Leeds NGT Transport Assessment - Annexes

RPT073 Transport Assessment - Annexes

January 2014

Metro

Leeds NGT Transport Assessment - Annexes

312694 BNI EST 73 F RPT073_-_Leeds_NGT_Transport_Assessment_Rev_F_Annexes.docx Jan 2014 RPT073 Transport Assessment - Annexes Leeds NGT Transport Assessment - Annexes RPT073 Transport Assessment - Annexes January 2014

Metro

Phoenix House 3 South Parade Leeds West Yorkshire LS1 5QX

Mott MacDonald, 2nd Floor, 2 Brewery Wharf, Kendell Street, Leeds LS10 1JR, United Kingdom

T +44 (0)113 394 6700 F +44 (0)113 394 6701 W www.mottmac.com

Leeds NGT Transport Assessment - Annexes RPT073 Transport Assessment - Annexes

Issue and revision record

Revision Date Originator Checker Approver Description Standard A July 2013 LW & KC N/A N/A Draft for Internal Review

B July 2013 LW & KC N/A N/A Draft for Client Comment

C Aug 2013 LW & KC N/A N/A Draft for Client Comment

D Aug 2013 LW & KC N/A N/A Final Draft for Client Comment

E Sept 2013 LW & KC AJ CG Final

F Jan 2014 LW & KC N/A N/A Draft –Format Updated for Client Comment

G Jan 2014 LW & KC AJ JS January 2014 Final Issue

This document is issued for the party which commissioned it and We accept no responsibility for the consequences of this for specific purposes connected with the above-captioned project document being relied upon by any other party, or being used only. It should not be relied upon by any other party or used for for any other purpose, or containing any error or omission any other purpose. which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it..

312694 /BNI/EST/73/F Jan 2014 RPT073_-_Leeds_NGT_Transport_Assessment_Rev_F_Annexes.docx Leeds NGT Transport Assessment - Annexes RPT073 Transport Assessment - Annexes

312694 /BNI/EST/73/F Jan 2014 RPT073_-_Leeds_NGT_Transport_Assessment_Rev_F_Annexes.docx Leeds NGT Transport Assessment - Annexes RPT073 Transport Assessment - Annexes

Contents

Chapter Title Page

1 Introduction 8

Annexes 9 Annex A. Highway Network ______10 A.1 Introduction ______10 A.2 Existing Highway Network ______10 A.3 Proposed Highway Network ______30 Annex B. Junction Schedule ______37 B.1 Introduction ______37 B.2 Junction Schedule ______37 Annex C. Do-Nothing, Do-Minimum and Do-Something Flows ______41 C.1 Introduction ______41 Annex D. Cycling Facilities ______85 D.1 Introduction ______85 D.2 Existing Provision ______85 D.3 Proposed Cycling Provision ______97 Annex E. Walking Facilities ______103 E.1 Introduction ______103 E.2 Existing Provision ______103 E.3 Proposed Provision ______112 E.4 Pedestrian Connectivity ______120 Annex F. Public Transport Services ______125 F.1 Introduction ______125 F.2 Bus Services ______125 F.3 Trains ______140 Annex G. Collision Clusters ______148 G.1 Introduction ______148 G.2 North Line ______148 G.3 South Line ______157 Annex H. Servicing and Access Studies ______160 H.1 Introduction ______160 H.2 Servicing and Access Hotspots and Surveys ______160 H.3 Taxi Provisions ______188 H.4 Summary ______196

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1 Introduction

This annexes document has been assembled in support of the Leeds NGT Transport Assessment.

This document provides supplementary information to, and should be viewed alongside the Transport Assessment, Revision G.

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Annexes

Annex A. Highway Network ______10 Annex B. Junction Schedule ______37 Annex C. Do-Nothing, Do-Minimum and Do-Something Flows ______41 Annex D. Cycling Facilities ______85 Annex E. Walking Facilities ______103 Annex F. Public Transport Services ______125 Annex G. Collision Clusters ______148 Annex H. Servicing and Access Studies ______160

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Annex A. Highway Network

Transport Assessment changes Sept 2013 to Jan 2014

No changes have been made to this chapter.

A.1 Introduction

This chapter provides details and descriptions of the existing highway network, the proposed highway network as a result of NGT, and proposed and committed transport schemes identified by Leeds City Council.

Photos included in this chapter do not represent peak traffic conditions (unless noted) and serve to represent the proposed route only.

A.2 Existing Highway Network

A.2.1 North Line

A.2.1.1 Holt Park to Bodington Park and Ride

Holt Crescent and Holt Park Road circle the edge of Holt Park car park, and provide access for buses to the terminus in front of the Holt Park District Centre. The bus terminus is restricted to buses only. The district centre includes an Asda Supermarket, post office and other community facilities and shops.

Holtdale Approach is a single 7.3m carriageway road with parking bays adjacent to Ralph Thoresby High School. There are associated school entrance markings and no waiting restrictions together with traffic calming in the form of road humps and raised crossings. A zebra crossing located south of the junction with Holtdale Gardens links the access to Ralph Thoresby High School.

Holtdale Approach joins Otley Old Road at a priority T-junction, and provides access to the residential area of Holt Park and the district retail centre.

Cookridge Fire Station is located between the Tinshill Lane and Holtdale Approach junctions, with direct access onto Otley Old Road. The exit from the fire station is protected by signals for southbound traffic to give priority to emergency service vehicles.

Otley Old Road is typically a 7.3 metre wide single carriageway, with short sections widening up to approximately 8 metres. It is subject to a 40mph speed restriction from the Otley Road junction to the Spen Lane junction, north of which a 30mph speed limit is in place.

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There are no parking or loading restrictions on the main carriageway of Otley Old Road. Residential properties either take access via driveways across grass verges or via streets running parallel to Otley Old Road behind the grass verge. This is illustrated in Photo A.1. There are few commercial properties fronting onto the road, and properties are generally set back from the main road and take access from adjacent side streets or driveways extending across highway verges.

Photo A.1: Otley Old Road looking south close to Hospital Lane

Source: Mott MacDonald

Otley Old Road joins the A660 Otley Road north of the Lawnswood Roundabout at a priority junction. All movements are permitted, except right-turns from Otley Road to Otley Old Road. A right-turn pocket is provided within the central reserve to assist right-turns from Otley Old Road to Otley Road.

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A.2.1.2 Bodington Park and Ride to Village Hotel

North of Lawnswood Roundabout, Otley Road is a dual carriageway, approximately 8.5 metres wide in each direction with advisory cycle lanes on both sides of the carriageway and a large grassed central reservation, shown in Photo A.2. The route is subject to a 40mph speed restriction. There are few existing waiting and loading restrictions and bus stops are provided in inbound lay-bys so as not to obstruct traffic.

On the approaches to the roundabout the entries flare to three lane approaches on all arms of the junction, with the exception of A660 Otley Road from the north, where the road flares to four lanes.

Photo A.2: A660 Otley Road, looking south towards Lawnswood Roundabout from Otley Old Road

Source: Mott MacDonald

Immediately south of the Lawnswood Roundabout the road is a dual carriageway, approximately 8.9 metres wide in each direction with advisory cycle lanes on both sides of the carriageway and a grassed central reservation. The route passes Lawnswood School on the west, and the University of Leeds’ Weetwood playing fields on the east. The speed limit changes to 40mph on the approach to Lawnswood Roundabout, with a 30mph speed restriction south of this point.

There are two lanes in the northbound direction and one general traffic lane and a peak time bus lane in the southbound direction. Residential properties along this section are set back from the road and are accessed via driveways across the footways. At West Park the A660 meets Spen Road and Kepstorn

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Road at a priority give-way junction. South of this point a central hatched area is provided, the northbound carriageway narrows to a single 4.2 metre lane with advisory cycle lane, and the southbound continues as a single all vehicle lane and an AM peak shared bus and cycle lane. The junction on the western side is bounded by shops. In general there are on-street parking and loading restrictions in this area, and cars therefore park on the forecourts in front of shops, as shown in Photo A.3.

Photo A.3: A660 Otley Road, looking south towards West Park

Source: Mott MacDonald

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A.2.1.3 Village Hotel to Shaw Lane

This section of the A660 is typified by a single 4.2 metre wide northbound lane with advisory cycle lane, and a southbound single all vehicle lane and an AM peak shared bus and cycle lane with a central hatched area, as shown in Photo A.4. The southbound bus lane ends approximately 60m north of the Shaw Lane junction to allow a two lane entry into the junction. All junctions along this section are priority with the exception of Thornbury Avenue and Shaw Lane. Speed cameras are located at several locations.

This A660 is bounded mainly by residential properties, which can be accessed via driveways across footways and side roads. There are also a number of retail premises fronting onto the A660, and a private school close to Thornbury Avenue. Access to the Headingley Campus of Leeds Metropolitan University is provided via Churchwood Avenue and St Chad’s Drive.

Photo A.4: A660 Otley Road, looking north towards Churchwood Avenue

Source: Mott MacDonald

Otley Road joins the B6157 Shaw Lane at a signalised junction, which is bounded by retail premises on the northwest and southeast corners. To the east of the junction the B6159 Grove Lane diverges from Shaw Lane at a priority junction. Both Shaw Lane and Grove Lane form sections of an orbital route around the northern suburbs of the city; Shaw Lane links north east towards Meanwood and Moortown, whilst Grove Lane links east towards Chapel Allerton and Chapeltown.

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A.2.1.4 Shaw Lane to Richmond Road

Between Alma Road and North Lane the A660 Otley Road is fronted by the Arndale Centre; this includes a supermarket and several high street shops, with the retail frontages continuing to St Michael’s Road. Bus stops are located in front of the Arndale Centre, and a car park is provided to the rear with higher levels being accessed via a ramp from Alma Road.

Between the junction with Shaw Lane and North Lane, the A660 Otley Road is wide single carriageway up to 5.5m each direction, shown in Photo A.5, flaring to two lanes on the approach to the Shaw Lane and North Lane junctions.

There is a mixture of traffic movements through the centre of Headingley; with North Lane forming a part of the B6157 which is an orbital route around the northern suburbs located approximately mid-way between the Inner and Outer Ring Roads. It links Headingley to Kirkstall and Bramley in the west. The orbital route continues along B6157 Shaw Lane / B6159 Grove Lane, which joins Otley Road further to the north. This means that orbital traffic is forced to mix with radial traffic along the A660 Otley Road for a short distance between the North Lane and Shaw Lane signalised junctions.

Photo A.5: A660 Otley Road, looking south from Shaw Lane

Source: Mott MacDonald

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Wood Lane is a single carriageway road which joins Otley Road adjacent to the southern boundary of the Arndale Centre. There is a point closure on Wood Lane near the eastern boundary of the Arndale Centre. Wood Lane connects to Grove Lane via Grove Road, Woodland Park Road and Balbec Avenue.

South of Wood Lane, Otley Road forms a priority junction with Shire Oak Street, which is a cul-de-sac. Shire Oak Street provides access to a mixture of properties and car parking areas.

Between Shire Oak Street and Richmond Road the A660 Otley Road maintains the wide carriageway width of up to 6.5m, with advisory cycle lanes provided in both directions along much of this section. Whilst the carriageway is marked as a single traffic lane in both directions, traffic has been observed using the carriageway as three lanes, with an informal contra-flow suiting the tidal movements in the morning and evening peak periods. Photo A.6 shows outbound queuing in the PM peak period.

Photo A.6: A660 Otley Road, looking north towards North Lane

Source: Mott MacDonald

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A.2.1.5 Richmond Road to Blackman Lane

Between Richmond Road and Hyde Park Corner the A660 Headingley Lane is typically a single 5.5m carriageway with advisory cycle lanes in each direction, shown in Photo A.7. All side road junctions along this section are priority give-way until Hyde Park corner, with one pedestrian controlled crossing near North Hill Road.

This section of Headingley Lane is bounded by residential properties on the north side, which are typically set back and are bounded from the road with listed boundary walls in the Headingley Conservation Area. The south side is bounded by Headingley Office Park, Rose Court Nursery and the former site of the Leeds Girls Grammar School, which is proposed to be redeveloped as residential apartments.

Photo A.7: A660 Headingley Lane, close to Headingley Hall

Source: Mott MacDonald

Before the Hyde Park Corner junction Victoria Road converges with Headingley Lane from the west at a priority junction, running southwest towards the residential area of Burley Park.

The Hyde Park Corner junction is a signalised crossroads where the A660 Headingley Lane / Woodhouse Lane joins Hyde Park Road and Woodhouse Street. The right turn from Woodhouse Lane to Woodhouse Street is prohibited. All other movements are permitted. The junction is protected by waiting and loading restrictions.

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South of Hyde Park Corner, Woodhouse Lane runs between the more formal part of Woodhouse Moor on the western side and Cinder Moor and Monument Moor on the east, as shown in Photo A.8. In this section the road has two lanes in each direction, including an inbound advisory cycle lane and outbound peak period bus lane, and has a narrow central reserve. There is little frontage development, with waiting and loading restrictions in place on both kerbsides.

Photo A.8: A660 Woodhouse Lane, looking south across Woodhouse Moor

Source: Mott MacDonald

The signalised junction with Clarendon Road is located at the southern end of Woodhouse Moor and Monument Moor, providing access to the residential areas south of Hyde Park and the University of Leeds, and also providing a connection through to the Inner Ring Road at Westgate.

East of the Clarendon Road junction the A660 Woodhouse Lane is a single 5.5m carriageway inbound with advisory with two lane, and one general traffic lane and one bus lane outbound. This area is fronted by the university buildings on the western side and by small retail premises on the eastern side.

The A660 intersects with Blenheim Walk and St Mark’s Road at a signalised junction. South of this the A660 Woodhouse Lane is approximately 13 metres wide, with two lanes in the northbound direction, one of which is a peak time bus lane, and one lane in the southbound direction. Woodhouse Lane is used for local access in the southbound direction, whilst through traffic is signed to use Blenheim Walk which operates one-way southbound and has two lanes for general traffic and a mandatory cycle lane.

Woodhouse Lane continues southbound and is fronted by the University of Leeds on the west, which includes a turning area in front of the main entrance at the Parkinson Building, which also incorporates a taxi rank and is used for pick-up / drop-offs.

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Short stay on-street parking is provided on the eastern side of the street, as shown in Photo A.9, with loading and waiting restrictions on the western side. The frontage generally consists of offices and retail premises which have large front yards which are typically used for private parking.

At the signalised junction with Blackman Lane, Woodhouse Lane southbound traffic turns left to re-join traffic using Blenheim Walk, which operates as one-way southbound from the junction with Woodhouse Lane to the north. The Blenheim Walk / Blackman Lane junction also provides connections for traffic leaving the A58(M) Inner Ring Road off-slips.

Photo A.9: A660 Woodhouse Lane, looking north close to the University of Leeds

Source: Mott MacDonald

A.2.1.6 Blackman Lane to Cookridge Street

Between Blackman Lane and Portland Way the A660 Woodhouse Lane (East) diverges across two routes for inbound and outbound traffic. Inbound traffic exits the Blackman Lane junction with three general traffic lanes; one lane connects to the A58(M) Inner Ring Road and a provides access to the Woodhouse Lane multi-storey car park. One lane continues southbound to the City Centre across the A58(M) Inner Ring Road. A 24-hour bus lane is also provided along this section.

In the outbound direction Woodhouse Lane (West) also crosses the A58(M) Inner Ring Road on an overbridge. The road is a one-way carriageway with one general traffic lane and a peak time bus lane which extends north beyond Blackman Lane past the University of Leeds to the Clarendon Road junction.

The inbound and outbound carriageways converge at the signalised Portland Way junction north of the Rosebowl development. South of this point the A660 Woodhouse Lane provides two lanes in both

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directions, with an advisory cycle lane alongside the outbound carriageway, until the signalised junction with Clay Pit Lane and Cookridge Street.

A.2.1.7 Cookridge Street

The northern section of Cookridge Street is one-way northbound approximately 10.5 metres wide with pay and display parking bays located on both sides of the carriageway and with motorcycle parking provided at the southern end to the north of Leeds City Museum. This section of Cookridge Street is fronted by bars, the Leeds O2 Academy music venue and the Leeds College of Technology.

From Vernon Street to Rossington Street, a short section of Cookridge Street runs through Millennium Square which is pedestrianised. Cookridge Street operates as one-way northbound between Rossington Street and Great George Street, with disabled parking bays on the eastern side and a loading bay on the western side.

The Great George Street / Cookridge Street is signalised with all traffic being directed towards either Woodhouse Lane / Merrion Street or to Cookridge Street (north) and Rossington Street. Great George Street forms a part of the City Loop Road, which in this area runs west to east along Great George Street and Merrion Street.

Between Great George Street and The Headrow, Cookridge Street is one-way northbound, providing on- street loading and parking on both sides of the carriageway near The Light hotel. Parking provision continues on the western side as the carriageway flares to two-lanes on the approach to Great George Street. The junction with The Headrow is also signalised.

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Photo A.10: Cookridge Street, looking north from The Headrow

Source: Mott MacDonald

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A.2.1.8 Park Row and City Square

The route crosses the signalised junction with The Headrow continuing along Park Row to City Square. Park Row is single carriageway approximately 9 metres wide with footways on both sides of the road. Parking and loading restrictions are in force along much of its length. Traffic can be delayed when buses are loading, unloading or parked at the stops on Park Row.

Park Row is restricted to buses, cyclists and taxis along much of its length, shown in Photo A.11. There is some local access to side roads for general traffic, although the section south of Russell Street (both directions) and north of Bedford Street (northbound) is restricted so as not to provide a through route for general traffic.

Premises along the length of Park Row can generally be serviced by adjacent streets, including Upper and Lower Basinghall Street on the eastern side and Wine Street, Greek Street, Bedford Street and South Parade on the western side. There are also provisions for taxis and on-street pay and display parking on Greek Street, Bedford Street and South Parade.

Photo A.11: Park Row looking south at Russell Street

Source: Mott MacDonald

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A.2.1.9 Boar Lane and lower Briggate

City Square and Boar Lane provide access to the railway station for buses and taxis and to servicing areas for the Trinity Leeds Shopping Centre.

The southern section of City Square along Bishopgate Street, Wellington Street and Quebec Street forms part of the City Centre Loop Road. Park Row and Infirmary Street to Boar Lane movements around the north and east of the square are restricted to buses, cycles and taxis. Land use in this section mainly consists of offices and bars.

There are a number of bus stops and loading bays along the length of Boar Lane, and a taxi rank is provided on Duncan Street to the east of the Briggate junction. The Briggate junction is signalised, and provides an exit for servicing vehicles from the central retail area on upper Briggate.

Through traffic in this area is restricted with a peak time bus gate between New Market Street and Duncan Street in both directions, and a bus and cycle lane from City Square into Boar Lane, shown in Photo A.12. Westbound traffic must use either New Station Street or Mill Hill to exit Boar Lane.

Photo A.12: Boar Lane, looking west towards City Square

Source: Mott MacDonald

Lower Briggate is one-way northbound towards the City Centre, with on-street parking, loading bays and taxi ranks. There are a number of retail premises, bars and office developments which front directly onto the street, as shown in Photo A.13.

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Photo A.13: Lower Briggate, looking south from Boar Lane

Source: Mott MacDonald

A.2.2 South Line

A.2.2.1 Lower Briggate to South Accommodation Road

Lower Briggate passes beneath the Leeds – York railway line to a signalised junction with The Calls and Swinegate. The Calls and Swinegate form the southern section of the one-way City Centre Loop, and provides access west towards City Square and the railway station.

South of this junction Bridge End is fronted by small retail premises which generally load from the kerbside and attract pass-by trips, although the route is protected with waiting and loading restrictions. Leeds Bridge has a 7.5 tonnes maximum gross weight restriction, with the exception of local buses. Bridge End is single carriageway and has cycle lanes on both sides of the road; a kerbed central island is provided which restricts total vehicle loadings on the bridge.

At the southern end of Bridge End, Meadow Lane provides access south towards the M621 motorway. There is an off-street car park operated by Leeds City Council located in the central reserve illustrated in Photo A.14, as well as bus stops and a taxi rank on the northbound carriageway.

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Photo A.14: Meadow Lane, looking southwest from Hunslet Road

Source: Mott MacDonald

From Meadow Lane access is provided into the Brewery Wharf area via Dock Street and Waterloo Street and into the previous Tetley’s Brewery via the old Hunslet Road cul-de-sac. A temporary Leeds City Council car park on the former Tetley’s site is accessed from Hunslet Road. This site has a five year approval to March 2017, following which commuter parking provision will be reviewed.

Waterloo Street provides two-way access, with loading bays and on-street pay and display parking provided. Waterloo Street joins Bowman Lane at the priority junction with Kendell Street. Bowman Lane operates as one-way westbound for a short distance from Crown Point Road. There is a turning circle on Bowman Lane to enable vehicles to exit the area via Waterloo Street.

Bowman lane joins Crown Point Road, Black Bull Street and Armouries Way at an intersection that typically allows straight ahead and left movements only, with the exception of a Crown Point Road to Black Bull Street right turn.

East of Black Bull Street, Chadwick Street provides access into the New Dock area, which is shown in Photo A.15. Chadwick Street is a wide single carriageway with time-limited on-street parking. Chadwick Street links to Armouries Drive at a priority crossroads, and this provides access to disabled parking and a multi-storey car park within the New Dock development.

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Photo A.15: Chadwick Street, looking north close to New Dock

Source: Mott MacDonald

East of Chadwick Street the existing road network is formed by Chadwick Street South, Sayner Road and Sayner Lane. Chadwick Street links into Sayner Road / Carlisle Road, which is a wide single carriageway. It has frontage access from a number of properties and some on-street parking is permitted. Sayner Lane runs east from Sayner Road towards South Accommodation Road, and provides unrestricted on-street parking and access into various industrial premises.

A.2.2.2 South Accommodation Road to Church Street

The inner ring road joins Hunslet Road via a grade separated junction, with the John Smeaton Viaduct passing over Hunslet Road. Hunslet Road / Low Road itself forms the A639 radial route south towards Hunslet, Wakefield and Castleford. South Accommodation Road provides access northbound onto the Inner Ring Road, whilst on the south side of the junction the Hunslet Distributor provides links into M621 Junction 4. The junction is shown in Photo A.16.

On the northern side of the A639 there are a number of side streets which provide access to industrial premises and a bus depot. On the south side, Joseph Street links into a residential area and St Joseph’s Primary School. There is generally unrestricted on-street parking on the side streets.

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Photo A.16: Hunslet Road / Hunslet Distributor junction, looking south east from South Accommodation Road

Source: Mott MacDonald

Whitfield Way and Whitfield Square provide local access to a residential area, servicing for Morrison’s supermarket and access for local services such as the Jobcentre, health centre, Garden Gate Public House and a library.

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A.2.2.3 Church Street to Stourton Park and Ride

Church Street forms one of the main routes through Hunslet, and is a wide single carriageway road fronted by the Hunslet District Centre. The road is protected by waiting and loading restrictions, although observations indicate that vehicles wait close to the entrance to the retail area in the mouth of a bus lay-by, as shown in Photo A.17.

Church Street forms a signalised junction with Balm Road / The Oval. The Oval provides the main entrance into car parks for Morrison’s supermarket and an adjacent retail park.

Balm Road has on-street bus stops on both sides of the road after the signalised junction and has loading and waiting restrictions in the vicinity of the junction. The road crosses the railway bridge, and the bridge is protected by barriers along the edge of the carriageway to prevent vehicles from parking on street.

Photo A.17: Church Street, looking north at the Penny Hill Centre

Source: Mott MacDonald

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South of the railway bridge Balm Road has on-street parking and provides access to residential areas, shown in Photo A.18. Balm Road links south towards Belle Isle and Middleton and provides a link to a limited access junction onto the M621 to and from the west.

Photo A.18: Balm Road, looking south from the railway bridge

Source: Mott MacDonald

Belle Isle Road continues from its junction with the M621 as a single lane carriageway with a grass verge and advisory cycle lanes in both directions. Laybys provide spaces for parking for properties which form the frontage of this road and on-street bus stops are present at intervals through to Belle Isle Circus.

Belle Isle Circus is a single carriageway loop that provides links to Middleton to the south and Middleton Ring Road to the west. Winrose Grove is accessed from Belle Isle Circus to the east, and is a single carriageway road with traffic calming measures in place, including a speed humps and build outs. Winrose Grove forms the minor arm of a priority junction with Low Grange View which continues through to its junction with Middleton Road.

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A.3 Proposed Highway Network

A.3.1 North Line

A.3.1.1 Holt Park to Bodington Park and Ride

The Holt Park terminus will provide one NGT stop located to the north of the Holt Park District Centre. A new one-way NGT only link would be created between Holt Farm Rise and Holtdale Approach, with a new signalised junction being introduced along Holtdale Approach to accommodate NGT on its return journey heading southbound. Holt Farm Rise would become an NGT, bus and access-only road, with car park traffic using a new mini-roundabout introduced on Holt Crescent for both access and egress to the existing car park. The priority arrangement at Holtdale Approach and Holt Crescent would be amended as part of these proposals.

NGT will run on-street with general traffic along Holtdale Approach and Otley Old Road. The Tinshill NGT stop will be provided just north of the Tinshill Lane signalised junction adjacent to the existing fire station. The arrangement of the Otley Old Road / Tinshill Lane junction will be unaffected by the introduction of NGT, which will run on-highway with general traffic through the existing junction. NGT will run continue to run online between Tinshill Lane and the A660 Otley Road on both directions. General traffic arrangements remain unaffected by NGT, with two further stops provided along this section; Hospital Lane and Wise Owl. An upgraded access will be provided to the University Lawnswood playing fields, replacing an existing a sub-standard unpaved track. The southbound approach to the A660 Otley Road junction will provide a short section of bus and cycle only lane to allow bus and NGT services to cut to the front of any potential queue.

A.3.1.2 Bodington Park and Ride to Village Hall

At Bodington, northbound services will run in the central reserve in an NGT-only lane, turning right into the Park and Ride site opposite Lawnswood Gardens. The Park and Ride site will have 2 NGT stops to allow for operational flexibility and provides designated Kiss and Ride drop off/pick up both close to the NGT stop and within the car park itself. From the Park and ride Site southbound NGT services will continue in an NGT-only lane within the existing alignment of Otley Road before crossing into the central reserve close to Grangewood Gardens. The A660 / A6120 Outer Ring Road ‘Lawnswood Roundabout’ will be reconfigured and become signalised. NGT will approach the junction from an off-side position from both the northern and southern arms, and will run through the centre of the remodelled junction. The Lawnswood NGT stop will be provided immediately south of the Lawnswood roundabout, with pedestrian controlled crossings provided to allow access to the off-side NGT stops.

NGT will run on the central reserve as far as Weetwood Hall, at which point a nearside bus and NGT lane will be provided in the southbound direction. An NGT-only lane will be provided on the off-side in the northbound direction from the junction with Spen Road. Spen Road which will be upgraded to a two-lane entry to the junction, and the West Park NGT stop will be provided just to the South near Welburn Grove.

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A.3.1.3 Village Hotel to Shaw Lane

A northbound and southbound bus / NGT lane will be provided from West Park to north of Thornbury Avenue. Between Thornbury Avenue and Drummond Road the southbound bus lane will continue, while northbound NGT vehicles will run with general traffic. The A660 / Churchwood Avenue / Glen Road will become signalised, with advanced stop lines provided on all arms and a staggered pedestrian controlled crossing in approximately the same location as the existing crossing. Bus / NGT lanes will be provided in both directions between Drummond Road and St Chad’s Drive.

The A660 junction with St Chad’s Road become signalised, with a pedestrian controlled crossing provided over the A660 on the western arm of the junction. Hollin Road will be converted to one-way northbound only between Otley Road and Hollin Mount. Weetwood Lane will be stopped up at the junction with Otley Road, with traffic diverted via St Chad’s Road. NGT stops will be provided close to the existing Weetwood Lane junction.

The southbound approach to Shaw Lane following the junction with St Chad’s Drive will see NGT share with all traffic and all northbound traffic between these points will share a single lane.

A.3.1.4 Shaw Lane to Richmond Road

NGT will run with general traffic on the short section between the Otley Road / Shaw Lane junction and a new signalised junction at Otley Road / Alma Road. From here NGT will use Alma Road and diverge onto an off-line alignment between Alma Road and Headingley Hill. The off-line section will include a two-way cycleway and separate pedestrian path running parallel to the NGT alignment.

NGT will diverge from Alma Road at a point where access to the Arndale Centre car park is provided from Alma Road. A turn back and layover provision for NGT will be accommodated within this section of off-line alignment. Wood Lane will remain closed, as per the existing arrangement, and an NGT stop will be provided at the intersection of NGT and Wood Lane. Shire Oak Street will be closed to through vehicular movements. Pedestrian and cyclist access will be maintained via the NGT corridor. Vehicular access across the NGT alignment will be maintained to Shire Oak Road and to Headingley Castle via new signalised junctions.

The NGT alignment will join the A660 Headingley Lane close to Richmond Road, at a new signalised junction. An NGT stop will be provided prior to this junction along the offline section of alignment.

A.3.1.5 Richmond Road to Blackman Lane

The southbound NGT will run with general traffic between Richmond Road and Hyde Park Corner. In the northbound direction, NGT will run in a proposed Bus and NGT lane along this section requiring widening of the highway.

Richmond Road will be stopped up, and alternate access will be via Richmond Avenue.

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The Hyde Park Corner junction will be remodelled, with no turns allowed from Woodhouse Lane, Headingley Lane or Woodhouse Street. No right turn will be allowed from Hyde Park Road although the left turn into Headingley Lane will be permitted. Turning movements will be facilitated by diverting traffic via Woodhouse Lane, Cliff Road and Woodhouse Street. In order to safely accommodate the extra traffic travelling across this route, the Woodhouse Street / Cliff Road junction will become signalised.

Two lanes will be provided in each direction between Hyde Park Corner and the Victoria Road junction, which will become signalised. One of the northbound lanes would be dedicated to left turning traffic except buses and NGT. Some land take is required at the Victoria Road junction, where a bus stop and NGT stop will be provided. The Victoria Road junction will operate as left-in / right-out only.

A southbound NGT only lane will be provided across Woodhouse Moor which will run via an offline alignment between Rampart Road and Raglan Road, with an NGT stop being provided near Raglan Road before the NGT re-joins Woodhouse Lane. Northbound along this section will provide a shared nearside bus/NGT lane. The A660 junctions with Cliff Road and Rampart Road will become signalised.

Between Clarendon Road and Blenheim Walk, the northbound NGT will run in a bus and NGT lane, and the southbound NGT will run with general traffic. St Mark’s street will be converted to one-way northbound only.

Between St Mark’s Road and Blackman Lane, Woodhouse Lane will be restricted to NGT, bus and access only. All through traffic diverted onto Blenheim Walk, which will become two-way for general traffic. An NGT stop will be provided outside Leeds University’s Parkinson Building, and the existing turning loop at this location will be redesigned to allow (off-wire) turn back of NGT vehicles. The Woodhouse Lane / Blenheim Walk / St Mark’s Road junction will be reconfigured slightly to accommodate the revised two-way operation of Blenheim Walk.

Blackman Lane between Woodhouse Lane and Blenheim Walk will be converted to run one-way towards Blenheim Walk. The Woodhouse Lane / Blackman Lane junction will be de-signalised as a result.

A.3.1.6 Blackman Lane to Cookridge Street

South of Blackman Lane, Woodhouse Lane remains shared space for public transport and access only. Access is permitted to Lodge Street and Fenton Street. Across the A58(M), the bridge is for public transport and cycles and pedestrians only.

At the junction with Portland Way the southbound NGT will use a separate lane through the proposed gyratory before joining an NGT only lane within a shared space environment which runs parallel with the A660 Woodhouse Lane until the Cookridge Street junction. Northbound NGT passes through the Portland way junction in a nearside bus and cycle only lane.

The northern Woodhouse Lane bridge will continue the revised two-way operation from Blenheim Walk, which will generally provide a single northbound lane and two southbound lanes, with flared approaches to a signalised A58(M) on-slip road junction.

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A.3.1.7 Cookridge Street

NGT will run along the length of Cookridge Street between Woodhouse Lane and The Headrow. Cookridge Street will continue the shared space environment from Woodhouse Lane, allowing public transport vehicles and access only. From woodhouse lane access will be restricted to disabled drivers, delivery vehicles and coaches only, plus NGT. Parking along this section of Cookridge Street will be removed, however motorcycle parking will be maintained and relocated to behind the Arena NGT stop. A number of loading and night time taxi bays will be provided along Cookridge Street. Access will be permitted to Portland Crescent, which will be converted to one-way clockwise running between Cookridge Street and the Rose Bowl car park, and will provide car club, disabled, loading and coach parking facilities. The Portland Crescent junction with the Woodhouse Lane will be converted to permit access and egress from Portland Crescent.

Cookridge Street with be NGT and cycle only between Portland Crescent and Rossington Street. NGT will pass in front of the Civic Theatre and Millennium Square, passing along the existing pedestrian only area. Rossington Street will be maintained as one-way eastbound only, and will provide a number of disable parking spaces and a combined night time taxi and loading bay. Beyond this point the shared space will permit NGT and access.

The junction with Great George Street will remain signalised as presently. Great George Street will be generally unaffected, however will allow left and right turns onto Cookridge Street. Between Great George Street and The Headrow, Cookridge Street will permit public transport and access only. Inbound and outbound NGT stops will be provided in front of The Light Hotel. Loading, drop-off and Motorcycle parking facilities will be provided. St Anne’s Street will be stopped up just north of its junction with Cookridge Street, controlled with bollards. Access and egress from The Light will be maintained via Dudley Way.

A.3.1.8 Park Row and City Square

A northbound bus and cycle only lane will restrict access to the signalised Headrow junction. General traffic will be permitted along Park Row southbound to provide access to Bedford Street, Greek Street and Russell Street. South of Russell Street both directions will permit buses and cycles only to City Square.

NGT stops will be provided within City Square, located on an area of shared space between Park Row and Boar Lane. This provides a direct interchange with buses on City Square, and links to the bus point on Infirmary Street and with Leeds City Station.

Existing connections between Park Row, Infirmary Street and Boar Lane will remain in place, with NGT and the City Square NGT stop set primarily on an existing paved pedestrianised area to the east of City Square.

A.3.1.9 Boar Lane and Lower Briggate

Access to City Square from Boar Lane will be restricted to NGT and cycles only. Traffic from City Square to Boar Lane will permit bus and cycle only, as per the existing situation. NGT will travel with general

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traffic along Boar Lane between City Square and Lower Briggate. Trinity NGT stops will be provided in front of the Holy Trinity Church, which will also allow interchange with adjacent bus stops.

The Boar Lane / Duncan Street / Lower Briggate junction will remain signalised, with entries on all arms reduced to one lane. Lower Briggate will be converted to two-way running, with northbound allowing general traffic and southbound restricted to NGT and cycle only. A number of disabled parking spaces, loading bays, motorcycle parking and a taxi rank will be provided along both sides.

A.3.2 South Line

A.3.2.1 Lower Briggate to South Accommodation Road

NGT will run with general traffic along Bridge End between the signalised Lower Briggate / Swinegate / Call Lane junction and meadow Lane. The Meadow Lane / Dock Street / Hunslet Road junction will be reconfigured, with the existing Hunslet Road arm converted to a shared space restricted to servicing and access only. Hunslet Road will be re-aligned to run between Leeds Bridge House and The Bridge apartments. The Hunslet Road / Meadow Lane junction will be signalised to facilitate the new right turn manoeuvre from Hunslet Road towards Bridge end. The existing Hunslet Road car park and taxi ranks in the area will also be reconfigured slightly to accommodate the revised junction arrangement.

The junction of Hunslet Road / Waterloo Street and offline NGT will be signalised, and north of this point NGT will run off-highway parallel to a slightly re-aligned Waterloo Street and Bowman lane adjacent to the former Tetley’s Brewery Site. The Brewery Wharf NGT stop will be located near Kendall Street.

NGT will cross Black Bull Street and Crown Point Road at a signalised junction to access Chadwick Street. The New Dock stop will be located on a shared space on Chadwick Street. NGT will run with general traffic southbound along Chadwick Street, and along in an NGT and cycle only lane northbound. The Chadwick Street and South Chadwick Street junction will be signalised.

Between Chadwick Street and South Accommodation Road NGT will run off-highway. At the junction of Chadwick Street / Sayner Road / Carlisle Road, the junction will be signalised and re-aligned, and access to Carlisle Road will be closed. Alternate access will be via Clarence Road and Armouries Drive. The nearby Discovery Centre will be provided with a revised access off Carlisle Road. A turn back facility will also be provided at this location.

A.3.2.2 South Accommodation Road to Church Street

NGT will run parallel to Hunslet Road along its northern boundary and beneath the Inner Ring Road between South Accommodation and Foster Street. Pym Street will be closed to vehicular traffic at its junction with Hunslet Road, and alternate access will be via Forster Street. NGT will cross Hunslet Road at Forster Street, and south of this point will continue to run parallel to Hunslet Road along the southern boundary.

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The Joseph Street NGT stop will be provided adjacent to Joseph Street. The Joseph Street / Hunslet Road junction will be signalised, however exit from Joseph Street will continue to be left-out only, as per the existing situation. NGT will run in an off-highway NGT and cycle only lane between St Joseph Street and Whitfield Way. At the Whitfield Way / NGT junction, Whitfield Way will be re-aligned to provide a turning loop and pick-up and drop-off facilities for St Joseph’s School. NGT will run along Whitfield Way with general traffic, and between Whitfield Way and Church Street will run in an NGT and cycle only shared space along the route of an existing pedestrianised area. The Penny Hill NGT stop will provided just north of the junction with Church Street.

A.3.2.3 Church Street to Stourton Park and Ride

The Church Street / Grove Road / NGT junction adjacent to the Penny Hill centre will become signalised, and the existing pedestrian controlled crossing will be maintained along Church Street and reconfigured to a staggered arrangement. NGT will run on-highway with general traffic between the Penny Hill Centre and the Balm Road / The Oval / Church Street. This junction will be unaffected by the introduction of NGT, which will run through the existing arrangement with other traffic.

The northbound approach to the Balm Road / The Oval / Church Street junction will provide a short bus lane, however south of that and southbound traffic along Balm Road will run with general traffic. NGT will run on-street across the railway bridge and continue along Balm Road where the Telford NGT stop will be provided in near the junction with Woodhouse Hill Road. The Woodhouse Hill Road / Balm Road / Moor Road junction will become signalised. Southbound NGT services will continue to run with general traffic through this junction. Northbound NGT approaches the junction from an off-side segregated NGT only lane, and crosses to a nearside NGT and cycle lane as it passes through the junction.

The M621 junction 6 on and off-slip road junctions with Belle Isle Road will be signalised. Northbound NGT passes under the M621 with general traffic before moving to an off-side NGT only lane on the approach to South View Road. The junction of South View Road with Belle Isle Road will be combined with the existing junction of East Grange Drive / West Grange Drive / Belle Isle Road. A new roundabout will be formed, partially signalised on the circulatories to allow NGT vehicles to safely pass through the centre of the junction. NGT will run in off-side lanes in both directions between the new roundabout and Belle Isle Circus. All side roads between these points will be restricted to left-in and left-out turns only, with turn back facilities provided via the roundabout or Belle Isle Circus.

The Belle Isle Circus NGT stop will be provided just north of the junction with Belle Isle Circus, with uncontrolled crossings providing access across Belle Isle Road to the off-side NGT stops. Belle Isle Circus will provide signals on the circulatories at the northern and eastern points where the NGT crosses the circus. NGT will run in an NGT only Lane across the circus between Belle Isle Road and Winrose Grove. Winrose Grove access from Belle Isle will become restricted to NGT and cycles only; alternate access will be via Middleton Road and Low Grange View. Egress from Winrose Grove to Belle Isle Circus will still be permitted for general traffic.

NGT will run with general traffic in both directions along Winrose Grove. The junction of Winrose Grove and Low Grange View will be reconfigured so that Low View becomes the minor arm. The roundabout at

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the Winrose Grove junction with Middleton Road junction will be replaced with a signalised crossroads of Middleton Road, Winrose Grove and the NGT access to the Stourton Park and Ride. Middleton Ring Road will be realigned to join Middleton Road at a priority give way junction just to the south. A drop off area for general traffic will be provided slightly to the North near the junction with Enterprise Way. Vehicle entry/exit to the middle tier of parking at the Stourton Park and Ride will be via Middleton Ring Road. The lower parking areas will be accessed from a new slip road from the M621 off-slip / A61, or from a new arm at the M621 junction 7. Traffic will exit the Park and Ride onto a new slip road on the approach to the M621 junction 7.

A.3.3 Proposed and Committed Transport Schemes

Leeds City Council have identified two schemes that they are promoting in the vicinity of the scheme that will be implemented prior to the forecast opening year of the NGT scheme. These include a junction improvement at the East Parade junction with Greek Street in order to improve sight lines, and a road safety scheme at the Sweet Street West junction with Marshall Street. The introduction of a Cycle Superhighway between Leeds and Bradford will be a key cycle scheme; with smaller schemes including the introduction of a contra-flow cycle scheme on Cookridge Street, a safety scheme at the junction of Blenheim Walk and St Marks Road with the introduction of a new pedestrian crossing and the introduction of a one-way plug on Bainbrigge Road which would prevent traffic from being able to turn into Bainbrigge Road from Headingley Lane.

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Annex B. Junction Schedule

Transport Assessment changes Sept 2013 to Jan 2014

Section B.2 has been updated to include new junctions that were surveyed during July 2013 with the inclusion of Table B.20.

B.1 Introduction

This chapter provides a schedule of junctions modelled, the date survey data was collected, and the growth assumptions for each location.

B.2 Junction Schedule

Table B.1: Priority Network 1 Junctions Junction Road Arms Survey No. Date N15 Clarendon Rd / Raglan Rd / Woodhouse Lane Jul 2012 N16 Rampart Rd / Woodhouse Lane Jul 2012 N17 Cliff Rd / Woodhouse Lane Jul 2012 N18 Hyde Park Rd / Woodhouse St / Woodhouse Lane Oct 2012 N19 Victoria Rd / Regent Park Ave / Headingley Lane Jul 2012 NA17 Cliff Rd / Woodhouse Street Jul 2012

Table B.2: Priority Network 2 Junctions Junction Road Arms Survey No. Date N9 Blackman Lane / Lodge St / Woodhouse Lane Jul 2012 N10 Blackman Lane / Blenheim Walk Jul 2012 N13 Blenheim Walk / St Marks Road / Woodhouse Lane Jul 2012

Table B.3: Priority Network 4 Junctions Junction Road Arms Survey No. Date N28 NGT / Alma Road Jul 2012 N29 Alma Road / Otley Road Jul 2012 N30 Shaw Lane / Otley Road Jul 2012

Table B.4: Priority Network 5 Junctions Junction Road Arms Survey No. Date N42 Kepstorn Road / Spen Road / Otley Road Jul 2012

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Table B.5: Priority Network 6 Junctions Junction Road Arms Survey No. Date N5 Cookridge St / Claypit Lane / Woodhouse Lane Jul 2012 N6 Portland Way / Woodhouse Lane Jul 2012 N7 Queens Square / Portland Crescent / Woodhouse Lane Jul 2012 N8 Queens Square Court / Woodhouse Lane Jul 2012

Table B.6: Priority Network 7 Junctions Junction Road Arms Survey No. Date CC12 Boar Lane / Briggate / Duncan Street Jul

Table B.7: Priority Network 8 Junctions Junction Road Arms Survey No. Date N34 St Chad's Road / Otley Road Jul 2012 N35 Hollin Road / Otley Road Jul 2012

Table B.8: Priority Network 9 Junctions Junction Road Arms Survey No. Date SA17 Church Street / Grove Road / NGT Crossover Jul 2012 SA18 Balm Road / The Oval / Church Street Jul 2012 SA20 Balm Road / Flax Mill Road N/A 2012

Table B.9: Priority Network 10 Junctions Junction Road Arms Survey No. Date S4 Crown Point / Black Bull St / Bowman Lane / Armouries Way Jul 2012

Table B.10: Priority Network 11 Junctions Junction Road Arms Survey No. Date S1 Briggate / Swinegate / The Calls / Bridge End Jul 2012 S2 Bridge End / Dock Street / Meadow Lane / Hunslet Rd Jul 2012 S3 Waterloo Street / Hunslet Road Jul 2012

Table B.11: Priority Network 12 Junctions Junction Road Arms Survey No. Date N46 Lawnswood rbt / Otley Road Jul 2012

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Table B.12: Priority Network 13 Junctions Junction Road Arms Survey No. Date N1 Cookridge St / The Headrow Jul 2012 NA1 Great George St / Cookridge Street Jul 2012

Table B.13: Priority Network 14 Junctions Junction Road Arms Survey No. Date N47 Otley Old Road / Otley Road Oct 2012 NA47 Otley Road / Access to Park & Ride N/A 2012

Table B.14: Priority Network 15 Junctions Junction Road Arms Survey No. Date CC7 Park Row / City Square Jul 2012 CC8 Park Row / Boar Lane / Wellington Street Jul 2012 CC9 Boar Lane / New Station Street / Albion St Jul 2012 CC10 Boar Lane / Lower Basinghall Street Jul 2012

Table B.15: Priority Network 17 Junctions Junction Road Arms Survey No. Date N38 Glen Road / Churchwood Ave / Otley Road Jul 2012 N39 Thornbury Ave / Otley Road Oct 2012

Table B.16: Priority Network 18 Junctions Junction Road Arms Survey No. Date N26 NGT crossing point to NW of Oakfield / Headingley Lane Jul 2012

Table B.17: Priority Network 19 Junctions Junction Road Arms Survey No. Date NB47 Otley Old Road / Tinshill Lane Jul 2012

Table B.18: Priority Networks 20 - 26 Junctions Junction Priority Road Arms Survey No. Network Date N48 20 Otley Old Road / Holtdale Approach Jul 2012 N49 21 Holtdale Approach / Holt Crescent Jul 2012 N50 22 Holt Crescent / Holt Park Rise Jul 2012 N51 23 Holt Crescent / Holt Park Road Jul 2012

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Junction Priority Road Arms Survey No. Network Date N52 24 Holt Park Road / Holt Road / Access to Car Park Jul 2012 N53 25 Holt Park Rise / Access to Car Park Jul 2012 N54 26 Holt Crescent / New northern access to car park Jul 2012

Table B.19: Belle Isle Junctions Junction No. Road Arms Survey Date Belle Isle Site 1 Balm Road / Woodhouse Hill Road / Moor Road Mar 2013 Belle Isle Site 2 M621 J6 on and off slips Mar 2013 Belle Isle Site 3 Belle Isle Road / South View Road Mar 2013 Belle Isle Site 4 Belle Isle Road / East Grange Drive / West Grange Drive Mar 2013 Belle Isle Site 5 Belle Isle Road / Winrose Avenue Mar 2013 Belle Isle Site 6 Belle Isle Road / East Grange Road Mar 2013 Belle Isle Site 7 Belle Isle Road / Low Grange Crescent / Winrose Crescent Mar 2013 Belle Isle Site 8 Belle Isle Circus Mar 2013 Belle Isle Site 9 Winrose Grove / Low Grange View Mar 2013 Belle Isle Site 10 Low Grange View / Middleton Road Mar 2013 Belle Isle Site 11 Winrose Grove / Middleton Road / Middleton Ring Road Mar 2013 Belle Isle Site 12 Middleton Road / Enterprise Way Mar 2013 Belle Isle Site 13 Middleton Road / Cemetery Access Mar 2013

Table B.20: South Line Junctions Survey Junction No. Road Arms Date S10 Hunslet Road / South Accommodation Road July 2013 S11 Hunslet Road / A61 July 2013 S12 Hunslet Road / Forster Street July 2013 S13 Hunslet Road / Joseph Street July 2013

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Annex C. Do-Nothing, Do-Minimum and Do-Something Flows

Transport Assessment changes Sept 2013 to Jan 2014

This chapter has been fully updated to reflect the new derived flows.

C.1 Introduction

This chapter provides the traffic flows used for junction modelling. Data is provided for the 2020 Do, Nothing, Do-Minimum and Do-Something scenarios, for the AM (08:00 – 09:00) and PM peaks (17:00 – 18:00).

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Figure C.1: Otley Old Road / Holt Park Area – Do Nothing AM Peak

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Figure C.2: Otley Old Road / Holt Park Area – Do Minimum AM Peak

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Figure C.3: Otley Old Road / Holt Park Area – Do Something AM Peak

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Figure C.4: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Nothing AM Peak

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Figure C.5: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Minimum AM Peak

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Figure C.6: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Something AM Peak

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Figure C.7: Otley Road / Shaw Lane to Woodhouse Lane / Clarendon Road – Do Nothing AM Peak

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Figure C.8: Otley Road / Shaw Lane to Woodhouse Lane / Clarendon Road – Do Minimum AM Peak

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Figure C.9: Otley Road / Shaw Lane to Woodhouse Lane / Clarendon Road – Do Something AM Peak

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Figure C.10: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Nothing AM Peak

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Figure C.11: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Minimum AM Peak

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Figure C.12: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Something AM Peak

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Figure C.13: Cookridge / Great George Street to Briggate – Do Nothing AM Peak

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Figure C.14: Cookridge / Great George Street to Briggate – Do Minimum AM Peak

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Figure C.15: Cookridge / Great George Street to Briggate – Do Something AM Peak

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Figure C.16: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Nothing AM Peak

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Figure C.17: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Minimum AM Peak

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Figure C.18: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Something AM Peak

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Figure C.19: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Nothing AM Peak

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Figure C.20: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Minimum AM Peak

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Figure C.21: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Something AM Peak

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Figure C.22: Otley Old Road / Holt Park Area – Do Nothing PM Peak

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Figure C.23: Otley Old Road / Holt Park Area – Do Minimum PM Peak

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Figure C.24: Otley Old Road / Holt Park Area – Do Something PM Peak

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Figure C.25: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Nothing PM Peak

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Figure C.26: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Minimum PM Peak

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Figure C.27: Otley Road / Otley Old Road to Otley Road / Weetwood Lane – Do Something PM Peak

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Figure C.28: Otley Road / Shaw Lane to Woodhouse Lane / Clarendon Road – Do Nothing PM Peak

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Figure C.29: Otley Road / Shaw Lane to Woodhouse Lane / Clarendon Road – Do Minimum PM Peak

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Figure C.30: Otley Road / Shaw Lane to Woohouse Lane / Clarendon Road – Do Something PM Peak

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Figure C.31: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Nothing PM Peak

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Figure C.32: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Minimum PM Peak

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Figure C.33: Woodhouse Lane / St Mark’s Road to Cookridge Street – Do Something PM Peak

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Figure C.34: Cookridge / Great George Street to Briggate – Do Nothing PM Peak

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Figure C.35: Cookridge / Great George Street to Briggate – Do Minimum PM Peak

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Figure C.36: Cookridge / Great George Street to Briggate – Do Something PM Peak

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Figure C.37: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Nothing PM Peak

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Figure C.38: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Minimum PM Peak

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Figure C.39: Lower Briggate / Call Lane to Crown Point Road / Black Bull Street / Low Road – Do Something PM Peak

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Figure C.40: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Nothing PM Peak

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Figure C.41: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Minimum PM Peak

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Figure C.42: Church Street / Grove Road to Middleton Road / Middleton Ring Road – Do Something PM Peak

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Annex D. Cycling Facilities

Transport Assessment changes Sept 2013 to Jan 2014

This Annex has been updated to reflect subsequent reviews and provides more details on existing and proposed cycling provision.

D.1 Introduction

This chapter provides details of existing cycle provision along the proposed route of NGT, including census cycling data across Leeds and linkages to cycle networks. This chapter also provides a description of proposed cycle facilities as a result of NGT.

D.2 Existing Provision

D.2.1 Introduction

This section summarises the on-street and off-street facilities for cyclists along the north and south lines of the proposed NGT route. Overall cycling levels in Leeds have seen a general increase between 2001 and 2011, with Census data reporting that the modal share for cycling has risen from 1.4% to 1.9% during this ten year period. Some wards experienced significant increases in cycle usage which are of particular relevance to the NGT alignment as shown in Figure D.1, including Headingley and Hyde Park and Woodhouse.

Figure D.1: Cycle Mode Share (excluding working at / from home)

Source: Leeds City Council/ Census 2001 and 2011

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In order to improve conditions for cyclists and encourage cycling as a mode of transport, Leeds City Council is developing a network of core cycle routes. It is intended that each route will be signed and use a combination of cycle lanes, tracks, quiet roads and junction improvements. As part of this project, routes have already been introduced linking Middleton, West Park, Armley and Alwoodley to the city centre and Temple Newsam with Roundhay Park. Construction work is currently on-going for a route between Garforth and the City Centre and others are anticipated to commence soon. The CyclePoint facility has also been introduced in Leeds railway station, which provides cycle parking, rental, repair and retail services.

Leeds will be hosting the start of the 2014 Tour de France 2014, to which the city council have committed to leaving a lasting legacy for cycling within Leeds. The shared regional legacy plan ‘Get Yorkshire Cycling’ has the vision for Leeds and the region “to be recognised as a great region for safe cycling, inspiring more people to cycle more often”.

D.2.2 Proposed Cycling Schemes

Three proposed schemes that are to introduced prior to the opening of NGT have been identified as being significant due to their contribution to cycling standards and improved safety at junctions and are detailed in the following section.

D.2.2.1 Cookridge Street

A contra-flow inbound cycle lane is to be introduced on Cookridge Street between The Headrow and Rossington Street. This will include changes at the Great George Street Junction and also revisions to the priority at the Cookridge Street and St Anne’s Street junction so that traffic on Cookridge Street gives way to St Anne’s Street. On-street parking is to be removed on Cookridge Street between St Anne’s Street and Rossington Street to accommodate two lanes of traffic and a cycle lane. General traffic will continue to be accommodated in a single lane on Cookridge Street between The Headrow and St Anne’s Street.

D.2.2.2 A660 Headingley Lane

The junction of the A660 Headingley Lane and Victoria Road has been identified as an accident hot spot for cyclists by the Department for Transport, and improvements at this junction include the extension of the existing cycle lane across Headingley Lane at its junction with Victoria Road and resurfacing of existing cycle lanes and improvements to road markings. These improvements are also set to be applied to surrounding areas along the A660, with a new outbound cycle lane being proposed between St Michael’s Road and North Lane.

D.2.2.3 Cycle Superhighway – Leeds to Bradford

Funding has been awarded for the introduction of a 23km Cycle Superhighway connecting Leeds and Bradford which will provide cyclists with a quality route between these two cities. This scheme will support economic activity and growth, represents progress towards a low carbon sustainable transport system and

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enhances people’s quality of life thus supporting the three key objectives of the West Yorkshire Local Transport Plan.

D.2.3 Existing North Line Provision

Figure D.2 and Figure D.3 provide an overview of the existing cycle lanes and advisory routes which correspond with the proposed North Line alignment of NGT.

Figure D.2: Leeds City Council Cycle Map - North

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© Crown copyright and database rights 2012 Ordnance Survey 10019567

Source: Leeds City Council

Figure D.3: Leeds City Council Cycle Map – City Centre

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© Crown copyright and database rights 2012 Ordnance Survey 10019567

Source: Leeds City Council

D.2.3.1 Holt Park to Bodington Park and Ride

Cyclists travel with general traffic around Holt Park and along Otley Old Road between its junction with Holtdale Approach and Otley Road. Advanced stop lines are provided on all arms of the Otley Old Road and Tinshill Lane junction, with staggered Toucan crossings providing connections across the southern arm of this junction with informal paths linking to Farrar Lane to the east.

D.2.3.2 Bodington Park and Ride to Village Hotel

Advisory cycle lanes are provided in both directions on the A660 Otley Road from its junction with Otley Old Road with southbound provision, shown in Photo D.1, ending prior to the egress from the Lawnswood Police Station and northbound provision originating to the north of Lawnswood Roundabout. There is currently no provision for cyclists across Lawnswood Roundabout, with cyclists being expected to travel with general traffic or dismount and use footway facilities.

Cycle lane provision on Otley Road is currently included for southbound cyclists between Lawnswood Roundabout and Weetwood Hall from which point cyclists join the bus lane through to the junction of the entrance to The Village Hall hotel, with a break in provision being required between at the junction with Spen Lane and Kepstorn Road. Northbound cyclists currently travel with general traffic between The Village Hotel and Weetwood Road before joining an advisory cycle lane which connects to the south of Lawnswood Roundabout.

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Photo D.1: Advisory cycle lane north of Lawnswood Roundabout

Source: Mott MacDonald

D.2.3.3 Village Hotel to Shaw Lane

Cyclists travelling southbound along Otley Road following its junction with The Village Hotel use the morning peak hour bus lane which runs almost continually to the north of its junction with Shaw Lane with gaps in provision being required across junctions with minor roads. Northbound cyclists are provided with an advisory cycle lane along Otley Road north of its junction with Shaw Lane through to The Village Hotel entrance; again gaps in provision are found across junction with minor roads along this section of road.

Advanced Stop Lines are provided for northbound cyclists at the pedestrian crossing on Otley Road south of its junction with Churchwood Avenue and on all arms of the Otley Road / Shaw Lane / St Anne’s Road junction.

D.2.3.4 Shaw Lane to Richmond Road

Between the junction with Shaw Lane and Wood Lane cyclists travelling on Otley Road in both directions share with general traffic . At the junction of Otley Road / Wood Lane / North Lane Advanced Stop Lines are provided on Otley Road (South) and North Lane. An advisory cycle lane is provided for inbound cyclists along Headingley Lane between its junction with Wood Lane and St Michaels Road, with outbound cyclists on this section sharing with general traffic. In the vicinity of St Michael’s church there is a break, of approximately 100m, in the inbound cycle lane which then resumes at Bainbrigge Road. From this point, advisory cycle lanes are provided in both directions through to Richmond Road.

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D.2.3.5 Richmond Road to Blackman Lane

Advisory cycle lanes along Headingley Lane in both directions are provided between Richmond Road and Grovesnor Road; from which point cyclists in both directions share with general traffic through to the junction with Hyde Park Road and Wood Street where Advanced Stop Lines are provided on all arms of this signalised junction. No specific provision is made following this junction until an inbound advisory cycle lane is introduced on Woodhouse Lane south of its junction with Cliff Road and continues through to St Mark’s Road. Outbound cyclists are able to use the PM peak bus and cycle lane on Woodhouse Lane between St Mark’s Road and St Mark’s Street with similar provision also being provided between the junction with Clarendon Road and Cliff Road.

Blenheim Walk provides inbound cyclists with a cycle lane starting 75m south of its junction with St Mark’s Road through to the Advance Stop Line provided at the junction with Blackman Lane, with cyclists at this junction also benefiting from an Advance Stop Line on Blackman Lane. On Woodhouse Lane (west) cyclists using this route to travel inbound do so with general traffic and have Advanced Stop Line provision being included on Woodhouse Lane junction with Blackman Lane, with outbound cyclists sharing the bus and cycle lane between Blackman Lane and St Mark’s Road.

D.2.3.6 Blackman Lane to Cookridge Street

Inbound cyclists can access the junction of Woodhouse Lane and Portland Way via Woodhouse Lane (west) where the bus and cycle only lane crosses over the A58(M) bridge. Following this provision inbound cyclists continuing on Woodhouse Lane travel with general traffic and are provided with an Advance Stop Line at the junction with Cookridge Street and Clay Pit Lane. Inbound cyclists intending to access Cookridge Street (which is one way), are provided with a right turn cycle only pocket on Woodhouse Lane to allow for turns to Portland Crescent.

Outbound cyclists benefit from the provision of a bus and cycle only bus lane along Woodhouse Lane between its junction with Portland Way and Blackman Lane which leads from the Advance Stop Line at the junction with Portland Way via a designated cycle lane from Cookridge Street.

D.2.3.7 Cookridge Street

Northbound cyclists intending to travel with general traffic currently have access along Cookridge Street, with southbound cyclists being expected to use Woodhouse Lane and other surrounding streets due to the current one-way arrangement of this road.

D.2.3.8 Park Row and City Square

Along Park Row cyclists are permitted to use the bus lanes, with an advanced stop line provided on the southbound approach to the City Square junction. There are a number of segregated off-road links around the outside of the square between the public space and the existing carriageway providing links in all directions to link Park Row, Boar Lane, Bishopgate Street and Wellington Street. Toucan crossings are provided in City Square to enable cyclists to cross to the segregated paths around the inside of the

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carriageways. At the western end of Boar Lane there are segregated cycle paths which link into the network around City Square. Northbound cyclists are permitted access to the bus and cycle only lane between Infirmary Street and The Headrow.

Connections to Leeds City Station are encouraged through the use of Toucan crossings at key junctions in this area and at the Leeds City railway station; secure parking is provided at the Leeds Cycle Point at a nominal fee per day. Rental options and repair or maintenance of bicycles are also available. These facilities are available between 06:00 and 00:00 on a daily basis and are staffed between 07:00 and 19:00 Monday to Friday and 10:00 – 18:00 during the weekend, with CCTV coverage also provided to cover outside of these times.

In and around the City Centre there are more than 50 existing cycle stands, mostly Sheffield-type stands, as shown in Photo D.2. These are located throughout the central areas, including Briggate and Albion Street, along with The Headrow, City Square and close to the railway and bus stations.

Photo D.2: Typical cycle parking at New Market Street / Central Road junction

Source: Mott MacDonald

Many of the main radial routes into the City Centre have some provision for cyclists; the A647 Stanningley Road, A65 Kirkstall Road, A660 Headingley Lane and A64 York Road all have cycle lanes along some of their length. Off road cycle routes are provided along the Leeds-Liverpool Canal towpath to the west and alongside the Aire and Calder Navigation to the east. These typically link in with facilities within the City Centre.

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Other cycle provisions are found within the city centre along York Street and New York Street close to the bus station. In the westbound direction a short section of mandatory cycle lane is provided between Cross York Street and Harper Street, and this links into an advanced stop line at the Harper Street junction. An advisory cycle lane is provided in the eastbound direction.

Similarly on New York Street a mandatory cycle lane is provided for a short section on the approach to the Harper Street junction in the eastbound direction. This also links into an advanced stop line at the junction.

D.2.3.9 Boar Lane and Lower Briggate

Along Boar Lane eastbound cyclists are able to share the bus only lane which runs between City Square and Lower Basinghall Street, with two way provision also being provided via a dedicated cycle lane between Lower Basinghall Street connecting to Toucan crossings on Bishopgate Street. From this point cyclists travel in both directions along Boar Lane with general traffic until its signalised junction with Briggate.

No specific provision is made for northbound cyclists travelling along the one-way section of Briggate and Lower Briggate with cyclists being expected to share with general traffic from its junction with Call Lane. Southbound and eastbound cyclists are able to continue on via Duncan Street sharing with general traffic before being given access to both the City Centre Loop via Call Lane, again sharing with general traffic, or using the bus and cycle only lane with connects to New Market Street.

At the junction of Lower Briggate / Call Lane / Swinegate, Advanced Stop Lines are provided on Bridge End for northbound and westbound cyclists with a short section of central cycle lane being provided within this junction to support northbound cyclists heading towards Lower Briggate.

D.2.4 Existing South Line Provision

Figure D.4 provides an overview of the existing cycle lanes and advisory routes which correspond with the proposed South Line alignment of NGT.

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Figure D.4: Leeds City Council Cycling Map - South

© Crown copyright and database rights 2012 Ordnance Survey 10019567 Source: Leeds City Council

There are a limited number of off-road cycle facilities along the South Line. An off-road path is provided along the banks of the Aire and Calder Navigation, and this links in with cycling infrastructure and facilities in the City Centre. In addition to this there are a number of on-street provisions, such as advanced stop lines at the Bridge End/Call Lane junction, with advisory cycle lane markings along the length of Leeds Bridge.

D.2.4.1 Lower Briggate to South Accommodation Road

Cyclists using Bridge End in both directions are currently provided with advisory cycle lanes which connect s to Dock Street and Meadow Lane. Traveling via Hunslet Road cyclists are signposted to connect to the National Cycle Network Route 67of which a section is formed via Waterloo Street and Bowman Lane. Route 67 connects Kingston upon Hull with Manchester via Beverley, York and Leeds and continues to pass through the Crown Point Road and Black Bull Street junction connecting the Canal Wharf with

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Bowman Lane and Armouries Way to the west and east of this junction. Cyclists traveling in both directions along Chadwick Street share with general traffic through to its junction with Carlisle Road.

Toucan crossings are provided at the Crown Point Road, Black Bull Street, Crown Point Road / Hunslet Road and the South Accommodation Road / Hunslet Road junctions. There is a shared pedestrian / cycle path along the east side of Hunslet Road north of South Accommodation Road.

D.2.4.2 South Accommodation Road to Church Street

From the junction with the Inner Ring Road there is a shared pedestrian / cycle path along the south side of Hunslet Road, as shown in Photo D.3.

Photo D.3: Pedestrian and cyclist route along Hunslet Road, at the Inner Ring Road junction

Source: Mott MacDonald

In this area there are also traffic-free cycle routes from the western end of Church Street, Hunslet which run southwest towards Beeston, Middleton and Belle Isle.

Cyclists using the roads around Hunslet, including residential streets around the Penny Hill District Centre, share with general traffic.

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D.2.4.3 Church Street to Stourton Park and Ride

The junction of Church Street / The Oval / Balm Road does not currently provide any Advance Stop Line facilities, with cyclists traveling in both directions along Balm Road sharing with general traffic between Church Street and Woodhouse Hill Road. An advisory cycle lane for southbound cyclists commences on Balm Road in line with Sandon Mount and continues through to Belle Isle Road north of its junction with Belle Isle Circus, with a break in provision being found between South View Road and south of its junction with East Grange Drive. Northbound cyclists are also provided with an advisory cycle lane on Belle Isle Road which originates north of its junction with Belle Isle Circus and ends north of Sandon Mount. Again breaks in this provision are required between the junctions of Winrose Avenue and north of South View Road.

Cyclists share with general traffic in both directions along the traffic calmed Winrose Grove, Middleton Road and Middleton Ring Road in this area, with a bridleway linking the Middleton Ring Road across the M621 motorway to the A61 Wakefield Road at Rothwell.

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D.3 Proposed Cycling Provision

Chapter 6 of the NGT TA main report identifies key areas of changes and improvements for cycling provision following the revision of junctions along the proposed alignment.

D.3.1 North Line Proposed Provision

D.3.1.1 Holt Park to Bodington Park and Ride

Generally along this section no specific cycle routes will be provided, and cyclists will have to travel on- street with general traffic as is the current situation.

In the Holt Park District Centre at the north of the route a new contra-flow cycle lane will however be provided parallel to the bus and cycle only lane for eastbound cyclists adjacent to the supermarket. The existing zebra crossing situated on Otley Old Road north of its junction with Raynel Approach will be upgraded to a Toucan crossing with existing footpaths connecting to this crossing becoming unsegregated shared use paths for cyclists and pedestrians.

Within the Holt Park District Centre, new cycle parking and lockers will be introduced within the existing car park adjacent to the relocated recycling centre. This provision will allow connections to the proposed Holt Park NGT stop to be made across the proposed shared space environment on Holt Farm Rise.

A new short section of Bus and Cycle lane provision on the southbound Otley Old Road is to be introduced on the approach to the signalised junction with Otley Road. New Advanced Stop Lines are to be provided on all arms of this junction. A segregated northbound cycle lane is to be provided on Otley Road to assist outbound cyclists left turning onto Otley Old Road. Southbound provision along Otley Road will see the introduction of a continuous cycle lane between the proposed entrance to the Bodington Park and Ride car park and the junction with Lawnswood Roundabout.

In the vicinity of the Bodington Park and Ride, cyclists will be prohibited from using the bus and NGT lanes located in the existing central reserve and forming the bus terminus. Toucan crossings across Otley Road will be provided to the south of the NGT loop to enable cyclists to access the Park and Ride facility.

The existing cycle lanes along Otley Road around Bodington Park and Ride will be upgraded to become mandatory, and advanced stop lines will be provided at all stop lines, except at the Toucan crossing for northbound traffic where a shared use pedestrian and cycle path is to be provided which is intended to also provide a connection for cyclists travelling to Otley Old Road from the Park and Ride.

D.3.1.2 Bodington Park and Ride to Village Hotel

From Bodington Park and Ride the existing cycle lanes will the maintained, and will be extended to Lawnswood roundabout in both directions. The roundabout itself will become signalised as a result of

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NGT, with advanced stop lines provided on the vast majority of arms. Cycle lanes will also be provided on the north and southbound circulatory carriageway within the roundabout.

Multiple unsegregated pedestrian and cycle shared use paths will be implemented to facilitate cycle movements across the Lawnswood roundabout providing connections with staggered Toucan crossings which are to be introduced on Otley Road north and south and across the West Park Ring Road.

For southbound cyclists, continuous provision is made between Lawnswood roundabout and the Village Hotel through a combination of cycle lanes, bus and cycle lanes and unsegregated pedestrian and cycle shared use paths. A new Advanced Stop Line is to be introduced at the signalised junction of Otley Road and Weetwood Hall

For northbound cyclists approximately 50m of existing cycle lane will be removed between the Village Hotel and Welburn Grove due to insufficient carriageway width at the West Park NGT stop with cyclists being expected to share with general traffic along this section. A continuous cycle lane is to be introduced on Otley Road north of its junction with Weetwood Grange Grove introducing continuous provision between here and Lawnswood roundabout, with additional provision being introduced with a shared use path for cyclists and pedestrians linking Otley Road north of its junction with Weetwood Road to Toucan crossings on Lawnswood roundabout.

D.3.1.3 Village Hotel to Shaw Lane

Cycle provision is generally provided continuously for southbound cyclists between the Village Hotel and Shaw Lane through the provision of a NGT, Bus and cycle lane with cycle only lanes being provided across or on the approach to the Otley Road junctions with the entrance to the Village Hotel, Glen Road, Hollin Road, Park Terrace, Cottage Road, Burton Crescent and on the approach to Shaw Lane. An exception for this provision will see a short break around the new junction arrangement at St Chads Road where cyclists will share will general traffic.

A dropped kerb is to be provided north of Park Terrace which will facilitate access to Weetwood Lane via the shared space environment around the closed section of this road.

Northbound cyclists will be required to share with general traffic on Otley Road, as in the existing situation, between Shaw Lane and approximately 80m south of its junction with St Chad’s Drive where provision will change to a cycle lane between this point up to a point 40m of St Chad’s Drive. Cyclists will then be able to use a NGT, bus and cycle lane between here and Drummond Road, with a break in provision being required across the junction with St Chad’s Road. From Drummond Road, approximately 100m of existing cycle lane will be removed and cyclists will share with general traffic before connecting to the remaining cycle lane between Churchwood Avenue and Thornbury Avenue and will then continue to share the NGT, bus and cycle lane until the junction with The Village Hotel entrance with new cycle lanes being provided across junctions with Ancaster Road and Welburn Drive.

New Advanced Stop Lines benefiting northbound cyclists would be provided on the Otley Road approach to the junction with Thornbury Avenue and the approach to the Otley Road junction with St Chad’s Drive.

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The signalisation of the Otley Road / Glen Road / Churchwood Avenue junction will also incorporate Advanced Stop Lines on all arms.

D.3.1.4 Shaw Lane to Richmond Road

From Shaw Lane cyclists will travel on-road for a short distance in both directions to the A660 Otley Road / Alma Road junction, with southbound cyclists benefiting from a short section of cycle lane provision, where Advanced Stop Lines will be provided on all approaches. Cyclists can then choose to either travel on- street with general traffic through the centre of Headingley or divert to travel parallel to the new NGT alignment.

The new segregated footpath and two way cycleway will be provided adjacent to the new NGT alignment. This will run from Alma Road to Richmond Road to tie-in with the existing road network. It will provide a more attractive, traffic-free route for cyclists, avoiding the busy A660 Otley Road / B6157 North Lane junction in the centre of Headingley.

Southbound cyclists will connect to this cycleway via Alma Road or unsegregated shared use paths to the south of Alma Road which connect the proposed controlled and uncontrolled crossing points. Northbound cyclists will be provided with Toucan crossings across Headingley Lane at its junction with Richmond Avenue with a new footway and cycle link will also being provided between the Headingley Lane and Headingley Hill NGT Stop.

D.3.1.5 Richmond Road to Blackman Lane

From Richmond Road existing cycle provision will be improved with the existing advisory cycle lane between Richmond Road and Grovesnor Road being extended to Victoria Road with provision being continuous across all junctions along this section of Headingley lane. Outbound cyclists will be provided with shared bus and cycle lanes and advisory cycle lanes, again continuously between Victoria Road and Richmond Road. Advanced Stop Lines are provided on all approach arms to the A660 Headingley Lane / Victoria Road and Hyde Park Corner junctions. Cyclists will be able to make left turn movements from Victoria Road, which is to be a banned movement for general traffic, through the provision of a cycle lane connection between the new Advanced Stop Line and the outbound NGT, bus and cycle lane on Headingley Lane.

Cyclists will share with general traffic on Headingley Lane in both directions between Victoria Road and Cliff Road, with the signalisation of the Cliff Road incorporating Advanced Stop Lines on all arms.

Across Woodhouse Moor outbound cyclists will be permitted to use the on-street shared bus and cycle lanes between Clarendon Road and Rampart Road, with inbound cyclists continuing to use the existing cycle lane along this section. Cyclists will not be permitted to use the section of segregated NGT lane, but an existing unsegregated cycle and pedestrian shared use path will be maintained and resurfaced adjacent to the offline alignment.

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An existing advisory cycle lane for inbound cyclists will be maintained on Woodhouse Lane between Clarendon Road and south of St Mark’s Avenue, from which point the proposed realignment of the Woodhouse Lane / St Mark’s Road junction will require the removal of existing provision for a short section before recommencing south of Kingston Terrace on both section of Woodhouse Lane (East and West).

At the junction of St. Marks Road / Woodhouse Lane and Blenheim Walk Advanced Stop Lines will be provided on the majority of arms of the junction with staggered Toucan crossing provision between Woodhouse Lane (East and West) to the north of the junction also being introduced.

Both inbound and outbound cyclists will be permitted to travel on-street within the shared space environment along Woodhouse Lane past the university to the Blackman Lane junction. Inbound cyclists will also be provided with an advisory cycle lane along Blenheim Way. Advanced Stop Lines will be provided at A660 Blenheim Way / Blackman Lane junction for inbound cyclists on Blenheim Walk (north) and Blackman Lane (north). A new contra-flow cycle lane will also be provided southbound along Blackman Lane.

D.3.1.6 Blackman Lane to Cookridge Street

South of Blackman Lane, the Woodhouse Lane Bridge (west) will provide public transport, cycle and pedestrian access to the Portland Way junction. The junction itself will incorporate advanced stop lines on the Woodhouse Lane South, North and Portland Way arms.

At the Portland Way junction, cyclists will be permitted to use the NGT lanes, including the off-carriageway section south east of the junction which connects to Cookridge Street. Along Cookridge Street a section of shared public transport, pedestrian and cyclist space will be provided to link through Millennium Square which will support the proposed cycle scheme which is to be introduced on Cookridge Street prior to the construction of NGT.

D.3.1.7 Cookridge Street

The shared use public transport, pedestrian and cycle space will continue along Cookridge Street for both directions of travel to the junction with The Headrow. This will provide a new north-south link through this area of the City Centre for cyclists, which will be relatively lightly trafficked by NGT and delivery vehicles and will support the proposed cycle scheme which is to be introduced on Cookridge Street prior to the construction of NGT.

These proposals will provide part of a direct on-road cycle route between the universities and the City Centre.

D.3.1.8 Park Row and City Square

Between The Headrow and City Square cyclists will be permitted to travel on-street using the proposed bus lanes on Park Row. Within City Square they will be also be permitted to use the segregated NGT sections around the City Square NGT stop.

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All existing cycle routes will be preserved through the city square area, and a new advance stop line will be provided at the new controlled crossing just south of the City Square NGT stop.

D.3.1.9 Boar Lane and Lower Briggate

Cyclists will travel on-street with general traffic along Boar Lane in line with the existing situation. Cycles will be permitted in the southbound NGT lane on Briggate / Lower Briggate between Boar Lane and Call Lane, and new advanced stop lines will be installed at the Boar Lane / Briggate junction on all arms. A cycle-only right turn pocket will also be provided to facilitate right turning cyclists onto Briggate from Boar Lane. Northbound cyclists will continue to travel with general traffic along Briggate between Call Lane and Boar Lane. At the junction of Lower Briggate / Call Lane the existing Advanced Stop Line will be removed for northbound cyclists from Bridge End.

D.3.2 South Line Proposed Provision

D.3.2.1 Lower Briggate to South Accommodation Road

The existing cycle lanes along Bridge End will be maintained, along with existing Toucan crossings over Meadow Lane continuing to provide connections for cyclists in this area.

Following the NGT alignment across Hunslet Road, cyclists will travel on-street along Waterloo Street and Bowman Lane as they will not be permitted to use the segregated NGT lane due to the expected higher speed of NGT vehicles along this section. No additional provision is made along Waterloo Street, although this represents no change from the existing situation and this section of road does form part of Nation Cycle Network Route 67. At the eastern side of Bowman Lane an unsegregated pedestrian and cycle shared use path will link into the existing Toucan crossings over Crown Point Road towards New Dock. The introduction of signals at Crown Point Road junction will see the an Advanced Stop Line provided for northbound cyclists on Crown Point Road.

An unsegregated pedestrian and cycle shared use path then links the Crown Point Road / Black Bull Street junction to a new area of shared use public transport, pedestrian and cycle space on Chadwick Street around the New Dock NGT stop.

Southbound along Chadwick Street will provide a new advisory cycle lane, and northbound cyclists will be permitted to use the NGT lane.

At the junction of Chadwick Street / Chadwick Street South the introduction of signals will include Advanced Stop Lines for northbound and southbound cyclists on Chadwick Street. Cyclists will not be permitted to use the segregated NGT only lanes which commences south of the junction with Chadwick Street South and travels through to South Accommodation Road, however provisional cycle lanes will connect to a new two-way cycle facility which will run parallel to the NGT alignment linking Chadwick Street from its junction with Sayner Road with the existing shared pedestrian and cycle facilities at South Accommodation Road.

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D.3.2.2 South Accommodation Road to Church Street

From the junction with South Accommodation Road, cyclists will not be permitted to use the off- carriageway NGT Lane parallel to Hunslet Road. The existing off carriageway cycle facilities along the western/inbound side of the carriageway will however be maintained between the A61 Inner Ring Road and South Accommodation Road.

South of the NGT crossover at Forster Street cyclists will be permitted to travel along the NGT lanes. A Toucan crossing will be installed across the NGT alignment south of Forster Street to connect to existing cycle facilities in this area.

Cyclists will be permitted to link into the shared space areas between Whitfield Square and Church Street where NGT and cycle only lanes in both directions are proposed.

D.3.2.3 Church Street to Stourton Park and Ride

From Church Street cyclists will travel on-street with traffic to Balm Road. The signalised junction of Church Street / The Oval / Balm Road will be upgraded to provide Advanced Stop Lines on all arms. Along Balm Road southbound cyclists will travel with general traffic to the south of the junction with Woodhouse Hill Road from which point a continuous cycle lane is to be maintained connecting to Belle Isle Circus. Northbound cyclists along Belle Isle Road will continue to benefit from a cycle lane which originates north of Belle Isle Circus and continues through to the junction with Woodhouse Hill Road. Breaks in cycle lane provision will be required around the reconfigured junction of Belle Isle Road / South View Road / East and West Grange Drive in both directions and for northbound provision across junctions with the M621 junction 6 on and off slip.

Cyclists will not be permitted to use the segregated NGT lanes along this section of Belle Isle Road; and will reconnect with NGT on Winrose Grove travelling with general traffic in both directions through to the revised junction of Middleton Road / Middleton Ring Road and Stourton Park and Ride where Advanced Stop Lines are to be introduced on Winrose Grove and Middleton Road North and South. Cyclists will be able to connect to the Stourton Park and Ride via Toucan crossings on Middleton Road through to the simplified streetscape around the Middleton Road NGT stop which will also be the location for cycle stands and locker facilities for use by cyclists.

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Annex E. Walking Facilities

Transport Assessment changes Sept 2013 to Jan 2014

No changes have been made to this chapter.

E.1 Introduction

This chapter provides details of existing walking provision along the proposed route of NGT, including census walking data across Leeds and pedestrian connectivity. This chapter also provides a description of proposed walking facilities as a result of NGT.

E.2 Existing Provision

E.2.1 Introduction

This section summarises the existing walking mode share and pedestrian facilities along the north and south lines of the proposed NGT route.

The overall share of walking as a mode of transport has increased overall from 11.3% in 2001 to 12.4% by 2011, with wards such as City and Hunslet, Headingley and Hyde Park and Woodhouse being recorded as having the greatest increase in the levels of residents walking during this ten year period as shown in Figure E.1.

Figure E.1: Walk Mode Share (excluding working at/from home)

Source: Leeds City Council / Census data 2001 and 2011

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E.2.2 North Line

E.2.2.1 Holt Park to Bodington Park and Ride

Around the Holt Park District Centre surrounding roads have provision for footpaths along at least one side of the carriageway with dropped kerb or raised informal crossings being provided across Holt Crescent, Holt Park Road and Holtdale Approach with footpaths linking to the car park and Holt Farm Rise connecting these crossings.

Along Holtdale Approach pedestrian guardrail is provided outside Ralph Thoresby High School, together with a raised crossing as shown in Photo E.1. A Zebra crossing is also provided approximately 60m to the west towards the western extent of the school. Footpath provision along Holtdale Approach between Holt Crescent and Otley Old Road is to be found on at least one side of the carriageway, with dropped kerbs being provided across all minor roads along this section.

There are also a number of footpaths connecting to the local area, one of which runs from Otley Old Road east of its junction with Tinshill Lane connecting to Farrar Lane and into the Holt Park District Centre via the proposed new Wellbeing Centre.

Photo E.1: Raised crossing at Holtdale Approach

Source: Mott MacDonald

A Zebra crossing, with a central storage area, connects pedestrians across Otley Road to the north of its junction with Holtdale Approach, with pedestrians crossing Holtdale Approach using an uncontrolled dropped kerb arrangement. Along Otley Old Road footpaths are provided on either one or both sides of the road between Holtdale Approach and Otley Road.

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Toucan crossings across all arms of the Otley Old Road / Tinshill Lane junction connect pedestrians to residential properties and footpaths which link to the District Centre. A controlled crossing point over Otley Road is also provided via a Zebra crossing north of the junction with Raynel Approach from which footpaths are provided across the grass verges either side of the carriageway connecting to surrounding residential streets. A Zebra crossing is also provided opposite Holy Name Catholic Primary School, with an informal arrangement with guardrail being present between the school and this crossing facility.

At the junction of Otley Road / Otley Old Road dropped kerbs connect the footpaths across Otley Old Road, with footpaths also being provided across the central reserve to the north of this junction which are accessed via a dropped kerb arrangement.

E.2.2.2 Bodington Park and Ride to Village Hotel

Along Otley Road between its junctions with Otley Old Road and Lawnswood Roundabout footpaths are provided along both sides of the carriageway which are separated from the road by a grass verge for the majority of its length.

At Lawnswood Roundabout uncontrolled crossings are provided across all arms of the junction. This provides some degree of severance to north-south journeys as the approaches to the junction are heavily trafficked and vehicles exit the junction at relatively high speeds, making it difficult for pedestrians to cross.

To the south of Lawnswood Roundabout footpaths on both sides of the carriageway are separated from the road by grass verges and are protected by guardrail through to an uncontrolled crossing arrangement where a short section of footpath is provided across the central reserve.

A staggered Pelican crossing over Otley Road is provided adjacent to Lawnswood School, with footpaths in both directions continuing along Otley Road through to the next controlled crossing provision which is located adjacent to the junction with Kepstorn Road.

E.2.2.3 Village Hotel to Shaw Lane

Along Otley Old Road, from its junction with the entrance to The Village Hotel through to Shaw Lane, footways are provided on both sides of the carriageway. Controlled crossings are facilitated by pedestrian phases being present on Otley Road (south) and Thornbury Avenue at this signalised junction. Further provision along Otley Road includes a staggered Pelican crossing located to the south of its junction with Glen Road; with straight across provision also included north of its junction with Weetwood Lane. Pedestrian phases are also included at the junction t Otley Road / Shaw Lane with pedestrian provision being included on all arms except Otley Road (south).

Pedestrian facilities in this section generally link local shops and schools to bus stops and residential areas. In addition to these facilities there are several footpaths running from Otley Road. This includes a footway linking into residential areas close to Beckett’s Park, as shown in Photo E.2.

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Photo E.2: Pedestrian route from Otley Road to St Chad’s Rise

Source: Mott MacDonald

E.2.2.4 Shaw Lane to Richmond Road

This section of Otley Road is fronted by shops and other commercial properties along much of its length. Footways are provided along both sides of the road throughout. Woodhouse Lane, a side road off of Otley Road adjacent to the Arndale shopping centre, is blocked to traffic but allows pedestrian movements to the residential area behind. Side roads running off the A660 provide links into residential areas, such as Wood Lane shown in Photo E.3, together with some public rights of way which provide cut-throughs into residential areas. An important link is provided to the Deaf and Blind Centre along Shire Oak Road.

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Photo E.3: Wood Lane, east of A660 Otley Road

Source: Mott MacDonald

The retail centre of Headingley is busy with pedestrians, and they are provided for with pedestrian phases on all arms of the North Lane junction. An additional Pelican crossing is provided on Otley Road outside the Arndale Centre and to the south of the junction with St Michael’s Road. Two further pedestrian refuge facilities are included in the middle of Otley Road between its junction with Richmond Avenue and Richmond Road.

E.2.2.5 Richmond Road to Blackman Lane

Headingley Lane is also a busy north-south pedestrian route with footpaths provided on both side of the carriageway, and a Zebra crossing is provided on Victoria Road close to Hyde Park Corner to provide for this route. To the north of this provision a Pelican crossing is located across Headingley Lane south of its junction with North Hill Road. At Hyde Park Corner controlled crossings are also provided on all arms except Headingley Lane.

Between Hyde Park Road and Cliff Road, Woodhouse Lane has guardrail installed in the central reserve which prevents pedestrian connections between the eastern and western side of the road, but has footpaths provided in both directions along this section. To the east of Woodhouse Lane, pedestrians are able to connect to residential streets via footpaths provided through Woodhouse Moor, and to the west public rights of way are provided through Hyde Park.

A Pelican crossing is provided on Woodhouse Lane outside the university’s Electrical Engineering building, and this provides links to the bus stops on the opposite side of Woodhouse Lane. This section of

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Woodhouse Lane is an important north-south pedestrian route, linking the universities with the residential areas of Hyde Park and Headingley. There is also a pedestrian phase across Clarendon Road at the Woodhouse Lane signalised junction.

A Pelican crossing is provided on Woodhouse Lane outside the main entrance to the University of Leeds, and this links the university with retail premises and bus stops on the opposite side of the road. There is a pedestrian route towards Hyde Park through the grounds of the university, although this is private land and is not a public right of way.

Pedestrian phases are included at the junction of St Mark’s Road, Woodhouse Lane and Blenheim Walk, with continuous footpath provision being included along the eastern side of the Woodhouse Lane carriageway connecting to these facilities.

E.2.2.6 Blackman Lane to Cookridge Street

Controlled crossings are provided on the Woodhouse Lane Northbound and Blackman Lane arms at the junction with Lodge Street. At the Blenheim Walk junction for southbound traffic, controlled crossings are provided on all arms except Woodhouse Lane. A Pelican crossing is also provided in front of the multi- storey Woodhouse Lane car park, providing a link towards the nearby Leeds General Infirmary, University and city centre.

Pedestrian walkways are provided across both bridges, and converge at the Portland Way junction. Controlled crossings are provided on all arms of the Portland Way junction, and similarly are provided on all arms at the junction with Cookridge Street just to the South.

E.2.2.7 Cookridge Street

Cookridge Street diverges from the A660 and connects the O2 Academy Leeds, Millennium Square, Leeds City Museum and Leeds City Council. Restricted vehicular access along Cookridge Street is controlled by lockable bollards which are removed for access or in the event of an emergency, and a pedestrian only environment has been created in Millennium Square. To the south of this area, pedestrian phases are incorporated into the junction of Great George Street (West) and Cookridge Street to accommodate north- south pedestrian movements to and from the city centre.

At the western end of The Headrow, The Light shopping and retail centre is a major trip attractor. It also provides covered pedestrian routes, with entries on The Headrow, Albion Street, Cookridge Street and St Anne’s Street. At the junction with The Headrow and Park Row, pedestrian phases are provided on each arm.

The Headrow is an important pedestrian link, with links both along and across the road. Seating is provided for pedestrians at various intervals, and the signalised road junctions along the route all have pedestrian crossing phases.

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E.2.2.8 Park Row and City Square

Many streets in the core retail area, including Briggate, Commercial Street and Lands Lane are pedestrianised, although access for servicing vehicles is possible within this area at certain times. There are a number of important pedestrian routes across the Public Transport Box between key trip attractors, such as the markets, bus and railway stations, and shopping centres.

A controlled crossing is provided at the junction of Park Row and South Parade. A signalised crossing is also provided on Park Row at the junction with the pedestrianised Bond Street. This provides an important link from the central retail area across Park Row towards offices and businesses. Footways on the eastern side of Park Row adjacent to the bus stops have their effective width reduced by street furniture and high footfall in this area; this effectively creates a pinch point for pedestrians.

There are pedestrian crossings across City Square, which represent important routes between the Leeds City railway station and the City Centre, and between the station and offices on Park Row and East Parade.

E.2.2.9 Boar Lane and lower Briggate

Boar Lane and Duncan Street provide important links between the retail areas and office / residential areas to the south. Links to the railway station are also provided from New Station Street towards Lower Briggate alongside the railway viaduct. This also links into the pedestrian Trevelyan Square, which connects into Boar Lane. There are pedestrian crossing points, including a zebra crossing across Mill Hill, to provide links along the south side of Boar Lane towards the railway station.

A pedestrian route is provided from the City Square across Lower Basinghall Street into the Trinity Leeds shopping centre.

Along Boar Lane controlled crossing points are provided at the junctions with Lower Basinghall Street, New Station Street / Albion Street and Briggate. The footway along Boar Lane is heavily trafficked, connecting the railway station and the primary shopping areas of Leeds Trinity and Briggate. The footway narrows in places due to street furniture, bus stops and signs etc.

Lower Briggate connects Boar Lane with Swinegate, Bridge End and The Calls. The Swinegate / Lower Briggate junction has pedestrian phases on all arms except for Bridge End.

E.2.3 South Line

E.2.3.1 Lower Briggate to South Accommodation Road

In general, most of the roads on the South Line have pedestrian footways on both sides of the road. There are a number of important pedestrian routes along the northern section of the South Line, which provide links between the City Centre, Brewery Wharf and New Dock. An additional pedestrian crossing is located at the southern end of Bridge End.

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Brewery Wharf is a pedestrianised area, which is fronted by a hotel, offices and retail premises. From here there is a direct pedestrian route via the Centenary Footbridge across the River Aire. This connects to a public right of way running north towards the Corn Exchange and Market area which passes beneath the railway arches.

Between Brewery Wharf and New Dock there are two pedestrian routes. One is a paved footway alongside the River Aire, and crosses underneath Crown Point Bridge. The other route runs along the footways and crosses Crown Point Road and Black Bull Street at a staggered toucan crossing, as shown in Photo E.4. A public right of way runs from Crown Point Road into Black Bull Street close to Chadwick Street.

Photo E.4: Toucan crossing at Crown Point Road / Black Bull Street / Armouries Way

Source: Mott MacDonald

The pedestrian crossing leads onto Armouries Way, which provides pedestrian access into New Dock, including the Royal Armouries and retail areas. Footways are provided along both sides of the roads along Chadwick Street. There are also access points along Chadwick Street into New Dock, which can be accessed via a footbridge.

South of Chadwick Street, pedestrian crossings are provided on all arms at the Hunslet Road / South Accommodation Road junction.

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E.2.3.2 South Accommodation Road to Church Street

From the junction with South Accommodation Road, a footway is provided along the north side of Hunslet Road, and the footway is segregated from the road by a grass verge. Crossings are also provided across the Hunslet Road South and A639 arms on the Inner Ring Road junction.

Further to the south-east a pedestrian crossing is provided across Low Road close to Epworth Place. This is located close to St Joseph’s Primary School. From this point a pedestrian route links Epworth Place with Whitfield Square and Church Street. A public right of way runs from Whitfield Square west through the residential areas of Jack Lane. The section between Whitfield Square and Church Street is pedestrianised, as shown in Photo E.5.

Photo E.5: Pedestrianised area between Whitfield Square and Church Street, Hunslet

Source: Mott MacDonald

A Pelican crossing is provided across Church Street immediately outside the Penny Hill Centre. This provides links between residential areas and a bus stop on the eastern side and retail units and services on the western side. Further to the south the Church Street / Balm Road signalised junction has pedestrian phases on all arms.

E.2.3.3 Church Street to Stourton Park and Ride

From the junction with Church Street, a Pelican crossing is provided on Balm road at the junction with Moor Road, facilitating pedestrian movements between nearby residential properties, Hunslet Carr Primary School, Arthington Medical Centre and local shops.

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Dropped kerbs are provided across the M621 on and off slip roads. Due to the relatively high flow using these slip roads, this leaves the eastern footway along Balm Road as the preferred route for pedestrians from a safety perspective. South of the M621, Zebra crossings are provided at each side of the Belle Isle Road / East Grange Drive / West Grange Drive. Uncontrolled crossings are provided for side-road crossing movements.

Uncontrolled-crossings are provided at regular intervals across Belle Isle Road to Belle Isle Circus. Within Belle Isle Circus, three paved pedestrian footpaths provide direct access across the grassed area, connecting to the southern and western arms.

A dropped kerb crossing is provided on Winrose Grove at the junction with Belle Isle Circus, and a further dropped kerb is provided at the junction between Winrose Grove and Low Grange View.

E.3 Proposed Provision

E.3.1 North Line

E.3.1.1 Holt Park to Bodington Park and Ride

An uncontrolled pedestrian crossing will be introduced along the bus only section in front of the supermarket and to the north of the car park prior to the mini roundabout on Holtdale approach. The shared space / plaza around the Holt Park NGT stop will provide a connection between the residential areas to the west and the local amenities in this area.

Further controlled crossings will be provided on Holtdale Approach at the following locations:  South of junction with Holt Crescent;  North of southbound NGT access junction;  Adjacent to Ralph Thoresby School Main entrance;  Western side of Ralph Thoresby School; and  West of junction with Holtdale Gardens.

An uncontrolled crossing across Holtdale Approach prior to its junction with Otley Old Road will provide an additional link between existing footpaths in this area. Existing pedestrian desire lines will be formalised from Tinshill NGT stop and Holtdale Approach.

The existing zebra crossing on Otley Old Road, north of the Holtdale Approach junction, will be upgraded to a staggered pelican crossing with a central island. This will benefit pedestrians, but will also allow some degree of priority to NGT, as the crossing will be additionally activated by NGT vehicles approaching the junctions and waiting to turn to and from Otley Old Road.

A number of crossing points on Otley Old Road are also to be provided as follows:  Controlled crossing between Tinshill NGT stop platforms;  Controlled crossing between the Hospital Lane NGT stops;

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 Conversion of the existing zebra crossing immediately west of Raynel Approach to a Toucan crossing;  Uncontrolled crossing across Otley Old Road north of Wise Owl NGT stop;  Controlled crossing between Wise Owl NGT stop platforms;  Uncontrolled crossing across Otley Old Road north of New Adel Lane; and  Uncontrolled crossing points across Otley Old Road and Spen Lane at the Otley Old Road / Spen Lane junction.

At the junction of Otley Road and Otley Old Road controlled staggered crossings are to be provided across Otley Old Road, with a controlled crossing on the slip from Otley Road being provided replacing existing uncontrolled provision. A shared use path will link crossings between Otley Old Road and Otley Road.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.1.2 Bodington Park and Ride to Village Hotel

Access to the Bodington Park and Ride for pedestrians will be supported by Toucan crossings to the south of the NGT stop / Kiss and Ride, with a controlled crossing also being provided across the southern section of this loop. To the north of the NGT stop, staggered crossings will be provided over Otley Road and the northern section of the NGT stop / Kiss and Ride loop. Pedestrian phases will also be included at the junction of Otley Road and the Park and Ride entrance/exit with staggered provision being included across the Park and Ride access road.

Signalised pedestrian crossings will be provided on the main line and slip roads of the Ring Road (West Park), Ring Road (Weetwood) and Otley Road (north) arms of Lawnswood Roundabout. This layout will direct pedestrians around the roundabout, and provide direct north-south and east-west routes for pedestrians across the roundabout.

Signalised pedestrian crossings will also be provided close to the Lawnswood and West Park NGT stops. At the Lawnswood NGT stop the Toucan crossings will be staggered across the various general traffic and NGT lanes, and will also provide an uncontrolled crossing point on the arm of the Weetwood Hall exit road.

A staggered uncontrolled crossing is to be provided north of Oxley Hall, with staggered controlled crossings also being provided on Otley Road north and south at the West Park junction, with uncontrolled crossings provided across both directions of Spen Road.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.1.3 Village Hotel to Shaw Lane

A number of controlled pedestrian crossing points across Otley Road will be provided along this section. These include:

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 Staggered signalised crossing on Otley Road (south) at Thornbury Avenue junction is retained, but amended to suit the new layout;  Staggered signalised crossing with pedestrian refuge on Otley Road (south) at Churchwood Avenue / Glen Road junction is retained, but amended to suit the new layout. Induction loops will be installed to suppress the pedestrian phase if an NGT vehicle is approaching;  Signalised staggered crossing across Otley Road (north) at the junction with St Chad’s Road;  Staggered provision across Otley Road to the south of the junction with Weetwood Lane;  Controlled staggered crossing along Otley Road (south) south of the junction with St Chads Drive; and  Pedestrian phases on all arms, except Otley Road (south) at the Otley Road / Shaw Lane / St Anne's Road junction, with staggered controlled crossings being provided.

These pedestrian facilities will provide increased opportunities to cross Otley Road, and provide easy access to pedestrians to both north and southbound platforms at the proposed NGT stops. Crossings on side roads will maintain the existing north to south footways running alongside Otley Road.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.1.4 Shaw Lane to Richmond Road

From Shaw Lane, a controlled staggered pedestrian crossing with a refuge will be provided across Alma Road at the junction with Otley Road. An uncontrolled crossing will be provided across the NGT alignment at the point where it diverges from Alma Road, with an uncontrolled pedestrian crossing also being provided on Alma Road across the proposed cycle track.

The new NGT alignment between Alma Road and Headingley Lane will provide a new north to south pedestrian bypass around Headingley centre. Segregated pedestrian and cycle paths will run parallel to the new NGT alignment with a Toucan crossing being provided across the offline alignment and the pedestrian bypass across the access to Headingley Castle. Pedestrian crossings will also be provided across the new alignment at the following locations:  Uncontrolled pedestrian crossing along the NGT alignment across the stopped up section of Shire Oak Street;  Signalised crossing on north and south arms of NGT alignment at the junction with Shire Oak Road;  Uncontrolled crossing north and south of Headingley Hill NGT stop.  A signalised crossing will be provided at the Headingley Lane / NGT alignment junction, with staggered crossings on Headingley Lane (north). The existing pedestrian refuge on Headingley Lane at Norville Terrace will be lost, but alternative signalised crossing points will be provided a short distance to the north at the new junction.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

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E.3.1.5 Richmond Road to Blackman Lane

New controlled pedestrian crossing points will be provided between Richmond Road and Blackman Lane at the following locations:  Signalised crossing between Cumberland Road and Grosvenor Road;  Signalised crossing at Headingley Lane / Victoria Road with staggered provision on Victoria Road and on Headingley Lane (north); and  Signalised crossings at Hyde Park Corner junction, on Woodhouse Lane, Woodhouse Street and Hyde Park Road arms.

Pedestrian phases will also be provided at the following signalised junctions:  Woodhouse Street / Cliff Road junction signalised with pedestrian crossings on all arms;  Woodhouse Lane / Cliff Road signalised, with staggered pedestrian crossing over Cliff Road arm;  Woodhouse Lane / Rampart Road signalised junction, pedestrian crossings on Woodhouse Lane (north) and Rampart Road arms;  Uncontrolled crossings on the off-highway NGT alignment near the H R Marsden Monument and at the junction with Clarendon Road; and  Woodhouse Lane / Clarendon Road signalised junction, pedestrian phases on staggered Woodhouse Lane (north) and Clarendon Road arms.

In the university area the pedestrian crossing outside University of Leeds’ Mechanical Engineering building is relocated slightly towards St Mark’s Avenue. Pedestrian phases are provided at the Woodhouse Lane / Blenheim Walk / St Mark’s Road junction. These will be across St Mark’s Road and Blenheim Walk. A staggered crossing will be provided across Woodhouse Lane (access only) and mainline Woodhouse Lane (north) to Blenheim Walk. This provides pedestrian links between the west side of Blenheim Walk and north side of Woodhouse Lane.

A new, wide controlled pedestrian crossing will be provided outside the Parkinson Building, and this will cater for the high levels of pedestrian activity in the area.

The existing controlled pedestrian crossing provision will be changed to uncontrolled at the Woodhouse Lane / Blackman Lane and Blenheim Walk / Blackman Lane junctions but will be adapted to suit the new alignment and arrangement, with no provision being required across the left turn slip from Woodhouse Lane (south).

Woodhouse Lane between the Parkinson Steps and Blackman Lane would have limited traffic access and become a pedestrian dominated environment where shared space principles would apply.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

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E.3.1.6 Blackman Lane to Cookridge Street

The important pedestrian routes between the universities and the City Centre via Woodhouse Lane bridge over the Inner Ring Road with provision being made via the shared space along Woodhouse Lane in this area.

Signalised pedestrian crossings will be provided at the following locations:  Relocated pedestrian crossing on A64(M) on slip;  Controlled crossing on Woodhouse Lane (A660) serving Woodhouse Lane car park;  Uncontrolled crossing on Woodhouse Lane NGT alignment prior to Portland Way junction;  Controlled staggered pedestrian crossing across Portland Way;  Controlled crossing across Portland Crescent;  Controlled staggered crossing across Woodhouse Lane north of Queen’s Square junction;  Uncontrolled crossing between Arena NGT stop platforms;  Signalised crossings at Great George Street (west) / Dudley Way junction;  Uncontrolled crossing across Cookridge Street south of the proposed Civic NGT stop;  Controlled crossings at junction of Woodhouse Lane and Rossington Street with controlled crossings on Woodhouse Lane (south) and on Rossington Street; and  Signalised crossings at Great George Street / Cookridge Street on all arms.

At the junction of Woodhouse Lane and Cookridge Street controlled crossings will be maintained across Woodhouse Lane and the southbound arm of Clay Pit Lane. Uncontrolled crossings are to be provided on the Woodhouse Lane exit slip to Clay Pit Lane and on Cookridge Street (north) across the NGT alignment and proposed access road. Two subways around this junction are to be filled in but the provision of new crossings will ensure pedestrian access and connectivity is maintained in this area.

The existing footway on the eastern side of the A660 (east) adjacent to the multi-storey car park would need be closed due to special constraints and the pedestrian crossing at its junction with Clay Pit Lane relocated north adjacent to the Inner Ring Road. This would allow pedestrians heading into the city from the A660 (east) to cross to Woodhouse Lane (A660 west) or use the existing subway linking to Queens Square Court.

Woodhouse Lane between the Blackman Lane and Cookridge Street would have limited traffic access and become a pedestrian dominated environment where shared space principles would apply.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.1.7 Cookridge Street

The existing pedestrian routes between Portland Way and Portland Crescent will be improved with the extension of the pedestrianised area and the introduction of a shared space environment in this area, which will provide a link between the two streets to link into the proposed Arena NGT stop.

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The shared space environment is to be provided along the length of Cookridge Street connecting through to the junction with the Headrow. Controlled crossings are to be introduced on Great George Street to the east of its junction with Cookridge Street and to the west of its junction with St Anne’s Street.

E.3.1.8 Park Row and City Square

This section of the route includes the proposed City Square NGT stop, which is located on the eastern side of City Square between Boar Lane and Park Row, and this will be served by both of the proposed routes.

Access to the proposed stop is relatively easy via a number of pedestrian crossings, leading into and across the square. There is easy access to Leeds City railway station across Boar Lane and Bishopgate Street. A pedestrian route to the north of the stop allows links into Trinity Leeds Shopping Centre.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.1.9 Boar Lane and Lower Briggate

To the south of the City Square NGT stop, a controlled crossing is to be introduced on Boar Lane across the NGT / Bus only alignment. The existing pedestrian route along the south side of Boar Lane, including the pedestrian crossings across Mill Hill, New Station Street and Lower Briggate, are maintained or upgraded to controlled crossings.

The junction of Boar Lane and New Station Street is to have controlled pedestrian crossings currently provided on all arms maintained. The Trinity Leeds shopping centre servicing area accessed from Bank Street will have an uncontrolled pedestrian crossing provided across Bank Street to maintain pedestrian access along this route.

Staggered crossings are to be replaced by straight across crossings at the junction of Briggate / Boar Lane and Duncan Street.

Access to the westbound NGT stop on the southern side of Boar Lane is provided via the pedestrian crossings at the Briggate and New Station Street junctions.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.2 South Line

E.3.2.1 Lower Briggate to South Accommodation Road

The existing pedestrian crossing facilities are retained at the Swinegate / Briggate junction and amended to suit the new highway layout. The new alignment of the Meadow Lane / Dock Street junction will see the introduction of controlled crossings which link Meadow Lane north and southbound via three crossings.

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Controlled staggered crossings will be provided across Hunslet Road, linking the shared space which is to be created between Dock Street and Hunslet Road. An uncontrolled crossing is to be provided across Dock Street at this junction.

Additional staggered crossing points will be provided at the Hunslet Road / Waterloo Street / NGT alignment junction. This will connect existing pedestrian routes along Waterloo Street from Brewery Wharf towards the Meadow Lane car park, and could also provide links into the Brewery Site, which is currently being developed.

Uncontrolled crossings of the NGT alignment will be provided at both sides of the Brewery Wharf NGT stop. The crossing east of the stop links to an uncontrolled crossing across Waterloo Street to link towards Brewery Wharf and links towards the footbridge, providing a through route towards the Bus Station and Corn Exchange.

Controlled Toucan crossings will be provided at the Black Bull Street / Crown Point Road junction on most arms of this junction. This represents an improvement for pedestrians over the existing situation, which provides a crossing between Bowman Lane and Armouries Drive only.

A new simplified streetscape will be provided on Chadwick Street around the proposed New Dock NGT stop. Uncontrolled crossing points will be provided at either side of the NGT stop across the NGT alignment. Pedestrian phases will be provided at the new signalised junction between Chadwick Street and Chadwick Street South.

Where the NGT runs off-line between Chadwick Street and South Accommodation Road a segregated pedestrian and 2 way cycle route will run alongside. A signalised crossing will be provided across Carlisle Road where it crosses the NGT alignment, and this will allow a continuous pedestrian route alongside the NGT alignment. A controlled crossing point across the NGT alignment will be provided at the point where Sayner Lane will be stopped up, to allow a continuous east to west pedestrian route through the area along Sayner Lane.

Existing crossing points at the South Accommodation Road / Hunslet Road junction will be retained. Two new pedestrian crossings of the NGT alignment will also be provided at the junction with one being controlled and the other being uncontrolled.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.2.2 South Accommodation Road to Church Street

Controlled Toucan crossings of the NGT alignment and Hunslet Road will be provided to the south of the John Smeaton viaduct. These will link into the existing crossings across Hunslet Road and maintain a north-south movement to link into the pedestrian route alongside the Hunslet Distributor.

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An controlled crossing over the NGT alignment will be provided where the NGT crosses to the east of Forster Street. This will retain the continuous pedestrian route running along the south side of Low Road.

To the south of the proposed Joseph Street NGT stop, controlled crossings will be provided on both arms of Joseph Street at its junction with the NGT alignment. This will provide safe pedestrian routes to and from St Joseph’s Primary School, and is important as the pick-up / drop-off location for school buses will be provided on the eastern side of the NGT alignment on Whitfield Way and will require pupils to cross the alignment to access buses. An uncontrolled crossing will also be provided across the NGT alignment, north of the junction with Whitfield Way.

A new shared space area will run from Whitfield Square to Church Street, where NGT will run in an otherwise pedestrianised area. This will include uncontrolled crossings at either end of the proposed Penny Hill NGT stop and will include features to ‘guide’ pedestrians through the area.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.3.2.3 Church Street to Stourton Park and Ride

To the south of the proposed Penny Hill NGT stop the NGT alignment will join Church Street at its junction with Grove Road. This junction will be signalised and controlled pedestrian crossings will be provided on most arms of the junction except on Church Street (North East). The existing pedestrian phases at the Church Street / Balm Road / Beza Street junction will be retained, with additional crossings also being provided at this junction. An uncontrolled crossing will also be introduced on Church Road to the north east of its junction with Hemingway Close.

Along Balm Road the following pedestrian facilities will be provided:

 Controlled crossing between the Telford NGT stop platforms;  Controlled crossing at Balm Road / Woodhouse Hill Road with staggered provision across all arms except Balm Road North;  Belle Isle Road will see the introduction of the following facilities along its length between Woodhouse Hill Road and Belle Isle Circus:  Controlled crossing over M621 Junction 6 off slip;  Uncontrolled crossings for all arms of the Balm Road / South View Road / East Grange Drive with staggered provision over the NGT alignment and East Grange Drive;  Uncontrolled crossings to the north and south of Belle Isle Circus NGT stop;  Uncontrolled crossing over southbound Belle Isle Road approach to Belle Isle Circus;  Controlled crossing over Belle Isle Circus (north circulatory) west of the NGT alignment; and  Controlled crossing over Belle Isle Circus (east circulatory).

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The provision of controlled crossings around Belle Isle Circus (north and east) will ensure connectivity with the diverted footpath through Belle Isle Circus is retained.

The junction of Winrose Grove and Middleton Road will have controlled crossing provided on Middleton Road north and south and Winrose Grove. An uncontrolled crossing will be provided to the west of the Middleton Road NGT stop and will provide access to the stop plaza and NGT park and ride car park in this area.

Further details are available in the scheme plans in the Technical Development Plans (TWAO Document Ref. A-05).

E.4 Pedestrian Connectivity

This section has investigated links to the proposed NGT stops along the route, looking at the important pedestrian links which are provided.

E.4.1 North Line

E.4.1.1 Holt Park

The terminus at Holt Park will provide step-free access into the District Centre and retail areas via a shared space / plaza. Links along the existing footways will also provide links into residential areas to the east, including Holt Road, and to the west including Ralph Thoresby High School and High Field Surgery Wellbeing Centre. A footpath in this area will also connect to the future extension of the Wellbeing Centre, ensuring pedestrian connectivity is accommodated for all facilities.

E.4.1.2 Tinshill

The NGT stop at Tinshill Drive provides links via the existing footways and footpaths in the areas to a number of trip attractors, including links through into the District Centre. Existing footpaths also provide links into residential areas to the north.

E.4.1.3 Hospital Lane and Wise Owl

Footways linking to the Hospital Lane and Wise Owl NGT stops provide connections to the local residential areas and amenities fronting onto Otley Old Road. The conversion of the existing Zebra crossing along Otley Old Road to a Toucan crossing will promote increased pedestrian safety in this area.

E.4.1.4 Bodington Park and Ride

From Bodington, footways along Otley Road will link north towards the residential areas of Adel, and other local retail amenities, including Bodington and Lawnswood University of Leeds playing fields. The

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introduction of controlled crossings across Otley Road will ensure that pedestrian access with Otley Old Road is supported in this area.

E.4.1.5 Lawnswood

From the Lawnswood NGT stop, pedestrian crossings will be provided across Otley Road, allowing easy access to Lawnswood School and the existing footpath east to Oxley Hall (University Halls of Residence and Weetwood playing fields) and Weetwood Lane. The unsegregated pedestrian and cycle shared use path in this area will link Weetwood Road and the Outer Ring Road.

E.4.1.6 West Park

At West Park links will be provided along Otley Road via existing footways, with additional crossings along Otley Road north supporting connectivity in this area. These will link the NGT stop with the local retail facilities and the residential areas on the western side of Otley Road.

E.4.1.7 Churchwood Avenue

This NGT stop will provide links via existing footways along Churchwood Avenue towards the Beckett’s Park Campus of Leeds Metropolitan University and residential areas. Existing footpaths will connect to the southbound NGT stop from residential areas including Weetwood.

E.4.1.8 St Chad’s

At St Chad’s existing footways and new or repositioned crossing points on Otley Road will link the NGT stop to local retail premises, pubs and the community centre and church.

E.4.1.9 Headingley Centre

Links from the Headingley Centre NGT stop will be provided along Wood Lane towards the retail centre of Headingley. This link will be upgraded to provide an attractive pedestrian environment running from the centre of Headingley to the NGT stop.

E.4.1.10 Headingley Hill

At Headingley Hill the footways running parallel to Headingley Lane will provide pedestrian access to the local residential areas and also towards the retail centre of Headingley. A footpath connection will be introduced between the NGT stop and Headingley Lane in this area, formalising anticipated desire lines for pedestrians. To the immediate south of Headingley Lane is Headingley Office Park, Rose Court Nursery and the former site of the Leeds Girls Grammar School

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E.4.1.11 Hyde Park Corner

Links from Hyde Park Corner are provided on existing footways south towards the Hyde Park residential areas via Victoria Road and Hyde Park Road. Links are also provided to Woodhouse via Woodhouse Street.

E.4.1.12 Woodhouse

Pedestrian links to and from the Woodhouse NGT stop will be provided across proposed crossings to the northern sections of the University of Leeds campus. It will also link into existing footpaths through Hyde Park and via footways along Raglan Road towards Woodhouse.

E.4.1.13 University of Leeds

The University of Leeds NGT stops provide easy access to and from the University of Leeds via the main entrance through the introduction of a shared space along Woodhouse Lane and the introduction of uncontrolled crossings in this area. This area will benefit from enhanced and widened footways and a reduction in traffic volumes following the introduction of NGT. Leeds Metropolitan University City Campus at Broadcasting Place will also benefit from the introduction of a shared space along Woodhouse Lane, with additional uncontrolled crossings provided on Woodhouse Lane to the South of Blackman Lane, and across Blackman Lane.

E.4.1.14 Leeds Metropolitan University

Leeds Metropolitan University is to be well connected with the NGT stops via a shared space environment to the west of Woodhouse Lane which also encompasses the NGT, bus and cycle only lanes which connects between junctions with Blenheim Walk and Portland Way. Uncontrolled crossings over the proposed NGT alignment to the north and south of the stop will be incorporated into the provision in this area; with controlled crossings over Portland Way supporting pedestrian access through to Cookridge Street.

E.4.1.15 Arena

The shared space environment to be introduced around this stop will support access to the Leeds O2 Academy, City Museum, Millennium Square and Leeds College of Technology; and will link pedestrians to the rest of Cookridge Street supported by additional controlled crossings across Great George Street.

E.4.1.16 Civic

This stop provides links to the Civic Centre via existing footways and pedestrian crossings. The new sections of shared space on Cookridge Street to the north will provide an improved pedestrian environment to access The Light, Cathedral, City Hall, City Art Gallery and Leeds General Infirmary.

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E.4.1.17 City Square

City Square is a highly visible gateway to Leeds City Centre from the railway station, providing access to the business and shopping districts. Its prominent location and the opportunity for a high quality urban realm make it one of the most important stop locations for NGT.

It is a key interchange point for the NGT system, providing opportunities for passenger interchange with rail and bus services. Proposals include improved adjacent bus stop facilities and improved pedestrian crossing facilities.

E.4.1.18 Trinity

The Trinity NGT stop provides direct access to the southern retail and shopping areas and employment in the City Centre.

E.4.1.19 Brewery Wharf

The NGT stops on Waterloo Street will be accessed via an uncontrolled crossing point. On the northern side of Waterloo Street links are provided into the pedestrianised area of Brewery Wharf, which includes bars, retail units, a hotel and offices. There is also an opportunity for this NGT stop to provide links into any new developments on the Former Tetley’s Brewery site in this area.

E.4.1.20 New Dock

The New Dock NGT stop will be located in a shared space area on Chadwick Street, and provide easy access along good quality pavements through to New Dock. It also links into existing footways alongside Crown Point Road towards the eastern edge of the City Centre.

E.4.1.21 Joseph Street

The Joseph Street stop will have high quality links towards St Joseph’s Primary School and the residential areas to the south. It will also have links along Low Road, to link into existing crossing points to access the retail and residential areas to the north. An existing cut-through provides access into the residential areas of Whitfield Way.

E.4.1.22 Penny Hill

The Penny Hill stops are located in a section of shared space, designed with a ‘pedestrian boulevard’ linking the residential areas of Whitfield Square with the Penny Hill Shopping Centre. This will reinforce the pedestrian links in the local area, between the retail and residential areas and to local amenities located on Whitfield Avenue, including a Job Centre and health centre.

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E.4.1.23 Telford

The Telford NGT stop will link with existing footpaths in this area and continue the strong provision of access to surrounding residential properties. This will be further supported by the introduction of controlled crossing provision across the Balm Road and Woodhouse Hill Road junction to the south of these stops.

E.4.1.24 Belle Isle Circus

The Belle Isle Circus NGT stop will link with existing footpaths in this area, with the introduction of crossings across the northern side of Belle Isle Circus providing further connectivity with residential properties to the south via the footpath through the centre of this roundabout.

E.4.1.25 Middleton Road and Stourton Park and Ride

The Middleton Road stop is intended to provide access to the upper tier of car parking (which is accessed from Middleton Ring Road) of the NGT Park and Ride site. In addition it will also serve the nearby Skills Centre, Health Centre, housing in the vicinity as well as acting as a catalyst for regeneration and further housing.

Links with existing footpaths will be further supported with the introduction of controlled crossings along Middleton Road and Winrose Grove and a formalised footpath will be introduced between Middleton Road NGT stop and Westbury Terrace to the north which will assist pedestrian connections to Stourton Park and Ride.

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Annex F. Public Transport Services

Transport Assessment changes Sept 2013 to Jan 2014

No changes have been made to this chapter.

F.1 Introduction

This chapter provides details of existing public transport provision along the proposed route of NGT, including census bus and train data across Leeds and details of existing bus and rail timetables.

F.2 Bus Services

Overall bus usage levels in Leeds have seen a general decline between 2001 and 2011, with Census data reporting that the modal share for bus use decreasing from 18.6% to 14.8% during this ten year period. The majority of wards reflected this pattern of decline, with a small number showing little or no change as shown in Figure F.1.

Figure F.1: Bus Mode Share (excluding working at/from home)

Source: Leeds City Council/ Census 2001 and 2011

F.2.1 North Line

F.2.1.1 Holt Park to Bodington Park and Ride

There are two frequent services operating to Holt Park, as shown in Table F.1. Service 1 serves the residential areas east of the district centre, running via Holt Road and Otley Road to the City Centre. Service 6 provides a link between Holt Park with the city centre bus station, running via Otley Road.

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Photo F.1: Holt Park Bus Terminus

Source: Mott MacDonald

Table F.1: Frequent bus routes operating to Holt Park Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

In addition to frequent services, there are a number of infrequent local services from Holt Park, as shown in Table F.2. These provide links to Horsforth railway station and residential areas to the north and west with services 31 and 32 operating a hail and ride system in some residential streets around Holt Park.

Table F.2: Local bus routes serving Holt Park Average Daytime Services Destinations Frequency – Week Day 31/32 Horsforth – Holt Park Circular 60 minutes 940 Holt Park – Bramthorpe – Pool – Otley – Wharfedale Hospital 60 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, July 2013

In addition to the Holt Park bus terminus, there are an additional 4 bus stops provided along Holtdale Approach, served by the same services as the Holt Park terminus. Bus stops are also located along Otley

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Old Road at Hospital Lane, Iveson Drive, New Adel Lane, Spennithorne Drive and The Grange Road, primarily served by the number 6 service.

F.2.1.2 Bodington Park and Ride to Village Hotel

This area includes West Park together with other important destinations such as Weetwood Hall and Lawnswood School. There are three sets of bus stops along this section. One is located at the A660 junction with Otley Old Road, served by the 1 and X84. Stops are also provided at Lawnswood School, which are served by the number 1, 6 and X84 services. A further set of stops is provided at Kepstorn Road in West Park, which is served by the 1, 6, 97 and X84 services.

The peak hour inbound bus lane begins close to the junction for Weetwood Hall, as shown in Photo F.2, and continues southbound to the junction with Shaw Lane, with a short break at the West Park junction. At West Park, service 97 diverges along Spen Lane; this serves the residential areas of Horsforth to the west of Holt Park.

Photo F.2: Start of the southbound bus lane at Weetwood Hall

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

In addition to services along the Otley Road corridor, service 8 runs along the Outer Ring Road, linking Pudsey, Horsforth and Seacroft. Interchange is possible at stops close to Lawnswood Roundabout; bus

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lay-bys are provided for eastbound services to the east of the junction and for westbound services immediately to the west of the roundabout.

Services provided along the A660 corridor between Bodington Park and Ride and the Village Hotel are shown in Table F.3

Table F.3: Local bus routes serving A660 Bodington Park and Ride to Village Hotel Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes 97 Leeds – Headingley – Horsforth – Yeadon - Guiseley 20 minutes X84 Leeds – Headingley – Bramhope - Otley 20 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.3 Village Hotel to Shaw Lane

Bus stops are provided at the following locations between the Village Hotel and Shaw Lane.

 Ancaster Road  Churchwood Avenue / Glen Road  St Chads Road  St Chads Drive  St Anne’s Road

These stops typically have shelters with seating, and some also have real time information displays. There is a morning peak hour inbound bus lane running along this section of Otley Road, which operates between 07:30 and 09:30 Monday to Friday. Outside of peak hours parking and loading are permitted in the bus lane.

North of Weetwood Lane the stops are served by the frequent 1 and 6 services, and the regular 97 and X84 services. The regular 28 service to Adel diverge from Otley Road at Weetwood Lane. South of Weetwood Lane the stops are served by the 1, 6, 97, X84 and 28 services.

Services provided along the A660 corridor between the Village Hotel and Shaw Lane are shown in Table F.4

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Table F.4: Local bus routes serving A660 Village Hotel to Shaw Lane Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes 97 Leeds – Headingley – Horsforth – Yeadon - Guiseley 20 minutes X84 Leeds – Headingley – Bramhope - Otley 20 minutes 28 Clarence Dock – Leeds – Headingley - Adel 20 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.4 Shaw Lane to Richmond Road

This section of route includes the centre of Headingley, which is a busy transport hub and is provided with routes that run north-south along Otley Road and east-west along North Lane / Shaw Lane.

Bus stops along the A660 are provided at the following locations:

 Headingley Arndale  Bainbrigge Road / St Columbus Church  Richmond Avenue / Oakfield

Most of these stops have shelters with seating, and the stops in front of the Arndale Centre include lay-bys. Headingley is a popular residential area for students, and therefore there is heavy demand for public transport journeys along the A660 corridor to and from the universities.

The stops are served by the frequent 1 and 6 services, and the regular 28, 97 and X84 services. Interchange is possible with services regular 91 and 38 running along North Lane to Pudsey, Halton Moor, White Rose Centre and Glenhow.

Services provided along the A660 corridor between the Shaw Lane and Richmond Road are shown in Table F.5

Table F.5: Local bus routes serving A660 Shaw Lane to Richmond Road Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes 97 Leeds – Headingley – Horsforth – Yeadon - Guiseley 20 minutes X84 Leeds – Headingley – Bramhope - Otley 20 minutes 28 Clarence Dock – Leeds – Headingley - Adel 20 minutes

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Average Daytime Services Destinations Frequency – Week Day

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.5 Richmond Road to Blackman Lane

This is an extremely busy bus route and incorporates key locations such as Hyde Park Corner, Notre Dame College and the University of Leeds. This section provides for the majority of north/south services on this corridor as well as the most frequent and patronage heavy services.

Bus stops along the A660 are provided at the following locations:

 North Grange Road  North Hill Road  Cumberland Road  Hyde Park Corner  Clarendon Road  St Mark’s Street / St Mark’s Avenue  Leeds College of Art  Leeds University  Lodge Street

The stretch of Headingley Lane to the north of Hyde Park Corner is often heavily congested during peak periods, and there is little public transport priority meaning that buses are also delayed. Several of the stops along this section provide shelters, as shown in Photo F.3.

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Photo F.3: Typical bus stop with shelter along Headingley Lane, showing traffic congestion

Source: Mott MacDonald

An outbound evening peak hour bus lane is provided between Cavendish Road and Hyde Park Corner, which operates between 1600 and 1830. The frequent 56 service joins the A660 from Clarendon Road. Stops north of Clarendon road are served by the frequent 1 and 6 services, and the regular 28, 97 and X84 services. Bus stops south of Clarendon Road are also served by the 56 service.

Services provided along the A660 corridor between Richmond Road to Blackman Lane are shown in Table F.6.

Table F.6: Local bus routes serving A660 Richmond Road to Blackman Lane Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes 97 Leeds – Headingley – Horsforth – Yeadon - Guiseley 20 minutes X84 Leeds – Headingley – Bramhope - Otley 20 minutes 28 Clarence Dock – Leeds – Headingley - Adel 20 minutes 56 Moor Grange – Headingley – Leeds – York Road – Swarcliffe - Whinmoor 8 minutes

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Average Daytime Services Destinations Frequency – Week Day

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.6 Blackman Lane to Cookridge Street

A peak time bus lane runs in the outbound direction from Portland Way north to Blackman Lane. This operates Monday to Friday between 16:00 and 18:30. An inbound bus lane operates full time on the section of Woodhouse Lane between the on-slip to the Inner Ring Road past the multi-storey car park to the Portland Way junction.

The main bus routes along the A660 corridor access the City Centre via Albion Street and Woodhouse Lane, where a contraflow bus lane is provided on the approach to the Great George Street junction. The inbound bus stops are located on a central island at this point, enabling inbound services to bypass general traffic which generally turns left onto the City Centre Loop at this junction. A short section of northbound bus lane is also provided on the approach to the Cookridge Street junction. This is illustrated in Photo F.4.

Photo F.4: Woodhouse Lane looking northbound, with northbound bus lane and southbound contraflow bus lane

Source: Mott MacDonald

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For inbound services there is one stop along this section on Woodhouse Lane adjacent to the multi-storey car park. This stop is served by the 56 and X84 services. Outbound services are provided for at the Fenton Street stop, which is served by the 1, 28 6 and 97. No bus services currently run along Cookridge Street.

Services provided along the A660 corridor between Blackman Lane and Cookridge Street are shown in Table F.8.

Table F.7: Local bus routes serving A660 Blackman Lane to Cookridge Street Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes 6 Leeds – Headingley – Tinshill – Cookridge – Holt Park 10 minutes 97 Leeds – Headingley – Horsforth – Yeadon - Guiseley 20 minutes X84 Leeds – Headingley – Bramhope - Otley 20 minutes 28 Clarence Dock – Leeds – Headingley - Adel 20 minutes 56 Moor Grange – Headingley – Leeds – York Road – Swarcliffe - Whinmoor 8 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.7 Park Row and City Square

The area around Park Row and City Square provides a north to south public transport link between The Headrow and Boar Lane. It is restricted to buses, cyclists and taxis along much of its length.

Bus stops, and the services for each, along Park Row are provided at the following locations:

 Park Row R8 – X64, X60, 163, 166, 167, 168  Park Row P1 – 508, 670, 671, 33, 33A, 760  Park Row P3 – 1  Park Row P4 – 41, 42, 444, 446  City Square – 16, 4, 4A, 757, X41

Most of these are stops sheltered and in good condition, whilst the others are bus stands. In addition to routes along Park Row there are a number of bus interchange and terminus points nearby, including Infirmary Street and Leeds Railway Station Interchange.

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The Infirmary Street bus point, shown in Photo F.5 is located approximately 100m west of Park Row, and is formed by three bus stops with shelters on the northern kerbside and three covered shelters on a central island. These stops serve as a set-down point for inbound services and boarding points for cross-city services.

Photo F.5: Infirmary Street Bus Point, looking north west from City Square

Source: Mott MacDonald

Services provided along the Park Row are shown in Table F.8.

Table F.8: Local bus routes serving Park Row to City Square Average Daytime Services Destinations Frequency – Week Day 1 Holt Park – Lawnswood - Headingley – Leeds - Beeston 7/8 minutes X60 Leeds – Kippax – Great Preston No regular service

163/166 Leeds – York Road – Garforth - Cassleford 15 minutes

167 / 168 Leeds – Woodlesford – Great Preston – Allerton Bywater - Castleford 30 minutes

508 Leeds – Kirkstall – Thornbury – Shelf - Halifax 30 minutes

670 / 671 Leeds – Rodley – Calverley – Greengates - Bradford 30 minutes

33 / 33A Leeds – Kirkstall – Horsforth - Rawdon 10 minutes

760 Leeds – Rodely – Calverley – Greengates – Shipley – Keighley 30 minutes

42 Old Farnley – Lower Wortley – Leeds – Gipton - Oakwood 10 minutes

444 Leeds – Rothwell – Stanley - Wakefield 20 minutes

446 Leeds – Haigh Road – Rothwell – Woodlesforth – Stanley - Wakefield 60 minutes

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Average Daytime Services Destinations Frequency – Week Day 16 Pudsey – Farsley – Bramley – Armely – Leeds – Seacroft - Whinmoor 10 minutes

4 / 4A Galloway Lane – Pudsey – Gamecock Inn – Leeds - Seacroft 10 minutes

757 Leeds – Kirskstall – Horsforth – Leeds Bradford Int Airport 30 minutes

X41 Leeds – Lofthouse – Outwood - Wakefield No regular service

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.1.8 Boar Lane and Lower Briggate

The southern sections of NGT through the City Centre pass along Boar Lane. This stretch is heavily frequented with bus traffic and there are 13 bus stops along the route.

Lower Briggate is one-way inbound, and there are currently no bus stops along this section. However, Lower Briggate forms one of the main routes into the City Centre for cross-city services, with services running outbound via Call Lane and The Calls to access Leeds Bridge.

Bus stops, and the services for each, along between Boar lane and Lower Briggate are provided at the following locations:

 Boar Lane P6 – 19, 19A, X60, 40, 163, 166  Boar Lane T1 – 444, 5, 168, 446, 62, 62A, 64, 167, 481, 11A  Boar Lane T9 – 87, 7, 7A, 7S, 62, 85, 11  Boar Lane T8 – 446, 229, 757, 209, 444  Boar Lane T7 – CB, 254, 225, 55, 64, 74, 90, 252  Boar Lane T2 – 757, 4, 4A, 16, 7, 7S, 7A, X7, 203, 229, 221, 117, 254, 74, 255, 202  Boar lane T6 – 16, 16A, 4

Services provided along this section are shown in Table F.9.

Table F.9: Local bus routes serving Boar Lane to Lower Briggate Average Daytime Services Destinations Frequency – Week Day X60 Leeds – Kippax – Great Preston No regular service

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Average Daytime Services Destinations Frequency – Week Day 163/166 Leeds – York Road – Garforth - Castleford 15 minutes

167 / 168 Leeds – Woodlesford – Great Preston – Allerton Bywater - Castleford 30 minutes

444 Leeds – Rothwell – Stanley - Wakefield 20 minutes

446 Leeds – Haigh Road – Rothwell – Woodlesforth – Stanley - Wakefield 60 minutes

16 / 16A Pudsey – Farsley – Bramley – Armely – Leeds – Seacroft - Whinmoor 10 minutes

4 / 4A Galloway Lane – Pudsey – Gamecock Inn – Leeds - Seacroft 10 minutes

757 Leeds – Kirskstall – Horsforth – Leeds Bradford Int Airport 30 minutes

19 / 19A Ireland Wood – Tinshill – Headingley–Burley Leeds – Halfton – East 30 minutes Garforth 40 Leeds – Halfton – Cross Gates – Swarcliffe – Seacroft 7/8 minutes

5 Old Farnley – Armley – Leeds – Halfton Moor 10/20 minutes

62 / 62A Cross Green – Leeds – Armley – Pudsey - Shipley 30/60 minutes

64 Gildersome – Morley – Beeston – Holbeck – Leeds – Aberford 30 minutes

481 Leeds – Middleton – Thorpe – East Ardsley – Wrenthorpe - Wakefield 60 minutes

11A Cross Gates – Scholes – Seacroft – Gipton – Leeds 60 minutes

229 Leeds – Gilersome – Batley – Hartshead – Huddersfield 30 minutes

209 Leeds – Whitehall Road – Gildersome - Heckmondwike 60 minutes

CB City Bus Circular Route 8-10 minutes

254 / 255 Leeds – New Farnley – Dringlington - Cleckheaton 15 minutes

225 Leeds – Cleckheaton – Clifton - Brighouse No regular service

74 Middleton – Leeds – Hunslet – Belle Isle 30 minutes

55 Moor Allteron – Meanwood – Little London – Leeds 30 minutes

252 Leeds – Cleckheaton – Scholes - Dewsbury Saturday only

757 Leeds – Kirkstall – Horsforth – Leeds Bradford Int Airport 30 minutes

7 Leeds – Scott Hall – Moortown – Primley Park 10 minutes

7A Leeds – Scott Hall Road – Moortown - Alwoodley 20 minutes

7S Leeds – Scott Hall Road – Moortown - Shadwell 20 minutes

X7 Alwoodley – King Lane - Leeds No regular service

202 / 203 Leeds – White Rose Centre – Mirfield - Huddersfield 15 minutes

221 Leeds – White Rose Centre – Morley - Mirfield 30 minutes

117 Leeds – Tingley – Westerton – Shaw Cross - Wakefield 60 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

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F.2.2 South Line

F.2.2.1 Lower Briggate to South Accommodation Road

Bridge End is used as one of the main routes into and out of the City Centre for cross-city services. Stops are located on Meadow Lane, where a lay-by with two bus stands with shelters is provided in the southbound direction and a bus stand without a shelter is provided in the northbound direction.

Crown Point Bridge is also used by services to access the City Centre, including the Central Bus Station. Crown Point Road is used by inbound services, whilst Black Bull Street is used by outbound services. There are two bus stands on Crown Point Road, south of the junction with Bowman Lane, and there is one bus stand for outbound services on Black Bull Street.

One bus stop is provided along the route proposed route of NGT, at the Royal Armouries at new Dock. This is served by the regular 28 service, shown in Table F.10.

Table F.10: Local bus routes serving Lower Briggate to South Accommodation Road Average Daytime Services Destinations Frequency – Week Day 28 Clarence Dock – Leeds – Headingley - Adel 20 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

Photo F.6: Bus layover on Chadwick Street close to Armouries Drive

Source: Mott MacDonald

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F.2.2.2 South Accommodation Road to Church Street

Along Hunslet Road bus stops are provided at Pym Street and Stafford Street, all providing shelters. Services provided along this section are shown in Table F.11.

Table F.11: Local bus routes serving South Accommodation Road to Church Street Average Daytime Services Destinations Frequency – Week Day 168 Leeds – Woodlesford – Great Preston – Allerton Bywater - Castleford 30 minutes

444 Leeds – Rothwell – Stanley - Wakefield 20 minutes

446 Leeds – Haigh Road – Rothwell – Woodlesforth – Stanley - Wakefield 60 minutes

74 Middleton – Leeds – Hunslet – Belle Isle 30 minutes

74A Middleton – Parkwood Estate – Leeds – Hunslet - Stourton – Belle Isle Saturday Srevice Only

12 Middleton – Belle Isle – Hunslet – Leeds – Harehills – Roundhay Park 10 minutes

13/13A Brackenwood – Harehills – Leeds – Hunslet – Belle Isle - Middleton 10 minutes

110 Leeds – Lofthouse – Outwood – Wakefield - Kettlethorpe 10 minutes

189 Leeds – Oulton – Mickletown - Wakefield 30 minutes

85 Bramley – Leeds – Hunslet – Middleton – Westerton - Morley 60 minutes

86A St James Hospital – East End Park – Hunslet – Holbeck - Bramley Saturday Service Only

410 Leeds – Oulton – Methley - Pontefract 30 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.2.2.3 Church Street to Stourton Park and Ride

Bus routes split at the Low Road / Church Street junction, where routes southeast to Wakefield and Castleford continue along Low Road, and those serving Hunslet, Middleton and Belle Isle use Church Street. The services using Church Street are shown in Table F.12.

Table F.12: Local bus routes serving Church Street Average Daytime Services Destinations Frequency – Week Day 48 Wigton Moor – Moortown – Leeds – Hunslet - Middleton 60 minutes

74 Middleton – Leeds – Hunslet – Belle Isle 30 minutes

74A Middleton – Parkwood Estate – Leeds – Hunslet - Stourton – Belle Isle Saturday Srevice Only

12 Middleton – Belle Isle – Hunslet – Leeds – Harehills – Roundhay Park 10 minutes

13/13A Brackenwood – Harehills – Leeds – Hunslet – Belle Isle - Middleton 10 minutes

86A St James Hospital – East End Park – Hunslet – Holbeck - Bramley Saturday Service Only

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Average Daytime Services Destinations Frequency – Week Day

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

There are three bus shelters on Church Lane that provide for journeys to and from Hunslet District Centre. These are in good condition with seating. The southbound stop on Church Street is located in a large lay- by, as shown in Photo F.7, and this is sometimes used by vehicles waiting and loading in front of the retail units in the shopping centre.

Photo F.7: City-bound bus stop at Penny Hill Centre

Source: Mott MacDonald

Along Balm Road and Belle Isle Road bus stops are located at the following locations:

 Midland Road  Playfair Road  South View Road / West Grange Drive  East Grange Road  Low Grange Crescent / Winrose Crescent

Services split along Midland Road, with those running to Middleton via Belle Isle continuing along Balm Road and the others using Midland Road / Pepper Road. Stops south of Midland Road are therefore served by the frequent 12, 13 and 13A services, and the regular 48 service. Midland Road is served by the same, plus the regular 74, 85, 86 and 87 services. Bus stop provisions are a mix of poles and shelters. Many of the southbound stops are within specific laybys or set within non-traffic lanes.

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Services provided along Balm Road and Belle Isle Road are shown in Table F.13

Table F.13: Local bus routes serving Balm Road and Belle Isle Road Average Daytime Services Destinations Frequency – Week Day 48 Wigton Moor – Moortown – Leeds – Hunslet - Middleton 60 minutes

74 Middleton – Leeds – Hunslet – Belle Isle 30 minutes

12 Middleton – Belle Isle – Hunslet – Leeds – Harehills – Roundhay Park 10 minutes

13/13A Brackenwood – Harehills – Leeds – Hunslet – Belle Isle - Middleton 10 minutes

85 Bramley – Leeds – Hunslet – Middleton – Westerton - Moreley 60 minutes

86 Middleton – Belle Isle – Hunslet – Holbeck – Armeley – Bramley 30 minutes

87 Bramley – Leeds – Hunslet – Middleton Circus – East Ardsley 60 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

Three bus stops are also located close to the NGT entrance into the Stourton Park and Ride on Middleton Road; a north and southbound stop at Enterprise Way, and a southbound stop at Low Grange View. The Enterprise Way stops will be relocated closer to the NGT Middleton Road NGT stop into the Shared Space upper tier plaza to allow better interchange facilities between NGT and other bus services.

Services stopping at the Middleton Road stops are shown in Table F.14.

Table F.14: Local bus routes serving Middleton Road Average Daytime Services Destinations Frequency – Week Day 74 Middleton – Leeds – Hunslet – Belle Isle 30 minutes

85 / 85A Bramley – Leeds – Hunslet – Middleton – Westerton - Moreley 60 minutes

86 Middleton – Belle Isle – Hunslet – Holbeck – Armeley – Bramley 30 minutes

87 Bramley – Leeds – Hunslet – Middleton Circus – East Ardsley 60 minutes

Source: http://www.wymetro.com/BusTravel/mapsandguides/, September 2013

F.3 Trains

F.3.1 Introduction

Overall rail usage in Leeds has seen a general increase between 2001 and 2011, with Census data reporting that the modal share for cycling has risen from 1.7% to 3.5% during this ten year period. Some wards experienced significant increases in rail usage which are of particular relevance to the NGT scheme as shown in Figure F.2, including City and Hunslet and Headingley.

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Figure F.2: Rail Mode Share (excluding working at/from home)

Source: Leeds City Council/ Census 2001 and 2011

F.3.2 North Line

The Harrogate line runs roughly parallel to the A660 Otley Road corridor, with three stations between the proposed terminus of the NGT route at Holt Park and Leeds City Centre. The closest rail stations to the North Line corridor are:

 Horsforth, off Tinshill Lane approximately 1.4km southwest of Otley Old Road  Headingley, located off Kirkstall Lane approximately 1.3km west of Otley Road / North Lane junction in Headingley  Burley Park, off Cardigan Road approximately 950m southwest of Headingley Lane

Local services from these stations are summarised in Table F.15. A plan of the local rail network is shown in Figure F.3.

Table F.15: Local rail services along the Harrogate Line Typical journey time to Typical journey time from Station Daytime Frequency Leeds Leeds Horsforth 2 per hour 17 minutes 12 minutes Headingley 2 per hour 13 minutes 7 minutes Burley Park 2 per hour 11 minutes 4 minutes

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Figure F.3: West Yorkshire local rail network

Source: http://www.wymetro.com/ (September 2013)

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The Leeds City Railway Station is located on New Station Street on the south side of City Square and at the south-western corner of the City Centre. Pedestrian access to the station is provided via New Station Street, or via the north concourse onto City Square or Aire Street.

A small transport interchange is provided on the station forecourt on New Station Street, as shown in Photo F.8 . This includes four bus stops and a taxi rank, which are accessed via New Station Street from Boar Lane and exit onto Wellington Street on City Square.

Photo F.8: Leeds City Railway Station, showing bus interchange and taxi rank

Source: Mott MacDonald

The station provides nationwide rail services as well as regional links. West Yorkshire services are shown in Table F.16 to Table F.26.

Leeds is served by the East Coast mainline, linking to Doncaster and London. Intercity links via Cross Country and Trans Pennine Express services link the city to Birmingham, Manchester, Liverpool, Newcastle and Scotland. Northern Rail operates regional and inter-regional services from the station. Wider connections to the national network can be made from these destinations.

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Table F.16: Airedale Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Shipley - Keighley - Skipton* 30 mins 30 mins 60 mins Bradford Forster Square - Shipley - Keighley - Skipton 30 mins 60 mins 120 mins

Source: wymetro.com

Table F.17: Caldervale Line Service Frequency Monday to Saturday Frequency Sunday Route Daytime Late evening Frequency Leeds - Bradford Interchange - Halifax 15 mins 30 mins 20 mins Leeds - Bradford Interchange - Halifax - Rochdale - 30 mins 60 mins 60 mins Manchester Victoria Leeds - Bradford Interchange - Halifax - Huddersfield 60 mins 60 mins 120 mins Leeds - Bradford Interchange - Halifax - Blackburn - Preston 60 mins 120 mins 60 mins - Blackpool Leeds - Dewsbury - Brighouse - Todmorden - Manchester 60 mins No Service No Service Victoria Bradford Interchange - Halifax - Brighouse - Wakefield Three trains a Three trains a Three trains a day Kirkgate - Pontefract Monkhill - Doncaster - London day day

Source: wymetro.com

Table F.18: Hallam Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Castleford 30 mins 30 mins 60 mins Leeds - Castleford - Wakefield Kirkgate - Barnsley - Sheffield 60 mins 60 mins 120 mins Leeds - Wakefield Kirkgate - Barnsley - Sheffield 30 mins no service 60 mins Leeds - Wakefield Kirkgate - Barnsley - Sheffield - Chesterfield 60 mins no service 60 mins - Nottingham

Source: wymetro.com

Table F.19: Harrogate Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Headingley - Horsforth - Harrogate - Knaresborough 30 mins 60 mins 60 mins

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Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Harrogate - Knaresborough - York 60 mins 60 mins 60 mins

Source: wymetro.com

Table F.20: Huddersfield Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Dewsbury - Mirfield - Huddersfield (local) 60 mins 60 mins 120 mins Leeds - Dewsbury - Mirfield - Brighouse - Todmorden - 60 mins No Service No Service Manchester Victoria Leeds - Huddersfield - Manchester Piccadilly (First Trans 4 per hour 30 mins 20 mins Pennine Express) Wakefield Westgate - Wakefield Kirkgate - Mirfield - 60 mins 60 mins No service Huddersfield Huddersfield - Ashton-under-Lyne - Manchester Victoria 60 mins 60 mins 60 mins

Source: wymetro.com

Table F.21: Leeds – Bradford Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Shipley - Bradford Forster Square 30 mins Bradford and Shipley only 60 mins Leeds - New Pudsey - Bradford Interchange 15 mins 30 mins 20 mins

Source: wymetro.com

Table F.22: Leeds – Sheffield Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Wakefield Westgate - Rotherham - Sheffield (local) 60 mins 60 mins 120 mins Leeds - Castleford - Wakefield Kirkgate - Barnsley - Sheffield 60 mins 60 mins 120 mins Leeds - Wakefield Westgate - Sheffield and beyond (fast 60 mins 60 mins 60 mins service) Leeds - Wakefield Kirkgate - Barnsley - Sheffield 30 mins no service 60 mins Leeds - Wakefield Kirkgate - Barnsley - Sheffield - Chesterfield 60 mins no service 60 mins - Nottingham

Source: wymetro.com

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Table F.23: Leeds – Pontefract Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Castleford - Pontefract Monkhill - 60 mins 60 mins 120 mins Knottingley Wakefield Kirkgate - Pontefract Monkhill - 60 mins 60 mins No service Knottingley Leeds - Castleford - Pontefract - Knottingley - Very limited, use No service No service Goole alternative route via Doncaster Sheffield - Rotherham - Pontefract (Baghill) - Very limited service, see No service Very limited service, Sherburn - York timetable see timetable Bradford Interchange - Halifax - Brighouse - Please see timetable. No Wakefield Kirkgate - Pontefract Monkhill - Sunday service. Doncaster - London

Source: wymetro.com

Table F.24: Wakefield Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Wakefield Westgate - Sheffield 60 mins 60 mins 60 mins (Express service) Leeds - Wakefield Westgate - Rotherham - 60 mins 60 mins 120 mins Sheffield (local service). Leeds - Wakefield Westgate - Doncaster 30 mins (weekdays) 60 mins 60 mins 60 mins (Express service) (Saturdays) Leeds - Wakefield Westgate - Doncaster 60 mins 60 mins 120 mins (local service)

Source: wymetro.com

Table F.25: Wharfedale Line Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Guiseley - Ilkley 30 mins 60 mins 60 mins Bradford Forster Square - Shipley - Guiseley - Ilkley 30 mins 60 mins 120 mins

Source: wymetro.com

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Table F.26: York and Selby Lines Service Frequency Monday to Saturday Frequency Route Daytime Late evening Sunday Frequency Leeds - Garforth - York (local) 60 mins 60 mins 60 mins Leeds - Garforth - Selby (local) 60 mins No local service No local service Leeds - York (Express) 20 mins 60 mins 30 mins Leeds - Selby - Hull (Express) 60 mins 60 mins 120 mins

Source: wymetro.com

F.3.3 South Line

The Pontefract railway line runs roughly parallel to the A61 Hunslet Road corridor, although there are no stations between Leeds City Centre and the proposed terminus of the NGT route at Stourton. The closest rail stations to the proposed South Line corridor are:

 Woodlesford- Served by the Pontefract Line and Hallam Line.  Outwood - Served by the Wakefield line.

Local services from these stations are summarised in Table F.27.

Table F.27: Local rail services from Woodlesford and Outwood Typical journey time to Typical journey time Station Daytime Frequency Leeds from Leeds Woodlesford 4 per hour 12 – 14 minutes 8 minutes Outwood 2 per hour 13 – 17 minutes 9-11 minutes

Both of these stations are located to the south east of the proposed Stourton terminus. Woodlesford can be accessed from M621 Junction 7 via the A639 Pontefract / Leeds Road, whilst Outwood can be accessed via the A61 Wakefield / Leeds Road.

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Annex G. Collision Clusters

Transport Assessment changes Sept 2013 to Jan 2014

No changes have been made to this chapter.

G.1 Introduction

This chapter provides an analysis of each personal injury collision cluster identified along the NGT route.

G.2 North Line

G.2.1 Holt Park to Bodington Park and Ride

One cluster has been identified along this section; collision numbers are summarised in Table G.1.

Table G.1: Collisions between Holt Park and Bodington Park and Ride, 2008-2012 Ref. Clusters Fatal Serious Slight TOTAL 1 Otley Road A660 / Otley Old Road 0 2 7 9

Source: Leeds City Council

G.2.1.1 Cluster 1 - Otley Road A660 / Otley Old Road

At the Otley Old Road / Otley Road junction collisions resulted from a range of contributing factors. This includes two collisions caused by pedestrians crossing into the path of an oncoming vehicle and one nose- to-tail shunt. Three accidents were caused by turning conflicts, with vehicles turning out of Otley Old Road into the path of an oncoming vehicle.

Other unrelated accidents involved a motorcycle losing control while turning out of Otley Old Road, a vehicle wheels locking while breaking, and a passenger falling on a bus.

G.2.2 Bodington Park and Ride to Village Hotel

One cluster has been identified along this section; collision numbers are summarised in Table G.2.

Table G.2: Collisions between Bodington Park and Ride and Village Hotel, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 2 Otley Road / Outer Ring Road 0 1 22 23

Source: Leeds City Council

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G.2.2.1 Cluster 2 - Otley Road / Outer Ring Road

The A660 / A6120 Lawnswood Roundabout is a four-arm roundabout; all arms flare to three lanes on the approaches, except for the southbound approach on Otley Road which flares to four lanes. There have been twenty-three collisions within 30m of the junction between 2008 and 2012.

A total of fifteen of the collisions resulted from nose-to-tail shunts, with faster moving traffic failing to stop before colliding with slow moving or stationary traffic in front of them. A further six collisions, including a serious accident, resulted from traffic failing to give way to traffic already on the roundabout. The remaining accidents involved a nose-to-tail shunt on the circulatory of the roundabout, and a car and cyclist collision while exiting the roundabout.

G.2.3 Village Hotel to Shaw Lane

The collision analysis has identified six clusters along this section, none of which recorded more than 15 collisions in the five year period. Collision numbers are summarised in Table G.3.

Table G.3: Collisions at junctions between Village Hotel and Shaw Lane, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 3 Otley Road / Churchwood Avenue / 0 2 8 10 Glen Road 4 Otley Road / Cottage Road 0 1 4 5 5 Otley Road / Hollin Road 0 0 5 5 6 Otley Road / Shaw Lane / St Anne’s 0 0 7 7 Road 7 Otley Road / St Chad’s Drive / Burton 0 2 8 10 Crescent 8 Otley Road / Weetwood Lane / Park 0 2 4 6 Terrace

Source: Leeds City Council

G.2.3.1 Cluster 3 - Otley Road / Churchwood Avenue / Glen Road

At the Otley Road / Churchwood Avenue / Glen Road junction the majority of the ten collisions were caused by drivers failing to look properly as they crossed Otley Road. Of these collisions, five accidents involved vehicles turning from Churchwood Avenue into the path of oncoming northbound and southbound vehicles on Otley Road, with two being classed as serious and the rest as being slight. A further two of the accidents classed as slight involved vehicles turning from Glen Road into the path of oncoming vehicles, of which one was a vehicle. The remaining three slight collisions are attributed to vehicles travelling along Otley Road turning into the side roads into the path of oncoming traffic.

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G.2.3.2 Cluster 4 - Otley Road / Cottage Road

At the junction of Otley Road and Cottage Road a cluster of five collisions have been identified of which 1 was serious and 4 slight. Two of the slight accidents involved cyclists travelling southbound being hit by vehicles turning right into Cottage Road. The other two collisions in this category involved a southbound vehicle on Otley Road skidding into the rear of queuing traffic and a right turning vehicle from Otley Road (south) colliding with oncoming traffic. The serious collision in this cluster involved a southbound vehicle on Otley Road which was travelling at speed colliding with two oncoming vehicles as one was parking in the spaces provided north of this junction.

G.2.3.3 Cluster 5 - Otley Road / Hollin Road

Of the five slight collisions identified in the cluster around Otley Road / Hollin Road, no patterns for the types of accidents are identifiable. Two collisions in this cluster include collisions with cyclists, with one being hit by a right turning vehicle from Hollin Road as they travelled southbound along Otley Road and the other being hit by an opening car door from a parked vehicle on Otley Road south of Hollin Road. Other collisions include an elderly lady sustaining a slight injury on a bus in the area and a motorcycle in queuing traffic being hit from the rear by an approaching vehicle.

G.2.3.4 Cluster 6 - Otley Road / Shaw Lane / St Annes Road

Seven slight collisions were recorded at the junction of A660 Otley Road / Shaw Lane / St Anne’s Road of which two involved passengers on buses sustaining injuries caused by sudden breaking by the bus. No other pattern has been established at this junction, with other examples of collisions caused by a northbound vehicle on Otley Road not obeying a red light and colliding with a right turning vehicle from Shaw Lane and a vehicle rolling into the rear of queuing traffic after the driver’s foot slipped off the clutch.

G.2.3.5 Cluster 7 - Otley Road / St Chad’s Drive / Burton Crescent

The junction of Otley Road / St Chad’s Drive / Burton Crescent has been the scene of ten collisions during the specified five year period, with two being serious and eight being classified as slight. The two serious collisions were caused by a bus turning left into Burton Crescent colliding with a southbound cyclist and a right turning vehicle into St Chad’s Drive colliding with a southbound police vehicle which was responding to a call. Of the remaining eight slight collisions, two involved cyclists being hit by vehicles turning into St Chad’s Drive from both directions and one being hit from behind as it travelled northbound on Otley Road. One slight collision involved a pedestrian crossing Otley Road between stationary vehicles from St Chad’s Drive being hit by a southbound vehicle. The types of remaining collisions did not form particular patterns and were caused by such incidents as a bus suddenly breaking injuring two passengers and vehicles and a motorcycle being hit from behind during slow moving traffic periods.

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G.2.3.6 Cluster 8 - Otley Road / Weetwood Lane / Park Terrace

Six collisions were recorded at Otley Road / Weetwood Lane / Park Terrace, of which two were classed serious and four slight. Of these accidents one serious and three slight were caused by vehicles making the right turn into Weetwood Lane from Otley Road (south) colliding with southbound cyclists due to a failure to look properly. The remaining two collisions in this cluster involved a vehicle turning from Weetwood Lane into the path on an oncoming vehicle who may have missed a red light at the previous pedestrian crossing causing a serious accident and a slight accident caused by a vehicle colliding with the rear of slow moving traffic.

G.2.4 Shaw Lane to Richmond Road

One cluster has been identified along this section; collision numbers are summarised in Table G.4.

Table G.4: Collisions between Shaw Lane and Richmond Road, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 9 Alma Road / Otley Road 0 2 4 6

Source: Leeds City Council

G.2.4.1 Cluster 9 - Alma Road / Otley Road

One of the serious collisions at this location was the result of a drunken pedestrian crossing into the path of an oncoming vehicle. A total of three collisions were the result of pedestrians crossing into the path of oncoming vehicles.

The second serious collision resulted in a head-on collision as a vehicle swerved to avoid a vehicle travelling in the same direction that was being followed too closely.

The remaining two collisions involved a vehicle turning out of Alma Road into the path of oncoming vehicles, and a vehicle turning left into Alma road into a cyclist.

G.2.5 Richmond Road to Blackman Lane

The collision analysis has identified nine clusters along this section, of which one has recorded 15 or more collisions in the five year period. Collision numbers are summarised in Table G.5.

Table G.5: Collisions between Richmond Road and Blackman Lane, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 10 Headingley Lane / Cumberland Road 0 0 9 9 11 Headingley Lane / Victoria Road / 0 3 9 12 Regent Park Ave

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Ref Clusters Fatal Serious Slight TOTAL 12 Woodhouse Lane / Clarendon Road 0 1 4 5 13 Woodhouse Lane / Rampart Road 0 0 7 7 14 Woodhouse Lane / St Marks Road / 1 4 8 13 Blenheim Walk 15 Woodhouse Lane / St Marks Street 0 1 10 11 16 Woodhouse Lane East / Blackman Ln 0 1 4 5 / Blenheim Wk 17 Woodhouse Lane West / Cavendish 0 2 8 10 Road 18 Woodhouse Ln/Head'y 0 6 19 25 Ln/Woodhouse St/Hyde Pk Rd

Source: Leeds City Council

G.2.5.1 Cluster 10 - Headingley Lane / Cumberland Road

At the Headingley Lane / Cumberland Road junction, seven of the nine collisions involved vehicles right turning into Cumberland Road into the path of an oncoming vehicle.

G.2.5.2 Cluster 11 - Headingley Lane / Victoria Road / Regent Park Ave

At the Headingley Lane / Victoria Road / Regent Park Ave junction, five collisions were as a result of vehicles turning out of Victoria Road into the path of an oncoming vehicle, one of which involved a cyclist. Two accidents were as a result of vehicles turning left into Victoria Road into a cyclist, one resulting in serious injuries to the cyclist. A further serious collision was as a result of a vehicle undertaking a right- turn manoeuvre into the path of an oncoming vehicle.

G.2.5.3 Cluster 12 - Woodhouse Lane / Clarendon Road

At the Woodhouse Lane / Clarendon Road junction three pedestrian collisions have been recorded in the past five years, two of which involved a pedestrian stepping out into the path of oncoming traffic, one resulting in serious injuries. The other pedestrian collision involved a car reversing over a pedestrian at the controlled crossing point on Woodhouse Lane. A further collision was a result of a shunt, and the other was caused by a vehicle running a red light and colliding with another vehicle.

G.2.5.4 Cluster 13 - Woodhouse Lane / Rampart Road

At the junction of Woodhouse Lane / Rampart Road four of the recorded seven collisions in the past five years have involved turns into and out of Rampart Road into the path of oncoming vehicles. The remaining collisions at this junction have little similarities, and involved a drunken pedestrian running into the road, a motorcyclist losing control, and several bus passengers falling when a bus braked.

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G.2.5.5 Cluster 14 - Woodhouse Lane / St Marks Road / Blenheim Walk

At the Woodhouse Lane / St Marks Road / Blenheim Walk junction, ten of the thirteen collisions reported involved pedestrians, nine of which in a five year period were caused by pedestrians walking into the path of oncoming vehicles. One of these collisions resulted in a fatality, and two in serious injuries. A further serious injury at this junction was caused by a vehicle illegally travelling in a bus lane and ran a red light, colliding with a pedestrian.

G.2.5.6 Cluster 15 – Woodhouse Lane / St Marks Street

Five of the collisions at the junction of Woodhouse lane and St Mark’s Street involved pedestrians, one of which resulted in serious injuries. Four of those collisions involved pedestrians walking into the path of oncoming vehicles. The remaining collisions have little pattern.

G.2.5.7 Cluster 16 – Woodhouse Lane East / Blackman Ln / Blenheim Walk

At the Woodhouse Lane East / Blackman Lane / Blenheim Walk junction two of the collisions involved vehicles left-turning into cyclists, one resulting in serious injury. The remaining collisions have little pattern.

G.2.5.8 Cluster 17 – Woodhouse Lane West / Cavendish Road

Two of the collisions reported at the Woodhouse Lane West / Cavendish Road junction involved vehicles pulling out of Cavendish Road into the path of oncoming vehicles. A further three accidents involved pedestrians running out into the path of oncoming vehicles, one resulting in serious injuries. The remaining collisions have little pattern.

G.2.5.9 Cluster 18 - Woodhouse Ln/Headingley Ln/Woodhouse St/Hyde Park Rd

The Hyde Park Corner junction is a signalised crossroads between Woodhouse Lane / Headingley Lane, Woodhouse Street and Hyde Park Road. A total of twenty-five collisions have occurred within 30m of the junction between 2008 and 2012.

Of the six collisions resulting serious injuries, two were a result of pedestrians walking into the carriageway into the path of an oncoming vehicle without looking. A total of seven collisions involved pedestrians stepping out into the road without looking. A further collision involving two vehicles was caused by a vehicle breaking to avoid a pedestrian running into the road. Twelve of the reported collisions involved vehicles undertaking a right-turn manoeuvre, two of which involved cyclists. Four collisions involved nose- to-tail shunts, one of which involved a cyclist.

G.2.6 Blackman Lane to Cookridge Street

Three collision clusters along this section, with two recording fewer than 15 collisions over the five year period and one recording over fifteen. Collision numbers are summarised in Table G.6 below.

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Table G.6: Collisions between Blackman Lane and Cookridge Street, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 19 Woodhouse Lane / Portland Way / 0 4 6 10 A58 20 Woodhouse Lane West / Lodge Street 0 1 5 6 / Blackman Lane 21 Woodhouse Lane / Claypit Lane / 0 3 17 20 Cookridge Street

Source: Leeds City Council

G.2.6.1 Cluster 19 – Woodhouse Lane / Portland Way / A58

Of the ten collisions identified the junction of Woodhouse Lane / Portland Way / A58, four were classified as serious and six as slight. The four serious collisions all involved pedestrians trying to cross sections of Woodhouse Lane and Portland Way, with the majority being caused by the failure of the pedestrian to look properly. Of the six slight collisions recorded at this junction, four were caused by vehicles failing to stop at red lights and colliding with oncoming vehicles. This type of collision occurred twice at Portland Way with vehicles turning into the path of northbound Woodhouse Lane traffic and also with northbound and southbound Woodhouse Lane traffic colliding with Portland Way traffic. The remaining collisions in this cluster resulted in a cyclist being knocked off their bike when clipped from behind travelling southbound on Blenheim Walk and a cyclist being hit by a vehicle which made a sudden left turn onto the left slip onto the Inner Ring Road when also travelling southbound on Blenheim Walk.

G.2.6.2 Cluster 20 – Woodhouse Lane West / Lodge Street / Blackman Lane

Six collisions have been identified at the junction of Woodhouse Lane West / Lodge Street / Blackman Lane with one serious and five slight collisions forming the cluster. Four of these collisions involved pedestrians, with two involving pedestrians crossing Blackman Lane into the path of right turning vehicles from Woodhouse Lane and two involved pedestrians crossing Woodhouse Lane into the path of oncoming traffic. Of these pedestrian collisions on Blackman Lane, one was classified as serious and all of these accidents were attributed to the failure of the pedestrian to look properly. The remaining two collisions in this cluster involved bus passengers sustaining injuries after falling on the bus.

G.2.6.3 Cluster 21 – Woodhouse Lane / Claypit lane / Cookridge Street

The junction of Woodhouse Lane / Claypit Lane / Cookridge Street has been identified as cluster with twenty associated collisions, of these collisions three were serious and seventeen were classified as slight. Of the collisions recorded four slight collisions involved passengers of either taxis or a bus being injured by falling from or being hurt by the taxi. Another four slight collisions involved pedestrians being hit by vehicles, with two being located on the pedestrian crossing on Clay Pit lane, one on the crossing of Merrion Way and a further collision as a pedestrian on a march along Woodhouse Lane heading southbound.

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Three of these collisions involved cyclists, of which one was serious and the other two slight, with two involving cyclists being clipped or having a passenger door opened in their path and the other occurring as a vehicle turning left from Clay Pit Lane as a cyclist travelling southbound along Woodhouse Lane collided with the vehicle.

Further patterns of collisions around this junction include two collisions where stationary vehicles at traffic lights were hit from the rear by approaching vehicles, and three collisions which involved vehicles right turning from Woodhouse Lane (south) into Clay Pit Lane colliding with oncoming vehicles from Woodhouse Lane (north) with due to a lack of visibility or a failure to look properly being sighted as the reasons for these collisions.

G.2.7 Cookridge Street

The collision analysis has identified one collision cluster along this section. Collision numbers are summarised in Table G.7.

Table G.7: Collisions on Cookridge Street, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 22 Cookridge Street / The Headrow / 0 1 4 5 Park Row

Source: Leeds City Council

G.2.7.1 Cluster 22 – Cookridge Street / The Headrow / Park Row

Two of the slight collisions involved pedestrians being hit as they crossed Cookridge Street and The Headrow, with the collision on The Headrow involving a pedestrian running out between two stationary buses which were waiting at the bus stops near this junction. The serious collision in this cluster occurred when a bus passenger fell on the top deck as the bus approached signals on The Headrow. A cyclist travelling westbound along The Headrow was injured as a vehicle made a prohibited left turn into Park Row, and a bus collided with another vehicle which pulled in front of it as it departed from the signals on the Headrow.

G.2.8 Park Row and City Square

No accident clusters were identified in this area.

G.2.9 Boar Lane to Lower Briggate

The collision analysis has identified four collision clusters along this section over the five year period. Collision numbers are summarised in Table G.8.

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Table G.8: Collisions Between Boar Lane and Lower Briggate, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 23 Boar Lane / Briggate / Duncan Street 0 1 9 10 24 Boar Lane / Mill Hill 0 0 7 7 25 Boar Lane / New Station Street 0 0 8 8 26 Briggate / The Calls / Bridge End / 0 2 6 8 Swinegate

Source: Leeds City Council

G.2.9.1 Cluster 23 – Boar Lane / Briggate / Duncan Street

The ten collisions identified as a cluster at the junction of Boar Lane / Briggate / Duncan Street were classified as being one serious and nine slight. The most prominent collision pattern in this cluster involved pedestrians crossing roads of which one was serious and seven were slight. The location of three of these collisions was on the eastern section of Duncan Street with pedestrians being hit by both westbound and eastbound traffic at the pedestrian crossing area at this junction, with one of these collisions being classified as serious. Two collisions involved pedestrians falling over on buses as the buses either applied the brakes too sharply or the bus they were travelling on being hit by another passing bus. The remaining collision involved a vehicle colliding with the rear of a stationary vehicle at the Briggate traffic lights.

G.2.9.2 Cluster 24 – Boar Lane / Mill Hill

Of the six slight collisions that were recorded at the junction of Boar Lane / Mill Hill, three involved pedestrians being hit by vehicles as they crossed the Mill Hill Zebra crossing, with one of these collisions involving three pedestrians. The remaining collisions in this cluster do not share identifiable patterns and involve a cyclist being hit by a u-turning vehicle on Boar Lane and an elderly lady falling as she was alighting a bus.

G.2.9.3 Cluster 25 – Boar Lane / New Station Street

Eight collisions at the junction of Boar Lane and New Station Street were all classified as slight. A total of five collisions involved pedestrians, with three being caused by pedestrians stepping out into Boar Lane and two were caused by vehicles ignoring signals and colliding with pedestrians on the pedestrian crossings on Boar Lane. Two collisions involved bus passengers sustaining injuries as the bus they were travelling on was required to brake suddenly. The final collision in this cluster involved a vehicle travelling on Boar Lane turning into New Station Street colliding with a cyclist on Boar Lane, with both parties believing the traffic signals to be on a green light.

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G.2.9.4 Cluster 26 – Briggate / The Calls / Bridge End / Swinegate

Of the eight collisions recorded at the junction of Briggate / The Calls / Bridge End / Swinegate, two were classified as serious and six as slight. The range of collisions at this junction does not suggest that any prevalent pattern exists, with, for example, four of the collisions involving pedestrians being on different arms of the junction and being caused by a range of factors including pedestrian being drunk, crossing between moving taxis and when crossing Swinegate. Of the pedestrians involved in this collision, two were included in both serious collisions in this cluster. The remaining collisions in this cluster includes a motorcycle moving through heavy traffic being hit by a taxi pulling out in front and a police vehicle entering the junction through a red light from The Calls being hit by a vehicle travelling northbound from Bridge End which was unaware of its presence.

G.3 South Line

G.3.1 Lower Briggate to South Accommodation Road

Analysis has identified three collision clusters along this section, with no clusters reporting more than 15 collisions during the analysis period. Collision numbers are summarised in Table G.9.

Table G.9: Collisions between lower Briggate and South Accommodation Road, 2004-2009 Ref Clusters Fatal Serious Slight TOTAL 27 Bridge End / Dock Street / Hunslet 0 1 4 5 Road / Meadow Lane 28 Black Bull Street / Chadwick Street 0 0 6 6 32 South Accommodation Road / Hunslet 0 1 5 6 Road

Source: Leeds City Council

G.3.1.1 Cluster 27 – Bridge End / Dock Street / Hunslet Road / Meadow Lane

Of the five collisions identified at the junction of Bridge End / Dock Street / Hunslet Road / Meadow Lane, one has been classified as serious and the remaining four as being slight. The serious collisions at this junction involved two pedestrians stepping out into the path of a right turning vehicle from Water Lane as they were crossing Meadow Lane. Slight collisions included in this cluster saw a vehicle travelling in the wrong direction up Meadow Lane colliding with an oncoming vehicle, and a right turning vehicle waiting on Meadow Lane waiting to turn into Dock Street being hit at the rear by a vehicle which was turning from Waterloo Court towards Meadow Lane. The remaining collision in this cluster involved a pedestrian being hit as they crossed Meadow Lane by a vehicle turning from Water Lane onto Meadow Lane.

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G.3.1.2 Cluster 28 – Black Bull Street / Chadwick Street

At the junction of Chadwick Street / Black Bull Street the six accidents recorded were all classified as slight. Three of these accidents were caused by vehicles moving across inappropriately into the path of oncoming vehicles and two attempted to make an illegal turn into the path of oncoming vehicles on Black Bull Street. The remaining accident involved a vehicle being shunted from the rear whilst waiting on Chadwick Street for a gap in the traffic to join Black Bull Street.

G.3.1.3 Cluster 32 – South Accommodation Road / Hunslet Road

The South Accommodation Road / Hunslet Road junction recorded one serious collision and five slight collisions. Two of these collisions involve vehicles turning into Hunslet Road from South Accommodation Road or from Hunslet Road to South Accommodation Road with drivers going through red lights and colliding with an oncoming vehicle. The serious collision involved a vehicle being shunted as it waited at the Hunslet Road traffic lights by a motorcycle, and another slight accident through driver error when it entered the outbound section of Hunslet Road in an inbound direction causing a collision with an oncoming vehicle. The final collisions in this cluster saw slight injuries sustained by two pedestrians who were required to jump out of the way of a vehicle which mounted the kerb on Hunslet Road, due to the driver having a fit.

G.3.2 South Accommodation Road to Church Street

No accident clusters were identified in this area.

G.3.3 Church Street to Stourton Park and Ride

The collision analysis has identified three collision clusters along this section. Collision numbers are summarised in Table G.10.

Table G.10: Collisions between Church Street and Stourton Park and Ride, 2008-2012 Ref Clusters Fatal Serious Slight TOTAL 29 Balm Rd/Moor Rd/Belle Isle 0 3 4 7 Rd/Woodhouse Hill Road 30 Belle Isle Road / M621 Junction 6 0 2 9 11 31 Church Street / Balm Road / The Oval 0 0 6 6 / Beza St

Source: Leeds City Council

G.3.3.1 Cluster 29 – Balm Road / Moor Road / Belle Isle Road / Woodhouse Hill Road

Two collisions at the Balm Road / Moor Road / Belle Isle Road / Woodhouse Hill Road junction were caused by vehicles pulling out of Moor Road into the path of oncoming vehicles, one resulting in serious

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injuries to a cyclist. Two collisions were nose-to-tail shunts, one cause by excessive speed and one caused by driver distraction leading to serious injury in one case. The remaining serious injury was caused by a pedestrian entering the carriageway into the path of an oncoming vehicle.

G.3.3.2 Cluster 30 – Belle Isle Road / M621 Junction 6

At the Belle Isle Road junction with M621 Junction 6, eight of the reported collisions in the past five years were a result of vehicles pulling out from the motorway exit slip road into the path of oncoming vehicles, resulting in both serious injuries at this junction, one involving a cyclist. NGT proposals include the signalisation of this junction, reducing vehicle manoeuvre conflicts by allowing all movements to run unopposed.

G.3.3.3 Cluster 31 – Church Street / Balm Road / The Oval / Beza Street

Church Street / Balm Road / The Oval / Beza Street junction none of the recorded collisions had any discernible pattern, with accidents ranging from a bus passenger fall, a pedestrian walking into the road and a motorcycle losing control.

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Annex H. Servicing and Access Studies

Transport Assessment changes Sept 2013 to Jan 2014

This chapter has been rewritten.

H.1 Introduction

This chapter provides a summary of the surveys and analysis undertaken of the servicing and access activities along the NGT route. It also summarises the integration of taxi facilities based on consultation with representatives of the taxi operators.

H.2 Servicing and Access Hotspots and Surveys

The earlier studies considering and identifying servicing and access requirements (now incorporated into the P3 design) identified a number of areas along the NGT route which required more detailed consideration of parking, servicing and access requirements for the introduction of NGT. In these areas specific issues were identified which required investigation of options to resolve or mitigate potential impacts on existing and planned activities.

To provide further information on current activities high mast video surveys (Closed Circuit Television Surveys, CCTV) were commissioned for a number of identified ‘hotspots’ in order to better understand and quantify current parking, loading and other kerbside uses activity.

The following sections provide a summary of the survey data and key findings and how they have been incorporated into the P3 design.

H.2.1 Holt Park

Holtdale Approach was identified as a potential hotspot for further investigation; as parking and pick-up / drop-off activity on the highway near both Ralph Thoresby High School and High Field GP Surgery has the potential to obstruct efficient operation of NGT vehicles.

Table H.1: Kerbside activity at Holt Park (0700-1900, Tuesday 11 December 2012) Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Holt Crescent 3 0 3 15 Holtdale Approach, north side 46 3 5 9 Holtdale Approach, south side 59 0 9 32

Source: Mott MacDonald

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The results of the CCTV hotspot surveys undertaken at this location are summarised in Table H.1. The majority of the pick-up and drop-off activity takes place on the frontages by the school and north of Holtdale View for the High Field Surgery and the District Centre. Parking was observed to be focussed on the area adjacent to the High Field Surgery with lower levels of parking to the west of the High School.

The following provisions have been made in the P3 NGT proposals to address issues identified:  Following on-going development work the P3 proposals for parking for the Health centre (off Holt Farm Rise) have been reconfigured (retaining 10 spaces and 1 ambulance bay at the health centre; with the demand for the spaces at this location accommodated within the main LCC car park.  High Field Surgery parking capacity maintained, with relocation of staff car parking to southern end of car park to maintain visitor parking near the vehicular entrance.  Pick-up / drop-off activities for the Kids Academy, are provided for with a lay-by in the Holt Park Active Centre site.  Although unrestricted parking is removed from Holtdale Approach between Holtdale Road and Holt Crescent parking for pick-up and drop-off facilities remain within the LCC District Centre car park, the Holt Park Active Centre; with the lay-by opposite the Ralph Thoresby School maintained and an additional lay-by provided east of Holtdale Gardens to cater for the demand shown in the CCTV data.  Bus stops on Holtdale Approach have been set back in to lay-bys to help maintain NGT and general traffic flows through the area. Pick-up / drop-off provision is retained with existing lay-bys maintained and additional bay east of Holtdale Gardens to be provided.  Parking activity around Holt Park to be monitored following introduction of NGT, with consideration to be given to a residents parking scheme if required.  Access to Fire Station on Otley Old Road maintained, by provision of additional stop line in front of station exit for emergency egress of fire vehicles.  Footpath from public land between Raynel Drive and Otley Old Road to be diverted around NGT substation; access for 82a Otley Old Road to be maintained by provision of dropped kerb.  Existing Lawnswood playing fields access from Otley Old Road to be upgraded as part of pitches reprovision; to be made part of a one way loop, with access via Otley Old Road and egress via Otley Road.  Egress from Lawnswood Gardens to be made left-only, with nearest u-turn opportunity for southbound traffic being 340m to the north.

H.2.2 Otley West Park

There are peak time waiting and loading restrictions around West Park, with several retail premises fronting onto Otley Road at this location. Cars currently park on the forecourt in front of the shopping parades with additional parking on side streets, such as Welburn Grove and along Kepstorn Road.

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The activity in this area and the previous NGT DF6 proposals indicated that NGT would potentially displace significant amounts of existing kerbside activity, leading to CCTV being commissioned. The results of the CCTV hotspot surveys undertaken at this location are summarised in Table H.2.

Table H.2: Kerbside activity around West Park 0700-1900, Thursday 4 December 2012 Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Shopping parade frontage between 7 2 6 75 Weetwood Grange Grove and Spen Lane Spen Lane and Kepstorn Road 17 1 9 100 Shopping parade frontage between 0 0 3 22 Kepstorn Road and Welburn Grove Welburn Grove 17 0 8 41 Otley Road, south of Welburn Grove 0 0 0 2

Source: Mott MacDonald

The CCTV surveys indicate that a high demand for parking to the front of the shopping parades, with frontage loading to the parade between Weetwood Grange Grove and Spen Lane. Parking on the frontage is typically for short durations of an hour or less. The shopping parade between Kepstorn Road and Welburn Grove has lower levels of short stay parking. Loading has also been observed on Kepstorn Road close to Back Welburn Avenue. This suggests rear-loading to the properties which front onto Otley Road between Kepstorn Road and Welburn Grove, and accounts for the lower levels of frontage activity at this parade.

The demand for parking observed on both Kepstorn Road and Welburn Grove is also high. Parking on Welburn Grove is typically of around one hour or more in duration, with some long-stay over the whole day, and small amounts of parking appear to occur overnight; and longer stay parking is evident on Kepstorn Road.

The following provisions have been made in the P3 NGT proposals to address issues identified:  Alternative locations were considered for the southbound bus stop (stone shelter) adjacent to 184 Otley Road following consultation and road safety audits. The bus stop is to be relocated to the south of the Village Hotel access, which following a road safety audit and the landtake constraints in the area have led to its siting at this location.  Accesses on Otley Road are maintained, with modifications to the accesses for 247 - 263, 265 - 269 and 275 to be amended to maintain the existing access options. The combination of mitigation items or this area are listed below: – There is currently no forecourt access to 251 and 257 to 263 Otley Road due to existing bollards surrounding the forecourts. Access to 255 Otley Road is currently limited due to the siting of an existing bus stop. To provide servicing facilities for this parade: – the northbound bus stop outside 255 Otley Road is to be relocated to the north to accommodate the NGT stop and sited to serve the northern parade.

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– the dropped kerb arrangement for 247 – 249 Otley Road is formalised, to provide access behind the NGT stop; – a new access is proposed to the forecourts for 257 to 263 Otley Road via Kepstorn Roads (only to be implemented if required for future business changes or at the request of the proprietors after further consultation). Similarly a loading bay is to be provided on Kepstorn Road to supplement the loading from Welburn Grove / Kepstorn Road forecourt access points and the accesses via Back Welburn Avenue. – the proposed arrangements provide options for provision of servicing and access facilities for this parade, the final mix of elements form the above list are to be concluded after further consultation with the proprietors. – The access to 275 Otley Road is as per an existing dropped kerb arrangement but formalised. – The accesses to 265 to 269 Otley Road are to be amended as part of the junction modifications with 4 on-street parking spaces also removed from Spen Road at the junction to accommodate these changes.

H.2.3 Weetwood Lane The area around Weetwood Lane generally has peak time waiting and loading restrictions along its length, with no waiting and no loading restrictions close to junctions. The inbound morning peak bus lane runs from West Park towards the Otley Road / Shaw Lane / St Anne’s Road junction.

The retail premises between Weetwood Lane and Cottage Road and their customers use this section of bus lane to access the premises outside of bus lane’s hours of operation and also use nearby side streets. Parking on side roads such as Hollin Road, St Chad’s Road and Cottage Road is currently available and likely to be used for parking and loading to access Otley Road.

In general other residential properties along the route take access via private driveways across the footway. Properties may also take access to the rear via roads running parallel to Otley Road, for example Cross Glen Road and Hollin Mount.

The hours of operation of the bus lane would be extended with the introduction of NGT requiring this kerbside usage to be provided for; CCTV surveys were commissioned in the Weetwood Lane area in order to further understand kerbside activity in the area. The results of the CCTV hotspot surveys undertaken at this location are summarised in Table H.3.

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Table H.3: Kerbside activity around Weetwood Lane (0700-1900, Tuesday 11 December 2012) Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Hollin Road 2 1 1 29 St Chad’s Road 24 3 13 50 Cottage Road 37 3 6 0 Otley Road, north of Weetwood Lane 12 3 3 1 Otley Road, between Weetwood Lane 8 0 7 89 and Victoria Terrace Otley Road, south of Victoria Terrace 40 0 9 0

Source: Mott MacDonald, figures in brackets denote bus activity

The results of the CCTV surveys show that the majority of pick-up / drop-off activity takes on the frontages south of Victoria Terrace with a lesser volume, but still significant level of pick-up / drop-off taking place north of Weetwood Lane. The greatest volume of parking observed was located between Weetwood Lane and Victoria Terrace, accessing the parades of 66 to 68 and 70 to 92 Otley Road in the morning peak bus lane. Parking on the side roads was also high on Hollin Road and St Chad’s Road servicing the local area north of Weetwood Lane.

The following provisions have been made in the P3 NGT proposals to address issues identified:  The junction of Otley Road / Weetwood Lane is to be closed as part of the traffic management proposed in the area and to provide an area for the southbound and NGT and a new plaza to serve the local area and improve the setting of the locale premises. Closure of southern end of Weetwood Lane and signalisation of the Otley Road junctions with St Chad’s Road and Hollin Road will also provide for the existing traffic movements at Weetwood Lane, this will help manage the vehicle turning movements and is likely to lead to fewer accidents along this section of highway. There are existing safety issues at this location which have led to a number of accidents generally involving turning movements and confusion over priority at this location. The following aspects of the NGT proposals form part of the traffic management in this location: – Hollin Road to be made one-way eastbound between Otley Road and Hollin Mount; – Priority at the Hollin Mount / Hollin Road junction to be amended; – Signalled right-turn to be provided at Otley Road / St Chad’s Road junction to access Weetwood Lane and roads north of St Chad’s Drive; – A dropped-kerb is to be provided between Weetwood Lane / St Chad’s NGT stop plaza to provide access for southbound cyclists to Otley Road; – Southern end of Weetwood Lane to be stopped up with bollards, street furniture or landscaping to restrict vehicle access and protect the plaza area;

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– Substation access off Weetwood Lane to be adopted and gated access to substation relocated onto new turning head for large vehicles at this location. This addresses the concerns raised at the LCC Plans Panel on 25th June 2013. A new loading bay is to be located north of the bollards on Weetwood Lane to serve location properties, with the area of lowered footway on the northern side of Weetwood Lane across access to be extended to maintain vehicle movements; – A new 20 loading bay / night-time taxi rank is to be provided on St Chad’s road to supplement the gated access to 108 Otley Road and rear access to 1 – 6 St Chad’s Parade and 106 Otley Road; – Bus stops on Weetwood Lane to be relocated of St Chad’s Road to maintain existing routings; and – New lay-bys for time-limited parking (and loading) for 66 – 68 and 70 - 92 Otley Road. – No waiting at any time restrictions to be introduced at the Weetwood Lane / St Chad’s Road junction and the southern stub of Weetwood Lane. – No waiting and no loading along the western end of St Chad’s Road; with a 30m section of unrestricted parking retained. – No waiting and no loading restrictions are proposed at the junction of Hollin Road with Otley Road.  The northbound bus stop opposite 2 St Chad’s Parade (adjacent to 106 Otley Road) is relocated to a lay-by to the north to accommodate the junction layout changes. The southbound stop outside 104 Otley Road is to be relocated south of the NGT stop in the extended plaza area.  The bus / NGT lanes will not have off-peak relaxations, removing off-peak parking opportunities on the A660 Otley Road.  South of the Otley Road / St Chad’s Road junction an additional staggered signalled pedestrian crossing is to be provided to complement the current crossing located outside the Three Horse Shoes PH which has been relocated north of the Otley Road / St Chad’s Road junction as part of the proposals, improving pedestrian access in the area.  A new cycle access to St Anne’s Parade is proposed from Otley Road (north). There is no direct impact on St Anne’s Parade; however consultation with businesses will be required to ascertain their current requirements and activities.  The right-turn to St Anne’s Road from Otley Road (north) is to be prohibited, with traffic from the north accessing St Anne’s Road diverted via St Chad’s Drive.  Existing residential property accesses on Otley Road are to be maintained, with some regrading to the highway required.

H.2.4 Headingley Centre and Headingley Hill

Although not identified as hot spot area the introduction of the NGT Headingley Centre stop requires modification to a number of roads, accesses and servicing arrangements to provide the NGT off highway section in Headingley, which also affects the area around the NGT Headingley Hill Stop.

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The following provisions are made in the P3 NGT proposals to address the introduction of the NGT off- highway section:

Alma Road (Arndale Centre)  The forecourts of 46 – 54 Otley Road are reduced in depth, with current access / parking via the rear yard to be formalised.  The existing one-way plug on Alma Road is amended as part of the off-highway and pedestrian / cycle route.  The surface supplementary car park to the rear of the Arndale Centre is removed (approx. 32 spaces) to accommodate the NGT route and City turn-back facility. Access to the internal car park is maintained.  Access traffic for the Arndale Centre is maintained southbound on Alma Road for all traffic; however, by agreement with the occupiers or if required by traffic order, egress on to Alma Road for large vehicles will be prohibited as part of the safety and traffic management at this location. Further consultation with the owners is likely to be required to formally agree arrangements. Headingley Centre  Wood Lane is to remain closed to through vehicular traffic (the existing arrangement) with some reduction in the southern Arndale Centre access parking area and loss of 2 spaces. Wood Lane will form part of a simplified streetscape area, with access limited to servicing traffic and those accessing local properties.  Access to 8 – 10 Wood Lane is to be maintained via Wood Lane to the north; with the access to Lupton Flats opposite 10 Wood Lane to be adopted to maintain opportunity for vehicles to turn.  Shire Oak Street to be closed to all vehicular traffic, properties will use existing alternative accesses; with cyclist and pedestrian maintained via the NGT corridor facilities.  The car parks on Shire Oak Street are to be reconfigured to reprovide parking, with the unrestricted on- highway parking in the vicinity of the NGT stop to be removed. The on-highway parking adjacent to the Headingley Medical Centre and 4a Shire Oak Street is to be maintained.  The DF7 P3 proposals retain 21 of the 23 spaces for St Michael’s Court; options are currently being considered to reprovide the remaining two spaces.  Access to 1 to 12 Shiredene to be rerouted via Headingley Hall Care Home, this existing alternative route is already available following landscaping works within the site. A bin store is also to be relocated to an area on this route to replace that on Shire Oak Street where vehicular access will no longer be available.  Access to Headingley Castle is to be diverted via an existing access route to the north, with the on- highway pedestrian route (marked out by road markings only) to be maintained and a new connection to the NGT corridor formed with a signal controlled crossing across the corridor to be provided.

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Headingley Hill / Headingley Lane  New footpaths from Headingley Lane to the NGT Headingley Hill stop are to be provided.  The right-turn from Richmond Avenue onto Headingley Lane is to be prohibited with alternative routes Buckingham Road and Spring Road available.  A car maintenance garage is located close to the point on Headingley Lane where the new signalised junction for Headingley Lane, Richmond Avenue and the NGT corridor is proposed. Access from the forecourt to Headingley is to be maintained via the current dropped kerb arrangements. Access to 9 and 10 Norville Terrace and to 43 to 47 Headingley Lane across the forecourts is also maintained.  Access to 1 – 2 Norville Terrace is maintained, with the P3 drawings showing a kerb arrangement for the new back of adopted highway only. This requires a reduction in the private forecourts of 1 and 2. No changes to the unrestricted parking on Richmond Road are proposed, with customers of local businesses still able to park at the northern end of Richmond Road.  The northbound bus stop from outside the Ford House Preparatory School is relocated north as part of the stopping-up of the northern end of Richmond Road, with alternative routes Buckingham Road, Richmond Avenue and Spring Road available.  The existing access to Buckingham House is retained on Headingley Lane with modifications necessary to accommodate the highway widening proposed. An additional access to serve the existing car park and new development is to be provided immediately south of Buckingham House.  Ford House Preparatory School – the widening at this point requires the relocation of the existing playground to the central area of the site, with loading and access relocated to Buckingham Road and to the rear of the site.  Accesses to the former Leeds Girls High School site are modified to accommodate the highway widening; with the southernmost access converted to pedestrian access only.  The access to the dry cleaners at 50a Headingley Lane is amended to provide a bus stop-lay-by. The existing waiting restrictions are no waiting at any time and no loading; these will be superseded by the bus stop lay-by, meaning all loading will now be prohibited. The existing dry cleaners forecourt has 6 standards spaces and 1 disabled space; this parking will be reconfigured within the existing site.

H.2.5 Hyde Park Corner and Woodhouse Moor Hyde Park Corner

At Hyde Park Corner the introduction of the NGT stops will require the demolition of properties in the ownership of the Promoters; the junction of Headingley Lane / Victoria Road amended with a new layout to accommodate the NGT / Bus lane and other facilities. There are also traffic management proposals with the prohibition of turning movements at the junction which are provided for via routes in the Woodhouse Moor area. The following aspects of the NGT proposals form part of the traffic management in this location:

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 Access to Hyde Park Parade is maintained from Hyde Park Road with the access via the side yard of 1 Victoria Road to be closed.  Residential parking at the eastern end of Victoria Road is to be reprovided with a lay-by.  The existing retail premises at 6 to 18 Headingley Lane do not currently have servicing access to the front of the properties due to waiting and loading restrictions and the presence of pedestrian guard railings which are continuous between Regent Park Avenue and Woodhouse Street / Hyde Park Road. It is currently assumed that servicing takes place from Regent Park Avenue and the service road to the rear of the shops (Regent Park Cross Avenue). It is assumed that this will continue to be the case with the introduction of the NGT stop at this location on Headingley Lane; however, it is likely that the limited outdoor seating on the restaurant frontage would conflict with the NGT stop and require removal.  Footway widening on the eastern side of Headingley Lane provides improved pedestrian facilities and allows the southbound bus stop to be relocated into a lay-by.  The existing forecourt access and parking area for 24 Headingley Lane are to be maintained with similar dropped kerb arrangements to the existing situation  The junction proposals at Hyde Park Corner include additional turning-movement restrictions and diversions required as shown in Table H.4.

Table H.4: Turning Restriction Changes and Diversions at Hyde Park Corner Junction Arm Restriction Diversion Distance (km) Headingley Lane ahead only for all traffic, right turn to Woodhouse Lane, Cliff Road, 0.4 be banned Woodhouse Street Woodhouse Street ahead only for all traffic, right turn to Cliff Road 0.1 be banned Woodhouse Lane ahead only for all traffic, left turn to Clarendon Road, Moor Land 1.4 be banned Road, Hyde Park Road Hyde Park Road ahead and left-turn only for all traffic, Woodhouse Street, Cliff Road 0.1 right turn to be banned Rampart Road Left turn only, right turn to be Woodhouse Street, Cliff Road 0.2 banned

Source: Mott MacDonald * diversions are the net extra distance to the Hyde Park Corner junction  Access to Woodhouse Cliff is amended as part of the junction changes at Hyde Park Corner, including the change of the existing access road off Woodhouse Street to one-way northbound (with reprovision of parking from Cliff Road) and a new access to Woodhouse Street to be provided. Proposed Provision – Woodhouse Moor  The existing access to the Cinder Moor, between Rampart Road and Raglan Road, would be modified as part of the A660 Woodhouse Lane / Rampart Road junction signalisation. Turning restrictions proposed, which would restrict movements at the junction to right-in / left-out (i.e. from and to the City Centre); with some commuter parking along Rampart Road displaced.

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 A restaurant is situated at 235 Woodhouse Lane within Hyde Park, between the Clarendon Road and Rampart Road junctions. It is understood that access is currently provided through the park for servicing, and is controlled by removable bollards. This access point is located close to The Library public house via a dropped kerb across the footway immediately to the north of the proposed Woodhouse NGT stop. Current access arrangements would require vehicles accessing this area to cross the proposed NGT / Bus lane; the loading / servicing access is likely to be infrequent and therefore should not prove to be detrimental to NGT operation.  The current access to The Library bin storage area is to the rear of the proposed NGT northbound stop, a dropped kerb at this location would be provided to permit access to the bin storage area.  Access is also required to the lodges at the south eastern corner of Hyde Park. A private access road runs to the rear of The Library public house, but it is unclear if this provides access to all three properties. This issue will be resolved through consultation, although should access be required across the footway via Woodhouse Lane then this would be provided as described above.  The southbound bus stop lay-by is relocated to the north of Clarendon Road, with a permit parking bay introduced for 63 – 83 on Raglan Road to provide access for properties in addition to access available via rear yards on Moorfield Street.  St Mark’s Street is to be made one-way eastbound between Woodhouse Lane and Quaker House, with parking relocated on to the northern side of the road and a contra-flow cycle lane connection to be provided.

H.2.6 Universities (St Mark’s Street to Cookridge Street)

Although not identified as hot spot area the introduction of the NGT proposals from St Mark’s Street to Cookridge Street requires modification to a number of roads, accesses and servicing arrangements to provide the simplified streetscape / public transport corridor envisaged.

The following provisions are made in the P3 NGT proposals to address the introduction of the NGT off- highway section:  Traffic Routing – the changes proposed as part of the introduction of the corridor, with the rerouting of general through-traffic via Blenheim Walk and Woodhouse Lane (east) are shown in Figure H.1 and Figure H.2. The NGT proposals would convert Blenheim Walk to two-way operation, with general traffic diverted from Woodhouse Lane onto Blenheim Walk. Woodhouse Lane (west) will be restricted to public transport vehicles, taxis and local access (and abnormal loads) from the junction with Portland Way. This would form part of a low-speed simplified streetscape corridor between Portland Way and St Mark’s Road.

The following provisions have been made in the DF7 P3 NGT proposals to address the introduction of NGT to this corridor.

North of Inner Ring Road (IRR)

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 Lay-bys are provided for 162-182 Woodhouse Lane and 25- 31 and 162a Woodhouse Lane for loading and short stay parking for customers.  The existing turning circle at Cavendish Road is maintained with the barrier access to the university campus to be set back to provide for an NGT turn back facility. The existing coach and taxi bays in front of the Parkinson Building are also to be maintained. Properties fronting onto the eastern side of Woodhouse Lane have parking on their frontages (forecourts) to accommodate servicing and parking, with options available to provide replacement parking if required.  On the northbound Woodhouse Lane carriageway, the current bus stops in front of the University would be relocated south in front of 177-181 Woodhouse Lane. In addition a section of the bus stop is to be made available for loading and night-time taxi use near 177 Woodhouse Lane.  A loading bay will be provided outside the Halo Nightclub in its existing location to serve the club; the requirements for this loading bay are to be discussed with the nightclub. Other options have been considered involving Hillary Place (a private road in the University Campus) and use of a lay-by south of the northbound bus stops immediately adjacent on Woodhouse Lane. The proprietors are to be consulted on their preferred solution.  The turning heads currently provided on Churchill Gardens, Blandford Grove and Marlborough Grove are to be removed due to the highway widening of Blenheim Walk with access for residential properties and servicing vehicles maintained via Blenheim Walk, Blackman Lane and Woodhouse Lane (west).  The accesses from Fenton Street and Lodge Street to the internal road system of the University would be stopped up, with current servicing and access arrangements for other properties maintained. It is understood from initial discussions that given the alternative campus access points this would be acceptable to the University of Leeds.  Access across Woodhouse Lane (west) forms part of the shared space / simplified streetscape environment, although pedestrians may cross at any location, uncontrolled crossing points are provided upstream, downstream and in between the NGT stops to assist crossing at these locations.  Kerbside parking would be prohibited along Woodhouse Lane, with bus stops north and south of the Inner Ring Road relocated into lay-bys.  A new access is to be provided to Broadcasting Place on Woodhouse Lane (east) to replace the stopped up accesses on Woodhouse Lane (west). Existing parking arrangements within the site may require further consideration to accommodate this change and the occupiers will be consulted. South of Inner Ring Road  A new inbound bus stop is proposed opposite the Leeds Metropolitan University buildings to serve the area together with the new NGT stops. The highway width at this point is sufficiently wide to allow an HGV to make a full-lock turn from the Leeds Metropolitan University loading doors on the northern frontage to turn east to access the Portland Way roundabout.  The existing footpaths and subway access between the arms of Woodhouse Lane (west and east) are maintained.

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 The existing ramp adjacent to the multi-storey car park is to be retained, with the southbound footway removed between the Inner Ring Road Bridge and the proposed Portland Way roundabout, with the low-level subway access and high-level signal controlled crossings maintaining access routes. At the Rose Bowl frontage, matters are complicated by two scenarios, with the existing situation and the proposed future development in the footprint of the existing car park (the current planning application has expired). The option shown on the NGT P3 proposals will cater for either scenario and can be modified to suit a future development proposal which follows the outline of the expired application. The layout shown in the NGT P3 proposals form part of the provisions and traffic management for Cookridge Street / Portland Gate / Portland Crescent which are covered in the following section. Existing Scenario – Rose Bowl Surface Car Park  New access to be provided to the surface car park via Portland Way immediately north of the existing pelican crossing.  The loss of parking spaces to provide this two-way access is accommodated within the existing site through modification of the existing parking bays and modification of the flow routeing at the southern end of the car park (also to accommodate the changes proposed to the underground car park exit ramp). Future Scenario – New Development in Footprint of Surface Car Park  New access to be provided to the surface car park via Portland Way immediately north of the existing pelican crossing.  The loss of parking spaces in this scenario is due to the introduction of the development and not NGT. The development proposals on file (expired) show a new surface road through the site which connects Portland Way and Portland Crescent at the location of the NGT proposed turning head on Portland Crescent and south of the NGT proposed access on Portland Way.

Assuming a similar layout for future development proposals, the developer would simply provide the internal road previously proposed, replacing the NGT access on Portland Way and punching through the turning head onto Portland Crescent. The existing proposals on file show that an underground car park access would be provided within the development site, accessed from this surface road.

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Figure H.1: University Corridor: Existing Traffic Routing

Source: Mott MacDonald

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Figure H.2: University Corridor: Proposed Traffic Routing

Source: Mott MacDonald

H.2.7 Cookridge Street / Portland Gate / Portland Crescent

The competing kerbside demands in the Cookridge Street / Portland Crescent area were identified as a potential hotspot for further investigation; as parking, loading, taxi services and pick-up / drop-off activity and the requirements of the O2 Academy, Walkabout (now closed) and a future hotel development required consideration. CCTV surveys were commissioned with the survey results summarised in Table H.5.

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Table H.5: Kerbside activity on Cookridge Street (north) & Portland Gate (0700-1900, Thursday 6 December Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Westside: North of Portland Gate 5 2 2 3 Eastside: North of Portland Gate 30 4 10 25 Portland Gate: Northside 51 0 17 39 Portland Gate: Southside 6 0 3 1 Westside: South of Portland Gate 1 0 6 1 Eastside: South of Portland Gate 0 0 3 0

Source: Mott MacDonald

The survey results show that the Pay & Display parking on the western side of Cookridge Street is use for parking, servicing and pick-up and drop off; with the parking on the eastern side used for similar activities but with a higher concentration of all activities. South of Portland Gate the activity is much lower due to the smaller number of properties between Portland Gate and Millennium Square, with activity predominantly being servicing vehicles.

On Portland Gate the level of pick-up and drop-off is much higher, with the loading bay being used heavily for this activity. The southern side of Portland Gate is lightly used, reflecting the waiting and loading restrictions in place, with the majority of activity being pick-up and drop-off only.

The following provisions have been made in the P3 NGT proposals to address issues identified: Note: Cookridge Street between Woodhouse Lane and The Headrow is proposed to form a shared space / simplified streetscape corridor between the Universities and Park Row (with a break at Great George Street); with NGT stops provided at the O2 Academy / Leeds City College of Technology and at The Light / City Art Gallery to serve the Civic amenities. Cookridge Street  Access to Cookridge Street (north of Millennium Square), Portland Gate and the southern section of Portland Crescent is via the Woodhouse Lane / Clay Pit Lane junction.  The existing night-time taxi rank is relocated north to accommodate the southbound NGT stop, with the rank split into two inter-visible bays either side of the Leeds College of technology stairs (a fire escape route).  Due to the preferred lane widths for NGT and cyclists along this section it is not possible to reprovide a loading facility at the Walkabout bar (67 – 83 Cookridge Street) at the northern end of Cookridge Street. A loading facility is provided on the opposite side of the carriage way within the shared space area for Walkabout’s use.

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 The existing use of the footway outside the O2 Academy on Cookridge Street for vehicles associated with events at the venue is to be relocated onto expanded coach / loading facilities on Portland Gate and the southern end of Portland Crescent, set aside for the venues use. This may require a technological intervention within the O2 Academy premises to reroute cabling which connects to visiting production vehicles (sound and light control systems).  The motorcycle parking on Cookridge Street is relocated to the area to the rear of the southbound NGT stop, with access to be via Vernon Street, requiring the loss of one space from the Leeds City Museum / Leeds College of Technology car park. Portland Crescent / Portland Gate (One-Way Section)  Portland Gate and Portland Crescent (to the Rose Bowl underground car park access) are to be made one way as part of the traffic management of the area. As part of these proposals the exit ramp from the underground car park is realigned to the north.  Existing access to Portland Gate is maintained; however, the existing one-way arrangement is reversed. The loading bay to the south of the O2 Academy is extended to provide alternative facilities to those currently used by the venue on Cookridge Street. Two of the three disabled spaces are maintained at this location with one. relocated onto Portland Crescent, joining the two spaces already located there, i.e. there is no net change.  To the rear of the O2 Academy a further loading / parking facility for the venue is provided to the rear of the building.  The Car Club Spaces from Cookridge Street (north) are relocated to the north of the current Civic Hall access; with one Car Club space displaced from Great George Street also relocated to this location.  The existing Civic Hall access is modified to an egress northbound only, with the current entrance width used to provide a two-way cycle connection to Portland Way and extend the disabled spaces to accommodate one relocated from Portland Gate. The existing two-way access for the Civic Hall on Portland Way remains unaffected.  South of the one-way plug on Portland Crescent, a loading / servicing bay is provided for the proposed hotel development. This bay is included in the existing planning application for the hotel; if the hotel development did not proceed ahead of the introduction of NGT it is likely the kerbside space would be given over to disabled or Car Club parking spaces. This bay would also be available for use by the O2 Academy and other properties on Cookridge Street. Portland Crescent (Two-Way Section)  North of the existing entry ramp to the Rose Bowl underground car park, Portland Crescent is made two-way, with the space between the entry and exit ramps used to provide a turning facility and turning head for vehicles on Portland Crescent north of the one-way section. The turning facility can accommodate cars and HGVs.  The Pay & Display parking along this section would be removed to accommodate two-way traffic within the existing highway width.

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 The turning facility also provides an opportunity to replace the dedicated pick-up / drop-off bays proposed as part of the hotel development proposals.  The loss of parking spaces from the existing LCC surface car park arises from the proposed hotel development rather than the introduction of NGT. If NGT is introduced ahead of the hotel development, access to the car park would be via Portland Crescent as in the existing scenario.  Please see the previous section for a description of the proposals affecting the Rose Bowl.

H.2.8 Cookridge Street (Portland Gate to The Headrow)

Similarly to the section of Cookridge Street north of Millennium Square, the competing kerbside demands between Millenniums Square and The Headrow were identified as a potential hotspot, where survey data would be required. CCTV surveys were commissioned with the survey results summarised in Table H.6 and Table H.7.

Table H.6: Kerbside activity on Cookridge Street (central) (0700-1900, Thursday 6 December 2012) Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Westside: North of Great George Street 39 12 21 5 Eastside: North of Great George Street 3 1 0 16

Source: Mott MacDonald

Between Rossington Street and Great George Street lay-by on the western side of Cookridge Street on the north side of Great George Street is well used, with both loading and pick-up / drop-off trips recorded. On the eastern side of Cookridge Street the disabled parking bays also appear to be well used, with some supplementary use for pick-up and drop-off.

Table H.7: Kerbside activity on Cookridge Street (south) (0700-1900, Thursday 6 December 2012) Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Westside: South of Great George Street 72 10 20 56 Eastside: 1 0 1 0 Great George Street to St Anne’s Street Eastside: South of St Anne’s Street 162 73 32 37

Source: Mott MacDonald

South of Great George Street the parking on the western side shows high levels of use for parking and pick-up and drop off. The eastern side has a much higher level of pick-up and drop off, both for the hotel and due to the time limited waiting at this location to encourage use as a pick-up / drop-off point but to discourage parking. The taxi rank at the southern end is also well used.

The following provisions have been made in the P3 NGT proposals to address the introduction of this corridor.

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Note: Cookridge Street between Woodhouse Lane and the Headrow is proposed to form a shared space / simplified streetscape corridor between the Universities and Park Row (with a break at Great George Street); with NGT stops provided at the O2 Academy / Leeds City College of Technology and at The Light / City Art Gallery to serve the Civic amenities.  Access to Rossington Street remains to the south, with Rossington Street accessible to vehicles requiring access from Cookridge Street to the south and via a left-turn from Great George Street.  The existing day-time loading bay and night-time taxi bay between Rossington Street and Great George Street is relocated to the southern side of Rossington Street, with the loading bay converted to day-time use only.  Although the P3 proposals show the relocation of the disabled parking bays from Cookridge Street (outside the Henry Moor Institute) to St Anne’s Street; additional disabled parking is also proposed on Rossington Street (an additional 3 spaces). The remaining existing loading bays and parking bays on Rossington Street are to be maintained.  A permitted parking bay outside St Anne’s RC Cathedral is provided for the cathedrals specific use. In addition to access to St Anne’s Street; other arrangements for events at the cathedral are to be discussed with the cathedral and LCC.  Loading for 15 to 35 Cookridge Street is assumed to be via rear accesses off Alexander Street, however an additional loading bay is provided on Cookridge Street for their use.  Motorcycle parking is maintained on Cookridge Street north of the NGT stop.  The existing 24 hour taxi rank facility is removed in the P3 revision plans, with a pick-up and drop-off facility provided for the Radisson hotel is to be provided and is available for taxi use. Post TWAO submission consultation with taxi operators has led to the 2 space taxi rank being relocated to extend the existing facility on The Headrow (not shown on P3 proposals).  St Anne’s Street is to be made one-way eastbound with access to be controlled with access limited to servicing vehicles and disabled badge holders accessing the disabled parking spaces. This removes the need to provide a turning facility on Dudley Way for vehicles accessing Dudley Way (and The Light) from Great George Street.  Due to the junction modifications at Great George Street only one Car Club space can be retained at this location if all other kerbside facilities are to be maintained. One of the three spaces is retained at the current location, one is relocated to join the two spaces on Portland Crescent (relocated form Cookridge Street) and one space is removed.

H.2.9 Park Row and City Square

Park Row and the around City Square provides a public transport link between The Headrow and Boar Lane. It is restricted to buses, cyclists and taxis along much of its length; with some access routes to side roads for general traffic, the section south of Russell Street (both directions) and north of Bedford Street (northbound) is restricted as part of traffic management in the area.

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Park Row has waiting restrictions along its length towards City Square, with no waiting and no loading restrictions south of Bond Street. The southern stretch along Bishopgate Street, Wellington Street and Quebec Street forms part of the City Centre Loop Road. The Park Row and Infirmary Street to Boar Lane movements around the north and east of the square are restricted to buses, cycles and taxis.

Buildings along Park Row can generally be serviced by adjacent streets, including both Upper and Lower Basinghall Street on the eastern side; and Wine Street on the western side close to City Square. This can include dedicated servicing bays on Infirmary Street, which also acts as a night-time taxi rank. Buildings on the western side can also be serviced through loading bays located on adjacent streets, including Greek Street, Bedford Street and South Parade.

Buildings facing onto City Square can generally be serviced from other streets; for example the car park at Mill Hill Chapel is accessed from Lower Basinghall Street, whilst the Queen’s Hotel uses a lay-by in front of the hotel for pick-up and drop-off of guests.

Due to the importance of this corridor for public transport and the need to maintain kerbside provision, CCTV surveys were undertaken along Park Row and City Square to assess levels of kerbside activity in the area. Observed activity is summarised in Table H.8 for Park Row and Table H.9 for City Square.

Table H.8: Kerbside activity along Park Row (0700-1900, Tuesday 11 December 2012)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Westside: The Headrow to Greek Street 1 1 0 0 Eastside: The Headrow to Greek Street 32 31 2 0 Westside: Greek Street to Russell Street 1 1 0 0 Eastside: Greek Street to Russell Street 39 36 6 0 Westside: Russell Street to City Square 4 4 1 0 Eastside: Russell Street to City Square 11 6 4 0

Source: Mott MacDonald (excluding buses)

The survey results indicate that along Park Row kerbside activity is concentrated along the two sections on the eastern side of the road; between The Headrow and Greek Street and Greek Street and Russell Street; with the activity being predominantly pick-up and drop-off activity of taxis (buses are excluded in the table). Although the volume is lower the pattern is similar between Russell Street and City Square. Loading occurs on both sides of the road with most activity taking place south of Greek Street. There

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Table H.9: Kerbside activity in City Square (0700-1900, Tuesday 4 December 2012)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Eastside: Bus stop P5, Mill Hill Chapel 6 3 3 0 Westside: Opposite bus stop P5 5 0 26 3 Southside: Wellington Street 398 118 18 0

Source: Mott MacDonald

In City Square many of the trips recorded were for pick up / drop off, particularly associated with the Queens Hotel. The western loading bay on City Square appears well used with taxi activity focussed on the Queens Hotel during the day.

The following provisions have been made in the P3 NGT proposals to address issues identified:

Park Row  No changes are proposed on Park Row which is currently a public transport and access corridor. Access to premises and side streets remains as per the existing situation. City Square  As part of the enabling works for the Trinity shopping centre development, highway works were co- ordinated with the NGT proposals in 2010, including changes to bus stops on Infirmary Street. These have now been completed prior to the opening of the Trinity shopping centre and no further changes are proposed except some cycle facility improvements and the construction of the NGT route through City Square.

H.2.10 Boar Lane and (lower) Briggate Boar Lane

As this section of the NGT route is in the City Centre with a very high demand for kerbside space and complex traffic interactions, e.g. bus services and taxis in a short section of road, CCTV surveys were commissioned along the length of Boar Lane and Duncan Street, with Table H.10 summarising the survey findings.

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Table H.10: Kerbside activity along Boar Lane and Duncan Street (0700-1900, Tuesday 4 December 2012)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Northside: City Square to New Station Street 9 12 9 0 New Station Street to Holy Trinity 13 4 17 0 Southside: City Square to Mill Hill 15 7 20 5 Mill Hill to New Station Street 32 2 16 3 Northside: Holy Trinity to Briggate 6 1 1 0 Southside: New Station Street to 20 0 18 0 Trevelyan Square (eastern entry) Trevelyan Square to Briggate 16 3 8 2 Northside: Duncan Street 46 18 20 0 Southside: Duncan Street 25 14 4 0

Source: Mott MacDonald

West of New Station Street there is some pick-up and drop-off activity with loading; however it should be noted that the survey was undertaken while the construction hoardings for the Trinity development were still in-situ. On the south side the pick-up and drop-off and loading activity is localise at the loading bay outside the former MultiYork showrooms.

There is little non-bus activity on the northern side of Boar Lane, west of New Station Street, due in part to the construction works for the Trinity shopping centre and the presence of bus stops. On the south side, the majority of activity is between New Station Street and Trevelyan Square consisting of pick-up and drop- off and loading.

On Duncan Street there is high level of pick-up and drop-off activity approximately half of which is taxi activity, with loading focussed on the northern side. Lower Briggate

The existing provision on lower Briggate consists of disabled parking bays and a dual taxi rank (14 spaces) on the western side north of the railway bridge. On the eastern side at the northern end there are disabled spaces and a loading bay; separated from the Pay & Display parking by motorcycle parking.

Underneath the railway bridge on the western side there is a bus / coach parking bay which is also used for loading; south of the bridge there is a second bus / coach parking pay. On the eastern side of the road, there is a stretch of day-time Pay & Display parking, which converts to a night-time taxi rank.

On Swinegate to the southwest there is an unrestricted loading bay, with a further night-time taxi rank on The Calls to the east of lower Briggate. CCTV surveys were commissioned along the length of lower Briggate, with Table H.11 summarising the survey findings.

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Table H.11: Kerbside activity along lower Briggate (0700-1900, Thursday 26 November 2009)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Westside: north of Commercial Court 622 565 7 0 Westside: south of Commercial Court 72 36 9 1 Eastside: north of Queen’s Court 73 30 11 2 Eastside: south of Queen’s Court 16 1 5 12

Source: Mott MacDonald.

Analysis of the CCTV survey results for lower Briggate shows that taxi activity from the 14 no. taxi rank is very high, demonstrating the turnover of this rank to feed the railway station rank. Parking is restricted to the eastern side with some use of the disabled space at the northern end of the street on the western side. Loading is evenly distributed north and south of the railway bridge and on both sides of the road.

The following provisions have been made in the P3 NGT proposals to address issues identified: Boar Lane  The Public Transport Box Study Phase 2 proposals from 2010 were incorporated into the DF6 proposals and maintain three eastbound stops on Boar Lane and Duncan Street; with three westbound stops also retained. This was agreed with Metro as being an acceptable reduction with the proposed additional bus stops on Infirmary Street (now constructed) based on the services and operational data assessed at the time. The DF7 P3 proposals provide five bus stops; an increase of two (+2) stops over the DF6 proposals; and an increase of one on the existing number of stops. However, one of stops proposed is not a double length stop as in the existing situation and the impact of these proposals on bus operations and demand would need to be assessed by Metro for the DF7 layouts and changes since the opening of the Trinity shopping centre. In the westbound direction the DF7 P3 proposals provide three bus stops, the same number as in the DF6 proposals and as available at present. The rationalisation of stops K17, T6, T7, T8 and T9 into three stops was previously agreed to with Metro to be acceptable at the DF6 design stage. These proposals would be subject to a review of the impact of the DF7 proposals on bus operations and demand; and would need to be assessed by Metro for the current service patterns and demand.  In general existing servicing arrangements are unaffected, except for the loading bay outside 24 to 29 Boar Lane which is to be relocated to the northern end of Mill Hill (in effect extending the existing loading bay at that location). A footway loading facility was initially considered; however maintain desirable footway widths and keep the passage for pedestrians clear of loading activities the loading bay could not be accommodated in its current location and the relocation to Mill Hill was agreed with LCC.

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 The existing loading activity for 4 – 13 Duncan Street is to be restricted by the introduction of an eastbound bus stop and ‘no waiting and no loading at any time’ restrictions. It is currently assumed that the loading activity will relocate to Briggate and Central Road. However, consultation with the properties may be required. Lower Briggate: North of the railway bridge  After consultation with the taxi operators, a daytime rank of 6 taxi spaces is maintained on lower Briggate, with the remaining 8 spaces relocated to a new facility at Meadow Lane. At night-time the northern loading bay converts to taxi use to provide a more visible facility near Boar Lane for night-time demand, moving the rank closer to Boar Lane.  The loading facilities on the eastern side of lower Briggate are reprovided and distributed along the length to provide a better distribution (particularly for the southern premises, based on the CCTV survey results) with disabled parking and motorcycle parking interspersed.  Pay & Display parking is removed from the eastern side as access would be restricted by the turning prohibitions at the Boar Lane / Briggate junction. Access is possible from the south but to discourage a high frequency of vehicles crossing the southbound NGT and cycle lane to access these bays, the parking has been converted to disabled use providing a net gain at this location for disabled parking.  The disabled parking on lower Briggate increases from 6. to 7 spaces, which provides facilities closer to the Briggate and Trinity shopping precincts. An additional 5 car parking spaces are to be provided at the LCC Hunslet Lane car park to offset the loss of Pay & Display parking on lower Briggate. Lower Briggate: South of the railway bridge  The night-time taxi bay on lower Briggate is relocated to the current day-time only loading bay on Swinegate.  The existing coach / bus lay-by outside 4 – 6 Briggate is maintained with loading to be formally permitted.  The loading bay underneath the railway bridge is removed to provide the preferred lane widths for combined bus and cycle use. Vehicles servicing premises on this section and under the railway bridge will be able to use the southern facility, with premises currently served from Commercial Court unaffected.

H.2.11 Bridge End and Meadow Lane

Loading restrictions are in place on Bridge End in the peak hours between the Swinegate / Bridge End junction and Leeds Bridge, with no loading allowed south of this point due to the weak bridge structure. The area immediately to the north of Leeds Bridge on the eastern side of the road is fronted by small retail premises which load from the kerbside or on the footway and attract pass-by trips. Some premises have alternative access to the rear via Pitfall Street and vehicles have been observed to use this from previous video surveys. However, in general there are no alternative loading areas for these properties.

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Although activity is limited, loading has been observed on the western side of Bridge End (Table H.12). Alternative loading areas for Windsor House are available, including loading bays around the corner in Swinegate and a loading area to the rear, accessed via Concordia Street.

The loading on Bridge End and the potential impact on NGT led to CCTV surveys being in this area, with the results are summarised in Table H.12. The survey results show that the daily number of vehicles using the kerbside and footway on Bridge End is approximately 18 vehicles, with 15 of these vehicles using the eastern side. Of these approximately half are OGVs servicing the properties.

Table H.12:Kerbside activity at Bridge End (0700-1900, Thursday 26 November 2009)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Bridge End, westside 3 0 1 0 Bridge End, eastside 15 1 6 0 Source: Mott MacDonald

The following provisions have been made in the P3 NGT proposals to address issues identified:  A new junction proposed between Bridge End, Meadow Lane and Waterloo Street with reductions in the overall traffic lane proportions of land at this location in advance of the proposed City Park. Traffic islands and pedestrian areas are enlarged to provide opportunities for planting and landscaping.  The existing section of Hunslet Road between Dock Street and Waterloo Street is to be narrowed and made one-way northbound (to discourage rat-running traffic from Meadow Lane southbound) with an on-highway loading bay to serve the Adelphi PH, Leeds Bridge House and other premises on Hunslet Road. The area is to form part of a new shared space / simplified streetscape area. The current bin store and associated facilities for serving Leeds Bridge House will also need to be relocated in this area.  The junction proposals require the reconfiguration of the Hunslet Lane and Meadow Lane LCC car parks with the capacity of the Meadow Lane car park maintained at 50 spaces The capacity of the Hunslet Lane car park is slightly increased from 35 to 40 spaces; to offset the Pay & Display parking loss on lower Briggate. Access and egress to the Hunslet Lane car park is relocated to Meadow Lane.  North to south U-turns at the junction are retained at the northern end however and an additional facility provided to the south, located north of the ASDA house entrance to cater for U-turns away from the junction to help reduce the movements at the Bridge End U-turn to minimise traffic movements through the junction and maintain its capacity.  The taxi rank provision relocated from lower Briggate is sited in the offside taxi feeder rank on the Meadow Lane southbound carriageway, with the reduction in the length of taxi rank bay on the northbound carriageway also relocated into this offside facility (due to the introduction of the U-turn facility and junction modifications. This provides one continuous facility from Meadow Lane southbound to northbound with no change in overall provision between lower Briggate and Meadow Lane.

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 Parking on Water Lane is to be maintained with the permit space for the Old Red Lion PH to be retained, with improved footway connections along the riverside proposed.  The introduction of the NGT substation compound will require the relocation of the Old Red Lion PH bin store and the parking within the site which is believed to be rented to local residential properties rather than used by employees or customers of the Old Red Lion PH.

H.2.12 South Accommodation Road to Balm Road

The parking activity around Joseph Street and the DF6 NGT proposals for the NGT route led to CCTV surveys being commissioned to identify the scale and pattern of current activity. The results of these surveys are summarised in Table H.13. In addition to the parking around Joseph Street, the changes to the frontage of Church Street at the Penny Hill Centre warranted kerbside CCTV surveys on Church Street, with the results summarised in Table H.14

Table H.13:Kerbside activity at Joseph Street and Epworth Place (0700-1900, Tuesday 4 December 2012)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Adjacent to Hunslet Road 4 0 0 26 Epworth Place, westside 33 0 2 0 Epworth Place, eastside 0 0 1 1 Epworth Place, north 3 0 0 0 Joseph Street, northside 5 0 0 10 Joseph Street, southside 7 0 3 14 Source: Mott MacDonald. Note:

The results of surveys at Joseph Street and Epworth Place shows high levels of parking in the service road adjacent to Hunslet Road and on Joseph Street. There is a substantial level of pick-up and drop-off on the western side of Epworth Place, serving the local bus stops and the primary school.

Table H.14:Kerbside activity at Church Street (0700-1900, Tuesday 4 December 2012)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Northside: west of pelican crossing 162 27 38 39 Northside: east of pelican crossing 74 1 22 0 Northside: eastbound lay-by 3 0 2 0 Southside: westbound lay-by 9 3 1 0 Source: Mott MacDonald

The CCTV survey results shows high levels of kerbside pick-up and drop-off, servicing and car parking on the north side of Church Street, with a limited level of activity at the eastbound bus stop lay-by. The results also suggest that the westbound lay-by is also used informally for loading.

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The following provisions have been made in the P3 NGT proposals to address issues identified:  Northbound bus stop set back into full lay-by to reduce blocking back of traffic on Low Road/ Hunslet Road and egress from Joseph Street.  Closure of Epworth Place and incorporation within the primary school site to reprovide 17 standard parking spaces and 2 disabled spaces. Other areas of hard standing used by school for parking would also be retained.  New turning facility on Whitfield Way for residents and pick-up and drop-off activity with formal pick- up/drop-off bays provided on Whitfield Way, to cater for demand identified in the CCTV surveys. Resident permit parking bays is to be introduced to minimise nuisance parking / pick-up and drop-off activity along residential parking stretches. Similarly on Joseph Street permit parking to be introduced to minimise nuisance parking / pick-up and drop-off activity along residential parking stretches.  Left turn egress from Stafford Street for large vehicles is to be maintained, with adoption of northern end of Stafford Street and new connection to Larchfield Street proposed to provide for the right turn onto Hunslet Road removed by the junction amendments. Alternative routes from Larchfield Street include Donisthorpe Street / South Accommodation Road and Atkinson Street / South Accommodation Road.  A new junction on Church Street is introduced for the NGT route, with the eastbound bus stop lay-by moved to the east and extended to provide a double stop to serve the high number of services using the existing stop. In order to protect the surrounding areas from displaced parking form Church Street, permit parking would be introduced along sections of Grove Road to deter all day commuter parking.

H.2.13 Balm Road / Belle Isle Road / Moor Road Junction

As part of the initial investigations of the Belle Isle route, the activity at this local centre at Moor Road was identified as a potential location where CCTV surveys to assess existing kerbside activity would be required. The results of the surveys are summarised in Table H.15.

Table H.15:Kerbside activity at Balm Road / Belle Isle Road (0700-1900, Tuesday 26 March 2013)

Pick-up / Taxi Activity OGV Activity Car Parking Drop-off Balm Road: Westside 2 0 1 0 Balm Road: Eastside 4 0 2 0 Woodhouse Hill Terrace: Northside 1 0 0 1 Woodhouse Hill Terrace: Southside 9 0 2 0 Belle Isle Road: Westside 31 1 18 28 Belle Isle Road: Eastside 28 0 11 23 Moor Road: Northside 3 0 4 1 Moor Road: Southside 18 0 27 82 Source: Mott MacDonald

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The survey results confirm that the forecourt parking on the western retail parade is heavily used, with pick-up and drop-off activity being highest on both sides of Belle Isle Road south of Moor Road.

The following provisions have been made in the P3 NGT proposals to address issues identified:  Forecourt access to Moor Road parade is maintained with access via rear yards from Moor Road and Belle Isle Road (adjacent to substation) unaffected.  Southbound bus stop set back into lay-by with forecourt access to 11a Belle Isle Road maintained. Northbound bus stop relocated south into lay-by with parking impacts on South Leeds Trade Centre.  South Leeds Trade Centre internal parking affected by northbound bus stop relocation, with numbers reduced by 9 spaces. Access to loading docks for large vehicles is maintained.  It is unlikely the current island arrangement would permit vehicles to turn right out of the South Leeds Trade Centre and vehicles would be routed north via Belle Isle Road, Old Run Road and West Grange Drive to access the M621 at Junction 6. Consultation with the South Leeds Trade Centre to resolve these issues is on-going.  Access to western lay-by south of M621 junction is maintained, with access from the southbound carriageway rerouted via new roundabout at East Grange Drive / West Grange Drive / Belle Isle Road.

H.2.14 Belle Isle Road / Winrose Grove

The following provisions have been made in the P3 NGT proposals as part of the introduction of NGT to this corridor, arising from the closure of breaks in the central reserve of the dual carriageway and relocation of bus stops into lay-bys:

Belle Isle Road  Residential parking lay-bys on Belle Isle Road and Belle Isle Circus are generally maintained in their current locations, with lay-bys extended or shortened but overall provision is as per existing.  Reduction in on-street parking outside 126 – 156 Belle Isle Road to accommodate new northbound bus stop lay-by is not a direct reduction of provision for these residents as the properties have driveway parking within their forecourts, accessed from the service road in front.  Closure of breaks in central reserve on Belle Isle Road require some local diversion of traffic and the new junction arrangement at East Grange Drive / West Grange Drive / Belle Isle Road removes the access from East Grange Drive to West Grange Drive and Belle Isle Road north. – East Grange Road: right-turn alternative routes via East Grange View / Middleton Road / Belle Isle Circus and East Grange View / Pepper Road / Midland Road. – Low Grange Crescent: right-turn alternative routes via Middleton Road / Belle Isle Circus and East Grange View / Pepper Road / Midland Road. – Winrose Crescent: access Belle Isle Circus via Winrose Drive, West Grange Road / West Grange Drive or via Belle Isle Road and U-turn at East Grange Drive / West Grange Drive junction.

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Winrose Grove  Non-NGT vehicular access to Winrose Grove is to be restricted from Low Grange Crescent and Middleton Road. Alternative egress is to be via Belle Isle Circus, Low Grange Crescent and Middleton Road.  Speed cushions to be provided along Winrose Grove, with an additional on-street parking lay-by to be provided for 31 – 61 Winrose Grove where on-site observations have noted on-street parking in addition to forecourt and driveway parking by residents / visitors.

H.2.15 Offline Locations

The strategic traffic modelling for the NGT scheme has identified a number of junctions off the NGT route where works are required to address the potential traffic flow reassignments from the introduction of NGT. This section identifies the potential impacts at these locations and outlines the incorporated mitigation.

Otley Road / Farrar Lane / Church Lane

The Otley Road / Farrar Lane / Church Lane junction is located approximately 1.0km east of the NGT alignment. The junction amendments proposed are limited to the provision of Advanced Stop Lines (ASLs for cyclists) and minor widening on Otley Road to provide dedicated right-turn lanes.

The only potential impact on servicing and access is for the parade of shops on the north - western corner, comprising, 2 Farrar Lane and 467 – 469 Otley Road; where a minor widening of the highway will narrow the footway to approximately 2.5m. At present this is not expected to affect the forecourts of the retail parade.

Otley Road / New Adel Lane / St Helen’s Lane

The Otley Road / New Adel Lane / St Helen’s Lane junction is located approximately 1.0km east of the NGT alignment. The junction amendments proposed are limited to the provision of a dedicated left-turn lane on the St Helen’s Lane arm of the junction.

The widening proposed to accommodate this turning lane will impact the northern access to the garage forecourt (Euro Garages Ltd) from St Helen’s Lane. The forecourt area is currently used for access and the location of the main sign advertising petrol / diesel prices at the garage, which would require relocation. It is not anticipated that the proposed amendments would affect the operation of the garage as the area is currently part of the access route and away from the main garage filling forecourt and buildings.

Cardigan Road / Victoria Road

The Cardigan Road / Victoria Road is located approximately 800m west of the NGT alignment. The works proposed convert the current mini roundabout arrangement to a signalised T-junction, with the works restricted to the existing junction footprint. However, the DF7 P3 proposals require the removal of an unrestricted parking bay on Victoria Road.

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There is an existing unrestricted parking bay on the northern side of Victoria Road and a bus stop immediately opposite on the southern side. It is currently unclear whether this parking bay is provided for 88 Victoria Road; which has a forecourt accessed from Victoria Road and may have access to the rear via Cardigan Road or other properties in the area. However, there are options for the reprovision of this bay and it is understood that LCC UTC believe that the works at this offline junction may not be required, however this would be subject to further modelling and discussion.

Calverley Street / The Headrow / East Parade / Westgate

The Calverley Street / The Headrow / East Parade / Westgate junction is located 150m west of the NGT route; with works proposed at the junction consisting of the provision of a dedicated right-turn lane from The Headrow to Calverley Street.

There is a night-time taxi rank is located in a half width lay-by on The Headrow with a double bus stop located immediately to the east (upstream, stops Y10 and Y9) of the rank. The widening to accommodate the right-turn lane would require removal of the half-width lay-by for the taxi rank, but would have no impact on the two bus stops. The taxi rank only operates at night time (19:00 to 07:00) and is to be retained on street at its current location, as after the evening traffic peak has cleared it is assumed that the rank would be unlikely to interfere with the operation of the junction or access to the two lanes at the junction stopline.

H.3 Taxi Provisions

H.3.1 Types of Taxi Services

As part of the discussion of taxi services, it is necessary to define the different forms of taxi service:  Hackney Carriages – hackney carriages refers to a taxicabs licensed by the local authority (Leeds City Council, LCC). Hackney carriages are permitted to be hailed from the highway as well as collecting passengers at designated taxi ranks as well as being pre-booked. In 2013 LCC introduced a scheme to permit hackney carriages to utilise existing bus lanes in Leeds. In addition LCC are considering the use of bus stops in the city centre as night-time taxi ranks where there are no night-time or 24 hour bus services operating, an existing example is the bus stop between Albion Street and Bank Street on Boar Lane. The NGT taxi kerbside proposals specifically consider Hackney Carriages.  Private Hire Taxis – private hire taxis are licensed to be hired by prior arrangement only; they are not permitted to be hailed or to wait in a public designated taxi rank. The taxi may be part of an agency or network which receives calls from customers and assigns taxis to customers. The NGT taxi kerbside proposals do not consider Private Hire Taxis.

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H.3.2 Taxi Demand Patterns

From discussions with the LCC highways and transport officers and the taxi representatives at consultation meetings, the following key trip generators and daily demand pattern have been identified:

Day Time Demand  Leeds railway station is a key trip generator for taxis during the working day, with the New Station Street, lower Briggate, Meadow Lane and Eastgate taxi ranks marshalled to serve the high turnover at this location

Night Time Demand  In the early evening travel demand from Leeds station continues, reducing as the evening continues  The general demand shifts from Leeds station to serve the night-time demand from the City Centre (arrivals and departures from entertainment venues, public houses, clubs etc.) as the evening progresses. This takes place over a wider area and is served by smaller distributed ranks in the City Centre.  Night-time high demand locations adjacent to the Leeds NGT route include: – Millennium Square (including the O2 Academy, Walkabout, Revolution, Carriageworks theatre and other restaurants and bars) – East Parade / Park Row areas – Boar Lane – The Calls / Call Lane – Similar demand is also expected to be generated by the Leeds Arena from autumn 2013.

H.3.3 Taxi Marshalling Arrangements

Taxis are currently marshalled from a manned position on New Station Street. The marshal is able to view the end of the rank entering the covered railway passenger pick-up facility outside the Station entrance and the end of the rank at the eastern end of New Station Street which continues towards the junction with Boar Lane.

It is believed that the taxi marshal tracks the arrival of taxis by vehicle number to the ranks controlled by the marshal (Eastgate, lower Briggate and Meadow Lane) and calls vehicles to the New Station Street ranks on a first come – first served basis.

H.3.4 Taxi Services Consultation

A meeting was held with members of the taxi trade on Wednesday 6th March 2013 to discuss the NGT scheme and the emerging DF7 proposals for taxi ranks in the City Centre. Discussions had a particular focus on the lower Briggate and Meadow Lane areas, where the potential impact of NGT on taxi operations

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is greatest and the views and requirements of the taxi trade would aid in developing mitigation to minimise the impact on taxi operations with the introduction of NGT.

Discussions of options with taxi representatives prior to DF7 identified the following key issues:  The double rank on lower Briggate (14 taxi spaces) not only provides a marshalling point for taxis but is also popular with customers as a rank in its own right. The rank is also highly visible for shoppers during the daytime and for night-time demand in the lower Briggate / Boar Lane area.  The railway station is a key source of patronage for taxis with the station taxi rank fed by other ranks to meet the high level of demand and turnover of taxis at the railway station.  Marshalling of ranks is optimised by limiting the number of ranks managed by a single marshal; the existing marshalling of ranks is currently manageable. It would not be practical to split the existing taxi ranks into a greater number of smaller distributed ranks without changing the marshalling system.  The reliable range of the current taxi radio system for marshalling is limited; with poor reception in some locations south of the river including Bowman Lane / Waterloo Street and areas further south. If taxi rank facilities were relocated to these areas, then a technology intervention for marshalling would be required. This was investigated with Leeds Urban Traffic Control (UTC) previously but at the time the options available were considered too complex to implement.

From the discussion of early options it was agreed that: . A taxi rank would be retained on lower Briggate for 6 taxis spaces. . That the provision of an offside facility on Meadow Lane would likely be acceptable to the taxi operators if a reduced rank could be maintained on lower Briggate and there was no overall loss of provision.

H.3.5 Use of NGT and Bus Lanes

The opportunity for taxis to use NGT and Bus lanes has been confirmed by the NGT promoters; the current proposals are:

Hackney Carriages

. Hackney Carriages will be able to use combined NGT/Bus lanes . Hackney Carriages will not be able to use NGT ‘Only’ lanes

Private Hire Taxis

. It is anticipated that Private Hire Taxis will be not able to use NGT/Bus lanes . It is anticipated that Private Hire Taxis will be not able to use NGT ‘Only’ lanes

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H.3.6 NGT DF7 Proposals

The following provisions have been made in the P3 NGT proposals to address issues identified:  The existing capacity between lower Briggate and Meadow Lane is maintained, with the rank on lower Briggate reduced in length to 6 taxis spaces and the displaced provision relocated to a new facility in the offside lane of the Meadow Lane southbound carriageway, with the capacity restricted to maintain the current combined rank capacity.  Capacity and coverage within the City Centre is generally maintained with the exception of the 24hour rank at the Radisson Hotel on Cookridge Street (as shown in Figure H.3 and Figure H.4). Following post-submission consultation with taxi operators, this rank is to be relocated to The Headrow to extend the existing facility between Cookridge Street and Woodhouse Lane. Table H.16 provides a comparison of the existing facilities and those proposed after the introduction of NGT.

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Table H.16: Taxi Rank Provision Changes with NGT

Location Type Existing Provision Provision with NGT Cavendish Road 24 hour 3 taxi spaces Not affected by NGT proposals Portland Way Night-time: 19:00 to 07:00 5 taxi spaces Cookridge Street Night-time: 18:00 to 08:00 28m (approx. 6 taxi spaces) Night-time rank relocated approx. 20m (north) north with minimum 6 taxis spaces in split rank Cookridge Street Night-time: 19:00 to 07:00 4 taxi spaces Replacement 4 space rank on (central) Rossington Street (30m) Cookridge Street 24 hour 2 taxi spaces Existing 24 hour rank removed, with (south) pick-up / drop-off facility provided for general public and taxi use Post TWAO consultation proposals include relocation of the rank capacity to The Headrow. Great George Night-time: 18:00 to 06:00 4 taxi spaces

Street The Headrow 24 hour 2 taxi spaces The Headrow 24 hour 2 taxi spaces Eastgate 24 hour Approx. 62m, (13 taxi spaces) East Parade Night-time: 19:00 to 07:00 6 taxi spaces Greek Street 24 hour 12 taxi spaces Infirmary Street Night-time: 19:00 to 07:00 2 taxi spaces Infirmary Street Night-time: 23:00 to 04:00 4 taxi spaces Not affected by NGT proposals Bishopgate Street Night-time: 19:00 to 07:00 6 taxi spaces (north west) Bishopgate Street Night-time: 19:00 to 07:00 4 taxi spaces (east) Bishopgate Street Night-time: 19:00 to 07:00 4 taxi spaces (west) Mill Hill Night-time: 19:00 to 07:00 Approx. 28m (6 taxis spaces) New Station Street 24 hour 65m (approx. 13 taxis

spaces) Boar Lane Taxi hailing point for black Relocated west by approx. (north Side) and white taxis only 75m to (east of Bank Street) Boar Lane Night-time: 19:00 to 07:00 6 taxi spaces Night-time rank maintained in current (north side) location with reduced length of 15m (3 taxi) rank. Boar Lane Night-time: 19:00 to 07:00 4 taxi spaces Currently assumed to be removed in (south Side) DF7 plans due to potential impacts on usable footway widths. Duncan Street 24 hour 3 taxi spaces Reprovided with increased capacity 4 space rank (20m)

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Location Type Existing Provision Provision with NGT Lower Briggate 24 hour 14 taxi spaces Existing capacity on lower Briggate (north) Note: physical capacity is16 reduced to 6 spaces. with remaining provision and relocated provision on Meadow Lane 24 hour 17 taxi spaces Meadow Lane relocated to new facility. Remainder of existing provision on Meadow Lane maintained

Lower Briggate Night-time: 22:00 to 03:00 4 taxi spaces Relocation of the night-time rank to (south) currently unrestricted loading bay on Sovereign Street adjacent to Malmaison. Reduction in capacity to 3 taxi spaces Call Lane (north) Night-time: 23:30 to 06:00 6 taxi spaces Call Lane (south) 24 hour 6 taxi spaces Not affected by NGT proposals The Calls Night-time: 23:30 to 05:00 Approx. 24m (5 taxi spaces)

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Figure H.3: Leeds City Centre Taxi Facilities Catchments (100m) – 24 hour Ranks

Source: Mott MacDonald

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Figure H.4: Leeds City Centre Taxi Facilities Catchments (100m) – Night-Time Only Ranks

Source: Mott MacDonald

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H.4 Summary

This section of the Transport Assessment has identified the impacts of the NGT network on servicing and access. It presents the results of kerbside surveys which have been undertaken to provide an overview of existing loading and waiting patterns at various locations.

The likely implications of the introduction of the NGT scheme on all kerbside activity has been considered and the provision and mitigation for the access requirements for business, retail, residential and other premises and facilities has been summarised. The NGT proposals referred to are based on the DF7 P3 drawings from August / September 2013, with consultation with a number of individual properties or proprietors to be undertaken or concluded to confirm arrangements at locations where the current proposals require finalisation through the consultation process.

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