Stroud Town Council Stroud Station Feasibility Study - September 2019 - Community Rail Network
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Stroud Town Council
Stroud Station
Feasibility Study
September 2019
Stroud Station
Feasibility Study
Version 0.1
Produced by:
Sandy Moller
For:
Stroud Town Council
Contact:
Jon Harris
Integrated Transport Planning Ltd.
Regus
Castlemead
Bristol BS1 3AG
UNITED KINGDOM
0117 917 5159
jonharris@itpworld.net
Contents
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i
Introduction
1. A Tool for Change 2. Using this Document 3. Other Useful Tools
Stroud Town Council (STC) commissioned This document has been developed to help A number of separate tools have been developed
Integrated Transport Planning (ITP) in 2017 to realise incremental change and should be used to help compliment this document and assist
develop a spatial vision and overarching plan for as a ‘live’ and adaptable tool to help guide and future decision making; including recalibrating
improving the railway site in the town. leverage support for investment over time. design elements when neccasary. These are;
The project was funded through the Customer The following pages are designed to help tell the Menu of Measures Assessment Matrix
and Communities Investment Fund (CCIF) story of the station site and to lay down specific
established by the Train Operating Company and aspirational proposals that can be delivered, Detailed rationale and assessment of each individual
(TOC), Great Western Railway (GWR). in phases, over the next 5-10 years. measure, including links to policy discourse.
The requirements of the study include gathering This approach aims to overcome some of the 3D Station Site Sketchup Model
and collating together a sound evidence base to pitfalls of conventional ‘masterplans’ by enabling
help inform decision making and ultimately for decision makers to adapt the focus of investment Adaptable, free tool, for enabling communities to
laying the foundations for change at the station. and respond accordingly to local circumstances. change design elements over time
This study must comply with stage two of the This document does not regurgitate previous Street Furniture Design Palette
Governance for Railway Investment Projects material that has been collated, but instead
(GRIP) process to assist the rail industry with harnesses the evidence and emerging themes to Visual presentation of materials and a range of site
minimising risks associated with developments. shape the narrative of this study. and town based infrastructure provision.
Ultimately, this research contributes towards References are made to key pieces of work and Appendices
ensuring investment goals can be attained and research that have formed the inspiration for
that a practical and realistic plan can be achieved, specific sections of this document. These can be A host of useful documents and evidence to help
both economically and strategically. consulted separately when and if desired. with understanding the design rationale.
1
Stroud in Context
1. Place Context 2. Travel Context
Stroud is a market town and former industrial Stroud is well connected to the strategic
centre in Gloucestershire, situated at the transport network with a high density of local
confluence of five valleys and surrounded by the active travel and public transport connections
Cotswold Area of Outstanding Beauty (AONB). It serving a wide catchment area and a large
is the administrative centre for the District of number of satellite villages.
Stroud (pop c112,779); located 10 miles south
east of Gloucester, 13 miles northwest of FIG 1. STROUD FARMERS MARKET (AUTHOR, 2017) By road, the A46 north/south axis connects the
Cirencester and 26 miles north west of Bristol. town with surrounding satellite villages and
commuter settlements, whilst the A419; a
The town is renowned for its creative energy and strategic east / west freight corridor, links Stroud
vibrant, independent retail scene and specialist with junction 13 of the M5 and further afield.
events; including the nationally recognised Both intersect to the south of the town centre.
farmers market. The range of social, cultural and
sporting activities attract visitors from further Stagecoach and Cotswold Green are the main
afield whilst the town boasts several conservation bus operators locally alongside a range of small
areas and a high density of listed buildings (94) scale ‘Third Sector’ services. These ‘feed’ into the
within the town and near the station site. FIG 2. THE STROUD VALLEYS (FIVE VALLEYS DIRECTORY, 2018) town from the rural hinterlands to a central bus
station to the west of the town at Merrywalks. No
The resident population is engaged in shaping timetabled services call at the railway station.
local discourse and active within the local
community. The award winning Neighbourhood The historic core and dense urban grain of Stroud
Development Plan (NDP) for Stroud, seeks to is conducive for making active travel journeys
harness and prioritise future development to whilst the Stroudwater Navigation is a popular
realise the towns potential as a great place in commuting and recreational link. The restoration
which to live, work and visit and to aid the of the canal will invite greater traffic to penetrate
growth and regeneration taking place locally. the town centre and connect via the station site.
FIG 3: OLD BREWERY WALL RENOVATION (JACKSON REECE, 2018)
2
RAIL CONTEXT
3. Rail Context
Cheltenham
N
Stroud is the largest station along the ‘Golden
Valley Line’; a meandering rail route connecting A46
Gloucester with Swindon, passing through
picturesque countryside and quintessential,
romantic landscapes; typical of the Cotswolds.
Direct rail services operate approximately once
an hour during peak periods, between Stroud
and London Paddington, via Swindon, with a
Gloucester
similar service frequency in a north west direction
towards Gloucester and Cheltenham.
Since 2009/2010, annual patronage uplift has
A419
increased substantially by 28%, with 528,820 Bath
J13 M5
users passing through the station in 2017. Under
the DfT station categorisation, Stroud is now Stroudwater Navigation
classed as ’a busy railhead’ and requires the
neccasary provision to manage future demand. Swindon Cirencester
Whilst plans for line electrification have yet to be
FIG 4: NEIGHBOURHOOD DEVELOPMENT PLAN AREA (STROUD TOWN COUNCIL, 2015)
confirmed, new longer Intercity trains, with
greater passenger capacity and quicker running
times, were introduced in summer 2018. This
presents an opportunity to extract supressed
demand for rail travel alongside the need to
manage future growth in rail patronage.
I
FIG 5: THE LANDMARK HILL PAUL BUILDING AND GWR INTERCITY 125 (ANON, 2018) FIG 6: CAPELS VIADUCT & STROUDWATER NAVIGATION (COTSWOLD CANALS, 2018)
3
THE STATION SITE
4. Station Context
STATION BUILDINGS
T
N OF
CR
Stroud Railway Station, opened in 1845, was RO
W
KEY STREETS AND ACCESS ROADS
designed by the renowned civil engineer,
Isambard Kingdom Brunel. The style is
reminiscent of Victorian and Cotswold vernacular
architecture with the limestone buildings being
virtually unaltered since being constructed
LO
N
DO
The grade two star listed Goods Shed, also a
N
RO
AD
Brunel masterpiece, is in use by Stroud Valleys
Artspace (SVA), who open the doors to art and HILL PAUL BUILDING
creative events on occasions. Both bring a sense
of local distinctiveness and local identity. STR
OU
D WA BRUNEL GOODS SHED
Investment is required to maintain and enhance TER
NA
VIG
their role within the community and local life. AT
ION STATION LEASE AREA
The station site is conveniently situated within RAIL LINE
the town centre boundary, straddling two FIG 7: OVERHEAD VIEW OF THE STATION SITE AND KEY LANDMARKS (ORDNANCE SURVEY, 2018)
designated conservation areas that preserve local
industrial heritage and architectural qualities.
Future developments must be sympathetic and
enhance the existing town and streetscape.
Cheapside, to the south of the station, is
dominated by the landmark Hill Paul building
whilst the land currently occupied by car parking
formerly served as a combination of terraced
housing and railway sidings. Landslips into the
adjacent canal have been recorded historically.
FIG 8: BRUNEL GOODS SHED (TMW,, 2004) FIG 9: STATION PLATFORM TWO (TMW 2004) FIG 10: STATION BUILDING EXTERIOR (TMW 2004)
4
STATION SITE LAYOUT
Count Letter Description
6 A Taxi Bays (GWR Liscened Vehicles)
N 1 B Short Term (20min) Parking Bay
4 C Standard Disabled Parking Bays
141 D Standard Long Term Parking Bays
A
1
6 E Informal Parking Bays (Peacocks & Weatherspoon's)
D
B
D 9 F Unmarked Parking Bays (Imperial Hotel)
C
F
D
7 G Private Car Parking Bays (SVA)
F
40 H Private Car Parking Bays (Bransby Wilson)
5 E
94 I Stroud District Council Parking (Network Rail Lease)
D
D 308 Total
5
C
E
D
G
4
D
3
Direction of Vehicle Flows
D
FIG 11: STATION SITE FACILITIES OVERVIEW (AUTHOR, 2018)
H
2
Number Description
I
2
1 Listed Platform Footbridge
I
2 Brunel Goods Shed Temporary Event Space (SVA)
H
I
3 Brunel Goods Shed Artist Studios (SVA)
I
4 Redundant Railway Bay (Edible Garden)
5 Main Station Buildings & Rooms I
I
5
STATION SITE FUNCTIONS (CURRENT)
The site could be viewed as several individual
‘parcels’ of land to reflect current ‘functionality’ EE
T
TR
and to illustrate the interconnected nature of the GS
S
N KI
N
site across the ‘Zone of Influence’ (ZoI). The titles
shown help to give identity to each ‘parcel’ and
ECOTRICITY
can be referred to when developing a phased
implementation approach to future designs.
CH
EA
PS I
A significant proportion of the station site is DE
presently reserved for parking vehicles with a
small, somewhat informal, interchange area. The
peripheral ‘parcels’ of land around the station
LO
ND
serve to emphasis connectivity Wallbridge
ON
RO
standing out as the sole ‘public realm’. This crude
AD
assessment does not mean that each parcel does
ST
RO
not serve a variety of functions. UD
WA
TE
RN
AV
IG AT
The different morphological layers (e.g canal, rail FORMAL VEHICLE / PEDESTRIAN ACCESS POINT
ION
tracks, town centre etc), influence the current
functionality of the site generally. There are few INFORMAL / HISTORIC PEDESTRIAN ACCESS POINT
vehicle access points and active travel (walking &
cycling) corridors with many movements being
FIG 12. SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018)
funnelled down the site. There are few dedicated
public realm settings for people to ‘dwell’ and
spend time in such a significant setting.
Parcels of land are interconnected across the
station site and the wider ZoI as what happens
on one part of the site will have a ripple effect on
other parts of the site. It will be neccasary to
ensure that the links between the different site
functions are mutually reinforcing.
FIG 13: STATION SQUARE (TMW,, XXX) FIG 14: BY PAST BRUNEL (TMWX,2014) FIG 15: FOUR CLOCKS (ANON, 2017) FIG 16: WALLBRIDGE WAY (TMWX, XX)
6
Setting the Scene
1. Developing the Site 3. Previous Design Elements 4. Design Philosophy
The previous few pages attempt to provide a Halcrow Masterplan (2004): Appendix x The station is not an island. The site and the
quick snapshot of Stroud; its location, the local immediate area are fundamentally interrelated;
transport options and its eclectic, thriving mix of This spatial design pivoted around relocating the physically, commercially and culturally. This is
cultural and social scenes; set in the backdrop of main bus station at Merrywalks across both sides of crucial to understand for aligning policy and
a rich industrial history. At this point we will delve the railway station site whilst emphasising the need planning discourse and ultimately in developing
deeper into the detail to understand and lay out for improved interchange facilities (including for a mutually beneficial masterplan that meets local
proposals to improve the station site. taxis and private vehicles). Parking provision was aspirations and those of the rail industry.
significantly enhanced in a very regimented scheme
and a new, ramped access bridge was proposed. Rather uniquely, designs for the station site must
account for its role as a conduit for movement,
2. Previous Masterplans
Sage Studios (2014): Appendix x due to its location, as well as a ‘destination’ or
‘origin’ point of a journey. Whether making a trip
A number of plans and designs have been The proposal focuses specifically on redeveloping by rail or as a member of the general public,
previously proposed for the station site; all of the station forecourt to form part of an enhanced users interact with the station environment but
which have failed to come to fruition in some gateway to the town centre. The design elements also surrounding streets, footways and
shape or form. Despite the site being identified in being advocated, were relatively small scale but watercourses as part of a door to door journey.
local planning discourse as a key area to recognised the impact of factors outside the station
enhance, attempts have been piecemeal and curtilage on how the site functioned. The design still As opposed to previous ‘spatial’ plans, this study
thwarted by a lack of funding. prioritised vehicular movements. proposes deploying a range of operational,
behavioural and institutional changes, in
Nonetheless, the most recent plans developed in Although opportunities to enhance transport coordination with physical changes, to create
2004 by Halcrow on behalf of Gloucestershire integration and public realms are commendable, more efficient and attractive places. This requires
County Council, as well as the latest incarnation past plans were comprehensive and deterministic a knowledge and understanding of how the area
in 2011 by Sage Consultancy, still hold weight without suggesting a phased delivery plan and currently works, and could function, in the future
and provide inspiration for design elements building in design flexibility. This plan instead, as part of an evidence led approach that
based on the raft of evidence collected over time. seeks to put in processes to initiate change. encompasses local aspirations and policy.
7KEY MASTERPLAN STUDY SECONDARY RESEARCH LOCAL CONTEXT SECONDARY RESEARCH NATIONAL CONTEXT RAIL RELATED AREA RELATED
5. The Evidence Stakeholder Consultation Event / Meeting Engagement Mapping (Pre Public Consultation) Indicative Design Feedback Hill Paul Resident Survey
Appendix xxx Appendix xx Appendix xx Appendix xx
There is a rich level of evidence readily accessible Halcrow Design (Option One) Halcrow Design (Option Two) Halcrow Design (Cheapside Option One) Halcrow Design (Cheapside Option Two)
Appendix xxx Appendix xxx Appendix xxx Appendix xxx
within the public domain that has assisted with
understanding the site context and providing
Stroud Station Travel Plan (Lite) (2015) Forecourt Movement Analysis (2015) Forecourt Thoughts Survey (2017) Stroud Equalities Assessment (2018)
inspiration for how the station could be tailored Appendix xx Appendix xx Appendix xx Appendix xx
to meet rail user demands and aspirations. This
includes a mix of statutory and advisory ACORP Community Rail & Social Inclusion (2018) ACORP Community Stations (2018) ACORP Station Adoption: A Guide for the Local Community (2014)
documents as well as research and feasibility
studies; some of which have been reviewed. DfT Inclusive Transport Strategy (2018) DfT Design Standards for Accessible Railway Stations (2015) Network Rail: Investing in the Rail Network (2018)
Appendix xx Appendix xx Appendix xx
Due to the stations significance as a gateway and Stroud Parking Consultation (2018) Stroudwater Navigation Connected (2018) Stroud Cultural Strategy (2018) Station Accessibility Report (2018)
interchange, and the impetus on enhancing the
site (in light of historic challenges), it was Cheapside Neighbourhood Report (2014) Newland Homes Site Review (2018) Newland Homes Site Layout (2018) Wallbridge Design Study
neccasary to undertake a comprehensive Appendix xxx Appendix xxx Appendix xxx Appendix xxx
assessment of the area and station site dynamics
from across a range of sources. This helps avoid Stroud District Car Park Consultation (2011) EV Bay Review One (2017) EV Bay Review Two (2017) EV Point & Platform Overview (2017)
Appendix xxx Appendix xxx Appendix xxx Appendix xxx
creating unrealistic proposals and to align
measures with other stakeholder objectives.
Merrywalks Remodelling (2016) Town Centre Pedestrianisation (1997) Merrywalks Centre Regeneration (2017) Eco Park Masterplan (2017)
Appendix xxx Appendix xxx Appendix xxx Appendix xxx
It was vital therefore vital to ‘backcast’; what does
the plan want to achieve and how do you build Industrial Heritage Conservation Area Management Proposals (2010) Gloucestershire Enhanced Materials Policy (2010) Stroud Public Realm Strategy (2009)
to that point? Whilst secondary research; Appendix xx Appendix xx Appendix xxx
covering policy, design standards and
behavioural studies is useful, perspectives on Stroud Neighbourhood Development Plan (NDP) (2015-2035) Stroud District Local Plan (2015-2035) Gloucestershire Local Transport Plan (LTP) (2015-2031)
Appendix xx Appendix xx Appendix xx
design elements, through a continuous dialogue
with stakeholders, was captured. This has and Department for Transport (DfT) Manual for Streets (Manual for Gloucestershire’s Streets (2007) G First Strategic Economic Plan (SEP) (2014-2022)
will, continue to inform thinking and set in
motion changes to the site. Easy Access to Historic Buildings (2015) DfT Manual for Streets (2007) Cycle Logistic Final Report (2018) National Planning Policy Framework (2018)
86. Policy Watch (Area)
Stroud is changing. The need to develop 3,600 The following NDP polices, are particularly The following statements also bear relevance to
additional homes and 6,800 jobs across the relevant to shaping and guiding change at the future designs for the station site based on
district by 2031, as outlined in the Local Plan, station site. The key, informative sections, have current observations and evidence.
presents an opportunity to extract supressed rail been captured and recorded (Appendix x)
demand across the station catchment area whilst Statement NP1: Car Parking
catering for current high levels of out commuting Policy AP3: Access and Movement: Streetscapes
taking place locally. Enhancing signage and installing Real Time
Specifically setting out aspirations to improve the Information (RTI) across the town to provide greater
The award winning NDP for Stroud, paints a physical links to current, new and aspirational visibility over the available car parking
coherent and desirable spatial vision to steer developments either side of the station to
proposed brownfield regeneration and future contribute towards better overall connectivity. Statement NP4: Grreening the Town Centre
housing and employment growth across the
town centre. This includes capitalising on links to Policy AP7: Gateways Exploring opportunities to integrate vegetation and
emerging visitor outlets and unique selling points green infrastructure into streetscapes through
for the town, namely the Stroudwater Navigation. Designing defined gateways, including the station pocket parks and living walls to add to local
forecourt, to create an enhanced 'sense of arrival’, biodiversity.
The polices outlined in the NDP seek to maximise and a higher quality public realm to encourage
the opportunity to create accessible communities opportunities to stay and dwell in the vicinity. Statement NP6: Cycle Access
around transport interchanges, with many
synergies being made between the identified Policy AP8a: Conservation Areas Installing cycle parking in suitable locations and to
‘cross cutting themes’ in the plan and what could Policy AP8b: Local Heritage Assets correct design standards to support the
guide designs for the station site namely: Policy AP9a :Design: General Principles development of a wider active travel network.
Policy AP9b: Design: Public Realm
1. Sustaining the economy of the town centre Policy AP10 :Buildings of Cultural Importance Statement NP8: Public Transport Bus Station
2. Improving access to the town centre Policy AP11: Car Parks
3. Strengthening the social & cultural fabric Policy AP12: Public Transport Ensuring there is a better relationship (and level
4. Enhancing the environment Policy ZP2a: Cheapside Site access) to the rail station and the town centre by
5. Creating a healthy town centre investigating the suitability of the current location.
97. Policy Watch (Station) Policy ZP3 Overview
ZP3 Railway Land and Cheapside Car Parks
Stroud railway station features prominantly in Stroud marginally missed out five years previous
statutory transport and planning policy discourse on sourcing Department for Transport (DfT) • Transforming accessibility by installing a suitable
as a site ripe for significant change. This is with ‘Access for All’ funding to remedy the problem. structure over the railway to assist users with
regard to overcoming renowned, longstanding All stations located between Gloucester and mobility or sensory impairments.
access issues and exploring opportunities for Swindon, have no step free provision and no
enhancing provision in line with local objectives. suitable, long term alternative options in place. • Redesigning the station forecourt and Station Road
to create an attractive entrance to the town centre
Stroud Neighbourhood Development Plan The Local Transport Plan (LTP) (2015-2031) for for pedestrians and cyclists.
(2015-2031) makes explict reference to the Gloucestershire sets out intentions to address
contribution of the station towards creating a these concerns under Policy PD4 (Rail), to engage • Improving the appearance of gateways and the
‘welcoming, healthy and thriving place’ and its with delivery partners in an effort to ‘maximise ‘sense of arrival’ by making most of the existing
intergral role, alongside the canal and the town the desirability, demand and customer townscape and impressive settings.
centre, to the propserity of the town. experience’ of using stations across the county.
• Creating an attractive public space between the
The opportunity to enhance such as pivotal Policy AP12 also refers to enhancing the quality Brunel Goods Shed and Brunel MSCP and being
gateway, improve active travel connections of public transport interchanges to increase the able to retain, but adapt, parking areas.
(between impending development sites) and to attractiveness of sustainable, multi modal travel
make better use of exisiting land uses, is and overcoming historic concerns around bus • Developing cultural hubs such as the Brunel Goods
repeatedly highlighted in a bid to realise the and rail provision and their level of integration. Shed and enhancing the ability for such venues to
vision for the site. Adding green spaces and This aligns with strategic objective SO4 as host social and cultural events.
public art into the site to complement the featured in the Stroud Local Plan (2015-2031).
historic fabric of the town, is strongly advocated. • Linking peripheral car parks on London Road and
The need for investment at Stroud station is Brunel Goods Shed with active travel links to the
The absence of step free access across the clearly communicated. Enhancements form part station building.
railway site and the lack of alternative routing of Gloucestershire County Council’s long term
options to assist users, particularly those with capital delivery priorities (2021 - 2031) on the • Exploring mixed use, Transport Oriented
mobility or sensory impairments, remains a major back of long term revenue delivery priorities Developments (TOD), subject to the operational
barrier to achieving an area wide vision and (2015-2031) to enhance rail service provision needs of the railway industry.
aiding the journey experience by rail. along the line between Swindon and Kemble.
108. Site Challenges
There is a wealth of research material available
that alludes to the challenges and potential
across the station site. Many of these are well
renowned, with rail users having developed Complex Landownership Physical Accessibility
‘coping strategies’ to adapt accordingly to on site
conditions or avoiding travelling by rail generally. A major barrier to integrated planning and regeneration is No step free, cross platform access to cater for rail and non
the fragmented ownership and lease arrangements in place rail users associating with a Protected Characteristic Group
across the station site. This can be a challenge to creating a (PCG). The alternative route options are unsuitable and
A range of stakeholders, including businesses coherent vision across the site. piecemeal with limited inclusive design (See Appendix x)
and non rail users, have expressed the need to
begin tackling these issues to coincide with the
emphasis placed on the redevelopment of the
station site in local policy discourse. Many of the
issues observed are longstanding; suggesting
that the process of bringing about change needs Area Connectivity Operational Support
to be reviewed to avoid further setbacks.
The station site can only be accessed at two points with few Limited on site assistance to response to rail user needs and
options to connect to the immediate area. This creates ‘dead’ poor communication of services to assist interchange. This
The adjacent images illustrate the ‘constraints’
spaces and limits area ‘vitality’, perceptions of safety and the includes the lack of human presence to cover peak periods
identified on site; those factors having an adverse ease by which to get between places of interest nearby. and deceptive onward travel displays (See Appendix x)
impact on how the site functions and feels, as
well as notable ‘threats’; elements perceived to
be more distinct and with sustained implications
on rail uplift and the areas regeneration.
The site challenges that have been observed, are
User Conflict Parking Layouts
discussed in greater depth in a separate
document (Appendix x) in relation to meeting The dominance of car based movements combined with The limited diversity of parking options and capacity
local needs and aspirations and ultimately in driver expectations and pedestrian behaviour, across information across the town and the key challenges to
confined areas. Sightlines and visibility is limited and street changing arrangements that imply losing or altering spaces
delivering change across the site. conditions are not conducive to prioritising active travellers. due to financial and legislative constraints.
11LAND OWNERSHIP & MANAGEMENT MAP
ft
Ge
ro
lks
wc
org
wa
Station Services & Facilities Ro
eS
rr y
tre
Me
et
The detrimental impact of just meeting ‘baseline’ services on
the rail user experience. There is limited provision tailored to
user demands (e.g short term parking and ticket machines) St
atio
and limited interest in change (e.g cafe opening times). n
Ch
ea
ps
id
e
Lo
nd
Travis Perkins
on
Ro
ad
Aesthetics & Maintenance
Despite the sites historic significance, there are many signs of Str
ou
dw
deterioration and a lack of effective site maintenance (litter). ate
rN
avi
This reduces visual amenity and perceptions of ‘rail’ and does ga
tio
n
not contribute towards a high quality public realm.
FIG 17. LAND OWNERSHIP AND MANAGEMENT MAP OVERVIEW AT STROUD STATION (AUTHOR, 2017)
Topography
The undulating terrain and mix of land uses around the
station, reduces the ‘workable’ space available to permit
better ease of access that limits the scope for enhanced,
integrated public transport facilities on site.
FIG 18. (LEFT TO RIGHT) INFORMATION DISPLAYS ALONG ‘DESIRE LINE’ PATHS ARE BLOCKED BY VEHICLES, FLY TIPPING, CYCLE PARKING AND BRIDGE STRUCTURE (AUTHOR, 2017)
129. Opportunities
Many of the challenges listed in the previous
section, could be triggers for change and viewed Tourism Potential Conservation Area
as opportunities for tailoring physical and
The station straddles the town centre and canalside; two
operational improvements on site. The station The rich industrial heritage of the site and listed buildings add
burgeoning ‘hotspots’ for tourism and visitor activity to lure to the cultural identity of Stroud and present an opportunity
continues to experience incremental patronage people to Stroud by rail. This is a key goal of the emerging for the public realm to be tailored around such focal points
growth annually and serves as an origin point tourism plan for the town. through the use of quality materials and spatial layouts.
and increasingly as a destination, for rail trips.
The relative proximity of the station to key trip
attractors and the town centre makes it quite
unique in a market town setting. The site’s
historical significance makes it ripe for upgrading
its role as a destination. Appendix x provides
casts further light on the potential of bringing
Community Enthusiasm Commercial Uplift & Social Value
about constructive change.
There is huge appetite and momentum for locally led change Proposals are already in place to derive greater social and
through the station adoption and continued efforts of groups commercial value from site based developments that bring
affiliated with the station. This includes the edible garden about benefits locally and to the rail industry. This includes
scheme and upgrades to Brunel Goods Shed. better utilising exisiting site assets for rail user needs.
Station Location & Visibility Links to Local Developments Modal Interchange
The proximity of the station to the town centre and proposed A number of brownfield sites are primed for redevelopment There is an appetite locally, within planning discourse and
development sites, makes it a pivotal point between different within the immediate vicinity of the station site. This presents across public feedback, for improving multi-modal facilities;
parts of Stroud. Footfall levels can create a better ‘sense of an opportunity for the timely co-ordination of measures to whether for making strategic journeys by public transport,
place’ and this can raise the profile of local cultural assets. unlock better station access and supressed rail demand. private transport, or by bike and foot over the first last mile.
13MAP OF DEVELOPMENT SITES
Cheltenham
Bus
Station
DRANSFIELD PROPERTIES
N REGENERATION OF MERRYWALKS & MULTI STOREY CAR PARK
DUE FOR COMPLETION 2020 / 2021
Impending Development
Planned Development STROUD DISTRICT COUNCIL
WALLBRIDGE AMPHITHEATRE & EVENT SPACE
CURRENTLY BEING PROPOSED
Aspired Development
6
A4
STROUD DISTRICT COUNCIL FIG
Gl
ou HOUSING ABOVE PARKING LAND FIG 20
16. NEWLAND
NEWLAND HOMES
HOMES DEVELOPMENT
DEVELOPMENT WALLBRIDGE
WALLBRIDGE (NEWLAND
(NEWLANDHOMES,
HOMES,2018)
2018)
ce
ste BEYOND MASTERPLAN PERIOD
r
et
Subscription
e
Str
Ge
s
ing
org
K
Rooms
FROMESIDE INDUSTRIAL PARK
eS
MIXED USE CANAL DEVELOPMENT
tre
ad BEYOND MASTERPLAN PERIOD
et
Ro Ru
n ss
Bath atio el
lS
St tre
et
STROUD VALLEYS ARTSPACE
6/7 ARTIST STUDIOS & OUTSIDE SEATING
Ch CURRENTLY BEING PROPOSED
ea
ps
ide
FIG 16. MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018)
FIG 21: MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018)
Lo
NETWORK RAIL (BRANSBY WILSON PARKING)
nd
on
AREA DESIGNATED AS A PUBLIC SPACE
Ro
CONCEPTS IN THE MASTERPLAN
ad
J13 M5
TERRASCAPES LIMITED
A419 TEMPORARY PARKING / MSCP
BEYOND MASTERPLAN PERIOD
STR
NEWLAND HOMES OU Sw
D WA
37 DWELLINGS, RETAIL UNITS AND PARKING TER in
do
DUE FOR COMPLETION 2020 / 2021 NA n
VIG
AT
ION
Cirencester
FIG 17.
19: DEVELOPMENTS AND SITE PROPOSALS WITHIN CLOSE PROXIMITY TO THE STATION SITE (AUTHOR, 2017)
2018) FIG 16
22:AMPHITHEATRE
AMPHITHEATREAND
ANDEVENT
EVENTSPACE
SPACE(COTSWOLD
(COTSWOLDCANALS
CANALSIN
INPICTURES,
PICTURES,2018)
2018)
14CURRENT TRANSPORT INTERCHANGE
BUS Designated Taxi Ranks
STATION Cheltenham
Merrywalks Bus Station
9 Stops in a Drive In Drive Out Layout Designated Bus Stops
Served mainly by Stagecoach, Cotswold Green
N Stroud Railway Station
Access is prevented after 18:30 when
Short Term Free Parking (20min)
Steep Topography (>1:12) the shopping mall closes for the dsy
Designated Delivery Bays
Limited Access Times
Designated Long Term Parking
6
A4
3
Gl 4-6 min
ou
ce
ste FIG 24:
16. (1)
(1) ACCESS ISSUES INFLUENCING THE EASE OF MOVEMENT (AUTHOR,
(AUTHOR,2018)
2018)
r 4-6 min
Ge
org
eS
tre
RuThe Design
1. Introduction
This chapter will help set out the pathway
towards developing the proposed plan for the
station site; based on the evidence collected and
collated over the study period and on the basis
of previous research conducted locally. This is to Working Culture Focus Groups Smarter Utilisation Scheme Flexibility
help tell the story of the station site and the
rationale for the improvements being suggested.
Design Parameters
These are the factors that will frame the design and
Interlinking Agendas Localisation User Focused Revenue Protection
delivery of measures across the station site. These
can be influenced.
Design Principles
These are the overarching themes that are being
sought to meet local objectives. The design
elements relate to directly to the principles. Directing Vehicle Movements Organising Parking Provision Creating Equitable Spaces Enhancing the Sense of Place
Design Elements
These are the specific, individual measures being
proposed for the station site and across the ‘zone of
influence’ that can be acted upon and delivered.
Supporting User Interchange Covering the First & Last Mile Unlocking Social Value Servicing Site Users
16Design Parameters
1. Introduction 2. Working Culture 3. Focused Groups
There are a number of factors that will influence The constraints and opportunities presented It is obvious that a combination of initiatives;
the design of the station site and the delivery of across the station site are well established and varying in scale, cost and complexity, will be
proposed improvements over the short and long recognised within local policy discourse. This is required to meet local objectives. This in turn
term future. It is important to acknowledge these reflected in the scale and focus of local objectives demands the committed participation of key
at an early stage so that efforts can be made to that clearly define the current perceived and stakeholders operating at two distinct levels and
build resilience and versatility into the design. future role of the site and its link to the with different drivers for bringing about change:
surrounding area. Meeting such objectives,
however, will require a sound working strategy. • Strategic: concerned with overarching, high level
decision making based around processes and
The key to realising long held aspirations to features. More commercially driven.
transform the site, requires a sound knowledge
of how the area works. This will need a cultural e.g TOC, Local Planning and Highway Authorities
shift in the way of working between key partners;
a feat that wasn’t achieved previously for the site. • Local: concerned with the grassroots and in
Informed dialogue and proactive communication many ways immersed in relatable projects and
and collaboration is the only way to enable day to day operations/tasks on the ground.
actions and plans to be coordinated over time.
e.g Local Charities, Businesses, Social Groups
There is real scope to harness the local energy,
talents and creativity in Stroud and fuse this with The collaboration between key partners at and
the pragmatism and strategic oversight of the rail between each level is essential to ‘get things
industry to direct and coordinate ‘grounded’ done’, but this distinction is also useful to help
initiatives into perpetuity. On occasions, this will with managing expectations over what can be
include overcoming contradictions between local achieved. These different ‘tiers’ of bringing about
aspirations and strategic priorities such as the change are also mutually exclusive; participation
balance between promoting active travel and and action, can and should happen in union to
protecting parking and revenue streams. maximise investments in time and resources.
17Strategic Planning
In Stroud, the imperative need to create step free ‘Station Adoption’ provides an ideal opportunity
GFirst Local Enterprise Partnership (LEP)
access across the railway should not distract in Stroud to establish a formally recognised entity
away from pursing and meeting other objectives. to raise and sustain awareness of developments
In fact, the aim is to encourage a devolvement of at the station and to assist leveraging capital and
Local Transport Authority Local Planning Authority
responsibility and greater empowerment to Gloucestershire Council (GCC) Stroud District Council (SDC) human resources for delivering improvements
develop complementary initiatives, by a range of across the site in partnership with other groups.
interested parties, in a coordinated fashion that
holds true to the wider site vision. Neighbourhood Planning Authority This arrangement, through membership to the
Stroud Town Council (STC)
Association of Community Rail Partnership
Combining large and small scale initiatives will be (ACORP), establishes a base for connecting rail
necessary to achieve stated objectives. This Rail Infrastructure Body National Transport Body and the community to catalyse change and
Network Rail 9NR) Department for Transport (DfT)
recognises the scope for different partners to be harness local activism; all of which have been
involved in and empowered to drive through absent historically to move plans along.
changes. Forming and mediating working groups Train Operating Company
Greater Western Railway (GWR)
will help deliver projects over the long term. This Membership can open access to professional and
is especially the case for the aforementioned financial support from ACORP to help transcend
Access for All Lift Facility
bridge structure but also for smaller proposals, design stages and aid with the delivery of small
such as planting flowers, over the short term. scale initiatives tailored to the local context and
that generate significant create ‘social value’ to
Station Promotional Material
An outline agreement is in place at the ‘strategic’ complement other ongoing larger proposals.
level to establish such a group as a ‘legacy Station Adopter
Creative Sustainability
benefit’ of the feasibility study. This is being The choice of station adopter should have a
(Stroud Station Partnership)
initiated by GWR on the back of the CCIF strong affiliation with the area and be well versed
arrangements and is much welcomed for setting with the opportunities to forge complimentary
the tone of future discussions. This avoids plans Permanent Partners Temporary Partners links between proposed rail and area based
relapsing and repeats of past disappointments projects to metaphorically connect the site to the
being felt locally across the active community, A town. Creative Sustainability, a local Community
Skills Register
new station adoption group will drive change on Residents & Businesses Interest Company (CIC), have been identified as
a day to day level from the ‘local’ level. (Stroud Station Partnership) an ideal candidate to take on this role.
FIG 27: RELATIONSHIPS BETWEEN STAKEHOLDERS (AUTHOR, 2018)
18Merrywalks Car Park Brunel Mall MSCP
There are many synergies between the work of
Creative Sustainability CIC and the objectives of 4. Smarter Utilisation
the rail industry which together can be fused to
bring about mutual benefits to rail users and the This involves exploring how current land uses
general public. Their local presence includes: and assets could be used more efficiently and
flexibly to respond to user demands. It considers
both retrofitting exisiting physical features or
• Involvement with the Stroudwater Navigation changing operational practices on site to move
Connected project commissioned by Stroud away from ‘fixed capacity’ planning.
District Council (SDC) for restoring the canal.
FIG 28: SMARTER UTILISATION OF PARKING (AUTHOR, 2018)
This requires thinking about what is within and
• The development of an affiliated community beyond the site curtilage across a wider ‘zone of
engagement and tourism plan for Stroud to influence’ to take advantage of facilities and
connect places and people across the town. connections in close proximity to the station; on
(Growth in Rail Patronage)
the premise that there is a fluid occupation of
Station Car Parking
• The proposed expansion of ‘Access Bike’; a bike provision, such as parking, by both the general
maintenance and recycling service to appeal public and rail users.
beyond their core market (children).
The ability to better utilise and connect land and
• The appeal of developing satellite service assets across the ‘zone of influence’, covering the
locations and developing hire schemes to town centre of Stroud and Cheapside, will help
appeal to the tourists and visitors to Stroud. cater for rail patronage uplift and continued out-
commuting from Stroud whilst future proofing
• The development of brand identity for the against the growth in the resident population.
town, including signage and wayfinding and London Road
the design of promotional material. This should start by identifying under-utilised
provision and then identifying operational or Parking Offset
• Educational programmes and training courses behaviour based ‘triggers’ to open up this Walking Access
to re-skill jobseekers and adolescents from opportunity and will involve changing land use
disadvantaged backgrounds. patterns (constructively) to influence rail users
travel behaviour for accessing the site.
Cheapside Car Park
195. Scheme Flexibility 6. Interlinking Agendas
WIDER AREA
Proposals and plans have, and continue to be, Whether on a macro or micro scale, there is real
developed across the station site and ‘zone of scope to transcend a detrimental ‘silo mentality’
influence’; including the exciting opportunities and realise the vision for the site. This requires an
around the Brunel Goods Shed, a new cultural appreciation of how the station site currently
hub and events venue for the town. It is crucial to works and relates to the ‘zone of influence,' and Freight consignment Links to tourism &
recognise these locally grown initiatives and to consolidating other ‘change’ agendas to plan for loaded in a LGV/HGV cycling improvements
incorporate them into the area vision. existing and prospective rail users .
Applying a deterministic and comprehensive Proposals have to consider and address a host of
‘blueprint’ is not suitable for those involved to external influences that originate beyond the
maintain autonomy but neither is it pragmatic for station curtilage but which have a profound
a seeking to deliver change. It has been impact on how the site works. This may include
Enters dense and Cross promotion of
recognised that this will occur incrementally. A changing local freight dynamics and simplifying
FIG 29 INTERLINKING AGENDAS (AUTHOR, 2018)
sensitive, urban area cycle-rail locally
pragmatic approach therefore, following the complex, sensitive taxi liscencing arrangements
‘grain' of ideas, seeks to unite creative energies. to aid operational efficiency on site.
The phasing plan for developing the site, centres Developments across the station lease area can
on this very notion, but due to the fragmented be positioned to catalyse change. Narratives
and complex landownership and use across the formed around active travel, for example, to Arrives near the drop Facilities used for hire
site, there is a need to hardwire versatility into enhance the cycle hire offering, can be further point at peak period and personal bikes
designs to overcome barriers and respond to shaped to 'add value’ whilst still adhering to
proposals abutting the station site. existing aspirations and policy.
Therefore features that hold weight over time will ‘Joined up thinking’ across stakeholder agendas
be prioritised. This includes operational changes, and being responsive to wider agendas can have
as a first step or alternative option, to tangible a constructive and mutually beneficial influence Blocks access and limits Invest in secure cycle
initiatives (at least initially). It is the belief that a on how the station site functions. This will sightlines in forecourt parking at the station
pragmatic design can more easily gain consensus enhance the ease by which different rail users can
across the rail industry and overcome trepidation. undertake seamless door to door journeys. STATION SITE
207. Localisation 8. User Focused 9. Revenue Protection
Plans should seek to harness the energies of an It will be necessary, and more constructive on One of the prevailing factors influencing future
engaged, creative and resourceful resident occasions, to think beyond ‘physical’ and often station design and delivery at Stroud, is the need
population to develop a bespoke, personalised costly interventions to remedy current constraints to balance the statutory obligations of the rail
vision for the site. This involves forging links and on site and to improve the rail user experience. industry, planning and highway authorities with
relationships in the community and harvesting Tangible changes may be complimented by shifts the potential financial implications and incurred
creative and talented individuals to shape the site in user behaviour, perceptions and expectations responsibilities of future designs on funding
services and the physical environment. This can as well as operational processes on site. The streams and vested interests.
create virtuous and cyclical benefits locally whilst issues identified at the station will not all be
boosting the overall rail user journey experience. solved by building more tangible objects. The need for local authorities, during an age of
fiscal austerity, to continue providing public and
Part of the ‘localisation’ effect is based on the As opposed to immediately designating land and social goods under financial constraints, can
premise that formal and casual, ‘operational’ space to specific functions, emphasis instead effect the viability of designs that incur significant
arrangements can be made between GWR, NR could be placed on changing the way existing capital and revenue expenditure. Inevitably, any
and local partners to create a ‘localised supply spaces are being utilised and how rail users changes to land assets, such as parking, that
chain’. This is typical of station adoption activity interact and relate to the setting. There are ways generate wealth, can therefore be challenging.
with interest being expressed locally to ‘do in which to prevent the need to ‘build in’
something’ wth a place of civic pride that is provision but cater for different activities by Similarly, other key stakeholders such as GWR,
grounded in ‘Stroud’. creating more multifunctional spaces that can be who must subscribe to pre-defined franchise
adapted during different times for different uses. obligations laid out at the start of their tenure (as
Priority can be afforded to incorporate local, station leaseholders), will wish for a return on any
innovative transport initiatives, such as Stroud Proposing a mix of physical, operational and investment and reassurances that changes to the
Car Club, into expand onward journey options for behavioural changes offers a more holistic plan site will not have a detrimental financial impacts.
rail users through commercial partnerships as to support different users needs. For example,
well as inviting bespoke services at the station to static information displays at the access points It is proposed that the loss of revenue via current
fill ‘gaps' in the current rail offering to rail users. can assist users to a certain extent in making land uses (e.g parking), is offset by diversifying
This is over the first & last mile and across the decisions, but the ‘human presence’ at the lease and liscencing arrangements that would be
station site during ‘dwell’ periods to ensure the station can reassure and guide people to a more conducive, not contradictory, to fulfilling
fruits of investment support local prosperity. destination without the initial capital cost. statutory obligations and meeting objectives.
21The Plan
1. Introduction
STATION SITE FUNCTIONS (PROPOSED)
Two separate plans have been envisaged for the
station site. This is due to the challenges faced in
determining the feasibility of key sections of the CHANGES IN THE PLAN LINK MODEL
site with the rail industry. There is no preferred
‘model’; only in that two different designs have ECOTRICITY
been developed to safeguard against creating a
vision for the site that is not deemed workable.
Both plans encompass the ‘zone of influence’
with the creation of a secondary, vehicle access
route past Brunel Goods Shed, along railway
land, being the marked difference between the
LO
ND
two options. The outcome of negotiations with
ON
RO
the rail industry will help determine the choice,
AD
The revised functionality across different parts of
the site, will not differ tremendously. ST
RO
UD
WA
TE
RN
The two options, Plan LINK and Plan CIRCLE, AV
IG AT
ION
pay equal attention to unlocking opportunities
on site and overcoming challenges, but differ to
the extent of creating a ‘sense of arrival’ across a
specific part of the site, the station forecourt,
depending on the provision of a one way system FIG 30: SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018)
FORMAL VEHICLE / PEDESTRIAN ACCESS POINT NEW FORMAL ACTIVE TRAVEL ACCESS POINT
or turning circle. A third option, Plan HYBRID
model, fusing the two, could also be explored. FUTURE VEHICLE / PEDESTRIAN ACCESS POINT ASPIRATIONAL ACTIVE TRAVEL ACCESS POINT NEW FORMAL PEDESTRIAN ACCESS POINT
22PLAN LINK
Curr Prop Letter Description
6 A Taxi Bays (GWR Liscened Vehicles)
N 1 B Short Term (20min) Parking Bay
4 C Standard Disabled Parking Bays
141 D Standard Long Term Parking Bays
6 E Informal Parking Bays (Peacocks & Weatherspoon's)
9 F Unmarked Parking Bays (Imperial Hotel)
7 G Private Car Parking Bays (SVA)
40 H Private Car Parking Bays (Bransby Wilson)
94 I Stroud District Council Parking (Network Rail Lease)
308 Total
FIG 31: PLAN LINK INDICATIVE OPTION (AUTHOR, 2018)
Number Description
1 Listed Platform Footbridge
2 Brunel Goods Shed Temporary Event Space (SVA)
3 Brunel Goods Shed Artist Studios (SVA)
4 Redundant Railway Bay (Edible Garden)
5 Main Station Buildings & Rooms
23PLAN CIRCLE
Curr Prop Letter Description
6 A Taxi Bays (GWR Liscened Vehicles)
N 1 B Short Term (20min) Parking Bay
4 C Standard Disabled Parking Bays
141 D Standard Long Term Parking Bays
6 E Informal Parking Bays (Peacocks & Weatherspoon's)
9 F Unmarked Parking Bays (Imperial Hotel)
7 G Private Car Parking Bays (SVA)
40 H Private Car Parking Bays (Bransby Wilson)
94 I Stroud District Council Parking (Network Rail Lease)
308 Total
FIG 32: PLAN CIRCLE INDICATIVE OPTION (AUTHOR, 2018)
Number Description
1 Listed Platform Footbridge
2 Brunel Goods Shed Temporary Event Space (SVA)
3 Brunel Goods Shed Artist Studios (SVA)
4 Redundant Railway Bay (Edible Garden)
5 Main Station Buildings & Rooms
24Design Principles
1. Introduction 2. Directing Vehicle Movements
The design parameters set out in the previous This is the most pivotal principle for triggering With ongoing parking consultation re-assessing
section, help frame the context for which the spatial retrofits and creating enhanced gateways. taking place across the District, there is an
following principles have emerged to guide the This involves channelling vehicles around and opportunity to rename town centre car parks
spatial vision for the station site. These provide away from sensitive environmental and ‘human’ using cardinal directions as advised in the URBED
the rationale for the specific details of the plans settings to peripheral roads and car parking sites. Evening Economy Action Plan. This will further
and the particular elements being proposed. The focus shifts then to improving connections to assist with creating parking ‘legibility’ as drivers,
the station and key town centre trip attractors. especially visitors, accessing the town can view
This plan is about doing. The principles that have the live availability of capacity across all parking
been identified, are all working towards achieving In line with GCC LTP policy, installing Visual sites combined with the location of the parking.
incremental change and are mutually beneficial Messaging Systems (VMS) at strategic, decision
to supporting better places and guiding the making ‘nodal’ locations on the road network, Providing live parking capacity, can help spread
increased use of rail over the short and long term along the key arterial routes (A46, A417), will trips to under-utilised locations, namely Brunel
by residents and visitors. support routing options to available parking Mall MSCP and help to future proof patronage
spaces across the town and mitigate the scale growth by alerting users during their journey.
and regularity of wasted journeys resulting from This includes catering for off peak rail users and
opportunistic parking behaviour. triggering a shift in the utilisation and role of
other more productive spaces on the railway site.
This applies mainly to long term parking sites
and may require Automatic Number Plate Long term aspirations to connect this parking
Recognition (ANPR) software or parking sensors site, within 400 m of the station access points, by
being installed to update ‘live’ spaces so this can ‘opening the back door’ have been repeatedly
assist users in re-assessing their movements. delayed, in large part, to concerns about covering
Such electronic displays also have wider the operational costs incurred by extending the
applicability and can be personalised to advise opening times to cover ‘rail user’ periods as well
on routing during specialist events (e.g farmers as the suitability of pedestrian connections
market) and to guide freight based movements. through to the main station building.
25CURRENT CONGESTION POINTS
(PEAK PERIODS)
CURRENT TRAFFIC FLOWS However, much of the congestion and conflict
(PEAK PERIODS)
between different users around the forecourt,
where the issue is most pertinent, amounts as a
response to opportunistic drivers seeking short
term (30mins), free parking along Station Road.
Realising, upon entry, that there is inadequate
capacity, users continue and either quickly react
in a knee jerk fashion or slowly re-evaluate; both
Station Site Station Site in the context of passing pedestrians and cyclists.
Part of the solution is to remove short term
parking, eight spaces, from Station Road and
partly redistributed these across ‘peripheral’ sites
adjacent to town centre access points at Corn Hill
FIG 33 CONGESTION HOTSPOTS (AUTHOR, 2018) FIG 34 LOCAL VEHICLE MOVEMENTS (AUTHOR, 2018) (location of two taxi bays as proposed in the PRS,
2009), London Road (two former taxi stops next
LOCATION OF MEASURES to Ecotricity) and (ideally) District Council car
VMS parking locations to consolidate provision and
prevent against creating ‘dead end’ routes.
Peripheral Car Parking Sites (SDC)
Nearby Private Car Parking Site The redistribution of short term parking spaces
Congestion Points (Medium / High) and the nature of vehicle movements in the area
Main Road Minor Route
are intertwined. In the context of Station Road
VMS
and its confluence with Russell Street, the
Traffic Flows (High, Medium, Low)
reduction in vehicle traffic will create enhanced
Station Site VMS Visual Messaging Systems (VMS)
conditions for the ‘essential’ expedition of
VMS Directional Signage
services and goods within a central area and ease
Unlocking Brunel Mall MSCP of access between the station. A separate freight
Removing Short Term Parking note has also been developed (appendix x).
VMS FIG 35 VMS AND SIGNAGE LOCATIONS (AUTHOR, 2018)
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