Transport East Riding of County Council October 2010

North West Transport Baseline Report

Prepared by: ...... Checked by: ...... Shaun Edwards Alan James Senior Consultant Director

Approved by: ...... Alan James Director

North West Bridlington - Transport

Rev No Comments Checked by Approved Date by 0 Draft for internal Review AJ AJ 05/11/10 1 Final Issue – Formatting only SE SE 03/12/10

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Table of Contents

1 Introduction ...... 4 2 Overview ...... 5 3 Key Local Highways ...... 7 4 Sustainable Development ...... 8 5 Accessibility Provisions & Issues ...... 12 6 Car Parking ...... 14 7 Key Considerations ...... 15

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1 Introduction

1.1 Introduction Access and movement will play a key part in the development of North West Bridlington; designing and providing for all modes will help to create a sustainable environment that will produce an attractive and successful future development. However, the highway infrastructure which supports the study area also requires detailed consideration as it forms the skeleton around which any potential development will fit, providing vehicular access to the wider network. Whilst the transport issues in and around Bridlington are well documented within other studies, in this chapter we consider the movement of all modes of transport in the town, drawing upon local knowledge, on-site observations, a review of existing documentation and data, consultation with key parties and by utilising Accession modelling software to establish a full understanding of the potential scope for accessibility.

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2 Overview

2.1 Overview The Bridlington Area Action Plan also contains redevelopment proposals which would have a major impact Bridlington has strong highway links to the surrounding area, on existing transport provision within the town centre. Key which provides a strong starting position when considering transport changes that are proposed include: development and traffic generation. However, the town also experiences transport issues that can be directly attributable . A new bus/rail interchange at Bridlington Station; to its very nature; a seaside resort with a seasonal influx of . Rationalisation of car parks to enable and serve new visitors. development; The seasonal traffic variations in Bridlington are significant, . Widening of Beck Hill; with the peak season periods often seeing a transport infrastructure that struggles to meet demand, which results in . Pedestrianisation of Bridge Street and Queen Street; a negative impact on the town centre. However, outside the . A new walking/cycling route along the Gypsy Race; peak summer period the majority of the transport network operates within capacity. . Reintroduction of buses onto King Street; and Much of the employment within the town is located at the . Introduction of a marina at an expanded Bridlington industrial estates at Bessingby Way and at Carnaby, and to a Harbour. lesser extent Pinfold Lane. The town has a number of supermarkets, including Tesco, Morrisons, Aldi, and Somerfield. Other major trip attractors include Bridlington As Bridlington continues to develop, there will be an Hospital and Bridlington School, both on Bessingby Road, increasing need to improve public transport to and from the Headlands School on Sewerby Road and East Riding town. This will help to prevent and reduce congestion and College’s Bridlington Campus on St Mary’s Walk; Sewerby pollution, reduce social exclusion, and improve the overall Hall and Bridlington Golf Club are also noteworthy trip condition of the environment. attractors. The 2004 transport study for Bridlington examined existing The Council’s Local Development Framework for East transport problems and issues, future traffic forecasts and Riding is still emerging and will consist of five Development the impact of the town’s regeneration strategy. It included Plan Documents, including the Core Strategy DPD which six objectives for transport improvements aimed at will set out, at a broad level, the strategic policies that will addressing the obstacles to the town’s economic recovery guide development and other land use changes in the and long-term prosperity imposed by access constraints district as a whole over the period to 2026. and the impact of the ‘seasonal surge’. The Core Strategy DPD identifies two key policies with An Integrated Transport Plan (ITP), which is now being respect to Movement and Accessibility: implemented to address some of the issues, includes: 1. Ensure the sub area is well connected to the rest of . A Park & Ride facility at South Cliff car park East Riding and other important regional centres by . Construction of a roundabout on the A614/ Bridlington supporting the improvement of the overall transport Bay Road junction infrastructure and prioritise measures that: . Intelligent Transport System/ Variable Message Signing i. Better connect Bridlington Town Centre with the for Park and Ride and town centre parking rest of the town, including improved bus services; and . At Carnaby Industrial Estate, there is an opportunity to incorporate rail sidings to ensure a more sustainable ii. Reduce levels of road traffic from Bridlington Town option of transporting freight. Whilst there are no firm Centre, including the provision of a park and ride plans to provide this infrastructure in the short-term, facility. the proposed sub area policy supports such an 2. In the longer term, support the provision of rail freight initiative in the longer term should the need arise. sidings at Carnaby.

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. To promote an integrated and modern transport system enabling the effective movement of people Council’s Transport Policy Team is and goods. currently developing the Council’s third Local Transport Plan (LTP3), which will come into effect in April 2011. The draft The aim is then supported by the following transport related LTP3 strategic objectives have been informed by the objectives: priorities included in the East Riding’s Sustainable . to make the best use of the JSP area’s existing Community Plan, together with the National Transport Goals transport infrastructure. developed by the Department for Transport. . to promote choice for the movement of people and goods. The draft objectives for LTP3 are as follows: . to encourage the use of more sustainable forms of . Objective 1 - Improve the maintenance and travel. . to improve accessibility to services, facilities and management of the transport network, making the most places of employment. efficient use of existing resources. . Objective 2 - Minimise traffic congestion, particularly in The East Yorkshire Borough Wide Local Plan, adopted by the urban areas and inter urban connections. East Riding of Yorkshire Council in 1997, sets out guidance . Objective 3 - Support sustainable economic relating to the site, scale and type of development in the regeneration and growth. locality.

. Objective 4 - Support a low carbon transport system The transport specific element of the Plan sets out the and more sustainable travel behaviour. following objectives:

. Objective 5 - Improve road safety to make travel safer . Objective 1 – To support the locational policies of the for all users, and increase personal and community plan aimed at reducing travel, particularly by private safety for everyone. car.

. Objective 6 - Support and encourage healthy lifestyles. . Objective 2 – To encourage the use of more energy- efficient forms of transport. . Objective 7 - Improve access to key services. . Objective 8 - Protect and enhance the quality of the . Objective 3 – To safeguard land required for environment. necessary improvements to the borough’s highway infrastructure. . Objective 9 - Enhance the total journey quality through better integration within and between all transport . Objective 4 – Improve the safety and efficiency of the modes. borough’s highway network.

The Joint Structure Plan (JSP) for and the

East Riding of Yorkshire, adopted in 2005, provides a framework for the development and use of land to 2016. The document contains a range of policies, giving an overarching strategy, rather than being site specific.

The document outlines the importance of transport links in terms of enabling movement between key facilities and locations to contribute towards quality of life and an efficient economy. The transport related section of the document has the following aim:

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3 Key Local Highways

3.1 Key Local Highways speeds of in excess of 50mph (Source ERYC, SPD 1209) and in its current form would present a movement barrier for Main road links from Bridlington run to Scarborough via the those wishing to walk or cycle into town. A review of existing A165 to the north and to Hull, and the and new dropped kerb provisions in the area would also Bridge via the A165 to the south. York and the M62 improve and promote pedestrian movement. motorway are available via the A614 to the southwest. As previously identified, during the peak season traffic Consultation with East Riding of Yorkshire Council has congestion within the town centre is common, and indeed the established that recent traffic flow data for the north west main roads and junction into the town centre experience area of Bridlington is limited. However, anecdotal evidence delays. With respect to accessing the surrounding area by suggests that the key radials typically carry 10,000 – 12,000 car, journey time analysis shows that during the off peak, Hull vehicles per day, increasing by up to 40% more during the is typically 43 minutes, York is typically 1hour 8 minutes and summer peak periods. to Leeds it is 1 hour 38 minutes. The road network in and around Bridlington exhibits a strong

focus on car travel with the A614 and A165 providing the key arterial routes to the wider network. However, the demographic data for Bridlington demonstrates that with a higher percentage of older people and low income groups than the national average, it is public transport where perhaps additional attention should be focussed. This is confirmed in the Journey to Work census data for Bridlington that reveals relatively low levels of people using a car for their journey to work and higher levels of people walking and cycling to work (compared with the rest of the Yorkshire and Humberside region). The census data does however indicate lower levels of people travelling by bus or train to their place of work, when compared to the rest of the region. The location of the proposed site would offer a wide range of facilities accessible within a 30-minute walk. These include near-by schools, Doctors, Bridlington & District Hospital, Bessingby Industrial Estate and indeed the town centre with its rail and bus station. Whilst Bridlington exhibits a relatively permeable network for pedestrians the standard of the existing pedestrian facilities are inconsistent. Several of the footways in the vicinity of the proposed masterplan site, and indeed several key pedestrian desire lines that will be created by the proposed masterplan site, currently have narrow footways that are poorly maintained and without street lighting. It is evident from on-site observations that improvements have been made with respect to the provision of pedestrian crossing facilities in key locations, but these will require supplementing further should the development be bought forward. Most notable of these would be on the A165 Bessingby Hill which carries a high volume of traffic and despite its 30mph speed limit, has recorded mean traffic

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4 Sustainable Development

4.1 Bus Travel The bus is generally considered a viable mode of travel over short and medium distances, although some routes and services with limited stops can make longer distances viable. Bridlington Bus Station is located on Princess Terrace and has a number of covered bus shelters containing timetable information and seating areas. However, the station itself has no cycle parking provisions, taxi facilities, waiting rooms or toilets. If accessibility to the area by public transport is to be maximised in the future, it is vital that the infrastructure is in place to support, promote and encourage bus use. The town is well served by local buses with frequent services to local destinations suitable for short leisure/retail trips. Out of town destinations are also accessible by bus with hourly services linking Bridlington with Hull, Beverley, and Scarborough. In order to gain a full appreciation of the existing accessibility of the area by public transport, the accessibility modelling software ‘Accession’ has been utilised. The plots highlight the access times from the proposed site in 5-minute time Plot 4.1 - Public Transport Accession Plot bands to provide a useful representation.

The Accession plot demonstrates that despite general perception, access to surrounding area from the proposed site is reasonable, with commuting times of less than an hour The majority of services in Bridlington are operated by East to places such as Carnaby and Hunmanby. This clearly Yorkshire Motor Services (EYMS). Services currently demonstrates the potential scope and catchment area for passing the site on the A165 Bessingby Hill are limited to two those able to use public transport to commute to work. journeys on Wednesdays, Thursdays and Saturdays. Table 4.1 provides a summary of services in Bridlington and

adjacent villages and Table 4.2 shows out of town services.

Table 4.1 – Bridlington Town Services

No Route Frequency Belvedere – Bus Station – Hourly between 09.25- 100 Sewerby – Flamborough – 17.25hrs on all days Thornwick Camp between Easter and August Carnaby Industrial Estate – Kingsgate – Promenade – Half-hourly Mon - Fri 05.20- 131 Fortyfoot – Sewerby Heads – 08.20hrs and 13.20- Marton Road – Bessingby Hill – 17.20hrs Carnaby Industrial Estate Bus station – Limekiln Lane – Hourly on Sundays and 500 Sewerby – Danes’ Dyke – Bank Holidays during Flamborough – South Landing summer

502 Bus station – Queensway – Mon-Sat PM: Kirkgate – Sandacre Road –

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Sewerby – Flamborough – 5 outbound Bridlington to York, via Bus station; 4 Monday-Saturday 744 Buckton – Bempton 3 inbound Carnaby and 3 Sunday Darwin Road – Bempton Oval – 4 outbound and 3 Promenade –Belvedere – Avocet Hourly service Mon-Sat Bridlington to Leeds, inbound Mon-Sat 503 Way – Bus station – Bempton between 08.10-15.10hrs 845 via Filey, Malton & Bus station York 2 outbound and 1 Oval – Darwin Road inbound on Sun Bus station – Limekiln Road – Hourly service Mon-Sat 504 Bempton Lane – Hawthornes – between 09.15- 17.15 Buckton – Bempton

Bus station – Quay Road – Hourly service Mon- Sat 505 Bessingby – Hospital – West Hill – 07.50 - 16.50 4.2 Community Transport Provision Bus station Bus station – Hilderthorpe Road – A community transport service is provided by Bridlington Dial- Half-hourly service Mon-Sat 506 Bessingby – Hospital – West Hill – between 07.30-17.30hrs a-Ride. The service operates from/to anywhere in the Bus Station Bridlington & Sewerby areas. Journeys are booked in New Pasture Lane – Brookland Every 40 mins Mon- Sat 507 Road – Bus station between 07.30-18.00hrs advance, although there is a schedule in so far as certain Bus station – Trentham Drive – times are reserved to journeys to/from supermarkets in the 508 Every 75 mins on Sundays New Pasture Lane – Bus station town. Bus station – Queensway – St Hourly service Monday- Alban Road – Sandacre Road – 510 Saturday between 07.50- Sewerby - Flamborough – 16.50hrs Thornwick Camp – North Landing 4.3 Rail Bus station – Thorntondale estate Hourly service Monday- 512 – Bempton Lane – Kirkgate – Bus Saturday between 07.15- Bridlington railway station is located on the Yorkshire Coast station 17.15hrs Line and is staffed on a part-time basis. Facilities include a Bus station – Jubilee Avenue – Hourly service Monday- waiting room, ticket office, lost property and a car park. 513 Bempton Lane –Thorntondale Saturday between 07.55- estate – Bus station 16.55 There is a taxi rank and cycle storage for approximately 20 Hourly service Monday- cycles. New Pasture Lane – Marton Road 517 Saturday between 07.50- – Bus station 14.50hrs Travel times to Bridlington via train are relatively long, for example Hull is 40 minutes and York between 1 hour 28 minutes and 2 hours 32 minutes. Journey times to Leeds vary between 1 hour 46 minutes and 2 hour 30 minutes. Table 4.2 – Bridlington Town Services

No Route Stops in Frequency 4.4 Walking Bridlington Bus station; Hourly 08.35-17.35 Bridlington to 120 New Pasture Easter to August Scarborough, via Filey Lane Walking is generally considered a viable travel choice over Hourly service short distances of around 400 metres (5 minutes) where Hull to Scarborough, Carnaby; Bus (08.15 to 19.25) – 121 via Beverley, Driffield & access to bus services is required but also up to 800 metres station Summer Sundays Bridlington only (10 minutes travel time) where short journeys are required. Driffield to Bridlington, 2 journeys on Wed, The actual distances people will be prepared to travel is 124 Bus station; via Wold Newton Thu & Sat dependent on a number of factors, including but not limited Bridlington to Driffield, 3 outbound and 2 to: journey purpose, topography, route conditions, physical 126 via Kilham and Bus station; inbound Saturday Langtoft journeys ability and personal safety. South Shore; 3 journeys Mon-Fri to Bridlington, In terms of journey purpose, local trips on foot are likely to 130 and 2 journeys Sat & via Atwick and Skipsea Hilderthorpe relate to short shopping trips and access to leisure facilities Rd;Bus station Sun etc. These types of trips are usually due to the relatively Bus station; 5 outbound and 4 Bridlington to Driffield, 136 inbound journeys short distances which are required but they can also be via Beeford Shaftesbury Road;Wilsthorpe Monday-Saturday

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subject to modal choice given variables such as route influenced by factors such as: route condition, traffic levels condition. and secure parking at destination.

The existing routes within Bridlington are relatively flat and Cycling is considered a viable mode of travel for journeys therefore topography should not have a significant influence less than five kilometres and represents around 3% of over short walking distances in the area. journeys to work nationally, although it has potential to cater for many more commuter trips. Accession modelling has again been undertaken to demonstrate a 30 minute travel period using the available The availability of traffic free cycle routes, which are direct footway network. The results of this exercise are shown and safe, can have a positive effect on cycling levels. The below. existing highway infrastructure within the Bridlington is generally good, with wide roads and footways and street

lighting provision on the main links. Plot 4.2 - Walking Accession Plot The existing cycle provision within Bridlington includes: . On-road cycle lanes on part of Bessingby Road, including Advanced Stop Lines for cyclists on the Bessingby Road arm of its junction with Bessingby Hill; . A stretch of off-carriageway cycle track on Bessingby Hill as part of the ‘Way of the Roses’ national cycle route; . Off-road cycle route along the A165 Kingsgate between Kingston Road and the Moor Lane roundabout at Wilsthorpe; . The piloting of promenade cycling along the North Promenade; and . Numerous secure cycle parking facilities

Accessibility modelling highlights that there is a significant potential for many to travel in the area by cycle. However, this potential will only be realised if the infrastructure is in place to support it and businesses actively promote the use of cycling as a means of travel to work through staff incentives.

4.5 Cycling

Cycling use where available is considered a feasible means of transport over short to medium distances. It is influenced by many of the same factors as walking but will also be

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Plot 4.3 - Cycling Accession Plot

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5 Accessibility Provisions & Issues

5.1 Overview

Bridlington has been subject to recent Transport The Bridlington Town Centre Area Action Plan (‘AAP’) Improvements, which have included: The AAP sets out the Council’s strategy and vision for . A new park and ride facility opened at Wilsthorpe, to the Bridlington town centre over the period to 2021. Despite the south of Bridlington during summer 2009. Associated imminent abolition of Yorkshire Forward, the council’s cabinet transport improvements include: has unanimously agreed to deliver the major project proposed within the AAP, particularly the town centre scheme . Construction of new roundabouts at the park & ride site, and harbour/marina improvements. and at the junction of Main Street and Bridlington Bay Road, Carnaby; . Reclassification of roads in the town to reroute the A165 Bridlington Park and Ride away from the town centre and via Carnaby; and The park and ride to the south of Bridlington, at Wilsthorpe . Provision of new traffic signals at the junction of opened during summer 2009 and represents the realisation Bessingby Road and Hilderthorpe Road. of a major project for the town. The park and ride should alleviate much of this traffic strain experienced in the summer . A ‘shared space’ treatment was provided on South months. Marine Drive in the vicinity of Bridlington Spa, during summer 2009.

. A 20mph zone, incorporating a ‘shared space’ treatment High Existing Levels of Walking on Chapel Street, was introduced in the town centre Existing walking to work levels are high in Bridlington, during 2008. however, the potential to increase this further remains. The recent road safety interventions within the town should help to create a more pedestrian friendly environment. The central The Council is currently developing a ‘Coastal Cycle Route’ position of the railway and bus stations in the town provides between Bridlington and Danes Dyke and works being an opportunity to encourage multi-modal walking and bus/rail implemented during 2010/11 include: trips. The provision of walking/cycling maps for the town, . An off-road cycle / pedestrian facility along Moor Lane signing improvements and the further development of between Carnaby Industrial Estate and the A165 pedestrian networks should increase the prominence of providing a continuous safe cycle route between the walking. Industrial Estate, the new Park and Ride site, and

Bridlington; Encouraging Cycling . Widening of the existing land train route between North Promenade and Sewerby; Although walking levels are above average, the level of work- related cycling trips within Bridlington is relatively low. There . Minor improvements between Sewerby and Danes is a clear opportunity to promote cycling in Bridlington. The Dyke; and provision and promotion of dedicated cycle route . Permitting cycle access along South Promenade. infrastructure in combination with appropriate cycle parking facilities should increase local cycling levels.

The draft Bridlington Transport Strategy (BTS) outlines a number of key issues and challenges for the town that have been identified through site assessments, extensive assessments of relevant data and consultation with key stakeholders. Some of these are summarised below: Bus Facilities

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Bus patronage, for travel to work journeys is not particularly Junction of Bessingby Road and Bessingby Hill where 3 high. A reason for this may be that the bus station on collisions occurred in five years: No collisions have occurred Princess Terrace is lacking some key facilities. A ticket in the last twelve months of the study period. office, toilets, waiting rooms and cycle parking are not currently provided at the station. These facilities help to promote public transport as a travel mode and an improved bus station environment is likely to make bus a more attractive travel mode in Bridlington.

Rail Access The take-up of rail services for commuting purposes is generally low in Bridlington. The rail station is centrally located and has relatively good waiting facilities. The promotion of travel by rail as part of a multi-modal journey and preparing a Station Travel Plan are ways in which travel by this mode can be encouraged.

High Levels of Trips by Sustainable Modes to Schools Schools can generate a relatively high proportion of daily car trips which can create pressure on the local highway network at school start/finish times. However, this appears to be less of an issue at schools in Bridlington which demonstrate a relatively high proportion of walking trips.

Road Safety A detailed personal injury collision (PIC) appraisal is included within the BTS. Although a relatively high proportion of pedestrian casualties have been recorded in Bridlington, the appraisal has shown that the road casualty record within the town has improved considerably over the last 5 years. As part of the ERYC’s 2009/10 Road Safety Strategy, collusion cluster sites were identified in Bridlington, the most applicable of these are summarised below. A165 between Easton Road and Scarborough Road where 8 collisions occurred in five years: 4 occurred on an adverse surface. This route was subject to a Council Road Safety Study in March 2009. No remedial measures were identified at that time. Junction of Marton Road and Scarborough Road where 4 collisions occurred in five years: A safety scheme was introduced at this junction in 2009.

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6 Car Parking

6.1 Car Parking Overview The Draft Transport Development Plan for East Riding of Yorkshire proposes the following maximum car parking Parking performs an important role for Bridlington and indeed standards for residential development: the proposed development, and it is often one of the key challenges faced in regeneration. Ensuring realistic and practical levels of parking is vital if operational and market Table 6.1 – Proposed Residential car parking standards in East needs are to be met and the impacts of development are to Riding of Yorkshire (*) be alleviated.

General guidance on the development of parking strategies is Market villages and Sub-regional centre, principal given in the IHT publication ‘Parking Strategies and rural areas towns and towns management’ and the document ‘Car Parking, what works where’ provides a comprehensive analysis of the design of 2 spaces per dwelling 1.5 spaces per dwelling (on parking in residential and mixed-use areas. The latter of (on average) average) these documents offers the following “Golden Rules” for all locations: * Standards apply for threshold above 5 dwellings or 0.25 hectares 1. Go for the quality of the street above all else. So where you put the parking is more significant than how much.

2. There is not a single best solution. A combination of on plot, off plot, and on street is the solution, according to location, topography and the market. 3. Rediscover the street as a beautiful car park – people understand how it works, it’s efficient and it increases the activity and safety of the street. 4. Maximise the activity between the street and the house for safer, friendlier streets. New residential areas usually have too few people moving around.

5. Do not park in the back of the block until on street and frontage parking permutations have been exhausted. Use the mews or rear court should support on street provision, not replace it.

6. Avoid allocating more than half of parking spaces. Research shows that the more spaces you allocate, the more you have to provide. 7. There are now three types of on street parking: uncontrolled; controlled parking zones (CPZ) where spaces can be defined by user and/or by times; and restricted parking zones (RPZ) where positive parking control does not rely on yellow lines. 8. Provide cycle parking to all parking solutions that is safe and secure. 9. Do not forget Secured by Design principles.

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7 Key Considerations

6.1 Key Considerations

The proposed development offers the opportunity to ensure that sustainability is considered as a priority from the out-set and pedestrian permeability within the site should be paramount. In turn it will be necessary to improve links from the proposed site into the town centre and key destinations. This will include strengthening the existing pedestrian network with crossing provisions located on pedestrian desire lines; provisions for cyclists will also require attention. The public transport services are good and the proposed development offers a real opportunity to link bus services through the site, which when coupled with improvements to existing bus facilities (i.e. the bus station) will offer a realistic alternative to the car and promote sustainable travel from the start. Whilst sustainability will be key to the developments success, vehicular access and highway capacity should also be considered in parallel. The development will need to ensure that an appropriate number of accesses are provided at suitable locations; these should also include ‘pedestrian/cycle only’ routes. Finally, it is also important to ensure that sufficient capacity is available on the road network to accommodate any increase in car-borne trips. However, through the continued investment in the promotion and provision of sustainable travel modes/facilities, this impact can be minimised.