Proposed Hamadryad Primary School Cardiff · 2016. 10. 24. · PROPOSED HAMADRYAD PRIMARY SCHOOL,...

Proposed Hamadryad Primary School Cardiff

The City of Cardiff Council

Transport Assessment

October 2016

CONTENTS Page

1.0 INTRODUCTION 1

1.1 Aim of Assessment 1 1.2 Contents 1

2.0 TRANSPORT CONTEXT 2

2.1 Strategic Location 2 2.2 Local Area 2 2.3 Footways and Cycleways 3 2.4 Public Transport 4 2.5 Safety Record 5 2.6 Existing Traffic Flows 5 2.7 Existing Pedestrian Movements 6 2.8 Existing Parking 6 2.9 Existing Site Use 7 2.10 Existing Road Safety Schemes 7

3.0 PLANNING POLICY AND GUIDANCE 8

3.1 Planning Documents 8 3.2 Other Guidance 8

4.0 DEVELOPMENT PROPOSALS 10

4.1 Scheme Proposals 10 4.2 Site Access 10 4.3 Parking 10 4.4 Off-Site Proposals 11 4.5 Multi-Modal Assessment of School Journeys by Pupils 11 4.6 Staff Journeys 14 4.7 Travel Plan 14 4.8 Traffic Management Plan - Construction 15 4.9 Transport Implementation Strategy 15

5.0 TRANSPORT APPRAISAL 16

5.1 Approach 16 5.2 Accessibility by Non-Car Means 16 5.3 Travel Plan 18 5.4 Site Access and Layout Review 18 5.5 Parking Review 19 5.6 Effect on Local Junctions 20 5.7 Servicing 20 5.8 Road Safety Review 20 5.9 Policy Review 21

6.0 CONCLUSIONS 22

This report is submitted specifically in respect of the planning application for the City of Cardiff Council and is not to be distributed in whole or in part to third parties without the written consent of a Director of Peter Evans Partnership Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any material form (including photocopying or storage in any medium by electronic means and whether or not transient or incidental to some other use) without the prior written permission of the copyright owner except as permitted under the Copyright, Designs and Patents Act 1988.

U:\Projects\2885 Cardiff, Hamadryad School\2885 Reports\2885 PEP Reports\2885 PEP Report 1\P2885 TA draft october 16.docx

APPENDICES Appendix 1 Strategic Location Appendix 2 Local Area Appendix 3 Existing Pedestrian Crossing Locations Appendix 4 Existing Cycle Routes Appendix 5 Road Safety Record 5.1 City of Cardiff Council data – area local to site 5.2 City of Cardiff Council data – wider area 5.3 Crashmap Data Appendix 6 Road Schemes

Appendix 6.1 Dumballs Road/Clarence Road/Hunter Street junction Appendix 6.2 Corporation Road build-out

Appendix 7 Existing Traffic Flows 7.1 AM and PM Peak Flows at Clarence Bridge/Clarence Embankment junction 7.2 School Peak Flows at Clarence Bridge/Clarence Embankment Junction

7.3 AM and PM Peak Flows at Dumballs Road/Clarence Road/Hunter Street junction 7.4 School Peak Flows at Dumballs Road/Clarence Road/Hunter Street junction

Appendix 8 On-Street Parking 8.1 Existing Parking AM Peak Hour 8.2 Existing Parking PM Peak Hour Appendix 9 Planning Policy Appendix 10 School Catchment Area Appendix 11 Proposed Site Access and Layout Appendix 12 Draft School Travel Plan Appendix 13 Walking Routes Appendix 14 Swept Path Analysis Appendix 15 Pedestrian Surveys 15.1 AM and PM Peak Pedestrian Flows at Clarence Bridge/Clarence

Embankment junction 15.2 AM and PM Peak Pedestrian Flows at Dumballs Road/Clarence

Road/Hunter Street junction

This report is submitted specifically in respect of the planning application for the City of Cardiff Council and is not to be distributed in whole or in part to third parties without the written consent of a Director of Peter Evans Partnership Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any material form (including photocopying or storage in any medium by electronic means and whether or not transient or incidental to some other use) without the prior written permission of the copyright owner except as permitted under the Copyright, Designs and Patents Act 1988.

U:\Projects\2885 Cardiff, Hamadryad School\2885 Reports\2885 PEP Reports\2885 PEP Report 1\P2885 TA draft october 16.docx

PROPOSED HAMADRYAD PRIMARY SCHOOL, CARDIFF Transport Assessment, October 2016

Page 1

1.0 INTRODUCTION

1.1 Aim of Assessment

This Transport Assessment accompanies a planning application submitted on behalf of

the City of Cardiff Council for a primary school at Hamdryad Road, Cardiff.

The purpose of this report is to provide details of the transport context of the proposal

and consider the transport implications.

The City of Cardiff Council (CCC) have undertaken an initial review of the site to assist

in developing the proposals. This information has been provided to Peter Evans

Partnership for verification and use as background information in preparing the Transport

Assessment.

1.2 Contents

The Assessment continues:

in Section 2 with a description of the existing site context include facilities for all road

users and road safety;

in Section 3 with relevant transport policy identified;

in Section 4 with a description of the development proposals;

in Section 5 with an appraisal of the proposals from a transport perspective;

in Section 6 with a summary of our conclusions.


Page 2

2.0 TRANSPORT CONTEXT

2.1 Strategic Location

The site is some 300m south of the A4119 immediately east of the road crossing of the

River Taff, some 1.5km south of Central Cardiff railway station as shown in Appendices

1 and 2.

The A4119 continues east meeting the A470 Lloyd George Avenue dual carriageway

which heads north towards Cardiff city centre. The A4119 continues northwest for

approximately 5km meeting the A48 at a traffic signal-controlled junction. The A48 is a

main east-west route through Cardiff connecting to the A4232 some 4km further west.

The A4232 is a distributor road which connects the M4 at Junction 33 to the north west

of Cardiff to Cardiff Docks to the south. The A4232 passes around 250m to the south of

the site. Further east the road runs through a tunnel for around 700m to the west of the

docks.

2.2 Local Area

The site is to the rear of the Hamadryad Centre NHS facility and car park off Hamadryad

Road. A new residential flatted development is to the west and Hamadryad Park is to the

south and east. The local area is shown in Appendix 2.

Vehicle access to Hamadryad Road is from Clarence Road via Clarence Embankment

immediately to the east of the River Taff.

Hamadryad Road is a cul-de-sac which terminates immediately to the east of the site.

Clarence Embankment provides access to other mainly residential roads south of the

A4119 including Clarence Place, Pomeroy Street and Hunter Street. Other uses in the

area include churches, a children’s nursery and small retail units.

Clarence Place runs east –west through the area, and Pomeroy Street and Hunter Street

run north-south. At the southern end Pomeroy Street joins Hamadryad Road at a priority

junction opposite the Hamadryad Centre. Further east Hamadryad Road is a cul-de-sac

with pedestrian/cycle only access to the adjacent roads.

At the northern end Pomeroy Street provides a “non-vehicle” access to Clarence Road.

Hunter Street continues to Clarence Road but a paved area mid-way along the road

prevents a through route for vehicles.


Page 3

The northern section of Hunter Street meets Dumballs Road and Clarence Road at a

cross-roads to the north. A yellow box marking is provided on Clarence Road to allow

vehicles to turn right into Dumballs Road. Clarence Road continues as James Street to

the east. To the south Hunter Street continues south as Burt Street to Hamadryad Park

and provides access to side roads.

Dumballs Road continues north from the junction with Clarence Road for 1.2km towards

the city centre.

The tunnelled section of the A4232 starts 260m east of the site and heads further east.

At the start of the tunnel, slip roads from the A4232 meet Stuart Street and Dudley Street

at an at-grade roundabout. Dudley Street continues south and provides access to

residential side roads, becoming Windsor Esplanade and providing access to Cardiff

Yacht Club and Cardiff Bay Wetlands Reserve. Stuart Street continues east becoming

New George Street and then Bute Street meeting the A4119 at a cross roads some 480m

east of the Clarence Embankment junction. The road passes to the north and west of

the quay, Roald Dahl Plaza, the Millennium Centre and the Welsh Assembly building.

Stuart Street provides access to Mermaid Quay public car park to the north and

Havannah Street car park and St David’s Hotel to the south.

To the west of Clarence Embankment meets Corporation Road and Avondale Road at a

roundabout some 150m west of the river. Corporation Road continues northwest

towards the areas of Saltmead, Ninian Park and Leckwith. Avondale Road continues to

the south west, becoming Ferry Road which provides access to the A4232 near the

International Sports Village at Cardiff Bay.

Within the immediate area of the site on-street parking is permitted on sections of the

roads, marked with white lining. Most parking is for residents only. Intermittent road

narrowing is achieved on Clarence Embankment and Pomeroy Street through kerb build-

outs. Roads in the area are subject to a 30mph speed limit. CCC have proposals to

implement additional parking restrictions on the roads local to the site. These are shown

on Appendix 8.

2.3 Footways and Cycleways

Footways are provided on local roads in the vicinity of the site and dropped kerbs are

provided at some junctions. Where traffic management schemes prevent vehicle access

pedestrian/cycle access is typically retained, including at the cul-de-sac at the east end

of Hamadryad Road.

A network of footpaths is provided across Hamadryad Park connecting to Windsor

Esplanade and Stuart Street roundabout and on to Havannah Street.


Page 4

Zebra crossings are provided on Clarence Road to the east and west of Clarence

Embankment and Stuart Street in the immediate vicinity of the roundabout. Further from

the site crossings are also provided on Avondale Road, James Street Road, Corporation

Road, Lloyd George Avenue and Bute Street.

The crossings of relevance to the proposal are shown on the CCC plan provided at

Appendix 3.

CCC have identified several cycle routes in the vicinity of the site, as shown on Appendix

4. Route 4 of the Strategic Cycle Network runs along Clarence Embankment, through

Hamadryad Park, under the A4232, south of the Windsor Esplanade, along Havannah

Street, Stuart Street, Bute Street and north along Lloyd George Avenue.

Route 8 runs along the west side of the River Taff north of Clarence Road, onto the

bridge and continues east along James Street connecting to Lloyd George Avenue.

Parts of these routes are included in the Taff Trail which runs between Brecon and

Cardiff.

Advanced stop lines for cyclists are provided at the Bute Street/James Street crossing.

2.4 Public Transport

Bus Services

The nearest bus stops to the site are on Clarence Road and James Street some 330m,

and 390m from the site respectively, as shown in Appendix 2. Services 1, 2 8, 89A, 89B

and 304 stop at all or both of the stops. Details of these services are provided below:

Services 1 and 2: circular routes via Ocean Way, Tremorfa, Albany Road, Heath

Hospital, Canton, Cardiff Bay. These operated half hourly throughout the day

Service 8: Cardiff Bay to Heath Hospital via Grangetown, City Road, Crwys Road,

Whitchurch Road operating every 20 minutes throughout the day

Services 89A and 89B: Dinas Powis/Llandough to Cardiff operating every 2 hours

thoughout the day

Service 304: Barry town centre to Cardiff City Centre via Grangetown operating

every hour throughout the day.

Service 7 stops on Stuart Street some 400m from the site. This operates every 30

minutes during the day the between the city centre, Mermaid Quay and the Sports

Village.


Page 5

2.5 Safety Record

The City of Cardiff Council provided personal injury accident records for the years 2010

to 2014. The location closest to the site is shown in Appendix 5.1 and the wider area is

shown in Appendix 5.2.

CCC have identified that collisions are concentrated along James Street, Clarence Road,

extending to Avondale Road and the junction with Corporation Road. CCC advise that

improvements were undertaken to James Street in 2014 as a result of the vehicle and

cycle conflicts identified.

CCC have also identified potential issues at the Dumballs Road/James Street junction

and the approach to the Corporation Road/Avondale Roundabout from Avondale Road

and potential schemes to address them. These are identified in Appendix 6.

More up to date records, up to December 2015, have been obtained from the Crashmap

website. These are shown in Appendix 5.3. Records for the period from January 2016

are not available.

The Crashmap data has identified 6 accidents in the wider area over the year. These

accidents are either in locations already being considered for review or isolated incidents

which would not give rise to further consideration.

2.6 Existing Traffic Flows

CCC undertook the following traffic surveys:

Clarence Embankment/Clarence Bridge morning and evening peak hours and

school peak;

Dumballs Road/James Street/Hunter Street morning and evening peak hours

and school peak hour;

The results are provided in Appendix 7.

Clarence Embankment/Clarence Bridge

The survey identified that 1074 vehicles travelled through the junction in the morning

peak hour. Of those, 61% approached from the west on Clarence Bridge, 30%

approached from the east and 9% from Clarence Embankment.

In the evening peak hour 814 vehicles travelled through the junction of which 33%

travelled from the west, 61% from the east and 6% from the south.


Page 6

During the school peak period of 14:45 to 15:45 a total of 477 vehicles travelled through

the junction of which 77% arrived from the west, 13% from the east and 10% from the

south.

Dumballs Road/James Street/Hunter Street Junction

The survey identified that 1324 vehicles travelled through the junction in the morning

peak hour of 08.00 to 09.00. Of those, 46% approached from James Street (Clarence

Road) west, 23% from Dumballs Road in the north, 29% from the east, and 2% from the

Hunter Street.

In the evening peak hour of 16.30 to 17.30 and 1046 vehicles travelled through the

junction. Of those 23% approached from James Street (Clarence Road) west, 30% from

Dumballs Road in the north, 45% from the east, and 2% from the Hunter Street.

The school peak hour was identified as 14.45 to 15.45 at this junction. During this period

at total of 870 vehicles travelled through the junction of which 39% approached from the

west on James Street, 25% from the north on Dumballs Road, 33% from the east on

James Street and 3% from Hunter Street to the south.

2.7 Existing Pedestrian Movements

Existing pedestrian movements were surveyed during the traffic surveys. These are

shown at Appendix 15.

2.8 Existing Parking

Immediate Vicinity

The existing and anticipated parking restrictions within the residential area in the

immediate vicinity of the site to the south of the A4119 have been identified by CCC. A

total of 186 vehicles can be parked, with mostly all in resident-only spaces.

The existing morning and evening parking demand is provided at Appendix 8.

The survey identified that 25 unrestricted parking spaces were available at school drop

off and 19 during school pick up. The same survey identified that the equivalent numbers

of vehicles were parking illegally at these times. Therefore in practice there is no spare

capacity.

Wider Area

The Council have undertaken parking surveys beyond the immediate areas of the site,

up to a 10 minute walk. This has identified some 40 to 50 unoccupied parking spaces at

the start and end of the school day.

Public car parks are available at Havannah Street and Mermaids Quay at Stuart Street


Page 7

both of which are just beyond 400m from the site.

2.9 Existing Site Use

The site is land to the rear of the existing Hamadryad Centre NHS facility.

2.10 Existing Road Safety Schemes

CCC have a future programme of road safety schemes and a list of Areas of Concern.

The schemes of relevance to the site are:

Mermaid Quay Pedestrian Crossing Facilities: Provision of Zebra Crossing between

the corner at New George Street and Bute Street;

Dumballs Road/James Street Junction Improvements: Signalisation of the junction

to reduce road casualties and provide better pedestrian facilities;

Avondale Road Traffic Calming: Speed reduction by tabling the existing pedestrian

crossing facility;

Corporation Road (east end): pedestrian facilities and buildouts: uncontrolled

crossing facilities at the Taff Terrace junction/Corporation Road and on the Avondale

Road arm of the roundabout to reduce road casualties and provide better pedestrian

facilities

Corporation Road near Avondale Road Pedestrian Facilities


Page 8

3.0 PLANNING POLICY AND GUIDANCE

3.1 Planning Documents

The relevant policy are:

Planning Policy Wales, Technical Advice Note (TAN) 18: Transport 2007

Manual for Streets (2007)

Manual for Streets 2: Wider Application of the Principles (2010)

Access Circulation and Parking Standards: Supplementary Planning Guidance, Cardiff Council (2010)

National Transport Plan

SEWTA Regional Transport Plan

Local Development Plan

Safe Routes in Communities Initiative

CCC’s summary of these, as prepared for their initial review, is provided in Appendix 9.

3.2 Other Guidance

CIHT Guidance

The Chartered Institute of Highways and Transportation (CIHT) published ‘Guidelines for

Providing for Journeys on Foot’ in 2000. This document indicates that the average length

of a walking journey is 1 km. The report also provides advice on acceptable walking

distances to various facilities.

The suggested distances are provided in Table 3.2 of the document as set out below:

Suggested Acceptable Walking Distance (metres)

Town centres Commuting/School Elsewhere

Desirable 200 500 400

Acceptable 400 1000 800

Preferred Maximum 800 2000 1200

For new developments it is also important to anticipate desire lines and associated

crossing locations. The attractiveness of walking would be affected by ease of pedestrian

access to the site and the location of buildings and access arrangements within the site.

CHIT’s “Guidelines for Providing for Journeys on Foot” published in 1999 identifies 400m

as the maximum walking distance to a bus stop.


Page 9

Local Transport Note 2/08

The Department for Transport suggests in ‘Local Transport Note 2/08: Cycling

Infrastructure Design’ that 5km is a reasonable distance to cycle for utility purposes

whereas an 8km cycle distance is not an unreasonable cycle distance for commuter

journeys.

Parking Guidance

The 2010 version of the City of Cardiff Access, Circulation and Parking Supplementary

Planning Guidance does not provide parking standards for schools. The 2006 version

of the document identified the following:

Maximum of 1 parking space per teaching staff;

Maximum 1 space per 2 ancillary staff.

Road Safety Guidance

The City of Cardiff Council promote road safety near schools. The initiatives include:

making road safety leaflets available;

Park Safe-Walk Safe to encourage more walking to school and less traffic

congestion and parking;

green cone scheme to prevent parking at school entrances;

making road safety banners available to raise awareness;

road safety zones at school entrances.


Page 10

4.0 DEVELOPMENT PROPOSALS

4.1 Scheme Proposals

The proposal is for a 420 space Welsh Medium primary school with 48 nursery spaces

for morrning and afternoon sessions within a new building south of the existing NHS

facility on Hamadryad Road. The school would employ 50 staff, of which 20 would be

teachers, 16 would be teaching assistants and 14 would be ancillary staff.

The school day would start at around 8.55 and end at around 3.15. Breakfast and

afterschool clubs are likely to be available.

The catchment of the school is shown in Appendix 10.

The early years are currently occupying part of the Ninian Park School, Sloper Road to

the north west of the site.

4.2 Site Access

The proposed layout is shown in Appendix 11.

Vehicle access to the school would be from Hamadryad Road via the Hamadryad Centre

car park. Junction visibility of 2.4 by 43m is achieved to the left. The end of the cul-de-

sac is visible to the right.

A gate would be provided beyond the Hamadryad Centre car park.

Servicing would take place from the west of the proposed building, where a service area

with turning head is proposed.

Pedestrian access would be from Hamadryad Road via a pedestrian access to the west

of the vehicle access. The footpath would continue to the door of the school, crossing

the vehicle route at a pedestrian crossing. Pedestrian accesses would also be provided

from Hamadryad Park to the south and east.

4.3 Parking

Car Parking

The proposal includes the provision of 21 staff parking spaces and two disabled parking

spaces. No parents would not be permitted to park in the school grounds.

The school would encourage and promote journeys by non-car means to actively

discourage on-street parking in the vicinity of the school. They would implement road

safety schemes such as the use of green cones if appropriate, and Park Safe/Walk Safe

initiatives.


Page 11

No parking will be available on the local roads in the immediate vicinity of the school.

However some parents are likely to seek to drive for convenience including as part of a

longer journey to work. Such parking would need to take place away from the school.

Cycle and Scooter Parking

Covered parking for 20 cycles and scooter parking would be provided at the school.

4.4 Off-Site Proposals

The City of Cardiff Council have identified possible off-site schemes in the vicinity of the

proposed Hamadryad School to facilitate pedestrian access and discourage on-street

parking in the immediate area of the school. These are:

Signals with pedestrian crossing facilities at Dumballs Road/James

Street/Clarence Road/Hunter Street junction, or alternative crossing facilities on

Dumballs Road and Hunter Street;

Corporation Road pedestrian improvements;

Avondale Road traffic calming;

Walking Route safety audit to identify any shortfalls in maintenance or any minor

improvements.

Initial schemes for the first two items above are shown at Appendix 6. These are subject

to further consideration by the highway authority at CCC.

Other measures which are being considered as part of the school proposal are a Walking

Bus and a walking audit of the pedestrian routes to identify any existing maintenance

issues.

4.5 Multi-Modal Assessment of School Journeys by Pupils

Catchment Area

CCC estimated that the distribution of pupils within the catchment, as shown in Appendix

10, will be 20% from the area around the Mount Stuart Primary School (zone 1), 20%

from the area around St Mary’s Primary School (zone 2), 20% from the area around

Grangetown Primary School, 20% around Ninian Park Primary School (zone 4), 20%

from outside the catchment area.


Page 12

Multimodal Assessment based on Average Modal Splits

CCC has undertaken travel to school surveys at several primary schools throughout

Wales. An average modal split for the Welsh Medium schools is:

31% walking

4% cycling

2% scooter

6% bus

52% car

4% car share

1% park and walk

The age of children attending the proposed school indicates that the many who walk,

scoot or cycle would be accompanied by an adult who undertakes a return journey.

(i) Walking/ Scooting

CCC’s have suggested that the following journeys would be undertaken on foot, as a

minimum:

100% of pupils would walk/scoot or be walked to school from zone 1.




0% of pupils would walk/scoot or be walked to school from outside the catchment

area.

This equates to

94 pupils would walk/scoot or be walked to school from zone 1.




0 pupils would walk/scoot or be walked to school from outside the catchment area.

On this basis a total of 150 pupils would walk/scoot to school. This equates to 32% of

the 468 school and nursery pupils similar to the average proportion identified above.

(ii) Car Journeys

Based on average modal split of other schools 57% of children would arrive by car (either

by car to the door, park and walk or car share). This would equate to maximum of 248

cars (as the car shares would be within one of the other cars). Given the restricted

parking in the immediate vicinity of the school these vehicles would park away from the

school grounds.


Page 13

The nearest parking opportunities are in the residential areas west of Clarence Road

bridge and in the car parks at Havannah Road and at Mermaid Quay. These would be

park and walk journeys, rather than journeys to the door. These journeys would include

some which are en-route in any event and already on the road network and undertaking

the school journey as part of a linked trip.

The vehicles would distribute on the road network to these parking places. Not all

vehicles would travel during the peak hour. In any event some pupils travel to existing

schools who would relocate to the Hamadryad School.

(iii) Cycling Journeys

Based on the average modal split 19 pupils would arrive by cycle, either on their own

bike or on their parents.

(iv) Bus Journeys

Based on the average modal split 28 pupils would arrive by bus.

Changes to Modal Shift

CCC anticipate that the school will introduce a rigorous Travel Plan and on-street parking

restrictions and it is anticipated that in general those within up to 20 minutes’ walk of the

school would walk or scoot, those on a bus route may choose to catch the bus and those

not on a bus route would be driven to school and park on-street away from the school or

in public car parks.

With the Travel Plan in place, the parking restrictions around the school and local cycling

conditions the following changes to the model split are anticipated.

Greater proportion walking

Lower proportion cycling

Greater proportion using a scooter

Similar public transport

No car to the door

Greater car share

greater park and walk


Page 14

CCC consider that the following targets could be achieved:

65% walking

1% cycling

4% scooter

5% bus

0% car

10% car share

15% park and walk

The car share is assumed to mean that a pupil will travel with another pupil in a “park

and walk” journey or with a parent who is a teacher.

With these in place the parking demand and school traffic would be reduced, compared

to the figures identified above. The resulting numbers arriving by each mode would be:

304 walking

5 cycling

19 scooter

23 bus

0 car

47 car share

70 park and walk

4.6 Staff Journeys

Some staff would travel to school by car. Based on the typical modal split of staff at other

primary schools, 78% are estimated to drive to work, resulting in 39 cars assuming no

car sharing. The remaining staff would travel by non-car means.

Staff would be encouraged to travel by non-car means and reduce those travelling alone

by car.

Teachers driving to school would arrive via Clarence Embankment. Those unable to

park on site are anticipated to park on-street away from the immediate local area.

4.7 Travel Plan

As noted above the Council is committed to the implementation of a rigorous Travel Plan

for the proposed school. An initial draft plan has been prepared and is included at

Appendix 12. This would be developed and implemented further by the school.


Page 15

The aims of the Travel Plan are:

Increase travel awareness of pupils, staff and parents;

Increase the levels of walking and cycling for school travel through promotion and ensure it is maintained;

Increase the usage of public transport by promoting the use of bus for travel to and from the school;

Promote safety on the journey to and from school;

Contribute to improving the health of pupils by promoting more active modes of travel

Reduce the number of children travelling to the school by car.

The Travel Plan commits to undertaking annual travel surveys of staff and

pupils/parents/carers to determine where they live and how they travel to school. The

information is used to measure progress towards mode share targets in the Action Plan

and to develop further initiatives.

A Travel Plan Action Group would be established to monitor and review the plan. The

results of surveys would be shared with all parties.

4.8 Traffic Management Plan - Construction

A Traffic Management Plan would be prepared by the contractor and implemented for

the duration of the construction works. This would provide details and commitment about

traffic and pedestrian management, diversions and access routes. The contractor would

liaise with the existing school, local authority, emergency services and public transport

operators. The contractor would develop a Travel Plan to include information on how

workers will travel and promote sustainable journeys. The management of deliveries

and removal of materials and plant will be included in the contractor’s Travel Plan.

4.9 Transport Implementation Strategy

The Transport Implementation Strategy for the school encompasses the physical

measures and the Travel Plan. The on and off-site physical measures required to

promote safe sustainable means of travel to the school include limited on-site car parking

for staff, cycle parking, potential road safety initiatives at the school entrance and off-site

works to local junctions and pedestrian routes.

The draft Travel Plan would be developed further for the school. The plan promotes and

encourages non-car journeys. The targets for non-car sustainable travel is considered

appropriate by CCC, based on location and existing evidence. The plan would be

monitored.


Page 16

5.0 TRANSPORT APPRAISAL

5.1 Approach

Our appraisal of the proposed development assesses:

accessibility by means of transport other than the car;

site access and layout design;

parking provision;

effect of development traffic at local junctions;

provision for servicing;

road safety review; and

consistency with policy.

The assessment makes no allowance for journeys that are currently being undertaken

to existing schools which would in future be undertaken to the Hamadryad School.

5.2 Accessibility by Non-Car Means

Pedestrians

The majority of houses in the anticipated catchment are within 2km of the proposed

school, with most within 1km. IHT guidance states that the acceptable walking distance

to a school and for commuting journeys is 1km and the preferred maximum walking

distance is 2km. Therefore the school would be within a reasonable walking distance for

pupils, parents and staff.

Based on typical modal splits of schools 150 pupils would arrive by foot or scooter with

the majority walking. The Travel Plan target is for 323 pupils (69%) walking or scooting.

The main walking routes to the school would be via local roads with footways and existing

or proposed crossing points. The routes have been identified by CCC, as shown on

Appendix 13.

From the north the route would be via Dumballs Road, across Clarence Road and Hunter

Street. Crossing facilities exist at the Dumballs Road/Clarence Road junction and

improvements to the junction are anticipated in any event as part of the CCC road safety

review. These local roads and those connecting from the residents in this area typically

have footways.

From the north east the route would be via Schooner Way, across the A470, West Bute

Street, James Street and Hunter Street. Crossing facilities exist on the A470 and James

Street. The last part of the journey could be via Adelaide Street and George Street into

Hamadryad Park to the east of the building. Crossing facilities are provided across

James Street in the vicinity of Adelaide Street providing a suitable route.


Page 17

From the east and southeast, pedestrians would use local roads with footways, footpaths

and the crossing facilities at the Dudley Street/Stuart Street roundabout.

From the west pedestrians would use Avondale Road, Corporation Road and Clarence

Embankment, into Clarence Road. Footways are provided on these roads with crossing

points at key locations. CCC is proposing improvements on Corporation Road and

Avondale Way to improve facilities for pedestrians.

Routes from all directions within the walking catchment are suitable, some with

improvements to the pedestrian facilities proposed.

The pedestrian accesses proposed to the school provide convenient and direct routes

which would encourage journeys on foot. The on-going implementation of the School

Travel Plan would further encourage pedestrian journeys.

Some staff would also travel by non-car means. Based on the existing mode split

between car and non-car use of staff, up to 12 of the staff at the proposed school could

walk to work.

In addition to the journeys which are undertaken completely on foot, some pupils would

be walked from parking areas away from the school, as part of a Park Safe/Walk Safe

arrangement. These are considered below.

CCC are proposing a Walking Audit of the relevant routes. This will identify any minor

maintenance issues that could be addressed to further improve the journey for

pedestrians and those on scooters.

In summary, the proposed school is accessible on-foot and by scooter. Journeys on foot

and scooter would be encouraged.

Cyclists

The range of ages of children at nursery and primary school and the lack of off-road cycle

facilities suggests that independent cycling is not appropriate for all. However, the target

is to have 1% of pupils cycling to the school. This could be either as a passenger on a

parent’s bike or on their own bike. Applying this percentage to the proposed school

would amount to 5 pupils arriving on a bike.

Some 22% of staff journeys are anticipated to be made by non-car means, some of which

could be by cycle. The cycling distance of up to 8km as suggested by Local Transport

Note 02/08 would include journeys from the majority of Cardiff.

Parking would be provided to enable secure storage of bicycles during the day to

encourage pupils and staff to cycle.


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The Travel Plan would encourage staff and pupils to cycle to school. The need for

additional cycle parking would be monitored by the school through the Travel Plan.

In summary the proposed school would be accessible by cycle.

Public Transport

The target is for 23 pupils to travel by bus. There are a number of bus services from the

catchment area of the school which would enable these journeys to be undertaken. In

practice these are likely to be from those areas of greater distance from the school, which

are not easily walkable. Buses are available from these areas including the southern

part of the catchment around Cardiff Bay retail area and the northwest part of the

catchment area around Saltmead and Leckwith.

Some staff are likely to travel from outside the catchment area. Buses stopping within

approximately 400m serve Cardiff centre, and the wider surrounding areas.

Staff would be encouraged to travel by public transport through the Travel Plan.

In summary, the proposed school would be accessible by public transport.

5.3 Travel Plan

The draft school Travel Plan would be developed, implemented and monitored. The

Travel Plan would promote non-car use for journeys to the school and highlight the

benefits of not driving. An Action Plan would be incorporated into the plan.

The Travel Plan would be consistent with the City of Cardiff’s Access, Circulation and

Parking Supplementary Parking Guidance.

Summary

The site is accessible by non-car means of transport. Sustainable journeys by foot,

scooter, cycle and bus are achievable from the school and would be promoted through

the Travel Plan.

5.4 Site Access and Layout Review

The access from Hamadryad Road via the Hamadryad Centre access provides visibility

of at least 43m from a 2.4m setback in accordance with the requirements of Manual for

Streets for a 30mph road.

The proposed site access and layout provides for a dedicated pedestrian route from

Hamadryad Road and Hamadryad Park through the school site reducing the potential

for conflicts between vehicles

Vehicles can turn without reversing into the path of pedestrians.


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5.5 Parking Review

On-Site Car Parking

The proposal provides 21 spaces plus 2 accessible spaces. Based on the former parking

standards of City of Cardiff’s Access, Circulation and Parking guidance, for the proposed

school the maximum parking provision would be 43 spaces plus provision for accessible

spaces. The proposal is less than the maximum based on the former guidance and

accessible spaces are proposed. Therefore the proposed parking provision is

appropriate.

On-Site Cycle Parking

The proposal provides for secure, covered spaces and is therefore consistent with policy.

Scooter parking is also proposed.

Off-site Parking

The average modal split would result in a total of 248 cars for pupil journeys. With the

target modal split this would reduce to 70 children being driven to school with a further

47 as additional passengers (car sharing), as identified in Section 4.5. Not all children

would travel at the same time and some journeys would be as part of linked trips.

In addition there would be on overspill of 18 staff parking, based on current modal split.

This is likely to represent an upper limit of parking demand.

The on-street parking review by CCC identified no available parking spaces in the

immediate vicinity but up to 50 spaces in the wider area, within a 10 minute walk.

It is anticipated that staff who drive and are unable to park within the school car park

would park on-street away from the local area. The CCC information indicates that there

is sufficient space to accommodate them. Nevertheless the school Travel Plan would

actively encourage the staff not to drive.

For those parents driving their children to school there are public car parks within around

400m from the school. The use of these car parks would be consistent with the 5 minute

Park Safe/Walk Safe approach.

Parking would be monitored by the school through the Travel Plan and parents would be

further encouraged to make journeys by non-car means.


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5.6 Effect on Local Junctions

The proposed development would give rise to a limited increase in traffic, which would

be further reduced as a result of the implementation of a rigorous Travel Plan by CCC

and school. Those vehicles driving pupils to school would disperse between off-site car

parks via a range of junctions. The numbers of staff driving to school would be limited,

of which some would also disperse to parking spaces away from the site.

Some school car-based journeys would be undertaken as a part of a linked trip. Overall

the increase in traffic would be limited. As a result junction capacity testing has not been

undertaken.

5.7 Servicing

Refuse collection and deliveries would take place from within the site, to the west of the

school building. Vehicles would enter via the main school access in a forward gear, turn

in the turning head and leave in the forward gear. A swept path analysis has been

undertaken which demonstrates that this manoeuvre is possible.

A swept path analysis for a fire tender has also been undertaken which is also able to

manoeuvre within the space.

The results of the analysis are provided at Appendix 14.

5.8 Road Safety Review

CCC undertook a review of the road safety accident records up to 2014 and identified

areas of concern and schemes to improve road safety in these locations. The records

for the following year 2015 do not identify any other areas of concern. The improvements

are being considered by CCC in any event.

Crossing facilities are available for children walking to school. Additional facilities are

proposed by CCC in any event.

School Road Safety Zones at the school entrances would be considered by CCC.

If appropriate and required the school would take advantage of the initiatives offered by

the City of Cardiff Council’s Road Safety Centre including continued use of green cones,

and banners and information to discourage parking at the school entrances.

There is no reason to suggest that the proposal would give rise to road safety issues or

that the journeys to the school would be unsafe.


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5.9 Policy Review

The proposal is consistent with the policy requirements of TAN18. Pedestrians, cyclists,

public transport, traffic management, parking and servicing have been accommodated.

The potential for walking and cycle to the school have been identified and improvements

proposed. Journeys to the school on foot and cycle would be encouraged, promoted

and monitored through the Travel Plan.

The Transport Implementation Strategy for the school incorporates the works identified

by CCC through their road safety review.

The objectives and targets for managing travel demand would be monitored through the

Travel Plan.

The proposed school access is consistent with Manual for Streets.

The overall proposals are consistent with the aims of national, regional and local policies.


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6.0 CONCLUSIONS

6.1 The proposal is consistent with national, regional and local policy.

6.2 The Transport Implementation Strategy, incorporating a Travel Plan, would encourage

journeys by non-car means, whilst aiming to ensure that journeys by car can be

accommodated if necessary, although discouraged, and do not adversely affect road

safety.

6.3 The school would be accessible by non-car means of travel and would encourage

journeys to be undertaken without a car. The anticipated catchment area of the school

and the local facilities would enable a high proportion of journeys to be made on-foot.

6.4 On-site car parking is consistent with policy.

6.5 On-site cycle and scooter parking would be provided. The quantum and need would be

monitored through the Travel Plan.

6.6 Adequate off-site parking is available. This would not adversely affect local residents.

The school would encourage any parents who need to drive to park away from the school

and comply with the Park Safe/Walk Safe strategy.

6.7 Service and emergency vehicles would be able to manoeuvre into and from the site.

6.8 The proposed school would not adversely affect the performance of any local junctions.

Proposed Hamadryad Primary School Cardiff · 2016. 10. 24. · PROPOSED HAMADRYAD PRIMARY SCHOOL,...

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