WAKEFIELD COLLEGE THORNES PARK CAMPUS RESIDENTIAL REDEVELOPMENT
Transport and Access Statement
Report
August 2008
Prepared for: Prepared by:
Wakefield College Steer Davies Gleave Margaret Street West Riding House Wakefield 67 Albion Street West Yorkshire Leeds WF1 2DH LS1 5AA
+44 (0)113 242 9955 www.steerdaviesgleave.com
Transport and Access Statement
Contents Page
1. INTRODUCTION 1 Background 1 The Site 1 2. ACCESSIBILITY BY NON CAR MODES 5 Public Transport Facilities 5 Walking and Cycling 7 Amenities located close to the site 9 3. TRAFFIC GENERATION 11 Thornes Park College Campus 11 Thornes Park Residential Development 11 4. ACCESS PROPOSALS 15 Existing Access 15 Proposed Access Arrangements 15 5. SUMMARY AND CONCLUSIONS 17
FIGURES
Figure 1.1 Thornes Park College Campus development site location plan 2
Figure 2.1 Cycle routes adjacent to Thornes Park 8
TABLES
Table 2.1 Direct Rail services available from Wakefield Westgate Station
Table 2.2 Bus services available from Stops on Horbury Road
Table 2.3 Bus services available from stops on Park Grove Road
Table 2.4 Bus services available from stops on Denby Dale Road
Table 2.5 Bus Services available from stops on Thornes Road
Table 2.6 Supermarkets near to thornes Park
Table 2.7 Schools adjacent to thornes Park
Table 2.8 Health and Medical facilities adjacent to thornes Park
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Contents Transport And Access Statement
Table 3.1 Generated trips for the Thornes Park College Campus based on 1121 full time EQUIVALENT students calculated from TRICS
Table 3.2 Generated trips for a development of 120 and 200 residential units calculated from TRICS
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1. INTRODUCTION
Background
1.1 Steer Davies Gleave has been commissioned by Wakefield College to produce a Transport and Access Statement considering the redevelopment of the Wakefield College Thornes Park Campus site for residential purposes with respect to highway access and transport issues.
1.2 In this report we examine the characteristics of the existing transport infrastructure at the site, consider the existing access to the site and its junction with the local highway network and consider the traffic impact that a residential development would have on the road network adjacent to the site compared to its current use.
The Site
1.3 The proposed site covers an area of approximately 4.0 hectares and is located centrally within the perimeter of Thornes Park. The site is currently occupied by the Thornes Park Campus of Wakefield College. Thornes Park itself is located approximately 1.5km to the south west of Wakefield City Centre. Thornes Park and the development site are shown indicatively on the location plan Figure 1.1.
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1 Transport And Access Statement
FIGURE 1.1 THORNES PARK COLLEGE CAMPUS DEVELOPMENT SITE LOCATION PLAN
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1.4 Vehicular access into the site is currently only permissible from the entrance to Thornes Park on Horbury Road. This is a shared access road which also serves Thornes Park Stadium and a car park for use by visitors to the park. Further vehicular access would be possible from an access road to the south exiting on to Thornes Road. However, this route is currently restricted to pedestrians and cycles by removable bollards.
1.5 The current access road from the College Campus to Horbury Road is a two way road varying from 5m to 5.5m wide. The junction with Horbury Road is a priority junction, and although it is clearly available for general public use the access road itself is gated. The junction benefits from a ghost island right turn lane on Horbury Road which provides refuge for right turning drivers. The gates are set back from Horbury Road and there is a sign which indicates that the gates are closed between the hours of 2300 and 0600 on weekdays and 2030 and 0830 at weekends.
1.6 The park is bounded by the A642 Horbury Road to the west which provides a main route from Wakefield City Centre to the west towards Huddersfield. As it passes the park it is a wide single carriageway road with a ghost island central reservation along most of its length. This provides refuge for right turning drivers at junctions and in and out of residential properties. To the north the A642 meets with the A638 which provides a main link into Wakefield City Centre to the east and links with the M1 junction 40 to the west.
1.7 To the south of Thones Park, Thornes Road links the A642 to the west and the A636 Denby Dale Road to the east. As it passes the park Thornes Road is a wide single carriageway two way road. On the northern side a wide footway and separate cycle path are provided whilst on the southern side a simple kerbside footway separates the road from the residential properties. Denby Dale Road forms the eastern boundary to Thornes Park and provides a main route north to Wakefield City Centre, to the south it meets with junction 39 of the M1. As it passes the park Denby Dale Road is a wide two lane dual carriageway with a grass central reserve. Pedestrian footways are provided on both sides of the road, on the park side the footway varies from being adjacent to the carriageway to being separated from it by a grass verge.
1.8 To the north of Thornes Park, Park Grove Road, Lawefield Lane and Park Avenue form the northern boundary. These roads link the A642 Horbury Road to the A636 Denby Dale Road. As they pass the park these roads form a wide two way single carriageway road with footpaths on both sides.
1.9 The River Calder and the Aire and Calder Navigation are located approximately 1km south of the park.
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Transport and Access Statement
2. ACCESSIBILITY BY NON CAR MODES
2.1 The following paragraphs consider access to Thornes Park by means other than the private car.
Public Transport Facilities
Rail
2.2 There are two rail stations in Wakefield. Wakefield Westgate is approximately 1km to the north east of the site approximately 15 minutes walk. To access Wakefield Westgate on foot, pedestrians would exit the site from the north via the footpath onto Park Grove Road. They would then cross Park Grove Road and walk north up Lawefield Lane. They would continue north until Lawefield Lane meets with Westgate End. Pedestrians would then cross Westgate End by one of the pedestrian crossings located along its length. Westgate End becomes Westgate which leads directly to the station which can be found on the left just beyond the junction of Westgate and Parliament Street.
2.3 Table 2.1 below indicates several of the direct train service routes available from Wakefield Westgate. This illustrates the extensive rail network coverage offered to Wakefield’s residents from this City Centre station.
TABLE 2.1 DIRECT RAIL SERVICES AVAILABLE FROM WAKEFIELD WESTGATE STATION
Destination Service operating hours AM Frequency PM Frequency Leeds 06:01 – 23:52 6 per hour 5 per hour Doncaster 05:17 – 22:54 3 per hour 3 per hour Sheffield 05:59 – 23:24 2 per hour 2 per hour London 05:17 – 20:55 3 per hour 3 per hour
Bus services
2.4 A number of different bus routes can be accessed using the bus stops which border the site. Stops can be found on Horbury Road to the west of the site, Park Grove Road to the north, Denby Dale Road to the east and Thornes Road to the south.
2.5 There are two sets of stops on Horbury Road located approximately 100m north and south of the Thornes Park entrance road and approximately 500m from the site. A signalised pedestrian crossing is located near the park entrance to aid access across Horbury Road. The services offered from Horbury Road are shown in Table 2.2 below.
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TABLE 2.2 BUS SERVICES AVAILABLE FROM STOPS ON HORBURY ROAD
Service Route AM Peak PM Peak Operator Notes 120 Wakefield - Ossett – 1 every 2 none Arriva Infrequent Batley hours Yorkshire service 126 Wakefield – Ossett - 3 per hour 3 per hour Arriva Dewsbury Yorkshire 127 Wakefield – Ossett - 3 per hour 3 per hour Arriva Dewsbury Yorkshire 231 Huddersfield - Wakefield 1 per hour 1 per hour Arriva and Stagecoach 232 Huddersfield - Wakefield 2 per hour 1 per hour Arriva and Stagecoach
2.6 The bus stop on Park Grove Road can be accessed by using the pedestrian access from the park onto Park Grove Road. On reaching Park Grove Road the stops can be found on the right. These are approximately 300m from the development site. Services offered from Park Grove Road are detailed in Table 2.3 below.
TABLE 2.3 BUS SERVICES AVAILABLE FROM STOPS ON PARK GROVE ROAD
Service Route AM Peak PM Peak Operator Notes 120 Wakefield - Ossett – 1 every 2 none Arriva Infrequent Batley hours Yorkshire service
2.7 To the east there are bus stops on Denby Dale Road, however there is no direct footpath to these stops. The most direct route would be for pedestrians to leave the site via the foot path onto Park Grove Road and turn right following Park Grove Road until its junction with Denby Dale Road. Stops are located a short distance south of the Park Grove Road junction. This is approximately 1km from the site by this route. The services offered from Denby Dale Road are detailed in Table 2.4 below.
TABLE 2.4 BUS SERVICES AVAILABLE FROM STOPS ON DENBY DALE ROAD
Service Route AM Peak PM Peak Operator Notes 128 Wakefield – Grange Moor 1 per hour 1 per hour Arriva - Dewsbury 265 Wakefield - Netherton 1 per hour none Arriva Infrequent service 435 Wakefield – 1 per hour 1 per hour Arriva Skelmanthorpe - Holmfirth 443 Leeds – Wakefield – 1 every 2 1 per hour Arriva Infrequent Barnsley hours service 444 Leeds – Wakefield – 1 per hour 1 per hour Arriva Barnsley
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2.8 To the south there are numerous bus stops on Thornes Road, approximately 600m from the site. These would be accessed by following the traffic free access road south from the site which meets with Thornes Road. Stops are located immediately to the west of this junction. The services offered from Thornes Road are detailed in Table 2.5 below.
TABLE 2.5 BUS SERVICES AVAILABLE FROM STOPS ON THORNES ROAD
Service Route AM Peak PM Peak Operator Notes 119 Wakefield – Ossett - 1 every 2 1 per hour Arriva Infrequent Batley hours service 128 Wakefield – Grange Moor 1 per hour 1 per hour Arriva - Dewsbury 265 Wakefield - Netherton 1 per hour none Arriva Infrequent service
Walking and Cycling
2.9 A traffic free cycle route is provided through Thornes Park which passes the development site. This links to the south with a traffic free cycle route adjacent to the roadside footway that operates along Thornes Road. This route meets with the National Cycle Network along Thornes Moor Road. From here the National Cycle Network can be followed to Horbury where it links in with the route along the River Calder. Figure 2.1 shows the extent of the local cycle network.
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FIGURE 2.1 CYCLE ROUTES ADJACENT TO THORNES PARK
2.10 The Council publish 14 leisure cycling routes with the nearest being the ‘Parks and Villages’ circular, which travels around Pugneys Country Park and Ryhill. This route begins approximately 2km from the site. In addition, there are formal organisations which include five Cycling Clubs based in Wakefield and the Wakefield Cycling Forum.
2.11 Thornes Park itself offers great potential for walking. Formal and informal routes link the development site to all of the roads surrounding the park. From the site a direct footpath links to Park Grove Road to the north and two footpaths link to Thornes Road to the south. A signalised pedestrian crossing is provided on Horbury Road a few metres south of the park access road. A short distance north of here pedestrian crossing facilities are provided across all arms of the Horbury Road/Dewsbury Road/ Westgate End junction.
2.12 To the south a signalised pedestrian crossing is provided across Thornes Road, a short distance east of its junction with Gill Sike Road. To the eastern end of Thornes Road where it meets with Denby Dale Road, pedestrian crossing facilities are provided at this junction. Further up Denby Dale Road, pedestrian crossing facilities are provided adjacent to the junction with Park Avenue.
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2.13 Adjacent to all the roads surrounding Thornes Park, wide pedestrian footways are provided often separated from the carriageway by a grass verge.
2.14 Wakefield Council produce over 30 guides to promote walking around Wakefield. The council organises weekly ‘Health Walks’ across the Wakefield area. Wakefield Westgate Station is approximately a 15 minute walk away or a 5 minute cycle, whilst Wakefield City Centre is around a 20 minute walk away and the central bus station about 30 minutes away.
Amenities located close to the site
2.15 There are a number of supermarkets close to the development site which are identified in Table 2.6 below.
TABLE 2.6 SUPERMARKETS NEAR TO THORNES PARK
Supermarket Address Distance J Sainsbury 50 Ings Road, WF1 1RS 1 km Wm Morrison Dewsbury Rd, WF2 9BY 1.25 km J Sainsbury 317-319, Dewsbury Rd, WF2 9DD 1.5 km Spar Foodmarkets 46, Thirlmere Rd, Flanshaw, WF2 9ER 1.5 km ASDA Stores Asdale Rd, WF2 7EQ 2.8 km Wm Morrison Kenmore Rd, WF2 0XE 4.75 km
2.16 There are a number of schools close to the site some within very close proximity, these are shown in table 2.7 below.
TABLE 2.7 SCHOOLS ADJACENT TO THORNES PARK
School Address Distance The Cathedral School Thornes Rd, WF2 8QF 0.5 km Lawefield Primary School Lawefield Lane, WF2 8ST 0.6 km Mount Junior & Infant School The Mount WF2 8QW 0.75 km Methodist Junior & Infant School Field Lane, Thornes, WF2 7RU 0.85 km St. Michael's C of E Primary School Flanshaw Lane, WF2 9JA 1.25 km English Martyrs Catholic Primary School Dewsbury Rd, Lupset WF2 9DD 1.5 km Waterton Junior, Infant & Nursery School Waterton Rd, Lupset, WF2 8LZ 1.7 km
2.17 Nearby health facilities to the Thornes Park site, including surgeries, hospitals and dentists and shown in Table 2.8.
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TABLE 2.8 HEALTH AND MEDICAL FACILITIES ADJACENT TO THORNES PARK
Health service Address Distance Twinkle Teeth Ltd 6, The Rowick, WF2 9SY 0.9 km St. Michaels Family 155, Dewsbury Rd, WF2 9BQ 0.9 km Dentist Practice Lupset Surgery Horbury Rd, WF2 8RE 0.9 km Homestead Clinic Homestead Drive, WF2 9PE 1.1 km Pollards Optical Dental 21, Cross Square, WF1 1PQ 1.35 km Clinic Wrenthorpe Dental Care 18 Rishworth Street, WF1 3BY 1.5km Dr A.B Maclean Alverthorpe Surgery, Balne Lane, WF2 0DP 1.5 km Dr K.M Oo Batley Rd, Alverthorpe, WF2 0AD 1.7 km Clayton Hospital Northgate, WF1 3JS 1.8 km
2.18 The above demonstrates the close proximity of the site to services demanded residents of housing development sites.
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3. TRAFFIC GENERATION
3.1 This section of the report compares the expected generated vehicle trips from residential development on the site with estimated college traffic levels. At this stage the actual traffic generation of the Thornes Park Campus are not available.
Thornes Park College Campus
3.2 The Thornes Park college campus for the academic year 2006 to 2007 had 1121 full time equivalent students. Using TRICS it has been possible to estimate the number of trips to and from the Thornes Park Campus by staff and students throughout the day. Table 3.1 below sets out the weekday hourly flows in and out of the site.
TABLE 3.1 GENERATED TRIPS FOR THE THORNES PARK COLLEGE CAMPUS BASED ON 1121 FULL TIME EQUIVALENT STUDENTS CALCULATED FROM TRICS
Arrivals Departures Total Trip Traffic Trip Traffic Traffic Time Period Rate Generated Rate Generated Generated 0700-0800 0.011 12 0.002 2 15 0800-0900 0.118 132 0.028 31 164 0900-1000 0.082 92 0.029 33 124 1000-1100 0.035 39 0.021 24 63 1100-1200 0.024 27 0.030 34 61 1200-1300 0.031 35 0.039 44 78 1300-1400 0.033 37 0.034 38 75 1400-1500 0.022 25 0.028 31 56 1500-1600 0.025 28 0.058 65 93 1600-1700 0.026 29 0.076 85 114 1700-1800 0.033 37 0.044 49 86 1800-1900 0.042 47 0.029 33 80
Total 540 469 1009
3.3 From the table above it can be seen that the busiest period for arrivals is between 0800 and 0900 where a total of 164 two way trips are predicted. Between 1600 and 1700 is when the majority of trips leave the campus, and the total two way trips for this period is some 114 trips. Throughout the day some 1009 two way trips are predicted.
Thornes Park Residential Development
3.4 The site proposed for development covers around 4 hectares. As the scope of the development is to be confirmed we have calculated trip generation rates for low and high density development scenarios. For the low density scenario we have assumed 30
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dwellings per hectare giving the development the potential to accommodate a total of 120 dwellings. For the high density development scenario we have assumed 50 dwellings per hectare meaning the site could potentially accommodate 200 dwellings.
3.5 Table 3.2 below sets out the weekday hourly flows in and out of the site, based on the TRICS sites, for a development of 120 and alternatively 200 units.
TABLE 3.2 GENERATED TRIPS FOR A DEVELOPMENT OF 120 AND 200 RESIDENTIAL UNITS CALCULATED FROM TRICS
Arrivals Departures Total Traffic Traffic Traffic Traffic Traffic Traffic Trip 120 200 Trip 120 200 120 200 Time Period Rate Units Units Rate Units Units Units Units 0700-0800 0.061 7 12 0.253 30 51 37 63 0800-0900 0.132 16 26 0.391 47 78 63 104 0900-1000 0.176 21 35 0.193 23 39 44 74 1000-1100 0.148 18 30 0.188 23 38 41 68 1100-1200 0.174 21 35 0.183 22 37 43 72 1200-1300 0.198 24 40 0.188 23 38 47 78 1300-1400 0.195 23 39 0.198 24 40 47 79 1400-1500 0.201 24 40 0.203 24 41 48 81 1500-1600 0.282 34 56 0.225 27 45 61 101 1600-1700 0.341 41 68 0.209 25 42 66 110 1700-1800 0.408 49 82 0.243 29 49 78 131 1800-1900 0.321 39 64 0.274 33 55 72 119 Total 316 527 330 550 646 1077
3.6 It can be seen from the table above that the busiest period for arrivals to the site would be 1700 to 1800. For this time period some 78 two way trips could be expected for a low density development whilst 131 trips would be expected for a high density development. The busiest period for departures is between 0800 and 0900, when some 63 two way trips are predicted for a low density development, and 104 two way trips are predicted for a high density development.
3.7 Throughout the day it is expected that some 646 two way trips would be created by the proposed residential development if it were low density with 1077 two way trips if a high density development was constructed. By comparison the College is estimated to produce some 1009 two way trips throughout the day, very comparable with the high density residential development.
3.8 Overall, if a low density housing development were built the number of trips created by the site would be far less during the peaks and throughout the day than trips currently generated by the existing college campus. If a higher density residential
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development was constructed, slightly more traffic than currently generated by the college could be expected in total throughout the day. However, the traffic from the residential development is much more spread out though out the day and the peak period is less concentrated compared to the college where a higher proportion of traffic is generated in the morning and evening peaks.
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Transport and Access Statement
4. ACCESS PROPOSALS
Existing Access
4.1 The existing access to the Thornes Park Campus consists of a surfaced road that varies in width between 5.0m and 5.5m. The carriageway is kerbed on both sides with a footway to the west generally 1.5m in width. The road benefits from drainage via road gullies and street lighting from conventional steel road lighting columns and luminares.
4.2 The road has a conventional alignment and modest gradients, with side roads into the park car park and the stadium facilities.
4.3 The distance from the junction with Horbury Road to the northern extremity of the development site (potentially the access point into the development) is approximately 320m whilst the distance to the current college car park access point is some 500m.
4.4 The access road forms a priority junction with Horbury Road at the location of the historic park gates (a listed structure). The ‘bellmouth’ corner radii of the junction are approximately 9m. Horbury Road forms a key arterial route into Wakefield and has a 30mph speed limit. To the west of the junction with Horbury Road there is a Pelican crossing.
Proposed Access Arrangements
4.5 The existing access road and junction are considered to generally be suitable for providing the access to the proposed development site. It readily lends itself to adoption as public highway with only minor improvement works. These would consist of:
• Limited lengths of carriageway widening from 5.0m to 5.5m • Improvements to drainage • Widening of the existing western footway from 1.5m to 2.0m • Updating street lighting • Consideration of additional traffic calming features
4.6 An illustration of the proposals is shown on drawing 220457\100 that accompanies this report.
4.7 The suggested improvements would be in line with the recommendations of the West Yorkshire Design Guide for a traditional estate road serving up to 200 dwellings.
4.8 The proposals would also largely comply with the requirement for a Connector Street in Leeds City Council’s emerging draft guidance ‘Street Design Guide’. This document represents a local interpretation of Manual for Streets, the central government guidance for authorities involved in new residential streets. Where the proposed design would not comply is the provision of footways on both sides of the carriageway. We would suggest that this requirement be relaxed in this instance due to the sensitive nature of the public open space through which the road passes and the fact that the open area to the east of the road is intended for open access by
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pedestrians.
Junction with Horbury Road
4.9 In advance of detailed data collection and capacity analysis, we consider it highly likely that the existing junction of the access road with Horbury Road is fit for purpose as the new development access point. In chapter 3 of this report we have demonstrated that the peak traffic generation from a residential site is likely to be less than that generated by the sites current use as a College.
4.10 An on-site check has shown that 90 x 2.4m visibility plays are accommodated by the existing junction. The wing walls of the historic access gates and the landscape planting they contain are well below the 1.0m in height specified by design guidance. The 2.4m set-back distance is advocated in urban areas and stated as appropriate in Leeds City Council’s Street Design Guide. Although historically a 4.5 metre set back may have been sought in this location, The Manual for Streets now confirms that a set back in excess of 2.4 metres is not generally required in built up areas.
4.11 The visibility plays and photographic interpretations of them are included in drawing 220457_100.
Accident Data
4.12 Analysis has been undertaken on the historic accident data for the site access junction with Horbury Road from the past five years. In this time there has been only one accident at the junction of the Thornes Park access road and Horbury Road. This was classified as slight and occurred when a vehicle exiting Thornes Park was hit by a vehicle travelling on Horbury Road. This historic accident rcord supports the fact that the junction is readily able to accommodate development related traffic.
Emergency Access
4.13 Although we consider that emergency access via the existing access road is suitable for a development of this size and nature, a secondary gated access could readily be provided from Thornes Road to the south via the existing park track. A keyholder arrangement would need to be agreed with the emergency services.
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5. SUMMARY AND CONCLUSIONS
5.1 This report examines the characteristics of the existing transport infrastructure at the Wakefield College Thornes Park site access, and considers the existing access to the site and its junction with the local highway network, the traffic impact that a residential development would have on the site compared to its current use.
5.2 The site has been demonstrated to be well located for Public Transport. It is located within a 15 minute walk of Wakefield Westgate Station and a number of different bus routes can be accessed from the roads which border the site. Existing bus stops can be found on Horbury Road to the west of the site, Park Grove Road to the north, Denby Dale Road to the east and Thornes Road to the south
5.3 The site is well located for all residential amenities and is within an easy walk of local supermarkets, schools and health and medical facilities.
5.4 A comprehensive pedestrian network is available both through and adjacent to Thornes Park, and in addition the site is in close proximity to the National Cycle Network.
5.5 If a low density housing development were provided on the site, say approximately 30 units per hectare, then the likely number of trips generated by the site would be far less during the peaks and throughout the day than the trips currently generated by the existing college campus.
5.6 If a higher density residential development were provided, say around 50 units per hectare then the site would produce broadly the same traffic flows as currently generated by the college throughout the day. However, the traffic from the residential development is much more spread out through out the day, and the peak periods are less concentrated than the college traffic where a higher proportion of traffic is generated in the morning and evening peaks.
5.7 The existing access road and junction to the College’s Thornes Park Campus are considered to be generally be suitable for providing the access to the proposed residential development site. It readily lends itself to adoption as public highway with only minor improvement works.
5.8 In advance of detailed data collection and capacity analysis, the existing junction of the access road with Horbury Road is considered fit for purpose as the new development access point to residential development within the site. An on-site check has shown that 90 x 2.4m visibility plays are accommodated by the existing junction and analysis of the historic accident data for the site access junction with Horbury Road from the past five years, has revealed that in this time there has been only one accident at the junction of the Thornes Park access road and Horbury Road.
5.9 In conclusion we consider that the residential redevelopment of the Thornes Park Campus can be readily accommodated on the highway network adjacent to the site and there are no insurmountable highway issues which would prevent the site from being developed for residential purposes.
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CONTROL SHEET
Project/Proposal Name: WAKEFIELD COLLEGE THORNES PARK CAMPUS RESIDENTIAL REDEVELOPMENT
Document Title: Transport and Access Statement
Client Contract/Project Number:
SDG Project/Proposal Number: 220457
ISSUE HISTORY
Issue No. Date Details 001 14/08/08 Final Report REVIEW
Originator: R Kirkpatrick
Other Contributors: A Barker/S Wilkins
Review By: Print: S C Wilkins
Sign:
DISTRIBUTION
Clients: Wakefield College
Steer Davies Gleave:
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Control Sheet