Norfolk Council PREFERRED TRANSPORT STRATEGY Stage 1: Issues and Opportunities Report

DRAFT

70043850-001-REV F SEPTEMBER 2018 CONFIDENTIAL County Council GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY Stage 1: Issues and Opportunities Report

TYPE OF DOCUMENT (VERSION) CONFIDENTIAL

PROJECT NO. 70043850 OUR REF. NO. 70043850-001-REV F

DATE: SEPTEMBER 2018

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Issue/revision First issue Revision 1 Revision 2 Revision 3 Remarks EARLY DRAFT DRAFT UPDATED DRAFT Date August 2018 September 2018 September 2018 Prepared by E Shortridge E Shortridge E Shortridge

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Project number 70043850 70043850 70043850

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GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 CONTENTS

1 INTRODUCTION 1

1.1 BACKGROUND 1 1.2 STUDY AREA 2 1.3 STUDY STAGES 3 1.4 STRUCTURE OF REPORT 4

2 POLICY CONTEXT 5

2.1 INTRODUCTION 5 2.2 NATIONAL 5 2.3 REGIONAL 6 2.4 LOCAL 8

3 DEMOGRAPHIC COMPOSITION 11

3.1 INTRODUCTION 11 3.2 POPULATION 11 3.3 INDICES OF MULTIPLE DEPRIVATION 12 3.4 DEMOGRAPHIC COMPOSITION SUMMARY 14

4 ECONOMIC CONDITIONS 15

4.1 INTRODUCTION 15 4.2 EMPLOYMENT 15 4.3 ECONOMIC DRIVERS 16 4.4 ECONOMIC DRIVERS 17 4.5 ENTERPRISE ZONES 17 4.6 ECONOMIC CONDITIONS SUMMARY 17

5 TRAVEL ISSUES 18

5.1 INTRODUCTION 18

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council 5.2 TRAVEL CHARACTERISTICS 18 5.3 ACTIVE MODES 40 5.4 EQUESTRIAN FACILITIES 48 5.5 PERSONAL INJURY ACCIDENT DATA ANALYSIS 48 5.6 CAR PARKING 52 5.7 ELECTRIC / ALTERNATIVE FUEL VEHICLES 54 5.8 PUBLIC TRANSPORT 54 5.9 HIGHWAYS 64 5.10 HIGHWAY SUMMARY 72

6 FUTURE GROWTH 73

6.1 OVERVIEW 73 6.2 GROWTH FORECASTS 74

7 FUTURE TRANSPORT SCHEMES 80

7.1 PROJECTS CURRENTLY BEING DELIVERED 80 7.2 PROJECTS PLANNED AND FUNDED OVER THE NEXT TWO YEARS 84 7.3 LOCAL GROWTH FUND SCHEMES 84 7.4 GREAT YARMOUTH THIRD RIVER CROSSING 84 7.5 A47 CORRIDOR IMPROVEMENT PLAN 85 7.6 NETWORK RAIL’S RAILWAY UPGRADE PLAN 88 7.7 VAUXHALL RAIL SIDINGS 88

8 FORECAST TRAVEL DEMAND 89

8.1 INTRODUCTION 89 8.2 BACKGROUND TRAFFIC GROWTH 89 8.3 GYTRC DCO SATURN MODEL – 2023 DM SCENARIOS 90

9 STAKEHOLDER CONSULTATION 94

9.1 OVERVIEW 94 9.2 STAKEHOLDER FEEDBACK 94

10 PROPOSED VISION AND OBJECTIVE 95

10.1 OVERVIEW 95

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Norfolk County Council 10.2 VISION AND OBJECTIVES 95 10.3 ALIGNMENT WITH LOCAL POLICY DOCUMENTS 95

11 CONCLUSION 97

11.1 KEY FINDINGS 97 11.2 OPPORTUNITIES AND INTERVENTIONS 98 11.3 NEXT STEPS 100

TABLES Table 1 – Demographic Composition (ONS 2016 Mid-Year Population Estimates) 11 Table 2 – Home location of residents working in the Study Area*. Source: Census 2001 Table WF01BEW. 36 Table 3 – Workplace of residents living within the Study Area*. Source: Census 2001 Table WF01BEW. 37 Table 4 – Number of PIAs by month and year 50 Table 5 – Car Parking Spaces in Core Controlled Parking Enforcement Area 52 Table 6 – Pay and Display Ticket Sales 2015 to 2017 in GYBC Car Parks. 53 Table 7 – Summary of weekday rail services from Great Yarmouth to 56 Table 8 – Summary of weekend rail services from Great Yarmouth to Norwich 56 Table 9 – Entries / Exits. Source Office for Rail and Road 2012 to 2017. 57 Table 10 – TEMPro Planning Data Growth Forecast 2018 to 2030 74

FIGURES Figure 1 – Great Yarmouth Transport Strategy Study Area 2 Figure 2 – Stages of Developing a Transport Strategy for Great Yarmouth 3 Figure 3 – Process for developing the Preferred Transport Strategy for Great Yarmouth 4 Figure 4 – Population Change (Percentage) 2012 to 2016 12 Figure 5 – 2015 Index of Multiple Deprivation Deciles. Source: English Indices of Deprivation 2015 13 Figure 6 – Workplace Population Density (Source 2011 Census) 15 Figure 7 – 2017 Employment and Unemployment 16

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Figure 8 – Usual Residents Journey to Work Mode Share (Study Area). Source 2011 Census Table QS701EW. 18 Figure 9 – Usual Residents Journey to Work Mode Share (Great Yarmouth Borough). Source 2011 Census Table QS701EW. 19 Figure 10 – Car or Van Driver Mode Share – Usual Residents Journey to Work. Source 2011 Census Table QS701EW. 20 Figure 11 – Car or Van Passenger Mode Share – Usual Residents Journey to Work. Source 2011 Census Table QS701EW. 21 Figure 12 – Bus Passenger Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW. 22 Figure 13 - Train Passenger Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW. 23 Figure 14 - Cycling Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW. 24 Figure 15 – Walking Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW. 25 Figure 16 – Average Distance Travelled to Work (km) – Usual Residents. Source: Census 2011 Table QS702EW. 26 Figure 17 – Workplace Population Journey to Work Mode Share. Source: Census 2011 Table WP703EW. 27 Figure 18 – Workplace Population Journey to Work Mode Share. Source: Census 2011 Table WP703EW. 27 Figure 19 – Car Driver Mode Share – Workplace Population Journey to Work. Source: Census 2011 Table WP703EW. 28 Figure 20 – Car Passenger Mode Share – Workplace Population Journey to Work. Source: Census 2011 Table WP703EW. 29 Figure 21 – Bus Passenger Mode Share – Workplace Population Journey to Work (Source: 2011 Census) 31 Figure 22 – Train Passenger Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW. 32 Figure 23 – Cycling Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW. 33 Figure 24 – Walking Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW. 34 Figure 25 – Distance Travelled to Work (km) – Workplace Population 35 Figure 26 – Average Number of Cars and Vans per Household. Source 2011 Census. 38 Figure 27 – Walking Accessibility from Great Yarmouth Town Centre 40 Figure 28 – Footway Audit Scores. Source: Great Yarmouth Sustainable Transport Priorities Audit Report (August 2016) 41

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Norfolk County Council Figure 29 – Cycling Accessibility from Great Yarmouth Town Centre 42 Figure 30 – Cycling Routes 43 Figure 31 – Great Yarmouth’s Long Distance Footpath Network 44 Figure 32 – Photograph showing the condition a Row 45 Figure 33 - Cycle Audit Scores. Source: Great Yarmouth Sustainable Transport Priorities Audit Report (August 2016) 46 Figure 34 – Personal Injury Accident Data 2013 – 2018. Source: NCC. 49 Figure 35 - Personal Injury Accident Data 2013 – 2018: Non-motorised users. Source: NCC. 51 Figure 36 – Rail Network 57 Figure 37 - Public Transport Accessibility Towards Great Yarmouth - AM Peak (0700 to 0900) 59 Figure 38 - Public Transport Accessibility From Great Yarmouth - AM Peak (0700 to 0900) 60 Figure 39 - Public Transport Accessibility Towards Great Yarmouth - PM Peak (1600 to 1800) 61 Figure 40 - Public Transport Accessibility From Great Yarmouth - PM Peak (1600 to 1800) 62 Figure 41 – PLUSBUS in Great Yarmouth. Source: plusbus.info 63 Figure 42 – AM Peak Congestion Heat Map. Source Great Yarmouth Third River Crossing Outline Business Case (March 2017) 66 Figure 43 – 60 Minute Driving Isochrone from Great Yarmouth – AM Peak (0800 to 0900) 68 Figure 44 – 60 Minute Driving Isochrone towards Great Yarmouth – AM Peak (0800 to 0900) 69 Figure 45 – 60 Minute Driving Isochrone from Great Yarmouth – PM Peak (1700 to 1800) 70 Figure 46 – 60 Minute Driving Isochrone towards Great Yarmouth – PM Peak (1700 to 1800) 71 Figure 47: GYBC Local Plan 2013 to 2030 – Policy CS17 Regenerating Great Yarmouth’s Waterfront 73 Figure 48: GYBC Local Plan 2013 to 2030 – Policy CS18 Extending the Beacon Park development at land south of Bradwell 74 Figure 49 – TEMPRO V7.2 – Forecast Population Growth 2018 to 2030 76 Figure 50 – TEMPRO V7.2 – Forecast Housing Growth 2018 to 2030 77 Figure 51 – TEMPRO V7.2 – Forecast Job Growth 2018 to 2030 78 Figure 52 – TEMPRO V7.2 – Forecast Worker Growth 2018 to 2030 79 Figure 53 – Asda – Railway Station right turn improvement scheme under construction (April 2018) 80

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Figure 54 – Fullers Hill Improvement (April 2018) 81 Figure 55 – Railway Station Forecourt Improvements under construction (June 2018) 82 Figure 56 – North Quay Improvement Scheme (April 2018) 82 Figure 57 – Existing pedestrian and cycle route between North Quay and Great Yarmouth Railway Station (June 2018) 83 Figure 58 – The Conge Improvement Scheme (June 2018) 83 Figure 59 – Market Gates Bus Interchange Improvements (June 2018) 84 Figure 60 – Great Yarmouth Third River Crossing. Source: Outline Business Case 85 Figure 61 – A47 to North Burlingham – Proposed dual carriageway. Source: Highways Statutory Consultation (September 2018) 86 Figure 62 – Vauxhall Roundabout - Preferred Route. Source: Preferred Route Announcement A47 Great Yarmouth Junctions (August 2017) 87 Figure 63 – Gapton Roundabout - Preferred Route. Source: Highways England Preferred Route Announcement A47 Great Yarmouth Junctions (August 2017) 87 Figure 64 – TEMPRO V7.2 Background Traffic Growth 2018 to 2030 – Rural Principal Roads 89

APPENDICES Appendix A – Minutes from Stakeholder Workshop Appendix B – GYTRC Saturn Outputs

A

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Norfolk County Council 1 INTRODUCTION

1.1 BACKGROUND 1.1.1. WSP has been commissioned by Norfolk (NCC) to develop a Transport Strategy for the town of Great Yarmouth, covering short, medium and long terms transport infrastructure aspirations up to 2030. 1.1.2. The purpose of the strategy is to assist regeneration and unlock the significant potential of Great Yarmouth by identifying transport barriers to growth and economic development and setting out a focus and direction for how this will be addressed. Great Yarmouth Borough Council’s (GYBC) Local Plan Part 1 (Core Strategy) sets out how the town will grow up to 2030 and the transport strategy will support these aspirations. 1.1.3. The Transport Strategy is intended to provide assistance in joining together transport improvements already being undertaken in and around the town, as well as identifying a strategy for future medium and long-term transport infrastructure improvements, particularly with regards to:  The delivery of the funded Great Yarmouth Third River Crossing;  Short term transport schemes currently under construction and in design since April 2018;  Regeneration of underutilised land particularly in South Denes;  Development of allocated sites and future sites coming forward in the Council’s (GYBC) Local Plan Part 2 (Development Management Policies, Site Allocations)to meet housing and employment growth;  Car parking issues; and  Growing traffic congestion within the town. 1.1.4. The Transport Strategy will seek to support and work in collaboration with major transport initiatives already being progressed within the town. This includes  The Great Yarmouth Third River Crossing;  Growth Fund Congestion Relief schemes;  Growth Fund Sustainable Transport Schemes; and  Great Yarmouth Town Centre Masterplan. 1.1.5. This Stage 1 Report provides an evidence base for the identification of transport issues and opportunities in Great Yarmouth. This report will provide a firm basis for Stage 2 of the project. This will include the identification of a long list of options, option testing and options appraisal. This work will then inform the final Stage 3 of the project, the development of a preferred Transport Strategy for Great Yarmouth. 1.1.6. The preferred Transport Strategy will be subject to key stakeholder and Council Members review, and public consultation, prior to adoption.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 1 of 100 1.2 STUDY AREA 1.2.1. The geographic Scope of the study area focuses on the main urban area of Great Yarmouth, Gorleston-on- Sea to the south and parts of Caister-on-Sea to the north. A map of the geographic scope of the study area is shown in Figure 1 below.

Figure 1 – Great Yarmouth Transport Strategy Study Area

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 2 of 100 Norfolk County Council 1.2.2. Figure 1 shows the northern boundary of the study area to be Norwich Road and Beach Road in Caister-on- Sea and the southern boundary is the new link road between the A47 and A143 Road in Gorleston- on-Sea. The main urban area of the settlements of Great Yarmouth, Gorleston-on-Sea and Caister-on-Sea form the western boundary. 1.2.3. Whilst the focus for the preferred Transport Strategy is the area identified in Figure 1 above, consideration has been given to the wider local and strategic transport network that connects Great Yarmouth with surrounding settlements. This includes consideration of the catchment of bus and rail services to Great Yarmouth and the function of the A47, A143 and A149. 1.3 STUDY STAGES 1.3.1. This study will review previous study work, other relevant data and investment and growth plans to understand the existing and future transport situation within Great Yarmouth to confirm the case for considering further transport improvements within the town. The preferred Transport Strategy will identify conceptual options for improving pinch points, sustainable travel options, safety and connectivity to support planned and future growth within the study area. 1.3.2. The study will be undertaken in three stages. A summary of the three main stages is provided in Figure 2 below.

Preferred Stage Issues and Stage Options Stage Transport Opportunities Appraisal 1 2 3 Strategy

Figure 2 – Stages of Developing a Transport Strategy for Great Yarmouth

1.3.3. The first stage in developing a preferred Transport Strategy for Great Yarmouth is to produce an issues and opportunities report, as set out within the remainder of this report. 1.3.4. The stage 1 report aims to identify the existing and potential future transport issues and opportunities within the study area and serve as a robust evidence base for the preferred Transport Strategy. It summarises the current transport and socio-economic context of the town and includes a review of previous transport studies undertaken. It also identifies the future transport situation in the town through a review of growth plans and proposed transport schemes. This Stage 1 report will help inform the development and testing of transport options for the town (Stage 2) and preparation of the preferred Transport Strategy (Stage 3). 1.3.5. The key outcomes of this Stage 1 study are to:  Understand the existing transport situation within Great Yarmouth;  Identify transport schemes planned or proposed within Great Yarmouth;  Understand growth locations within the town; and  Use the evidence base to identify transport issues and possible transport opportunities and interventions that could be developed in Stage 2 of the study. 1.3.6. The process for developing a preferred Transport Strategy for Great Yarmouth is detailed further in Figure 3 below. This shows the main inputs for each stage of the project.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 3 of 100 STAGE 3: PREFERRED TRANSPORT STATEGY FOR 3.3 Public GREAT YARMOUTH Consultation on 1.1 Develop short list of Evidence Base options

1.2 Sakeholder 3.2 Stakeholder Consultation on Consultation on Transport short list of Issues and options Opportunities

STAGE 1: ISSUES STAGE 2: OPTIONS AND APPRAISAL OPPORTUNTIIES REPORT REPORT

3.5 Develop shortlist of options for 2.1 Identify Preferred Objectives Transport Strategy

2.4 Test and 2.2 Identify a Assess Options Long List of (modelling) 2.3 Sifting and Options EAST base appraisal of long list of options

Figure 3 – Process for developing the Preferred Transport Strategy for Great Yarmouth

1.4 STRUCTURE OF REPORT 1.4.1. The remainder of this Stage 1 report is structured as follows:  Section 2 – Policy Context: This section provides an overview of relevant local, regional and national transport and growth policies;  Section 3 – Demographic Composition: This section provides a summary of the demographic composition of the town;  Section 4 – Economic Conditions: This section provides an overview of employment levels within Great Yarmouth as well as the main economic drivers;  Section 5 – Travel Issues: This section discusses the existing transport situation within Great Yarmouth.  Section 6 – Future Growth: This section discusses future growth planned and proposed within Great Yarmouth;  Section 7 – Future Transport Schemes: This section identifies transport schemes planned and proposed within Great Yarmouth;  Section 8 – Forecast Travel Demand: This section discusses the likely future transport situation in Great Yarmouth.  Section 9 – Stakeholder Consultation: This section provides a summary of the Stakeholder Workshop undertaken to support the development of this Stage 1 report.  Section 10 – Conclusion: This section concludes, identifying the key transport issues identified in this Stage 1 report along with the possible transport opportunities and interventions that could be developed as a part of Stage 2 of the study. It also sets out the next steps for the development of a preferred Transport Strategy for Great Yarmouth.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 4 of 100 Norfolk County Council 2 POLICY CONTEXT

2.1 INTRODUCTION 2.1.1. This section identifies relevant national, regional and local policy documents considered relevant to the development of a Transport Strategy for Great Yarmouth. 2.2 NATIONAL 2.2.1. A summary of the relevant national transport policy documents is provided below National Planning Policy Framework (July 2018) 2.2.2. The National Planning Policy Framework sets out the Governments planning policies for England and how these should be applied. This was updated in July 2018 and builds on the original document issued in March 2012. The framework places an emphasis on sustainable development. 2.2.3. In Section 9, Promoting Sustainable Transport, the framework notes that transport issues should be considered from the earliest stages of plan-making and development proposals so that:  The potential impacts of developments on transport networks can be addressed;  Opportunities from existing or proposed transport infrastructure, and changing transport technology usage, are realised;  Opportunities to promote walking, cycling and public transport use are identified and pursued;  The environment impacts of traffic and transport infrastructure can be identified and assessed and taken into account; and  Patterns of movement, streets, parking and other transport considerations are integral to the design schemes, and contribute to making high quality places. 2.2.4. It notes that significant developments should be focused on locations which are, or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. 2.2.5. It states that planning policies should:  Support an appropriate mix of uses across an area, and with larger scale sites, to minimise the number and length of journeys needed for employment, shopping, leisure, education and other activities;  Be prepared with active involvement of highway authorities, other transport infrastructure providers and operators and neighbouring councils, so that strategies and investments for supporting sustainable transport and development patterns are aligned;  Identify and protect where there is robust evidence, sites and routes which could be critical in developing infrastructure which could be critical in developing infrastructure to widen transport choice and realise opportunities for large scale development;  Provide for high quality walking and cycling networks and supporting facilities such as cycle parking; and  Provide for any large-scale transport facilities that need to be located in the area. 2.2.6. It notes that Local Authorities should seek to improve the quality of parking so that it is convenient, safe and secure, alongside measures to promote accessibility for pedestrians and cyclists. 2.2.7. It also states that the importance of providing adequate overnight lorry parking facilities.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 5 of 100 Road Investment Strategy: For The 2015-2019/20 Road Period (March 2015) 2.2.8. Highways England are responsible for operating and improving the Strategic Road Network (SRN), including the A47 which links to via Great Yarmouth. 2.2.9. Highways England’s Road Investment Strategy (RIS 1) sets out the Governments strategic vision and investment strategy for the SRN in England for the period 2015 to 2020. Relevant to this study the RIS 1 includes the following schemes:  A47 Junction enhancement: This scheme is the enhancement of junctions on the A47 including reconstruction of the Vauxhall Roundabout;  A47 Straight: Safety improvements at key hotspots and joint working with to establish environmental impacts and mitigation measures for the medium and long term which could include installation of safety barriers, junction improvements and road widening or capacity improvements. A package of junction safety improvements was delivered along the in 2017 /18.  A47 Blofield to North Burlingham dualling: This will complete a gap in a dual carriageway between Norwich and Acle. 2.2.10. Further detail on planned and proposed transport schemes is provided in Section 7. 2.3 REGIONAL 2.3.1. A summary of the relevant regional transport planning and policy documents is provided below. Norfolk And Economic Strategy: A Strategy For Growth And Opportunity (November 2017) 2.3.2. The Norfolk and Suffolk Economic Strategy (NSES) sets out New Anglia Local Enterprise Partnership’s (NALEP) plans for future growth across Norfolk and Suffolk. 2.3.3. The ambitions of the strategy are for Norfolk and Suffolk to be:  The place where high growth businesses with aspiration choose to be;  A well connected place;  A high performing productive economy;  An international facing economy with high value exports;  An inclusive economy with a high skilled workforce;  A centre for the UK’s clean energy sector;  A place with a clear, ambitious offer to the world. 2.3.4. The strategy identifies Great Yarmouth as a major growth location and one of New Anglia’s priority places. The report notes that priority places in the region are dependent uopon transport lionks and a priority is to improve transport infrastructure using the LEP’s own funding, or making the case to Government where national investment is needed. 2.3.5. The strategy identifies the key economic sectors in Norfolk and Suffolk, in relation to Great Yarmouth it notes the strength of the off-shore energy sector (wind farms), visitor economy (tourism and culture) and transport, freight and logistics (in relation to the off-shore energy sector). 2.3.6. The strategy identifies the Norfolk and Suffolk Energy Coast (including Great Yarmouth) as a priority place as a result of its strong off-shore gas and wind turbines assets. The strategy notes that Great Yarmouth offers huge growth potential as a result of its affordable residential and commercial property and investment in key infrastructure, but notes that the community is amongst the most deprived and low skilled places in Norfolk and Suffolk. The strategy states that it wants to connect residents with opportunities afforded by the energy sector as well as ensuring that Government and investors understand the existing and potential contribution of the area and how it can be maximised by developing the strategic case for new infrastructure. 2.3.7. The strategy discusses the A47 corridor between Lowestoft, Great Yarmouth and King’s Lynn. It notes that NALEP are committed to securing funding for the full dualling of this route.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 6 of 100 Norfolk County Council 2.3.8. NALEP have been successful in obtaining Growth Deal funding from the Government for a number of transport schemes in Great Yarmouth, this includes:  £2 million for a rail station interchange: This project is to provide an improved public realm and quality connections between the station, town centre and beyond.  £8.8 million transport package: This project is for a package of measures to improve public transport, walking and cycling links in Great Yarmouth, including:  Improvements to bus stop infrastructure;  Improvements to cycle lanes and measures to improve traffic flow at Southtown Road;  Improvements to pedestrians at Cliff Park School;  Cycle link at St Georges Parkway;  Improve the Conge area pedestrian and cycle link from station to the town centre; and  Congestion relief on Fullers Hill roundabout.  £2 million for Great Yarmouth Third River Crossing Feasibility Study (complete). 2.3.9. Further detail on planned and proposed transport schemes is provided in Section 7. Integrated Transport Strategy for Norfolk And Suffolk: A Strategy For Growth Opportunity (May 2018) 2.3.10. The Integrated Transport Strategy for Norfolk and Suffolk sets out NALEP’s transport strategy to 2036, with a focus on the actioned needed over the next four years. 2.3.11. The strategy identifies the A47 Great Yarmouth to Acle Straight as a link that experiences severe congestion, with lower average journey speeds by car for regional journeys than major national centres. The average journey speed by car between Norwich and Great Yarmouth is 37 mph, this compares with an average journey speed by car of 54 mph to and 51 mph to Cambridge. 2.3.12. The priorities of the strategy are as follows:  Connecting the East, Accessing the World: To improve the regions offering to the world by ensuring the continued success of the port and by making the case and securing investment in strategic routes and their facilities.  Regional connectivity and our priority places: Improving digital and transport connectivity within the region by:  Delivering a reliable major road network;  Making public transport the ‘go to’ option;  Improving and sustaining local transport services;  Improving connectivity (such as Great Yarmouth Third River Crossing);  Improving junctions;  Improving place making;  Joining up walking and cycling networks; and  Developing and promoting local freight centres for priority places.  Agile to Change: Being able to respond to future challenges and opportunities by remaining open to innovative new technologies (such as low / zero emission vehicles and trial of autonomous vehicles / drones) and encouraging behaviour and cultural changes of that shorter journeys are made activity and by sustainable modes.  Local to Costal: Recognising the importance of coast economies (such as Great Yarmouth) and working with partners to:  Prioritise local road improvement schemes  Encourage service providers to provide cost-effective, on demand public transport services;  Improve hub and home working;  Support community rail partnerships; and  Encourage walking and cycling.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 7 of 100  Making it Happen: Working towards and publish a 3-year delivery plan, work across sectors on increasingly common requirements for technical know-how, explore innovative approaches to funding and finance, work with other regions on regional national and international opportunities, through Transport East. 2.4 LOCAL 2.4.1. A summary of the relevant local transport planning and policy documents is provided below. Great Yarmouth Local Plan Part 1 “Core Strategy” (December 2015) 2.4.2. GYBCs Core Strategy, adopted in December 2015, establishes the spatial vision and objectives for how the borough will develop and grow in the future. It sets out a series of strategic policies and key site allocations which provide the strategic context for the current Great Yarmouth Local Plan. 2.4.3. The Core Strategy seeks to deliver 7,140 dwellings during the current plan period 2013- 2030. A variation of the current housing target is currently subject to public consultation through the emerging Local Plan Part 2 “Development Management Policies, Site Allocations” plan which may revise the housing target down to 5,139 dwellings. This is explained in greater detail below. 2.4.4. Policy CS16 relates to improving accessibility and transport within Great Yarmouth. It notes that this will be achieved by:  Supporting improvements that reduce congestion, improve accessibility and improve road safety without an unacceptable impact on the local environment.  Directing new developments towards the most sustainable locations.  Ensuring that new development does not have an adverse impact on the safety and efficiency of the local road network for all users  Seeking developer contributions towards transport infrastructure improvements, including those made to sustainable transport modes  Minimising the impact of new development on existing transport infrastructure  Ensuring development proposal contribute to the implementation of the Norfolk Local Transport plan to deliver improved accessibility through integrated and sustainable transport modes. 2.4.5. Policy CS16 identifies a number of high priority schemes, this includes:  Supporting proposals to dual the A47  Supporting proposals for a Great Yarmouth Third River Crossing over the  Upgrading Great Yarmouth Railway and Bus Station  Supporting the port and its future development as a passenger and freight intermodal interchange 2.4.6. Two policies relate to the development of key sites in Great Yarmouth, these are Policy CS17 and Policy CS18. 2.4.7. Policy CS17relates to the regeneration of Great Yarmouth’s Waterfront. This states that the development within the waterfront area will provide approximately:  1,000 new dwellings of a mix of types  16,500m2 of employment floorspace  14,200m2 of retail and leisure floorspace 2.4.8. The policy notes that in respect of transport, links between the rail station and the market place should be improved and public access to the waterfront area should be maximised where possible. 2.4.9. Policy CS18 relates to the extension of Beacon Park development at land south of Bradwell. This development will provide for approximately 1,000 new homes and provide for approximately 10 to 15 hectares of new employment land to the south of the A47 / A143 link road and west of the existing Beacon Business Park. In relation to transport the policy notes that the proposal must reduce the potential impact on the existing wider transport network, including A47 by making appropriate enhancements to the surrounding road network.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 8 of 100 Norfolk County Council Emerging Great Yarmouth Draft Local Plan Part 2 “Development Management Policies, Site Allocations and Revised Housing Target” 2.4.10. The Local Plan Part 2 will provide the detailed policies that will help deliver the broad distribution and type of development already agreed for the period 2030, as set out in the Core Strategy (Local Plan Part 1). This plan is currently at a draft stage, undergoing a period of public consultation between August and September 2018. 2.4.11. There are several types of policies in the Local Plan Part 2 which are intended to help bring about the aspirations of the Core Strategy, including; allocations of specific sites for new development; policies on particular topics, types of developments; and, policies for certain defined areas to guide the type of development that should, or should not take place there. 2.4.12. Importantly, the draft Local Plan Part 2 proposes some amendments to existing Core Strategy policies, most notably a reduction in the overall Local Plan housing target. This has been considered necessary in order to align the Borough with the Government’s newly standardised approach of how to assess housing provision provided for in local plans. For the Borough of Great Yarmouth, this would (as it is currently derived) would reduce the housing target from 7,140 to 5,139 dwellings for the same plan period 2013-2030.

2.4.13. Relevant draft ‘detailed policies’ that currently subject to public consultation within this draft plan include:  Draft Policy I1-dp (Vehicle parking for development). This reiterates that vehicle parking (including cycle parking) will be determined with regard to the current standards published by Norfolk County Council. Where developments in the town and village centres are unable to provide the required parking provision on site, consideration will be given to planning contributions to improve public parking provision.  Draft Policy I2-dp (Former railway trackways). This policy seeks to safeguard identified former railway trackways from development that may prejudice their future use for cycleways and/or footpaths  Draft Policy I3-dp (Gorleston to Lowestoft cycle routes). This policy seeks to promote the enhancement of cycle routes between Gorleston and Lowestoft is supported in principle. In particular, endeavours will be made to liaise with Council to bring forward improved provision from Hopton southwards to Corton and Lowestoft. Saved Policies from the 2001 Great Yarmouth Borough-Wide Local Plan

2.4.14. Some of the policies from the former 2001 plan remain in force and part of the development, though most, however, have now been superseded. Those that are still considered relevant to the development of a Transport Strategy for Great Yarmouth is summarised below.  Policy EMP25 creation / rationalisation of roads within the port operational area: GYBC will encourage proposals which may lead to the creation of new roads and / or the rationalisation of the highway network within the Port Area which, in turn, will allow expansion of quayside sites and more efficient use of land within port-related areas.

 Policy TCM20 urban public parking improvements: In order to improve public parking provision within the urban area GYBC will: identify site(s) to accommodate new edge of centre off-street surface or multi- decked car parks to serve the central and seafront areas; promote the establishment of a permanent vehicle park in the vicinity of the Block “A” of the South Denes Caravan Park, for the parking of cars and also the parking of lorries associated with the use of nearby land for port-related purposes; identify from the site investigation areas sown on the proposals map a site or sites on the periphery of the urban area that could be used as a ‘park and ride’ site/sites to serve the town centre and seafront areas; consider the establishment of temporary off-street car parks on appropriate vacant redevelopment sites; identify a potential site or sites in Southtown which could be set aside for residents’ parking to meet the demand for off-street parking spaces arising from existing residential or commercial developments in the locality.

 Policy TCM22 Vauxhall railway sidings: GYBC will safeguard the former Vauxhall Carriage sidings at Acle New Road and the former AMOC pipe yard adjacent to the A47 Western Bypass for rail related development.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 9 of 100 Great Yarmouth Economic Growth Strategy (2017) 2.4.15. The Great Yarmouth Economic Growth Strategy sets out the key sectors best-placed to deliver employment growth, prospects that are to be realised and the challenges that sectors need to address over the next four years. The strategy was adopted in 2017. 2.4.16. The strategy identifies a number of objectives and outcome targets around four broad themes that encompass the strategy’s vision on place, key sectors, workforce development and infrastructure. In relation to transport the strategy promotes improvements, identify as an outcome target transport and infrastructure that 2.4.17. The strategy promotes improvements to transport, identifying joined up and improved transport and infrastructure as an outcome target. Norfolk Local Transport Plan for 2026 (April 2011) 2.4.18. The Norfolk Local Transport Plan for 2026 sets out NCC’s strategy and policy framework for delivery up to 2026. Norfolk’s transport vision is a transport system that allows residents and visitors a range of low carbon options to meet their transport needs and attracts and retains business investment in the county. 2.4.19. A summary of the policies relevant to Great Yarmouth are identified below:  Policy 7 relates to improvements to the strategic network and Norfolk’s gateways. In relation to Great Yarmouth it identifies improvements to the ports and Great Yarmouth Third River Crossing for the River Yare. It also identifies improvements to the interchange facilities at Great Yarmouth to enable on-going public transport journeys and connection between other modes. The Local Transport Plan identifies the need to coordinate bus and rail services, highlighting that the rail Station in Great Yarmouth is some distance from the town centre.  Policy 14 notes that opportunities for sustainable tourism or leisure trips should be perused, particularly within Great Yarmouth. 2.4.20. Norfolk’s LTP also seeks to mitigate the impact of freight on the road network by developing freight and servicing plans for key destinations, including the outer harbour at Great Yarmouth. Great Yarmouth Town Centre Framework and Masterplan (May 2017) 2.4.21. The Great Yarmouth Town Centre Framework and Masterplan sets out the Council’s ambition for the regeneration of the Town Centre. 2.4.22. The masterplan notes the positive impact that new transport infrastructure proposed for the town will have, identifying schemes being promoted by both NALEP and Highways England as well as the Great Yarmouth Third River Crossing. 2.4.23. The Framework and Masterplan identifies areas for potential transport investment and potential highway design. This includes (Gateways):  Fullers Hill Roundabout;  Link between Fullers Roundabout and Regent Street via Fuller’s Hill, Priory Plain and Temple Road;  Great Yarmouth Bus Station and surrounding area (Temple Road (South of Market Gates) / Regent Street);  North Quay (between Fullers Hill and Bridge Road); and  Hall Quay and Haven Bridge.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 10 of 100 Norfolk County Council 3 DEMOGRAPHIC COMPOSITION

3.1 INTRODUCTION 3.1.1. This section provides an overview of the demographic composition of Great Yarmouth and provides information on the social and economic deprivation in the study area. 3.2 POPULATION 3.2.1. The demographic composition of the study area in comparison to Great Yarmouth Borough, Norfolk, the and England is summarised in Table 1 below.

Table 1 – Demographic Composition (ONS 2016 Mid-Year Population Estimates) Age Geography Population Under 16 16 to 24 25 to 34 35 to 44 45 to 54 55 to 64 65+

Study 13,232 7,573 9,096 7,468 9,049 7,858 14,136 68,412 Area* (19%) (11%) (13%) (11%) (13%) (11%) (21%)

Great 17,553 10,072 11,696 10,263 13,586 12,614 23,380 99,164 Yarmouth (18%) (10%) (12%) (10%) (14%) (13%) (24%)

150,457 91,897 103,655 98,635 122,839 112,370 213,017 Norfolk 892,870 (17%) (10%) (12%) (11%) (14%) (13%) (24%)

East of 1,173,980 622,708 770,324 784,537 876,787 717,798 1,184,408 6,130,542 England (19%) (10%) (13%) (13%) (14%) (12%) (19%)

10,529,100 6,137,832 7,561,210 7,092,277 7,756,174 6,308,633 9,882,841 England 55,268,067 (19%) (11%) (14%) (13%) (14%) (11%) (18%)

*based on Lower-layer Super Output Area boundaries that broadly correspond with the red line boundary of the study area

3.2.2. Table 1 above shows the population of the study area to be 68,412 in 2016. The study area makes up 69% of the total population of the Great Yarmouth Borough. 3.2.3. The population of the study area is younger than the average for Great Yarmouth Borough and Norfolk, but higher than the average for the East of England and England. A total of 21% of the study area are aged 65+, this compares to 24% of residents living in Great Yarmouth Borough and Norfolk, 19% in the East of England and 18% in England. 3.2.4. The percentage change in population for the most recent 5 years that data is available for is summarised in Figure 4 below.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 11 of 100 Percentage change in population 2012 to 2016 4.00% 3.50% 3.00% 2.50% 2.00% 1.50% 1.00% Percentage Change 0.50% 0.00% 2012 2013 2014 2015 2016 Year

Study Area Great Yarmouth Norfolk East of England England

Figure 4 – Population Change (Percentage) 2012 to 2016

3.2.5. Population growth in the study area between 2012 and 2016 (2.44%) was lower than the average for the East of England (3.78%), England (3.32%) and Norfolk (3.19%), but higher than the average for the Great Yarmouth Borough (1.63%). 3.3 INDICES OF MULTIPLE DEPRIVATION 3.3.1. To better understand the social and economic conditions of neighbourhoods in the study area the 2015 Index of Multiple Deprivation (IMD) has been reviewed. This is a qualitative measurement that can be used to rank neighbourhoods across the UK. It offers multi-dimensional information on material living conditions in a neighbourhood based on a lack of living necessities causing an unfulfilled social or economic need relative to the rest of the county. 3.3.2. The 2015 IMD is the official measure of relative deprivation for small areas (Lower-layer Super Output Area) in England. It is a qualitative statistic measured from 1 (the most deprived area) to 32,844 (least deprived area). The index combines information from seven indices which measure different types or dimensions of deprivation to produce an overall measure of deprivation. This includes:  Income deprivation (22.5%).  Employment deprivation (22.5%)  Education, skill and training deprivation (13.5%)  Health deprivation and disability (13.5%)  Crime (9.3%)  Barriers to housing and services (9.3%)  Living environment deprivation (9.3%) 3.3.3. The 2015 Index of Multiple Deprivation (IMD) deciles are shown in Figure 5 below.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 12 of 100 Norfolk County Council Figure 5 – 2015 Index of Multiple Deprivation Deciles. Source: English Indices of Deprivation 2015

3.3.4. The Great Yarmouth Borough has the highest concentration of neighbourhoods within the most deprived 10% of neighbourhoods nationally (first decile). Within the study area the highest levels of deprivation are the wards of Southtown and Cobholm, Central and Northgate, Nelson and parts of Claydon and Magdalen. The lowest levels of deprivation are within rural areas of the study area, in particular the wards of Bradwell North and Bradwell South and Hopton to the west of the study area.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 13 of 100 3.4 DEMOGRAPHIC COMPOSITION SUMMARY 3.4.1. In summary the key headline findings to emerge from this area of review are:  Population growth in Great Yarmouth is lower than the average for Norfolk, East of England and England as a whole.  Population growth in the study area was higher than the average for Great Yarmouth borough.  Neighbourhoods in the study area are some of the most deprived in the UK. The study area has the highest concentration of neighbourhoods within the most deprived 10% of neighbourhoods nationally.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 14 of 100 Norfolk County Council 4 ECONOMIC CONDITIONS

4.1 INTRODUCTION 4.1.1. This section provides an overview of the major employment locations and industries within the town. 4.2 EMPLOYMENT 4.2.1. To understand the distribution of employment within the study area, workplace population densities from the 2011 census (person per hectare) has been reviewed. It should be noted that this data is reflective of the employment conditions in 2011 and does identify areas where there has been a growth in employment opportunities over the last 7 years, particularly at Beacon Park and South Denes where two new enterprise zones were set up 2012. More recent datasets, such as the 2016 total job estimates, are only available at district level. 4.2.2. Figure 6 below shows the 2011 census workplace population densities and boundary of Beacon Park and South Denes Enterprise Zones.

Figure 6 – Workplace Population Density (Source 2011 Census)

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 15 of 100 4.2.3. Information from the 2011 Census on employment densities in Great Yarmouth show five main employment sites within the study area, these are: University Hospital, Harfreys Industrial Estate, Great Yarmouth Town Centre, Gorleston-on-Sea Town Centre and South Denes peninsular. 4.2.4. These are described in more detail below:  James Paget University Hospital: The hospital serves a population of 230,000 residents across Great Yarmouth, Lowestoft and Waveney. The hospital has circa 500 beds and employees more than 3,000 staff. The main access to the hospital is from the A47 Lowestoft Road.  Harfreys Industrial Estate: The industrial estate is situated to the west of the A47 south of the River Yare. The estate is comprised of a mixture of industrial and commercial units. Access to the estate is via Harfreys Roundabout on the A47 and Gapton Hall Road.  Great Yarmouth Town Centre: Great Yarmouth Town Centre is comprised of a variety of independent and chain retail stores, restaurants and cafes. The town centre has good walking and cycling routes and is situated in close proximity to Market Gates bus station.  Gorleston-on-Sea High Street: Gorleston-on-Sea High Street is characterised by a variety of independent and chain retail stores, restaurants and cafes. The area is also surrounded by a number of light industrial and commercial units. Local roads connect the High Street with Gorleston-on-Sea beach to the south.  South Denes peninsular: The area is characterised by large offshore energy, port and logistic industries in addition to a number of smaller and medium sized industries. The area was designated as an Enterprise Zone in 2012 to grow energy and offshore industries in the area. As such the 2011 workplace population densities are unlikely to be representative of the existing workforce in the area. 4.2.5. In addition to the above, Beacon Park Enterprise Zone is also considered to be a main employment area. This Enterprise Zone was set up in 2012 and is comprises of 25 acres of mixed office, industrial and leisure development. The development was not established in 2011 and as such is not represented in Census datasets. 4.3 ECONOMIC DRIVERS 4.3.1. The percentage of the population in Great Yarmouth Borough, East of England and is summarised in Figure 7 below.

2017 Employment & Unemployment

90% 78% 80% 75% 70% 68%

60% 50%

40% Great Yarmouth 30% East of England Great Britain 20% 7% onomically Active Population 10% 4% 4% 0% In employment † Unemployed § Status † aged 16 to 64 Percent of Ec § percent of economically active

Figure 7 – 2017 Employment and Unemployment

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 16 of 100 Norfolk County Council 4.3.2. Figure 7 above shows Great Yarmouth Borough to have higher levels of unemployment and lower levels of employment than the average for the East of England and Great Britain. 4.4 ECONOMIC DRIVERS 4.4.1. In the study area the main economic drivers are considered to be:  Energy and Engineering  Electronics  Offshore gas exploration  Service and supply  Hydrographic survey  Geoscience  Engineering  Logistics  Port and Logistics  Deep water harbour 4.5 ENTERPRISE ZONES 4.5.1. NALEP has been successful in setting up the Great Yarmouth and Lowestoft Enterprise Zone. The Great Yarmouth and Lowestoft Enterprise Zone has six sites, of these two are within the study area (and 4 in Waveney), these are: South Denes and Beacon Park. 4.5.2. These were created in April 2012 to encourage offshore energy, port and logistics activity in both the South Denes (Great Yarmouth) and Beacon Park (Gorleston-on-Sea) commercial areas of the borough. Sites locating within the Enterprise Zone can benefit from simplified planning and access to superfast broadband.

4.6 ECONOMIC CONDITIONS SUMMARY 4.6.1. In summary the key headline findings to emerge from this area of review are:  The main employment destinations within the study area are Great Yarmouth Town Centre, Gorleston-on- Sea High Street, the South Denes peninsular, Harfreys Industrial Estate and James Paget University Hospital and Beacon Park  Great Yarmouth borough has higher levels of unemployment than the average for the East of England and England.  Two new Enterprise Zones have been established in Great Yarmouth to encourage offshore energy, port and logistic activity in the town.  New economic drivers have the potential to change commuting patterns within the study area.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 17 of 100 5 TRAVEL ISSUES

5.1 INTRODUCTION 5.1.1. This section discusses the existing transport situation within the study area. It sets out the travel characteristics of residents and workers; details walking, cycling and equestrian infrastructure and accessibility; reviews personal injury accident data on the local and strategic road network for the most recent five year period; provides information on car parking; details bus and rail services and accessibility; and provides an overview of the existing situation on the local and strategic highway network. 5.2 TRAVEL CHARACTERISTICS Residents living in Great Yarmouth Method of Travel to Work 5.2.1. The journey to work mode share of residents living within the study and Great Yarmouth Borough is shown in Figure 8 and Figure 9 below.

Usual Residents Journey to Work Mode Share (Study Area)

2% 1% WfH

3% 1% Train 7% 1% 17% Bus, minibus or coach

Taxi

5% Motorcycle, scooter or moped

Driving a car or van 8% Passenger in a car or van

Bicycle 55% On Foot

Other

Figure 8 – Usual Residents Journey to Work Mode Share (Study Area). Source 2011 Census Table QS701EW.

5.2.2. The majority of usual residents in the study area travel to work as a driver of a car or van (55%). A total of 17% of residents travel to work on foot, 8% travel as a passenger in a car or van, 7% travel by bus, minibus or coach and 5% cycle. Only 1% of usual resident’s travel to work by train.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 18 of 100 Norfolk County Council Usual Residents Journey to Work Mode Share (Great Yarmouth Borough) WfH 2% 1% 1% Train 4% 1% 6% 13% Bus, minibus or coach

Taxi 4% Motorcycle, scooter or moped 7% Driving a car or van

Passenger in a car or van

Bicycle 61% On Foot

Other

Figure 9 – Usual Residents Journey to Work Mode Share (Great Yarmouth Borough). Source 2011 Census Table QS701EW.

5.2.3. The car or van driver mode share in the study area is lower than the average across the Great Yarmouth Borough (55% against 61%). Public transport and active mode share is also higher in the study area that the average for the Great Yarmouth Borough. This is likely to be attributable to the urban nature of the study area and higher concentration of public transport services. 5.2.4. Further information on how the journey to work mode share varies across the study area is provided below.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 19 of 100 Car Driver 5.2.5. The 2011 Census journey to work car driver mode share for usual residents is shown in Figure 10 below.

Figure 10 – Car or Van Driver Mode Share – Usual Residents Journey to Work. Source 2011 Census Table QS701EW.

5.2.6. In the study area the highest car or van driver mode share was recorded in Bradwell (>50%). High car or van driver mode shares were also recorded in Gorleston-on-Sea, Newtown and Caister on Sea (41% to 50%). The lowest car driver mode shares were observed in Great Yarmouth Town Centre and the South Denes peninsular (0% to 10%). Outside of the study area the car or van driver mode share is significant higher (51% to 71%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 20 of 100 Norfolk County Council Car Passenger 5.2.7. The 2011 Census journey to work car passenger mode share for usual residents is shown in Figure 11 below.

Figure 11 – Car or Van Passenger Mode Share – Usual Residents Journey to Work. Source 2011 Census Table QS701EW.

5.2.8. Figure 11 above shows the highest journey to work car or van passenger mode share to be in Great Yarmouth Town Centre and along Great Yarmouth sea front (>8%). The lowest car or van passenger mode share was recorded in Bradwell on the periphery of the study area (<1%).

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 21 of 100 Bus Passenger 5.2.9. The 2011 Census journey to work bus passenger mode share for usual residents is shown in Figure 12 below.

Figure 12 – Bus Passenger Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW.

5.2.10. In the study area the highest journey to work bus passenger mode share was recorded in Great Yarmouth Town Centre and Gorleston-on-Sea High Street, where a bus passenger mode share of 14% to 15% was recorded. The lowest bus passenger mode shares are generally in areas on the periphery of the main urban area of Great Yarmouth and Gorleston-on-Sea, this includes Bradwell to the west and areas to the south of Gorleston-on-Sea (<3%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 22 of 100 Norfolk County Council Train Passenger 5.2.11. The 2011 Census journey to work train passenger mode share for usual residents is shown in Figure 13 below.

Figure 13 - Train Passenger Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW.

5.2.12. Across the whole study area, the journey to work train mode share is very low. The highest train mode share was observed in the centre of Gorleston-on-Sea and within Great Yarmouth Town Centre (2.6 to 3.0%).

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 23 of 100 Cycling 5.2.13. The 2011 Census journey to work cycling mode share for usual residents is shown in Figure 14 below.

Figure 14 - Cycling Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW.

5.2.14. In the study area the highest cycling mode share was generally recorded within Gorleston-on-sea on the periphery of the main urban area (6% to 8%). Within Great Yarmouth Town Centre and Caister-on-Sea to the north the cycling mode share was relatively low (<4%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 24 of 100 Norfolk County Council Walking 5.2.15. The 2011 Census journey to work walking mode share for usual residents is shown in Figure 15 below.

Figure 15 – Walking Mode Share – Usual Residents Journey to Work. Source: 2011 Census Table QS701EW.

5.2.16. In the study area the highest journey to work walking mode share are principally within the urban centres of Great Yarmouth and Gorleston-on-Sea, the notable exception is the residential area to the north of James Paget University Hospital (24-27%). The high walking mode share in this output area is likely to be attributable to its proximity to James Paget University Hospital which is a major employer in the local area.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 25 of 100 Distance Travelled to Work 5.2.17. Figure 16 below shows the average distance travelled to work by usual residents living in the study area.

Figure 16 – Average Distance Travelled to Work (km) – Usual Residents. Source: Census 2011 Table QS702EW.

5.2.18. In the study area the largest average distance travelled to work is by residents living in Newtown to the north of Great Yarmouth (>35 km), areas to the east and south of Great Yarmouth Town Centre (>25 km), Gorleston-on-Sea sea front (>25 km) and urban areas along the A143 in Bradwell (>25 km). The smallest average distance travelled to work is by residents living in central urban areas of Gorleston-on-Sea and to the north of Bradwell (<10 km). 5.2.19. The average distance travelled to work by residents of all Census Output Areas (COAs) that have their centroid within the study area is 16.1 km. For reference Norwich City Centre is approximately 30km from Great Yarmouth Town Centre. This suggests that the majority of residents of the study area work within the immediate locality of study area.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 26 of 100 Norfolk County Council Workers Working in Great Yarmouth 5.2.20. The journey to work mode share of workers working within the study and Great Yarmouth Borough is shown in Figure 17 and Figure 18 below.

Workplace Population Journey to Work Mode Share (Study Area) WfH 1% 0% Train 0% 1% 7% 13% 5% Bus, minibus or coach

5% Taxi

6% Motorcycle, scooter or moped

Driving a car or van

Passenger in a car or van

Bicycle 62% On Foot

Other

Figure 17 – Workplace Population Journey to Work Mode Share. Source: Census 2011 Table WP703EW.

5.2.21. The majority of workers in the study area travel to work by driving a car or van (62%). A total of 13% of workers travel on foot, 6% travel as a passenger in a car and 5% cycle. Public transport use is very low with 5% travelling by bus and 0% travelling by train.

Usual Residents Journey to Work Mode Share (Great Yarmouth Borough) WfH

1% 0% 0% Underground, metro, light rail or 5% tram Train 12% 10% 0% Bus, minibus or coach 4% 1% Taxi 6% Motorcycle, scooter or moped

Driving a car or van

Passenger in a car or van

Bicycle

61% On Foot

Other

Figure 18 – Workplace Population Journey to Work Mode Share. Source: Census 2011 Table WP703EW.

5.2.22. The journey to work mode share for the workplace population in the study area and average for Great Yarmouth Borough are broadly similar, with 61% of all workers in the Great Yarmouth borough driving to work as a car or van driver (compared to 62% for the study area). A slightly lower proportion of workers cycle to

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 27 of 100 work across the whole Great Yarmouth Borough (4% across the Great Yarmouth Borough compared to 5% in the study area). However, a higher proportion work from home (10% across the Great Yarmouth Borough, compared to 7% in the study area). 5.2.23. Further information on how the journey to work mode share varies across the study area is provided below. Method of Travel to Work Car Driver 5.2.24. The 2011 Census journey to work car or van driver mode share for the workplace population is shown in Figure 19 below.

Figure 19 – Car Driver Mode Share – Workplace Population Journey to Work. Source: Census 2011 Table WP703EW.

5.2.25. In the study area the highest car or van driver journey to work mode shares was recorded in the South Denes peninsular, Harfreys Industrial Estate and James Paget University Hospital (>70%). All three of these locations are major employment sites situated on the edge of the main urban area of Great Yarmouth. Both Beacon

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 28 of 100 Norfolk County Council Park and James Paget University Hospital have good public transport connectivity. Beacon Park is served, off- peak, by a twice hourly X11 service between Belton and Norwich and James Paget University Hospital is served by a number of local bus services (services 8, 9, 108, 580 Waveney Line, Coastal Clipper 1/1A, X1 and X11). The South Denes Peninsular on the other hand is less well served by public transport and is only served by Bus Route 2. This is a circular route between the South Denes peninsular and town centre. Whilst this operates on a 10 minute frequency the service does not extend to the southern tip of peninsular. The southernmost point the service reaches is Main Cross Road. 5.2.26. The lowest workplace population car or van driver mode shares were recorded within Great Yarmouth Town Centre (<30%). Car Passenger 5.2.27. The 2011 Census journey to work car or van passenger mode share for the workplace population is shown in Figure 11 below.

Figure 20 – Car Passenger Mode Share – Workplace Population Journey to Work. Source: Census 2011 Table WP703EW.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 29 of 100 5.2.28. In the study area the highest car or van passenger journey to work mode share was recorded in in Great Yarmouth Town Centre and Harfreys Industrial Estate (>10%). The lowest car passenger mode share was recorded in Bradwell and South Denes peninsular (<4%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 30 of 100 Norfolk County Council Bus Passenger 5.2.29. The 2011 Census journey to work bus passenger mode share for the workplace population is shown in Figure 21 below.

Figure 21 – Bus Passenger Mode Share – Workplace Population Journey to Work (Source: 2011 Census)

5.2.30. In the study area the highest bus passenger journey to work mode share was recorded in in Great Yarmouth Town Centre (15% to 20%). This is likely to be attributable to the proximity of the town centre to Market Gate bus station. A relatively high bus mode share was recorded towards Great Yarmouth Seafront and near Gorleston-on-Sea High Street. In all other areas the workplace population bus mode share was low (<10%). The lowest car passenger mode share (0% to 3%) was recorded on the western periphery of the study area in Bradwell.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 31 of 100 Train Passenger 5.2.31. The 2011 Census journey to work train passenger mode share for the workplace population is shown in Figure 22 below.

Figure 22 – Train Passenger Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW.

5.2.32. In the study area the highest journey to work train mode share was recorded in Great Yarmouth Town Centre (2.5% to 3.0%) in all other areas the train journey to work mode share was generally less than 1%. The exceptions are areas in Southtown, the Enterprise Zone in the South Denes peninsular and areas to the north of the study area in Caister-on-Sea (1% to 1.5%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 32 of 100 Norfolk County Council Cycling 5.2.33. The 2011 Census journey to work cycling mode share for the workplace population is shown in Figure 23 below.

Figure 23 – Cycling Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW.

5.2.34. In the study area the highest cycling mode share was recorded along the sea front, close to the town centre and along the South Denes peninsular (9% to 10%). High cycling mode shares were also recorded within Southtown, Harfreys industrial estate and Gorleston-on-Sea High Street (7% to 8%). The lowest cycling mode shares were recorded in parts of Great Yarmouth Town centre and to the north of the study area in Caister-on- Sea (1% to 2%).

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 33 of 100 Walking 5.2.35. The 2011 Census journey to work walking mode share for the workplace population is shown in Figure 24 below.

Figure 24 – Walking Mode Share – Workplace Population Journey to Work. Source: 2011 Census Table WP703EW.

5.2.36. In the study area the highest journey to work walking mode share was recorded in Great Yarmouth Town Centre, along the Seafront, Cobholm and Gorleston-on-Sea High Street (>20%). The lowest walking mode share was recorded within the South Denes peninsular, Harfreys Industrial Estate and Bradwell (<5%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 34 of 100 Norfolk County Council Distance Travelled to Work 5.2.37. The average distance travelled to work by workers in Great Yarmouth is shown in Figure 25 below.

Figure 25 – Distance Travelled to Work (km) – Workplace Population

5.2.38. In the study area the average distance travelled to work by workers is generally less than 20km, reducing to less than 10km in Great Yarmouth Town Centre, Bradwell and parts of Gorleston-on-Sea. The exceptions to this are workers working along Southgates Road, eastern bank of the River Yare and at the South Denes peninsular Enterprise Zone. Here the average distance travelled to work is between 26 and 40km in distance. The average distance travelled to work by workers of Work Place Zones (WPZ) with their centroid in the study area is 10.7 km. This suggests that whilst most of Great Yarmouth and Gorleston-on-Sea’s workforce commutes from the immediate locality of the study area, workers towards the south of the South Denes peninsular are commuting significant distances. This may be reflective of the nature of some of the higher skill employment opportunities towards the south of the South Denes peninsular.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 35 of 100 Origin and Destination of Journeys to Work 5.2.39. To understand where residents living within the study area work, Journey to Work Origin Designation Data from the 2011 Census has been analysed. For the purpose of this assessment the study area has been defined as those Census Output Areas (COA) that have their centroid within the red line boundary of the study area. 5.2.40. The home location of workers working within the study area is summarised in Table 2 below.

Table 2 – Home location of residents working in the Study Area*. Source: Census 2001 Table WF01BEW. Geography Absolute Percent Great Yarmouth Transport 13,780 63% Strategy Study Area Great Yarmouth (excluding 2,368 11% Study Area) Norwich 1,135 5% 730 3% 467 2% 302 1% King's Lynn and West Norfolk 194 1% Suffolk 2,277 10% Other 680 3% *COA’s with their centroid within the study area 5.2.41. Table 2 above shows that the majority of workers working within the study area live within the study area (63%). Of the remaining 37% of workers working in the study area, 11% live within the Great Yarmouth Borough (excluding the study area), 5% live in Norwich, 7% live in Broadland, South Norfolk and King’s Lynn and West Norfolk and 10% work in live in Suffolk. Only 3% of the study area workforce lives outside Norfolk and Suffolk.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 36 of 100 Norfolk County Council 5.2.42. The workplace of residents living within the study area is summarised in Table 3 below.

Table 3 – Workplace of residents living within the Study Area*. Source: Census 2001 Table WF01BEW. Geography Absolute Percent Great Yarmouth Transport 13,780 53% Strategy Study Area Great Yarmouth (excluding 5,087 23% Study Area) Broadland 1,252 6% South Norfolk 679 3% Norwich 662 3% North Norfolk 511 2% King's Lynn and West Norfolk 148 1% Suffolk 3,395 15% Other 408 2% *COA’s with their centroid within the study area 5.2.43. Table 3 above shows that the majority of residents living within the study work within the study area (53%). Of the remaining 47% of residents living in the study area, 23% work within the Great Yarmouth Borough (excluding the study area), 3% work in Norwich, 12% work in other destinations in Norfolk and 15% work in Suffolk. Only 2% of residents living in the study area work outside Norfolk and Suffolk. 5.2.44. The origin-destination data above indicates that there is a very high level of internalisation of commuting trips within the study area, with relatively low numbers of workers commuting into study area from origins outside of the Great Yarmouth Borough.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 37 of 100 Car & Van Availability 5.2.46. The average car and van availability per household is shown in Figure 26 below.

Figure 26 – Average Number of Cars and Vans per Household. Source 2011 Census.

5.2.47. In the study are the lowest average car and van availability is within and surrounding Great Yarmouth Town Centre and Sea front. In the study area, the highest average levels of car and van availability is on the periphery of the main urban areas of Great Yarmouth and Gorleston on Sea, in particular Bradwell to the west of the study area and Newton and Caister-on-Sea to the north. Outside of the study area the average car and van availability per household is considerably higher and is likely to be reflective of the weaker public transport connectivity and increased distances to everyday facilities and services. 5.2.48. In the study area the average number of cars and vans per household is 0.92 cars per household. This compares with an average for Great Yarmouth Borough of 1.33. The lower car availability per household is likely to be because of better accessibility to local amenities and services by public transport, walking and cycling. It is also likely to be because of the relatively high level of deprivation recorded in many neighbourhoods in the study area.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 38 of 100 Norfolk County Council Travel Characteristics Summary 5.2.49. In summary the key headline findings to emerge from this area of review are:  Driving a car or van is the main mode of transport for journeys to work by residents and workers in the study area, 55% and 62% respectively. The highest percentage of workers commuting by car is in the South Denes peninsular.  The majority of public transport journeys to work by residents and workers of the study area is by bus, 7% and 5% respectively.  Use of the train by residents and workers of the study area is very low, only 1% of residents and <1% of workers travel by train. In the study area the highest percentage of workers commuting by train is in the South Denes peninsular.  5% of residents and workers in the study area commute by bicycle. Cycling mode share is highest by residents on the periphery of the study area in Gorleston-on-Sea.  The average distance travelled to work by workers in the study area is generally less than 20km. The exception is workers in the South Denes peninsular where an average distance of 31 to 40km was recorded.  There is a high level of internalisation of commuting trips within the Study Area. The majority of residents within the transport strategy study area work within the study area (63%).  74% of all residents living in the study area and 76% of all workers working in the study area work or live in the Great Yarmouth Borough.  Car and van availability per household in the study area is low (<1 car per household).

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 39 of 100 5.3 ACTIVE MODES Walking Accessibility 5.3.1. The existing walking accessibility from Great Yarmouth Town Centre is shown in Figure 27 below.

Figure 27 – Walking Accessibility from Great Yarmouth Town Centre

5.3.2. Figure 27 above shows that both Great Yarmouth Railway Station and the Seafront are accessible within a 5 to 10 minute walk. Southtown, Newtown and the South Denes peninsular (as far as Main Cross Road) are all accessible within a 25 minute walk.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 40 of 100 Norfolk County Council Walking Infrastructure Audit 5.3.3. An audit of walking routes in Great Yarmouth (from Gorleston-on-Sea to the Caister Bypass) was undertaken between August 1 and August 5 2017 by Norfolk County Council. The audit divided the study area into 62 links, assessing each link based on their attractiveness, directness, coherence, comfort and safety. 5.3.4. Throughout the study area footways generally scored well. A plan showing the audit score of footways in the study area is provided in Figure 53 below.

Figure 28 – Footway Audit Scores. Source: Great Yarmouth Sustainable Transport Priorities Audit Report (August 2016)

5.3.5. Only one link was identified as poor. This was the A143 Beccles Road, south of the junction with Burgh Road. This route was characteristic by a lack of wayfinding infrastructure, few opportunities to cross the carriageway and substandard and tired footway surfaces, minor littering and vandalism. 5.3.6. Three footpaths in the study area were audited, these were Regent Street, Market Place and Great Yarmouth Sea Front (parallel to North Drive, Marine Parade and South Beach Parade between the junction of North Drive / Salisbury Road and South Beach Parade and Main Cross Road). All footpaths in the study area were found to have good wayfinding and directness aspects. Market Place received the maximum audit score for all categorises, attributable to wide open pathways to accommodate multiple users, good consistent lighting, adequate dropped kerbs and tactile paving and good maintenance of the footpath itself. Regent Street did not score as highly because of the littering and signage causing temporary obstructions.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 41 of 100 5.3.7. The northern section of the footpath that runs along Great Yarmouth sea front received a good score with wide open pathways throughout, but has no effective lighting and tactile paving. The southern section scored similarly, but has better lighting. Cycling Accessibility 5.3.8. The cycling accessibility from Great Yarmouth Town Centre is provided in Figure 29 below.

Figure 29 – Cycling Accessibility from Great Yarmouth Town Centre

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 42 of 100 Norfolk County Council 5.3.9. Figure 30 below shows the cycling routes in Great Yarmouth.

Figure 30 – Cycling Routes

5.3.10. Figure 30 above shows the National Cycle Routes and local cycle routes through the study area. The cycle routes provide relatively good north / south connectivity between Caister-on-Sea and Gorleston-on-Sea via Great Yarmouth Town Centre, between Great Yarmouth Town Centre and the South Denes peninsula, and between Great Yarmouth Town Centre and Bradwell. There is relatively weak east-west cycle connectivity, particularly within Gorleston-on-Sea. The weak east-west cycle connectivity between Gorleston-on-Sea and Great Yarmouth is attributable to all cycle routes having to cross the River Yare via Haven Bridge. Public Rights of Way 5.3.11. A number of Public Rights of Way (PRoW) connects the study area with the wider Great Yarmouth countryside. Many of these PRoW that extend to the north, east and west of the study area form NCC’s network of long distance footpath trails which connect Great Yarmouth and Gorleston-on-Sea with other towns and villages in the County.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 43 of 100 5.3.12. Of particular relevance to this study are the long-distance trails that originate or route via the study area. This includes:  Norfolk Coastal Path ( to Hopton on Sea) – this runs north south through Great Yarmouth  Way (Great Yarmouth to )  Weavers Way ( to Great Yarmouth)  Cross-Norfolk Trail (King’s Lynn to Great Yarmouth)  Wherryman’s Way (Norwich to Great Yarmouth) 5.3.13. A map of the long-distance footpath network surrounding Great Yarmouth is shown in Figure 31 below.

Norfolk Coastal Path

Weavers Way, Wherryman’s Way, Cross Norfolk Trail

Weavers Way

Wherryman’s Way Angles Way

Norfolk Coastal Path

Figure 31 – Great Yarmouth’s Long Distance Footpath Network

5.3.14. Figure 31 above shows all of the long-distance footpaths with the exception of Norfolk Coastal Path to originate / terminate at Great Yarmouth Railway Station. The Norfolk Coastal Path and Angles Way both cross the River Yare via Haven Bridge. The Norfolk Coastal Path is the main north-south long-distance footpath and routes along the coastal footpaths and Great Yarmouth Seafront, before crossing the River Yare via Haven Bridge and continuing south along Southtown Road and Road. This route terminates at Hopton-on- Sea, none of the long-distance footpaths connect Great Yarmouth with Lowestoft. Users must use the existing highway network.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 44 of 100 Norfolk County Council The Rows 5.3.15. The Rows are unique to Great Yarmouth and are a remanence of the medieval layout of the town. They are a network of very narrow streets that run parallel to one another with buildings on either side. The Rows are important to Great Yarmouth as they enhance east west pedestrian connectivity between the River Yare and the Town Centre. A photograph of one of Great Yarmouth’s Rows is provided in Figure 32 below.

Figure 32 – Photograph showing the condition a Row

5.3.16. During a site visit undertaken to support the development of the Transport Strategy, the condition of a number of the Rows was observed. Whilst there has been improvement to a small number of these streets, the general appearance (including poor condition of buildings, vandalism and graffiti) and poor lighting do not help to create inviting spaces for pedestrians. New signage is now being installed to help navigation of the town using the Rows. National Cycle Routes 5.3.17. National Cycle Route 517 runs between Great Yarmouth and Beccles via Lowestoft. In Great Yarmouth the route originates at Great Yarmouth railway station and heads south into Gorleston-on-Sea via Southtown Road and Riverside Road. The route is principally on-road, however there are small sections of off-road cycleway, this includes the section between Great Yarmouth Rail Station and The Conge and a link between the Lower and Marine Parade in Gorleston-on-Sea. On-road advisory cycle lanes are provided along Southtown Road, however this is periodically broken at and on approach to junctions. From Southtown Road to Warren Road the cycle route is principally on road via quiet ways. 5.3.18. Norfolk Coast Cycleway 30 runs along the Norfolk coastline from Cromer to Great Yarmouth. The route is principally on road via quiet ways. It routes through Caister-on-Sea via Ormesby Road and Yarmouth Road to North Quay in Great Yarmouth where it connects with National Cycle Route 517. Through Caister-on-Sea the route is principally on road via quiet ways. Along the A149 Yarmouth Road between Caister-on-Sea and Great Yarmouth it routes along a combination of segregated and shared use routes on the east and west side of the carriageway before reverting to an on-road advisory cycle lane along Lawn Avenue / North Quay. On approach to Fullers Hill shared use routes are provided, enabling cyclists to use the underpass beneath the roundabout. The shared use route ends at the signalised junction of North Quay / The Conge.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 45 of 100 Cycle Infrastructure Audit 5.3.19. An audit of cycling routes in Great Yarmouth (from Gorleston-on-Sea to the Caister Bypass) was undertaken in August 1 to August 5 2017. The audit divided the study area into 62 links. The broad theses for assessing routes were there attractiveness, directness, coherence, comfort and safety. 5.3.20. A plan showing the audit score of cycle routes in the study area is provided in Figure 33 below.

Figure 33 - Cycle Audit Scores. Source: Great Yarmouth Sustainable Transport Priorities Audit Report (August 2016)

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 46 of 100 Norfolk County Council 5.3.21. The key findings of the cycle audit are summarised below. West Great Yarmouth Southtown and Gorleston-on-Sea  Shared use cycle path between New Road roundabout and Primrose Way is narrow with inconsistent signing. The cycle route also does not connect with any other cycling routes after Primrose Way junction. Cyclists must enter the busy carriageway.  Shared use cycle path between Burgh Road roundabout and junction with Southtown Road.  On road advisory cycle lanes on both sides of the carriageway along Southtown road. This route is periodically broken at and on approach to junctions.  Cycle lane merges onto shared use path before terminating on Bridge Road forcing cyclists onto the carriageway to cross over the River Yare.  Lack of dedicated cycle lane along B1370 Middleton Road / Church Road.  Segregated cycle route runs alongside the A47 between Beaufort Way and B1370 Middleton Road and connects with Lowestoft Road. There is an overbridge across the A47 between Lowestoft Road and Victoria Road. There is no cycle provision along Lowestoft Road or Victoria Road with parked cars and frequent junctions.  Shared use path alongside Pasteur Road. The route ends at Mill Road junction where cyclists are required to dismount.  Station Road and Stafford Road have no cycling provision.  Suffolk Road has a good cycling core with a shared use path connecting to William Adams Way.  William Adams Way is a barrier to cyclists and users need to dismount to cross the bridge. Town Centre and Railway Station  Shared use path along North Quay between The Conge and Fullers Hill Roundabout.  Small section of shared use cycleway along north side along A149 west of Fullers Hill Roundabout.  The Conge is a quiet road with a small section of shared use path which finishes with an end of route sign. No onwards signs to direct cyclists towards the sea front. Sign posts for pedestrian routes only.  Cyclists can turn left from The Conge onto Fuller’s Hill and use the bus lane turning right onto Priory Plain, but there are no signs at this key decision point.  No cycling provision on Priory Plain. Cyclists must use carriageway.  From Priory Plain to the Seafront there is limited signage and cyclist provision.  Cycle contraflow on Regent Street. Buses observed over-running into contraflow lane creating road safety issue.  Connection between cycle routes needs to be improved.  North Quay and South Quay scored poorly. No cycling provision between North Quay and Railway Station.  Connections around Deneside and King Street poor. North of Study Area  There is a cycle lane along Lawn Avenue. This becomes a shared use path at the junction of Caister Road / Tar Works Road. There is an absence of signing, with no instructions that the on-road cycle lane becomes a shared use path and also no instruction to cyclists that the shared use path ends.  Lack of cycling infrastructure on Northgate Street, North Denes Road and North Drive. South of Study Area  Very little cycling infrastructure to the south of the study area.  A1243 Southgates Road is an extension of South Quay with moderate speed traffic and wide carriageways.  Admiralty Road is suitable for on road cycling, but has not signage or cycling infrastructure.  Taxis and parked cars on South Beach Parade create hazard for cyclists. Great Yarmouth Sea Front  Off-carriageway shared use path along Marine Parade.  Cyclists have to dismount at creating incoherent journey.  Lack of demarcation of cycle path and high number of pedestrians using link in summer months.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 47 of 100 Active Modes Summary 5.3.22. In summary the key headline findings to emerge from this area of review are:  The walking network in Great Yarmouth is generally good, with wide pavements and streetlighting. The main exception to this is the A143 Beccles Road which was found to be poor as a result of the lack of wayfinding infrastructure, few opportunities to cross the carriageway and substandard and tired footway surfaces, minor littering and vandalism.  The Rows enhance east west connectivity between the River Yare and Town Centre, however the amenity of these streets is likely to discourage their use, particularly outside of peak hours and at night.  Great Yarmouth is connected to a network of long distance trains suitable for recreational walks. The majority of these originate from Great Yarmouth Railway Station. None of the routes provide a direct connection to Great Yarmouth.  The cycling network is disjointed and unconnected in places with an absence of signage at key decision points.

5.4 EQUESTRIAN FACILITIES 5.4.1. There are very limited equestrian facilities within the study area. Existing equestrian infrastructure in the study area is described below:  A bridleway runs in south east / north west direction through the Beacon Park development connecting Beaufort Way and Clay Lane.  A bridleway runs in a south east / north west direction connecting Oriel Avenue and Primrose Way.  A bridleway is designated along Bussey’s Loke, connecting Mill Lane and the A143 Beccles Road.  A bridleway bounds Harfrey’s Industrial Estate to the west connecting Market Road to the south with Gapton Hall Road to the north.  There are segregated and on road facilities for horse and carriage are provided along Marine Parade and South Beach Parade. These are principally used by commercial operators for horse and carriageway rides. 5.4.2. Whilst the limited bridleways and associated infrastructure is unlikely to facilitate any significant use by equestrians. They do provide alternative segregated route options for cyclists travelling within the town. 5.5 PERSONAL INJURY ACCIDENT DATA ANALYSIS 5.5.1. A review of Personal Injury Accidents (PIA) has been undertaken in the study area. The PIA data has been obtained for a five-year period between 1st July 2013 and 30th June 2018. A map showing recorded accidents is shown in Figure 34. PIAs are classified as Fatal, Serious or Slight in terms of severity.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 48 of 100 Norfolk County Council Figure 34 – Personal Injury Accident Data 2013 – 2018. Source: NCC.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 49 of 100 5.5.2. Between July 2013 and June 2018 638 PIAs were recorded in the study area, involving a total of 808 casualties. 5.5.3. Table 4 shows the PIAs in the study area classified by month and year. January and June are the months with the lowest amount of recorded accidents, while July and August are the ones with the largest amount. The table reflects an increasing trend in accidents over the years.

Table 4 – Number of PIAs by month and year 2013 2014 2015 2016 2017 2018 January X 9 9 4 7 13 February X 8 12 6 14 7 March X 10 10 12 12 5 April X 12 12 9 17 14 May X 7 12 13 11 9 June X 7 8 8 9 10 July 11 15 15 13 16 X August 14 15 11 18 11 X September 10 10 3 13 14 X October 6 6 11 14 10 X November 10 8 9 13 9 X December 11 13 7 13 13 X Total *62 120 119 136 143 *58 * Total PIAs over 6 months only 5.5.4. Of the 638 PIAs recorded:  338 PIAs occurred at junctions and 300 PIAs occurred on links;  527 PIAs were classified as slight severity, 106 as serious severity and 5 as fatal; and  192 PIAs involved non-motorised users. 5.5.5. Out of the 5 fatal accidents recorded, 4 occurred at Beccles Road (A143). These are described below:  Two accidents were recorded at the junction of the A47. The first of these involved a single vehicle and occurred as a result of vehicle travelling north on Shrublands Way at excess speed driving into the A47 bridge footing. The second involved a vehicle travelling along Beccles Road towards the town centre and colliding with the concrete flyover support for the A47.  One accident occurred at the junction with Crab Lane. This involved a pedestrian stepping out into the path of a vehicle.  One accident occurred at the junction with King’s Drive. This involved a single vehicle and a passenger falling from the cargo area of a car when turning around a corner. 5.5.6. The fifth fatal accident occurred on Burgh Road and involved a pedestrian walking into the path of a vehicle. 5.5.7. The largest concentration of accidents in the study area is found in the centre of Great Yarmouth. Within this area a number of accident clusters have been identified:  Hall Quay: 18 accidents;  St Peter’s Road between King’s Street and Nelson Road Central: 16 accidents;  North Quay: 13 accidents (5 of them serious);  Southtown Road between Station Road and Bridge Road: 10 accidents;  North Quay / Fuller’s Hill / Acle New Road Roundabout: 8 accidents; and  Runham Road / Acle New Road Roundabout: 8 accidents.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 50 of 100 Norfolk County Council 5.5.8. Outside of the central area, the most important accident clusters are:  A47 / A143: 12 accidents (2 of them fatal and 4 serious)  Lowestoft Road / High Street between Clarkes Road and Cross Road: 15 accidents;  A47 / Gapton Hall Road / Pasteur Road: 15 accidents;  A47 / William Adams Way: 14 accidents; and  Magdalen Way / Trinity Way area: 12 accidents. 5.5.9. Figure 35 shows the PIAs in which at least one of the casualties was a non-motorised user.

Figure 35 - Personal Injury Accident Data 2013 – 2018: Non-motorised users. Source: NCC. 5.5.10. Of the 192 NMU PIAs, 89 were located in the town centre (within the red boundary) and 103 elsewhere within the study area. Large concentrations of NMU accidents were observed at Bridge Road / Hall Quay, Alexandra Road / Deneside, North Quay and the commercial area around High Street in Gorleston-on-Sea. 5.5.11. Locations where a high number of serious severity accidents were recorded are described below.  On North Quay 2 serious severity accidents involved pedal cyclists and one involved a pedestrian

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 51 of 100  On Haven Bridge 2 serious severity accidents involved pedal cyclists  On Beccles Road, south of the William Adam’s Way / Southtown Road roundabout 2 serious severity accidents involved pedestrians crossing the road. 5.5.12. Two fatal accidents were recorded in the study area. Both of them occurred at unprecedented locations, far from any accident cluster: one at Burgh Road and the other one at Beccles Road.

Personal Injury Accident Data Summary 5.5.13. In summary the key headline findings to emerge from this area of review are:  Majority of fatal severity accidents recorded in the study area within the last 5 years occurred along A143 Beccles Road. Of these 2 occurred at the junction with Shrublands Way.  The largest concentration of PIA occurred at Hall Quay, St Peter’s Road between King’s Street and Nelson Road Central, North Quay, Southtown Road between Station Road and Bridge Road, North Quay / Fuller’s Hill / Acle New Road Roundabout and Runham Road / Acle New Road Roundabout.  Highest concentration of PIA involving non-motorised users occurred within the Town Centre.  The highest concentration of serious severity accidents involving non-motorised users occurred on North Quay, Haven Bridge and Beccles Road.

5.6 CAR PARKING 5.6.1. There are a large number of public and private car parks within Great Yarmouth. These are made up of combination of short and long stay car parks. An audit of car parking spaces in the Controlled Parking Enforcement Area in Great Yarmouth was undertaken by the GYBC Car Parking Strategy Steering Group in 2013. The results of this survey are presented in Table 5 below.

Table 5 – Car Parking Spaces in Core Controlled Parking Enforcement Area Parking Type Location Spaces

Pay and Display Town Centre 861

Sea Front 992

Private Parking 3,098

Free Parking Town Centre 57

On street parking Sea Front 1,786

Town Centre 1,265

Source: GYBC Car Parking Strategy Steering Group (2013) 5.6.2. To further understand car parking demand in Great Yarmouth, Pay and Display ticket sales for public car parks in Great Yarmouth has been analysed. This is summarised in Table 6 below.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 52 of 100 Norfolk County Council Table 6 – Pay and Display Ticket Sales 2015 to 2017 in GYBC Car Parks. Percentage Month 2014 2015 2016 2017 Change 2014 to 2017 January 42,626 44,436 37,840 40,266 -6%

February 41,607 42,685 40,413 40,802 -2%

March 52,792 50,352 47,821 50,262 -5%

April 67,973 67,626 61,711 70,538 4%

May 73,206 73,673 66,165 65,551 -10%

June 67,244 68,151 66,546 67,130 0%

July 83,951 85,659 84,263 78,481 -7%

August 109,948 111,125 106,141 100,155 -9%

September 72,309 75,471 69,648 66,807 -8%

October 63,702 56,033 59,553 57,422 -10%

November 48,169 39,965 44,476 43,160 -10%

December 51,045 19,041 48,591 43,766 -14%

Grand Total 774,572 734,217 733,168 724,340 -6% Source: GYBC 5.6.3. The ticket sales above show a 6% reduction in ticket sales between 2014 and 2017. Whilst this would indicate a reduction in car parking demand, car parking demand may have instead shifted to private car parks or non- pay and display car parks. 5.6.4. It should also be noted that the council introduced free parking on selected town centre short stay car parks every Wednesday from 12 noon. This was introduced from 2015 as well as removal of the overnight charge from 4pm on all Town Centre car parks. This would have resulted in a reduction in ticket sales. 5.6.5. GYBC do not currently have any method of recording car park utilisation nor do they have any historic records of utilisation.

Parking Summary 5.6.6. Whilst actual car parking demand in Great Yarmouth cannot be reliably measured the car parking team at GYBC reported the following:  At weekends in July and August the sea front car parks are mostly full between the hours of 11:00 and 16:00.  The Town Centre car parks are less busy on Sundays.  The further the car park is from the town centre the less busy it is.  Car parks are busiest between 12:00 and 14:30.  On the sea front the number of tickets sold at the weekends are around 80%-100% higher in the short stay car parks. Long stay car parks are busier at weekends but the differences between the weekdays and weekends are less marked.  Town Centre car parks are less affected by seasonal fluctuations than the sea front car parks.  Quiet months for the town centre car parks are January and February.  Sea front car parks are very busy in August with almost twice as many tickets being sold in any other month (except July and September).

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 53 of 100 5.7 ELECTRIC / ALTERNATIVE FUEL VEHICLES 5.7.1. The total number of electric vehicles on UK’s road network is expected to grow substantially in forthcoming years. For reference, between 2013 and 2018 the number of pug-in-car registrations increased from 3,500 to 166,000 (source: www.nextgreencar.com). 5.7.2. Critical to supporting the uptake of Electric Vehicles (EV) is the provision of EV charging points. In Great Yarmouth there are currently three EV charging points. These are situated at Beacon Innovation Centre, Desira Nissan Great Yarmouth and Imperial Hotel Great Yarmouth (Source: Zap-Map.com). 5.7.3. In addition to infrastructure for electric vehicles, provision for other alternative fuel vehicles should be considered. Other alternative fuels include: hybrid electric, gas, gas bi-fuel, petrol/gas and gas-diesel, as well as new fuel technologies, fuel cells and steam). 5.8 PUBLIC TRANSPORT Bus Services 5.8.1. Bus services cover the main corridors through the town, with all routes from outlying areas serving the town centre and Market Gates bus station. The majority of bus services in Great Yarmouth are operated by First in Norfolk and Suffolk, with a small number operated by other local bus operators. 5.8.2. The majority of bus services in the town run in north / south direction connecting Great Yarmouth with the Caister-on-Sea to the north and / or Gorleston-on-Sea to the south. Notable exceptions to this this are bus service 2, a circular route serving the town centre and peninsular only, and bus service 74 between Great Yarmouth Town Centre and Little Plumstead to the west. 5.8.3. Great Yarmouth Market Gates bus station is located in the town centre and is approximately 550m from the sea front, or a 5 to 7 minute walk. Public realm improvements are currently being undertaken at Market Gates Bus Station, this includes new Real Time Passenger Information (RTPI) displays along, new lighting and new railings. 5.8.4. A summary of bus services operating in the study area is provided below.  Coastal Clipper 1  The Coastal Clipper 1, operated by First in Norfolk and Suffolk, is a coastal route between and Lowestoft. The service operates at hourly intervals during the morning and afternoon before running at 30 minute intervals during the evening, Monday to Friday. Saturday services are no different and run at hourly intervals throughout the morning and afternoon and then at 30 minute intervals in the evening. Services are reduced on Sundays, running at 2 hour intervals in the morning and afternoon and at hourly intervals in the evening.  Coastal Clipper 1A  The Coastal Clipper 1A is also operated by First in Norfolk and Suffolk and operates a similar route to that of Coastal Clipper 1, with an hourly service during the morning and afternoon. Together the Coast Clipper 1 and 1A services offer passengers a half hourly service, Monday to Friday between Martham and Lowestoft. The Coastal Clipper 1 A operates no weekday evening service and is replaced instead by the Coastal Clipper 1 service. The Saturday is the same as the weekday service, with an hourly frequency during the morning and afternoon, running concurrently with Coastal Clipper 1. Buses run at 2 hour intervals on Sundays, running concurrently with Coastal Clipper 1, offering passengers an hourly service during the morning and afternoon. The Coastal Clipper 1A service operates no evening services at weekends.  Bus route X1  The X1 service, operated by First in Norfolk and Suffolk, is an express bus service that runs between Norwich and Lowestoft via Great Yarmouth. Services run twice per hour, Monday to Saturday, reduced to once per hour on Sundays.  Bus route X11

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 54 of 100 Norfolk County Council  The X11, operated by First in Norfolk and Suffolk, is an express bus service that runs between Norwich and Belton via Great Yarmouth. Between Norwich and Great Yarmouth it follows the same route as the X1 service. It operates a half hourly service, Monday to Saturday, and hourly service on Sundays.  Bus Route 2  Bus Route 2 is operated by First in Norfolk and Suffolk and is a circular route that connects the peninsular with Great Yarmouth town Centre. There are no bus stops along the A1243 South Denes Road.  Bus route 5  Bus Route 5, operated by First in Norfolk and Suffolk, is a circular service running between Great Yarmouth and via Gorleston-on-Sea and Burgh Castle. There are 10 hourly services Monday to Saturday, with no early morning or late evening services. The service runs on Sundays but is very limited with 4 buses per day  Bus route 6  Bus Route 6, operated by Sanders Coaches, is a local stopping service that runs between Bradwell and Great Yarmouth via Gorleston-on-Sea. Buses run every 30 minutes during the morning and afternoon Monday to Saturday. There are also 3 hourly services running afterwards in to the evening. Sunday services are reduced to hourly intervals but still provide evening buses up until after 9pm.  Bus route 7  Bus Route 7, operated by First in Norfolk and Suffolk, runs between Belton and Great Yarmouth. The service follows a similar to the X11, but with an additional stop in Bradwell and no stop at James Paget University Hospital. This service operates is a morning and evening only. Monday to Friday there are 3 buses per day towards Belton and 4 buses per day towards Great Yarmouth. On Saturdays there are 2 buses a day towards Belton and 4 buses per day towards Great Yarmouth. On Sundays there are two buses per day in both directions in the evening.  Bus route 8  Bus Route 8, operated by First in Norfolk and Suffolk, provides over 50 services per day Monday to Saturday between James Paget University Hospital in Gorleston-on-Sea and Caister-on-Sea. These run approximately every 15 minutes and offer early morning and late evening services. Sunday services are reduced to 30 minute intervals but still run from early morning to late evening, offering over 30 services throughout the day.  Bus route 9  Bus Route 9, operated by First in Norfolk and Suffolk, runs between Great Yarmouth and James Paget University Hospital. Services are generally provided every 30 minutes Monday to Saturday. There are no evening or Sunday services.  Bus route 271  Bus Route 271, operated by Our Bus, runs between and Great Yarmouth. The service runs 2 buses per day Monday to Friday in both directions (mid-morning and early afternoon) with first bus of the day continuing towards / originating from Bradwell. There are no weekend services.  Bus route 580  Bus Route 580, operated by Boarder Bus, runs between and Great Yarmouth. The service operates 1 bus per hour Monday to Saturday and no service on Sundays. The earliest service from Bungay is just after 8am and the latest service to depart Great Yarmouth towards Bungay is just before 4pm. The last service to Beccles departs Great Yarmouth just after 5pm.  Bus route 834  Bus Route 834, operated by Sanders Coaches runs once per day in each direction Monday to Friday between and Gorleston via Sutton, , , , Bastwick, Martham, , and Great Yarmouth. In the AM the service departs Stalham just after 7.30am and in the PM it departs from Gorleston-on-Sea just after 4pm.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 55 of 100  Bus route 922  Bus Route 922, operated by First in Norfolk and Suffolk, is a school service that runs between Great Yarmouth and Cliff Park Ormiston This operates 1 service per day Monday to Friday in each direction and no service at the weekends. Railway Services 5.8.5. Great Yarmouth Station is one of two terminuses on the Line from Norwich. No regular bus services serve Great Yarmouth station forecourt bus stop, however a bus services does operate from this stop in the summer months. The station is 1km from the town centre, or a 5 to 10 minute walk via Vauxhall Bridge where a number of bus services can be accessed. 5.8.6. All train services from Great Yarmouth Station are operated by Abellio Greater Anglia. According to the Office of Rail Regulation usage figures for 2016-2017, Great Yarmouth was the fifth-busiest railway station in Norfolk, after Norwich, King’s Lynn, Diss and . 5.8.7. The majority of services from Great Yarmouth run direct to Norwich via Acle, however two trains per day run direct to Norwich via . On both routes, the majority of services call at all intermittent stations. The approximate journey time between Great Yarmouth and Norwich is 35 minutes. 5.8.8. During the AM peak period (07:00-10:00), four services depart from Great Yarmouth to Norwich. In the PM peak period (16:00-19:00), there are five services to Norwich. The Monday to Friday services from Great Yarmouth to Norwich are summarised in 5. Table 7 – Summary of weekday rail services from Great Yarmouth to Norwich

Destinat Weekday Frequency (trains/hr) Number First to Last to ion of trains Depart Depart AM Peak Inter- PM Peak per day Peak 0700- 0800- 0900- 1000- 1600- 1700- 1800- 0800 0900 1000 1600 1700 1800 1900 Norwich 1 2 1 1 1 2 2 23 05:34 23:34 5.8.9. On Mondays and Fridays between 20 May and 9 September four additional direct non-stopping services operate between Great Yarmouth and Norwich, of which 1 is in the AM Peak and 3 are in the inter-peak. 5.8.10. At weekends, the Saturday timetables to Norwich operate similarly to weekdays. However, there are a reduced number of Sunday services, whereby services operate only every other hour to Norwich. Weekend rail services to Norwich from Great Yarmouth are summarised in 6. Table 8 – Summary of weekend rail services from Great Yarmouth to Norwich

Destination Saturday Sunday Total Daily First to Last to Total Daily First to Last to No. of Depart Depart No. of Depart Depart Trains Trains Norwich 22 06:15 23:34 16 08:17 23:17

5.8.11. From Norwich direct services towards , Colchester, London, Ely, Cambridge, Nottingham, Liverpool, Cromer and can be accessed.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 56 of 100 Norfolk County Council 5.8.12. A plan of the local rail network is provided in Figure 36 below.

Figure 36 – Rail Network

5.8.13. The annual number of entries and exits for Great Yarmouth Station is summarised in Table 9 below. This shows a steady decrease in the total number of entries and exits at Great Yarmouth Station over the past 5 years.

Table 9 – Entries / Exits. Source Office for Rail and Road 2012 to 2017. Period 2011/2012 2012/2013 2013/2014 2015/16 2016/17

Entries / Exits 461,574 460,924 436,834 409,432 399,182 5.8.14. It should be noted that there were significant changes to the methodology used to calculate entries and exits in 2013/2014. However the impact of this was greatest for Tynes & Wear and London areas. There have also been subsequent methodology changes in proceeding years to improve reporting. As such the Office for Rail and Road note that comparison across years should be treated with caution. Given that the impact of the

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 57 of 100 methodological changes were greatest for areas outside , the rail entries and exists are considered to provide a reasonable estimate of patronage on rail services from Great Yarmouth. Public Transport Accessibility 5.8.15. Accessibility plots showing the public transport accessibility of Great Yarmouth Town Centre in the AM and PM Peak are provided in Figure 37, Figure 38, Figure 39 and Figure 40 below. 5.8.16. The figures generally show good north south public transport connectivity to / from coastal villages to the north of Great Yarmouth (Winterton-on-Sea, , Hemsby, Scratby, Ormesby St Margaret and Caister-on-Sea) and Lowestoft to the south. East-west public transport connectivity is much weaker, with only Norwich and intermediary rail stations along the Wherry Line being accessible within a 60 minute journey by public transport. In the AM peak towards Great Yarmouth and PM Peak from Great Yarmouth, east-west connectivity is stronger with a number of rural settlements to the east becoming accessible within 60 minutes journey by public transport. 5.8.17. Generally the main urban centre of Great Yarmouth, including Southtown, Newtown, the Beach and part of the South Denes peninsular, are all accessible within a 10 minute journey by public transport. Caister-on-sea to the north is accessible within an 11 to 20 minute journey by public transport, Gorleston-on-Sea is accessible within an 11 to 20 minute journey by public transport and Bradwell to the southwest of the study area is accessible within a 21 to 30 minute journey by public transport. Both Lowestoft and Norwich are accessible within a 41 to 50 minute journey by public transport.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 58 of 100 Norfolk County Council Figure 37 - Public Transport Accessibility Towards Great Yarmouth - AM Peak (0700 to 0900)

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 59 of 100 Figure 38 - Public Transport Accessibility From Great Yarmouth - AM Peak (0700 to 0900)

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 60 of 100 Norfolk County Council Figure 39 - Public Transport Accessibility Towards Great Yarmouth - PM Peak (1600 to 1800)

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 61 of 100 Figure 40 - Public Transport Accessibility From Great Yarmouth - PM Peak (1600 to 1800)

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 62 of 100 Norfolk County Council Integrated Ticketing 5.8.18. Integrated ticketing between bus and rail is available in Great Yarmouth through the form of “PLUSBUS”. This is a discount bus pass that users can buy with their rail ticket at any National Rail station, self-serve ticket machine or online. First buses are currently the only bus operator in Great Yarmouth that accept PLUSBUS tickets. The area covered by PLUSBUS ticketing is shown in Figure 41 below and covers the main urban area of Great Yarmouth, Gorleston-on-Sea and Caister-on-Sea.

Figure 41 – PLUSBUS in Great Yarmouth. Source: plusbus.info

5.8.19. Day or multiple day tickets offered by bus operators are only valid on that operator’s services. There are no multi-operator bus tickets available. Contactless and Smart Ticketing 5.8.20. First buses accept contactless payment. They also provide an app for users to purchase their ticket on their smartphone. Other bus operators do not widely accept contactless payment or allow for the purchase or tickets in advance online or via a smartphone. 5.8.21. Mobile ticketing is available on Greater Anglia services between Great Yarmouth and Norwich through their Smartphone App. Travel beyond Norwich using a mobile ticket is only available on select routes.

Public Transport Summary 5.8.22. In summary the key headline findings to emerge from this area of review are:  The rail station is close to the town centre of Great Yarmouth, with no regular bus services to Great Yarmouth Railway Station.  Existing rail services between Norwich and Great Yarmouth compete with the X1 bus service.  Integrated ticketing is available, but restricted is restricted to rail and bus services operated by First buses. It is also principally associated with providing onward bus travel at your destination instead of bus travel to the station as “PLUSBUS” scheme is only available with a rail ticket purchase.  There is strong north / south public transport connectivity, weaker east west public transport. South Denes peninsular and Enterprise Zone are poorly served by public transport.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 63 of 100 5.9 HIGHWAYS Strategic Road Network 5.9.1. The A47 forms part of the Strategic Road Network and is managed by Highways England. The road connects Peterborough and Lowestoft via Norwich and Great Yarmouth. 5.9.2. Between Norwich and Acle the road is principally dual carriageway with the exception of a single carriageway section between Blofield and North Burlingham. Between Acle and the approach to Vauxhall Roundabout to the west of Great Yarmouth the A47 is single carriageway. 5.9.3. From Vauxhall Roundabout the A47 continues south towards the Pasteur Road / Gapton Hall Road Roundabout, crossing the River Yare via Breydon Bridge. Breydon Bridge is most northern of the two bridges that cross the River Yare in the study area. There is no footway provision along this section of the A47. Whilst cycling is not prohibited, no dedicated cycling facilities are provided across the bridge. 5.9.4. Between the A47 / PasteurRoad / Gapton Hall Road roundabout and A47 / Beaufort Way / Links Road roundabout to the south of Great Yarmouth the A47 is dualled. Along this section there are grade junctions at A47 / William Adams Way (roundabout), A47 / Victoria Road (roundabout), A47 / Middleton Road (roundabout), A47 / Brasenose Avenue (signalised junction), A47 / James Paget University Hospital Access (signalised junction). Grade separated junction is provided at the A47 / A143. From the A47 / Beaufort Way / Links Road roundabout the A47 continues south towards Lowestoft via Hopton. 5.9.5. Highways England have identified a number of improvement schemes for the A47, these are discussed in more detail in Section 7. Local Highway Network 5.9.6. The key distributor roads in the study area are discussed below: A1243 North Quay / Hall Quay / South Quay / Southgates Road / South Denes Road 5.9.7. This is the primary route for vehicles traveling to / from the South Denes Enterprise Zone and industrial areas to the south of the town. The section of highway between North Quay and South Quay is generally of a high standard, with footways on both sides of the carriageway and a shared foot and cycleway along parts of South Quay. The carriageway widens along South Quay Road, Southgate Road and South Denes Road. This section of carriageway is of a lower standard, with no hazard line and limited footway provision and no cycling provision. Acle New Road / Fullers Hill 5.9.8. This is the primary route into Great Yarmouth Town Centre and the seafront from the A47. The road is dual carriageway and connects the A47 with Great Yarmouth Town Centre. North Drive / Marine Parade / South Beach Parade 5.9.9. This route runs along the seafront, providing access to Haven Seashore Holiday Park to the north and South Denes Enterprise Zone to the south. The route is lined by a variety of residential, leisure and commercial retail units, including Pier. The carriageway is wide with parking provided on both sides of the carriageway and within the centre median. High quality footways and cycleways are provided along Marine Parade and South Beach Parade. South Beach Parade no longer connects with South Denes Road. Access to South Denes Road is via Hartmann Road. Southtown Road 5.9.10. Southtown Road connects Bridge Road and William Adam’s Way / Beccles Road. It runs along the west bank of the River Yare providing access to industrial units, commercial retail units and residential areas. The road is single carriageway with footways provided on both sides of the carriageway. Pasteur Road 5.9.11. Pasteur Road connects the A47 with South Quay via Haven Bridge. The road is a dual carriageway with a shared use route on both sides of the carriageway. The road is the primary route to / from the main urban area of Great Yarmouth from the A47. The bridge has footways on both sides of the carriageway. The shared use route on Pasteur Road terminates on approach to the crossing, requiring cyclists to re-join the carriageway.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 64 of 100 Norfolk County Council Gorleston-on-Sea Southern Link Road 5.9.12. The Gorleston-on-Sea southern link road opened in December 2015 and connects the A47 and A143. The link road is a 1.8km single carriageway road which runs through Beacon Park Business Park connecting Beaufort Way (accessible from the A47) with the A143 Beccles Road at Bradwell. The link road opens up land for the future mixed-use development of 1,000 homes, primary school, shops, open space and business space. William Adams Way / Beccles Road 5.9.13. This route is a dual carriageway connecting the A47 with the A143. It provides access to residential areas to the east of the A47. The route has footways on both sides of the carriageway and a shared use cycle route on the west side of Beccles Road and south side of William Adams Way. William Adams Way and Beccles Road connect with Southtown Road at a signalised junction. This route will provide access to the proposed Great Yarmouth Third River Crossing from a new signalised roundabout close to the existing junction of William Adams Way / Southtown Road. A143 5.9.14. This is the main route in to / out of Great Yarmouth to the south west. It is a single carriageway road that connects the A146 at Gillingham with the Beccles Road / A413 roundabout via , , Fritton and Bradwell. There is direct access to / from the A47 North from the A143 via on and off slips. There is no direct access to the A47 south. Lawn Avenue / Caister Road / Yarmouth Road (A149) 5.9.15. This is the main route from Great Yarmouth towards Caister-on-Sea. It is single carriageway and connects the junction of Acle New Road / Fullers Hill / North Quay to the north of Great Yarmouth with the Caister-on-Sea bypass. Junction Performance 5.9.16. The performance of the strategic and local highway network in Great Yarmouth has been assessed as a part of the outline business case for the Great Yarmouth Third River Crossing. 5.9.17. As a part of this work a microsimulation model of Great Yarmouth was developed for the final phase of the option assessment. Figure 42 below shows a heat map for the calibrated 2016 model, showing locations where there is a high intensity of congestion in the morning peak periods.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 65 of 100 i

ii

iii

Figure 42 – AM Peak Congestion Heat Map. Source Great Yarmouth Third River Crossing Outline Business Case (March 2017)

5.9.18. Figure 42 should be treated as illustrative, but provides a snapshot of congestion hot spots within the town. The junctions with the highest intensity of congestion are: i. A1243 Hall Quay / A1243 Bridge Road signalised junction; ii. A1243 Pasteur Road / Southtown Road signalised junction; and iii. A47 / Pasteur Road roundabout. GYTRC DCO SATURN Model – 2018 Based Scenario 5.9.19. A Strategic SATURN Model of Great Yarmouth has been produced to support the assessment of the Great Yarmouth Third River Crossing Scheme. Outputs from the 2018 base year model are attached in Appendix B. These show the volume / capacity (V/C) (percentage), delay (seconds) and queue length for each link of the strategic model. Commentary on the performance of the highway network in the 2018 base year is provided below. 5.9.20. It should be noted that the GYTRC DCO SATURN model provides the V/C for individual links not the network, not individual junction capacities. This information can be used to infer the performance of junctions on the network and where future capacity improvements may be required. AM Peak 5.9.21. In the 2018 Base AM peak the highest V/C percentage was generally recorded along the main strategic links through Great Yarmouth, in particular: the A47 and A143 Beccles Road. Links with a high V/C percentage includes:  A47 between Vauxhall Roundabout and Gapton Hall Roundabout (95%);  A47 Acle Straight on approach to Vauxhall Roundabout (82%);  A47 South on approach to Harfreys Roundabout (78%);  William Adams Way on approach to Harfreys Roundabout (79%);  A1243 Pasteur Road on approach to signalised junction of Pasteur Road / Southtown Road / Bridge Road (79%);

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 66 of 100 Norfolk County Council  South Quay on approach to South Quay / Yarmouth Way signalised junction (80%); and  North Quay on approach to North Quay / Garrison Road priority junction (93%). 5.9.22. The model forecast high levels of delay in the 2018 base scenario along the following links / on approach to the following junctions:  A47 Acle Straight;  A47 Fuller’s Hill Roundabout;  A47 Gapton Hall Roundabout;  A47 Lowestoft Road / Brasenose Avenue / Bridge Road signalised junction;  A47 / James Paget University Hospital access signalised junction;  Gapton Hall Road / Hewett Road priority junction;  William Adam’s Way / A143 Pasteur Road / Southtown Road signalised junction;  Southtown Road / Station Road / Matalan and Farm Foods access signalised junction;  A1243 Pasteur Road / Southtown Road / Bridge Road signalised junction;  Hall Quay / South Quay / Bridge Road signalised junction;  Shrublands Way / A143 Beccles Road signalised junction;  A47 South off slip / A143 Beccles Road signalised junction;  Beccles Road / Church Lane / Long Lane / Mill Lane signalised junction;  Lowestoft Road / High Street / Church Lane / Baker Street signalised junction;  Fullers Hill / Northgate Street signalised junction;  North Quay / Garrison Road priority junction;  Lawn Avenue / Tar Works Road / Caister Road signalised junction;  A143 Beccles Road / Crab Lane priority junction;  Market Gates / Temple Road / South Market Road signalised junction; and  Priory Plain / St. Nicholas Road / Temple Road signalised junction. PM Peak 5.9.23. In the 2018 Base PM peak the highest V/C percentage was generally recorded along the main strategic links through Great Yarmouth, in particular: the A47, A143 Beccles Road and Caister Road. Links with a high V/C percentage includes:  A47 between Vauxhall Roundabout and Gapton Hall Roundabout (94%);  A47 Acle Straight on approach to Vauxhall Roundabout (85%);  A47 South on approach to Harfreys Roundabout (78%);  Acle New Road between Fullers Hill Roundabout and Vauxhall Roundabout (78%);  William Adams Way on approach to Harfreys Roundabout (99%);  Shrublands Way on approach to A143 Beccles Road / Shrublands Way signalised junction (83%); and  Lawn Avenue on approach to Lawn Avenue / Tar Works Road / Caister Road signalised junction (93%). 5.9.24. The model forecast high levels of delay in the 2018 base scenario along the following links / on approach to the following junctions:  A47 Acle Straight;  A47 Harfreys Roundabout;  A47 Gapton Hall Roundabout;  A47 Lowestoft Road / Brasenose Avenue / Bridge Road signalised junction;  A47 / James Paget University Hospital access signalised junction;  William Adam’s Way / A143 Pasteur Road / Southtown Road signalised junction;  Southtown Road / Station Road / Matalan and Farm Foods access signalised junction;  A1243 Pasteur Road / Southtown Road / Bridge Road signalised junction;  Hall Quay / South Quay / Bridge Road signalised junction;  Shrublands Way / A143 Beccles Road signalised junction;  A47 South off slip / A143 Beccles Road signalised junction;  Beccles Road / Church Lane / Long Lane / Mill Lane signalised junction;  Lowestoft Road / High Street / Church Lane / Baker Street signalised junction;  North Quay / Garrison Road priority junction;  Lawn Avenue / Tar Works Road / Caister Road signalised junction;  A143 Beccles Road / Crab Lane priority junction;  Lawn Avenue / Tar Works Road / Caister Road signalised junction;

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 67 of 100  Market Gates / Temple Road / South Market Road signalised junction; and  Priory Plain / St. Nicholas Road / Temple Road signalised junction. Journey Times 5.9.25. To understand typical highway condition in Great Yarmouth in the AM and PM peak, 60 minute drive time isochrones have been produced. These have been calculated for a typical Tuesday in ArcGIS using the StreetMap Premium routing and journey time dataset. 5.9.26. Figure 43 below shows the 60 minute driving catchment from Great Yarmouth Town Centre in the AM Peak (0800 to 0900).

Figure 43 – 60 Minute Driving Isochrone from Great Yarmouth – AM Peak (0800 to 0900)

5.9.27. Figure 43 above shows that from Great Yarmouth Town Centre the main urban area of Great Yarmouth is accessible within a 10 minute drive. It also shows that Lowestoft is accessible within a 20 minute drive of Great Yarmouth Town Centre and that the centre of Norwich is accessible within a 40 minute drive of Great Yarmouth Town Centre.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 68 of 100 Norfolk County Council 5.9.28. Figure 44 below shows the 60 minute driving catchment towards Great Yarmouth Town Centre in the AM Peak (0800 to 0900).

Figure 44 – 60 Minute Driving Isochrone towards Great Yarmouth – AM Peak (0800 to 0900)

5.9.29. Figure 44 above shows that Great Yarmouth Town Centre is accessible within a 10 minute drive from the main urban area of Great Yarmouth, Gorleston-on-Sea and Caister-on-Sea. It also shows that Great Yarmouth Town Centre is accessible within 20 minutes drive from Lowestoft and a 30 to 40 minutes drive from the centre of Norwich.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 69 of 100 5.9.31. Figure 45 below shows the 60 minute driving catchment from Great Yarmouth Town Centre in the PM Peak (1700 to 1800).

Figure 45 – 60 Minute Driving Isochrone from Great Yarmouth – PM Peak (1700 to 1800)

5.9.32. Figure 45 above shows that from Great Yarmouth Town Centre the main urban area of Great Yarmouth is accessible within a 10 minute drive. It also shows that Lowestoft is accessible within a 20 to 30 minute drive of Great Yarmouth Town Centre and that the centre of Norwich is accessible within a 40 minute drive of Great Yarmouth Town Centre.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 70 of 100 Norfolk County Council 5.9.33. Figure 46 below shows the 60 minute driving catchment towards Great Yarmouth Town Centre in the PM Peak (1700 to 1800).

Figure 46 – 60 Minute Driving Isochrone towards Great Yarmouth – PM Peak (1700 to 1800)

5.9.34. Figure 46 above shows that Great Yarmouth Town Centre is accessible within a 10 minute drive from the main urban area of Great Yarmouth, Gorleston-on-Sea and Caister-on-Sea. It also shows that Great Yarmouth Town Centre is accessible within 30 minutes drive from Lowestoft and a 40 minutes drive from the centre of Norwich.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 71 of 100 5.10 HIGHWAY SUMMARY 5.10.1. In summary the key headline findings to emerge from this area of review are:  Norwich and Lowestoft are accessible within less than 45 minutes’ drive to / from Great Yarmouth Town Centre at peak periods.  Highways England area progressing schemes to improve Vauxhall and Gapton Hall on the A47. Currently there are no proposals to improve Harfreys roundabout despite this junction recording high levels of congestion at peak periods.  High levels of delay recorded along A47 Acle Straight. There are currently no schemes planned for this link.  High levels of congestion recorded on approach to Haven Bridge (A1243 Hall Quay / A1243 Bridge Road Signalised Junction and A1243 Pasteur Road / Southdown Road signalised junction).  HGVs routing via Beach Parade to access industries on South Denes peninsular.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 72 of 100 Norfolk County Council 6 FUTURE GROWTH

6.1 OVERVIEW 6.1.1. GYBC’s currently adopted Local Plan Part 1 “Core Strategy” identifies a need to deliver more housing within the Great Yarmouth Borough over the course of the plan period (2013 to 2030). Core Policy CS3 targets the delivery of 7,140 dwellings during the plan period. It should be noted that whilst this currently remains the adopted housing target for the plan period, the Council is currently consulting on a lower housing target which takes into account the Government’s latest policy and guidance on this matter. As a result, there is the possibility that the Councils housing target may be revised down from 7,140 dwellings to 5,139 dwellings for the same plan period (at the point of adoption of the Local Plan Part 2). 6.1.2. Notwithstanding the potential changes to the borough’s housing target, the general distribution of new development, as laid down by the Core Strategy (Core Policy CS2) remains in place, focusing the majority of new housing growth with the Great Yarmouth urban area. Specifically, the Core Strategy identifies two key sites for development within the main urban area, these are the ‘Waterfront Area’ and ‘land to the south of Bradwell’ and are detailed below:

Waterfront Area 6.1.3. Proposals to regenerate Great Yarmouth’s Waterfront Area are set out in Core Policy CS17 (Core Strategy) and seek a mixed-use development including 1,000 new dwellings, 16,500m2 of new employment floorspace and 14,200m2 of new retail and leisure floorspace 6.1.4. The redline boundary is shown in Figure 47 below.

Figure 47: GYBC Local Plan 2013 to 2030 – Policy CS17 Regenerating Great Yarmouth’s Waterfront

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 73 of 100 Beacon Park 6.1.5. Policy CS18 relates to the land west of South Bradwell. The policy is for 1,000 new homes, provision of new school, community facilities and a new link road between the A47 and A143 Beccles Road. The new A47 / A143 link road opened in December 2015 and provided enhanced access to the existing Enterprise Zone at Beacon Park and unlocked the key site at the land south of Bradwell. GYBC’s Annual Monitoring Report noted that as of March 2017 134 units had been completed at the site. A plan showing the red line boundary of this key site is shown in Figure 48 below.

Figure 48: GYBC Local Plan 2013 to 2030 – Policy CS18 Extending the Beacon Park development at land south of Bradwell

6.2 GROWTH FORECASTS 6.2.1. Future population, housing and employment forecasts have been obtained from TEMPro v7.2 for the period 2018 to 2030 (end of GYBC current Local Plan Period). TEMPro includes planning data from DfT’s National Trip End Model (NTEM). This is used to forecast the growth in the trip origin-destinations (or product- attractions) up to 2050 for use in transport modelling. The forecast takes account of national projections of: Population, employment, housing, car ownership and trip rates. It should be noted that at a local level NTEM forecasts are subject to uncertainty. 6.2.2. TEMPro planning data growth forecasts are summarised in Table 10 below.

Table 10 – TEMPro Planning Data Growth Forecast 2018 to 2030 Area Period Population Households Jobs Workers

Study Area* 2018 22,764 10,036 5,691 9,365

2030 25,207 11,522 5,933 9,836 (+2,443) (+1,486) (+242) (+471) Growth 10.7% 14.8% 4.2% 5.0%

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 74 of 100 Norfolk County Council Great 2018 78,005 34,888 38,983 29,239 Yarmouth Borough 2030 86,776 40,223 40,753 30,973 (+8,771) (+5,335) (+1,770) (+1,734) Growth 11.2% 15.3% 4.5% 5.9%

6.2.3. Planning growth forecasts from TEMPro estimate that in Great Yarmouth there will be an increase of 5,335 households during the period 2018 to 2030. Prorated, this is broadly in line with the Core Strategy projections of 7,140 over the period 2013 to 2030. It should be noted however that GYBC is currently consulting on the Draft Local Plan Part 2 which includes a revised housing target. This includes a reduction of households to be delivered between 2013 to 2030 from 7,140 to 5,139. This is as a result of the use of a new methodology that are considered to better reflect the circumstance in Great Yarmouth. 6.2.4. As a result of this, the growth forecasts in Table 10 may potentially overestimate the growth of housing, jobs and workers in the district and study area. The TEMPro growth rates do however provide an indication of the likely areas in the district where growth is likely to be concentrated. 6.2.5. Based on the planning data in Table 10 above, it is estimated that the population, household, job and worker growth in the study area will be higher than the average for the Great Yarmouth Borough. In the study area between 2018 and 2030 the population is forecast to grow by 11.2%, households are forecast to grow by 15.3%, jobs are forecast to grow by 4.5% and workers are forecast to grow by 5.9%. 6.2.6. A plan showing forecast population growth is provided in Figure 49 below.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 75 of 100 Figure 49 – TEMPRO V7.2 – Forecast Population Growth 2018 to 2030

6.2.7. Figure 49 above shows the largest increase in population to be forecast within Caister-on-Sea and Gorleston- on-Sea, within the Study Area, the Southtown area has the lowest forecast level of population growth.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 76 of 100 Norfolk County Council 6.2.8. A plan showing forecast housing growth is provided in Figure 50 below.

Figure 50 – TEMPRO V7.2 – Forecast Housing Growth 2018 to 2030

6.2.9. Figure 50 above shows housing growth in Great Yarmouth to between 14.5% and 15.0% across the study area. The exception to this is Caister-on-Sea. Household growth of 14.4% to 14.5% is forecast.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 77 of 100 6.2.10. A plan showing the forecast jobs growth is provided in Figure 51 below.

Figure 51 – TEMPRO V7.2 – Forecast Job Growth 2018 to 2030

6.2.11. Figure 51 above shows the highest forecast growth in jobs to be to the south of the Study area in Gorleston- on-Sea. The lowest growth in jobs is forecast in Caister-on-Sea.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 78 of 100 Norfolk County Council 6.2.12. A plan showing the forecast growth in workers is provided in Figure 52 below.

Figure 52 – TEMPRO V7.2 – Forecast Worker Growth 2018 to 2030

6.2.13. Figure 52 shows the highest forecast in workers to be within Gorleston-on-Sea. The lowest forecast growth in workers is in the Southtown Area and to the south of Gorleston-on-Sea.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 79 of 100 7 FUTURE TRANSPORT SCHEMES

7.1 PROJECTS CURRENTLY BEING DELIVERED 7.1.1. This section discusses the transport projects that have recently, or are currently, being delivered in Great Yarmouth (2018). For the purpose of this Transport Strategy, schemes considered as “currently being delivered” are those that were completed or commenced construction as of 1 August 2018. Great Yarmouth Transport Package 7.1.2. NALEP were awarded £8.875m from a Government Growth Deal to deliver a package of measures to improve public transport, walking and cycling links in Great Yarmouth. The aim of the project is to bring forward economic growth in Great Yarmouth, support the South Denes and Beacon Park Enterprise Zones, and delivery of the Core Strategy (Local Plan Part 1) housing target (7,140 houses). The measures proposed as a part of the transport package includes:  Improvements to bus stop infrastructure;  Improvements to cycle lanes and measures to improve traffic flows at Southtown Road;  Improvements to pedestrian at Cliff Park School;  Cycle Link at St Georges Parkway;  Improve The Conge area pedestrian and cycle link from station to town; and  Congestion Relief on Fullers Hill Roundabout. 7.1.3. A number of these schemes have already been implemented (and discussed below), other schemes are still in the process of being identified / developed by Norfolk County Council’s Infrastructure Delivery Team. Asda – Railway Station Right Turn 7.1.4. This scheme involved changes to the existing A149 Acle New Road / Asda / Railway Station Access Road signalised junction to provide a right turn lane out of the Asda / Railway Station Access Road onto the A149 Acle New Road. The scheme was completed in May 2018.

Figure 53 – Asda – Railway Station right turn improvement scheme under construction (April 2018)

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 80 of 100 Norfolk County Council Fullers Hill Roundabout 7.1.5. This scheme involved the construction of an extra lane on the roundabout and right turn lane on North Quay approach. This scheme was completed in March 2018.

Figure 54 – Fullers Hill Roundabout Improvement (April 2018)

Rail Station Forecourt 7.1.6. This scheme involves public realm improvements to the rail station forecourt. This scheme has received £570,000 funding from NALEP and is expected to be completed end of September 2018. The aim of the works is to:  Improve the public realm in and around the station forecourt;  To create a better route between the railway station and market place for pedestrians and cyclists;  To encourage more visitors and residents to consider travelling to and from the town by train; and  To improve the appearance and user experience of the route from the station to the town centre. 7.1.7. The works include:  Clearer area for taxi parking and improved bus stop and new shelter.  Larger car park next to Acle New Road.  New drop-off bays close to the station entrance.  Wider public realm improvements which will lead passengers from the railway station through to the Vauxhall Bridge river crossing and onwards towards the town centre.  Train track features will be incorporated into the paving the help guide pedestrians to a raisedZebra crossing on the service road which leads to Asda.  New shared pedestrian and cycleway on the south-eastern side of the station approach road, which will also link with cycle facilities on Acle New Road.  Improved lighting, seating and soft landscaping.  A community garden.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 81 of 100 Figure 55 – Railway Station Forecourt Improvements under construction (June 2018)

North Quay 7.1.8. This scheme is improvements to walking and cycling links between the railway station and the market place. This scheme was completed in March 2018 with the aim of making it easier and safer for people to get between the station and town centre on foot or bicycle, improving the urban environment and encouraging the use of the rail station by visitors and residents. The scheme included replacing the current staggered pedestrian crossing with an improved crossing for pedestrians and cyclists, carriageway resurfacing works and reduction in the number of southbound lanes passing through the crossing from Fullers Hill roundabout towards Hall Quay from two to one.

Figure 56 – North Quay Improvement Scheme (April 2018)

Vauxhall Gardens 7.1.9. This scheme involves the development of a landscaped ‘garden walk’ between Vauxhall Bridge and North Quay along with landscaped planting areas on the station side of the bridge. The scheme will support other

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 82 of 100 Norfolk County Council improvements schemes along North Quay and at Great Yarmouth Railway Station forecourt. The start date for this scheme is currently unknown.

Figure 57 – Existing pedestrian and cycle route between North Quay and Great Yarmouth Railway Station (June 2018)

The Conge 7.1.10. This scheme is the provision of better walking and cycling links between the rail station and market place and changing the junction with Howard Street North to give priority to traffic on The Conge. This scheme was completed in March 2018.

Figure 58 – The Conge Improvement Scheme (June 2018)

Market Gates Bus Interchange 7.1.11. This scheme involved the upgrade and improvement to waiting facilities and general surroundings at Market Gates Bus interchange, including: New bus shelters, replacement of pedestrian railings, additional cycle parking, cladding on the concrete pillars and new information boards, improvement to lighting and retention of electronic passenger information screens. The improvements were completed July 2018.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 83 of 100 Figure 59 – Market Gates Bus Interchange Improvements (June 2018)

7.2 PROJECTS PLANNED AND FUNDED OVER THE NEXT TWO YEARS  Static car park signing improvement: A scheme is currently being developed ready for implementation in 2018/19.  Pedestrian and cyclist way finding improvements to support Town Centre Masterplan: Feasibility study is being undertaken for implementation in 2018 / 19. 7.3 LOCAL GROWTH FUND SCHEMES 7.3.1. A number of potential Local Growth Fund Schemes have been assessed using a strategic transport model for Great Yarmouth. From this assessment the following schemes have being further investigated:  Southtown Road Junctions improvements: Pasteur Road / Southtown Rd / Bridge Road / Mill Road junction and Southtown Rd / Station Rd / Matalan Access junction. Additional testing is being currently undertaken.  Market Place Right turn: This scheme looks to be achievable and NCC is finalising modelling on its impact.  Thamesfield Way: NCC wish to take forward the scheme and additional testing will be undertaken later this year.  Hall Quay: Reconfigured Traffic Signals scheme and triple roundels schemes are being tested, Additional testing along Hall Quay is also to be undertaken to allow potential of the right turn from North Quay to Haven Bridge.

7.4 GREAT YARMOUTH THIRD RIVER CROSSING 7.4.1. The Great Yarmouth Third River Crossing is a new connection between the strategic road network and the South Denes peninsula, home to many businesses operating within the offshore energy sector.The new crossing would connect Harfreys Roundabout (to the west) with South Denes Road (to the east). The route was adopted by GYBC in 2010. 7.4.2. The Great Yarmouth Third River Crossing will help support the town’s role as part of the East of England Energy Zone, as a centre for Offshore Renewable Energy and provide a capacity for regeneration, economic growth and act as a catalyst for investment. 7.4.3. The benefits of the Great Yarmouth Third River Crossing include:  Delivery of up to 3,300 jobs;  Reduce congestion with up to 1,000 vehicles removed from Haven Bridge and 200 vehicles removed from Breydon Bridge;  Shorter journey times;  More attractive to inward investors;  Improved quality of life for residents and employees;  Reduces high season congestion;

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 84 of 100 Norfolk County Council  Gross Value Added (GVA) uplift of £150m per annum; 7.4.4. In 2016 the outline business case was submitted to the Department for Transport. Following this submission NCC were successful in securing government funding of £98 million for the route to move it to the next stage of works. 7.4.5. A plan of the proposed scheme is provided in Figure 60 below.

Figure 60 – Great Yarmouth Third River Crossing. Source: Outline Business Case

7.5 A47 CORRIDOR IMPROVEMENT PLAN 7.5.1. The A47 is a trunk road linking Peterborough to Lowestoft via Great Yarmouth. Between Norwich and Acle the A47 is principally dual carriageway, the exception is a single carriageway section between Blofield and North Burlingham. 7.5.2. In 2014 as a part of Highways England Road Investment Strategy 1 (RIS 1) six major road schemes on the A47 were identified as. The schemes considered relevant to this study are A47 Blofield to North Burlingham dualling and A47 Great Yarmouth Junction Improvements. These are discussed in more detail below. A47 Blofield to North Burlingham Dualling 7.5.3. The A47 between Blofield and North Burlingham is currently single carriageway and currently acts as a bottleneck, resulting in congestion and leading to longer and unreliable journey times. This section also has a poor safety record with a total of 40 collisions recorded on this section of the A47 between 2013 and 2017. 7.5.4. Public consultation events were held in March and April 2017 for the proposed dualling of this section of the A47. At these events four options for the dualling of the A47 between Blofield and North Burlingham were presented. 7.5.5. Following further assessment and feedback received at the March / April 2017 consultation, Highways England identified option 4 was identified as the preferred option. This option is the building of a new dual carriageway to the south of the existing A47. It was considered that this option could be built with the least

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 85 of 100 disruption; least environmental impact and the existing roads can remain open for local traffic, pedestrians, cyclists and equestrians. 7.5.6. The proposed design will upgrade the A47 to a new dual carriageway running to the south of the existing A47 between Blofield and North Burlingham. The route will be built within 70m of the existing carriageway and pass predominantly through open farm land. The design also includes construction of two new junctions:  Western Junction: This includes a new link road going over the new route connecting the existing A47 with Yarmouth Road via a bridge.  Eastern Junction: This is a new grade separated junction between Road and Acle Road. 7.5.7. The proposed route alignment of the scheme is shown in Figure 61 below.

Figure 61 – A47 Blofield to North Burlingham – Proposed dual carriageway. Source: Highways England Statutory Consultation (September 2018)

7.5.8. Statutory Consultation on the proposed design for the scheme is currently ongoing (September 2018 to October 2018). It is anticipated that a Development Consent Order (DCO) for the scheme will be submitted in Spring 2019 with a decision by Summer 2020. It is anticipated that the road would open in 2022. A47 Great Yarmouth Junctions 7.5.9. The A47 junctions in Great Yarmouth currently experience heavy congestion during peak times. To help reduce congestion and delays at these junctions Highways England have identified improvement schemes for the Vauxhall Roundabout and Gapton Hall Roundabout junctions. The preferred Highways England option for Vauxhall Roundabout is shown in Figure 62 below.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 86 of 100 Norfolk County Council Figure 62 – Vauxhall Roundabout - Preferred Route. Source: Highways England Preferred Route Announcement A47 Great Yarmouth Junctions (August 2017)

7.5.10. The preferred option for Vauxhall Roundabout is a new larger signalised roundabout and widened bridge over the railway line. This would include widening of the A47 southern approach. The carriageway would be realigned to current design standards to improve safety. Pedestrian, cyclist and other non-motorised user improvements may also be provided. 7.5.11. The preferred option for Gapton Roundabout is shown in Figure 63 below.

Figure 63 – Gapton Roundabout - Preferred Route. Source: Highways England Preferred Route Announcement A47 Great Yarmouth Junctions (August 2017)

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 87 of 100 7.5.12. The preferred option for Gapton Roundabout is installing traffic signals on the existing roundabout and potentially improving the provision for pedestrians, cyclists and other non-motorised users. 7.5.13. Highways England are due to make an announcement on consultation for the scheme in late 2018. Based on their current timetable it is expected that construction will commence in 2019 and that the works will be completed in 2020.

7.6 NETWORK RAIL’S RAILWAY UPGRADE PLAN 7.6.1. Network Rail are responsible for managing and maintaining railway infrastructure in Great Britain. Network Rail’s Railway Upgrade Plan is Network Rail’s strategy to provide more capacity and relieve crowding. 7.6.2. The plan includes a scheme on the Wherry Line and is summarised below.  Norwich, Great Yarmouth and Lowestoft Re-Signalling: Network Rail are investing to upgrade the signalling along the Wherry Line between Norwich, Great Yarmouth and Lowestoft between October 2018 and Spring 2019. This will improve:  Safety and reliability;  Operational flexibility;  Level crossing safety;  Sustainability and efficiency; and  Reduced delays for road users. 7.7 VAUXHALL RAIL SIDINGS 7.7.1. The former rail freight sidings at the edge of Great Yarmouth near Vauxhall were purchased by NCC with a view to securing its potential use as a freight facility. Since the purchase of these sidings NCC have remained committed to identifying how it can secure the necessary funding to ensure the sidings connection to the rail line can be maintained. They have also explored the possibility of undertaking a feasibility study to identify the likely cost of bringing the facility up to a standard where it could be brought back into use (source: GYBC Infrastructure Plan (March 2014)) 7.7.2. Greater Anglia have announced that these sidings will be used to store and test new rolling stock before network wide role out in 2019/20.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 88 of 100 Norfolk County Council 8 FORECAST TRAVEL DEMAND

8.1 INTRODUCTION 8.1.1. This section provides a high-level assessment of the future travel demands and operation of the major road network in and surrounding the study area. 8.2 BACKGROUND TRAFFIC GROWTH 8.2.1. The DfT’s TEMPro software has been interrogated to establish background traffic growth and future levels of car ownership in the study area between 2018 and 2030 (end of current GYBC Local Plan Period). The software calculates the traffic growth factors through the use of the National Trip End Model (NTEM) and National Transport Model (NTM) datasets (dataset AF15). This is summarised for urban principal roads in Great Yarmouth on an average weekday in Figure 64 below.

Figure 64 – TEMPRO V7.2 Background Traffic Growth 2018 to 2030 – Rural Principal Roads

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 89 of 100 8.2.2. Figure 64 above shows the highest levels of background traffic growth to be within the Centre of Great Yarmouth and Gorleston-on-Sea, with traffic flows forecast to increase by 19%. The lowest increase in background traffic flows is forecast within Bradwell to the west of the study area. 8.3 GYTRC DCO SATURN MODEL – 2023 DM SCENARIOS 8.3.1. To inform the identification of future transport issues, forecast flows and potential future year operation of the local and strategic highway network information has been extracted from the Great Yarmouth Third River Crossing DCO Saturn Model for the 2023 Do Minimum (DM – without GYTRC) and 2023 Do Something (DS – with GYTRC) situation. 8.3.2. The DM Scenario includes “affordable schemes” at the A47 Vauxhall Roundabout and A47 Gapton Hall Roundabout, right turn onto Fullers Hill and right turn into the station. The DS includes the GYTRC in addition to these schemes. 8.3.3. Extracts from the GYTRC Saturn Model are attached in Appendix B. Change in traffic flows between 2018 Base to 2023 DM 8.3.4. Between the 2018 Base and 2023 DM The highest increase in AM Peak demand flow (>100 PCUs) is forecast on the A47 (south of Vauxhall Roundabout), Acle New Road, Fullers Hill, Priory Plain, Temple Road, Haven Bridge, Gapton Hall Road, A47/A143 link road, South Quay and Southgates Road. All other links are expected to have a change in demand flow of ±100 PCUs. 8.3.5. Between the 2018 Base and 2023 DM The highest increase in PM Peak demand flow (>100 PCUs) is forecast on the A47 (South of Vauxhall Roundabout), Haven Bridge, Hall Quay, South Quay, Southgates Road, Gapton Hall Road, A143 north of B1534 and B1534 (>100 PCUs). All other links are expected to have a change in demand flow of ±100 PCUs. Link Capacity 2023 DM AM Peak 8.3.6. In the 2023 Base AM peak DM scenario the highest V/C percentage was generally recorded along the main strategic links through Great Yarmouth, in particular: the A47 and A143 Beccles Road. Links with a high V/C percentage includes:  A47 between Vauxhall Roundabout and Gapton Hall Roundabout (95%);  A47 South on approach to Harfreys Roundabout (79%);  A1243 Pasteur Road on approach to signalised junction of Pasteur Road / Southtown Road / Bridge Road (80%);  South Quay on approach to South Quay / Yarmouth Way signalised junction (84%); and  North Quay on approach to North Quay / Garrison Road priority junction (96%).  Gapton Hall Road south on approach to Gapton Hall Road / Hewett Road priority junction (80%).  A47 Lowestoft Road south on approach to A47 Lowestoft Road / Middleton Road roundabout.  A47 Lowestoft Road south on approach to A47 Lowestoft Road / Beaufort Way roundabout (84%).  A47 Southbound off slip on approach to A143 Beccles Road / A47 Southbound off slip signalised junction (87%). PM Peak 8.3.7. In the 2023 Base PM peak DM scenario the highest V/C percentages were recorded on the following links:  A47 between Vauxhall Roundabout and Gapton Hall Roundabout (89%);  William Adams Way on approach to A47 Harfrey’s Roundabout (101%);  A1243 Pasteur Road on approach to signalised junction of Pasteur Road / Southtown Road / Bridge Road (77%);  Bridge Road on approach to Bridge Road / Hall Quay signalised junction (74%).  Lawn Avenue on approach to Lawn Avanue / Tar Works Road / Caister Road signalised junction (94%).  Shrublands Way on approach to A143 Beccles Road / Shrublands Way signalised junction (87%).

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 90 of 100 Norfolk County Council Delay 2023 DM AM Peak 8.3.8. In the 2023 DM AM Peak scenario the highest levels of delay is forecast on the following links / on approach to the following junctions:  A47 Lowestoft Road / Brasenose Avenue / Bridge Road signalised junction;  A47 / James Paget University Hospital access signalised junction;  A47 Harfreys Roundabout;  Gapton Hall Road / Hewett Road priority junction;  William Adam’s Way / A143 Pasteur Road / Southtown Road signalised junction;  Southtown Road / Station Road / Matalan and Farm Foods access signalised junction;  A1243 Pasteur Road / Southtown Road / Bridge Road signalised junction;  Hall Quay / South Quay / Bridge Road signalised junction;  Shrublands Way / A143 Beccles Road signalised junction;  A47 South off slip / A143 Beccles Road signalised junction;  Beccles Road / Church Lane / Long Lane / Mill Lane signalised junction;  Lowestoft Road / High Street / Church Lane / Baker Street signalised junction;  Fullers Hill / Northgate Street signalised junction;  North Quay / Garrison Road priority junction;  Lawn Avenue / Tar Works Road / Caister Road signalised junction;  Market Gates / Temple Road / South Market Road signalised junction;  South Quay / Yarmouth Way signalised junction; and  A143 Beccles Road / Crab Lane priority junction; PM Peak 8.3.9. In the 2023 DM PM Peak scenario the highest levels of delay is forecast on the following links / on approach to the following junctions:  A47 Lowestoft Road / Brasenose Avenue / Bridge Road signalised junction;  A47 / James Paget University Hospital access signalised junction;  A47 Harfreys Roundabout;  Burgh Road / Gapton Hall Road / Blackbird Close roundabout  William Adam’s Way / A143 Pasteur Road / Southtown Road signalised junction;  Southtown Road / Station Road / Matalan and Farm Foods access signalised junction;  A1243 Pasteur Road / Southtown Road / Bridge Road signalised junction;  Hall Quay / South Quay / Bridge Road signalised junction;  Shrublands Way / A143 Beccles Road signalised junction;  A47 South off slip / A143 Beccles Road signalised junction;  Beccles Road / Church Lane / Long Lane / Mill Lane signalised junction;  Lowestoft Road / High Street / Church Lane / Baker Street signalised junction;  North Quay / Ormond Road priority junction;  Lawn Avenue / Tar Works Road / Caister Road signalised junction;  South Quay / Yarmouth Way signalised junction;  Market Gates / Temple Road / South Market Road signalised junction;  Priory Plain / St. Nicholas Road / Temple Road signalised junction; and  A143 Beccles Road / Crab Lane priority junction. Change in Traffic Flows between 2023 DM and 2023 DS 8.3.10. The GYTRC scheme will result in a redistribution of traffic on the local and strategic road network in the AM and PM Peak. The scheme will principally reduce the volume of traffic using routes to the west and north west of the scheme (A47 north of Harfreys Roundabout, Hall Quay, South Quay and Fullers Hill) but lead to an increase in traffic using routes to the south, east and north east of the scheme (A47 south of Harfreys Roundabout and residential routes to the east of the River Yare that provide access to the town centre and sea front). More detailed consideration of the change in traffic flows as a result of the GYTRC scheme is provided below. AM Peak

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 91 of 100 8.3.11. In the AM Peak the demand flow is forecast to fall by more than 300 PCUs on the following links:  A47 northbound between Gapton Hall Roundabout and Vauxhall Roundabout  A47 northbound and southbound between Gapton Hall Roundabout and Harfrey’s Roundabout  Hall Quay (northbound and southbound)  Fullers Hill (eastbound) 8.3.12. To the west of the River Yare the GYTRC scheme is expected to lead to an increase of more than 300 PCUs on William Adam’s Way (eastbound and westbound) and increase of between 100 and 300 PCUs on the A47 south of Harfreys Roundabout (both directions) and Beccles Road (northbound). 8.3.13. To the east of the River Yare the GYTRC scheme is expected to lead to an increase of more than 300 PCUs on Southtown Road (northbound and southbound) and Mariners Road (eastbound). The scheme is expected to lead to an increase in demand flow of between 100 and 300 PCUs on Barkis Road, Admiralty Road (northbound), Blackfriars Road (northbound and southbound), Saint Peters Road (eastbound and westbound), King Street and Nelson Road Central (northbound and southbound). PM Peak 8.3.14. In the PM Peak the demand flow is forecast to fall by more than 300 PCUs on the following links:  Pasteur Road (southbound)  Hall Quay (northbound)  A47 north of Harfreys Roundabout (southbound) 8.3.15. To the west of the River Yare the GYTRC scheme is expected to lead to an increase of more than 300 PCUs on William Adam’s Way (westbound) and Pasteur Road (northbound) and an increase of between 100 PCUs and 300 PCUs on Pasteur Road southbound, Suffolk Road and Church Road (northbound). 8.3.16. To the east of the River Yare the GYTRC is expected to lead to an increase of more than 100 PCUs on Southtown Road (northbound and southbound), Mariners Road (eastbound and westbound), Blackfriars Road northbound and southbound and Nelson Road Central (northbound). Change in Delay between 2023 DM and 2023 DS AM Peak 8.3.17. In the AM Peak the GYTRC is forecast to lead to a reduction in delay of more than 7.5 seconds on the following links / on approach to the following junctions.  Southtown Road;  A1243 Pasteur Road / Bridge Road / Southtown Road signalised junction;  Hall Quay / Bridge Road signalised junction;  South Quay / Yarmouth Way;  A47 South on approach to A47 Harfreys roundabout;  Gapton Hall Road on approach to Gapton Hall Road / Hewett Road priority junction; 8.3.18. To the west of the River Yare the GYTRC scheme is forecast to lead to an increase in delay of more than 7.5 seconds on the following links:  William Adam’s Way on approach to the western landing of the GYTRC and A47 Harfreys Roundabout; and  Queens Road. PM Peak 8.3.19. In the PM Peak the GYTRC is forecast to lead to a reduction in delay of more than 7.5 seconds on the following links / on approach to the following junctions.  A1243 Pasteur Road / Bridge Road / Southtown Road signalised junction;  Morton Peto Road on approach to Gapton Hall Road / Morton Peto Road priority junction;  A47 South and William Adams Way (west) on approach to A47 Harfreys roundabout; and  North Quay north of Garrison Road. 8.3.20. To the west of the River Yare the GYTRC scheme is forecast to lead to an increase in delay of more than 7.5 seconds on the following links:

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 92 of 100 Norfolk County Council  William Adam’s Way on approach to the western landing of the GYTRC and A47 Harfreys Roundabout; and,  High Road on approach to A143 Beccles Road / High Road signalised junction.  Alpha Road and Malthouse Lane on approach to A143 Beccles Road / Alpha Road / Malthouse Lane priority junction.  Crab Lane on approach to A143 Beccles Road / Crab Lane priority junction.  Hall Quay on approach to Bridge Road / Hall Quay signalised junction.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 93 of 100 9 STAKEHOLDER CONSULTATION

9.1 OVERVIEW 9.1.1. To assist with the development of a robust evidence base a Stakeholder Consultation event was held on 14th of June 2018 at Great Yarmouth Town Hall. The purpose of this event was for the project team to introduce the Transport Strategy to Key Stakeholders and Council Members and obtain feedback on what they considered to be the main transport issues within the town and future opportunities. 9.1.2. The workshop consisted of a presentation by WSP setting out transport issues and opportunities the study area. This was followed by feedback session where Key Stakeholders and Council Members could provide comment on the transport issues and opportunities raised in the presentation. Key Stakeholders and Council Members were also invited to provide comment on other transport issues that may have not been considered. 9.2 STAKEHOLDER FEEDBACK 9.2.1. The feedback received at the Stakeholder Workshop is summarised below. The minutes of the Stakeholder workshop are attached in Appendix A. Walking and Cycling Infrastructure  There are currently no facilities for cyclists crossing the River Yare.  Concern about number of mobility scooter users in the town and the increased safety risk this presents to pedestrians.  Preference for new on-road cycle lanes instead of shared use routes.  Support for introducing a cycle sharing scheme in the town (such as ofo)  Pedestrian wayfinding from the bus station should be improved.  There is an absence of cycle parking in Great Yarmouth.  Support for a new coastal cycle path. Travel Patterns  The wind farm industry is changing employment patterns in Great Yarmouth with people commuting longer distances. Rail Services  Railway station concourse closes at 5pm.  Existing access to the railway station is poor.  No regular bus services serve Great Yarmouth Railway Station.  New rail services will provide additional capacity. Bus Services  Existing rural bus service is poor.  Demand responsive services could replace infrequent bus services. Road Network  Support for improvements to A47 Acle Straight.  Support for improvements to Vauxhall Roundabout.  Improvements at Fullers Hill Roundabout has not improved the situation.  Support for lower speed limit, introduction of chevrons and average speed cameras along Acle Straight.  Support for improvements to the Harfreys Roundabout and Gapton Hall Roundabout.  Improve / upgrade traffic signal (e.g. MOVA / UTC).  Support for new exit from Lidl onto Southtown Road.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 94 of 100 Norfolk County Council 10 PROPOSED VISION AND OBJECTIVE

10.1 OVERVIEW 10.1.1. The proposed vision and objectives of the preferred Transport Strategy have been informed by the findings of this Stage 1 Issues and Opportunities Report and feedback received at the Stakeholder Consultation workshop on 14th June 2018. 10.2 VISION AND OBJECTIVES

10.2.1. The proposed vision and objectives of the preferred Transport Strategy are summarised below.

Vision To support sustainable economic growth in Great Yarmouth by facilitating journey reliability and improved travel mode choice for all, whilst contributing to improved air quality and safety.

Objectives 1. Manage traffic congestion in Great Yarmouth 2. Capitalise on the infrastructure and investment opportunities presented by the Third River Crossing 3. To support sustainable housing and economic growth 4. Provide a safe environment for travel by all modes 5. Improve opportunities to use sustainable modes within Great Yarmouth by providing viable alternatives to car use 6. Increase active travel mode share for short journeys 7. Reduce harmful emissions and air quality impacts

10.3 ALIGNMENT WITH LOCAL POLICY DOCUMENTS 10.3.1. To ensure that the vision and objectives are closely aligned with other local policy documents, a review of Great Yarmouth’s Local Plan Strategic Objectives, Norfolk’s Local Transport Plan vision and strategic aims and Great Yarmouth Town Centre Regeneration Framework and Masterplan’s vision and objectives has been undertaken. These are summarised in Figure 65 below. 10.3.2. The visions and objectives of these local policy documents covers the following themes. This includes:  Reducing the impact on the environment;  Promoting sustainable developments / growth;  Maintaining and improving Great Yarmouth’s Infrastructure;  Promoting accessibility improvements at a local and strategic level;  Promoting a reduction in car use; and  Promoting road safety. 10.3.3. The above themes have been compared with the proposed vision and objectives of the preferred Transport Strategy in Section 10.2 above and it is concluded that these complement the vision and objectives of these documents without any conflicts. As such, schemes promoted in the preferred Transport Strategy should align well to support / be supported by the vision and objectives of other local planning policy documents.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 95 of 100 Great Yarmouth Local Plan: Core Strategy 2013 - 2030

•Strategic Objectives •SO1: Minimising impact on the environment; •SO2: Addressing social exclusion and reducing deprivation; •SO3: Accommodating population growth; •SO4: Strengthening the competitiveness of the local economy; •SO5: Capitalising on the successes of the local visitor economy; •SO6: Protecting and enhancing the quality of the local environment; •SO7: Securing the delivery of key infrastructure. Includes references to: •Making developments sustainable; •Ensuring that all developments are in accessible locations to minimise the need to travel; •Promoting a reduction in car use and encouraging the use of public transport, walking and cycling to minimise the impact of the Borough’s growth on transport infrastructure; •Encouraging efficient patterns of movement by recognising the strategic role that the A47, a Third River Crossing, the river port, outer harbour and rail corridor (including a rail freight interchange) will play in meeting the boroughs need.

Norfolk's Local Transport Plan for 2026

•Vision: A transport system that allows residents and visitors a range of low carbon options to meet their transport needs and attracts and retains business investment in the county. •Strategic Aims: •Maintaining and managing the highway network; •Delivering sustainable growth; •Enhancing strategic connections •Reducing emissions; •Improving road safety; and •Improving accessibility.

Great Yarmouth Town Centre Regeneration Framework & Masterplan

•Vision: By 2025 new investment and employment in the town centre is generating renewed pride in Great Yarmouth and building confidence for the future. •Objectives: •Strengthening the heart of the town centre; •Improving the markets and Market Place; •Transforming the Conge; •Creating a sense of arrival at the town centre; •Unlocking the potential of Hall Quay; and •Linking it all together.

Figure 65 – Vision and Objectives of Local Policy Documents

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 96 of 100 Norfolk County Council 11 CONCLUSION

11.1 KEY FINDINGS 11.1.1. The purpose of this Stage 1 Report was to develop an evidence base that will help inform the development and testing of transport options for the town and preparation of the preferred Transport Strategy (Stage 2). 11.1.2. The key findings that emerged from this work is summarised below. Demographic Composition  Population growth in Great Yarmouth is lower than the average for Norfolk, East of England and England as a whole.  Population growth in the study area was higher than the average for Great Yarmouth borough.  Neighbourhoods in the study area are some of the most deprived in the UK. The study area has the highest concentration of neighbourhoods within the most deprived 10% of neighbourhoods nationally. Economic Conditions  The main employment destinations within the study area are Great Yarmouth Town Centre, the South Denes peninsular, Harfreys Industrial Estate, James Paget University Hospital and Beacon Park.  Great Yarmouth borough has higher levels of unemployment than the average for the East of England and England.  Two new Enterprise Zones have been established in Great Yarmouth to encourage offshore energy, port and logistic activity in the town.  New economic drivers have the potential to change commuting patterns within the study area. Journeys to Work  Driving a car or van is the main mode of transport for journeys to work by residents and workers in the study area, 55% and 62% respectively. The highest percentage of workers commuting by car is in the South Denes peninsular.  The majority of public transport journeys to work by residents and workers of the study area is by bus, 7% and 5% respectively.  Use of the train by residents and workers of the study area is very low, only 1% of residents and <1% of workers travel by train. In the study area the highest percentage of workers commuting by train is in the South Denes peninsular.  5% of residents and workers in the study area commute by bicycle. Cycling mode share is highest by residents on the periphery of the study area in Gorleston-on-Sea.  The average distance travelled to work by workers in the study area is generally less than 20km. The exception is workers in the South Denes peninsular where an average distance of 31 to 40km was recorded.  There is a high level of internalisation of commuting trips within the Study Area. The majority of residents within the transport strategy study area work within the study area (63%).  74% of all residents living in the study area and 76% of all workers working in the study area work or live in the Great Yarmouth Borough.  Car and van availability per household in the study area is low (<1 car per household). Active Modes  The walking network in Great Yarmouth is generally good, with wide pavements and streetlighting. The main exception to this is Beccles Road which was found to be poor as a result of the lack of wayfinding infrastructure, few opportunities to cross the carriageway and substandard and tired footway surfaces, minor littering and vandalism.  The cycling network is disjointed and unconnected in places with an absence of signage at key decision points.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 97 of 100 Public Transport  The rail station is close to the town centre of Great Yarmouth, with no regular bus services to Great Yarmouth Railway Station.  Existing rail services between Norwich and Great Yarmouth compete with the X1 bus service.  Integrated ticketing is available, but restricted is restricted to rail and bus services operated by First buses. It is also principally associated with providing onward bus travel at your destination instead of bus travel to the station as “PLUSBUS” scheme is only available with a rail ticket purchase.  There is strong north / south public transport connectivity, weaker east west public transport. South Denes peninsular and Enterprise Zone are poorly served by public transport. Highway Network  Norwich and Lowestoft are accessible within less than 45 minutes’ drive to / from Great Yarmouth Town Centre at peak periods.  Highways England area progressing schemes to improve Vauxhall and Gapton Hall Roundabouts on the A47.  High levels of congestion recorded along A47 Acle Straight. There is currently no schemes planned for this link.  High levels of congestion recorded at Haven Bridge (A1243 Hall Quay / A1243 Bridge Road Signalised Junction and A1243 Pasteur Road / Southdown Road signalised junction).  HGVs routing via South Beach Parade to access industries on South Denes peninsular. Personal Injury Accidents  Majority of fatal severity accidents recorded in the study area within the last 5 years occurred along A143 Beccles Road. Of these 2 occurred at the junction with Shrublands Way.  The largest concentration of PIA occurred at Hall Quay, St Peter’s Road between King’s Street and Nelson Road Central, North Quay, Southtown Road between Station Road and Bridge Road, North Quay / Fuller’s Hill / Acle New Road Roundabout and Runham Road / Acle New Road Roundabout.  Highest concentration of PIA involving non-motorised users occurred within the Town Centre.  The highest concentration of serious severity accidents involving non-motorised users occurred on North Quay, Haven Bridge and Beccles Road. Parking  At weekends in July and August the sea front car parks are mostly full between the hours of 11:00 and 16:00.  The Town Centre car parks are less busy on Sundays.  The further the car park is from the town centre the less busy it is.  Car parks are busiest between 12:00 and 14:30.  On the sea front the number of tickets sold at the weekends are around 80%-100% higher in the short stay car parks. Long stay car parks are busier at weekends but the differences between the weekdays and weekends are less marked.  Town Centre car parks are less affected by seasonal fluctuations than the sea front car parks.  Quiet months for the Town Centre car parks are January and February.  Seafront car parks are very busy in August with almost twice as many tickets being sold in any other month (except July and September). Electric Vehicles  Low number of EV charging points. Those that are available are on private land. 11.2 OPPORTUNITIES AND INTERVENTIONS 11.2.1. Based on the evidence presented in this Stage 1 Report and the key findings above, a number of opportunities and interventions have been identified in relation to public transport, active modes, highway network and policy direction. It is anticipated that these will be used to help inform the development of a long list of options for appraisal as a part of the Stage 2 works. Public Transport  Build on strong north south bus routes within Great Yarmouth and Gorleston-on-Sea.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 98 of 100 Norfolk County Council  Strengthen railway and express bus services to provide east / west connectivity towards Norwich.  Interchange facilities could be improved to create gateway feature into the town and to encourage interchange between sustainable modes of transport (e.g. between bus and train, bus and bus, cycle and train or cycle and bus).  Improve integrated ticketing between bus operators and introduce contactless payment on all bus services.  Improve the public transport connectivity of rural settlements surrounding Great Yarmouth.  The Great Yarmouth Third River Crossing will enable bus services to be rerouted / new bus services introduced to better serve the South Denes peninsular and Enterprise Zone. Active Modes  Improve walking and cycling accessibility of major employment sites within Great Yarmouth and Gorleston-on-Sea, in particular: Harfreys Industrial Estate, James Paget University Hospital and South Denes Enterprise Zone.  Bike hire scheme could be introduced to encourage cycling for short trips previously made by car and visitors to the area. Highway Network  The Great Yarmouth Third River Crossing will help alleviate pinch points on the network and reduce traffic and congestion to the north of Great Yarmouth.  Highways England’s RIS 1 proposals to upgrade and dual the A47 and improve Vauxhall and Gapton Roundabouts will improve journey time reliability, improve road user safety and reduce journey times.  Improve management of road space to lock in capacity for other modes. This could include new bus priority measures, new walking and cycling routes (e.g. wider footways, new on road cycle lanes, provision on advance stop lines for cyclists).  Highway improvements could be made on the A47 Acle Straight to improve the flow of traffic and improve road user safety.  Pinch point improvements could be made at junctions on the local highway network, this could include:  Capacity improvement at A1243 Pasteur Road / Southtown Road / Bridge Road signalised junction (LGF Scheme);  Capacity improvement at Southtown Road / Station Road / Matalan and Farm Foods access signalised junction (LGF Scheme).  Capacity improvement at A143 Beccles Road / Crab Lane priority junction.  Capacity improvement at A143 Beccles Road / Church Lane / Long Lane / Mill Lane signalised junction;  Capacity improvement at A143 Beccles Road / Shrublands Way / A147 slip road signalised junctions;  Capacity improvement at A143 Beccles Road / William Adam’s Way / Southtown Road signalised junction (scheme incorporated in GYTRC proposals, NCC Committed Scheme);  Capacity improvement at Fullers Hill / Northgate Street signalised junction;  Capacity improvement at Gapton Hall Road / Hewett Road (Gapton Hall Industrial Estate) priority junction;  Capacity Improvement at Hall Quay / South Quay / Bridge Road signalised junction;  Capacity Improvement at Lawn Avenue / Tar Works Road / Caister Road signalised junction  Capacity improvement at A47 Lowestoft Road / High Street / Church Lane / Baker Street signalised junction.  Capacity improvement at Priory Plain / St Nicholas Road / Temple Road signalised junction.  Capacity improvement at Market Gates / Temple Road / South Market Road signalised junction.  Increase number and improve accessibility of EV charging points. Policy Direction  A car parking strategy could be developed to guide and manage car parking in the town centre, including the requirements on the provision of parking and charging point for electric vehicles.  New developments to provide personalised travel planning to inform residents of sustainable travel options available to them. This could include a requirement to provide free bus taster tickets.  Consideration should be given to autonomous vehicle technology to ensure that future development takes account of this emerging technology.

GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY WSP Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F September 2018 Norfolk County Council Page 99 of 100  A strategy should be developed to capture private sector contributions to help fund transport improvements.

11.3 NEXT STEPS 11.3.1. The next stage of this project will be to build upon the opportunities and interventions identified in the Stage 1 report and develop a long list of potential options that can be tested and appraised. These final options will then form preferred Transport Strategy for Great Yarmouth. 11.3.2. The Stage 2 works will include:  Identification of a long list of options based on the outcomes of this Stage 1 Issues and Opportunities Report.  Testing of highways options using transport models prepared for the Great Yarmouth Third River Crossing.  Identification of an appraisal methodology (e.g. DfT’s Early Sifting and Appraisal Tool, EAST).  Report on the results of the appraisal of the long list of options; and  Identification of a shortlist of short, medium and long term options that can be taken forward to Stage 3 of the project and Stakeholder and Public Consultation.

WSP GREAT YARMOUTH PREFERRED TRANSPORT STRATEGY September 2018 Project No.: 70043850 | Our Ref No.: 70043850-001-Rev F Page 100 of 100 Norfolk County Council Appendix A

MINUTES FROM STAKEHOLDER WORKSHOP MEETING NOTES

PROJECT NUMBER 70043850 MEETING DATE 15 June 2018

PROJECT NAME Great Yarmouth Transport Strategy VENUE Great Yarmouth Town Hall

CLIENT Norfolk County Council RECORDED BY EWS

MEETING SUBJECT Stakeholder Workshop

PRESENT See Stakeholder workshop attendance register

APOLOGIES See Stakeholder workshop attendance register

DISTRIBUTION Ian Parkes (NCC)

CONFIDENTIALITY Internal

ITEM STAKEHOLDER COMMENT ACTION DUE

1 Walking and Cycling

i. What provision will there be for cyclists using the Third River Crossing (TRC)? WSP clarified that the cycling provision on the TRC had not been finalised, but expected it to include shared or segregated cycle provision on the north side and a footway on the south side.

ii. The speed that mobility scooter users travel on footways presents a safety risk to pedestrians, can mobility scooter users be provided with an on-road provision that is shared with cyclists? WSP said that they would review demographic and take this into consideration.

iii. The wind farm industry is changing employment patterns in Great Yarmouth with people are commuting longer distances.

iv. There is a lack of cycle parking in Great Yarmouth, it would be useful to undertake a cycle parking audit.

v. What is the current usage of Greater Anglia’s “Cycle and Go”? Greater Anglia said that existing use was low and that they could data on current usage

vi. Great Yarmouth railway station concourse closes at 5pm.

vii. Keen cyclists prefer segregated on-road cycle lanes. Southtown Road was a good example of this, but it is now shared use. Pedestrians often obstruct cyclists using shared use paths.

viii. Origin-destination data should be reviewed to estimate the population that could potentially cycle to work.

ix. A stakeholder said that they did not like to cycle across existing bridges as there is no provision for cyclists.

www.wsp.com MEETING NOTES

x. The absence of showers in offices likely to be a reason why people do not cycle to work. WSP said that this could be resolved through the introduction of a workplace travel plan.

xi. GYBC confirmed that dialogue with ofo is ongoing. Stakeholders generally considered this to be a good idea.

xii. Pedestrian wayfinding from the bus station is not good.

xiii. Cyclists travelling on-road from northern villages in Great Yarmouth impede traffic. The coastal path could include cycle paths to encourage commuters to cycle.

2 Bus and Rail

i. There are park and ride signs on Caister Road to Hopton, but there has never been a park and ride service in the Town.

ii. Improving the rural bus situation would help.

iii. Greater Anglia said that they would provide ticket sale split for week / weekend. It was estimated that 25% of ticket sales were at the weekend.

iv. New trains next year are estimated to increase capacity by 20%. This would improve the rail travelling experience (improved quality and improved environment)

v. How does the reduction in passenger numbers using Great Yarmouth railway station correspond with other demographic and social change.

vi. Station entry / exit data from the ORR should not be compared before 2011 / 2012 due to the introduction of a new methodology to record usage. WSP said that they would review this.

vii. Network rail are investing £50 million on in track and signalling improvements. This will provide potential capacity improvements.

viii. The position of Vauxhall Station is very poor. It is a 10 to 15 minute walk from the town centre. The access road to the station is leased by ASDA and principally serves traffic travelling to / from the supermarket.

ix. There was strengthening work carried out on Vauxhall Bridge. Can this be upgraded to provide limited bus access?

x. Buses stop at the station in the summer only.

xi. Origin destination data should be used to support the introduction of new bus services.

xii. Concessionary rail and bus tickets in other parts of the UK had led to large increases in usage.

xiii. Could a train service operate between Lowestoft and Great Yarmouth? The last train from Great Yarmouth to Norwich is later than that of the last train from Lowestoft to Norwich. First buses said that a bus service already operates between the two towns until 11pm at a 15 minute frequency.

xiv. First would like to run more bus services. The Caister to Goreston bus service helps support other rural services.

Page 2 MEETING NOTES

xv. Great Yarmouth already has integrated ticketing in the form of plus bus and other special offers. Greater Anglia can provide sales data on plus bus ticketing.

xvi. In the northern parishes of Great Yarmouth could smaller buses, or a demand responsive service introduced to provide to provide a more frequent service?

xvii. Where demand responsive services have been introduced other parts of the UK they are not viewed as a bus service.

xviii. Demand responsive bus services could be used to fill the gap between scheduled services.

xix. In Suffolk bus services feed into the commercial bus network. They do not replace or compete with commercial services.

3 Road Network

i. Are electric points for cars being installed? GYBC said that electric charging points were being installed at Fullers Hill Car Park.

ii. Will east west road improvements be delivered by 2020? GYBC said that dualing of the Acle straight is a borough, member and council priority.

iii. Vauxhall Roundabout is the problem not the Acle Straight. A filter lane at Vauxhall Roundabout would be a solution as most vehicles go left towards Norwich. The road should be widened at the Holiday Park. Bus services also get stuck at this junction.

iv. Fullers Hill roundabout improvement has not improved traffic flows. It has led to the redistribution of traffic flows instead. It has made it more difficult to enter roundabout from some entries. A stakeholder considers the improvements to have made the roundabout more dangerous. There is no signage to say stay in lane.

v. Reducing the speed limit along the Acle Straight to 50mph would make the Acle Straight safer. However Highways England have previously said that there is no need to reduce speed to 50 mph.

vi. Chevrons along the Acle Straight would also give more space for vehicles to enter traffic.

vii. Highways England have made minor safety improvements as an interim measure.

viii. Average speed cameras along the Acle Straight would reduce accidents and congestion.

ix. There are accidents on the Acle Straight once or twice a week.

x. Harfreys Industrial Estate and Gapton Roundabouts are congested. Queue from drive-thru McDonalds often extends back onto the carriageway.

xi. From the bus station through the centre of town is congested, particularly along Yarmouth Way and South Quay.

xii. People do not keep the yellow box’s clear.

xiii. The traffic signals at Southtown Road go out of sync every other day. Buses

Page 3 MEETING NOTES

are timetables to take 8 minutes, but often take 40 minutes. An inbound bus lane on Southtown Road is needed. First have had to put extra buses in the network just to maintain frequencies.

xiv. Concern about HGVs routing along the sea front to unload. South Quays was strengthened for HGVs, but HGVs are ignoring this route. Concern that HGVs associated with new industries will route via the sea front. Pedestrian islands along the sea front have collapsed as a result of the volume of traffic. Need carriageway narrowing to stop HGVs.

xv. During school half term / holidays traffic in Great Yarmouth is significantly reduced. School children should go to school locally.

xvi. Any improvement to traffic flows in Great Yarmouth would have wider benefit on Lowerstoft.

xvii. A new exit from Lidl onto Southtown Road would be a quick fix.

4 Draft Vision and Objectives

i. Acknowledgement of wider economic benefits to other settlements nearby

ii. Improve opportunities for employment

iii. Link to strategic objectives set out by New Anglia LEP, the Local Plan and Government Infrastructure Strategy.

iv. The port connectivity strategy has recently been published. The Transport Strategy should look to review / tie in with this.

Page 4 Appendix B

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