TRANSPORT ASSESSMENT May 2021
Document No: WHHT-BDP-WGH-XX-RP-T-00105 Revision: C01 Date: 17th May 2021
Watford General Hospital Redevelopment Outline Planning Application TRANSPORT ASSESSMENT
20175-04
Revision C
Prepared by Odyssey on behalf of West Hertfordshire Hospitals NHS Trust
May 2021
Watford General Hospital Redevelopment OPA Transport Assessment
Version Date Name Reviewed by Description of changes Sign off Draft April 2021 Emily Scott-Holt Mark Bubb Draft report for Simon Blinkhorne review by BDP A April 2021 Emily Scott-Holt Mark Bubb Report for review by Simon Blinkhorne BDP/ WHHT B April 2021 Emily Scott-Holt Mark Bubb Revised following Simon Blinkhorne Trust comments C May 2021 Emily Scott-Holt Mark Bubb For Submission Simon Blinkhorne
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Watford General Hospital Redevelopment OPA Transport Assessment
Contents
1 Executive Summary ...... 3 2 Introduction ...... 4 3 Policy Context ...... 8 4 Existing Conditions ...... 14 5 Sustainable Travel and Accessibility ...... 17 6 Background Traffic Conditions ...... 23 7 Proposed Development ...... 28 8 Sustainable Transport Strategy ...... 38 9 Trip Generation and Impact ...... 41 10 Junction Capacity Assessments ...... 45 11 Summary and Conclusion ...... 50
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Watford General Hospital Redevelopment OPA Transport Assessment
1 Executive Summary
1.1 This Transport Assessment (TA) provides an assessment of the transport and highways impacts of the redevelopment of Watford General Hospital (WGH) in support of an Outline Planning Application (OPA). This TA has been prepared by Odyssey on behalf of West Hertfordshire Hospitals NHS Trust (‘the Trust’).
1.2 This TA examines the transport and highways policy context applicable to the site, together with a review of the existing accessibility of the current hospital to public and sustainable modes of transport. The TA goes onto to review the development proposals, specifically examining the proposed access arrangements to the site and parking provision. The development site’s potential impact on the highway network is also assessed, together with the sustainable transport initiatives that would be implemented/ secured.
1.3 The site is considered to have good access to public and sustainable modes of transport at present, however, the site does currently experience some conflict between vehicles and pedestrians. Additionally, due to the site’s topography and existing layout of buildings, there are difficulties for patients and visitors with restricted mobility.
1.4 Accordingly, it is proposed to improve the user experience through the provision of a high- quality public realm; helping to promote a shift in travel behaviour of staff, patients and visitors away from private car use.
1.5 It is, however, noted that owing to the very nature of the hospital, there is a requirement to facilitate suitable vehicular access, and provide access to an appropriate provision of parking for all user groups including patients and visitors with restricted mobility either due to age or medical condition.
1.6 As part of the development proposals the primary vehicular access to the site would be served from Thomas Sawyer Way, providing access to the majority of the hospital’s car parking, via the consented Multi-storey Car Park (MSCP), the Pick-up and Drop-Off (PUDO) areas and to the hospital’s FM Yard. Blue Light emergency access to the patient transfer area would be retained from Thomas Sawyer Way and Willow Lane. Secondary access for staff parking is to be retained from Vicarage Road and Willow Lane in the short-medium term.
1.7 In terms of car parking to be provided on-site, whilst the clinical floorspace of the hospital is increasing, the proposed level of parking would be kept at a similar level to the existing provision. As part of the development proposal the parking provision would be rationalised, with parking spaces being allocated for staff, patients and visitors; thereby allowing for a more effective use of parking as well as helping to promote alternative modes of transport. In addition, the new hospital proposes to implement new ways of working (remote working and video consultations etc.), which would reduce the need for staff, patients and visitors to travel to the hospital, thereby reducing the potential parking demand.
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Watford General Hospital Redevelopment OPA Transport Assessment
1.8 The new access arrangements to the hospital would result in the hospital no-longer being permeable to traffic between Thomas Sawyer Way and Vicarage Road, as well as the main vehicular access to the hospital changing from Vicarage Road to Thomas Sawyer Way; thereby resulting in a slight re-distribution of traffic on the local highway. This re- distribution of traffic has been assessed as part of this TA, which demonstrates that the proposed hospital would not result in material increase in traffic on local junctions, and in fact the new access arrangements would have the potential for the hospital to lessen its impacts on local junctions within Watford town centre, (such as The Hornets Gyratory).
1.9 The proposal for the new hospital is therefore considered to be acceptable from a highways perspective, owing to its suitable access arrangements, compliance with planning policy (with particular emphasis on promoting active and sustainable modes of travel) and minimal impact on the local highway network.
2 Introduction
2.1 This Transport Assessment (TA) has been prepared in support of an Outline Planning Application (OPA) for the redevelopment of Watford General Hospital (WGH). The TA has been prepared by Odyssey on behalf of West Hertfordshire Hospitals NHS Trust (‘the Trust’).
The applicant and proposed development
2.2 West Hertfordshire Hospitals NHS Trust manages hospitals in Watford, Hemel Hempstead and St Albans and provides services to a population of approximately 500,000 people living in Hertfordshire and north London.
2.3 All three hospitals are in need of investment and the Trust has been named as one of eight in the national New Hospital Programme, which will provide funding to redevelop its buildings and facilities across the three sites, with a new hospital building in Watford and refurbishment and partial redevelopment at the hospitals in Hemel Hempstead and St Albans.
2.4 The current application is seeking outline planning permission for the proposed redevelopment of WGH (‘the Proposed Development’), which sees the reconfiguration and consolidation of existing hospital services into an area at the south of the current WGH site, with the following formal description of development:
“Outline application with all matters reserved for:
Demolition of hospital buildings and construction of an Emergency Care hospital (Use Class C2), with up to 1,000 beds and up to 120,000m2 floorspace, an energy centre, and ancillary retail units, including associated access and landscape improvements.”
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2.5 Further description of the Proposed Development is provided in the accompanying Design and Access Statement and Planning Statement.
2.6 The site’s location is presented in Figure 1, whilst Appendix A presents the site boundary of the application site.
2.7 The site lies within the administrative boundary of Watford Borough Council (WBC), who are the Local Planning Authority, and Hertfordshire County Council (HCC), who are the Local Highway Authority.
Planning Context
2.8 Previous applications have been submitted for the proposed extension and renovation of WGH. The latest application was approved in 2015, granting outline planning approval for the extension of the hospital to provide an additional circa. 40,000 sqm of new Hospital / Healthcare accommodation. This was secured as part of the wider hybrid planning application for the Watford Health Campus (planning reference 14/00511/OUTM).
2.9 Given the extenuating circumstances at the time of preparing this report, owing to the Covid-19 pandemic and the associated impacts on the NHS and travel behaviour, the survey data and analysis previously undertaken for the 2015 application at WGH, as discussed above, has been utilised as appropriate, within this report.
The Existing Watford General Hospital
2.10 The existing WGH covers an area of approximately 7.5 hectares and comprises of 62,000 sqm (GIA) of clinical and non-clinical floor space spread across 18 buildings.
2.11 The existing hospital serves people in Watford and the surrounding areas, as well as patients from further afield. Anonymised patient postcode data has been used to map the existing patient catchment of WGH, as shown on Figure 2.
2.12 Vehicular access to the hospital is currently served via the following:
• Two priority junctions from Vicarage Road (one comprising of an access, and the other an egress from the hospital). • A priority junction providing access to the hospital’s temporary car parks served from Thomas Sawyer Way. • A priority junction from Willow Lane which provides access for staff car parking and emergency vehicles.
2.13 Willow Lane can be accessed from Vicarage Road and Hagden Lane to the north, and from the south via Thomas Sawyer Way, which for the last 200m leading up to Willow Lane is currently restricted to blue light and bus access only.
2.14 The hospital presently has a total of 1,611 parking spaces that can be accessed from Vicarage Road or Thomas Sawyer Way. There is, however, notable informal parking (parking occurring outside of marked bays and double parking etc.) within the site, which equates to
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a total of up to 1,750 cars being able to park on the site and within the adjacent Cardiff Road car park. The internal layout of the hospital is presently ‘permeable’ to traffic, such that vehicles travelling from Vicarage Road can access Thomas Sawyer Way through the site and vice versa.
Development Proposal
2.15 The development proposals seek to provide up to 120,000 sqm of new healthcare facilities (C2 Use Class) in a new purpose-built hospital over a reduced site area of 3.58 hectares, on land that is largely to the south of the existing hospital. There are some buildings on-site which would need to be decommissioned and demolished to accommodate the proposal. The Indicative Hospital Scheme and Illustrative Masterplan is presented in Appendix B.
2.16 The development proposals would represent a 58,000 sqm uplift (18,000 sqm more than previously consented), in comparison to the existing 62,000 sqm of floorspace spread across the existing hospital site; and would create a more efficient and sustainable layout.
2.17 It is expected that the proposals would result in a total of a maximum of circa. 1,000 inpatient beds set over up to 18 storeys.
2.18 The new WGH would be served from Willow Lane and Thomas Sawyer Way for emergency vehicles (mainly ambulances to the new Accident and Emergency Department). Staff, visitor, and patient parking (long-term) would be served from Thomas Sawyer Way, with temporary / shorter-term staff parking accessed from Vicarage Road. Hospital service and delivery vehicles would access the site from a new (separate) access on Thomas Sawyer Way.
2.19 The development proposal is not seeking to increase the provision of parking on-site, rather it is the long-term aim of the Trust to progressively reduce the quantum of parking offered to staff, over time. It is proposed at first occupation of the new WGH that a total of 1,694 parking spaces would be provided, which would equate to an increase of 83 marked parking bays. However, whilst the number of marked parking spaces would increase, there would in future be no opportunity to park outside of the marked spaces which is understood to currently occur during busy periods. Accordingly, there would in effect be a reduction in overall parking on the site as a result of improved parking enforcement measures by the Trust.
2.20 The 1,694 total parking spaces would comprise 1,290 spaces provided in the adjacent Multi Storey Car Park (MSCP) accessed from Thomas Sawyer Way and currently under construction via an earlier planning consent (reference 18/01383/FULM). In addition, up to 404 surface level staff parking spaces would be provided within the hospital site and accessed from Vicarage Road.
2.21 The Trust would also be promoting a series of sustainable travel initiatives, including the provision and active promotion of a Travel Plan, together with adopting new ways of
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working, such as moving a significant number of outpatient consultations online, thereby promoting non-car modes of travel, as well as reducing the need to travel to the new hospital.
2.22 The long-term aim of the Trust is to remove the parking to be provided from Vicarage Road, with this land to be made available for further clinical use or sold for re-development (and therefore, would be subject to a separate planning application).
2.23 It is proposed that once the new hospital has been constructed, the existing hospital buildings would be decommissioned, with services transferred into the new hospital. Following decommission of the current hospital the land would be made available for further development, expected to be a mix of residential and ancillary medical land uses (however, this would be subject to separate planning approval in the future).
Pre-Application Scoping
2.24 Highways Pre-Application scoping has been undertaken with HCC highways in respect of the proposed scheme. The Highways Pre-Application Transport Scoping Note, together with associated email correspondence undertaken with HCC Highways, is presented in Appendix C. In addition to correspondence presented in Appendix C, two pre-application meetings have taken place with HCC highways to discuss the scheme. This TA and accompanying reports have therefore, been guided and informed by the Highways pre-application advice received from HCC.
Structure of this Report
2.25 Accordingly, this TA sets out the suitability of the proposal from a highways and transport perspective. In this matter, this TA reviews the site’s sustainable location, vehicle trip generation and parking provision, layout, and access arrangements. Consideration is also given to the development’s impacts on the wider network and public transport strategy.
2.26 The remainder of this report is broken down as follows:
• Section 3.0 considers national and local policy relevant to the development proposals. • Section 4.0 reviews the existing highways and transport conditions in the vicinity of the site. • Section 5.0 describes the site’s access to sustainable transport. • Section 6.0 outlines the existing traffic conditions of the local highway and travel characteristics of the site. • Section 7.0 provides a detailed description of the development proposals, the proposed site access arrangements, and car/cycle parking provision at the post-development stage. • Section 8.0 outlines the sustainable travel initiatives that the Trust would implement at the proposed development site. • Section 9.0 provides an analysis of trips expected to be generated by the proposed development across various modes of travel and trip distribution based on traffic surveys.
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• Section 10.0 analyses the impact of these trips in junction capacity terms. • Section 11.0 summarises and concludes.
3 Policy Context
General
3.1 This section sets out relevant national and local planning policy that impact upon the design and delivery of the development proposals.
National Policy
3.2 The National Planning Policy Framework (NPPF) first published in March 2012 and updated in June 2019 provides a structure for development within England, with a presumption in favour of sustainable development and promotion of economic growth.
3.3 The National Planning Policy Framework (NPPF) sets out in paragraph 108 that “In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:
• appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location; • safe and suitable access to the site can be achieved for all users; and • any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”
3.4 Paragraphs 109 to 111 state that “Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe. Within this context, applications for development should:
• give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use; • address the needs of people with disabilities and reduced mobility in relation to all modes of transport; • create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards; • allow for the efficient delivery of goods, and access by service and emergency vehicles; and • be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.
All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed.”
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Local Policy
Watford District Plan (2000)
3.5 The Watford District Plan was created in order to set out the main considerations on which planning applications are decided. The Plan has since been replaced, with some of its policies retained. It is noted that “the Council will continue to have regard to the remaining saved policies of the Watford District Plan 2000”. Saved policies relevant to this TA include:
• T10 Cycle Parking Standards • T21 Access and Servicing • T22 Car Parking Standards • CS9 Health Provision
3.6 In preparing the TA the above saved policies have been considered, and where appropriate referred to.
Watford Local Plan Core Strategy 2006-31 (Adopted 2013)
3.7 The Core Strategy sets out the key elements of the Council’s vision and spatial strategy for Watford and forms the central part of the Local Plan. The Core Strategy takes precedence over saved policies from the Watford District Plan where there is a conflict, but many of the District Plan’s policies are retained.
3.8 Policy WBC1 details the Council’s presumption in favour of sustainable development. The policy states that when considering development proposals, the Council would look favourably on sustainable developments and would work proactively with applicants to improve development options that would aid economic, social and environmental conditions in the area.
3.9 The Core Strategy sets out a vision for Watford in 2031. This vision is of a sustainable town, with good public transport links and healthy residents, with the Strategy noting “there are also specific health issues to be addressed”. Paragraph 3.1.9 details the vision for a sustainable town with healthy residents:
“Residents will have the opportunity to choose healthier lifestyles with access to a range of leisure opportunities, as well as more opportunity to walk or cycle. There will also be improved access to quality healthcare, with an enhanced new hospital and neighbourhood GP surgeries.”
3.10 Strategic Objective 4 of the Core Strategy also focuses on Watford’s health, stating that the objective is:
“To improve the health and wellbeing of Watford’s residents. This includes making improvements to the hospital which serves both the local population and the wider area, and providing an enhanced range of medical and health facilities.”
3.11 The Watford Health Campus is covered in detail in the Core Strategy and is one of the Special Policy Areas (SPAs) named in the document which have special status due to the level of change expected. SPA 3 on the Health Campus notes:
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“The new development should where possible provide good physical, social and economic links into the existing west Watford community.”
3.12 Policy SD3 on Climate Change addresses the environmental impact new development can have. The policy requires that all new developments should maximise their energy efficiency, reduce CO2 emissions, mitigate climate change, adapt to the effects of climate change, and maximise the efficient use of land. This policy applies mostly to design and construction by ensuring the development operates sustainably and would contribute to mitigating its impact and emissions.
Draft Watford Local Plan 2018-2036
3.13 The Final Draft Watford Local Plan, anticipated to be adopted with minor amendments in February 2022, sets out the preliminary growth strategy for the borough for up to 2036, as well as the planning policies that will be used to determine future planning applications. The Local Plan is intended to be consistent with national policy, including the NPPF.
3.14 Whilst the Final Draft Local Plan presently has limited weight it will continue to gain weight as it goes through the formal process of being adopted. Due consideration of the emerging local plan has therefore been taken in to account as part of the preparation of this TA.
3.15 The Draft Watford Local Plan sets out the Council’s (forthcoming) overarching aims for development within the borough within Strategic Policy SS1.1: Spatial Strategy, the relevant extracts relating to transport and the reducing need to travel are presented below:
Strategic Policy SS1.1: Spatial Strategy’
‘Growth will be focused in the Core Development Area, which has excellent access to public transport and facilities, and where development can be accommodated sustainably, creating a high-quality place to live, work and visit by 2036.’
‘Proposals will contribute towards a modal shift, greener travel patterns and minimising the impact on the environment. Pedestrian and cycle travel will be prioritised.’
‘Across the borough, new infrastructure and improvements to existing infrastructure will be delivered to support development. Infrastructure proposals will be progressed collaboratively with relevant stakeholders and providers to maximise the benefits and success of any scheme.’
3.16 As identified in the Final Draft Local Plan, the hospital site would be located in the ‘Colne Valley Strategic Development Area’, which has an overarching vision for the transformation of this district from being car dominated and characterised by large retail and commercial units, to a mixed-use urban quarter with a quality public realm with an enhanced and accessible river environment. The extent of the Colne Valley Strategic Development Area is presented in Extract 3.1.
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Extract 3.1: Colne Valley Strategic Development Area
3.17 Within the Colne Valley Strategic Development Area (refer to Extract 3.1) Thomas Sawyer Way to the south of the site is highlighted as a ‘Public Transport Priority’ route. The relevant extracts of Strategic Policy CDA2.3: Colne Valley Strategic Development Area are as follows:
“Development will be supported where it contributes towards the objectives for the area and is consistent with other policies in the Local Plan. Applicants will be required to set out how their proposals contribute positively towards the following:
• A new pedestrian and cycle crossing or underpass at Waterfields Way should be provided as part of the linear park along the River Colne; • Priority systems at junctions and crossings to improve access and permeability in the wider area for public transport, pedestrians and cyclists.”
3.18 The Colne Valley Strategic Development Area covers a large area, and as such there would not be “one policy fits all” with regards to the development proposals that come forward. On this matter the Watford Riverwell, Vicarage Road Football Stadium and Watford General Hospital area has been provided with some specific guidance, including a statement that the ‘improvements to the hospital will be supported’ and that ‘any future development proposals in this area should positively contribute towards the existing residential character and enhancement of community facilities’.
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3.19 Within policies for new developments in the borough it is a requirement that good accessibility is provided, or will be available for walking, cycling, and public transport; with an ever-greater emphasis placed on Strategic Development Areas, and district and local centres.
3.20 In respect of the provision of sustainable developments, within the Chapter 11 of the Final Draft Watford Local Plan it is noted that a Sustainable Transport Town would need to be created. A Sustainable Transport Town is a town that is accessible by convenient sustainable transport routes.
3.21 Aiding the design and implementation of a Sustainable Transport Town is The South West Herts Growth and Transport Plan (2019) which places emphasis on improving health and generating a modal shift away from car use. Other county-wide strategies which development should account for include the Intalink Bus Strategy, Draft Rail Strategy and the forthcoming Local Cycling and Walking Infrastructure Plan.
3.22 In preparing this TA and providing advice on the design of the scheme, due consideration of the above has been taken account of.
Hertfordshire County Council’s Local Transport Plan 2018-2031
3.23 HCC’s Local Transport Plan (LTP4) has been produced to set out how transport can help to deliver a positive future vision for Hertfordshire. The LTP4 covers the timescale for most housing proposals to be delivered within local plans, however, it also considers how future planning conditions and emerging technology might affect the way that transport needs are provided for in the long term. In this regard the LTP set out the objectives, policies and key schemes that will achieve a move away from private car to sustainable modes.
3.24 Within HCC LTP4 it is detailed in Policy 4: Demand Management that traffic would (in part) be managed through parking charges:
“The county council considers greater traffic demand management to be essential in the county’s urban areas in the next five years to achieve modal shift and improve sustainable travel provision. This can only currently be achieved efficiently and effectively through parking restrictions and charging applied to on-street, off-street and potentially at workplace parking. The county council will work with the district and borough councils and other key stakeholders to develop locally appropriate strategies.”
3.25 With respect to new developments within Hertfordshire, Policy 5: Development management states:
“The county council will continue to work with development promoters and the district and borough councils to:
• Ensure the location and design of proposals reflect the LTP Transport User Hierarchy and encourage movement by sustainable transport modes and reduced travel demand. • Ensure access arrangements are safe, suitable for all people, built to an adequate standard and adhere to the county council’s Highway Design Standards.
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• Consider the adoption of access roads and internal road layouts where they comply with the appropriate adoption requirements and will offer demonstrable utility to the wider public. Where internal roads are not adopted the county council will expect suitable private management arrangements to be in place. • Secure developer mitigation measures to limit the impacts of development on the transport network, and resist development on the transport network and resist development where the residual cumulative impact of development is considered to be severe. • Require a travel plan for developments according to the requirements of ‘Hertfordshire’s Travel Plan Guidance’. • Only consider new accesses onto primary and main distributor roads where special circumstance can be demonstrated in favour of the proposals. • Resist development that would either severely affect the rural or residential character of a road or other rights of way, or which would severely affect salary on rural roads, local roads and rights of way especially for vulnerably road users. This should include other routes which are important for sustainable transport or leisure. • Ensure that any new parking provision in new developments provides facilities for electric charging of vehicles, as well as shared mobility solutions such as car clubs and thought should be made for autonomous vehicles in the future.”
3.26 In line with the above policy, the HCC Local Transport Plan states that new developments should “promote shared mobility initiatives such as by providing for and supporting car clubs, car sharing and bike sharing initiatives”. As appropriate this report refers to plans and initiative proposed with HCC’s LTP4.
Hertfordshire Highways Design Guide (January 2011)
3.27 The Highways Design Guide gives details on road improvements made by the council, as well as setting out advice on highway features for developments in the county.
3.28 The Guide states that a TA is required “where a development has more significant transport implications” than developments requiring a Transport Statement (TS). Specific guidelines are set out, stating a TA will be required for:
• “Residential development in excess of 80 units • Non-food retail development of more than 1,500m2 Gross Floor Area (GFA) • Class B1 Business of more than 2500m2 GFA • Class B2 General industrial of more than 4,000m2 GFA • Warehousing (use class B8) of more than 5,000m2 GFA”
3.29 On the content of a TA, the Guide notes that a TA “identifies what measures will be taken to deal with the anticipated transport impacts of the scheme”. These measures should improve accessibility and safety for all modes of travel, “particularly for alternatives to the car such as walking, cycling and public transport”.
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4 Existing Conditions
Site Location
4.1 The application site is situated within the Watford Health Campus Development area, being located to the south of the existing Watford General Hospital, to the south west of Watford Football Club’s Vicarage Road Stadium and to the north of the recently constructed Thomas Sawyer Way link road. Figure 1 shows the wider context of the site’s location.
Local Highway Network
Vicarage Road/A4145
4.2 Vicarage Road is a two-way, single carriageway road which operates in a north-east to south-west alignment north of the existing hospital. Vicarage Road to the north and west serves the residential suburbs of Watford. To the east, Vicarage Road provides access to Vicarage Road Football Stadium and the town centre of Watford.
4.3 Vicarage Road, in the immediate vicinity of the existing hospital, is subject to yellow line parking restrictions with some permit holder ‘K’ and pay and display parking (two hours maximum stay), located adjacent to Vicarage Road Stadium. There is also permit holder ‘K’ parking located on both sides of the carriageway on Vicarage Road leading west to the junction of Vicarage Road / Willow Lane Hagden Lane. Signage indicates that the aforementioned parking restrictions are enforceable between 08:00 and 18:30 on Mondays and Saturdays.
4.4 As Vicarage Road provides access to Watford Stadium, parking restrictions are also in place on match days during certain hours: Monday to Friday 08:00-22:00, Saturday/Bank Holidays 08:00 to 18:30 and Sundays 13:00 to 18:30. It is however, understood that on match days, in part due to the quantum of people accessing and egressing the stadium, Vicarage Road is closed to all vehicular traffic.
Thomas Sawyer Way
4.5 Thomas Sawyer Way provides access to the hospital from the south and is a two-way, single carriageway road operating in a west-east alignment to the south of the site. Thomas Sawyer Way connects from Dalton Way in the east to Willow Lane in the west, transecting the A4178 Wiggenhall Road at a signalised junction.
4.6 Thomas Sawyer Way was constructed following approval of the Highways Infrastructure Works Application (reference 13/00971/FULM) for the Watford Health Campus. Thomas Sawyer Way has therefore been designed to accommodate traffic to WGH as well as surrounding land uses.
4.7 The speed limit on Thomas Sawyer Way is 30 miles per hour (30mph).
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4.8 On its approach to the junction with the A4178 Wiggenhall Road, Thomas Sawyer Way splits into three lanes eastbound and two lanes westbound. Approaching from the east Thomas Sawyer Way is marked as ‘Ahead Only’, with westbound vehicles only able to continue over the junction onto Thomas Sawyer Way. Eastbound traffic can cross the junction to continue on Thomas Sawyer Way or can turn left or right onto the A4178 Wiggenhall Road.
4.9 The westernmost section of Thomas Sawyer Way, from the roundabout serving the Riverwell residential development leading west to Willow Lane, is only accessible to emergency vehicles and buses. This restriction is enforced by cameras. This section of Thomas Sawyer Way (connecting to Willow Lane) is accessible to pedestrians with the provision of footways on both sides of the carriageway.
4.10 Thomas Sawyer Way is lined with double yellow lines with double yellow ‘blips’ on the kerbside, indicating no loading or stopping should take place at any time. Footways line both sides of the carriageway west of its junction with the A4178 Wiggenhall Road.
4.11 A signalised crossing is located at the junction of Thomas Sawyer Way and the A4178 Wiggenhall Road. Tactile paving to enable pedestrian access to the hospital, is present at the western end of Thomas Sawyer Way, where it meets the Willow Lane roundabout and at the main access roundabout to the hospital further east.
Wider Highway Network
4.12 The site, as would be expected of an existing hospital, is well located with regards to the strategic road network. To the west the A4178 connects to the A412 Rickmansworth Road to the north, providing access to north Watford to the north and Rickmansworth to the west.
4.13 To the west of the site, accessed via Thomas Sawyer Way, is Waterfields Way which provides a connection north to the A4008, servicing junction 5 of the M1 and also providing a connection to the A41 at Berrygrove Interchange. Both the M1 and A41 provide access to the M25 to the north and provide access towards Edgware and Central London to the south.
4.14 To the south of the site, the A4125 and A4008 can be accessed serving the suburban areas between Watford, and Harrow and Edgware.
4.15 The site is therefore considered to be well placed with regards to its accessibility to the Strategic Road Network.
Highway Safety
4.16 The latest five-year collision data on the surrounding highway network has been obtained from HCC, which covers the period of the 1st of December 2015 to the 30th of November 2020 (this being the latest data available at the time of request). The analysed area, together with the location of the recorded accidents are presented in Appendix D. For
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information, for reasons of confidentiality HCC have only been able to provide limited Road Traffic Collision (RTC) data. As can been seen in Appendix D, most RTCs have occurred at or within close proximity to junctions, as would be expected owing to the change in driver priority.
4.17 Table 4.1 presents a summary of the collisions recorded on the local highway network:
Table 4.1: Road Traffic Collision RTC Severity Light Conditions Road Surface Location Slight Serious Fatal Day Night Dry Wet Snow Bushy Arches Roundabout 2 0 0 2 0 2 0 0 Dalton Gyratory 10 0 0 8 2 7 3 0 A4125 Eastbury Way 20 2 0 15 7 17 4 1 A4145 - Hagden Lane and Vicarage Road 15 2 0 13 4 11 6 0 A4178 Wiggenhall Road 20 4 0 16 8 21 3 0 Thomas Sawyer Way 3 1 0 3 1 2 2 0 Other 6 3 0 6 3 6 3 0 Total 76 12 0 63 25 66 21 1
4.18 Table 4.1 demonstrates that 86 percent (76) of the RTCs were ‘slight’ in severity, with only 14 percent (12) recorded as ‘serious’, and no ‘fatal’ RTCs recorded. Of the RTCs 72 percent (63) occurred in daylight conditions, with 28 percent (25) occurring in night-time conditions (all but one of the RTCs occurred where street lighting was present). Additionally, of the RTCs, 75 percent (66) occurred in dry conditions, with 24 percent (21) occurring in wet road conditions and only one percent (one) being attributed to snow / icy conditions.
4.19 Table 4.2 presents a summary of the vehicles involved in the recorded RTCS.
Table 4.2: Road Traffic Collisions Vehicle Type Summary Vehicle Impact Location Vehicle Type Total Back Front Nearside Offside None Bicycle 5 2 3 6 0 16 Car 19 72 19 29 2 122 Goods Vehicle 3 4 2 1 0 7 Motorcycle 0 6 2 1 0 9 Other 1 1 0 0 0 1 Total 28 85 26 37 2 150
4.20 Table 4.2 identifies that the majority of RTCs involved a car. Of the 150 total vehicles involved, only 16 involved a cyclist, and nine involved a motorcycle. The remaining 130 RTCs involved a motorised vehicle the size of a car or larger.
4.21 Table 4.3 presents a summary of the RTC Casualties by the severity of the incident:
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Table 4.3: Road Traffic Collision Casualty Summary RTC Severity Casualty Total Slight Serious Fatal Driver 73 9 0 82 Passenger 16 1 0 17 Pedestrian 14 3 0 17 Total 103 13 0 116
4.22 As presented in Table 4.3, 15 percent (17) casualties have been recorded that originated outside of a vehicle (defined as a pedestrian within the data), with another 15 percent (17) being the passenger in the vehicle and 71 percent (92 being the driver of a vehicle). Of the pedestrian casualties only three were ‘serious’ RTC, with 14 being ‘slight’.
4.23 In summary, whilst there have been a number of RTCs recorded on the local highway, this has not demonstrated that there is significant trend or location where these accidents are occurring. It is therefore considered that there is not an inherent safety concern on the local highway which would need to be addressed as part of this proposed development.
5 Sustainable Travel and Accessibility
Sustainable Travel Context
5.1 Sustainable accessibility is one of the key themes of the NPPF and is an important factor in the determination of planning applications. This section reviews the site’s accessibility to public transport, and connectivity with regards to walking and cycling by staff, patients, and visitors.
5.2 Within the National Travel Survey (2019) it has been identified that 31 minutes is the average length of a commuting trip in England. Of all journey to work trips, 39 percent are made by non-car/van modes of transport (walking made up 12 percent and local buses made up eight per cent of trips).
5.3 At an average walking speed of three miles per hour (mph) or 80 metres (m) per minute, and a novice cycling speed of 10mph (16kph), walking and cycling commuting trips can therefore be made within 1.5 miles (2.5km) for walking, and five miles (8km) for cycling. Whilst it is noted that not all trips to the new WGH would be commuting trips; it is considered that these distances and journey times set a good precedent for the journeys that could be reasonably be undertaken by active modes of travel.
5.4 The development site has therefore been assessed in terms of local walking and cycling routes, as well as public transport and sustainable access to local amenities / facilities, which are accessible within a reasonable walking or cycling distance of the site.
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Walking and Cycling
5.5 The local highway network features extensive footway and cycle infrastructure provision, as shown in Figures 3 and 4.
5.6 The site is located to the south west of Watford town centre, with the main movements of pedestrians and cyclist being accommodated on Vicarage Road to the north, or Thomas Sawyer Way to the south.
5.7 Footways are present on both sides of Vicarage Road along its length, enabling movement towards Watford town centre to the east. For the most part the footways provided are in a reasonable state of repair, with dropped kerbs and tactile crossings, and with suitable street lighting; providing good access to the bus stops located on Vicarage Road.
5.8 There are a number of pedestrian crossings provided on Vicarage Road. The closest crossing to the site is located to the east of the hospital’s vehicular access on Vicarage Road and comprises of a pelican crossing.
5.9 To the south of the site footways are provided on both sides of Thomas Sawyer Way to the signalised junction with the A4178 Wiggenhall Road. Signalised crossings are provided at this junction for pedestrians, with additional pedestrian refuge crossings provided at the roundabout of Thomas Sawyer Way with the unnamed access road serving the hospital.
5.10 A short distance to the south of the signalised junction of the A4178 Wiggenhall Road and Thomas Sawyer Way, off-road footways and cycleway can be accessed. This includes Ebury Way, a 5.6km off-road pedestrian and cycle link between Watford and Rickmansworth which has been repurposed from a disused railway line. This link can be accessed in a 13- minute walk, or four-minute cycle, from the centre of the site.
5.11 There are several cycle routes in the area, including local routes connecting through Watford, including Harwoods Road opposite the site to the north, and parts of Vicarage Road to the west of the site. Many local routes allow cycle movement through to Watford town centre and west to Croxley.
5.12 To the south of the site are National Cycle Network (NCN) routes 6 and 61. Route 61 is a 58km route connecting Maidenhead to Hoddesden. Route 6 is a 654km route, which stretches from Uxbridge in the south to central Cumbria in the north. Both routes 6 and 61 follow the same route from Uxbridge to St Albans, where they then divert, with Route 61 continuing east to Hatfield and Hertford, and route 6 continuing north. Both routes pass along the aforementioned Ebury Way. Figure 4 shows the cycle routes in the vicinity of the site.
Beryl Bikes
5.13 Since March 2020 a new cycle hire scheme, Beryl Bikes, has been operating in Watford, with a number of cycle docking locations located around Watford town centre and its
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suburbs, including a 12-space docking station located in the public realm within the Hospital grounds adjacent to Vicarage Road.
5.14 The Beryl Bike scheme provides cycles for hire, both electric and pedal, across Watford, thereby providing easy access to bicycles for those who don’t own a bike, or for when people only want to use bikes on an ad-hoc basis. The Beryl Bikes can be booked and unlocked through an app on a mobile device.
Public Transport – Bus
5.15 The nearest bus stops are situated on Vicarage Road, to the east of the junction with Harwood Road (four-minute walk from the centre of the site). These bus stops serve routes 10, 318, 320 Sapphire, 520, W1 and W21.
5.16 Further bus stops are located on Thomas Sawyer Way, to the south of the roundabout junction of Willow Lane with Riverwell Close (two-minute walk from the centre of the site). The Thomas Sawyer Way stops serve routes 318 and 635. The bus stops and routes available near to the site are illustrated in Figure 3.
5.17 Overall, approximately eight buses per hour (bph) can be accessed within a short walk of the site. The weekday frequency is based on the average buses per hour for each route during morning and evening peak periods. Whilst the hospital is in operation 24 hours a day, the Trust have advised that the majority of the demand for travel to and from the hospital occurs from 0700 till 1800 on a weekday. Local buses are in operation during these times (and beyond, as detailed in Table 5.1), both on a weekday and at weekends; and therefore, provides a viable option for travel to and from the hospital. Table 5.1 provides details of the local bus routes and their frequencies, with the bus timetables and networks maps presented in Appendix E.
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Table 5.1: Local Bus Services Average Weekday First and Last Number Route Frequency* Service Holywell – Watford General Hospital – Watford 0625 – 2303 10 Market Street – Watford Junction Railway Station – 4 buses per hour Leavesden - Woodside Watford General Hospital – Watford High Street 0902 - 1715 318 Station – Watford Junction Railway Station – 1 bus every other hour Leavesden –Abbots Langley Maple Cross – Rickmansworth Railway Station – 0606 - 2345 320 Croxley Green – Watford Junction Railway Station – 2 buses per hour Sapphire North Watford Library – Garston Bus Garage – Abbots Langley – Hemel Hempstead – Warners End Watford Junction Railway Station – Watford Market 0730 – 18-28 Street – Watford General Hospital – Croxley Green 520 1 bus per hour – Rickmansworth Railway Station – Maple Cross Downings Wood Terminus Hitchin Railway Station – Stevenage Railway Station 0619 - 2010 – Stevenage Bus Station – Hatfield Business Park – 635 1 bus every other hour Park Street Railway Station – Garston – Watford Junction Railway Station – Watford Hospital Watford Market Street – Watford General Hospital 0805 - 19-19 – Croxley Green – Rickmansworth High Street – W1 1 per hour+ Rickansworth Railway Station – Maple Cross Downings Wood Terminus Carpenders Park – South Oxhey – Oxhey – Watford 1 bus daily (schooldays - W21 King Street - Holywell only) *weekday peak periods +Sunday service only
Arriva Click
5.18 In addition to the bus services listed above, Arriva also operate ArrivaClick in Watford which is an on-demand bus service that operates across the borough. ArrivaClick was launched in July 2020 and is a new initiative intended to offer patrons additional flexibility than existing bus operations in Watford.
5.19 There are no set bus routes rather passengers organise travel through the ArrivaClick App, being picked-up and dropped off at ‘virtual bus stops’, a point either close to their home or destination. The buses used can accommodate up to 15 passengers at a given time, with space for a wheelchair or pram. Journeys start from £1 to £2.50 per mile. Further information relating to ArrivaClick in Watford can be found at: https://www.arrivabus.co.uk/arrivaclick/arrivaclick-watford
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Public Transport – Rail, London Underground and Overground
Watford High Street
5.20 Watford High Street railway station is located approximately 1.4km walking distance to the north-east of the site, or an 18-minute walk. It is served by London Overground services on the London Euston to Watford Junction line, which offers destinations including Willesden Junction, Wembley Central and Harrow & Wealdstone stations. The station is within London Travelcard Zone 8.
5.21 Services from Watford High Street operate approximately every 12-16 minutes in both directions during peak hours (from 0516 until 0041). There is level access to the ticket office, however, step free access is unavailable to any of the station’s platforms.
Bushey
5.22 Bushey station is located approximately 1.5km to the east of the hospital site, a 19-minute walk. Alternatively, Bushy station can be accessed via bus route 318, with a short walk to and from the respective bus stops, an approximate 11-minute journey (excluding waiting time). The station is served by London Overground services, on the London Euston to Watford Junction line, and is the station preceding Watford High Street in the northbound direction.
5.23 Bushey station is additionally served by National Rail services, as part of the line from London Euston to Tring via destinations including Kings Langley and Hemel Hempstead. This service operates approximately twice hourly in each direction.
5.24 Car and cycle parking are both available at Bushey station, with cycle parking within a lockable storage area. Step free access is not available.
Watford Underground Station
5.25 Watford Underground Station is located approximately 1.7km to the north-west of the site, a 21-minute walk. It is the terminus of a branch of the Metropolitan Line and is located within Zone 7.
5.26 Destinations available on the branch of the Metropolitan Line serving Watford include Harrow-on-the-Hill, Wembley Park, King’s Cross and Liverpool Street. Watford offers services to Aldgate or Rickmansworth, with both routes departing from Watford Station approximately every 30 minutes in peak hour (from 0513 until 0046).
5.27 Watford Underground station does not offer step free access to any of its platforms. Car and cycle parking are both available.
Watford Junction National Rail and Overground Station
5.28 To the north east of the site, accessible within a 2.4km travel, equating to a 30-minute walk or 11-minute cycle, is Watford Junction National Rail and Overground Station. Watford
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Junction Station can also be accessed via bus routes 10, 320 Sapphire, and 520 from the bus stops on Vicarage Road, an approximate 20-minute journey from the site.
5.29 Watford Junction is the terminus for the London Overground line, with the preceding stations being Watford High Street and Bushey as outlined above.
5.30 Watford National Rail station serves up to 14 trains per hour with destinations including London Euston, Clapham Junction, Milton Keynes Central, Northampton, Tring, Wolverhampton and Edinburgh.
5.31 The train timetables and network maps for local stations is presented in Appendix E.
5.32 The site therefore has access to a range of public modes of transport with high hourly services frequencies which provide access to destinations on a local, regional, and national scale.
Existing Staff Travel Opportunities
5.33 In order to inform the accompanying Travel Plan, staff postcode data has been analysed. Where existing staff live in relation to WGH is shown on Figure 5.
5.34 The staff postcode data identifies that 25 percent of existing staff live within a 2km walk distance (approximate 25 minutes’ walk time), of the hospital with 38 percent of staff living within a 5km walk distance. This information is shown on Figure 6.
5.35 With regard to travel distances by cycle for staff, some 46 percent of staff live within a 30- minute cycle of the WGH site. This is presented on Figure 7.
5.36 In terms of public transport travel times to WGH, Figure 8 indicates that some 55 percent of staff live within a one-hour journey of the hospital.
Local Facilities
5.37 The site is situated within close proximity to Watford town centre and its many amenities, including retail public transport, dining and entertainment facilities. The site’s proximity to public transport nodes as well as local amenities and facilities is presented in Figure 3, with the respective walking distance / journey times summarised in Table 5.2. Distances are calculated from the centre of the hospital site.
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Table 5.2: Local Facilities Facility Walking Distance
Watford FC 300 metres/4-minute walk
Harwoods Recreation Ground 450 metres/ 6-minute walk
Charlie’s Café 500 metres/6-minute walk
Londis Vicarage Road 550 metres/7-minute walk
Tesco Express 600 metres/7-minute walk
Wagamama Restaurant 1100 metres/14-minute walk
Costa Coffee 1100 metres/14-minute walk
Intu Watford Shopping Centre 1300 metres/16-minute walk
5.38 In summary, the site is well served by sustainable modes of transport and is located in close proximity to local amenities and services which staff could use before or after work, or during a lunch break, and from which patients / and visitors would likely make linked trips to and from.
6 Background Traffic Conditions
Overview
6.1 This section sets out the committed development sites, background and committed developments traffic contributions, alongside details of surveys used for this assessment.
Committed Development
6.2 This TA takes account of local committed development sites, some of which are close to being completed and occupied. These are as follows:
• Frogmore House (Former Watford Gas Works) - 17/00593/FULM, 2986sqm food store, 92 residential dwellings, and office land use. • Willow Lane (Woodlands) - 17/00178/FULM 95 flats. • Land South of Thomas Sawyer Way (Waterside) - 17/01511/FULM, 408 dwellings. • Land South of Thomas Sawyer Way (Mayfield) - 17/01543/FULM, 253 C2 Care Units. • Land North of Thomas Sawyer Way - 19/00778/FULM, 193 dwellings with community centre. • Residual Northern Masterplan (Remaining Land North of Thomas Sawyer Way) - 19/00778/FULM, circa 400 dwellings, an 80-bed hotel, 1,500sqm retail and 420 pupil school.
.
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6.3 In addition to the above listed committed developments, is the planning approval for the Multi-Storey Car Park (MSCP) (reference 18/01383/FULM) which would accommodate the majority of the hospitals parking demand (as a re-provision of the surface level parking presented provided to the south of the existing hospital and at the Cardiff Road site). As the MSCP is re-providing the existing hospital parking provision, this application has been excluded from further analysis as a ‘local committed development’. The MSCP is currently in the process of being constructed and the planned completion/ operational date for the MSCP is April 2022.
Local Highways Improvements
6.4 Secured as part of the hybrid planning application for the Watford Health Campus and Riverwell masterplan, approved in 2015, were a number of highways improvement / mitigation measures, or funding secured to contribute to the improvements works, as contained within the S106 Agreement. The agreed highways improvement works are summarised below:
• Improvement to M1 Junction 5 – improved signal timing with the provision of MOVA control at the junction (MOVA is a specific traffic control strategy that is designed to maximise the operational capacity of a signalised junction). • Lower High Street / Dalton Way South signalised junction – lane reallocation and realignment to provide two right turn lanes from Lower High Street onto Dalton Way. To be provided with pedestrian and cycle facilities.
6.5 The above improvements have been implemented as part of the Riverwell masterplan. However, it is understood that the Lower High Street/ Dalton Way South improvements have to-date, not been implemented.
6.6 The construction of the Thomas Sawyer Way link road forms part of the critical infrastructure serving the Watford Health Campus and Riverwell masterplan. Whilst the new hospital was not taken forward at the time, the Department of Health provided funding for this new link road to be implemented in advance of a new hospital coming forward. Thomas Sawyer Way represents a major improvement to the local highway network which takes traffic out of Watford town centre whilst enabling access to WGH and the wider Riverwell masterplan development.
6.7 In addition to the above highway improvements, the committed development schemes listed in Paragraph 6.2 provided the following mitigation works:
Frogmore House 17/00593/FULM
• Contribution of £10,000 towards the improvement of the bus stop on Lower High Street, £15,000 towards the improvement of the public footpath on Lower High Street, and £6,000 towards monitoring/review of Travel Plan to serve the development.
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2019 Traffic Surveys
6.8 Owing to the Covid-19 pandemic it has not been considered appropriate to conduct new traffic surveys, due to the change in travel behaviour associated with national lockdowns, the changing working arrangements meaning more people are working from home, and the increased pressure placed upon the NHS in dealing with the pandemic.
6.9 In the absence of being able to undertake new traffic surveys, traffic data (surveyed in February 2019) has been sourced from the application at Land North of Thomas Sawyer Way (reference 19/00778/FULM). In total, surveys were undertaken at 11 junctions, as listed below. Figure 9 identifies all the junctions that have been surveyed.
• Willow Lane – Signalised junction of Vicarage Road, Willow Lane, and Hagden Lane. • Hospital Access – Priority junction of Hospital (access only) with Willow Lane. • Hospital Egress – Priority junction of Hospital (egress only) with Willow Lane. • Hornets Gyratory – Part signalised part priority gyratory connecting Vicarage Road, Fearnley Street, The Hornets, Merton Road, A4178 Wiggenhall Road, Farraline Road, and St James Road. • Cardiff Road – Signalised junction of Cardiff Road with the A4178 Wiggenhall Road. • Thomas Sawyer Way - Signalised junction of Thomas Sawyer Way and the A4178 Wiggenhall Road. • Dalton Way Gyratory - Part signalised part priority gyratory connecting Thomas Sawyer Way, A411 Dalton Way, A411 Lower High Street, and A411 Waterfields Way. • Bushy Arches – Priority roundabout with priority right tun lane connecting A4125 Eastbury Road, A411 Lower High Street, a private access, and the A4008. • Blackwell Drive – Priority junction of Blackwell Drive with the A4178 Wiggenhall Road and A4178 Deacons Hill. • Riverside Road – Priority junction of Riverside Road with Blackwell Drive. • Oxhey Road – Signalised crossroad of the A4178 Deacons Hill, A4125 Eastbury Road, and Oxhey Road. • Woodwaye – Priority crossroad of Blackwell Drive, A4125 Eastbury Road, and Woodwaye.
6.10 The 2019 baseline flow of traffic has been replicated in Figures 10 and 11 for the network AM (0800-0900) and PM peak hours (1700-1800). The full traffic survey results are presented in Appendix F.
Background Traffic Flow Comparison
6.11 As presented in the TA for the Land North of Thomas Sawyer Way (reference 19/00778/FULM), a comparison was undertaken of the traffic flows as surveyed in 2013 as part of the Watford Health Campus Hybrid planning application with the more recent 2019 traffic surveys. The results off this comparison are replicated in Table 6.1 (as sourced from Table 6.1 and 6.2 of the TA for the Land North of Thomas Sawyer Way).
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Table 6.1: Comparison of 2013 and 2019 Surveyed Junction Traffic Flows AM Peak PM Peak 2013 2019 2013 2019 Junction Net Net Traffic Traffic Traffic Traffic Change Change Flow Flow Flow Flow Vicarage Road / Hagden Lane / Willow Lane 1527 1662 135 1438 1389 -49 A4178 Wiggenhall Road / Cardiff Road 1740 1606 -134 1750 1606 -144 Hornets Gyratory 2508 2546 38 2603 2543 -60 A2178 Wiggenhall Road / Blackwell Drive 1646 1637 -9 1817 1711 -106 Deacons Hill Junction 2405 2315 -90 2377 2256 -121 Lower High Street / Dalton Way 2216 2314 98 2281 2271 -10 A4125 Eastbury Road / Woodwaye / Blackwell Drive 1951 1965 14 1948 1954 6 A4111 Waterfield Way / A411 Dalton Way / Lower High Street 2362 2479 117 2662 2823 161 Bush Arches 3059 3024 -35 3082 3004 -78
6.12 As can be seen in Table 6.1 there has not been a notable increase in traffic, and for the most part there has in fact been a decrease in the quantum of traffic at local junctions in the AM and PM peak hours.
6.13 It is therefore, considered that the growth in traffic local to Watford Town Centre is not as great as previously thought owing to the sustainable travel initiatives that WBC is implementing. It is subsequently considered that when forecasting a future year assessment (as discussed shortly), this presents a worst-case scenario in terms of the traffic growth that could occur around the hospital, particularly given the recent addition of the Beryl Bikes and Arriva Click services in Watford.
Future Year and Committed Development Traffic Flows
6.14 The future year assessment has been set as 2027, as this is expected to be the year of opening for the new WGH. In determining the 2027 future year traffic flows TEMPro growth factors, as extracted as follows, have been applied to the recorded 2019 traffic data. Figures 12 and 13 present the traffic flow diagrams for the 2027 AM and PM scenarios.
• 2019 to 2027 AM Peak Growth Factor - 1.0627. • 2019 to 2027 AM Peak Growth Factor - 1.0651.
6.15 The committed development traffic flows that have been accounted for in this assessment are the same as presented within the Land to the North of Thomas Sawyer (reference 19/00778/FULM), with the addition of Frogmore House (as summarised in Paragraph 6.2). No further significant developments have come forward at the time of writing and therefore, it is not considered that any further developments need to be accounted for.
6.16 Traffic from the committed developments have been assigned onto the local highway network as presented in the accompanying TAs. In the instances where the highway network assessed is less than that of this TA, or where no traffic distribution data has been
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provided, the committed development traffic has been assigned to the highway network based on the turning proportions of traffic from the 2019 surveys. In some instances, routing logic has been applied at the discretion of the assessor to prevent looping and doubling back of traffic. The total committed development traffic flows are presented in Figures 14 and 15.
Current Travel Mode Trends
6.17 Under normal circumstances up-to-date travel mode surveys would be undertaken by the Trust to determine how hospital staff, patients and visitors currently travel. At the present time, owing to the Covid-19 pandemic and associated lockdowns, it is not considered that reliable travel data could be obtained by such surveys, and that the way the surveys are normally conducted would themselves be in contravention of lockdown restrictions in place at the time of writing this report. In the absence of being able to collect new travel mode data, historical travel mode data for the hospital has been assessed.
6.18 Table 5.4 of the TA prepared for 14/00511/OUTM presented hospital travel mode shares for Watford General Hospital (as surveyed) for staff and interpolated for visitors and patients as replicated in Table 6.2:
Table 6.2: Existing Watford General Hospital Travel Mode Shares (Table 5.4 of the TA for 14/00511/OUTM) Mode Share
Mode Staff (WHHT Travel Plan Visitors / Patients / Total Hospital+ (TRICS 2012) * Others (interpolated) 2013)
Car Driver 77.8% 51.1% 77.4% Car Passenger 2.7% 23.4% Bus 9.0% 2.7%** 7.1% Rail 2.1% 0.6%** Pedal Cycle 1.3% 0.9% 1.1% Walk 7.0% 21.3% 14.4% Other 0.0% 0.0% - Total 100.0% 96.7% 100.0% * Staff Travel Plan mode shares of Other and Motorcycle apportioned to Car Driver and Car Passenger (50:50) to be comparable to TRICS 2013. **3.3% bus and rail share for visitors / patients / others has been disaggregated in line with bus and rail mode shares for staff. +Data from TRICS (Trip Rate Information Computer System) was obtained in 2013 for hospital sites in England to produce a total ‘hospital’ modal share, allowing the mode shares of visitors, patients and others to be interpolated using the fixed car driver generation.
6.19 The results of the travel mode split demonstrate that nine percent of staff travel to and from the hospital by bus, with a corresponding 2.1 percent using rail, 1.3 percent cycling and seven percent walking. Examining the visitor and patient travel modes, these are similar to staff travel mode by car driver and passengers, which is the dominant modal share comprising 75 percent to 80 per cent of trips.
6.20 A large proportion of visitors (23.4 percent) share a car, whereas only 2.7 percent of staff do so, this is considered to be associated with patients and visitors being dropped off to the
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hospital for appointments. Following car driver and car share, the next most popular form of transport is walking with 21.3 percent of visitors walking to the site and seven percent of staff. The uptake of public transport and cycling by visitors is presently limited with only 4.2 percent of trips being made by these modes, this figure increases to 12 percent for staff.
7 Proposed Development
General
7.1 The proposed development would see the provision of a new WGH provided on land that is largely to the south of the existing WGH. The new hospital would provide up to 1,000 patient beds; and would comprise up to 120,000 sqm of C2 hospital floorspace, including an ancillary energy centre and retail units. The increase in hospital floorspace is intended to better accommodate modern healthcare practices.
7.2 Full details of the proposed development are presented in the Design and Access Statement submitted in support of this application.
Vehicular Access Arrangements
7.3 This section discusses the vehicular access arrangement to the proposed hospital for staff, patients, visitors and blue light vehicles. A visual summary of the proposed access arrangement to the hospital is presented in Figure 16.
Vehicular Access Via Thomas Sawyer Way
7.4 The primary vehicular access for staff, patients, and visitors to the new WGH would be from the currently unnamed access road, served from the four-arm roundabout with Thomas Sawyer Way. The unnamed access road would provide access to the approved (and in the process of being constructed), MSCP, which would accommodate the majority of the hospital’s parking demand. A direct pedestrian link from the MSCP to the new hospital main entrance, in the form of a new pedestrian footbridge, would be provided. Further detail of the design of this link would be provided in the reserved matters application, should outline consent be granted.
7.5 In the future, the unnamed access road (as permitted under 18/01349/FUL), would also serve the committed residential development at the land to the north of Thomas Sawyer Way (193 dwellings, planning reference 19/0778/FULM); as well as any future development (expected to be a hotel and a school) located on land to the north of Thomas Sawyer Way, (subject to future planning applications).
7.6 It is proposed to provide a ‘pick-up and drop-off’ (PUDO) area to the south of, and in part underneath, the new hospital building for patients accessing the Accident and Emergency and Women and Children’s departments only. Further opportunities for picking-up and dropping off patients/ visitors would be available via the MSCP and/ or on-street bays, both of which are discussed later in this section.
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7.7 The PUDO would be accessed from a new priority junction with the unnamed access road, as presented in Drawing 20-175-027. The exact arrangement of how the PUDO would operate would be provided at the reserved matters stage; however, it is anticipated that a strict time limit would be applied, such that parking could only take place for short periods of time in an emergency only. Further detail of this arrangement is provided in the accompanying Car Park Management Plan.
7.8 Swept path analysis of vehicles using the PUDO has been undertaken, refer to Drawing 20- 175-027, this demonstrates that the PUDO would be accessible by vehicles up to the size of a mini-bus. The PUDO would therefore also be capable of serving community transport, as well as the newly implemented ‘Arriva Click’ bus service in Watford, were this to be considered appropriate at the reserved matters stage. The PUDO could therefore facilitate private drop-offs and pick-ups as well as more sustainable modes of transport.
7.9 Details on the vehicle height clearances to be provided at the PUDO would be provided as part of the reserved matters application.
Vehicular Access from Vicarage Road
7.10 The hospital’s existing vehicular accesses with Vicarage Road would remain and would continue to serve up to 404 staff parking spaces to be retained on the site. It is anticipated that the land to the north of new hospital would be redeveloped following completion and occupation of the new hospital. This would either accommodate an expansion of the hospital services or would comprise new residential development.
7.11 Appendix B presents the Illustrative Masterplan, demonstrating what the site could look like in the future, together with how access could be provided. The Illustrative Masterplan is not applied for through this OPA and is included to demonstrate at a high level, that the OPA proposals are compatible with the long-term vision to develop the remaining hospital land. Any future development of the plots to the north of the proposed hospital would be subject to separate planning applications, where any details of the change in access arrangements would be detailed, and associated transport impacts assessed in full.
Vehicular Access from Willow Lane
7.12 The existing Willow Lane access would be retained for access to the remaining staff parking and for blue light access to the hospital.
7.13 As part of the development proposals the existing roundabout of the hospital access, Thomas Sawyer Way, Riverwell Close and Willow Lane would be revised, reconfiguring the hospital arm of the roundabout to provide access the new patient transfer vehicle waiting area and Ambulance Deck, as shown on Drawings 20-175-024 and 20-175-025. Ambulances and emergency vehicles would also be able to access the patient transfer area from Vicarage Lane, however this would only be the case in critical emergencies.
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7.14 The patient transfer vehicle waiting area would be capable of accommodating up to 12 ambulances / patient transfer vehicles at a time. Vehicle tracking of the proposed patient transfer area has been conducted, demonstrating that the proposed layout is accessible to ambulances, refer to Drawing 20-175-024.
7.15 The new Ambulance Deck would be capable of accommodating 25 ambulances and up to three other emergency vehicles (specialist paramedics, doctors, police etc.) that may accompany an ambulance to hospital.
7.16 In total the hospital could accommodate 37 ambulances in addition to five other emergency vehicles on-site at a given time (assuming no overspill into other parking areas). Swept path analysis has been conducted, demonstrating that an ambulance is able to use all of the proposed bays within the Accident and Emergency access area, refer to Drawing 20-175- 025.
7.17 In addition to the patient transfer vehicle waiting area, the revised access arm to the hospital would also accommodate parking for an MRI vehicle. Swept path analysis of how such a vehicle would access and egress this parking bay is presented Drawing 20-175-26. The drawing also indicates how the MRI vehicle would access the site via Vicarage Road and egress the site via Willow Lane. For information, the MRI vehicle routing is anticipated to only take place once every three to six months.
7.18 The patient transfer vehicle waiting area is proposed to be used primarily by ambulances and patient transfers services. It is not proposed to be used by the general public for pick- up and drop-off, and this arrangement would be enforced as part of the hospital’s Car Parking Management Plan.
7.19 A new vehicular access in the form of a simple priority junction would also be provided from Thomas Sawyer Way to the new hospital’s FM Service Yard. Further details relating to this serving arrangement are discussed in Paragraphs 7.29 to 7.38.
Pedestrian Access Arrangements
7.20 Pedestrians would access the site from Vicarage Road and Thomas Sawyer Way, refer to the proposed access arrangements presented in Figure 16.
7.21 Vicarage Road would provide a pedestrian route to the green spine proposed adjacent to the new hospital, which would connect south to Thomas Sawyer Way. The green spine would serve the proposed hospital street which would provide westbound pedestrian access to Thomas Sawyer Way. Following occupation of the new hospital, it is intended that the green spine would be extended north to connect to Vicarage Road. Refer to the Illustrative Masterplan presented in Appendix B.
7.22 The proposed pedestrian access and routes through the site would provide high quality spaces for pedestrians to access the new hospital without conflict with motorised vehicles, as well as providing key links to the town centre and local area, not only to the benefit of
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the hospital but also the local community. This would include the provision of step-free access to the hospital from Vicarage Road via the green spine/ boardwalk, together with step-free links being provided from the adjacent Multi-Storey Car Park (which is being provided with lifts between levels). Step-free access would also be available from the southern entrance to the hospital, adjacent to the A&E/ Women and Children’s PUDO.
On Site Layout
7.23 The on-site layout would make suitable provision for emergency vehicle access (specifically relating to fire safety access) whilst providing a site layout that would be permeable to pedestrians and cyclists. Through-site vehicular traffic would be removed, and pedestrian/vehicle conflict would be significantly reduced. The full details of the access arrangements including the pedestrian bridge link from the MSCP would be provided as part of the reserved matters application.
7.24 The Illustrative Masterplan presented in Appendix B demonstrates that the two-public realm/pedestrian routes through the site, namely the Green Spine between Thomas Sawyer Way and Vicarage Road located to the north east of the hospital building and the ‘Hospital Street’ providing connection to Thomas Sawyer Way, would provide high quality spaces for pedestrians to access the new hospital without conflict with motorised vehicles. This arrangement would link the site with the town centre, Thomas Sawyer Way, the Colne Valley, and the Riverwell development, and would be a significant improvement to pedestrian accessibility within the local area for both those associated with the hospital and the wider community.
7.25 The site is subject to steep topography therefore, there is a requirement to provide a boardwalk and stepped access around the site. As part of the OPA consideration has been given to how cyclists would be able to navigate the site and access the proposed cycle stores. Further refinement of the boardwalk would be investigated as part of the reserved matters application, subject to outline planning being granted.
7.26 Step-free/ cycle/ disabled access via Thomas Sawyer Way would be achieved with the provision of an internal public corridor within the hospital (via the southern entrance to the hospital, immediately adjacent to the A&E/ Women and Children’s PUDO), providing access to lifts and the pedestrian bridge which connects to the MSCP.
7.27 Pedestrians and cyclists travelling from Vicarage Road, who require step-free access would do so via a boardwalk connecting to the MSCP/ hospital entrance via the pedestrian bridge. This is illustrated on Figure 16.
7.28 The exact arrangement of the on-site layout would be subject to a reserved matters application; however, it has been demonstrated that the site would be permeable to pedestrians and cyclists.
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Servicing Arrangements
7.29 The existing WGH is currently serviced from Vicarage Road. Under the development proposals a new servicing area would be accessed directly from Thomas Sawyer Way with a right-in left-out priority junction, refer to Drawings 20-175-028 and 20-175-029.
7.30 Thomas Sawyer Way, between the junction with Willow Lane and the roundabout junction with the unnamed access road, is currently subject to a Traffic Regulation Order (TRO) stipulating emergency vehicle and bus access only.
7.31 As part of the development proposals, a new TRO from Thomas Sawyer Way east of the proposed servicing access would need to be made such that service vehicles specific to the hospital could use this stretch of Thomas Sawyer Way. Discussions with HCC regarding the order making process are ongoing at the time of preparing this report and it is anticipated that formal making of the Order, including the consultation process, would begin after outline planning consent had been granted.
7.32 A strict vehicle routing specification would be issued to suppliers and contractors of the hospital that would use the servicing area, requiring vehicles to arrive from and depart to the east via Thomas Sawyer Way. This in part would be enforced by the design of the servicing area access, facilitating right-turn in and left-turn out movements only.
7.33 The proposed access and servicing area has been designed to accommodate the largest vehicles that could be expected to service the hospital, a UK maximum legal length articulated lorry. The swept paths showing the junction could accommodate an articulated lorry, together with a more common type of servicing vehicle, such as a 10m rigid lorry, are presented in Drawings 20-175-028 and 20-175-029.
7.34 The Trust have provided a summary of all the servicing trips that are currently made to the hospital, as presented in Appendix G. Presently the hospital receives up to 52 (two-way) servicing trips across a typical day, with no more than nine vehicles accessing the site in any given hour. As can be seen in Appendix G, for the most part the servicing requirement would comprise vans and small lorries, and on average would take in the region of five to 15 minutes to complete (postal, food, linen deliveries etc.)
7.35 The approximate doubling in hospital floorspace would not result in a doubling of the operational activity of the hospital. A large proportion of the additional floorspace is to better accommodate modern healthcare practices, and to facilitate the ‘over-capacity’ the hospital is presently accommodating.
7.36 Following the construction of the new hospital, the Trust have advised that they would expect the requirement for servicing vehicles to access the hospital to increase by a maximum of approximately 20 percent. This forecast increase accounts for the likelihood of bulkier collections and deliveries, rather than the generation of wholly new servicing trips. On this basis the hospital would be expected to generate a servicing demand for up to 62
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vehicles on a typical day, ten more than at present, with no more than ten servicing vehicles accessing and egressing the hospital within any given hour.
7.37 The service yard would be designed to accommodate multiple servicing vehicles at any given time. The full details of the design of the servicing yard would be provided as part of the reserved matters application.
VIE Access
7.38 In addition to delivery and service vehicle access, the FM access road would be required to accommodate a VIE/ medical gas tanker for deliveries to the VIE compound. Drawing 20175-036 has been prepared to show how a VIE tanker would be able to access the site, load from the dedicated VIE layby and perform a turning manoevre before egressing the site in a forward gear.
Parking Provision
Vehicle Parking
7.39 The hospital is presently able to accommodate a total of 1,750 vehicles parking on-site and within the Cardiff Road car park for staff, patients and visitors.
7.40 The existing parking provision at the hospital comprises 723 marked parking spaces within the boundary of the existing hospital, and an additional 888 marked parking spaces being provided on land at Cardiff Road (to the south of the hospital). The remaining circa. 140 parking spaces comprise informal and ad-hoc parking spaces around the site, as identified by the Trust through a survey of the on-site parking practices, as set out in Appendix H.
7.41 To-date, the management of staff parking at the site has been informally managed which has allowed an element of staff parking to regularly occur outside of the marked bays. In future, following the hospital redevelopment, parking would be more strictly manged and controlled with better enforcement and a revised staff parking policy.
7.42 WBC prescribe in the ‘Final Draft Local Plan’ that developments located within ‘Core development areas’ (the hospital would be located within the Colne Valley Core Development area, ‘E’) land uses including ‘Clinic, and Health Centre’ should be provided as ‘car free’ developments.
7.43 Despite the above, it has been established through pre-application scoping discussions with both HCC and WBC that a car free hospital would not be feasible, as owing to the nature of the land use there would be the requirement for patients and visitors to arrive by car rather than by alternative modes of transport, as well the need to provide staff car parking in order to help retain a skilled workforce.
7.44 On this basis a considered approach to parking is being taken for the new hospital. Whilst the total parking capacity would be reduced from its existing level of 1,750, the number of
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marked spaces would be increased from the current provision of 1,611 to 1,694, refer to Table 7.1:
Table 7.1: Parking Provision Summary Car Parking Current Parking Proposed Net Change Spaces Provision Provision Count % Staff 1254 1183 -71 -6% Visitor 283 365 +82 +29% Disabled* 74 146^ +72 +97% Total 1611 1694 +83 +5% *the majority of these spaces are used by patients/ visitors ^22 of which are solely for patients and visitors
7.45 With respect to staff car trips, although the number of staff parking spaces is reducing by circa six percent the forecast increase in staff would, in relative terms, make this reduction greater in terms of vehicle trips. This can be seen in Table 9.5, which forecasts there to be a 12 percent reduction in the number of car trips made by staff to the hospital.
7.46 The parking spaces the hospital would have access to would comprise 1,290 parking spaces in the consented MSCP accessed via Thomas Sawyer Way, and the retention of up to 404 surface level car parking spaces served from Vicarage Road and Willow Lane.
7.47 Within the MSCP a total of 290 parking spaces would be provided with electric vehicle charging facilities, with the remaining parking spaces provided with passive provision of electric vehicle charging facilities which could then be readily brought on stream at a future date.
7.48 Of the total 1,694 parking spaces the hospital would have access to, 1,257 would be allocated for staff (404 spaces served from Vicarage Road, 74 of which would be disabled parking spaces, in addition to 853 staff parking spaces in the MSCP) and 437 spaces would be allocated for visitor and patient use in the MSCP, 72 of which would be disabled parking spaces (which could also be used by staff).
7.49 The development proposals would see almost a doubling of the hospitals clinical floorspace, however the quantum of parking accessible to hospital users would reduce due to future parking being better managed such that parking could only take place in marked bays. The development proposal would therefore see a reduction in the ratio of parking when compared to the proposed floorspace and staff as summarised in Table 7.2.
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Table 7.2: Change in Parking Provision in Marked Spaces Consented and Retained Parking / Current Proposed Development Quantum Staff 1,254 1,183 Visitor / Patient 283 365 Parking Provision Disabled 74 146• Total 1,611 1,694 Clinical Floorspace 62,000sqm 120,000sqm Development Context Number of Staff 2,240 2,688 100sqm Clinical Floorspace 2.6 1.4 Parking provision per Staff 0.7 0.6 • Disabled parking split across staff and visitor parking areas and forms part of the total 1,694 spaces.
7.50 It is therefore, considered that the proposed development accords with the thrust of WBC Local Plan policy and parking standards by taking a considered approach to parking thereby encouraging and facilitating travel to be undertaken by sustainable modes of transport.
7.51 In order to implement a modal change in travel behaviour, associated with the proposed restricted approach to parking, the Trust proposes to implement and maintain a Travel Plan, as would be secured as a condition of planning consent. A Framework Travel Plan has been prepared alongside this TA and contains the measures that would be implemented to effect a change in travel behaviour.
7.52 The proposed hospital would be able to access a total of 1,694 parking spaces which is forecast to accommodate the Trust’s future demand for parking, as identified in the Trust’s Full Business Case (FBC) for parking (the relevant extracts of which can be found in Appendix H).
7.53 In accordance with the Trust’s FBC for parking, it is understood that the requirement for staff parking has been forecast to be 1,187 parking spaces, derived as follows: The hospital would employ around 2,929 Full Time Equivalent (FTE) staff by 2029. Of these staff it has been assumed that 1,089 (37 percent) would travel to the site via non-private car modes (as presented in Table 6.2 19.4 percent of staff presently travel via non-car modes of transport). Provision has also been accounted for staff sickness and annual leave, discounting a further 257 FTE staff being on site. Lastly it has been assumed that 25 percent (396) of staff would work shift rotas and therefore would not be on-site at the same time. It is also understood that this forecast of staff parking demand has also accounted for the relocation of non ‘site’ essential staff being relocated off-site (admin roles etc.), and thereby helping to reduce the overall demand for parking at the hospital.
7.54 The Hospital’s Travel Plan together with sustainable travel initiatives (refer to Section 8) would seek to further reduce the parking demand generated by staff.
7.55 The hospital retaining access to 1,183 staff parking spaces (plus disabled parking spaces) is therefore, forecast to meet the long-term demand of staff parking for the hospital. The 1,183 staff parking space, plus disabled parking provision is considered to be robust as it
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allows for a long-term change in travel behaviours, as would be achieved over a number of years with the implementation of the Travel Plan.
7.56 The total staff parking provision includes up to 404 surface level parking spaces (inclusive of disabled parking) to be retained from the current WGH, served from Vicarage Road and Willow Lane. It is the long-term ambition of the Trust (and the NHS) to effect a modal change in travel behaviour to contribute to their sustainability and carbon targets, and such that the land taken up on the site by car parking can be released for hospital expansion or redevelopment in the future (subject to future separate planning applications). This would help the NHS in achieving net zero carbon emissions. Future use of on-site car parking would be monitored via the hospital’s Travel Plan.
7.57 It is also worth noting that whilst it is the long-term ambition of the Trust to reduce car parking whilst maintaining the practical operation of the hospital, it should be acknowledged that historically the Trust has suffered with staff retention issues, losing staff to nearby hospitals within London that are able to offer slightly higher rates of pay (as associated with being located in ‘Central’ London). The provision of parking for staff is therefore seen as an important aspect of the Trust’s recruitment and retention policy in attracting and retaining an appropriately skilled workforce. A balance is therefore required between providing reduced parking and being able to retain the workforce needed to operate the hospital successfully.
7.58 With regards to parking for patients and visitors, the Trust has forecast there will be a future demand for 365 parking spaces. Accordingly, the MSCP which is currently being constructed would provide in excess of this requirement, accommodating 365 patient and visitor pay and display parking spaces and 72 patient and visitor disabled parking spaces (a total of 437 parking spaces).
7.59 This forecast requirement for visitor parking spaces accounts for the increase in outpatient consultations which would be undertaken online, and therefore resulting in a reduced need to travel to the hospital. The move to online consultations is a significant part of the hospital’s future, and the associated change in parking demand as a result of this move to remote consultations would be monitored through the hospital’s Travel Plan.
7.60 It is therefore expected that patient and visitor demand would be adequately accommodated in the MSCP alongside the provision of the PUDO, discussed shortly. In addition, patients and visitors would be able to make use of the on-street PUDO bays which are currently consented/ do not form part of the OPA).
7.61 A survey was also conducted by the Trust as part of its FBC for parking, as to the duration of parking required by patients and visitors, as extracted as follows:
• 15% are used for day cases – spaces are used for the full day. • 24% are used for outpatients – average stay is 1.5 hours. • 13% are used for inpatients – average stay is 2 hours.
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• 48% are used by visitors – average stay is 2 hours.
7.62 The patient and visitor parking spaces therefore would have a turnover in use, effectively increasing the capacity of patient and visitor parking spaces to almost quadruple that of the staff parking spaces over a standard working day.
7.63 The hospital also proposes to utilise effective parking technology to help increase the effectively capacity of parking on-site which the Trust is seeking to introduce at the opening of the MSCP in April 2022. This is likely to comprise of a summary of the parking provision on the hospital’s travel plan / information webpage; including a summary of the quiet and busy times for parking demand, helping patients and visitors to make informed decision about how and when they travel.
7.64 In summary, the proposed provision of car parking is considered to be suitable to serve the needs of the hospital, but still at a level whereby a change in travel modes by a proportion of staff, patients and visitors would be necessary. The proposed provision of parking also represents a significant reduction in the ratio of parking compared to the increased clinical floorspace and the capacity of the proposed hospital.
Pick-Up and Drop-Off
7.65 In addition to the formal parking bays to be provided, there would also be three PUDO areas which would be able to be utilised by staff, patients and visitors; and also, potentially by the hospital community transport as well as taxis / on-demand bus services.
7.66 The hospital would provide its own private PUDO accessed from the Unnamed Access Road served from Thomas Sawyer Way. This PUDO would primarily serve patients accessing the Accident and Emergency and Women and Children’s departments in an emergency situation. This PUDO would be of sufficient size to accommodate up to six vehicles at a time and would be managed through the hospital’s Car Park Management Plan.
7.67 In addition to the on-site PUDO, as part of the permitted development for the construction of a new access road from Thomas Sawyer Way and for enabling works (planning reference 18/01349/FUL), ten on-street time restricted parking bays are being provided. The ten on- street bays would be in the public domain (adopted highway), refer to Appendix I.
7.68 The aforementioned parking bays would be provided with a time restriction of 15-minute parking with no return within two hours. These ten public parking bays could be used by future patients and visitors of the hospital for pick-up and drop-off. The public parking bays would be well suited for this use, as they would be located adjacent to the proposed public realm, and the public access to the hospital.
7.69 In addition, the MSCP has been designed with separate areas for hospital pick-up and drop- off (with no charge). Patients, visitors and staff would be able to pick-up/ drop-off on the ground floor of the MSCP and could either walk across the public realm to the hospital
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entrance or use the MSCP lifts to access the pedestrian bridge which would provide step- free access to the hospital.
7.70 Appendix J includes the proposed ground, first and second floor parking layouts of the MSCP.
7.71 It is therefore, considered that sufficient provision would be provided to facilitate pick-up and drop-off at the hospital, both by private vehicle / taxi, and also by community and public on-demand bus services.
Cycle Parking
7.72 Cycle parking would be provided on site in accordance with WBC emerging cycle parking standards, as presented in the Final Draft Local Plan.
7.73 In accordance with the standards, it is proposed that a total of 540 long-stay and 90 short- stay cycle parking spaces would be distributed around the site. At present the hospital provides 30 official cycle parking spaces. The proposed level of provision therefore represents a significant increase in parking capacity which would help to realise a modal shift away from car use.
7.74 Whilst the full details of the quantum, type of location of cycle parking would be provided as part of the reserved matters application it is proposed the 12 Beryl Bike docking stations presently serving WGH would be re-provided on-site close to the main hospital entrance (see parameter plans in Appendix K which identify the cycle parking hub area), to help increase the use of this service and to promote cycling as a viable option to and from the hospital.
8 Sustainable Transport Strategy
Overview
8.1 As set out in Section 5.0, the site already has good access to public transport and other sustainable modes of travel. As part of the development a number of improvements are proposed, as well as initiatives, to encourage a modal shift to active and more sustainable modes of transport.
8.2 The improvements proposed, alongside the key initiatives, are summarised in this section, but reference should be made to the Framework Travel Plan for a comprehensive list of all the initiatives and measures to be implemented.
Pedestrian and Cycle Improvements and Initiatives:
8.3 The new hospital would include within its public realm suitable wayfinding to help encourage trips to be undertaken on foot and by bicycle.
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8.4 The improved pedestrian access arrangements to the hospital and the removal of vehicle traffic through the site, coupled with a high quality landscaped public realm, are expected to encourage more people to walk to the hospital.
8.5 The hospital presently provides 30 official cycle parking spaces. Under the proposal significantly more cycle parking would be provided in accordance with the emerging Local Plan cycle parking standards.
8.6 At present it is anticipated that a total of 540 long stay and 90 short stay cycle parking spaces would be provided on-site (subject to reserved matters). The long-stay cycle parking would be provided in purpose-built internal cycle stores (refer to the illustrative masterplan presented in Appendix B). Cyclist facilities for staff would include lockers, changing and showering facilities which would be provided in the main hospital building to ensure that cycling is a convenient and accessible option.
8.7 The hospital would also look to relocate the Beryl Bikes docking station closer to the entrance to the proposed hospital to better encourage the uptake of this service.
8.8 As discussed previously in this TA, an analysis of staff postcode data was undertaken (Figures 6, 7 and 8), which indicated that the majority of staff would have the option to travel by walking, cycling or public transport to the WGH site.
8.9 In terms of the WGH patient catchment (see Figure 2), a full analysis of patient postcode data was not undertaken due to data protection. However, given that the staff catchment is broadly comparable to the patient catchment, it is suggested that a significant proportion of patients from destinations such as Hemel Hempstead and St Albans would be able to travel to WGH with their main mode of travel being public transport.
Public Transport Improvements and Initiatives:
8.10 Details of local public transport services would be provided on display boards / posters in entry and exit areas of the hospital. As part of the hospital’s Travel Plan it would be investigated whether real time information could be provided within the hospital, or the provision of a ‘travel help point’ to possibly include the provision of public tablets to enable live bus times to be looked up. Information regarding access to the hospital by public transport would also be made available in appointment communication.
8.11 Arriva, a local bus company presently offers discounted season tickets to NHS employees. The upfront cost of purchasing a season ticket can often be a limiting factor in its use and long-term affordability. This offer would therefore be promoted to staff through the hospital’s Travel Plan, in addition to contacting other local bus companies to see if they would offer a similar scheme.
8.12 Anecdotal evidence from correspondence with local bus operators indicates that existing bus services have some level of spare capacity. Local bus companies are currently not
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prepared to share data related to the use of their services, owing to this being skewed as a result of the Covid-19 pandemic.
8.13 The proposed shift in travel modes is discussed in greater detailed in Paragraph 9.3, and forecasts that up to an additional 213 staff could access the site via local bus services. However, given staff shift patterns would be varied, it is unlikely that all of the additionally forecast 213 staff trips would be undertaken in peak periods.
8.14 It is not possible at this stage to forecast the increase in visitor and patients that could be accessing the hospital by local bus services owing to the change in working practices of the hospital (the move to online consultations). As part of the hospital’s travel plan, travel mode surveys of visitor and patient travel modes would be undertaken which would be used to determine the bus use modal shift.
8.15 It is however, expected that the existing spare capacity on local bus services could accommodate some of the forecast modal shift in travel behaviour to bus services, when accounting for the peak arrival and departure demand for the hospital would occur over a number of hours in the morning and evening periods.
8.16 Through pre-application discussion with HCC, it is understood that a study of the bus improvements (Interlink Bus Priority Feasibility Study), required in Watford, has been undertaken. This study identifies that Vicarage Road is a key bus corridor for local bus services which would benefit greatly from bus priority measures.
8.17 In terms of mitigation options in the immediate vicinity of the hospital, the Interlink Bus Priority Feasibility Study suggests mitigation in the form of the redesign of the Hornets Way gyratory including the existing bus lane on this part of Vicarage Road.
8.18 It is therefore, proposed that the Trust provide a financial contribution toward bus service provision and improvement (including Real Time Information upgrades for bus stops) on Vicarage Road in Watford, to be agreed with WBC/ HCC as part of the Section 106 or CIL contribution relating to the OPA. Any improvements to bus stops on Vicarage Road would need to be proportionate to the impact from the hospital as part of the OPA.
8.19 The above proposal to contribute towards bus improvements on Vicarage Road, is considered to be appropriate given the hospital site is already well served by buses, some of which have some available capacity to accommodate an increase in bus use; and would allow for a more comprehensive bus service to be provided in Watford which would also encourage further use of bus services. The proposed improvements would be designed to improve bus journey times and therefore, by deduction, would also benefit longer distance journeys form the wider hospital catchment area.
8.20 As part of the future hospital’s Travel Plan, negotiations would be held with stakeholders including the Riverwell Development Partnership and local bus operators to discuss the feasibility of re-routing existing bus services to better serve the hospital (from Thomas
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Sawyer Way). Preliminary discussions have already been undertaken with Arriva and Uno, who are receptive to the possibility of re-routing some services, however, further discussion and their own feasibility analysis would need to be undertaken before this can be confirmed.
8.21 Given WBC’s emerging Local Plan policy requirement for Thomas Sawyer Way to be a ‘Public Transport Priority’ route, it is assumed that as future phases of the Riverwell masterplan are brought forward, the Riverwell Development Partnership would also be required to contribute towards bus improvements on Thomas Sawyer Way. It is within this context that the hospital would consider further contributions towards improving bus services on Thomas Sawyer Way.
8.22 On the basis that buses were rerouted along Thomas Sawyer Way to serve WGH and the emerging local development sites, then two bus stops could be provided. Potential bus stop locations on Thomas Sawyer Way are presented in Drawing 20-175-009.
8.23 The provision of new bus stops on Thomas Sawyer Way would require a financial contribution from the Trust as part of the S.106 or CIL associated with the OPA, proportional to the impact from the hospital redevelopment.
8.24 The Trust commits to work with all relevant stakeholders in pursuit of improved bus services on Thomas Sawyer Way.
9 Trip Generation and Impact
9.1 This section sets out the vehicle trip generation, distribution and assignment of the proposed development onto the local highway network.
9.2 As set out in Section 7, the proposed development is intended to provide up to 120,000 sqm of C2 hospital floor space, including an ancillary energy centre and retail units. With specific regard to the proposed retail units which total 1,260 sqm of floorspace, these units are intended to replace existing ancillary retail uses on the WGH site. Therefore, in terms of trip generation and impact, it is considered that the proposed retail units would be predominantly linked trips and would not generate new additional vehicular trips.
Vehicle Trip Generate
9.3 Peak hour vehicle trips for the hospital have been sourced from travel surveys conducted and presented as part of the TA for the Watford Health Campus (reference 14/00511/OUTM). The surveys were conducted in 2013 and comprised traffic count surveys at the hospital’s vehicular accesses to determine the total quantum of vehicle movements in the peak hours associated with the current hospital.
9.4 The utilisation of historical travel mode surveys is considered to be appropriate given the lack of comparable sites within the TRICS database and the current Covid-19 situation,
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which is resulting in abnormal travel behaviour. As advised by the Trust, the general operation of the hospital has not changed from when the surveys were undertaken.
9.5 The total vehicular movements have been applied to the proportion of travel that was identified as being related to staff (59 percent) with the remainder of trips attributed to patients and visitors (41 percent). The resultant vehicle movements for the AM and PM peak hour are presented in Table 9.1 (as replicated from Table 5.2 of the of the WHC TA).
Table 9.1: 2013 Surveyed Hospital Vehicular Trips by Use AM Peak Hour PM Peak Hour
In Out Two-Way In Out Two-Way Staff 409 127 536 140 309 448 Visitor / Patients / Others 284 88 373 97 214 311 Total 693 216 909 237 523 760
9.6 The current hospital presently accommodates a total of 1,750 car parking spaces on site. In order to generate peak hour vehicular trip rates for the hospital the above travel mode data has been disaggregated by the total number parking space, generating a vehicle trip rate per parking space, as presented in Table 9.2 below:
Table 9.2: Hospital Vehicular Trip Rate (per parking space) AM Peak Hour PM Peak Hour
In Out Two-Way In Out Two-Way Staff 0.234 0.073 0.306 0.080 0.176 0.256 Visitor / Patients / Others 0.162 0.051 0.213 0.055 0.123 0.178 Total 0.396 0.123 0.519 0.135 0.299 0.434
9.7 The vehicular trip rate per parking space has been applied to the total number of proposed parking spaces (1,694) to generate a revised vehicular trip rate to the hospital, as presented in Table 9.3.
Table 9.3: Proposed Hospital Vehicular Trips AM Peak Hour PM Peak Hour
In Out Two-Way In Out Two-Way Staff 396 123 519 135 299 434 Visitor / Patients / Others 275 86 361 94 208 301 Total 671 209 880 229 506 735
9.8 As can be seen through a comparison of Table 9.1 and Table 9.3, as the development is providing less parking on-site the overall number of vehicles accessing the hospital is forecast to decrease. The net change in vehicle trips is summarised in Table 9.4.
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Table 9.4: Net Change in Vehicle Trips During Peak Hour Periods AM Peak Hour PM Peak Hour
In Out Two-Way In Out Two-Way Staff -13 -4 -17 -4 -10 -14 Visitor / Patients / Others -9 -3 -12 -3 -7 -10 Total -22 -7 -29 -8 -17 -24
9.9 As can be seen in Table 9.4 the hospital is forecast to result in 29 fewer vehicle movements in the AM Peak and 24 fewer vehicle movements in the PM peak compared to existing. The development proposal would, therefore, be to the slight benefit of the operation of the local highway network.
9.10 The development proposal would also see a change in the in the number of servicing trips to the hospital. As detailed in Section 7, the hospital’s servicing requirement is expected to increase by 20 percent, which could result in one additional servicing trip access in the AM Peak, with no change forecast in the PM Peak.
Multi-Modal Trip Rate Analysis
9.11 It is noted that the hospital is increasing the number of staff, and the total number of beds. This would typically increase the number of vehicles accessing the hospital. However, the new hospital is being provided with a limited number of parking spaces which would restrict the number of vehicles accessing the site. As a result of this restrictive approach to parking, and in conjunction with the hospitals Travel Plan, there is forecast to be an uplift in the number of staff, patients and visitors traveling to and from the site by active and sustainable modes.
9.12 Based upon the current modal trip rate (as presented in Table 6.2), and on the basis that there is no increase in vehicle trips to the site, Table 9.5 presents the forecast modal split of travel modes for staff, patients and visitors.
Table 9.5: Current and Forecast Travel – Modal Split
Current Travel Modes % Splits Forecast Travel Modes % Splits Mode
Staff Visitors / Patients Staff Visitors / Patients Car Driver 77.8% 51.1% 64.6% 42.6% 80.5% 74.5% 66.9% 62.1% Car Passenger 2.7% 23.4% 2.2% 19.5% Bus 9.0% 2.7% 15.4% 4.0% Rail 2.1% 0.6% 3.6% 0.9% Pedal Cycle 1.3% 19.4% 0.9% 25.5% 2.2% 33.1% 1.3% 37.9% Walk 7.0% 21.3% 12.0% 31.7% Other 0.0% 0.0% 0.0% 0.0%
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9.13 As presented in Table 9.5, it is expected that there would be a 14 percent reduction in the proportion of staff, and 12 percent reduction in the proportion of patients and visitors travelling by private car, with a corresponding increase in active and sustainable travel modes by 14 percent for staff and 12 percent for patients and visitors.
9.14 As discussed previously in Section 5, staff postcode modelling has been undertaken which indicated that 25 percent of staff live within a 25-minute walk of the hospital; 46 percent within a 30-minute cycle; and 55 percent of staff live within one hour’s travel time by public transport. Accordingly, it is suggested that a modal shift for staff to more sustainable modes would be achievable.
9.15 Whilst the forecast percentage splits for specific modes of travel have been provided in Table 9.5 at this stage it is not considered appropriate to prescribe targets for specific travel modes, other than an overall reduction in the use of cars to the site. This is owing to the likelihood that there would be a greater increase the percentage of people using public transport and cycling, in comparison to walking as this offers a more time efficient mode of transport for longer distances. There would also be a ‘settling in period’ upon occupation where staff, patients and visitors become accustomed to the limited availability of parking on site and adjust to other modes of transport.
9.16 In addition to the above, there has been an increase in the number of outpatient remote appointments that has been accelerated by the covid-19 pandemic. The Trust anticipate that in the next two to three years, approximately 50 percent of outpatient appointments would be carried out remotely, thereby reducing the number of patients accessing the hospital.
9.17 How the change in travel behaviour would be achieved is set out in the accompanying Framework Travel Plan.
Traffic Distribution and Assignment
9.18 In determining the impact on the local highway, a net impact assessment in terms of total traffic assignment has been conducted. This is due to the proposed change in access arrangements to the hospital, which would see Vicarage Road accessed by staff only, whereas at present staff, patients and visitors can access the hospital via Vicarage Road. At present the hospital is also fully permeable to traffic such that vehicles are able to navigate through the site from Vicarage Road to Thomas Sawyer Way and vice versa. As part of the development proposals, vehicular access through the site would no longer be possible.
9.19 The distribution of existing and proposed development traffic onto the local highway has been based upon the turning proportions of traffic from the 2019 surveys sourced from the Land north of Thomas Sawyer Way (19/0779/FULM), with some surveyor discretion applied to prevent looping and doubling back of traffic. In assigning traffic based on turning proportions, a sense check has also been undertaken with a live journey planner (google) to
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Watford General Hospital Redevelopment OPA Transport Assessment
check the route proposed would be the quickest journey, as well confirming the distribution broadly aligns with local travel to work census data.
9.20 In the case of distributing and assigning traffic for the existing conditions, it has been assumed that staff, patients and visitors use all of the hospital’s accesses, and can use all of the existing parking spaces. The current traffic distribution and assignment is presented in Figures 17 to 20.
9.21 The distribution and assignment of existing traffic on the local highway has been based upon the hospital’s current vehicular trip rate (as presented in Table 9.1), assigning traffic to and from Vicarage Road and Thomas Sawyer Way based upon the percentage split of car parking spaces that each access is considered to reasonably serve. In this regard, it is considered that Willow Lane provides access to 11 percent of parking spaces, Vicarage Road provides access to 19 percent of parking spaces, whereas Thomas Sawyer Way serves 70 percent of parking spaces.
9.22 When distributing and assigning traffic for the proposed development, two scenarios have been assessed. The first is scenario presents the distribution of staff from the 404 car parking spaces from Vicarage Road / Willow Lane, as well as the 903 staff parking spaces to be provided in the MSCP. The second distribution assessment distributes patients and visitors from the MSCP for the 387 proposed parking spaces.
9.23 Under the development proposals the hospital would no longer be permeable to traffic, and therefore there would be the requirement for some traffic to route via the Hornets Gyratory in order to access and egress the appropriate parking area rather than routing through the hospital. The forecast distribution and assignment for staff is presented in Figures 21 to 24, with the forecast distribution and assignment for patients and visitors presented in Figures 25 to 28.
9.24 In addition to the change of assignment and distribution of staff, visitor and patient traffic on the local highway, the development proposals would also see the re-routing of servicing traffic from Vicarage Road onto Thomas Sawyer Way, in addition to a slight increase in the requirements for service vehicles to access the site in the AM peak hour. The current and forecast servicing trip distribution and assignment is presented in Figures 29 to 36.
9.25 The total net change in traffic (both total vehicles and HGVs) is presented in Figures 37 and 38.
10 Junction Capacity Assessments
Percentage Impact Assessment
10.1 In determining the impact of the development proposal on the local highway network, and the key junctions to be assessed (as listed out previously in this report), a percentage impact assessment has been conducted for the total forecast vehicle movements in the AM
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and PM peak hours. The percentage impact has been based upon a comparison of the total flows for the 2027 plus committed development scenario (as presented in Figures 39 and 40) with the 2027 plus committed development plus development scenario (as presented in Figures 41 and 42). Table 10.1 and Table 10.2 presents the results of the impact assessment of the development on local junctions.
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Table 10.1: Percentage Impact Assessment at Local Junctions, AM Peak AM Peak Hour Junction Arm Vehicle Movements % Impact 2027 2027 + Com 2027 + Com + Dev Vicarage Road East 560 629 663 5.5% Willow Lane 235 248 229 -7.8% Willow Lane 1654 1758 1753 -0.3% Vicarage Road West 279 287 287 0.1% Hagden Lane 579 594 574 -3.5% Vicarage Road East 633 702 731 4.0% Hospital Access Hospital Access - 1311 - 1404 - 1474 - 5.1% Vicarage Road West 678 701 744 6.1% Vicarage Road East 651 720 720 0.0% Hospital Egress Hospital Access 82 1272 82 1364 73 1408 -10.2% 3.2% Vicarage Road West 539 562 614 9.3% Fearnley Street North 238 238 238 0.0% The Hornets 1099 1152 1170 1.5% Merton Road North 302 310 245 -21.2% Merton Road Middle 1041 1092 1056 -3.3% Vicarage Road (East) 478 501 495 -1.2% Car Park Egress 12 12 12 0.0% Hornets Gyratory 8267 8829 8835 0.1% Merton Road South 1096 1148 1146 -0.1% Wiggenhall Road 533 632 662 4.8% Farraline Road East 1057 1157 1159 0.2% Farraline Road West 1002 1102 1103 0.2% Vicarage Road West 547 570 618 8.3% Fearnley Street North 861 914 932 1.9% Wiggenhall Road North 569 620 646 4.3% Cardiff Road Cardiff Road 123 1204 123 1354 123 1411 0.0% 4.2% Wiggenhall Road South 512 611 641 5.0% Wiggenhall Road North 645 696 723 3.8% Thomas Sawyer Way East 344 450 483 7.3% Thomas Sawyer Way 2054 2577 2705 5.0% Wiggenhall Road South 800 866 908 4.9% Thomas Sawyer Way West 265 565 591 4.6% Thomas Sawyer Way West 120 256 268 4.6% Dalton Way North 1080 1223 1234 0.9% Lower High Street North 227 229 229 0.0% Dalton Way 4814 5297 5402 2.0% Waterfields Way 945 976 1000 2.5% Lower High Street South 1138 1198 1223 2.1% Dalton Way South 1304 1416 1448 2.3% Lower High Street North 845 878 879 0.1% Private Access 4 4 4 0.0% Bushey Arches A4008 Right Turn 170 2801 170 2920 170 2929 0.0% 0.3% A4008 West 954 1039 1048 0.8% Eastbury Road 828 829 828 -0.1% Deacons Hill 498 498 525 5.4% Blackwell Drive Blackwell Drive 292 1319 316 1412 332 1472 5.0% 4.3% Wiggenhall Road 528 597 615 3.0% Blackwell Drive West 169 183 192 5.1% Riverside Road Riverside Road 125 452 135 496 142 516 4.9% 4.2% Blackwell Drive East 157 177 182 2.9% Deacons Hill 384 433 445 3.0% Eastbury Road East 696 703 703 0.0% Oxhey Road 2123 2220 2260 1.8% Oxhey Road 245 286 313 9.5% Eastbury Road West 798 798 798 0.0% Blackwell Drive 164 180 184 2.3% Eastbury Road East 710 716 716 0.0% Woodwaye 1850 1886 1899 0.7% Woodwaye 238 245 250 2.0% Eastbury Road West 739 746 750 0.6%
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10.2 Table 10.1 demonstrates that in the AM peak hour there would a slight increase in traffic on the local highway. This increase in traffic is associated with the hospital changing its access arrangements, which would result in a wider-redistribution of traffic such that more vehicular trips are to be undertaken from local distributer roads, primarily Thomas Sawyer Way.
10.3 Thomas Sawyer Way was created (as approved under the Highways Infrastructure Works Application for the Watford Health Campus, planning reference 13/0097/FULM), to serve the Watford Health Campus, and was assessed on the basis of the whole WHC development, inclusive of an expanded WGH. The development proposals as part of this planning application, would see an overall decrease in on-site parking, thereby reducing the quantum of vehicle trips to and from the hospital. The operation of Thomas Sawyer Way is therefore expected to operate within capacity when accounting for the development proposals, as was the purpose of its design.
10.4 It is also worth noting when reviewing the operation of local junctions, a worst-case scenario assessment has been undertaken by including the committed development sites comprising ‘the Residual Northern Masterplan’. This accounts for the forecast vehicle trips generated by circa 400 dwellings, an 80-bed hotel, 1,500sqm retail and 420 pupil school, none of which have received reserved matter approval.
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Table 10.2: Percentage Impact Assessment at Local Junctions, PM Peak PM Peak Hour Junction Arm Vehicle Movements % Impact 2027 2027 + Com 2027 + Com + Dev Vicarage Road East 541 581 654 12.5% Willow Lane 235 243 190 -22.1% Willow Lane 1423 1501 1511 0.7% Vicarage Road West 151 159 161 1.4% Hagden Lane 495 518 507 -2.0% Vicarage Road East 619 659 729 10.7% Hospital Access Hospital Access - 1262 - 1326 - 1399 - 5.5% Vicarage Road West 643 668 670 0.4% Vicarage Road East 666 705 705 0.0% Hospital Egress Hospital Access 93 1275 93 1339 82 1333 -11.7% -0.4% Vicarage Road West 517 541 546 0.9% Fearnley Street North 112 112 112 0.0% The Hornets 1150 1194 1143 -4.2% Merton Road North 531 544 516 -5.1% Merton Road Middle 1161 1209 1165 -3.6% Vicarage Road (East) 475 500 497 -0.5% Car Park Egress 6 6 6 0.0% Hornets Gyratory 9344 9777 9710 -0.7% Merton Road South 1276 1337 1356 1.4% Wiggenhall Road 678 736 775 5.3% Farraline Road East 1195 1254 1280 2.1% Farraline Road West 1129 1188 1214 2.2% Vicarage Road West 591 615 614 -0.3% Fearnley Street North 1038 1082 1032 -4.6% Wiggenhall Road North 752 812 844 4.0% Cardiff Road Cardiff Road 70 1489 70 1607 70 1678 0.0% 4.4% Wiggenhall Road South 667 725 764 5.4% Wiggenhall Road North 893 952 985 3.4% Thomas Sawyer Way East 86 196 215 9.7% Thomas Sawyer Way 2155 2592 2706 4.4% Wiggenhall Road South 631 710 722 1.7% Thomas Sawyer Way West 545 733 784 6.9% Thomas Sawyer Way West 267 355 356 0.2% Dalton Way North 1253 1348 1365 1.3% Lower High Street North 298 301 301 0.0% Dalton Way 5336 5728 5796 1.2% Waterfields Way 1111 1151 1165 1.3% Lower High Street South 1336 1387 1402 1.1% Dalton Way South 1071 1187 1206 1.6% Lower High Street North 1206 1232 1233 0.1% Private Access 0 0 0 - Bushey Arches A4008 Right Turn 295 3101 295 3219 295 3225 0.0% 0.2% A4008 West 828 919 924 0.5% Eastbury Road 772 773 773 0.0% Deacons Hill 376 376 384 2.2% Blackwell Drive Blackwell Drive 261 1636 291 1712 295 1759 1.3% 2.8% Wiggenhall Road 999 1045 1080 3.4% Blackwell Drive West 210 230 231 0.4% Riverside Road Riverside Road 52 670 62 715 65 728 4.9% 1.8% Blackwell Drive East 408 423 432 2.1% Deacons Hill 594 625 651 4.2% Eastbury Road East 769 776 776 0.0% Oxhey Road 2237 2322 2357 1.5% Oxhey Road 247 295 303 2.8% Eastbury Road West 626 627 627 0.0% Blackwell Drive 264 275 283 2.8% Eastbury Road East 873 879 879 0.0% Woodwaye 1951 1989 1997 0.4% Woodwaye 91 99 100 1.7% Eastbury Road West 723 736 735 -0.1%
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Watford General Hospital Redevelopment OPA Transport Assessment
10.5 As with the AM peak, the development proposals would result in a re-distribution of traffic in the PM peak such that there is an overall decrease in traffic using the Hornets Gyratory, and an increase in traffic on local distributor roads, primarily Thomas Sawyer Way.
10.6 As can be seen in Table 10.1 and 10.2, the development proposals would not result in a traffic impact greater 4.4 percent for any junctions when excluding Thomas Sawyer Way (which has been designed to accommodate traffic to the site), and the hospital access and egress from Vicarage Road.
10.7 It should also be noted that the impact of an expanded hospital together with adjacent land uses have been assessed and partially mitigated as part of the Watford Health Campus Application. It is therefore considered that the traffic impact of the proposal has already been accounted for in the financial contributions secured to improve Junction 5 of the M1 and the construction of the Thomas Sawyer Way link road (refer to the Paragraph 6.3).
10.8 The development proposal also accords with the aims of the NPPF, which determines that development can only be refused on highways grounds if the cumulative impact is ‘severe’. In total the redistribution of traffic associated with the proposed development would result in traffic increasing by 1.7 percent across all of the junctions assessed in the AM Peak, and by 1.1 percent in the PM peak. The development proposal is therefore, not forecast to result in a ‘severe’ impact and is considered to be acceptable from a highways and transport perspective.
Pre-Application Scoping
10.9 The percentage impact assessment was discussed with HCC Highways during the pre- application process.) This preliminary analysis was passed onto the Highway Authority’s traffic modellers for review.
11 Summary and Conclusion
Summary
11.1 This Transport Assessment (TA) has been prepared in support of an Outline Planning Application (OPA) for the redevelopment of Watford General Hospital (WGH). The TA has been prepared by Odyssey on behalf of West Hertfordshire Hospitals NHS Trust (‘the Trust’).
11.2 The current application is seeking outline planning permission for the proposed redevelopment of WGH (‘the Proposed Development’), which would see the reconfiguration and consolidation of existing hospital services into an area at the south of the current WGH site, with the following formal description of development:
“Outline application with all matters reserved for:
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Watford General Hospital Redevelopment OPA Transport Assessment
Demolition of hospital buildings and construction of an Emergency Care hospital (Use Class C2), with up to 1,000 beds and up to 120,000m2 floorspace, an energy centre, and ancillary retail units, including associated access and landscape improvements.”
11.3 This TA has been set out against the National Planning Policy Framework, together with Hertfordshire County Council’s and Watford Borough Council’s transport policies.
11.4 This TA demonstrates that the site is located in a sustainable location, with good accessibility for users of the hospital by sustainable modes of transport. The site benefits from connections onto an extensive footway network and is located in proximity to the local cycle network. The site is also well situated to make use of existing bus services on Vicarage Road which provide onward connection to Watford Town Centre and the wider area, as well as several local train stations which serve Watford town centre.
11.5 Public transport provision exists for hospital users outside of Watford who wish to travel to WGH. As part of the future Travel Plan the Trust commits to review and improve (alongside other stakeholders), public transport options so that users wishing to access WGH by bus and rail, from further afield, would have the opportunity to do so.
11.6 The development proposal would reduce the overall quantum of car parking on the site (and in the longer term the Trust hope to reduce this further), thereby reducing the quantum of vehicle trips arriving and departing the site.
11.7 The new hospital would also provide long-stay and short-stay cycle parking spaces in accordance with WBC’s emerging Local Plan standards.
11.8 As part of the development proposals, the hospital would alter the existing access arrangements, such that a greater proportion of traffic would serve the site from Thomas Sawyer Way. The overall increase in traffic at local junctions associated with the redistribution of traffic on the local highway network would be minimal and would not have a material impact on the operation of the local highway network.
11.9 The new vehicular access arrangements to the hospital, comprising of the PUDO, servicing access and new patient transfer vehicle waiting area / ambulance deck, have been suitably designed to cater for the intended purpose, and suitably allow for the movements of pedestrians and cyclists as appropriate. In this regard, the new Green Spine pedestrian route through the site from Thomas Sawyer Way in the south to the main hospital entrance, would provide a safe, traffic free, landscaped route. This route, combined with a further connection to Thomas Sawyer Way via Hospital Street and the enhancement to the public realm connecting to Vicarage Road (to be secured through subsequent planning applications), would create a far improved environment for staff, patients, and visitors to walk to and from the hospital, and would also open up improved pedestrian routes for the wider community of Watford.
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Watford General Hospital Redevelopment OPA Transport Assessment
11.10 The development has also been designed to integrate with the new Multi Storey Car Park which is currently under construction adjacent to the proposed hospital which would provide staff, visitor and patient parking in the future. The hospital development proposed would vastly improve the access through the site leading towards the town centre whilst within the site itself, the development proposals would provide a betterment in terms of access to the MSCP with the provision of high-quality landscaping and provision of pedestrian bridge. The aforementioned improvements would, by increasing the permeability of the site, be to the benefit of the local community as well as the hospital.
11.11 To assist the hospital in achieving a modal shift of staff, patient and visitor travel modes to more sustainable and active means of transport, a Travel Plan would be prepared and implemented. A Framework Travel Plan accompanies this application as a separate report.
11.12 Whilst it is acknowledged that most of the forecast modal shift is expected be derived from users who live within the local area, either by walking, cycling or a short public transport trip, the future Travel Plan would include targets and measures to promote public transport improvements to the wider area and would include St Albans and Hemel Hempstead.
11.13 As part of the Trust’s ongoing commitment to ensure equal access to WGH, the Trust' commits to work with stakeholders across the hospital’s catchment area in order to address ways to improve sustainable travel options to the hospital.
11.14 As part of the OPA, a highways contribution towards bus priority measures on Vicarage Road, would, in addition to assisting travel for hospital users local to Watford, improve bus travel times for staff and patients in Hemel Hempstead and St Albans.
Conclusion
11.15 The development proposal is considered to be acceptable in terms of highways and transport and accords with the NPPF and WBC/ HCC policies. Therefore, the development proposal is considered to be acceptable from a planning perspective.
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