traffic engineering and transport planning

South Fire & Rescue Service Proposed Replacement Fire Station Broadway, Transport Statement September 2019

Armstrong House, The Flemingate Centre, Beverley, HU17 0NW

 01482 679 911  info@local -transport -projects.co.uk  www.local -transport -projects.co.uk Registered No. 5295328 Fire & Rescue Service Proposed Replacement Fire Station Broadway, Barnsley Transport Statement September 2019

Client Commission Client: South Yorkshire Fire & Rescue Service Date Commissioned: August 2019

LTP Quality Control Job No: LTP/ 19/3830 File Ref: Barnsley Fire Station TS (Final Issue 1) Issue Revision Description Author Checked Date 1 - Final for planning submission JH SW 09 /09 /2019 Authorised for Issue: AM

LTP PROJECT TEAM As part of our commitment to quality the following team of transport professionals was assembled specifically for the delivery of this project. Relevant qualifications are shown and CVs are available upon request to demonstrate our experience and credentials.

Team Member LTP Designation Qualifications

Andy Mayo Director (Project Manager) BA(Hons) MSc CMILT FIHE FCIHT

Steven Windass Head of Transport Planning BSc(Hons) MSc(Eng) CEng F IHE MCIHT

Jack Hearnshaw Senior Transport Planner BA(Hons) MIHE

The contents of this document must not be copied or reproduced, in whole or in part, without the written consent of Local Transport Projects Ltd.

Document C ontrol www.local -transport -projects.co.uk Proposed Replacement Fire Station Broadway, Barnsley Transport Statement

PROPOSED REPLACEMENT FIRE STATION BROADWAY, BARNSLEY TRANSPORT STATEMENT

CONTENTS 1. INTRODUCTION ...... 3 1.1 Background ...... 3 1.2 Scope ...... 3 2. SITE BACKGROUND ...... 5 2.1 Site Location & Existing Use ...... 5 2.2 Development Proposals & Access Arrangements ...... 6 2.3 Planning History ...... 7 3. SITE ASSESSMENT ...... 8 3.1 Local Highway Network ...... 8 3.2 Pedestrian Provision ...... 9 3.3 Cycling Provision ...... 12 3.4 Public Transport Provision ...... 14 4. ROAD CASUALTY APPRAISAL ...... 16 4.1 Collision Record ...... 16 4.2 Collision Conditions ...... 16 4.3 Collision Times ...... 17 4.4 Collision Locations ...... 17 4.5 Casualties ...... 18 4.6 2018 Update ...... 18 4.7 Road Safety Impact ...... 18 5. TRIP GENERATION & TRAFFIC IMPACT ...... 19 5.1 Existing & Proposed Trip Generation ...... 19 5.2 Impact on the Highway Network ...... 21 6. CONCLUSIONS ...... 22 7. REFERENCES ...... 24

APPENDICES

Appendix 1 – Proposed Site Layout Plan Appendix 2 – Collision Plot

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TABLES

Table 1: Local Bus Services ...... 14 Table 2: Local Rail Services ...... 15 Table 3: Collision History ...... 16 Table 4: Collision Conditions ...... 16 Table 5: Collisions by Time of Year ...... 17 Table 6: Collisions by Day & Time ...... 17 Table 7: Casualty Road User Groups ...... 18 Table 8: Projected Staff Modal Split ...... 20

FIGURES

Figure 1: Site Location ...... 5 Figure 2: Local Public Rights of Way...... 11 Figure 3: 15-Minute Cycle Isochrone ...... 12 Figure 4: E33010760 Workplace Zone ...... 19

PHOTOS

Photo 1: Site Access Junction with Broadway ...... 8 Photo 2: Broadway/Assembly Drive/Keresforth Close Signalised Junction ...... 9 Photo 3: Footway on Broadway ...... 10 Photo 4: Shared-Use Foot/Cycleway on Broadway ...... 10 Photo 5: Toucan Crossing on Broadway ...... 11 Photo 6: Mandatory Cycle Lane on Broadway ...... 13 Photo 7: Toucan Crossing at Assembly Drive ...... 13 Photo 8: South-Eastbound Bus Stop on Broadway ...... 14

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1. INTRODUCTION

1.1 Background

1.1.1 Local Transport Projects Ltd (LTP) has been commissioned by South Yorkshire Fire & Rescue Service (SYFRS) to produce a Transport Statement (TS) in support of a planning application for a replacement fire station at the site of Barnsley Fire Station, located on Broadway in Barnsley. This TS provides an appraisal of the expected transport impacts of the proposals. 1.1.2 The local planning and highway authority for the site is Barnsley Metropolitan Borough Council (BMBC). 1.1.3 A Travel Plan (LTP, 2019) that provides a strategy for encouraging sustainable travel at the proposed development site has been produced in conjunction with this TS as a separate document.

1.2 Scope

1.2.1 This report is written in accordance with the Government’s ‘National Planning Policy Framework’ (MHCLG, 2019) and ‘Planning Practice Guidance’ (DCLG, 2014), as summarised below:  Introduction & Description of Proposals: o Description of the development site, including location and any existing access arrangements; o Summary of relevant planning and allocation history for the site; o Description of the proposed development including site layout, pedestrian/cycle facilities and proposed access arrangements.  Site Assessment: o Site assessments to determine existing traffic conditions, such as posted speed limits, road restrictions, highway geometry, on-street parking restrictions and any other relevant features of the local area; o Assessment of the sustainable transport infrastructure (pedestrian, cycle and public transport) local to the site.  Road Casualty Appraisal: Examination of road collision records (5 year study period) and assessment of the road safety impact of the proposed development on the local highway network.  Traffic Impact: o Calculation of the projected trip generation for the proposed development, utilising data provided by SYFRS; o Consideration of the net traffic impact of the scheme, relative to the existing site; o Assessment of the likely traffic impact of the proposed development on the operation of the local highway network. This will involve assessing the traffic generation of the proposals against the typical threshold for assessment (30 two- way traffic flows).

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 Access, Parking & Internal Layout: Consideration of the proposed access arrangements and internal layout of the site, including consideration of the proposed parking provision and access/servicing arrangements.  Conclusions: Conclusions summarising the outcomes of the TS, including a commentary on the suitability of the proposals in terms of sustainable travel, road safety and traffic impact. 1.2.2 This TS has been prepared in accordance with the above scope and reference has been made to the following documents where appropriate:  National Planning Policy Framework (MHCLG, 2019);  Barnsley Local Plan (BMBC, 2019a);  City Region Transport Strategy 2018-2040 (SCR, 2017);  Barnsley Transport Strategy 2013-2033 (BMBC, 2016);  Planning Practice Guidance (DCLG, 2014);  Barnsley Local Development Framework Supplementary Planning Document: Parking (BMBC, 2012);  Guidance on Transport Assessment (DfT, 2007a); and  Manual for Streets (DfT, 2007b).

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2. SITE BACKGROUND

2.1 Site Location & Existing Use

2.1.1 The application site is located to the north-east of Broadway (A6133) in the Kingstone area of Barnsley, approximately 1.5km south-west of Barnsley town centre. The site is bound by greenspace and allotments to the north-east, dwellings served via Keresforth Court to the south-east, Broadway to the south-west, and a distribution centre formerly occupied by The Cooperative to the north-west. The approximate boundary of the site is shown in Figure 1 . Figure 1: Site Location

Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) 2.1.2 The site is occupied by the operational Barnsley Fire Station, which is accessed via a priority T-junction with ghost-island right-turn lane connecting with Broadway to the west of the site. The site accommodates the main fire station building along with a number of ancillary buildings associated with the fire station use, including storage buildings, a drill tower and fuel station, along with a drill yard and Road Traffic Collision (RTC) area. The site also accommodates an ambulance building. There are a number of marked parking spaces at the existing site, including within the frontage of the fire station building and within the drill yard.

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2.2 Development Proposals & Access Arrangements

2.2.1 This report is based upon the proposals shown on the site layout plan attached as Appendix 1. The proposals involve the demolition of the existing fire station building, and the construction of a replacement building, which will have a reduced footprint and floor area when compared to the existing building. The existing drill tower, drill yard, fuel station, RTC area and ambulance building are to be retained under the proposals. 2.2.2 The existing garage building within the south-eastern part of the site is to be demolished and replaced with tarmacadam hardstanding as part of the proposals, but will accommodate temporary fire service accommodation during construction works. 2.2.3 Although the proposed fire station will have a reduced footprint when compared to the existing station, the operational scale and number of staff employed at the site is expected to remain as existing. The site accommodates two fire appliances and this will be unchanged under the development proposals. A total of 6 watch staff are based at the site at any given time, with 6 staff on the day shift and 6 staff on the night shift. A total of 13 management/office staff are also employed at the site and work usual office hours. Up to 25 staff are therefore expected to be on-site on any given day, with up to 19 staff on-site at any one time. 2.2.4 Access to the proposed development is to be provided via the existing priority T-junction with ghost-island right-turn lane, connecting with Broadway to the west of the site. The existing access measures approximately 6.1m in width at its narrowest point, which is considered to be suitable to accommodate the passing of two fire tenders. The existing access road has a gradient of 1:10, and 1:12 within the final 9.0m of the approach to Broadway, which is considered to be appropriate to serve the site. The vehicular access arrangements are to remain unchanged under the development proposals. 2.2.5 A footway measuring at least 2.0m in width is to be provided on the south-eastern side of the access road under the proposals, connecting with the existing footway infrastructure on Broadway. This will assist in facilitating improved pedestrian access to the site. 2.2.6 Local parking standards are contained within the document ‘Barnsley Local Development Framework Supplementary Planning Do cument: Parking’ (BMBC, 2012), however given the relatively atypical development type, the proposals do not fit within any of the specified categories. It is therefore considered that the proposed parking provision should be determined based upon the anticipated demand generated by the site. 2.2.7 A total of 20 car parking spaces are to be provided at the site, including 16 staff spaces, 2 visitor spaces and 2 accessible spaces. As discussed further within Section 5.1, up to 16 day shift staff are expected to travel by vehicle trip generating modes, therefore the proposed parking provision is considered to be sufficient to accommodate the projected demand.

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2.2.8 A cycle parking shelter with 5 ‘Sheffield’ stands is to be provided at the site, which will accommodate up to 10 cycle parking spaces. This equates to 1 space per 2.5 staff based at the site on any given day, which is considered to be suitable to accommodate the projected demand. 2.2.9 A total of three fire appliance bays are to be provided within the proposed fire station building. Access to the drill yard area will be gated in order to restrict any unauthorised access. 2.2.10 The internal layout of the site is designed to ensure that all vehicles can access and egress from the public highway in a forward gear.

2.3 Planning History

2.3.1 There are understood to be no relevant, recent planning applications relating to the proposed development site.

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3. SITE ASSESSMENT

3.1 Local Highway Network

3.1.1 Access to the proposed development will be provided via the existing priority T-junction with ghost-island right-turn lane, connecting with Broadway (A6133). Broadway is a two- way single carriageway to the north-west of the site access junction, with an overall carriageway width of approximately 9.4m, a single traffic lane in each direction, and central hatching. It is a dual carriageway to the south-east of the site access with each carriageway having an approximate width of 7.1m with two traffic lanes in each direction. The site egress is tapered, with the site exit becoming a second traffic lane to the south-east. Photo 1: Site Access Junction with Broadway

3.1.2 Broadway (A6133) meets Assembly Drive and Keresforth Close at a four-arm signalised junction approximately 100m to the south-east of the site access. Broadway meets Keresforth Hill Road (B6099) at a three-arm signalised junction approximately 310m to the south-east. The A6133 continues to the east as Keresforth Hill Road, meeting the A61 approximately 1.9km to the east and the A635 approximately 2.6km to the east of the site.

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Photo 2: Broadway/Assembly Drive/Keresforth Close Signalised Junction

3.1.3 Broadway meets Dodworth Road (A628) and Pogmoor Road at a four-arm signalised junction approximately 700m to the north-west of the site. The A628 continues to the west and connects with the M1 motorway at Junction 37, a grade-separated signalised roundabout (Dodworth Roundabout), which is located approximately 470m west of the Broadway junction. 3.1.4 There are No Waiting At Any Time (NWAAT) restrictions in place on both sides of Broadway within the vicinity of the site, including kerb markings which indicate that loading is also not permitted at any time. 3.1.5 Broadway is subject to a 40mph speed limit, which changes to a 30mph speed limit within the vicinity of the Keresforth Hill Road signalised junction to the south-east and within the vicinity of the Dodworth Road junction to the north-west.

3.2 Pedestrian Provision

3.2.1 Guidance from Chartered Institution of Highways & Transportation (CIHT) suggests a preferred maximum walking distance of 2km for a number of trips, including commuting and school trips (IHT, 2000). The proposed development site is located within a 2km walking distance of the areas of Kingstone, Dodworth, Worsbrough Common and Pogmoor, along with south-western parts of Barnsley town centre. 3.2.2 The pedestrian infrastructure within the vicinity of the site is well developed, with a footway measuring approximately 2.2m in width provided on the north-eastern side of Broadway within the site frontage.

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Photo 3: Footway on Broadway

3.2.3 A shared-use foot/cycleway measuring at least 3.0m in width is provided on the south- western side of Broadway within the frontage of the site. Both the footway and shared- use foot/cycleway on Broadway continue to the north-west and south-east of the site. Photo 4: Shared-Use Foot/Cycleway on Broadway

3.2.4 There is a toucan crossing on Broadway approximately 250m to the north-west of the site, within the vicinity of the Woodland Drive junction which facilitates pedestrian access between footways. There are also toucan crossings across the Broadway (NW) and Assembly Drive arms of the Broadway/Assembly Drive/Keresforth Close signalised junction, and across the southern and eastern Keresforth Hill Road arms of the Broadway/Keresforth Hill Road signalised junction.

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Photo 5: Toucan Crossing on Broadway

3.2.5 There are a number of Public Rights of Way (PRoW) within the vicinity of the site, as shown on the plan within Figure 2 . The location of the site is indicated by the red star, with footpaths shown in blue and bridleways in green. Figure 2: Local Public Rights of Way

Source: BMBC, 2019c traffic engineering and transport planning Page 11 of 24 Proposed Replacement Fire Station Broa dway, Barnsley Transport Statement

3.2.6 Figure 2 shows that Barnsley PRoW #266 runs along the south-eastern boundary of the site, and connects with a number of other routes which provide links to areas to the north and east of the site. Barnsley PRoW #264 runs to the south-west of Broadway and provides a pedestrian connection towards Dodworth. 3.2.7 The pedestrian infrastructure within the vicinity of the site appears to generally be sufficient to facilitate the movements of mobility and visually impaired people, with the provision of dropped kerbs and tactile paving at road junctions within the local area. The footways are generally of sufficient width and surface quality to accommodate the passage of wheelchairs (DfT, 2002). 3.2.8 A number of measures to promote walking trips to and from the site are outlined within the site Travel Plan (LTP, 2019).

3.3 Cycling Provision

3.3.1 Cycling is a low cost and healthy alternative to car use, which can substitute for short car trips, or can form part of a longer journey by public transport. The DfT state that “in common with other modes, many utility cycle journeys are under three miles (5km), although, for commuter journeys, a trip distance of over five miles (8km) is not uncommon” (DfT, 2008). The proposed development site is located within a reasonable cycle ride, up to 5km (approximately 15 minutes at the average cycling speed of 12mph), of a large part of the built-up area of Barnsley, including the town centre, Dodworth, Wosbrough, Kendray and Barugh Green. An isochrone map showing the areas within a 15 minute cycle ride of the site is provided within Figure 3 : Figure 3: 15-Minute Cycle Isochrone

Source: TTM, 2019

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3.3.2 As outlined within Section 3.2, there is a shared foot/cycleway which measures at least 3.0m in width on the south-western side of Broadway within the site frontage. This facility runs between the Woodland Drive junction to the north-west and the Keresforth Hill Road junction to the south-east. A short section of segregated foot/cycleway is provided within the vicinity of the Woodland Drive junction, with a short section of mandatory on-road cycle lane provided on the north-westbound carriageway of Broadway within the vicinity of the Keresforth Hill Road junction. Photo 6: Mandatory Cycle Lane on Broadway

3.3.3 As outlined within Section 3.2, there are a number of toucan crossings within the vicinity of the site, including within the vicinity of the Woodland Drive junction, at the Broadway/Assembly Drive/Keresforth Close signalised junction, and the Broadway/Keresforth Hill Road signalised junction. Photo 7: Toucan Crossing at Assembly Drive

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3.3.4 As previously outlined, a total of 10 cycle parking spaces are to be provided at the site within covered shelters. 3.3.5 A number of measures to promote cycling trips to and from the site are outlined within the site Travel Plan (LTP, 2019).

3.4 Public Transport Provision

3.4.1 Advice within ‘Guidelines for Public Transport in Development’ (IHT, 1999) states that the generally acceptable maximum distance that a bus stop should be located from a development site is 400m, although it is acknowledged that actual walking distances can be notably longer. 3.4.2 The nearest bus stops to the proposed development site are located on Broadway, within an approximately 160m walk of the site. There are additional stops on Keresforth Hill Road an approximately 500m walk to the south-east of the site, which provide access to additional services. Photo 8: South-Eastbound Bus Stop on Broadway

3.4.3 A summary of the bus services available from the local stops is provided within Table 1 : Table 1: Local Bus Services

Service Approx. Mon -Fri Main Stopping Points No. Daytime Frequency* Services from Broadway (160m walk) – Pogmoor – Kingstone – Worsbrough 43 Every 30 Minutes Common – Barnsley Interchange Barnsley Interchange – Worsb rough Common – Kingstone – 44 Every 30 Minutes Pogmoor – Barnsley Interchange Services from Keresforth Hill Road (500m walk) Barnsley Interchange – Kingstone – Gilroyd – Crane Moor – 24 Every 2 Hours Thurgoland – Green Moor – Oxspring – – Ingbirchworth

*Refers to the general frequency of services between 08:00 and 19:00

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3.4.4 Table 1 demonstrates that frequent bus services are available from local stops to Barnsley town centre via Pogmoor and Worsbrough Common. 3.4.5 The nearest railway station to the proposed development site is Barnsley Rail Station, located approximately 1.8km to the north-east and accessible by the bus services listed within Table 1 . The station accommodates a wide range of local rail services, as outlined within Table 2 . Table 2: Local Rail Services

Approx. Mon -Fri Main Stopping Points Daytime Frequency* Sheffield – Meadowhall – Chapeltown – Elsecar – – Barnsley – Every Hour Darton – Wakefield Kirkgate – Normanton – Castleford – Woodlesford – Leeds Nottingham – Ilkeston – Langley Mill – Alfreton – Chesterfield – Dronfield – Every Hour Sheffield – Meadowhall – Barnsley – Wakefield Kirkgate – Leeds Lincoln – Saxilby – Gainsborough Lea Road – Retford – Worksop – Shireoaks – – Kiveton Brid ge – Sheffield – Meadowhall – Barnsley – Every Hour Wakefield Kirkgate – Leeds Sheffield – Meadowhall – Chapeltown – Elsecar – Wombwell – Barnsley – Dodworth – Silkstone Common – Penistone – Denby Dale – Shepley – Every Hour Stocksmoor – Brockholes – Honley – Berry Brow – Lockwood – Huddersfield

*Refers to the general frequency of services between 08:00 and 19:00

3.4.6 Table 2 demonstrates that four trains per hour operate between Barnsley and Sheffield, with three trains per hour between Barnsley and Leeds. Direct services are also available to Huddersfield, Nottingham and Lincoln. All services are operated by Northern Railway. 3.4.7 A number of measures to encourage public transport use to and from the site are outlined within the site Travel Plan (LTP, 2019).

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4. ROAD CASUALTY APPRAISAL

4.1 Collision Record

4.1.1 Personal Injury Collision (PIC) data for the highway network local to the site for the most recent available 5-year study period (01/01/2013 to 31/12/2017) was obtained via a search of the Department for Transpo rt’s road safety data (DfT, 2019 ). 4.1.2 A total of 7 collisions occurred within the study area, which includes a section of Broadway, between and including the Woodland Drive priority junction and the Keresforth Hill Road signalised junction. The study area extents and the locations of the collisions are indicated on the plan attached as Appendix 2. Table 3 below outlines the collision history of the study area. Table 3: Collision History

Year 2013 2014 2015 2016 2017 Total Fatal - - - - - 0 Serious - - 1 - 1 2 Slight 1 1 1 - 2 5 Total 1 1 2 0 3 7

4.1.3 The collision records show that the number of PICs per year has fluctuated throughout the study period, with the most collisions recorded in 2017. No collisions were recorded in 2016. There were 2 KSI (Killed or Seriously Injured) collisions, resulting in a severity ratio of 28.6%.

4.2 Collision Conditions

4.2.1 Table 4 below summarises the collisions by road surface, weather and lighting conditions: Table 4: Collision Conditions

Road Surface Collisions % Dry 4 57.1% Wet/Damp 2 28.6% Snow 1 14.3% Weather Collisions % Fine 6 85.7% Snow 1 14.3% Lighting Collisions % Daylight 4 57.1 % Dark 3 42.9%

4.2.2 As illustrated in Table 4 , the majority of collisions occurred with no adverse road surface, weather or lighting conditions.

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4.3 Collision Times

4.3.1 Table 5 summarises the collisions by the time of year: Table 5: Collisions by Time of Year

Time of Year Collisions % Winter (Dec -Feb) 2 28.6% Spring (Mar -May) 3 42.9% Summer (Jun -Aug) 1 14.3% Autumn (Sep -Nov) 1 14.3%

4.3.2 Table 5 shows that the collisions were spread across seasons, with the most collisions recorded during the spring months (42.9%). 4.3.3 Table 6 below summarises the collisions by day of week and also the time of day: Table 6: Collisions by Day & Time

Morning Lunch Afternoon Evening Night Total % (06:00 -11:00) (11:00 -14:00) (14:00 -19:00) (19:00 -01:00) (01:00 -06:00) Monday - - - - 1 1 14.3% Tuesday - - 1 1 - 2 28.6% Wednesday 1 - - - - 1 14.3% Thursday 1 - - - - 1 14.3% Friday - - 1 - - 1 14.3% Saturday - - - - - 0 - Sunday - - 1 - - 1 14.3% Total 2 0 3 1 1 7 % 28.6% - 42.9% 14.3% 14.3%

4.3.4 Table 6 shows that the collisions were evenly spread across days of the week, albeit with a slight peak in collisions on a Tuesday and no collisions having been recorded on a Saturday. The most collisions were recorded during the afternoon period (14:00-19:00), with no collisions recorded over lunchtime.

4.4 Collision Locations

4.4.1 The locations of the 7 study collisions (shown on the plot attached as Appendix 2) can be summarised as follows:  3 PICs occurred within the vicinity of the Broadway (A6133)/Keresforth Hill Road (B6099) signalised junction;  2 PICs occurred at the Broadway (A6133)/Cooperative Distribution Centre priority T- junction;  1 PIC occurred at the Broadway (A6133)/Woodland Drive priority T-junction; and  1 PIC occurred at the Broadway (A6133)/Assembly Way/Keresforth Close signalised junction.

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4.4.2 It should be noted that no PICs occurred within the vicinity of the access to the site from Broadway (A6133).

4.5 Casualties

4.5.1 A total of 9 casualties occurred as a result of the 7 recorded injury collisions during the study period. Table 7 below provides a breakdown of the casualties according to the mode of travel and age group: Table 7: Casualty Road User Groups

Age (years) Road User Group 0 to 15 16 to 20 21 to 25 26 to 45 46 to 65 66 + Total % Pedestrian - - 1 1 - - 2 22.2% Powered Two -Wheeler (PTW) - 1 - 1 - - 2 22.2% Car Driver - 1 - 1 1 - 3 33.3% Car Passenger - - - - 2 - 2 22.2% Total 0 2 1 3 3 0 9 % - 22.2% 11.1% 33.3% 33.3% -

4.5.2 Table 7 shows that almost half of casualties (44.4%) were vulnerable road users (pedestrians and PTW riders), with the remainder being vehicle occupants. There was a spread of casualties across age groups, with no child (0 to 15 years) or elderly person (66+ years) casualties.

4.6 2018 Update

4.6.1 The DfT has released provisional part-year 2018 collision data covering the period 01/01/2018 to 30/06/2018, however no additional collisions have occurred within the study area during this period.

4.7 Road Safety Impact

4.7.1 A total of 7 collisions, resulting in 9 casualties, have occurred within the study area during the five-year study period. Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements of the proposed development, therefore it is considered that there are no existing road safety issues pertinent to the development of the site. 4.7.2 If the proposed internal roads of the development are designed with due consideration to road safety, with appropriate highway design features incorporated into the detailed design of any schemes affecting the highway, then the proposals should not have a detrimental road safety impact on the local transport network and should not adversely affect the safety of pedestrians and cyclists.

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5. TRIP GENERATION & TRAFFIC IMPACT

5.1 Existing & Proposed Trip Generation

5.1.1 The existing fire station employs the following staff:  10 full-time office staff;  3 full-time managerial staff, with time split between other fire station sites;  6 watch staff (day shift);  6 watch staff (night shift). 5.1.2 The office and managerial staff are understood to work typical office hours (approximately 9am to 5pm) but conduct site visits and therefore generate a number of trips during the working day. The watch staff operate on rotation between day and night shifts. Based on the above, it could be expected that up to 25 staff could be based at the site on any given day, with up to 19 staff on-site at any given time. 5.1.3 As outlined within Section 2.3, the operational scale and number of staff employed at the site is expected to remain as existing, therefore the above also represents the operation of the development upon occupation of the new fire station. 5.1.4 In order to forecast the modal split of the person trips generated by the proposed development, local travel patterns have been interrogated using ‘Method of Travel to Work’ data from the 2011 National Census (ONS, 2013). The site modal split has been predicted based on the average for the workplace population of the Workplace Zone ‘E33010760 ’ which covers the existing fire station and other places of employment in the immediate area, as shown within Figure 4 : Figure 4: E33010760 Workplace Zone

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5.1.5 Whilst the use of Middle-Layer Super Output Area (MSOA) level data was considered, the ‘Barnsley 013’ MSOA within which the site is located also covers Barnsley town centre and it is therefore considered that the modal split would be more skewed towards sustainable modes, given the higher levels of accessibility in the town centre. 5.1.6 The Census-derived modal split has been applied to the above staff numbers to calculate the number of staff likely to travel by each mode, as outlined within Table 8 : Table 8: Projected Staff Modal Split

Mode of Travel Modal Split Staff Car Driver 83.0% 21 Powered Two -Wheeler 0.6% 0 Taxi 0.3% 0 Vehicle Trip Generating 83.9% 21 Car Passenger 4.2% 1 Pedestrian 4.8% 1 Pedal -cycle 1.0% 0 Public Transport 6.1% 2 ALL MODES 100% 25

* Totals may not represent the sum of their parts due to rounding 5.1.7 Table 8 demonstrates that up to 21 staff could be expected to travel by vehicle trip generating modes. This equates to 16 staff during the day, and 5 staff during the night travelling by vehicle trip generating modes. Even assuming that all staff arrivals occur during the network AM peak hour and all departures occur during the network PM peak hour (which is unlikely to occur in practice), the site would not be expected to generate a significant number of peak hour vehicle trips and this would be expected to continue as existing under the proposals. 5.1.8 The site currently accommodates two fire appliances, which is expected to be unchanged under the development proposals. There were a total of 866 fire appliance call outs in 2018, which equates to approximately 2.3 call outs per day, resulting in approximately 5 two-way daily trips. The watch staff also conduct community visits, which typically occur in an afternoon, therefore there is the potential for an additional 2 two-way daily vehicle trips to occur associated with the fire appliances. 5.1.9 The site also generates a small number of servicing trips, including maintenance visits and property team visits. The community room at the site is also occasionally used by The Prince’s Trust. These uses are expected to remain unchanged under the development proposals. 5.1.10 The overall trip generation of the site is expected to be unchanged under the development proposals, with the proposed fire station generating the same number of trips as the existing fire station.

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5.1.11 A Travel Plan (LTP, 2019) has been produced in association with this TS to help promote and encourage sustainable travel to/from the proposed development. The potential vehicle trip reducing benefits of the site Travel Plan have not been taken into account within trip generation projections of this TS, however, it is worth noting that the Travel Plan would be expected to increase the number of trips generated by sustainable modes, and reduce the number of car trips.

5.2 Impact on the Highway Network

5.2.1 The Department for Transport (DfT, 2007a) has previously issued guidance that transport assessment of development impacts could be based on a threshold of “30 two - way peak hour vehicle trips” . This guidance acknowledged that this threshold was not to be applied rigidly, but rather that it provided “a useful point of reference from which to commence discussions” . 5.2.2 This national DfT guidance has now been superseded and replaced with the ‘National Planning Policy Framework’ (NPPF) (MHCLG, 2019) and its accompanying ‘Planning Practice Guidance’ (PPG) (DCLG, 2014). NPPF and PPG require that transport assessment is undertaken for “developments that generate significant amounts of movement” , although this is not defined. It is therefore acknowledged that there is no set threshold for assessment within the current national planning policy. In determining whether the proposed development is expected to have a material impact on the local highway network, the net traffic projections for the proposed development have been compared against the current and previous Government guidance. 5.2.3 As outlined within Section 5.1, the operational scale and number of staff employed at the site is expected to remain as existing, therefore the proposals are not expected to result in an increase in the trip generation of the site. The proposed development is therefore expected to have a negligible impact on the operation of the local highway network. 5.2.4 Therefore, as the impact of the proposals is not expected to be severe, the proposals are considered to be in accordance with the ‘National Planning Policy Framework’ (MHCLG, 2019), which states 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” .

traffic engineering and transport planning Page 21 of 24 Proposed Replacement Fire Station Broa dway, Barnsley Transport Statement

6. CONCLUSIONS

6.1.1 This Transport Statement (TS) provides an appraisal of the expected transport impact of proposals for a replacement fire station at the site of Barnsley Fire Station, located on Broadway in Barnsley. 6.1.2 The proposed fire station will have a reduced footprint when compared to the existing station, however the operational scale and number of staff employed at the site is expected to remain as existing. Access to the site is to be provided via the existing priority T-junction with ghost-island right-turn lane which connects with Broadway to the west of the site, therefore the vehicular access arrangements are to remain unchanged. A footway will be provided on the south-eastern side of the access road under the proposals, connecting the proposed fire station building with the existing pedestrian infrastructure on Broadway. A total of 20 car parking spaces are to be provided at the site, including 16 staff spaces, 2 visitor spaces and 2 accessible spaces which is considered to be sufficient to accommodate the projected demand. A total of 10 cycle parking spaces are to be provided within a covered shelter. 6.1.3 The site is within a 2km walk of the areas of Kingstone, Dodworth, Worsbrough Common and Pogmoor, along with south-western parts of Barnsley town centre. The pedestrian infrastructure within the vicinity of the site is well developed, with a footway provided on the north-eastern side of Broadway and a shared-use foot/cycleway on the south- western side which runs between the junctions with Keresforth Hill Road and Woodland Drive. There are a number of toucan crossings within the vicinity of the site, including at the Broadway/Assembly Drive/Keresforth Close signalised junction and the Broadway/Keresforth Hill Road signalised junction. A large part of the built-up area of Barnsley is within a 15 minute cycle ride of the site. 6.1.4 The nearest bus stops to the site are located on Broadway, within an approximately 160m walk of the proposed site access. These stops accommodate half-hourly bus services in each direction to Pogmoor, Worsbrough Common and Barnsley Interchange. The nearest railway station to the site is Barnsley Rail Station, approximately 1.8km travel distance to the north-east. The station accommodates frequent services, with three trains per hour to Leeds and four trains per hour to Sheffield. A Travel Plan (LTP, 2019) that provides a strategy for encouraging sustainable travel at the proposed development site has been produced in conjunction with this TS as a separate document. 6.1.5 A road casualty study showed that 7 Personal Injury Collisions (PICs) occurred within the study area around the proposed development site during the five-year study period. Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements of the proposed development; therefore it is considered that there are no existing road safety issues pertinent to the development of the site. If the proposed internal roads of the development are designed with due consideration to road safety, then the proposals should not have a detrimental road safety impact on the local transport network and should not adversely affect the safety of pedestrians and cyclists.

Page 22 of 24 www.local -transport -projects.co.uk Proposed Replacement Fire Station Broadway, Barnsley Transport Statement

6.1.6 As the operational scale of the development is expected to remain as existing, the vehicle trip generation of the development is expected to remain the same. A total of 21 staff based at the site on any given day could be expected to travel by vehicle trip generating modes, which does not represent a significant amount of peak hour movement. There were a total of 866 fire appliance call outs in 2018, which equates to approximately 2.3 call outs per day, resulting in approximately 5 two-way daily trips. A small number of daily vehicle trips associated with staff site visits, community visits, servicing visits and the use of the community room by The Prince’s Trust also occur. 6.1.7 As the proposals are not expected to result in an increase in the trip generation of the site, the proposed development is expected to have a negligible impact on the operation of the local highway network. 6.1.8 The proposals are therefore considered to be in accordance with the ‘ National Planning Policy Framework ’ (NPPF) which states 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” (MHCLG, 2019). 6.1.9 It is concluded from the assessments within this TS that the proposed development would not be expected to have a significant impact in terms of sustainable travel, traffic impact and road safety.

traffic engineering and transport planning Page 23 of 24 Proposed Replacement Fire Station Broa dway, Barnsley Transport Statement

7. REFERENCES BMBC (Barnsley Metropolitan Borough Council), 2019a. Barnsley Local Plan. BMBC, 2019b. Barnsley Local Plan – Policies Map. BMBC, 2019c. Barnsley Public Rights of Way Mapping. [online: https://www.barnsley.gov.uk/barnsley- maps/public-rights-of-way/ ]. BMBC, 2016. Barnsley Transport Strategy 2014-2033. BMBC, 2012. Barnsley Supplementary Planning Document: Parking. CIHT (Chartered Institution of Highways and Transportation), 2010. Manual for Streets 2: Wider Application of the Principles. DCLG (Department for Communities and Local Government), 2014. Planning Practice Guidance – Travel Plans, Transport Assessments and Statements in Decision-Taking (ID: 42-06/03/2014) [online: http://planningguidance.planningportal.gov.uk ]. DfT (Department for Transport), 2019. Road Safety Data [online: http://data.gov.uk/dataset/road- accidents-safety-data ]. DfT, 2008. LTN 02/08 – Cycle Infrastructure Design. DfT, 2007a. Guidance on Transport Assessment. DfT, 2007b. Manual for Streets. DfT, 2002. Inclusive Mobility. IHT (Institution of Highways and Transportation), 2000. Guidelines for Providing for Journeys on Foot. IHT, 1999. Guidelines for Public Transport in Development. LTP (Local Transport Projects), 2019. Proposed Replacement Fire Station, Broadway, Barnsley. Travel Plan. MHCLG (Ministry for Housing, Communities and Local Government), 2019. National Planning Policy Framework. ONS (Office for National Statistics), 2013. and Wales National Census 2011 – Quick Statistics (released 30/01/2013). SCR (Sheffield City Region), 2017. Sheffield City Region Transport Strategy 2018-2040. TTM (Travel Time Mapping), 2019. Cycle Isochrone Map. [online: https://app.traveltimeplatform.com/search/0_lng=- 1.50069&0_tt=15&0_mode=cycling&0_title=Barnsley%20Fire%20Station%2C%20Barnsley%2C%20Engla nd%2C%20United%20Kingdom&0_lat=53.54621 ].

Page 24 of 24 www.local -transport -projects.co.uk Proposed Replacement Fire Station Broadway, Barnsley Transport Statement

Appendix 1 – Proposed Site Layout Plan

traffic engineering and transport planning Appendix 1 key plan Radio Pylon Red Line Boundary

Indicates proposed Secure Fence Line - Gates as Indicated.

Indicates proposed Acoustic Timber Fence Line - Gates as Indicated.

Indicative Line of Demolished Buildings

notes

1 This drawing is based on survey information dated 04/05/2018 and supplied by Met Geo Environmental.

2 The red line ownership boundary is assumed and is to be checked and EXISTING confirmed by the client. STORAGE 3 Vehicle tracking is indicative only - full vehicle tracking to be undertaken by Civil Engineer.

G N IN IO T T A IS T X S E L E U F

EXIST TREE

+147.58

EXIST TREE

+147.58 CANOPY ABOVE

D G A IN T O ] GYM S R T I S N B X S IE F E E D S C A C R A G 0 :1 [1 PLANT

E X D T I R S R RTC E T A AREA E Y +147.58 L IL R D MAIN 6 ENTRANCE EXIST S E T X GAS A T IS V F le R T I F c r E [ S y e E 2 IT P ic lt P08 Issued for Tender. SB GQ 20.08.19 + O A e R B h 2 R K Fire Headquarters S +150.44 A P I P07 Issued for Planning. SB GQ 20.08.19 c A N c R G e s K [1 P06 Draft issue for costing. SB GQ 24.07.19 G s IN 6 N ib ] I N ] G B T IO T le P05 Record issue prior to actioning Client DRK SB 12.07.19 IS T N ] X C IE changes. R E N D U A J R P04 Updated as Stage 2A feedback. DRK SB 06.06.19 O G 2 G :1 1 IN P03 Wash-doen Canopy Added. SB DH 01.03.19 A [ T R IS E D X W P02 Updated to current GA Plans. SB FH 20.02.19 E O +151.30 T 7 W P01 First Issue SB DH 30.01.19 m a V d E a A A H c C IC a e rev description drawn checked date Y C L m c E E r a S El a rf S T u w S e N EXISTING Sub Sta ELEC SUB Proposed Location of Temporary ST A TION Fire Service Accommodation During Construction Works 8 2 The Church Studio Springvale Road Sheffield S10 1LP o t t +44(0)114 266 2040 w www.bondbryan.com e d c e n n 9 la i e [email protected] u ta 1 b e m R A e g b n o ti t is g Barnsley Fire Station x in E d il u B Broadway A6133

E Barnsley X T I R S E T E South Yorkshire Fire and Rescue T R U 8 O 1 C PROPOSED SITE PLAN o H t T 3 R 1 O bba project ref scale(s) original paper size F 18-033 1:250 A1 S BM E R name : E 152.55m K project originator volume level type role number b SYFRS - BBA - Z0 - GF - DR - A - 1003 lu C Chy status : suitability description : D2 SUITABLE FOR TENDER

revision : revision description :

2

1

P08 PRELIMINARY

o

t

This document is © Bond Bryan Architects Ltd. If in doubt ASK. Drawing measurements 1 shall not be obtained by scaling. Verify all dimensions prior to construction. Immediately report any discrepancies on this document to the Architect. This document shall be read in El conjunction with associated models, specifications and related consultant's documents. Proposed Replacement Fire Station Broa dway, Barnsley Transport Statement

Appendix 2 – Collision Plot

Appendix 2 www.local -transport -projects.co.uk Accident Severity Proposed New Fire Station, Broadway, Barnsley Collision Plot 2013-2018Q2, Produced by Local Transport Projects Ltd (LTP/3830/JH) 03/09/2019 Fatal 2017140157549 Serious Slight Collision data supplied by the Department for Transport under the Open Government licence Contains Ordnance Survey Data (c) Crown Copyright & Database Rights 2019

2017140250223

201514B025415

2017140243339

201514B039615

201414B077314

2016140119233

2017140197801

201314B008113