Land at Harrogate College Interim Travel Plan

Transcription

1 Imperial West Land at Harrogate College Curtins Ref: TPLE 1275/ITP Revision: Final Issue Date: 14 April 2016 Sophos International Client Name: Harrogate College Curtins Rose Wharf, East Street, Leeds, LS9 8EE Tel: STRUCTURES CIVILS ENVIRONMENTAL INFRASTRUCTURE TRANSPORT PLANNING SUSTAINABILITY EXPERT ADVISORY SERVICES Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham

2 Control Sheet Rev Description Issued by Checked Date 00 Draft Submission DRM TP 07/04/ Final Submission DRM TP 14/04/2016 This report has been prepared for the sole benefit, use, and information for the client. The liability of Curtins Consulting Limited with respect to the information contained in the report will not extend to any third party. Author Signature Date David Rodriguez Martin BSc MSc Graduate Transport Planner 14 April 2016 Reviewed Signature Date Tom Pridmore Dip EP Senior Transport Planner 14 April 2016 Authorised Signature Date Matt Rudman BEng MCIHT Associate 14 April 2016 Rev Final Copyright 2016 Curtins Consulting Ltd Page i

3 Table of contents 1.0 Introduction Introduction Site Location Background Purpose of this Report Aims and Objectives Background to Travel Plans The Aims of the Travel Plan Benefits of a Travel Plan Site Appraisal Site Location and Existing Use Proposed Use Local Highway Network Accessibility by Sustainable Modes of Travel Pedestrian Accessibility Accessibility by Cycle Accessibility by Bus Accessibility by Rail Local Facilities and Services Accessibility Conclusions Initiatives Introduction Production of Welcome Packs Measures to Encourage Walking Measures to Encourage Cycling Measures to Encourage Public Transport Measures to Reduce Single Occupancy Car Trips...13 Rev Final Copyright 2016 Curtins Consulting Ltd Page ii

4 5.0 Management and Co-ordination Introduction Appointment of a Travel Plan Coordinator Targets Monitoring Action Plan Table Summary...17 Plans Plan TPLE1275_001 Regional Sites Location Plan Plan TPLE1275_002 Local Sites Location Plan Plan TPLE1275_003 Pedestrian Catchment Plan Plan TPLE1275_004 Cycle Catchment Plan Plan TPLE1275_005 Public Transport Catchment Plan Appendices Appendix A Proposed Site Masterplan Rev Final Copyright 2016 Curtins Consulting Ltd Page iii

5 1.0 Introduction 1.1 Introduction Curtins has been appointed by Harrogate College to provide traffic and transportation advice as part of a hybrid planning application seeking outline permission for up to 89 dwellings and detailed permission for an all-weather sports pitch, in a site Harrogate. 1.2 Site Location The site is located in Hornbeam Park, which is a business district that can be found to the south of Harrogate town centre within the county of North Yorkshire Plan TPLE1275_001 illustrates the location of both sites in relation to the surrounding areas, and Plan TPLE1275_002 shows the sites in a more local context relating to the local highway network. 1.3 Background This (TP) has been produced alongside the Transport Assessment (TA) as part of the application for the proposed development that has been prepared to inform Highways Officers at North Yorkshire County Council (NYCC) An ITP forms the basis of a Travel Plan and is intended to set out the overall framework for sustainable travel at the proposed development. This document sets out the potential measures and targets that would be implemented as part of a full Travel Plan. 1.4 Purpose of this Report This ITP has been prepared to demonstrate a commitment to sustainable travel initiatives. It provides an indication of how the residential development will be designed and managed to discourage reliance on the private car and how alternative modes of travel will be promoted at the site A number of documents have been used in the production of this ITP. These include: The Department for Transport, Guidance on Transport Assessment, (2002); The Department for Transport, The Essential Guide to Travel Planning, (2008); The Department for Transport, Good Practice Guidelines: Delivering Travel Plans through the Planning Process, (2009); and The Department for Transport, Marking Travel Plans Work, (2002). Rev Final Copyright 2016 Curtins Consulting Ltd Page 1

6 2.0 Aims and Objectives 2.1 Background to Travel Plans A Travel Plan (TP) is a package of practical measures aimed at reducing car use. The TP is intended to encourage residents to choose alternative modes over single occupancy car use and where possible reduce the need to travel at all. A plan should be tailored to an individual site and include a range of measures that are likely to have a positive impact at that site The requirement to provide a TP was formalised by the superseded Planning Policy Guidance Note 13 which, in Section 87, states: Their (TPs) relevance to planning lies in the delivery of sustainable transport objectives, including: Reductions in car usage (particularly single occupancy journeys) and increased use of public transport, walking and cycling; and Reduced traffic speeds and improved road safety and personal security particularly for pedestrians and cyclists The National Planning Policy Framework superseded PPG13 and emphasises the need for developments to offer a choice of sustainable modes of transport which support reductions in greenhouse gas emissions and reduce congestion and provide safe and suitable access for all Paragraph 35 of the NPPF states that plans for new development should: protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to: give priority to pedestrian and cycle movements, and have access to high quality public transport facilities; create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones; and consider the needs of people with disabilities by all modes of transport An ITP is the initial stage of the TP process and is usually prepared during the planning stage of a scheme prior to the construction and occupation of the development. It includes a list of potential measures that could be implemented to affect modal choice and a management strategy for producing a full TP. It may set out or identify targets but omits travel surveys as the development it Rev Final Copyright 2016 Curtins Consulting Ltd Page 2

7 refers to has not usually been constructed and therefore would not have baseline travel data. This is carried out once the site is occupied. 2.2 The Aims of the Travel Plan In line with Central Government Policies and Guidance, the aims of the TP are to: Reduce the need to travel; Discourage the use of unsustainable modes of transport and enable residents to make travel choices that benefit themselves and their community; Maximise social inclusion by making the development accessible to all members of the community; and Raise awareness of alternative modes of transport and thus encourage a modal shift towards more sustainable travel modes. 2.3 Benefits of a Travel Plan The most easily identifiable benefits are those that are directly related to reductions in vehicle use; namely significantly less congestion, noise, air pollution and accidents. However, there is also a broader range of more intangible benefits that can occur from the implementation of travel plan initiatives. These benefits include: Improved health (i.e. increased fitness and reduced stress and obesity); Cash savings from not running a car as often, or from participating in a car share scheme; Reduced car usage on site resulting in a more pedestrian friendly environment; A cleaner local environment; Improved accessibility; Increased road safety; Reduced travel times; Improved travel choice; Reduced congestion; and A reduction in the need to travel. Rev Final Copyright 2016 Curtins Consulting Ltd Page 3

8 3.0 Site Appraisal 3.1 Site Location and Existing Use The site, with an extent of approximately 3.63 hectares (2.657 hectares for the residential development and for the sports area), is located in Hornbeam Park, which is a business district with different office and warehouse units and a hotel that can be found to the south of Harrogate town centre within the county of North Yorkshire. It is 1.5km away to the town centre and it is close to the main local routes such as the A61, A661, A658 and A59 and it is located 10km away from the A1(M) The land is currently vacant (it is a greenfield) and owned by the Harrogate College. The rectangle to the north of the college buildings has been unused for 10 years, as the topography of the land is unsuitable for formal sports pitches. Therefore, the site does not offer any benefit to the College or the surrounding residential area but it still has to be maintained by the College in order to avoid overgrowth and an unsightly appearance. 3.2 Proposed Use This TA is part of a hybrid planning application seeking outline permission for 89 residential dwellings and detailed permission for an all-weather sports pitch % of the dwellings will be affordable housing and the remaining 60%, free market private housing. The housing mix will be defined in further documents The sports pitch will measure 79.6m by 51.2m and will have an artificial 3G surface. It is designed for 9 vs 9 games and will be used by the college and the local community, principally for training purposes There is a defined deficit of natural and semi-natural green space in the area and this will be provided on-site, in the north-eastern sector, in accordance with Harrogate Council s standards The site masterplan is attached as Appendix A. 3.3 Local Highway Network Hookstone Road Hookstone Road, where the vehicular access to the development will be located, forms a key eastwest local distributor route linking Wetherby Road and Leeds Road, avoiding Harrogate town centre. It is a reasonably heavily trafficked single carriageway, two-way road, with a 30mph speed limit and street lighting throughout. Rev Final Copyright 2016 Curtins Consulting Ltd Page 4

9 3.3.2 There is a footpath on the northern side only, with a green verge between it and the houses along this road. A signalised pedestrian crossing by Hornbeam Park rail station to allow safe pedestrian access to this and the adjacent business park across Hookstone Road is present. This forms the main pedestrian route to Harrogate town centre via Rayleigh Road The junction of Hookstone Road and Hornbeam Park Avenue is signalised with cycle priority measures on the Hornbeam Park Avenue arm on both lanes. This is in addition to the impressive pedestrian crossing facilities on the junction which include tactile paving at all crossing points. Hornbeam Park Avenue Hornbeam Park Avenue is the main road in the Hornbeam Business Park and connects Hookstone Road with the different facilities in the aforementioned park. It constitutes the western boundary of the site Hornbeam Park Avenue is a two-way road with a single carriageway (although for a section there is a green verge in the middle as shown in Figure 3.1) and is subject to a 30mph speed limit and is lit along its length. It has footways along its length on both sides of the carriageway which are between 1.8m and 2.5m in width depending on location. There are speed restraint measures along the length of its carriageway to keep vehicle speeds low. To the west of the site there is an on-street parking layby, which has capacity for cars. Parking is only permissible for one hour in this layby. Figure 3.1 Hornbeam Park Avenue section in front of the development site Rev Final Copyright 2016 Curtins Consulting Ltd Page 5

10 3.3.6 Pedestrian crossing facilities are of a high standard as there is a crossing with traffic signals at the junction with Hornbeam Park and also a zebra crossing to the south west of the site (north east to the college buildings). They have lowered kerbs and tactile paving, as well as other informal crossings along the road. Rayleigh Road and Hornbeam Crescent Rayleigh Road links Hookstone Road with Lancliffe Avenue East, and Hamilton Avnenue, and eventually with Harrogate town centre via Stray Rein. It is a single carriageway, two-way road, with speed humps and footways on both sides, lowered kerbs on junctions and street illumination Hornbeam Crescent runs roughly in parallel to Rayleigh Road and it can also constitute an alternative route from Hookstone Road towards the town centre. It is a two-way road, with a single carriageway wider than Rayleigh Road and without traffic calming measures. Footways and street illumination are present on both sides. 3.4 Accessibility by Sustainable Modes of Travel A key element of national and local policy is to ensure that new developments are located in areas where alternative modes of travel are available. It is important to ensure that developments are not isolated but located close to complementary land uses. This supports the aims of integrating planning and transport, providing more sustainable transport choices, and reducing overall travel and car use. This is especially important when siting residential development. 3.5 Pedestrian Accessibility As discussed before, the site is next to the Hornbeam Park business district and in front of a residential area. Therefore, significant pedestrian infrastructure already exists in the surroundings to connect both areas as there is significant pedestrian footfall Research has indicated that acceptable walking distances depend on a number of factors, including the quality of the development, the type of amenity offered, the surrounding area, and other local facilities. Section 5.6 shows the distances to local facilities and available travel modes The Chartered Institution for Highways and Transportation (CIHT) document entitled Providing for Journeys on Foot suggests walking distances which are relevant to this planning application. These are reproduced in Table 5.1 in the next page To assist in summarising the accessibility of the site by foot, an indicative pedestrian catchment plan has been produced. Plan TPLE1275_003 shows distances of 500m, 1,000m and 2,000m which are Rev Final Copyright 2016 Curtins Consulting Ltd Page 6

11 termed Desirable, Acceptable and the Preferred Maximum by the CIHT for commuting and school trips. CIHT Classification Town Centres (m) Commuting/School/ Sightseeing (m) Elsewhere/Local Services (m) Desirable Acceptable 400 1, Preferred Maximum 800 2,000 1,200 Table 3.1 Suggested Acceptable Walking Distances The 500m catchment incorporates the adjacent existing residential streets that are located around the proposed development site as well as Harrogate College and some business units on Hornbeam Park. This area reaches as far as the Hookstone Road / Oatlands Drive junction to the north east, Harrogate College vehicular access to the south, Hookstone Road / Halstead Road to the south west and Belgrave Crescent to the north west. Hornbeam Park rail station is included in this catchment The 1,000m catchment includes further residential streets along with the main schools in the area. The 2000m catchment includes most of the built up area to the south of Harrogate along with part of the town centre, Harrogate rail station and the District Hospital The pedestrian catchment clearly shows that all required facilities are within walking distance of the proposed development. 3.6 Accessibility by Cycle In order to assist in assessing the accessibility of the site by cycle, Plan TPLE1275_004 presents a 5km cycle catchment for the site. This distance equates to a journey time of around 25 minutes, while cycling at a speed of 12kph The 5km catchment encompasses all of the areas discussed in the walking section and also stretches as far as Bilton to the north, the River Nidd to the north east, Pannal to the south, Harlow Hill to the west and Jennyfield to the north west. It therefore encompasses most of the built up area of Harrogate The site is bounded by numerous roads that are suitable cycle routes (see Figure 5.1 as an example) which makes cycling an attractive option for residents and sports pitch users. The topography of the land is also conducive to cycling therefore this mode of transport can be a realistic option for residents of the proposed development. In addition, the local cycle association is working with developers and the Local Highway and Planning Authorities to improve the local cycle network. Rev Final Copyright 2016 Curtins Consulting Ltd Page 7

12 Figure 0.1 Advanced Stop Boxes on Hornbeam Park Avenue / Hookstone Road junction 3.7 Accessibility by Bus Guidance from the Chartered Institution of Highways and Transportation (CIHT) document Guidelines for Planning for Public Transport in Development indicates that ideally, a bus stop should be located within 400m from a new development There are two bus stops located on Hookstone Road in front of the development site. These stops are served by service 56/57 which offers few services a day linking Harrogate with Knaresborough and Ripon. It is likely therefore that residents will use the frequent train services from Hornbeam Park, described later in this chapter rather than catch the bus. If they intend to reach an area with bus accessibility, then they can connect with the rail services in Harrogate where the bus and rail stations are adjacent thereby offering interchange connectivity There are additional bus stops on Hornbeam Park Avenue although due to the cutback in council subsidy for bus services, these stops are no longer used. Rev Final Copyright 2016 Curtins Consulting Ltd Page 8

13 3.8 Accessibility by Rail The site is adjacent to Hornbeam Park rail station. Hornbeam Park is on the Leeds-Harrogate-York line and offers half hour frequency services throughout the day to Harrogate, Knaresborough and Leeds with hourly services to York. Services become more frequent in the peak periods Hornbeam Park is an unmanned station with staggered platforms (see Figure 5.2 in the previous page) so people wishing to travel to Harrogate have to cross a pedestrian bridge that sits alongside the road bridge. The station also has a large car park and impressive cycle storage facilities. Figure 0.2 Platform 1 at Hornbeam Park rail station These trains link to the national rail network at Leeds and York Rail Stations, providing access to regional and national destinations It is considered that trips to and from the site by residents and visitors can be made by train with direct access to the site Plan TPLE1275_005 shows a wide area of accessibility by public transport (rail and bus) from the site within relatively short time periods. 3.9 Local Facilities and Services It is important when siting residential development that it is located with access to good and services. The key services for residential developments are education, health and retail. Rev Final Copyright 2016 Curtins Consulting Ltd Page 9

14 School / Sports Facility Distance from Site Travel Route Nuffield Health Harrogate Fitness & Wellbeing Gym 200m Walk, Cycle Harrogate College 250m Walk, Cycle Kindercare 350m Walk, Cycle Oatlands Junior School 550m Walk, Cycle St. John Fisher Catholic High School 550m Walk, Cycle Harrogate Gymnastics Centre 550m Walk, Cycle CrossFit Harrogate 550m Walk, Cycle Harrogate Climbing Centre 550m Walk, Cycle Starmakers Stage School 600m Walk, Cycle Oatlands Infant School 600m Walk, Cycle Oatlands Preschool 800m Walk, Cycle Singamajis 800m Walk, Cycle St Aidan s C of E High School 800m Walk, Cycle, Bus Foodsteps Childcare 850m Walk, Cycle Table 0.1 Routes to Educational Establishment Table 5.2 shows the significant amount of educational and sports facilities less than a kilometre away from the site, as well as the potential routes available for people to get there. The flat topography makes walking or cycling an attractive means of travel Table 5.3 shows the closest local health facilities to the site, including three surgeries, a dentist and even a hospital. Walking or cycling to them can be an option. Surgery Distance from Site Travel Route Hookstone Dental 750m Walk, Cycle Leeds Road Surgery 1km Walk, Cycle Shacklock Dr B 1.1km Walk, Cycle Kingswood Surgery 1.8km Walk, Cycle Harrogate District Hospital 2km Walk, Cycle Table 0.2 Routes to GP s Surgeries Table 5.4 shows the local retail centres that would be available to people that live at the site. It can be clearly seen that there is a wide variety of retail opportunities available locally to residents. Rev Final Copyright 2016 Curtins Consulting Ltd Page 10

15 Retail Centre Distance from Site Travel Route Marks and Spencer Simply Food Outlet 850m Walk, Cycle The Co-operative Food 900m Walk, Cycle Sainsbury s Local 1 km Walk, Cycle Weetons 1.5km Walk, Cycle Harrogate Town Centre (includes Waitrose, Asda and other small retail units) km Walk, Cycle, Rail Leeds City Centre 24km Rail Table 0.3 Routes to Local Retail Centres 3.10 Accessibility Conclusions It can be concluded that the proposed development is in a sustainable location with a half-an-hour rail service to Harrogate centre, Knaresborough and Leeds available and attractive walking and cycling facilities nearby. Local facilities are numerous with educational, sports, retail and medical facilities all within walking or cycling distance of the development site. Rev Final Copyright 2016 Curtins Consulting Ltd Page 11

16 4.0 Initiatives 4.1 Introduction This Section of the ITP sets out the initiatives that could be introduced to reduce dependency on the private car and encourage sustainable modes of travel. 4.2 Production of Welcome Packs Welcome Packs can be critical in influencing travel patterns and therefore it is envisaged that welcome packs will be supplied to all residents. The contents of the Welcome Packs could include: Introduction to the TP concept detailing objectives and aspirations; Literature on the health benefits of walking, cycling and environmental benefits of sustainable modes of transport; Maps showing local walking / cycling routes and places of interest; Details of public transport services, including timetables and routes; and Details of the Travel Plan Co-ordinator (TPC). 4.3 Measures to Encourage Walking Walking is the most sustainable and accessible mode of travel. Any individual in relatively fair health can incorporate walking into part of their journey. Furthermore, 30 minutes of moderate activity 5 or more times per week is likely to enhance the health and fitness of the individual. In order to encourage walking a number of measures will be considered: Raise awareness of the health benefits of walking; Clear signing of pedestrian and cycle routes within and adjacent to the site; Provision of free personal attack alarms will be considered on an individual basis; Promotion of a walking buddy scheme; and Information on the local pedestrian routes, including public footpaths. 4.4 Measures to Encourage Cycling To encourage residents to cycle the following measures will be implemented or considered: Providing information on the local cycle network routes; Local cycle clubs/forums to be invited to take part in travel plan promotional events to raise awareness of this mode; Providing cycle training for residents; Rev Final Copyright 2016 Curtins Consulting Ltd Page 12

17 Provide cycle storage provided at each dwelling; Publicise government and other discounted cycle purchase schemes; Promotion of events such as National Bike Week ; and Setting up of a Residents Bicycle User Group (BUG). 4.5 Measures to Encourage Public Transport Increased accessibility to, and use of public transport is considered to be a key element of any TP. As demonstrated in the previous section, the location of the site, in the vicinity of a railway station ensures that travel by train can be an attractive mode of transport. 4.6 Measures to Reduce Single Occupancy Car Trips Car sharing is an effective way of reducing single occupant car trips if a number of residents travel to the same location each day. This could be managed through a residents committee who could match interested people. Promotional events could also be introduced to encourage residents to leave their cars at home on certain days Promotional events will also be introduced to encourage residents to leave their cars at home on certain days. Again these will be publicised by the TPC. For example, having Walking Wednesdays or some similar scheme could be organised. Rev Final Copyright 2016 Curtins Consulting Ltd Page 13

18 5.0 Management and Co-ordination 5.1 Introduction Overall responsibility for the ITP will initially lie with the developer and many of the initiatives outlined above need to be considered in detail and implemented in advance of site occupation Following full occupation of the site, the ITP will need to be updated to a full TP. This will involve the completion of travel surveys to identify travel patterns within 6 months of occupation. 5.2 Appointment of a Travel Plan Coordinator When the full TP is produced the day to day responsibility for the TP, its publicity and operation will lie with an appointed Travel Plan Coordinator (TPC) or group of residents. The TPC will take responsibility for ensuring that the various elements of the plan are monitored and operate effectively to offer a genuine choice of travel modes. Typical duties include: Leading on the delivery of the TP; Representing the human face of the TP and explaining its purpose and opportunities on offer; Promoting individual measures in the TP; Liaising with public transport operators; Monitoring the TP; and Taking a key role in reviewing the TP A TPC will be nominated when the full TP is produced and details will be provided to the Local Authority upon appointment. 5.3 Targets Once initial travel surveys have been undertaken and a TPC appointed it will be necessary to agree suitable targets for the development TPs should be designed as evolving documents that need to remain adaptable and change to working practices and local conditions. Therefore, this TP s targets are given over three timescales: Short term (within one year of the implementation of the Full Travel Plan); Medium term (within three years of the implementation of the Full Travel Plan); and Long term (within five years of the implementation of the Full Travel Plan). Rev Final Copyright 2016 Curtins Consulting Ltd Page 14

19 5.3.3 It is proposed that as part of the travel planning process, travel surveys will be undertaken six months after full occupation of the new development site to assess the modal split of residents travelling to and from the site. Based on the results the following targets may be adjusted accordingly. Table 5.1 gives some potential targets based on this data. Travel Mode Short Term Target Modal Shift Change Medium Term Target Modal Shift Change Long Term Target Modal Shift Change Total Target Modal Shift Change Single Car Occupancy -3% -6% -10% -10% Public Transport 0% +1% +1% +1% Car Share 0% +1% +3% +3% Cycle +2% +2% +4% +4% Foot +1% +2% +2% +2% Table 5.1 Potential Residents Modal Shift Targets The trip generation for the development demonstrated in the TA shows that there is likely to be 52 two way trips in the morning peak and 57 in the evening peak. It could be possible to set a target for three years from full occupation of the site to set limits of 47 two way trips in the morning peak and 51 in the evening peak as a mechanism to demonstrate the effectiveness of the travel plan. 5.4 Monitoring It is proposed that the TPC will undertake annual surveys, which will then be submitted with a brief covering report to STC for approval. These surveys will be either undertaken by the TPC or an outside organisation. The results of these surveys will then be utilised to inform the future strategy of the travel plan and the measures contained within it. 5.5 Action Plan Table Table 5.2 below summarises the key actions from the document by providing an Action Plan for the TP process. The proposed timescales are: Short Term Target for the first year after adoption of the TP; Medium Term Target for between 1 2 years; and Rev Final Copyright 2016 Curtins Consulting Ltd Page 15

20 Long Term Target for between 2 5 years. Action Indicator Target Date Responsibility Appoint TPC Development nearing completion Prior to occupation of new dwellings Harrogate College Produce Welcome Pack TPC appointed Construction completion TPC Undertake Travel Surveys Construction occupation Within three months of occupation TPC Review Existing TP Measures/Initiatives Receipt of the initial Travel Survey results Within one month of receiving the initial survey results TPC Present Annual Monitoring Report Table 5.2 Action Plan Once full TP is approved by NYCC/HBC Annually the following five years following the agreement of targets TPC Rev Final Copyright 2016 Curtins Consulting Ltd Page 16

21 6.0 Summary This (ITP) has been produced alongside the Transport Assessment (TA) as part of a hybrid planning application seeking outline permission for up to 89 dwellings and detailed permission for an all-weather sports pitch, in a site adjacent to Harrogate College, which is in the Hornbeam Park area, Harrogate. The package of these two documents has been prepared to inform Highways Officers North Yorkshire County Council (NYCC) about all aspects of the proposals This ITP has been prepared to demonstrate a commitment to sustainable travel initiatives. It provides an indication of how the residential development will be designed and managed to discourage reliance on the private car and how alternative modes of travel will be promoted at the site Alternative modes of transport will be promoted through this ITP in order to reduce to minimum the impact of the development on the surrounding traffic conditions. This is intended to reduce single occupancy car trips by 10% in the long term. This will result in better traffic and environmental conditions around the site which is one of the main targets of this document Car sharing is a possible way of saving single vehicle trips and it is desired to increase this kind of trip by 3%. Promotional events can be organised in order to promote this way of travelling Pedestrian trips can be promoted through a number of measures proposed in this document. Combining them with the existence of an extensive footway network in the area will help to create a safer environment that makes this mode of transport more appealing The development will actively encourage cycling by extoling the virtues of cycling through this ITP. This document aims for a 4% increase in the number of cycle trips in the long term. The site is on Regional Cycle Route and there are also other off-road cycle paths and on-road advisory route available Rail travel is a feasible option for residents of the proposed development given that there are existing relatively frequent services operating from Hornbeam Park station the site, offering a direct link to educational, retail, employment and medical facilities in central Harrogate, Knaresborough, Leeds and York. This ITP aims for an increase of people travelling by this mode In conclusion the development is located in a sustainable location and travel by sustainable means will be enhanced by the measures proposed in this ITP. Rev Final Copyright 2016 Curtins Consulting Ltd Page 17

22 Plans Rev Final Copyright 2016 Curtins Consulting Ltd Page 18

23 Drg No: c This drawing is the copyright of Curtins Consulting Ltd Rev: curtins Project: Drg Title: Drawn: Checked: Scale: Curtins Consulting Ltd, Rose Wharf, East Street, Leeds, LS9 8EE t: e: leeds@curtins.com Structures Civils Environmental Infrastructure Transport Planning Sustainability Expert Advisory Services Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham SITE LOCATION

24 Drg No: c This drawing is the copyright of Curtins Consulting Ltd Rev: curtins Project: Drg Title: Drawn: Checked: Scale: Curtins Consulting Ltd, Rose Wharf, East Street, Leeds, LS9 8EE t: e: leeds@curtins.com Structures Civils Environmental Infrastructure Transport Planning Sustainability Expert Advisory Services Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham SITE LOCATION

25 Drg No: c This drawing is the copyright of Curtins Consulting Ltd Rev: curtins Project: Drg Title: Drawn: Checked: Scale: Curtins Consulting Ltd, Rose Wharf, East Street, Leeds, LS9 8EE t: e: leeds@curtins.com Structures Civils Environmental Infrastructure Transport Planning Sustainability Expert Advisory Services Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham SITE LOCATION Place of Interest Walking Isochrone

26 Drg No: c This drawing is the copyright of Curtins Consulting Ltd Rev: curtins Project: Drg Title: Drawn: Checked: Scale: Curtins Consulting Ltd, Rose Wharf, East Street, Leeds, LS9 8EE t: e: leeds@curtins.com Structures Civils Environmental Infrastructure Transport Planning Sustainability Expert Advisory Services Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham SITE LOCATION

27 Drg No: c This drawing is the copyright of Curtins Consulting Ltd Rev: curtins Project: Drg Title: Drawn: Checked: Scale: Curtins Consulting Ltd, Rose Wharf, East Street, Leeds, LS9 8EE t: e: leeds@curtins.com Structures Civils Environmental Infrastructure Transport Planning Sustainability Expert Advisory Services Birmingham Bristol Cardiff Douglas Edinburgh Kendal Leeds Liverpool London Manchester Nottingham SITE LOCATION

28 Appendix A Proposed Site Masterplan Rev Final Copyright 2016 Curtins Consulting Ltd Page 19

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