 identifies priorities for the development of the transport network to achieve Spatial Objective 7. Improvements to

Midland Metro Line 1, including the WCCE project are identified as key transport priorities, along with the WIP which has partly

been delivered. A strategic public transport “spine” comprising high quality reliable, fast and high capacity rapid transit between

the strategic centres including West Bromwich, Wolverhampton and Birmingham is considered a crucial element of the Core

2 Planning Policy and Context



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Strategy. The need to improve integration between rail, metro and bus, as will be delivered by WCCE, has been identified as

important.

2.2.2 Wolverhampton City Centre Area Action Plan (AAP)

The Wolverhampton City Centre AAP is being prepared and will become an SPD and thus part of the Local Plan. AAPs are local

development documents focused upon specific locations or areas subject to conservation or significant change. AAPs can:

- Deliver planned growth areas.

- Stimulate regeneration.

- Protect areas particularly sensitive to change.

- Resolve conflicting objectives in areas subject to development pressures.

- Focus the delivery of area-based regeneration schemes.

The AAP itself is yet to be published, but the scope expressly includes the bus and rail stations, which fall within the WCCE study

area. A Scoping Report for the Sustainability Appraisal of the AAP was published in September 2010. This identifies the issues

and opportunities faced by the area, against which to evaluate the AAP policy itself. The key transport and accessibility issues

identified are:

- Accessibility: Local accessibility issues for people who experience social exclusion. Issues related to personal security, cost,

lack of easy to understand travel information and reliability of service.

- Road traffic: Growth in car use is leading to increased congestion during certain periods of the day, with associated issues

related to, for example, poor air quality, increased noise pollution, health issues, poor quality of the public realm and increased

greenhouse gas emissions.

- Congestion: Some roads in Wolverhampton are prone to congestion problems due to one-person cars travelling into the city

centre. This can also affect the quality of public transport provision.

WCCE will address accessibility issues through providing an enhanced, integrated public transport network. WCCE aims to

increase patronage and will consequently result in fewer vehicles on the roads than would be present in the absence of the

scheme. This will address congestion and road traffic issues, with any negative impacts on traffic capacity addressed in this TA.

2.2.3 Planning for Sustainable Communities SPD (May 2008)

As stated earlier in this chapter, SPDs sit below the Core Strategy within the Local Plan. This SPD is prepared by WCC as an

evaluation tool and guidance for promoters of major developments to consider the sustainability of their proposals. It therefore

follows that schemes which improve accessibility in line with the aims of the SPD will enhance the sustainability of the

communities which they serve. The relevant key themes of the document are summarised below:

- An ideal sustainable community is well connected with good transport services and communication linking people to jobs,

schools, health and other services.

- People should be able to reach facilities they need by more sustainable modes of transport, encouraging walking and public

transport use as alternatives to the private car.

- The economic viability of an area is dependent on the improvement of mobility and accessibility.

- Secondary objectives for the SPD related to available and convenient public transport links to trains, bus or tram.

- Important considerations to ensure that a development is in accordance with the objectives of the SPD include the walking

distance to principal public transport links.

WCCE contributes to improving sustainable communities in accordance with the SPD through improving public transport

accessibility, integration, connectivity and coverage.

2.2.4 Towards a World Class Integrated Transport Network (April 2013)

In 2010, Centro published the “Integrated Public Transport Prospectus”, intended to provide a 20 year vision for the expansion of

public transport designed to support sustainable regeneration and growth. This document was updated in 2013 to include a wider



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narrative on the critical roles of highways, freight, cycling, walking and land use planning to enable promotion of a truly integrated

transport system, with an increased emphasis on transport infrastructure boosting economic activity.

The aim of the prospectus is, “a prosperous, healthy, inclusive and sustainable West Midlands, served by a world class transport

network. Such a network will be customer focused, offer excellent local connectivity and easy access across the West Midlands,

so that people can reach jobs, skills and the range of services and leisure opportunities they demand for a high quality of life.”

With the extended economic geography of the West Midlands travel to work area, there needs to be a more extensive, high

capacity, fast, rail and rapid transit network serving the centres and major employment zones together with the main growth

centres and regeneration areas. This needs to be complemented by an effective and efficient high capacity local bus network.

WCCE contributes to this by providing greater rapid transit penetration into Wolverhampton City Centre and providing improved

connections and integration with both bus and rail networks.

Metro development is considered critical to underpin the whole Black Country sub-regional development strategy of growth in

four strategic centres, including Wolverhampton, and their connecting transport corridors. It is considered to have a number of

key benefits for high volume corridors, including the following which will be enhanced through delivery of WCCE:

- High levels of reliability through being mostly segregated from general traffic.

- Attractive and accessible stops and services.

- Penetration of town and city centres with permanent, visible and acceptable infrastructure.

- Integration with local bus services.

Wolverhampton has been identified as a Strategic Interchange Hub, for connections between local national and regional modes

of public transport. This will be supported by WCCE, which will provide greater connection between the Metro, bus and rail

services.

2.2.5 West Midlands Local Transport Plan (WMLTP 2011-2026): Making the Connections

The enabling role of the transport network to support economic growth and regeneration in the West Midlands is central to the

LTP and is consistent with national policy. The identified role that transport can play includes improving accessibility and

connectivity, and supporting a better quality of life. These are captured in the five objectives that provide the foundation for

detailed policies:

- Underpinning private sector led economic growth and regeneration.

- Tackling climate change.

- Improving public health and safety.

- Tackling deprivation and worklessness.

- Enhancing well-being and quality of life.

The LTP sets out a number of long term themes designed to achieve these objectives. In addition to the LTP, an Implementation

Plan has been produced to set out how, when and where policies of the LTP3 Strategy will be delivered. Long Term Theme 5 is a

Rail and Rapid Transit Network “Backbone for Development”. WCCE is identified as a Strategic Priority for Action to achieve this

theme.

Additionally, a number of Major Schemes are identified as priorities for the period 2016-2026 to achieve the aims of the LTP. The

Black Country Rapid Transport Spine Phase 2: 5Ws would link the centres of Wolverhampton, Willenhall, Wednesfield, Walsall

and Wednesbury. WCCE is key to the success of this scheme in that the 5Ws extension will connect to Midland Metro Line 1 via

the WCCE. This will enhance the service by providing onward connection to Birmingham City Centre. When this scheme was

developed, the agglomeration benefits of connecting with the Wolverhampton City Centre Loop (WCCL) were espoused. WCCL

has since been superseded by WCCE, although the stated benefits are still considered relevant as WCCE performs a similar

strategic function.



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2.3 National Policy Context

The national agenda for transport is focused upon the twin objectives of supporting economic development and addressing

carbon emissions. Associated with these is improving social inclusion through the provision of wider social and economic

benefits. The national planning policy context has been shaped in recent years through the Localism Act 2011, which has given

greater weight to local development plans, and the National Planning Policy Framework (NPPF) 2012, which has superseded

PPS and PPG documents. Additionally, further DfT and policy guidance documents are relevant to WCCE and are discussed

below.

2.3.1 National Planning Policy Framework (NPPF), 2012, Department for Communities and Local Government

The NPPF states that proposed development that accords with an up-to-date Local Plan should be approved. Section 2.2

discusses the Local Plan and it is considered that WCCE is in accordance with Local Plan policy, i.e. the Black Country Core

Strategy 2011-2026 and associated documents. Furthermore, NPPF both includes a presumption in favour of sustainable

development, and the statement that development should only be prevented or refused where the residual cumulative impacts of

development are severe. WCCE complies with both of these points, with the latter being demonstrated within this TA.

2.3.2 Delivering a Sustainable Transport System (DaSTS) November 2008

The Government outlined its proposed approach to long-term transport planning in the DfT publication Towards a Sustainable

Transport System, published in October 2005. DaSTS, published November 2008, explains how this approach would be put into

action. There are five goals within the DaSTS which the proposed WCCE project will support:

- To support national economic competitiveness and growth by delivering reliable and efficient transport networks.

- To reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate

change.

- To contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury or illness

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

- To promote greater equality of opportunity for all citizens with the desired outcome of achieving a fairer society.

- To improve quality of life for transport users and non-transport users, and to promote a healthy natural environment.

The WCCE scheme makes significant contributions towards the DaSTS objectives, specifically by:

- The proposed WCCE scheme would improve the efficiency and reliability of the local public transport network by investing in

and extending the Midland Metro Line One. This will improve accessibility to, from and within Wolverhampton by public

transport.

- The proposed scheme will increase sustainable transport use and interchange opportunities by linking to the bus and rail

stations.

- Increased accessibility to public transport will reduce congestion and improve road safety by enabling some journeys which

would otherwise be undertaken by car to be made using public transport.

- WCCE will facilitate mode shift to sustainable modes, which will contribute towards improving air quality and reducing

greenhouse gas emissions.

2.3.3 Committee on Climate Change Report

The Committee on Climate Change (CCC) shapes UK policy on carbon reduction budgets and how these reductions will be

achieved. It is an independent, statutory body established under the Climate Change Act 2008. The report highlights the role that

modal-shift will play in reducing the impact of private transport on overall emissions. To this end, WCCE contributes to the

strategic objectives of reducing greenhouse gas emissions.

2.3.4 Transport and the Economy – The Eddington Study

This study played an important role in highlighting the relationship between transport and the economy. The study recommends

that congestion in cities and growing city regions, such as the West Midlands, would need to be a key economic priority for

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The study led the government to develop a methodology to calculate Wider Economic Benefits (WEBs) of transport schemes.

The benefits brought to the economy from inter and intra-urban transport can deliver additional benefits through increased

competition, productivity and a larger labour market.

Accordingly, the construction of WCCE is essential for the creation of investment opportunities for Wolverhampton City Centre by

providing improved linkages with economically significant areas within the region such as Birmingham City Centre.

2.4 Summary and Conclusions

The national policy agenda for transport focuses on the twin objectives of supporting economic development whilst addressing

carbon emissions. WCCE will provide a significant contribution to these aims through linking the strategic centres of

Wolverhampton and Birmingham and encouraging travel demand to be met by sustainable modes through providing greater

integration in the public transport network.

The Localism Act 2011 and NPPF 2012 promote Local Plans as the mechanism to identify local priorities and investment needs.

The Black Country Core Strategy 2011-2026 is the Local Plan for the area, and is supported by SPDs and AAPs. WCCE fulfils

the aims and objectives of the Black Country Core Strategy, as well as being specifically identified as a strategic priority in the

West Midlands Local Transport Plan 3, 2011-2026.

The WCCE project will contribute to achieving the aims of both local and national policy. It can therefore be considered entirely

acceptable in policy terms.

3 Existing Conditions



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3.1 Introduction

This chapter reviews the proposed study area to understand its current usage and transport infrastructure. The proposed WCCE

scheme can be seen in drawing WCCE-PDP-100 which accompanies the TWA application. This identifies the proposed route

and therefore the study area. The current Midland Metro Line 1 runs along Bilston Street and stops at the St George’s terminus.

The proposed WCCE route will extend the Midland Metro route from Bilston Street where it currently terminates, along Piper’s

Row and Railway Drive to Wolverhampton Rail Station, where the extension will terminate. The existing stop at Bilston Street will

continue to be used by some services, with additional stops provided on Piper’s Row adjacent to the bus station, and at

Wolverhampton Rail Station.

For the purposes of this TA, to enable the transport impact of the WCCE to be understood, it is necessary to isolate the impact of

WCCE from other schemes coming forward in the study area, including public realm improvements in the city centre and

changes to and in the vicinity of Wolverhampton Rail Station as part of the WIP scheme. Therefore, other proposals in the study

area are referred in this section as part of the baseline in a Reference case (with public realm and WIP development, without

WCCE) scenario.

Vehicular movements, pedestrian/cycle movements, public transport routes and servicing arrangements have all been examined

to establish a baseline of transport conditions against which the impact of WCCE will be considered. This chapter sets out the

findings of this baseline review.

3.2 Highway Network

Table 3.1 below summarises the affected road network and the permitted and restricted vehicle routes. This is illustrated in

Drawing WCCE-HDP-004 Rev C02 at the rear of this report.

Table 3.1: Summary of Vehicle Movement Restrictions

Road Permitted/Restricted Vehicle Routes

Bilston Street (between Market Street and Piper’s Row);

One-Way eastbound, all traffic permitted.

Piper’s Row (south of Berry Street);

Two-way vehicle movements, all traffic, between Berry Street and Bilston Street.

Piper’s Row (between Berry Street and Lichfield Street)

The section of Piper’s Row between Berry Street and Lichfield Street is pedestrianised with vehicular access (two-way) restricted to buses, taxis, cycles and loading.

Tower Street; Two-way vehicle movements, all traffic permitted. At the western end, all vehicles exiting Tower Street are required to turn left onto Market Street southbound, with the exception of police patrol vehicles which are permitted to turn right to Market Street northbound.

Castle Street; One-way westbound, all traffic permitted. All vehicles exiting Castle Street are required to turn left onto Market Street southbound.

Queen Street; One-way westbound, all traffic permitted. All vehicles exiting Queen Street are required to turn left onto Market Street southbound. Under the public realm proposals for the town centre, to be brought forward by Wolverhampton City Council, traffic flow on Queen Street will be reversed to become one-way eastbound. The junction with Piper’s Row will become signalised to allow controlled pedestrian crossing movements.

Berry Street; One-way westbound, all traffic permitted. All vehicles exiting Berry Street are required to turn left onto Princess Street southbound.

Lichfield Street; Two-way vehicle movements, all traffic permitted.

Railway Drive. Two-way vehicle movements, all traffic permitted.

Corn Hill Two-way vehicle movements, all traffic permitted. Corn Hill is currently closed at the eastern end, with no through route available under the railway line. Under WIP proposals, Corn Hill will be re-opened and provide access to the railway station.

3 Existing Conditions



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The above table shows that the roads along the WCCE route are two-way and allow passage by all vehicles, although many

roads adjoining the route are one-way only. The exception to this is the short pedestrianised section at the north end of Piper’s

Row between Berry Street and Lichfield Street, which can only be used by buses, taxis, cycles and loading vehicles. The

existing road network is discussed in detail on a street by street basis in the following paragraphs.

3.2.1 Bilston Street

One-way eastbound movements are permitted between the junctions with Market Street and Piper’s Row. To the east of Piper’s

Row, two-way traffic movements are permitted. Two traffic lanes run to the north of the existing Metro tracks, which are

segregated by kerbing. Traffic is subject to a 20mph speed limit as it enters Wolverhampton City Centre from the Ring Road.

At the junction with the Ring Road, traffic is able to exit the roundabout in a westbound direction but is required to turn off Bilston

Street to Piper’s Row or St George’s Parade at the Bilston Street/Piper’s Row junction.

3.2.2 Piper’s Row

Piper’s Row is open to all vehicular traffic in both directions south of Berry Street, with one traffic lane in each direction except at

the Bilston Street/Piper’s Row junction where there are two southbound traffic lanes at the stop line. At the southern end, all

traffic must turn left onto Bilston Street (towards Ring Road St Davids) as Bilston Street is one-way eastbound.

Piper’s Row between Berry Street and Lichfield Street is known as Victoria Square. This section is pedestrianised, with vehicular

access only permitted for buses, taxis and loading vehicles.

3.2.3 Tower Street

Tower Street runs between Market Street and Piper’s Row, permitting two-way movement for all vehicular traffic. At the western

end of Tower Street, all traffic must turn left on to Market Street, except for police patrol vehicles which can turn northbound on to

Market Street.

3.2.4 Castle Street

Castle Street is a one-way street between Market Street and Piper’s Row in the westbound direction, with permitted use by all

vehicular traffic. All vehicles must turn left on to Market Street at the priority junction.

3.2.5 Queen Street

Queen Street runs between Dudley Street and Piper’s Row, crossing Market Street and Princess Street at the Market

Street/Queen Street/Princess Street junction.

To the east of the Market Street/Queen Street/Princess Street junction, Queen Street is a one-way street westbound open to

general traffic. All vehicles are required to turn left on to Princess Street at the signalised junction.

Under public realm proposals for the town centre, to be brought forward by the city council, the direction of one-way traffic on

Queen Street will be reversed and traffic will flow eastbound.

3.2.6 Berry Street

Berry Street is a one-way road between Piper’s Row and Princess Street open to all traffic in the westbound direction. All

vehicles emerging onto Princess Street are required to turn left at the priority junction.

3.2.7 Lichfield Street

Lichfield Street runs between Dudley Street and Piper’s Row, permitting two-way movement to general traffic along the whole

length. There is one traffic lane in each direction. Lichfield Street is restricted to a 20mph speed limit, with traffic calming

measures such as narrow lanes, traffic islands, surfacing measures, road markings and raised tables.

The Lichfield Street/Fryer Street/Piper’s Row/Railway Drive junction has recently been converted from a roundabout to a four arm

signalised junction. Each approach to the signalised junction comprises of a single lane. Cycle feeder lanes and Advanced Stop

Lines (ASL) are provided on Lichfield Street and Railway Drive. General traffic cannot turn right from Lichfield Street, or left into

Lichfield Street, as the north section of Piper’s Row is pedestrianised with access to buses, taxis and loading vehicles only.

Single stage crossings, running in an “all-red” pedestrian stage, are provided for pedestrians to cross each arm of the junction.



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3.2.8 Railway Drive

Railway Drive forms the main route between Wolverhampton Rail Station and the City Centre, going over Ring Road St David’s.

Railway Drive forms part of the signalised junction with Piper’s Row, Lichfield Street and Fryer Street. Two-way vehicle

movements are permitted along the length of Railway Drive.

3.2.9 Corn Hill

Two-way movements are permitted on Corn Hill for all traffic. Corn Hill runs north over the canal from the A454 Horseley Fields.

Corn Hill has been stopped up as a viable through route to traffic since 2008, thus providing access to the Gallan surface level

car park and residential developments only.

The Horseley Fields/Corn Hill junction is a four arm signalised junction. Corn Hill is a single lane signalised approach with left-

turn only.

3.2.10 Junctions

There are a number of key junctions along the proposed WCCE route. These are as follows:

- Bilston Street/Piper’s Row: This junction is a three-arm signalised junction. Piper’s Row flares from one lane to two lanes and

is left-turn only. Bilston Street (E) is a two lane approach, flaring to three at the junction. The middle and nearside lanes are for

the left-turn movement and operate in a separate stage stream, with the offside lane being for right-turning vehicles. In the AM

peak, queues from the offside lane were observed to stretch back to the Bilston Island Roundabout. Bilston Street (W) is a two

lane approach with three bus stop lay-bys in advance of the junction. The junction operates using Vehicle Actuated (VA)

signals.

- Piper’s Row/Tower Street: This is a priority controlled T-junction with all approaches being single lane. Tower Hill is the minor

arm and has on-street parking.

- Bus Station Egress: This is a bus only egress onto Piper’s Row. There are coach stops located on Piper’s Row to the north of

this junction in the southbound direction.

- Piper’s Row/NCP Car Park: This is a public use car park off Piper’s Row, which is gated. To the south of the car park exit,

there is an alighting-only bus stop on Piper’s Row.

- Piper’s Row/Castle Street: This is a priority controlled T-junction with all approaches being single lane. Castle Street is the

minor arm and has on-street parking.

- Piper’s Row/Queen Street/Berry Street: This is a priority controlled three-arm junction, with the section of Piper’s Row to the

north of Berry Street being pedestrianised. The junction is sited on a raised table, implemented to the south of Queen Street to

improve the pedestrian environment. Piper’s Row is single lane in each direction. Berry Street is a single lane one way exit

from the junction with some on-street parking. Queen Street is a dual lane, one way exit from the junction with some on-street

parking. Under the City Council’s future public realm proposals for the town centre, the direction of traffic flow on Queen Street

will be reversed and the junction will become signalised, providing single-stage pedestrian crossings on each arm.

- Piper’s Row/Lichfield Street/Fryer Street/Railway Drive: This is a four-arm signalised junction. Fryer Street is a single lane

approach and provides access to two public car parks. Railway Drive is a single lane approach with ASLs. This approach

provides access to Wolverhampton Rail Station and a multi-storey car park, via a bridge over Ring Road St David’s. Piper’s

Row is a single lane approach through a pedestrianised zone with vehicular access restricted to buses, taxis and loading.

Lichfield Street is a single lane approach with an ASL. There is an on-street bus stop in both directions and this approach is

part of the route for many bus services exiting from Wolverhampton Bus Station. The signals operate on a fixed time plan, with

an “all-red” pedestrian stage called frequently due to high pedestrian demand.

- Railway Drive at Wolverhampton Station: Railway Drive provides access to the Drop and Go section, the taxi rank and a multi-

storey car park. The Drop and Go area has a high turnover of vehicles and contains three disabled parking bays. The taxi

rank, which accommodates approximately seven taxis, has been observed to be well-used. There are two entrances to the

multi-storey car park, both of which are barrier controlled.

The effects of the WCCE scheme on the local highway network and traffic conditions are discussed in Chapters 4 and 5 of this

TA.



Transportation

3.3 Pedestrians

Existing pedestrian facilities along the proposed WCCE route alignment are generally good. There are continuous lit footways

adjacent to both sides of the carriageway linked with crossing facilities in appropriate locations, reflecting the city centre nature of

the location. Existing pedestrian facilities and movements are discussed in greater detail on a street by street basis in the

following sections.

3.3.1 Bilston Street

There are signed pedestrian routes along Bilston Street leading towards the St Georges Metro stop. To the east of the Metro

stop, there is a controlled crossing facility (across the Metro tracks and the adjacent traffic lanes). This crossing provides the

most direct route, along Piper’s Row, between the existing Metro terminus at the St Georges stop and the bus and railway

stations. A large number of pedestrians were observed to make this crossing movement.

Although there are controlled pedestrian crossings at both ends of Bilston Street where traffic is permitted, pedestrians were

observed to be crossing the road in between these points. These were often passengers who were boarding/alighting from the

Metro.

3.3.2 Piper’s Row

Piper’s Row provides the most direct route between the existing St George’s Metro terminus on Bilston Street and bus and rail

stations. Footways are provided along each side of Piper’s Row, with signalised crossing points provided at the junctions at both

ends of the road. The footway on the west side of Piper’s Row between Castle Street and Queen Street is narrow in places and

relatively uneven. Crossings over the mouths of Queen Street and Berry Street, and across Piper’s Row north of Queen Street,

are aided by the carriageway being raised to the same height as the footway.

Under the City Council’s public realm proposals for the town centre, signalised pedestrian crossings will be provided at Piper’s

Row’s junction with Queen Street.

The northern section of Piper’s Row between Berry Street and Lichfield Road is pedestrianised, with vehicular access only

permitted for buses, taxis and loading. This section of street is known as Victoria Square and has recently benefited from public

realm improvements and significant footway widening as part of the WIP. The carriageway has been raised to the same level as

the footway via a raised table beginning to the south of Queen Street. A loading bay is provided on the eastern side of this

section.

As part of the WIP, a covered pedestrian walkway has been provided over Ring Road St David’s, delivering a direct, pedestrian

friendly route between Piper’s Row and Railway Drive, thus linking bus and rail stations.

3.3.3 Tower Street

Tower Street runs between Piper’s Row and Market Street providing an alternative route between the bus station and the City

Centre. Footways are provided on both sides of Tower Street. Pedestrian flows are light as most pedestrians use the main

routes along Lichfield Street, Bilston Street, or Queen Street.

3.3.4 Castle Street

Castle Street runs between Piper’s Row and Market Square, providing an alternative route between the bus station and the City

Centre. There are footways provided on both sides of Castle Street. These footways are of adequate width, but have an enclosed

feel due to high rise building frontages on both sides of the road limiting natural light. Pedestrian flows are light as most

pedestrians use the main routes along Lichfield Street, Bilston Street, or Queen Street.

3.3.5 Queen Street

Queen Street forms one of the pedestrian routes from the bus station towards the retail core of the City Centre. To the east of

the Market Street/Princess Street/Queen Street junction pedestrians are accommodated along the footway on both sides of the

road. There are no crossing facilities except those integrated into the signalised junction of Market Street/Princess Street/Queen



Transportation

Street. However, most pedestrian movements are along, rather than across, Queen Street and the one-way traffic flow reduces

some of the pressures of negotiating traffic.

3.3.6 Lichfield Street

Lichfield Street experiences heavy pedestrian flows due to several key trip attractors. In addition to the retail units, the University

of Wolverhampton, Grand Theatre and Britannia Hotel are all on Lichfield Street to the east of the Princess Street/Lichfield

Street/Princess Square junction. Furthermore, it forms one of the main routes between the retail core of the City Centre and the

bus and railway stations.

The University of Wolverhampton formerly had buildings on both sides of Lichfield Street towards the Lichfield Street/Princess

Street/Princess Square junction. Although the University building on the south side is no longer in use, the building on the

northern side has recently been redeveloped as student flats. An uncontrolled pedestrian crossing point with a large refuge

which previously assisted pedestrian movements between the two former University buildings continues to be in use.

Lichfield Street is restricted to a 20mph speed limit, and benefits from traffic calming measures improving the pedestrian

environment. The junction with Piper’s Row/Railway Drive/Fryer Street has recently been redesigned to provide wider footways,

and straight-over signalised crossings. The signalised crossings run in an “all-red” pedestrian phase, which enables scramble

crossing (diagonal) movements to be undertaken.

3.3.7 Railway Drive

Railway Drive forms a link between Victoria Square and the railway station and is part of a signed route leading from the town

centre to the railway station. It is a bridge structure running over Ring Road St David’s. There are heavy pedestrian movements,

particularly along the southern footway owing to movements between the railway station, and the City Centre and bus station,

although an alternative pedestrian route via a bridge over Ring Road St David’s has recently been established. There are no

pedestrian crossings over Railway Drive except at its junction with Piper’s Row; however, this does not appear to cause a

problem as pedestrian desire lines run along Railway Drive rather than across it.

3.4 Cyclists

Current cycle routes are promoted through the Wolverhampton Bike Map published by WCC, although route finding is difficult

due to a lack of dedicated on-street signing. Most notably, National Cycle Network Route 81 runs from Shrewsbury to Telford

through Wolverhampton along Lichfield Street, through Victoria Square and onto Railway Drive, before diverting onto the canal

towpath. This route also provides access to the railway station. The route through Wolverhampton is an unsegregated on-street

route.

Cycling in and around the City Centre is otherwise facilitated by generally low traffic speeds and volumes, although the majority

of routes are un-segregated on-street. Cyclists are allowed to use the pedestrianised northern section of Piper’s Row, which is

attractive as conflict with general traffic is avoided.

A shared-use cycle/footway exists on Railway Drive, however is difficult for cyclists to negotiate even during off-peak times due to

heavy pedestrian flows along Railway Drive between the railway station and the city centre. This has been ameliorated to an

extent through the provision of a pedestrian bridge over Ring Road St David’s from the bus station, although a high number of

pedestrians continue to use this route.

Cyclists benefit from ASLs and cycle feeder lanes on Lichfield Street and Railway Drive, at the junction with Piper’s Row.

Cycle parking facilities are provided along the National Cycle Network Route 81 on Lichfield Street. There are three Sheffield

hoops outside the NatWest building near Dudley Street and outside the University of Wolverhampton building near Princess

Street.

There are also a number of Sheffield hoops under the building canopy near the St Georges Metro stop on Bilston Street. Both

covered and uncovered cycle parking is provided at the railway and bus stations.



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3.5 Metro

At present the Midland Metro enters Wolverhampton City Centre via a roundabout cut-through bridge at the Ring Road St

David’s/Ring Road St George’s roundabout. The Metro route then terminates at the St George’s stop on Bilston Street,

approximately 150m to the west of this roundabout. The St George’s Metro terminus has a large shelter providing real time travel

information.

The Metro connects Wolverhampton with Birmingham Snow Hill, and serves 23 stops along the route. It operates seven days a

week with a “turn up and go” frequency of one service every eight minutes during the day, and every 15 minutes during evenings

and Sundays. Services between Wolverhampton and Birmingham start at 5.15 AM Monday to Saturday and finish at midnight.

The Birmingham City Centre Extension (BCCE) project currently underway will extend Metro penetration into Birmingham City

Centre through to New Street, and provide a new fleet of trams running at a six minute frequency, increasing route capacity by

40%.

3.6 Bus

The new, modern, Wolverhampton Bus Station opened in July 2011 and forms part of the WIP, designed to rejuvenate transport,

retail and leisure facilities in the city. The facility has 19 bus stands with improved access for passengers to get to their stand

without crossing any bus lanes. The new bus station accommodates in excess of 30 bus routes, with more than 80 peak hour

services departing from the station.

The bus station provides three large, glass-enclosed passenger waiting areas, with a light and spacious concourse at the

entrance. It also includes a travel information centre, public toilets, newsagent and convenience store. A modern travel shop

provides ticketing and information for all forms of travel, and audio-visual timetables give passengers the latest information on

bus, rail and Metro services.

Buses can enter the bus station via left-in access from Ring Road St David’s. Egress can be directly on to Piper’s Row, with a

further left-out egress onto Ring Road St David’s. The range of bus services which use the Wolverhampton Bus Station, and their

peak hour frequencies, can be seen in Table 3.2 overleaf.



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Table 3.2 Wolverhampton Bus Station Services

Service Destination Peak hour

frequency Service Destination

Peak hour

frequency

2 Bushbury 4 2 Warstones 7

5/5A Codsall 4 6/6A Wobaston 6

10 Perton 3 11 Underhill 6

19 Walsall 2 22 Russells Hall Hospital 1

25/25A Billston 1 26/26A Bilston/Stowlawn 2

27/27A Dudley 2 28/28E Willenhall/New Invention 2

32/33 Northwood Park 3 39 Walsall 3

40 Walsall 2 57 Bilston 1

59 Ashmore Park 12 62/62A Finchfield/Compton Square 1

64 Bradmore via Penn 1 65 Wood End 1

69 Walsall 2 79 West Bromwich 4

81 Merry Hill Centre 1 82 Dudley 1

126 Birmingham 12 255 Merry Hill Centre 2

256 Stourbridge 2 529 Walsall 8

530 Rocket Pool 1 545 Bilston 1

890 Bridgworth 1 891/892 Telford 1

In addition to the wide range of local and regional bus services using the bus station, National Express Coaches use the

southbound bus stop located on Piper’s Row, directly outside the bus station, for loading and unloading passengers. Coaches

currently serve the stop two to three times per hour, with services scheduled within 15 minutes of each other on seven occasions

on a typical day. The National Express Coach services which use these coach stands can be seen in Table 3.3 below.

Table 3.3: National Express Coach Services using Piper’s Row

Service Route Service Route

210 Wolverhampton-Heathrow-Gatwick 325 Manchester-Birmingham

328 Blackpool-Plymouth 341 Burnley-Southsea

384 Birmingham-Llandudno 387 Coventry-Blackpool

410 Wolverhampton-London 420 Wolverhampton-London

422 London-Burnley 528 Rochdale-Haverfordwest

532 Edinburgh-Plymouth 538 Inverness-Coventry

675 Wolverhampton-Minehead (Butlins) T52 Wolverhampton-Twickenham Stadium



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As indicated earlier, Wolverhampton City Council is seeking to make public realm improvements in the city centre. Currently,

plans are under consultation with residents, businesses and key stakeholders. From the initial plans, it is expected that bus

routes will be diverted from Market Street and Princess Street on to Piper’s Row. These amendments to the bus routes will be in

place prior to the completion of the WCCE; however discussions are still taking place with bus operators to provide the best

proposals for accessibility within the city centre. Additional services expected to use Piper’s Row are; 1, 3, 4, 89, 18 and 63 in

the northbound direction, and 3, 4 and 89 in the southbound direction.

None of the additional services would serve any bus stops on Piper’s Row, nor access the bus station. Instead they would use

Piper’s Row as an alternate route to proposed one-way streets through the city centre. It is estimated that there would be an

additional 21 buses per hour northbound and 8 buses per hour southbound as a result of these proposals.

A large number of local, regional and national bus services use Piper’s Row, either via Wolverhampton Bus Station, or the

National Express coach stands located directly outside the bus station. Bus traffic on Piper’s Row is expected to increase in

future due to public realm improvements elsewhere resulting in services diverting onto Piper’s Row, although these services will

not stop. This TA will examine the impact of extending the Metro line along Piper’s Row, both on the bus services themselves,

and the associated footfall.

3.7 Railway Station

The Wolverhampton railway station is located outside the Ring Road area and is linked to the City Centre via Railway Drive. An

additional footbridge is provided over the Ring Road, linking the new bus station with the approach to the rail station, forming part

of the WIP.

On the main approach to the railway station from Railway Drive, the road forms a loop in front of the forecourt area. Within this

loop there is an uncovered area for cycle parking provided as Sheffield stands.

Short stay parking is provided to one side of the forecourt with a maximum stay of 20 minutes. General parking is provided in two

areas with the main parking at the multi-storey car park. Additional (long stay) car parking is also provided at the surface car park

to the side of the station building.

A taxi rank is located in front of the station building to provide a convenient pick-up/drop-off point for rail passengers. There are

spaces for approximately 14 taxis, with a covered passenger waiting shelter.

WIP will provide a new rail station building with a 1,000 space car park, replacing the existing 477 space car park. The

redeveloped station will be access via Corn Hill rather than Railway Drive. This is a committed development and should be

considered as part of the baseline against the impact of WCCE will be considered.

3.8 Taxis

There are two taxi ranks in the vicinity of the proposed WCCE route. The first is on Castle Street, where there are three bays

spread along the length of the street which accommodate up to eight taxis in all. The closest one to the WCCE scheme lies at the

eastern end of Castle street, opposite CRC Manhattans nightclub, which can accommodate two taxis. The second is located at

Wolverhampton Rail Station. This is currently located in front of the station building to provide a convenient pick-up/drop-off point

for rail passengers connecting to/from taxi, with space for approximately 14 taxis.

3.9 Car Parking

Wolverhampton City Centre is a controlled parking zone. There are both off-street and on-street car parking facilities located in

and around the study area.



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3.9.1 Off-street parking

Off-street parking is provided in a range of private and publicly available car parks. The latter are available as both long and

short stay, operated by NCP, WCC or individual retailers/premises.

The Piper’s Row Car Park is operated by NCP and has a gated access on Piper’s Row, just to the north of the bus station

access. It has 160 spaces, including 4 disabled bays. Hours of operation are 0600-2400, Monday to Saturday, and 0930-1730 on

Sunday.

477 parking spaces are provided at the Wolverhampton Rail Station car park.

3.9.2 On-street parking

All on-street parking within the City Centre is provided through a ‘Pay & Display’ system. There are parking restrictions in force

between 0830 and 1800 of a maximum stay of 2 hours to ensure that there is a regular turnover of parking spaces and that

commuter parking is discouraged.

No on-street parking is provided on the WCCE route itself, although there are approximately 60 on-street parking spaces

provided across Berry Street, Queen Street, Castle Street and Tower Street.

On-street disabled parking for Blue Badge holders is available in several places around the City Centre providing access to the

retail core. All on-street disabled parking has a maximum stay restriction of three hours. There are no disabled parking bays

available on the WCCE route itself, although two bays are provided on Queen Street, and one on Castle Street.

3.10 Loading, Servicing and Access

This section of the TA provides details of the existing access and loading arrangements, and operational requirements, within the

study area.

3.10.1 Traffic Regulation Orders

To understand the current traffic and waiting restrictions along or in the vicinity of the proposed WCCE, plans showing Traffic

Regulation Orders (TROs) in the area were provided by Wolverhampton City Council (WCC). A range of different types of

restriction are in place in the city centre and Table 3.4 overleaf summarises the TROs along the WCCE route.



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Table 3.4: Current TROs on WCCE Route

Street Waiting/Loading Restrictions On-Street

Parking?

Railway Drive

Eastern End No waiting at anytime Western End No waiting at any time. No loading Mon-Sat 8.30am-9.30am and 5pm-6.30pm

None

Piper’s Row

Northern End (between Lichfield Street and Berry Street) No stopping/loading at any time except buses Loading bay (located on eastern side of above section) No waiting at any time. No loading Mon-Sat 9.30am-4pm. Between northern edge of Berry Street and centre of Queen Street junctions No waiting at any time. Between centre of Queen Street and centre of Tower Street junctions No waiting at any time. No loading Mon-Sat 8.30am-9.30am and 5pm-6.30pm. At Coach Stop on eastern side of above section No stopping except buses. Between centre of junction with Tower Street and Bilston Street Western side: No waiting at any time. No loading at any time. Eastern side: No waiting at any time. No loading Mon-Sat 8.30am-9.30am and 5pm-6.30pm.

None

Bilston Street

No waiting or loading at any time. None

It can be seen from Table 3.4 that there is no permitted on-street parking along the route of the Metro which would interfere with

the passage of trams. However, there are locations where loading is permitted and where buses/coaches are permitted to stop,

which would impede the passage of trams.

3.10.2 Access requirements for emergency and refuse services

The following organisations were consulted as part of the development of the Metro proposals:

- West Midlands Police.

- West Midlands Fire and Rescue Service.

- West Midlands Ambulance Service.

- Wolverhampton City Council in Partnership with Enterprise Plc (refuse collection).

There were no overriding concerns, however it was noted that the emergency services require vehicular access to the station via

Railway Drive, wish to be kept informed over the progress of the proposals, and wish to be consulted over Metro construction

arrangements at an early stage.

The ambulance service desires a working area outside the law courts, where they can park during an incident. It is suggested that a 'dropped kerb' will be provided at the northern end of the pedestrian guard rail outside the entrance to the courts on Piper's Row, allowing an ambulance to drive onto footway and stop adjacent to the entrance to the building. Sufficient open space between street furniture exists to permit this manoeuvre.

3.10.3 Current servicing activity and arrangements

Details of the consultation exercise which was undertaken with local businesses/organisations along, or in the vicinity of, the

proposed WCCE route can be seen in the Access and Loading Strategy report which has been prepared in support of the WCCE

proposals. Table 3.5 provides a summary of the access and loading requirements of businesses in the study area.



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Table 3.5: Summary of Access and Loading Requirements

Road Servicing/Deliveries Refuse Collection

Queen Street

On northern side properties 41 to 42, service/deliveries were undertaken from either Queen Street (on-street) or Berry Street (from a service yard), the largest vehicle being a HGV, size unknown. Southern side properties receive deliveries via Queen Street (on-street) or Piper’s Row. The largest vehicle used was a HGV, size unknown.

Properties 41 and 42 via Berry Street. Southern side properties from rear of premises via side entrance off Piper’s Row.

Lichfield Street

Southern side property deliveries via Lichfield Street and Berry Street. Largest vehicle is a pantechnicon (multiple vehicles at once for Theatre).

Southern side properties Via Berry Street.

Piper’s Row

Servicing for businesses on Piper’s Row is generally via Piper’s Row. Law courts have off-street service/parking yards.

Via Piper’s Row.

Based on the requirements identified above, the following specific requirements and potentially problematic issues have been

identified:

- CRC Manhattans nightclub is located on Piper’s Row. It has been ascertained that the premises receives deliveries from the

brewery during the day on a weekly basis that can take up to two hours to complete. The delivery takes place on Piper’s Row,

as the ramp to the cellar is located in the small access between the nightclub building and the Wulfrun Hotel (shown in

Photograph 3.1). This has the potential to obstruct tram movements unless the tracks avoid the northbound carriageway

outside the nightclub or the delivery takes place elsewhere. It is understood that there are no other accesses to the cellar.

- Similar to the above, The Wulfrun Hotel, next door to the nightclub, receives deliveries on Piper’s Row.

- Sainsbury’s Local convenience store, located on Victoria Square adjacent to the bus station uses the loading bay on Piper’s

Row for deliveries (shown in Photograph 3.2). This loading bay would need to be re-provided alongside the Metro proposals

to service the Sainsbury’s store. Informal observations indicate that the existing loading bay may not be wide enough to fully

accommodate larger vehicles off the carriageway.

- Entry to the Court Buildings secure car park on Piper's Row is via a substantial sliding gate which is remotely controlled by

staff contacted via an intercom located on its approach. The position of the gate in relation to the highway means that the rear

of the larger prisoner transport vehicles currently overhang the carriageway whilst awaiting entry, thus creating a potential risk

of delay to the tram. The introduction of WCCE and the proposed location of tracks within the carriageway mean that trams

could potentially be obstructed. To mitigate against this, it is proposed that the security gate and attendant intercom system

be relocated further into the court building car park, to a position which would allow the largest currently used prisoner

transport vehicle to stand completely off highway and clear of a tram.



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Photograph 3.1 CRC Manhattans Cellar Photograph 3.2 Piper’s Row Loading Bay Access off Piper’s Row

3.11 Existing Conditions – Summary and Conclusions

WCCE extends the existing Metro line from Bilston Street to Wolverhampton Rail Station via Piper’s Row and Railway Drive. In

addition to these roads, a number of other roads are also considered to be within the study area as they adjoin the route. The

study area is therefore formed by the following routes and their junctions:

- Bilston Street.

- Piper’s Row.

- Railway Drive.

- Tower Street.

- Castle Street.

- Queen Street.

- Berry Street.

- Lichfield Street.

Pedestrian facilities are generally good along the WCCE route, with continuous lit footways adjacent to both sides of the

carriageway and appropriate crossing provided where required. A new pedestrian bridge over Ring Road St David’s was

provided in 2011, linking bus and rail stations.

The National Cycle Network Route 81 runs from Shrewsbury to Telford through Wolverhampton along Lichfield Street,

through Victoria Square and onto Railway Drive, then diverts onto the canal towpath. This route also provides access to the

railway station. The route through Wolverhampton is an unsegregated on-street route.

The existing Midland Metro line terminates at the St George’s stop on Bilston Street. The terminus has a large shelter providing

real time travel information. Metro operates at a “turn up and go” frequency during the day time and will benefit from an increase

in frequency and capacity delivered through the BCCE project.

Wolverhampton Bus Station has recently been developed into a modern facility, accommodating 19 bus stands. More than 30

routes use the bus station, with in excess of 80 services departing during peak hours.



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The Wolverhampton Rail Station is located outside the Ring Road area and is linked to the City Centre via Railway Drive. The

railway station has various facilities including a short/long stay parking, multi-storey car park, taxi rank and cycle parking,

provided as Sheffield stands. The station will be comprehensively redeveloped as part of the committed WIP proposals, which

will also move the station access point from Railway Drive to Corn Hill.

Taxi ranks in the vicinity of the study are provided at Castle Street and the rail station.

Wolverhampton City Centre is a controlled parking zone. Off-street parking is available at the rail station and NCP car park

accessed from Piper’s Row. No on-street parking is provided on the WCCE route itself, although there are approximately 60 on-

street parking spaces provided across Berry Street, Queen Street, Castle Street and Tower Street. A proportionate level of

disabled parking is available both on and off-street.

Existing loading, accessing and servicing arrangements have been detailed. Arrangements which could be affected by WCCE

include nightclub and hotel servicing deliveries on Piper’s Row, and the use of the loading bay on Victoria Square to the north of

the bus station, which are considered further later in this report.

The impact of the WCCE on existing transport is set-out in the following chapters of this report.

AECOM Metro – Wolverhampton

City Centre Extension (WCCE) – Transport Assessment 25


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4 Proposed WCCE Alignment



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4.1 Introduction

This chapter describes the development proposals, i.e. the proposed WCCE alignment. The proposed WCCE route will extend

the Midland Metro route from Bilston Street where it currently terminates, along Piper’s Row and Railway Drive to

Wolverhampton Rail Station, where the extension will terminate. New stops will be provided on Piper’s Row adjacent to the bus

station, and at Wolverhampton Rail Station. The existing stop at Bilston Street will be used by one service in three, off peak.

The proposed WCCE scheme can be seen in drawing WCCE-PDP-100 which accompanies the TWA application. The traffic

impact of the WCCE is considered in Chapter 5, “Impact Assessment: Traffic”.

4.2 Proposed Alignment

The scheme alignment together with related changes to junctions and other transport infrastructure is described in this section,

running from Bilston Street to Wolverhampton Station. The tram tracks run “on-carriageway” for the full length of the sections

along Piper’s Row and Railway Drive.

At the southern end of the proposed scheme, new sections of track will link the existing Bilston Street tracks to new tracks on

Piper’s Row for trams travelling in both directions. These will join from the Birmingham-bound tracks, meaning it will be possible

for trams to travel between Piper’s Row and the Birmingham direction, but not between Piper’s Row and the existing Bilston

Street terminus direction.

The proposed alignment of the metro at this location can be seen in Figure TA4.1 below, extracted from drawing WCCE-PDP-

100.

4 Proposed WCCE Alignment



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Figure TA4.1: Proposed Alignment, Bilston Street/Piper’s Row (not to scale)

As can be seen above, the junction of Bilston Street with Piper’s Row will be redesigned to accommodate the radius of the

proposed metro-tracks, including the widening of the junction on the north-eastern side. All current permitted vehicle and

pedestrian movements will continue to be catered for.

Moving northwards along the proposed alignment, upon reaching Tower Street, the carriageway is widened on the western side

of Piper’s Row between Tower Street and Castle Street, which is achieved by taking land from the NCP car park. This allows for

the proposed northbound metro stop to be provided such that buses can still turn right out of the opposite bus station egress

when a tram is using the northbound stop. The northbound tram stop does not, therefore, require trams to stop within the normal

northbound traffic running lane. A signal-controlled pedestrian crossing is provided across the Piper’s Row carriageway to the

north of Castle Street. A southbound metro stop is provided to the south of Castle Street. This is located within the southbound

traffic running lane. The proposed alignment in the vicinity of Tower Street, the bus station egress, and Castle Street, can be

seen in Figure TA4.2 below, extracted from drawing WCCE-PDP-100.



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Figure TA4.2: Proposed Alignment, Piper’s Row at Castle Street and Tower Street (not to scale)

Moving northward, between Tower Street and the approach to Railway Drive, the tram tracks are provided within the existing

north and southbound traffic lanes, as can be seen in Figure TA4.3 below, extracted from drawing WCCE-PDP-100.



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Figure TA4.3: Proposed Alignment, Piper’s Row between Castle Street and Railway Drive (not to scale)

Along this section, the direction of Queen Street will be reversed to one-way eastbound and its junction with Piper’s Row will be

signalised to allow pedestrian crossings. These changes are part of the City Councils future public realm proposals.

Moving northwards, at the junction of Piper’s Row/Lichfield Street/Fryer Street/Railway Drive, the tracks will turn eastwards onto

Railway Drive. This can be seen in Figure TA4.4 below, extracted from drawing WCCE-PDP-100.



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Figure TA4.4: Proposed Alignment, Piper’s Row/Lichfield Street/Fryer Street/Railway Drive (not to scale)

As can be seen above, the carriageway will be widened on the south-eastern corner of the junction to allow for the necessary

track radius. In association with this, the Piper’s Row and Railway Drive stop-lines will be moved back. As also shown on the

above figure, the existing loading bay on Pipers Row will be moved back and lengthened as part of these works; this is

considered in detail in chapter 10 of this TA, “Impact Assessment: Loading, Servicing and Access”.

Moving eastwards, the tracks follow Railway Drive, within the running carriageway, before sweeping round to the right into the

future redeveloped station forecourt, which will be provided by others as part of the WIP proposals. The route of the tracks

passes through the current station building, which will be redeveloped as part of WIP. The tracks join together as a single track

within the station forecourt, to serve a new metro stop. Beyond the metro stop, the single track continues for a short distance to

before terminating at a tram arrest point. The station end of the proposed alignment can be seen in Figure TA4.5 below,

extracted from drawing WCCE-PDP-100.

Railway Drive will become one-way westbound, with access to it allowed only to permitted vehicles needing to access premises

such as the Banana Yard and the emergency services.



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Figure TA4.5: Proposed Alignment, Railway Drive and Wolverhampton Station (not to scale)




Transportation

5 Impact Assessment: Traffic



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5.1 Introduction

This chapter sets out the impact of the WCCE proposals on traffic and junctions, which has been assessed using a VISSIM

model. VISSIM is a microscopic, behaviour-based, multi-purpose traffic simulation program. The modelling programme can

analyse various typical traffic operations including scenarios of merging / diverging traffic under congested and free flow

conditions. VISSIM models are calibrated and validated using local traffic counts, queue lengths and journey time and can be

used to forecast future years under different scenarios to assess the impact of development traffic.

This chapter is based on the following reports, which have been prepared as part of the wider WCCE scheme development:

- Local Model Validation Report (LMVR), ref. WCCE-RRP-001-P02, dated August 2013.

- Traffic Forecasting Report, ref. WCCE-RRP-002-P04, dated February 2014.

The following scenarios have been assessed:

- (1) 2026 Do Nothing (model of future baseline scenario without WIP development completion)

- (2) 2026 Do Reference Case (model of future reference case scenario assuming full WIP development completion and

access relocation to Corn Hill)

- (3) 2026 Do Something 1 (model to assess the WCCE scheme impact assuming full WIP development completion and


(4) 2026 Do-Something 2 (model to assess the WCCE scheme impact assuming access relocation to Corn Hill, however no

WIP development completion.

There are two options we are testing for the WCCE scheme. These will be used to determine the impact of introducing WCCE

into Wolverhampton. The results of the this modelling will be used to inform the Environmental and Air Quality modelling being

carried out as part of the Environmental Statement for the scheme.

Option 1

Option 1 defines the most likely scenario for the implementation of WCCE. This assumes that the WIP development, the Rail

Station redevelopment, hotel, Block 9,10 and 11, expansion of the Multi-Storey Car Park (including relocation of the access to

Corn Hill and the new taxi and drop off point, also accessed from Corn Hill) will be in place and operational prior to the

introduction of WCCE. In this option the traffic impact of WCCE will only be the introduction of the new Metro tracks into an

established local highway network.

The comparative modelling assessment for this option will be a comparison of the 2) 2026 Reference Case vs. 3) 2026 Do

Something 1.

Option 2

Option 2 defines the worst case assessment for WCCE. As part of the Transport and Works Act application, AECOM will be

obtaining powers to allow WCCE to implement some of WIP in order to mitigate the 3rd

party risks to the project. These powers

will allow WCCE to demolish the rail station, relocate the access to the existing multi-story car park from Railway Drive to Corn

Hill (excluding the expansion) and implement the new Taxi and drop off areas accessed from Corn Hill (including partial

demolition of the Steam Mill). These powers will only be exercised if the full WIP redevelopment is still taking place but their

programme has slipped against the WCCE implementation programme. In this option the traffic impact of WCCE will be the

introduction:

Introduction of the Metro tracks

Relocation of the MSCP access from Railway Drive to Corn Hill

Relocation of the taxi and drop off area from Railway Drive to Corn Hill

5 Impact Assessment: Traffic



Transportation

The WIP development is then expected to take place in full post the implementation of WCCE and therefore, the cumulative

impacts of both Do-Something Scenario 1 and Do-Something Scenario 2 will be the same.

The comparative modelling assessment for this option will be a comparison of the 1) 2026 Do Nothing vs. 4) 2026 Do

Something 2.

Additionally, a comparative modelling assessment between 3) 2026 Do Something 1 vs. 4) 2026 Do Something 2 in order to

determine the cumulative development impact.

This chapter of the TA summarises the methodology, specifications and results from the VISSIM modelling, however greater

detail is provided in the aforementioned LMVR and forecasting reports.

5.2 Model Coverage

The VISSIM model covers the area between Market Street to the west, the Bilston Island Roundabout to the south, Horseley

Fields to the east and Railway Drive to the west of Wolverhampton train station. Figure 5.1 below illustrates the modelled area

and key junctions described in Table 5.1 overleaf.

Figure 1.1 Model Study Area



Transportation

Table 5.1 Junctions within VISSIM Model

Junction No Junction Existing Layout Additional Info

1 Horseley Fields/Corn Hill - 4-arm signal controlled - 30mph speed limit

- No pedestrian usage

2 Horseley Fields/Middle Cross - 3-arm signal controlled - 30mph speed limit

- Low pedestrian usage

3 Bilston Island Roundabout - 5-arm signalised roundabout

with 3 lane circulatory

- Metro runs through the centre

- 30mph speed limit

- Operating at capacity/congested

- Pedestrian routes away from main

carriageway

4 Bilston Street/Pipers Row - 3-arm signal controlled - 20mph speed limit

- High pedestrian demand

5 Pipers Row/Court Car Park/ Tower St/Bus Station/Castle St

- 5 minor junctions, priority

controlled

- 20mph speed limit

6 Pipers Row/Queen St/Berry St - 3-arm priority controlled - 20mph speed limit

- ‘Pedestrianised area’ with access

only to buses and taxis

7 Pipers Row/Lichfield St/Fryer St/Railway Dr

- 4-arm signal controlled - High pedestrian demand

- 20mph speed limit

8 Railway Drive at Wolverhampton Rail Station

- Access to Drop and Go, Taxi

rank and Multi-storey car park

- High turnover of vehicles in Drop

and Go area

5.3 Model Development

The time periods used in the model are a morning peak period between 07:30 and 09:30 (with a 30 minute build up period from

07:00) and an evening peak period between 16:30 and 18:30 (with a 30 minute build up period from 16:00). The vehicles used

are:

- Light vehicles.

- Taxis.

- Heavy vehicles.

- Buses.

- Metro.

VISSIM models use local traffic counts to develop matrices, which enables the model to replicate real-world traffic flows. These

counts are also used to calibrate and validate the model. For the WCCE model, data was obtained through a number of sources,

including traffic surveys, previous survey data, site observations and Traffic Master Data. Table 5.2 overleaf summarises the

collected data for the model.

In the 2026 forecast year models, an additional vehicle type has been developed. This additional vehicle type known as

‘Development Traffic’ was developed as a separate matrix to the car, hgv and taxi matrices and was used to model the WIP

development traffic.



Transportation

Table 5.2 Collected Data for Matrix Development

Data Type Date Location Used for

Traffic Survey Fully classified

turning counts

- Tues 9th

October 2012

- Weds 21st November

2012

- Junctions 4, 5, 6, 7

and 8, see Table 5.1

- Calibrating and

validating the model

- Identifying peak hours

Traffic Survey Automated

traffic counts

- Between Saturday 6th

October and Thursday

18th

October 2012

- Pipers Row north

end NB and SB

- Pipers Row south

end NB and SB

- Railway Drive EB

and WB

-

Previous survey

data

Traffic counts - 2009 - Junctions 3 and 1,

see Table 5.1

-

Site observations - Tuesday 13th November

(PM) 2012

- Wednesday 14th

November (AM) 2012

- Wednesday 15th

January (AM & PM)

2013

- The modelled area - Gaps in traffic flow data

- Determination of speed

limits

- Peak period journey

time measurements

- Public transport

information

Traffic Master Data - 12 months, neutral days

only

- Links around

Wolverhampton City

Centre

- Obtaining journey times

across the modelled

area

TEMPRO was used to growth the previous survey data, taken in 2009, to 2012. It was found that traffic volumes had fallen 1%

over the three years. As a result, a reduction factor of 1% was applied to the 2009 counts.

Up to date public transport timetables for Wolverhampton were obtained to inform the bus and tram routings and frequencies

within the modelled study area. Coach timetables were also obtained.

5.4 Model Calibration and Validation

The model was run using the dynamic assignment module, which determines the route of a vehicle through the network based

on a total travel cost. This requires a need to converge the model before calibrated and validated, to enable the model to prove to

be stable. VISSIM provides an automated test for convergence, which was completed and assessed against The Design Manual

for Roads and Bridges (DMRB) guidance. The results indicated that the models were fully converged and provided a suitable

platform for extracting results.

The purpose of model calibration is to ensure that the model traffic assignments are appropriate and modelled accurately. The

model was continually revised to ensure the most accurate replications of base year conditions are represented.

To demonstrate that the model was working correctly comparisons were made between observed and modelled turning counts

and link flows. Network validation was carried out in accordance with DMRB guidelines. The observed and modelled flows with

compared for each of the junctions turning counts in accordance with the required criteria. Traffic flow validation produced an

excellent level of validation in accordance to DMRB, with 100% of turning movements in all modelled scenarios complying with

the flow criteria. The model also achieved a good level of validation against observed journey times, with 100% of routes

validating against the DMRB criteria of modelled journey times being within 60 seconds of observed journey time.

The AM and PM peak period models were therefore deemed fit for purpose for future testing.



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5.5 Traffic Impact

To develop a set of 2026 forecast year matrices to be used within the 2026 VISSIM models, the 2012 base model described

above has been growthed to the future year. Using TEMPRO 6.2 for the Wolverhampton study area, the locally adjusted

TEMPRO growth factors between the 2012 base year and 2026 future year are approximately 20% in both the morning and

evening peak periods. It is envisaged however that this level of growth is unrealistic for the City Centre and capacity constraints

would not allow this increase of traffic to occur. Instead, a revised forecasting approach based on station background growth

(linked to passenger forecasts) and known committed development has been taken forward. It is considered that this provides a

more robust modelling approach, enabling more accurate conclusions. This is considered acceptable, as it is important that the

findings of this TA to be based on a realistic assessment.

To calculate an accurate level of station background growth that will use both the multi-storey station car park and station drop off

areas, it was proposed to use growth factors from the 2011 West Midlands and Chiltern Route Utilisation Strategy where Network

Rail forecast annual passenger growth of 2.2% per annum between 2009 and 2021. Given the 14 intermediate years between

2012 and 2026, the application of 2.2% passenger growth per annum results in a growth factor of 30.8%.

The full background of the station forecasts can be found in the Traffic Forecasting Report (WCCE-RRP-002-P03). However to

summarise, across the train station site (including the station forecourt, the MSCP, and the taxi rank) there will be 279 additional

arrivals and 217 additional departures in the morning peak period, and 200 additional arrivals and 232 additional departures in

the evening peak period.

There are two known local committed developments that are deemed to have a significant impact on local traffic conditions within

the vicinity of the model study area namely;

- TESCO store development on the former site of Royal Hospital

- Wolverhampton Interchange project (WIP)

-

A TESCO store is proposed to be built on land to the south of the model study area. This committed development traffic forecast

for this store is based on evidence from the Transport Assessment undertaken by Arup (2011).

All four of the 2026 scenarios include traffic growth associated with the station background growth and committed TESCO store

on the former Royal Hospital site, as outlined above.

Under the WIP development proposals, a mixed use development land use mix is proposed to compliment the improvements to

the bus, rail and metro connectivity. A Transport Assessment was produced by JMP (2009) and provides a detailed development

breakdown and trip generation forecasts. Further detail of these committed development forecasts can be found in chapter three

of the Traffic Forecasting Report (WCCE-RRP-002-P04).

The 2012 morning and evening base VISSIM models have been taken forward to develop the following four 2026 forecast years:






- (4) 2026 Do-Something 2 (model to assess the WCCE scheme impact assuming access relocation to Corn Hill, however no


It should be noted that, for the purposes of the assessment, the Metro extension is modelled only within the 2026 Do Something

1 and 2026 Do Something 2. The scheme has been assessed using two different demand scenarios to ensure that both the

‘most likely’ and ‘worst case’ scenarios in terms of local development impact are assessed, these are described as Option 1 and

Option 2 below



Transportation

Option 1 and associated comparative assessment represents the most likely scenario for the implementation of the WCCE

scheme in that it assumes that the WIP development, rail station development, expanded MSCP and subsequent relocated

access arrangements will be in place and operational prior to the introduction of the WCCE. In this option, the traffic impact of

the WCCE will only be the introduction of the new Metro tracks into an established local highway network. The comparative

assessment is against the 2026 Reference Case scenario which uses the same matrices as the Do Something 1 scenario and

the assessment is therefore a like for like assessment of the performance of the local highway network both ‘with’ and ‘without’

the WCCE scheme.

Option 2 assumes that the WIP development, rail station development and expanded MSCP are not completed, prior to the

implementation of the WCCE scheme, but will be going ahead, therefore WCCE will need to implement the move of traffic from

Railway Drive to Cornhill in order to facilitate construction. Therefore the model includes the relocated access arrangements

from Railway Drive to Corn Hill, but excludes the additional development associated with the WIP development. Therefore the

model is representative of a like for like network with the Option 1 scenario, however, includes an overall lower level of demand.

All forecast demand scenarios have also taken into account changes to the VISSIM matrix associated with the planned local

highway improvements. These include the reversal of direction of Queen Street and the new signalised junction of Queen Street

and Pipers Row, which are planned by the City Council as part of the public realm improvements within the City Centre.

The main findings for the network as a whole (overall network performance) are shown in Table 5.3 below.

Network Performance

AM Peak Period PM Peak Period

2026 DN 2026 Ref 2026 DS 1 2026 DS 2 2026 DN 2026 Ref 2026 DS 1 2026 DS 2

Avg delay time per veh (secs)

Cars 54 93 98 87 130 169 168 166

HGV 68 101 105 98 139 156 155 153

Bus 81 80 73 73 86 86 83 82

WIP Dev Traffic

- 76 80 - - 94 99 -

Total delay time (hrs)

Cars 227 384 401 360 661 807 808 812

HGV 13 19 20 18 11 12 12 12

Bus 15 15 13 13 15 16 15 15

WIP Dev Traffic

- 11 11 - - 16 17 -

Table 5.3 VISSIM Overall Network Performance Results

Comparative Assessment – Option 1 – Network Performance

The network performance results demonstrate that following the introduction of the Metro, there is a slight increase in total travel

time by all vehicle classes within the network. An element of this total increase will be associated solely with the increased length

of the tramline and frequency of tram stops within the 2026 Do-Something models; which also explains the increase in the

average delay time for trams within the 2026 Do-Something models.



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The results also demonstrate that the average delay time for buses is recorded as falling in the 2026 Reference Case and 2026

Do-Something models when compared against the 2026 Do-Nothing model. This indication of improved model performance is

likely to be associated with the relocation of the station access to Corn Hill. For buses, this implies less traffic on the Pipers Row

corridor, especially the Pipers Row / Fryer Street / Lichfield Street and Railway Drive junction, meaning buses will experience

less delay when exiting the station.

Overall, the results forecast that the introduction of the tram within the AM peak should cause no more than 5 seconds of

additional delay per car within the modelled area, when compared to the ‘like-for-like’ 2026 Reference Case model.

The network performance results for the PM peak demonstrate that following the introduction of the Metro, there is a very minor

increase in total travel time by all vehicle classes within the network. This differential is lower than was recorded for the AM

peak, given that the PM peak networks are more congested than the AM networks, meaning the impact of the tram will have a

lower net effect, given a higher pre-existing level of queuing.

The results also demonstrate that the average delay time for buses is recorded as marginally falling in the 2026 Reference Case

and 2026 Do-Something models when compared against the 2026 Do-Nothing model. This indication of improved model

performance as outlined in the AM is likely to be associated with the relocation of the station access to Corn Hill, in that there is

less traffic on Pipers Row once the access has been relocated.

Overall, the results forecast that the introduction of the tram within the AM peak should cause no additional delay per car within

the modelled area, when compared to the ‘like-for-like’ 2026 Reference Case model.

On the basis of the above results it can be considered that the traffic impact of the proposed WCCE will be acceptable.

Comparative Assessment – Option 2 – Network Performance

Under the worst case ‘Option 2’ for the WCCE scheme, which compares the 2026 Do-Nothing v 2026 Do-Something 2, the

average delay for cars increases by 33 seconds per vehicle (61%), whilst the average delay for HGVs increases by 30 seconds

per vehicle (44%) during the AM peak. However the average delay for buses falls by 8 seconds or 10% during the AM peak,

which is an indication that public transport on the whole is more efficient with the WCCE scheme. This is associated with there

being less traffic on Pipers Row once the station and car park accesses are relocated to Corn Hill.

It should be noted that detailed comparative assessments undertaken to assess the worst case Option 2 WCCE scheme

between the 2026 Do-Nothing scenario and 2026 Do-Something 2 scenario will not be as clear cut and meaningful as those

drawn from the Option 1 comparative assessment.

The key reason for this is that the Do-Nothing and Do-Something 2 models are fundamentally different in that the Do-Nothing

maintains the existing access arrangements to the station and car park from Railway Drive, whilst the Do-Something includes

new access arrangements from Corn Hill. As a result the networks in highway terms are not ‘like-for-like’, meaning there will be

different levels of queuing and delay at each of the junctions, given that the trip distribution between the two scenarios is

different. Additionally, the signal timings in each of the two scenarios are different given the difference in trip distribution and

subsequent requirement for optimisation in the later scenario.

These parameters are evidence that from a network wide perspective, the 2026 Do-Something 2 model is a lot more congested

than the 2026 Do-Nothing model. This is not necessarily an indication that the tram has a major dis-benefit on the future

operation of the network when compared against the Do-Nothing scenario, as this conclusion cannot be independently

ascertained. It is envisaged however, that the primary reason for the increase in overall travel time and delay within the network

is more likely associated with the relocation of the station access and car park access points from Railway Drive to Corn Hil l,

which fundamentally affects the trip distribution, increasing queuing and delay.



Transportation

The adverse traffic impact is hence due to the relocation of the rail station and multi-storey car park accesses, which would

otherwise be brought forward as part of WIP. It is also important to note that WIP is a committed development part of which

already has planning permission, the principal of the revised access to the rail station and multi-storey car park along Corn Hill

was established as part of this planning permission and the Mill Hill Street bridge strengthened as part of the granted planning

permission in order to enable this relocation. Therefore the traffic effect on the areas of the network considered as part of WCCE

has been already deemed to be acceptable by the local highway authority without mitigation. It is therefore difficult to justify

mitigation of the effects of the rail station access and MSCP access relocations in connection with Do Something 2 merely

because these elements are brought forward as part of WCCE rather than WIP. There is therefore, no justification to implement

mitigation and the traffic impact can be considered to be acceptable.

5.6 Traffic Impact: Summary and Conclusion

This chapter has set out the impact of the WCCE proposals on traffic and junctions, which has been predicted using a VISSIM

micro simulation model. The following scenarios have been assessed:

- 1) 2026 Do Nothing (model of future baseline scenario without WIP development completion)







For the purposes of the assessment, two WCCE options have been tested to assess the impact of the scheme under different

development assumptions. Essentially, the differential between the WCCE Option 1 and WCCE Option 2 scenarios is the

exclusion of WIP development traffic under the later scenario.

Further to the VISSIM modelling, it can be concluded that the proposals are acceptable in terms of traffic impact.




Transportation

6 Impact Assessment: Bus and

Coach



Transportation

6.1 Introduction

This section of the report analyses the impact of the WCCE on buses and coaches, both in terms of journey times and on-street

bus stop facilities. In providing new north and southbound Metro stops on Piper’s Row at the new Wolverhampton Bus Station,

WCCE will improve integration between Metro and bus services. This section will also examine any impacts on the bus services

themselves.

6.2 Wolverhampton Bus Station

The Wolverhampton Bus Station was redeveloped under Phase 1 of the WIP development. It accommodates more than 30 bus

routes using 19 bus stands with more than 80 peak hour services passing through the station.

The bus station can only be accessed from the east, with segregated bus priority facilities provided off Ring Road St David’s.

From the direction of Bilston Street roundabout, there is a segregated left in access to the Bus Station. From the north there is a

segregated contra-flow bus lane that runs southbound from within the vicinity of Ring Road St David’s, Broad Street, Ring Road

St Patricks and Wednesfield Road. Both of these segregated access points into the bus station from Ring Road St David’s are

signalised. Access to the bus station cannot be achieved from Pipers Row, to the west of the bus station.

In terms of bus station egress, buses have two options in terms of exiting the station. To the east of the bus station, there is a left

out access onto Ring Road St David’s which benefits from a segregated bus lane in part. To the west of the bus station, buses

can exit directly onto Pipers Row in either a northbound or southbound direction.

Access and egress for buses using the bus station will be retained as existing under the WCCE proposals. As set out earlier in

this report, the northbound metro stop on Piper’s Row opposite the bus station egress has been positioned such that buses

turning right out of the bus station are not impeded by the Metro. The bus station will benefit from improved integration with

Metro services. Pedestrian access to the bus station will be improved through the addition of a signalised pedestrian crossing

over Piper’s Row.

The WCCE itself will have an impact on bus services in the area, however as indicated in Table 5.3 in chapter 5, general delays

for buses are generally reduced when compared to the Do Nothing and Reference Case scenarios.

6.3 On-street Facilities

6.3.1 Bus alighting

Presently, Bus Stop ZB enables passengers to alight from northbound services opposite the bus station. This stop is being

removed to facilitate the WCCE proposals. This facility is only used by three services at present and its removal is not considered

to have a significant impact on bus facilities in the area. Furthermore, alternative alighting facilities are available for each service

using stop ZB within 250m of its existing location. Considering WCCE will deliver Metro stops for both boarding and alighting, the

net impact on the integration of public transport services remains significantly positive.

6.3.2 National Express Coach Stops

To provide Metro stops adjacent to the bus station, it is necessary to relocate the existing coach stop sited on Piper’s Row

adjacent to the bus station. This has been considered in detail as part of the WCCE design process. Currently, National Express

and Centro are in dialogue investigating the viability of coaches using the bus station. This may be possible for some coaches;

however a robust impact assessment needs to consider that coaches would use a relocated coach stop.

The existing coach stop is 31m long and can accommodate two coaches. Inspection of the timetable confirms that the coach stop

is used regularly throughout the day, and there are regular occurrences of coaches being scheduled within 15 minutes of each

other. Therefore it is necessary to retain the existing capacity for two coaches. Consideration of current coach movements

identified that the westbound side of Tower Street was the optimal location for a relocated coach stop.

6 Impact Assessment: Bus and

Coach



Transportation

It would be preferable to locate the coach stop as close as possible to the eastern end of Tower Street to provide better

interchange between local bus and Metro services. However, it has been necessary to discount the eastern portion of Tower

Street due to conflicts with existing accesses, the Piper’s Row junction, on-street parking, and the proposed relocated NCP

access (detailed in chapter 10 of this report), and limited footway widths.

The optimal location is considered to be the existing disused bus stop with space for two buses on the western section of Tower

Street. This limits the impacts of the concerns identified above, in that it does not conflict with existing accesses, does not affect

on-street parking and minimises interaction with NCP traffic. The footway widths range from 2.4m to 2.8m, which is suitable for

waiting passengers and loading/unloading. Mobility impaired passengers require a 3m footway to use the lift provided by National

Express Coaches. It is the current intention to accommodate coaches needing to use the lift in the Wolverhampton Bus Station. If

this is not possible, the potential exists to create a build-out/bus boarder to provide the necessary 3m width on Tower Street.

To deliver this stop relocation, an alteration to the TRO and due consideration of facilities such as passenger shelters, signage,

street lighting and a build-out/bus boarder will need to be undertaken.

The relocation of the coach stop will reduce the level of integration between coach and bus and rail services, due to the increase

in distance between facilities. The relocated coach stop will not result in a significant loss of amenity for passengers also using

the Metro, as the relocated stop will be a similar distance from the proposed Metro stop at the bus station, as the existing stop is

from the existing Metro St George’s terminus on Bilston Street. The relocated coach stop will have the benefit of being closer to

town centre facilities than the existing stop, including the Market Street taxi rank. The relocation of the coach stop is viable and

not considered to have a significant net negative impact on amenity for the coach operator or users.

6.4 Summary and Conclusion

This section has demonstrated that WCCE will improve the integration of bus and Metro services. There will be some loss of

amenity for users of bus services which alight at northbound stop ZB on Piper’s Row, and for coach users wishing to transfer to

bus and rail services. However, the net impact for bus and coach users is considered to be positive.




Transportation

7 Impact Assessment: Non-

Motorised User



Transportation

7.1 Introduction

This chapter discusses the potential impact of the proposed WCCE scheme on pedestrians and cyclists.

7.2 Pedestrians

The proposed WCCE alignment will not preclude pedestrians and those with disabilities from travelling along any existing route

as footways will continue to be provided along both sides of the route and crossing points will be retained in all existing locations.

Nevertheless, the proposed WCCE scheme will result in minor modifications to junctions and footways along the route, which

must be considered in terms of their impact on pedestrian amenity.

7.2.1 Bilston Street/Piper’s Row

Modifications are proposed to kerb lines, crossing points and pedestrian islands at this location to accommodate the proposed

WCCE tram alignment. The crossing facilities over Bilston Street move eastwards to accommodate the new junction and track

layout, to ensure pedestrians cross away from any moving track switch gear parts. The crossing over Piper’s Row will remain as

a staggered crossing in a similar location, with minor modifications to location and length. The footway on the east side of Piper’s

Row is moved to the east to accommodate the wider turning radius required for tram movements. The width of the footway is

retained as existing. The traffic island in the centre of Piper’s Row is proposed to be widened.

The central island on Bilston Street between the tram lanes and eastbound traffic will be split to allow tram turning movements

into and out of Piper’s Row. This is not considered to impact on pedestrian amenity as this does not constitute a desire line for

pedestrians, nor should movements across Bilston Street be encouraged in this location for safety reasons. A safe pedestrian

crossing point aligning with pedestrian desire lines is available to the west of the junction with Piper’s Row.

It is considered that the proposed WCCE scheme will not have a material impact on pedestrian facilities in this location.

7.2.2 Piper’s Row, between Tower Street and Castle Street

Pedestrians will be affected by the implementation of both north and southbound tram stops in this location, and the alterations to

road alignment required to deliver this. The footway on the east side of Piper’s Row will be retained in the existing location, at the

existing width. Pedestrians changing mode between Metro and bus will benefit from a significant reduction in distance required to

walk between Metro stop and bus station.

A signalised pedestrian crossing will be provided over Piper’s Row adjacent to the bus station and Metro stops, on the north side

of the Castle Street/ Pipers Row junction. This will improve pedestrian amenity and enhance integration between Metro and bus

services, it is proposed to relocate the access into the Bus station to the north in order to better meet the pedestrian desire line to

this new crossing point and avoid conflict with the southbound tram stop.

There may be a loss in pedestrian amenity for those pedestrians on the east side of Piper’s Row. The introduction of a proposed

Metro stop and associated infrastructure on the existing width footway, coupled with Metro users waiting at the stop, may result in

a reduction in available space for pedestrians.

To accommodate the northbound Metro Stop, it will be necessary to widen the carriageway into the western footway. There will

not be a loss in footway width at the tram stop itself as further widening will take place into the NCP car park to provide adequate

footway width. However, there could be a reduction in available footway space due to the tram stop itself. There will be a small

reduction in footway at the corner of Tower Street and Piper’s Row, to accommodate the WCCE alignment without encroaching

into West Midlands Police land, although this is not considered significant.

7.2.3 Piper’s Row/Queen Street/Berry Street

At present, this junction is priority controlled, with both Queen Street and Berry Street restricted to one-way westbound. Under

the City Council’s public realm proposals for the town centre, Queen Street will become one-way eastbound, and the junction

with Piper’s Row will become signalised. Single stage pedestrian crossings will be provided over each approach to the junction,

which will run in an “all-red” pedestrian stage. This will facilitate scramble crossings. WCCE will not have an impact of the

provision or operation of this pedestrian amenity.

7 Impact Assessment: Non-

Motorised User



Transportation

7.2.4 Lichfield Street/Piper’s Row/Railway Drive/Fryer Street

At present pedestrians benefit from a significant area of pedestrian-only public realm in the south-east corner of this junction.

This area will be slightly reduced under WCCE proposals to provide adequate turning radii for tram movements between Piper’s

Row and Railway Drive. This will also increase the lengths of the crossings, and the ability for pedestrians to make diagonal

crossing movements within the “all-red” pedestrian stage. However, the numbers of pedestrians passing through this location has

reduced since the introduction of the pedestrian footbridge over Ring Road St David’s in 2011, which has provided a more direct

alternative route for movements between the railway station and Piper’s Row.

7.2.5 Railway Drive/Rail Station

Under the WIP proposals, general traffic, buses and taxis will no longer be permitted to use Railway Drive, with alternative

access to Wolverhampton Rail Station provided from Corn Hill. Railway Drive will become one-way westbound, with access to it

allowed only to permitted vehicles needing to access premises such as the Banana Yard and the emergency services. This will

improve the quality of the pedestrian route from the town centre and bus station to the rail station through limiting vehicular

conflict to one tram every six minutes in each direction and occasional vehicles accessing other premises, rather than a constant

stream of cars and taxis. Pedestrian access to the rail station will still be permitted along Railway Drive, although the adjacent

footbridge represents a more attractive route for pedestrians from the south.

7.2.6 Disabled Users

Disabled users have been accommodated within the WCCE preliminary design utilising best practice design. Pedestrian facilities

have been designed utilising standard design parameters incorporating facilities for partially sighted users, the crossing points

are perpendicular to the tram tacks wherever feasible in order to minimise the inaction between the tam and pedestrians. Tram

platforms have been designed in accordance with DDA requirements for access ramps and gaps between the platform edge and

station tram.

Many of the features that facilitate use by disabled users will be finalised at detailed design stage and will be carried out in full

consultation with Wolverhampton City Council and appropriate disability groups. Features to be finalised at this stage will include:

- Agreement on kerb up stand heights in pedestrian areas to ensure definition between tram way and footway

- Information point layouts and audible instructions to ensure legibility by all users

- Wayfinding information

- Urban realm and paving options.

7.2.7 Summary and conclusion

In all instances, amendments to pedestrian facilities are considered minor and will not have a significant impact on pedestrian

movements.

It is concluded that provision for pedestrians and those with disabilities has been adequately considered and that the proposals

are acceptable in terms of pedestrian accessibility.

7.3 Cyclists

As discussed in Chapter 3, there are no specific on-street cycle facilities in the area affected by the WCCE, with the exception of

cycle feeder lanes and ASLs on Lichfield Street and Railway Drive at the junction with Piper’s Row. Whilst the National Cycle

Network Route 81 runs along Lichfield Street, it is not supported by additional dedicated cycle facilities in the study area.

Due to the constrained nature of the WCCE route, there is insufficient carriageway width along Piper’s Row to provide

segregated facilities for cyclists. However, cyclists will not be prevented from cycling alongside the tram should they wish and as

such, a sufficient gap will be provided between the kerb and the tram to provide enough width for cyclists to travel safely.

However, due to constraints in the overall carriageway width, there will not be enough space between the edge of carriageway

and the tram tracks for trams to travel side by side with cyclists. Therefore trams will sit behind cyclists, in much the same way as

the significant numbers of buses which use Piper’s Row do so at the moment.



Transportation

It is acknowledged that many less confident cyclists may be deterred by this arrangement and not wish to cycle alongside the

tram tracks in a constrained environment. Therefore alternative off-road cycle routes are proposed to be provided that will allow

cyclists to by-pass Piper’s Row should they wish to do so.

Cyclists wishing to access the Rail Station from the south and east of the city centre will be signed to use the existing off-road

cycle routes at Bilston Street Island, linking to the shared use cycle way that runs north parallel to the Ring Road and links to

NCN 81 at Railway Drive. Cyclists will also be able to use the cycling facilities provided through WCC’s Public Realm

improvements on Market Street/Princess Street to link with Lichfield Street and NCN 81 to access the Railway station via Railway

Drive. These two alternative routes are not significant detours therefore will not adversely affect cycling amenity in this area.

Shared use cycle facilities are proposed along Bilston Street to allow cyclists to access the off road route at Bilston Street island

without interacting with traffic or trams, appropriate Toucan crossing facilities will be provided to enable cyclists to cross traffic

and tram tracks safely.

Where cyclists cross tram tracks, appropriate markings are proposed to encourage cyclists to cross perpendicularly, reducing the

chance of slipping on the rails.

Cyclists will be directed to continue to use the shared cycle/footway facility on Railway Drive, avoiding the need to cycle

alongside the tram tracks. The crossing to the canal towpath will be made easier through the removal of general traffic from

Railway Drive.

The Advanced Stop Lines will be removed from Railway Drive at the junction with Lichfield Street and Piper’s Row. This is

because this section of road will be “tram-only” and the cycle facility will therefore be redundant on the basis that there will be no

need for cyclists to get ahead of general traffic at the stop-line, given that general traffic will no longer use the road.

Provision for cyclists has been considered as part of the design process, along with consultation with cycle groups. It is

acknowledged that the introduction of tram tracks could result in a potential slip hazard and that some less confident cyclists will

not be comfortable cycling alongside the tram. Therefore alternative segregated routes will be provided to allow cyclist to access

NCN 81 and the rail station without the need to cycle alongside the tram.

With the mitigation outlined above, it can be considered that the effect of the WCCE on cyclists will be negligible.




Transportation

8 Impact Assessment: Railway

Station



Transportation

8.1 Introduction

This chapter discusses the potential impact of the proposed WCCE on operations at Wolverhampton Rail Station.

Redevelopment of the railway station is proposed as part of later phases of the WIP scheme. Therefore, whilst significant

changes will occur, many of these are not be associated with WCCE and should not be seen as impacts related to the WCCE

proposals.

8.2 Heavy Rail

Rail services to or from Wolverhampton Rail Station will not be affected by WCCE proposals other than through increased

demand as a result of improved integration between rail and Metro services.

8.3 Station Access and Facilities

The existing forecourt and passenger concourse is proposed to be replaced by a new high quality rail interchange facility with

enhanced surrounding street space as part of the WIP. This will also include the development of a new multi-storey car parking

facility with over 1,000 spaces.

As part of the proposed WCCE, the Metro will travel towards the railway station via Railway Drive. A new Metro stop will be

provided within the new station forecourt. The positioning of the Metro stop will provide convenient interchange between Metro

and heavy rail for passengers.

Vehicular access to the railway station will no longer be allowed from Railway Drive, which will instead be accessed from Corn

Hill.

The proposed WCCE is not expected to have a detrimental effect on accessibility to the rail station or facilities provided at the

station. It will provide a significant benefit to rail station accessibility in improving connections with Metro services through

delivering a Metro stop at the rail station.

8 Impact Assessment: Railway

Station




Transportation

9 Impact Assessment: Taxi



Transportation

9.1 Introduction

This section examines the potential impact of the proposed WCCE scheme on taxis in the study area.

9.2 Taxi Ranks

The existing taxi ranks in the study area will be marginally affected by WCCE proposals. The rank on Castle Street will be

retained but relocated westwards by removing two pay and display spaces. The rank at the railway station is likely to have

already been relocated as part of the WIP station redevelopment proposals and therefore WCCE will have no further impact.

9.3 Conclusion

The proposed scheme is not considered to have a material impact on taxis.

9 Impact Assessment: Taxi




Transportation

10 Impact Assessment: Loading,

Servicing and Access



Transportation

10.1 Introduction

AECOM has produced an Access and Loading Strategy Report (ref. WCCE-HRP-002/C03) in support of the proposed WCCE

scheme. The report was developed to ensure that the Metro can operate satisfactorily without, as far as possible,

inconveniencing businesses and property occupiers.

Chapter 3 of this TA outlined the existing conditions and issues for loading and access in relation to the WCCE scheme. This

section of the report discusses the impact of WCCE on loading servicing and access, details the mitigation strategy and

assesses the residual impacts.

10.2 Issues and Problem Areas

The potential issues and problem areas which have been identified through the Access and Loading Strategy are summarised in

Table 10.1 below.

Table 10.1: Summary of Access and Loading Requirements

Ref Location Issue/Problem

AL01 Entire Corridor Waiting restrictions do not currently prohibit loading at all times along the path of the Metro, as exceptions are allowed for some parts of the day dependent on location.

AL02 Station Area, Access for Ambulances Ambulance Service desires “off-tracks” area to operate from in an incident.

AL03 Railway Drive, Access to Banana Yard Large vehicle access may be required to the Banana Yard.

AL04 Piper’s Row, Pedestrianised Section The TRO for the pedestrianised section of Piper’s Row (at its northern end) does not allow tram passage.

AL05 Existing Loading Bay, Northern Section of Piper’s Row

The existing loading bay would be affected by the proposed tram track alignment and is not big enough to accommodate large vehicles off-carriageway.

AL06 CRC Manhattan Loading Requirements, Piper’s Row

CRC Manhattan would not be able to receive their deliveries from Piper’s Row.

AL07 Castle Street Large vehicle access to Castle Street may be restricted when a tram is stopped at the southbound Metro Stop.

AL08 Southbound Coach Stop, Piper’s Row The southbound coach stop will need to be removed to accommodate the southbound Metro stop.

AL09 Northbound Bus Stop, Piper’s Row The northbound bus stop will need to be removed to accommodate the northbound Metro stop.

AL10 NCP Car Park Access, Piper’s Row The existing two-way access to the NCP car park on Piper’s Row will need to be relocated to accommodate the northbound Metro stop.

AL11 Law Courts, Piper’s Row Ambulance Service require off-carriageway pull-in. Larger prisoner transfer vehicles waiting to enter the courts can overhang the Piper’s Row carriageway.

10.3 Proposed Strategy

This section of the report, which forms a summary of the access and loading strategy, considers the issues set out above in turn

and identifies a recommended solution.

10.3.1 AL01: Entire Route

Loading is currently allowed at certain times of the day on certain sections of the WCCE route. This could impede trams resulting

in unacceptable service delays. It is therefore proposed that an overall “No waiting at any time and no loading at any time” traffic

regulation order (TRO) be implemented along the extent of the scheme. It is understood that this may conflict with certain

operational requirements, with impacts and mitigation discussed in the following paragraphs. However, not implementing such a

TRO would have a serious impact on the performance of the WCCE scheme.

10 Impact Assessment: Loading,

Servicing and Access



Transportation

10.3.2 AL02: Station Area, Access for Ambulances

The ambulance service has requested that an area be available at the station which they can operate from without obstructing a

tram. This has been considered, however it is expected that the ambulance service will be able to use taxi-rank bays or forecourt

area for temporary parking when responding to incidents at the station. Access to the taxi ranks at the station for ambulances will

be provided as part of the WIP scheme. Ambulances will still be able to travel along Railway Drive in an emergency situation;

therefore it is considered that WCCE will not have a negative impact on access to the station area for ambulances.

10.3.3 AL03: Railway Drive, Access to Banana Yard

Large vehicle access may be required through the Banana Yard once development has been finalised to access Network Rail

land. This has been investigated and it has been concluded that such access is feasible as the OLE columns have been located

to the south side of Railway Drive. Consequently, no further action is required.

10.3.4 AL04: Piper’s Row, Pedestrian Section

The TRO for the pedestrianised section of Piper’s Row (at its northern end) does not allow tram passage. It is therefore

recommended that the TRO be reviewed as part of the TWA Order and, if necessary, amended to permit tram passage through

the pedestrianised area.

10.3.5 AL05: Existing Loading Bay, Northern Section of Piper’s Row

The existing loading bay would be affected by the proposed tram track alignment and is not large enough to accommodate large

vehicles wholly off-carriageway. This could result in trams being impeded by vehicles using the loading bay.

It is recommended that a longer and wider loading bay located at the north eastern end of Piper’s Row, able to accommodate

larger vehicles than the existing loading bay, should be provided. The proposed loading bay will be positioned outside of the path

of the tram tracks and will be sufficient in length and width to accommodate more than one vehicle, depending on vehicle size. It

also ensures that vehicles can park fully within the loading bay without encroaching onto the running carriageway, hence

avoiding potential conflict with tram movements.

10.3.6 AL06: CRC Manhattan Loading Requirements, Piper’s Row

CRC receives a brewery delivery once a week requiring an HGV being parked on Piper’s Row for up to two hours. This would

cause a significant obstruction to the Metro line and therefore the delivery needs to be accommodated elsewhere. A number of

options have been considered to address this issue.

The use of the alley alongside the CRC Manhattan and the Wulfrun Hotel was found to be unfeasible due to the lack of space

available for large vehicles to manoeuvre or for unloading with a vehicle in situ, present usage of the alley, and conflict with

pedestrian facilities. A loading facility on Castle Street was also considered, but swept path analysis of an HGV turning left into

Castle Street from Piper’s Row shows that a significant distance along Castle Street would be required for a large HGV to

straighten up to be in line with the northern kerb. Given the bulk and weight of the deliveries CRC Manhattan receives, this is

considered too far for the deliveries to be unloaded and carried to the cellar entrance, making Castle Street an unsuitable

location. Furthermore, the provision of the loading bay on Castle Street would require the existing taxi rank and some on-street

parking on the south side of Castle Street to be relocated, unless the road were widened by taking land from the adjacent NCP

car park. This is not considered desirable.

Accordingly, Queen Street has been considered as to whether it could accommodate a loading bay large enough for an

articulated HGV. The loading bay would need to be on the south side of Queen Street so that barrels for CRC Manhattan would

not need to be transported across the road. Swept path analysis has identified that that the design would require the removal of a

number of on-street parking spaces at the eastern end of Queen Street and changes to the TROs. It should also be noted that

the premises currently being serviced from the northern side of Queen Street (including the Co-Op) would have to receive their

deliveries on the south side of the road, creating some inconvenience. However, a loading bay on the south side of Queen

Street is considered the best balance between servicing CRC Manhattan, the Wulfrun Hotel, and premises on Queen Street,

without having an unacceptable impact on Metro services.



Transportation

10.3.7 AL07: Castle Street

Large vehicles turning left from Piper’s Row to Castle Street may be restricted when a tram is stopped at the southbound Metro

Stop. This is because the width and kerb radii of Castle Street means that large vehicles turning left into it will have to swing out

onto the southbound carriageway of Piper’s Row to undertake the turn. To mitigate this, it is proposed that the kerb lines

entering Castle Street from the south will be relaxed as part of the WCCE.

10.3.8 AL08: Southbound Coach Stop, Piper’s Row

The southbound coach stop will be removed to accommodate the southbound Metro stop. Options for relocating the coach stop

to different locations along Piper’s Row in the vicinity of the bus station have been explored however no feasible options were

found. This issue is discussed in depth in Chapter 6.

Wolverhampton Bus Station and National Express are currently in dialogue with regards accommodating National Express coach

services at the bus station. It is unlikely that this will be feasible, although efforts will be made to accommodate those coaches

with mobility impaired requirements due to the wide footway space required for use of the on-board lift facility. An alternative

coach stop location has been identified on Tower Street which is viable and would not result in an unacceptable impact on coach

users or the operator.

10.3.9 AL09: Northbound Bus Stop, Piper’s Row

The northbound bus stop on Piper’s Row will need to be removed to accommodate the northbound Metro stop. The bus stop is

for unloading only, and used by three services that do not serve the bus station. There are no suitable alternative locations along

Piper’s Row. Therefore, the stop will be required to relocate elsewhere in the city centre. This is not considered to be a

significant impact on bus services.

10.3.10 AL10: NCP Car Park Access, Piper’s Row

The existing two-way access to the NCP car park on Piper’s Row will need to be removed to accommodate the northbound Metro

stop. A new access to the car park is required from either Castle Street (along the northern side of the car park) or Tower Street

(along its south side).

Access from Tower Street is proposed, rather than Castle Street, as it is a two-way road, whereas the one-way operation of

Castle Street would result in all vehicles leaving the car park being directed into the city centre. To accommodate the new

access, at least two on-street parking spaces would need to be removed from Tower Street.

10.3.11 AL11: Law Courts, Piper’s Row

The Ambulance Service desires an off-carriageway space near to the Law Courts in which to operate during an incident. They

will continue to serve the law court by parking partially on the footway outside the building. The gated access to the courts will be

moved back to enable larger prisoner transfer vehicles to wait to enter without overhanging the Piper’s Row carriageway.

10.4 Summary and Conclusion – Loading, Servicing and Access

The above section has detailed the proposed measures for addressing access and loading issues arising from the WCCE

scheme proposals. It is considered that acceptable mitigation has been identified and proposed for each access and servicing

issue and incorporated within the WCCE scheme where appropriate. The WCCE scheme is therefore not considered to have an

unacceptable impact on the access and servicing requirements of existing operations and businesses in the study area.




Transportation

11 Impact Assessment: Parking



Transportation

11.1 Introduction

This chapter sets out the impact of the proposed WCCE scheme on both on and off-street parking provision within the study

area. The route alignment will directly affect parking provision through geometric changes. Indirect impacts will also occur due to

mitigation measures proposed as part of the Access and Loading Strategy. Furthermore, significant changes to parking facilities

at the railway station will occur in future, but as a result of the WIP scheme rather than WCCE.

11.2 Off-Street Parking

The proposed WCCE scheme will require some land take from the NCP car park. The Piper’s Row carriageway will need to be

widened to provide the northbound Metro stop at the bus station and to provide sufficient footway width, a small amount of NCP

land will be required. Whilst NCP will determine the revised car park layout, a potential design has been considered which could

provide 148 parking spaces. This will result in a net loss of 12 off-street parking spaces.

The Piper’s Row access for this car park will be closed and an alternative access on Tower Street will be provided. Two-way

traffic movements for all vehicles are allowed on Tower Street. Therefore this change in access location is not considered to

result in a detrimental effect on the accessibility of the car park.

Off-street parking facilities will be altered significantly at the rail station. There will be an increase in spaces from 477 to

approximately 1000. However, this will be as a result of the WIP scheme rather than WCCE.

11.3 On-Street Parking

Whilst there are no on-street parking facilities on the WCCE route, there will be an impact on on-street parking as a knock-on

effect of proposed changes in access and loading required by the scheme. Providing a loading area at the eastern end of Queen

Street will result in the loss of a small number of on-street parking spaces on Queen Street. Additionally, the creation of an

access to the NCP car park on Tower Street will require the removal of at least two on-street parking spaces. The relocation of

the southbound coach stop on Piper’s Row to Tower Street would not have an impact on on-street parking as the proposed

coach stop is currently a disused bus stop.

In order to support the relocation of the taxi bay on Castle Street (as outlined in section 9.2), it will be necessary to remove two of

the on-street parking bays on Castle Street. This has been discussed with WCC as part of the ongoing consultation process and

is not considered an issue.

11.4 Disabled Parking

The WCCE scheme will not have an impact on disabled parking provision. The re-design of the NCP car park layout will not

result in a net loss of disabled parking spaces. It is not anticipated that any on-street disabled parking spaces will be removed as

a result of the WCCE project.

11.5 Conclusion

It can be concluded that the proposed WCCE would not have a significant effect on existing off-street and on-street parking in the

area, as the reduction in overall spaces would be minimal.

11 Impact Assessment: Parking




Transportation

12 Environmental Considerations



Transportation

12.1 Introduction

This chapter discusses the transport related environmental considerations of the proposed WCCE project. The information within

this chapter is based on the Environmental Impact Assessment (EIA) Scoping Report (Document Ref WCCE-ERP-200) prepared

by AECOM in June 2013. From an environmental perspective, transport schemes primarily result in air quality and noise impacts.

12.2 Air Quality

A full Air Quality Assessment will be included within the EIA. WCCE has the potential to affect air quality in the following ways:

- Dust effects and vehicle emissions associated with demolitions involved with the construction of the WCCE route.

- Dust effects and vehicle emissions associated with the construction of the proposed tram line and additional tram stops.

- Alterations to, and reconstruction of, the Bilston Street/Piper’s Row and Railway Drive/Fryer Street/Lichfield Street/Piper’s

Row junctions.

The WIP scheme will also result in air quality impacts, particularly as a result of the new station development and changes in

vehicular access and car parking. It will be necessary to isolate the air quality impacts of WCCE to avoid incorporating impacts

associated with WIP in the assessment.

The proposed WCCE scheme is located within an Air Quality Management Area (AQMA) and therefore existing air quality is

considered to be of potential concern. WCC has identified a number of roads within the study area as Intensive Survey Areas

(ISA), due to high concentrations of nitrogen dioxide (NO2) attributed to the proximity of the bus station. The ISAs include the

following roads:

- Lichfield Street.

- Piper’s Row.

- Queen Street.

Additionally, annual mean fine particulate matter (PM10) concentrations are monitored at five sites across Wolverhampton, with

the Lichfield Street site falling within the WCCE study area.

As concluded in Chapter 5 of this TA the introduction of the tram route does not have a significant impact on general traffic in

Wolverhampton or on the adjoining Ring Road. It is therefore unlikely that the transport impact of the scheme will result in a

significant impact on air quality in the study area during the operational phase. It is understood that short-term air quality impacts

resulting from the construction of the scheme will be addressed in the EIA, with appropriate mitigation proposed.

12.3 Noise and Vibration

A full Noise Impact Assessment will be included within the EIA. The proposed WCCE scheme will generate transport related

noise through the operation of the trams along the extended route, any audible warning systems or public address systems, and

any associated changes in traffic conditions and access and loading locations. Additionally, the construction phase of the scheme

may have noise impacts associated with both demolitions and construction.

The impact of noise will be related to both the decibel level of noise generated, and the number of sensitive receptors affected by

that noise. The proposed route extension will pass within approximately 45-50m of the Grand Theatre, and approximately 10m of

the Crown and County Court. Two hotels, the Britannia and Wulfrun Hotel, are identified immediately adjacent to the proposed

route. There is a small level of residential accommodation located above ground floor commercial properties along the proposed

route. Additionally, residential properties lie to the south of the Birmingham Canal, opposite the proposed termination point of the

WCCE route. These receptors are located approximately 15-20m south of the extension route. Hotel and residential property also

lie to the north of the proposed new Wolverhampton Rail Station building, north of the existing train lines.

12 Environmental Considerations



Transportation

The noise generated by the construction and operational phases of WCCE will be assessed in the EIA in terms of its impact on

the sensitive receptors identified above.




Transportation

13 Management of Construction

Traffic



Transportation

A Construction Strategy (including a Construction Traffic Management Plan (TMP)), and a Code of Construction Practice

(CoCP) will be developed in advance of the construction phase to improve the efficiency of construction and limit the potential

adverse effects, including on transport.

A draft Construction Strategy has been prepared. It is proposed that this would be further developed and defined by the

contractor appointed to construct the WCCE. There is a possibility that the construction of WCCE and the rail station elements of

WIP will be undertaken simultaneously due to the programmes of both schemes. A high level of co-ordination between both

project teams would therefore be required.

Initial consultation has taken place with the Emergency Services and it is recommended that this continue. It will be necessary to

develop an efficient and consistent Construction Traffic Management Plan (TMP) to minimise the effect of the construction of the

WCCE on general traffic flows and to manage the movement of people and materials associated with the construction itself.

WCCE works will be carried out in stages and as far as practicable avoiding peak traffic times in order to maintain maximum

traffic circulation, particularly where works affect major junctions. Loading and access requirements will be maintained as far as

practicable, with all attempts made to minimise disruption to all traffic.

Construction compounds have been identified and included within land proposed as part of the TWAO application. A construction

compound approach utilising at least one site is recommended given the scale of the project. However, the contractor will

ultimately be responsible for the sites used and the construction methodology. The compound(s) would operate during the

construction works, with a number of operational criteria considered, as exampled below, further details will be included in the

Code of Construction Practice:

- Delivery Hours;

- Environmental Issues;

- Security;

- Key Access Routes;

- Extent of Route Served;.

- Health and Safety; and

- Approximate duration of the operation of the compound.

A number of additional measures/considerations are also identified, which would need to be addressed prior to commencement

of construction, further details of which will be included in the Code of Construction Practice. These would include:

- Temporary Traffic Regulation Orders (TTRO) may be required at particular sites to ensure sufficient space for access/egress;

- Visibility for vehicles at the newly created entrance to the compounds and other work sites, possible removal of obstructions;

and

- Temporary signage required to identify routes for delivery/construction vehicles. Signage also for access and exit points of the

compound.

13 Management of Construction

Traffic

14 Summary and Conclusions



Transportation

14.1 Introduction

AECOM Ltd has been commissioned by Centro to provide transport consultancy services for the proposed Wolverhampton City

Centre Extension (WCCE) to Midland Metro Line 1. The scheme is being brought forward in partnership between Centro and

Wolverhampton City Council (WCC). It is currently anticipated that the scheme will open in 2018

The Midland Metro Line 1 currently operates between Birmingham Snow Hill and Wolverhampton City Centre, terminating at

Bilston Street. The proposed WCCE route will extend the Midland Metro route in Wolverhampton from Bilston Street to

Wolverhampton Rail Station via Piper’s Row and Railway Drive. The existing St George’s stop at Bilston Street will continue to

be used by some services, with additional stops provided on Piper’s Row adjacent to the bus station, and at Wolverhampton Rail

Station.

WCCE will deliver the integration of public transport in Wolverhampton, and the improvement of connectivity between strategic

centres, by the integration of bus, rail and tram.

This report has formed a Transport Assessment (TA) in support of the TWA Order. The purpose of the TA is to identify and

assess the potential impact of the proposed WCCE on all modes of transport and travel.

14.2 Summary

14.2.1 Transport Planning Policy Context

The national policy agenda for transport focuses on the twin objectives of supporting economic development whilst addressing

carbon emissions. WCCE will provide a significant contribution to these aims through linking the strategic centres of

Wolverhampton and Birmingham and encouraging travel demand to be met by sustainable modes through providing greater

integration in the public transport network.

The Localism Act 2011 and NPPF 2012 promote Local Plans as the mechanism to identify local priorities and investment needs.

The Black Country Core Strategy 2011-2026 is the Local Plan for the area, and is supported by SPDs and AAPs. WCCE fulfils

the aims and objectives of the Black Country Core Strategy, as well as being specifically identified as a strategic priority in the

West Midlands Local Transport Plan 3, 2011-2026.

The WCCE project will contribute to achieving the aims of both local and national policy. It can therefore be considered entirely

acceptable in policy terms.

14.2.2 Baseline Transport Conditions

WCCE extends the existing Metro line from Bilston Street to Wolverhampton Rail Station via Piper’s Row and Railway Drive. In

addition to these roads, a number of other roads are also considered to be within the study area as they adjoin the route. The

study area is therefore formed by the following routes and their junctions:

- Bilston Street, Piper’s Row, Railway Drive, Tower Street, Castle Street, Queen Street, Berry Street, Lichfield Street.

Pedestrian facilities are generally good along the WCCE route, with continuous lit footways adjacent to both sides of the

carriageway and appropriate crossing provided where required. A new pedestrian bridge over Ring Road St David’s was

provided in 2011, linking bus and rail stations.

The National Cycle Network Route 81 runs from Shrewsbury to Telford through Wolverhampton along Lichfield Street, through

Victoria Square and onto Railway Drive, then diverts onto the canal towpath. This route also provides access to the railway

station. The route through Wolverhampton is an unsegregated on-street route.

The existing Midland Metro line terminates at the St George’s stop on Bilston Street. The terminus has a large shelter providing

real time travel information. Metro operates at a “turn up and go” frequency during the day time and will benefit from an increase

in frequency and capacity delivered through the complimentary Birmingham City Centre Extension (BCCE) project at the

opposite end of Midland Metro Line 1.

14 Summary and Conclusions



Transportation

Wolverhampton Bus Station has recently been developed into a modern facility, accommodating 19 bus stands. More than 30

routes use the bus station, with more that 80 services departing during peak hours.

The Wolverhampton Rail Station is located outside the Ring Road area and is linked to the City Centre via Railway Drive. The

railway station has various facilities including a short/long stay parking, multi-storey car park, taxi rank and cycle parking,

provided as Sheffield stands. The station will be comprehensively redeveloped as part of the committed WIP proposals, which

will also move the station access point from Railway Drive to Corn Hill.

Taxi ranks in the vicinity of the study are provided at Castle Street and the rail station.

Wolverhampton City Centre is a controlled parking zone. Off-street parking is available at the rail station and NCP car park

accessed from Piper’s Row. No on-street parking is provided on the WCCE route itself, although there are approximately 60 on-

street parking spaces provided across Berry Street, Queen Street, Castle Street and Tower Street. A proportionate level of

disabled parking is available both on and off-street.

Existing loading, accessing and servicing arrangements have been detailed. Arrangements which could be affected by WCCE

include nightclub and hotel servicing deliveries on Piper’s Row, and the use of the loading bay on Victoria Square to the north of

the bus station.

14.2.3 Proposed WCCE Alignment

The TA has described the proposed alignment of the WCCE and related highway changes.

14.2.4 Traffic Impact

The TA has set out the impact of the WCCE proposals on traffic and junctions, which has been predicted using a VISSIM micro

simulation model. The following scenarios have been assessed:








Comparative assessments have been undertaken to assess traffic impact of two variations of the WCCE scheme.

Further to the VISSIM modelling, it has been concluded that the proposals are acceptable in terms of traffic impact.

14.2.5 Impact on Buses

The TA has demonstrated that WCCE will improve the integration of bus and Metro services. There will be some loss of amenity

for users of bus services which alight at northbound stop ZB on Piper’s Row, and for coach users wishing to transfer to bus and

rail services. However, the net impact for bus and coach users is considered to be positive.

14.2.6 Pedestrian Impact

In all instances, amendments to pedestrian facilities are considered minor and will not have a significant impact on pedestrian

movements. It can therefore be concluded that provision for pedestrians has been adequately considered and that the

proposals are acceptable in terms of pedestrian accessibility.

14.2.7 Impact on Cycling

Provision for cyclists has been adequately considered. Whilst the introduction of tram tracks will result in a slip hazard, this is not

considered to be a significant issue and it has not been possible to provide dedicated cycle facilities within the constraints of the

scheme to mitigate this.



Transportation

A cycling strategy has been developed which encourages cyclists to use alternative routes to access the rail station and NCN 81

in order to avoid interaction with the tram on Pipers Row. The majority of the alternative routes already exist and signing will be

required to better inform cyclists of these routes. Cyclists using NCN 81 will have a dedicated facility across Railway Drive bridge

with designated crossing points in order to join the canalise section of NCN 81.

14.2.8 Impact on Rail

The proposed WCCE is not expected to have a detrimental effect on accessibility to the rail station or facilities provided at the

station. It will provide a significant benefit to rail station accessibility in improving connections with Metro services through

delivering a Metro stop at the rail station.

14.2.9 Impact on Taxis

The proposed scheme is not considered to have a material impact on taxi accessibility.

14.2.10 Access and Loading

The TA has detailed the proposed measures for addressing access and loading issues arising from the WCCE scheme

proposals. It is considered that acceptable mitigation has been identified and proposed for each access and servicing issue and

incorporated within the WCCE scheme where appropriate. The WCCE scheme is therefore not considered to have an

unacceptable impact on the access and servicing requirements of existing operations and businesses in the study area.

14.2.11 Impact on Parking

It can be concluded that the proposed WCCE would not have a significant effect on existing off-street and on-street parking in the

area, as the reduction in overall spaces would be minimal.

14.3 Conclusion

Based on the findings of this TA, in can be concluded that the transport impact of the proposals is acceptable and that there are

no transport reasons why the TWA Order should not be successful.

Midland Metro Wolverhampton City Centre Extension

Wolverhampton City Centre Existing Permitted Vehicle Movements

CENTRO

Project No: 60274057 Drawing no: WCCE-HDP-004 C02 Scale: NTS Date: Apr 2013

PERMITTED VEHICLE

MOVEMENTS

BUS AND LOADING ONLY

MOVEMENTS

This drawing has been prepared for the use of AECOM's client. It may not be used, modified, reproduced or relied upon by third

parties, except as agreed by AECOM or as required by law. AECOM accepts no responsibility, and denies any liability whatsoever,

to any party that uses or relies on this drawing without AECOM's express written consent. Do not scale this document. Al l

measures must be obtained from the stated dimensions.

EXISTING MOVEMENTS TO BE

AMENDED IN PUBLIC REALM

IMPROVEMENTS PROPOSALS

PROPOSED PUBLIC REALM

MOVEMENTS

BUS ONLY MOVEMENTS

This map is based upon Ordnance Survey material with the permission of Ordnance

Survey on behalf of the Controller of Her Majesty's Stationary Office © Crown

Copyright. Unauthorised reproduction infringes Crown copyright and may lead to

prosecution or civil proceedings. 100022610

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