South Shields New Central Library and Digital Media Centre...

June 2014

South Shields New Central Library and Digital Media Centre and Market PlaceTransport Assessment

New Central Library & Digital Media Centre and Market Place

Transport Assessment

Report

New Central Library & Digital Media Centre and Mark et Place


Report

JMP Consultants Limited Milburn House Dean Street Newcastle Upon Tyne NE1 1LE T 0191 260 0135 F 0191 206 4001 E [email protected] www.jmp.co.uk

Job No. NEA1239

Report No. 1

Prepared by JQ

Verified JQ

Approved by SP

Status Final

Issue No. 4

Date 21 June 2014

New Central Library & Digital Media Centre and Mark et Place


Report

Contents Amendments Record

This document has been issued and amended as follows:

Status/Revision Revision description Issue Number Approved By Date

Draft 1 SP 24/02/2014

Draft 2 SP 24/04/2014

Final 3 SP 13/06/2014

Final 4 SP 21/06/2014

Contents

1 INTRODUCTION ........................................................................................................................ 1

Background................................................................................................................................. 1

Structure of Report ..................................................................................................................... 1

Policy Review ............................................................................................................................. 1

2 EXISTING SITE CONDITIONS .................................................................................................. 4

Site Location ............................................................................................................................... 4

Sustainable Transport Network .................................................................................................. 5

Highway Network ...................................................................................................................... 11

Collision Analysis ...................................................................................................................... 12

3 DEVELOPMENT PROPOSAL .................................................................................................. 15

The New Central Library & Digital Media Centre ..................................................................... 15

Market Place ............................................................................................................................. 17

Harton Quays Car Park ............................................................................................................ 17

4 SERVICING AND ACCESS STRATEGY ................................................................................. 19

Existing Arrangement ............................................................................................................... 19

Proposed Servicing and Access Strategy ................................................................................ 24

Proposed Car and Cycle Parking Assessment ........................................................................ 27

5 TRIP GENERATION ................................................................................................................. 29

Person & Vehicle Trip Generation ............................................................................................ 29

6 IMPACT ASSESSMENT .......................................................................................................... 31

Base Model Traffic .................................................................................................................... 31

Development Traffic ................................................................................................................. 32

7 CONCLUSION .......................................................................................................................... 34

Tables and Figures

Table 2.1 Bus services within the study area .................................................................................... 5

Table 2.2 Frequency of Metro services from South Shields Station ................................................. 8

Table 2.3 Examples of approximate journey times from the South Shields Station ......................... 8

Table 2.4 Summary timetable for ferry crossings ............................................................................. 9

Table 2.5 Public Town Centre Car Parks ........................................................................................ 11

Table 2.6 Collisions by Year and Severity ...................................................................................... 13

Table 4.1 Existing Traffic Movements at the Market Place ............................................................. 22

Table 4.2 Proposed Service Vehicles ............................................................................................. 26

Table 4.3 Car and Cycle Parking Standards ................................................................................... 28

Table 5.1 Person and Vehicle Trip Generation ............................................................................... 29

Table 5.2 Vehicle Trip Generation .................................................................................................. 30

Table 6.1 Growth Factors ................................................................................................................ 31

Table 6.2 Base Assessment - 2015 ................................................................................................ 31

Table 6.3 Base Assessment - 2020 ................................................................................................ 32

Table 6.4 Base + Development Assessment - 2015 ....................................................................... 33

Table 6.5 Base + Development Assessment - 2020 ....................................................................... 33

Figure 2.1 Site Location in context of the town centre ...................................................................... 4

Figure 2.2 Proposed Development Elements ................................................................................... 5

Figure 2.3 Bus stops in vicinity of development ................................................................................ 7

Figure 2.4 Map showing the Tyne and Wear Metro Network ............................................................ 8

Figure 2.5 Existing Cycle Network .................................................................................................. 10

Figure 2.6 Taxi Ranks within South Shields town centre ................................................................ 11

Figure 2.7 Collision Locations and Severity .................................................................................... 13

Figure 4.1 Western Access to Market Place ................................................................................... 19

Figure 4.2 Eastern Access to Market Place .................................................................................... 20

Figure 4.3 Eastern Access to King Street ....................................................................................... 21

Figure 4.4 Western Access to King Street ...................................................................................... 21

Figure 4.5 Saturday 24hr Period & Saturday Evening Peak – Volume and Classification ............. 23

Figure 4.6 Friday 24hr Period & Friday Morning Peak – Volume and Classification ...................... 24

Appendices

APPENDIX A Collision Data

APPENDIX B Service & Access Drawings

APPENDIX C TRICs Data

APPENDIX D Traffic Flow Diagrams

APPENDIX E Junctions 8

Job No Report No Issue no Report Name Page

NEA1239 1 3 New Central Library & Digital Media Centre and Market Place

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1 Introduction

Background 1.1 JMP have been appointed by MUSE and South Tyneside Council (STC), to carry out a Transport

Assessment and accompanying Travel Plan for a proposed development in South Shields town centre, South Tyneside. The development consists of:

• Proposed erection of New Central Library & Digital Media Centre, referred to hereafter as The New Central Library – containing a library, educational and community facilities, cafe and restaurant;

• Proposed remodelling of the Market Place and erection of market stall canopy structure; and

• Proposed Harton Quays car park.

1.2 STC has embarked on an ambitious initiative intent on the regeneration and revitalisation of South Shields town centre referred to as the South Shields 365 town centre vision. This sets out a sustainable economic vision for South Shields which will help create new opportunities for residents, businesses and visitors. This will include the creation of an expanded retail and leisure offer which ensures that a greater amount of spend is retained in the borough.

1.3 Fundamental to the town centre is the provision of a range of other attractions and experiences which add value and create a unique offer to encourage repeat trips. This will aid STC’s ambition to create a vibrant town centre which will be a place of all year round cultural, leisure and retail activity for residents, businesses and visitors.

1.4 Taking this bold vision forward is a major step in securing a sustainable future for South Shields. It sets out major interventions which will transform the town and provide lasting improvements to the way the town functions - from the shopping and leisure offer to the way people travel to, from and around the town centre, making it easy for all visitors to enjoy the Foreshore and Riverside as well.

1.5 This element forms the first stage of the town centre works creating an important community, leisure and retail facility in the heart if the town centre.

Structure of Report 1.6 The Transport Assessment’s structure and contents are based on Chapter 3 of Guidance on

Transport Assessment, March 2007.

1.7 An assessment has been carried out of the following:

• Existing transport conditions;

• Collision analysis;

• Servicing and Access Strategy;

• Trip generation calculations; and

• Impact assessment.

Policy Review 1.8 The proposals have been developed in accordance with current policy at national and local level.

Page Job No Report No Issue no Report Name

2 NEA1239 1 3 New Central Library & Digital Media Centre and Market Place

National Policy

National Planning Policy Framework

1.9 The National Planning Policy Framework (NPPF) sets out the Government planning policies for England and how these are expected to be applied. It provides a framework within which local people, and their respective Councils, can produce their distinctive local and neighbourhood plans, which reflect the needs and priorities of their communities.

1.10 All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

• The opportunities for sustainable transport modes have been considered in relation to the nature and location of the site, to reduce the need for major transport infrastructure;

• Safe and suitable access to the site can be achieved for all people; and

• Improvements can be undertaken within the transport network, which cost-effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.

Government White Paper: Creating Growth, Cutting Ca rbon – Making Sustainable Local Transport Happen

1.11 The White Paper outlines the vision for a transport system that is an engine for economic growth, but one that is also greener, safer and improves quality of life. The UK has legally binding targets to reduce greenhouse gas emissions to 12.5% below 1990 levels by the period 2008 – 2012 but the Government have set an objective of 20%.

1.12 To achieve this it advocates a wide range of measures to deal with congestion and emissions that need to be implemented at both a national and local level. The White Paper identifies the costs of transport. In particular, the issues surrounding delay, pollution, health problems and accidents all caused by local congestion. As a result, it is stated that access to sustainable travel modes and improving accessibility can make a significant contribution to public health, quality of life and local growth.

Local Planning Policy (LEPs)

1.13 Upon formation, the Coalition Government moved rapidly to remove the regional tier of government in England, with the revocation of Regional Spatial Strategies.

1.14 The policy focus has shifted to the promotion of planning at a local neighbourhood or community scale, at a level to be influenced by local people. This move towards localism serves to strengthen the role of directly elected Local Authorities in determining their own priorities and strategies, and encourages a much stronger partnership with local businesses and local people in delivering the growth and regeneration of their own communities. Consequently, as part of this move towards more responsible community led governance Local Authorities were invited to come together to submit proposals with business leaders to form LEPs in their area. The North East LEP consists of Northumberland, North Tyneside, South Tyneside, Sunderland, Newcastle, Gateshead and Durham Councils.



3

Local Planning Policy

South Shields 365 Town Centre Vision

1.15 The South Shields 365 Town Centre Vision document sets out a sustainable economic vision for South Shields which will help create new opportunities for residents, businesses and visitors. It identifies the economic core of the headland comprising three distinct geographic ‘character areas’ namely the Riverside, the town centre and the Foreshore with each serving a distinct economic function for South Shields.

1.16 Fundamental to the strategy is linking these areas to ensure a broader experience for residents and visitors and for increasing internal expenditure. This needs to be supported by improving permeability and legibility within the town centre connecting the traditional heart of the centre with the new opportunities.

Tyne and Wear Local Transport Plan 3 (LTP3)

1.17 The third Local Transport Plan for Tyne and Wear comprises of a ten-year strategy (2011 – 2021) encompassing all forms of transport. The strategy will be out into effect through a series of three-year delivery plans, the first of which will run from 2011 to 2014.

1.18 The vision for LTP3 is:

Tyne and Wear will have a fully integrated and sustainable transport network, allowing everyone the opportunity to achieve their full potential and have a high quality of life. Our strategic networks will support the efficient movement of people and goods within and beyond Tyne and Wear, and a comprehensive network of pedestrian, cycle and passenger transport links will ensure that everyone has access to employment, training, community services and facilities.

1.19 In order to achieve this vision five goals have been set:

• to support the economic development, regeneration and competitiveness of Tyne and Wear, improving the efficiency, reliability and integration of transport networks across all modes;

• to reduce carbon emissions produced by local transport movements, and to strengthen our networks against the effects of climate change and extreme weather events;

• to contribute to healthier and safer communities in Tyne and Wear, with higher levels of physical activity and personal security;

• to create a fairer Tyne and Wear, providing everyone with the opportunity to achieve their full potential and access a wide range of employment, training, facilities and services; and

• to protect, preserve and enhance our natural and built environments, improving people’s quality of life and creating high quality public places.

1.20 The proposed development is considered to sit within the policy framework and particularly build on the key elements of promoting economic development and prosperity within a safe, sustainable and efficient environment.



2 Existing Site Conditions

Site Location 2.1 The proposed development is located within South Shields town centre, the largest urban

settlement in South Tyneside.

2.2 The development is located to the west of the town centre and in close proximity to the riverside. It therefore provides a key link between the riverside park, Customs House, Mill Dam and the BT office building and the town centre’s retail and leisure core and public transport facilities.

2.3 The proposed development site in relation to the surrounding area and the three distinct geographical areas can be viewed on Figure 2.1 .

Figure 2.1 Site Location in context of the town ce ntre

2.4 The specific development elements can be seen on Figure 2.2 overleaf.



5

Figure 2.2 Proposed Development Elements

Sustainable Transport Network Buses

2.5 There is a comprehensive network of bus services in South Tyneside. The proposed development site is located in close proximity to the main bus interchange of Keppel Street in South Shields. The services that currently serve the South Shields interchange are outlined in Table 2.1 .

Table 2.1 Bus services within the study area

Service Route Mon –Sat Daytime

Mon –Sat Evening

Sunday Daytime

Sunday Evening

Sta

geco

ach

3/4 South Shields – Biddick Hall – South Shields

6 per hour 2 per hour 2 per hour 2 per hour

7/8 South Shields – Marsden - South Shields


10/11

South Shields – Harton Nook - Biddick Hall – Low Simonside - South Shields


12 The Lonnen - South Shields


13/14 South Shields – Horsley Hill - Biddick Hall – Low Simonside - Jarrow

2 per hour - - -



16 South Shields - Whitleas – South Shields 4 per hour - 4 per hour -

17 South Shields – Whiteleas – South Shields


18 South Shields – Brockley Whins – South Shields 6 per hour 2 per hour 2 per hour 2 per hour

E1 South Shields – Whitburn - Sunderland 3 per hour 2 per hour 2 per hour 2 per hour

E2 South Shields – Whitburn - Sunderland


E6 South Shields – Whitburn - Sunderland


X20

South Shields – Simonside – Fellgate – Simonside – South Shields

2 per hour - - -

Go

Nor

th E

ast

27 Newcastle – Heworth Metro – Jarrow – South Shields


27A Newcastle – Heworth Metro – Jarrow – South Shields

2 per hour - 4 journeys -

30 South Shields – Cleadon - Boldon


35

South Shields – Sunderland – Houghton-le-Spring – Hetton Le Hole


50 South Shields – Washington – Chester-le-Street - Durham


57 Newcastle – Gateshead – Leam Lane – Heworth – Fellgate – South Shields


57A Newcastle – Gateshead – Leam Lane – Heworth – Fellgate – South Shields


88 South Shields – Jarrow – Monkton Lane Estate


Bud

get B

uses

500 South Shields – The Lawe – South Shields

1 per hour - - -

501 South Shields – Pier Head – South Shields

1 per hour - - -

TB502

South Shields - Simonside – South Tyneside General Hospital

1 per hour - - -

2.6 The services provide frequent access to the site from key residential areas in South Tyneside such as Cleadon, Boldon and Whiteleas as well as services to Newcastle, Gateshead and Sunderland.



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2.7 The site is adjacent to South Shields town centre, where passengers can access the extensive bus network that covers South Tyneside and Sunderland. There are numerous bus stops at the Keppel Street Bus Station and one set down stop (where passengers can alight but are not able to board a bus).

2.8 The South Shields Metro Station is also situated next to the Keppel Street Bus Station and a Nexus Travel Centre is located close by on Fowler Street. Additionally there are two bus stops on Fowler Street in the town centre.

2.9 Figure 2.3 shows the number of bus stops within the vicinity of the development.

Figure 2.3 Bus stops in vicinity of development

Community Transport Options

2.10 A number of alternative public transport options are available to residents of South Tyneside. Taxicard is a smartcard that contains £125 worth of taxi fares that can be used when using taxis. The passenger pays the first £1.50, then the next £3.00 is deducted from the card. The remainder of the fare is then made up by the passenger. People automatically qualify for this scheme if they receive high rate mobility component of the disability living allowance, attendance allowance or are registered as severely visually impaired or blind.

Metro Services

2.11 The South Shields Metro Station is located in close proximity to the site. The New Central Library is therefore well connected to the wider Tyne and Wear region by the Metro network which can be seen in Figure 2.4 . South Shields is positioned on the yellow line, which serves many destinations in North and South Tyneside, including major employment attractors such as Gateshead and Newcastle. The green line is also accessible to people via Pelaw. The green line provides further access to and from the airport and South Hylton via Sunderland, stopping at many destinations in South Tyneside including Fellgate, Brockley Whins and East Boldon.



Figure 2.4 Map showing the Tyne and Wear Metro Net work

Source: Nexus.org.uk

2.12 Services from the South Shields Metro Station are outlined in the table below. The first service on weekday and Saturday mornings is 05:45 and 05:51 respectively, while the first service on a Sunday morning is at 07:03. The Metro operates until approximately midnight seven days a week.

Table 2.2 Frequency of Metro services from South S hields Station

Day Daytime Frequency Evening Frequency

Monday to Friday Every 12 mins Every 15 mins

Saturday Every 12 mins Every 15 mins

Sunday Every 15 mins Every 15 mins

2.13 The table below provides several examples of approximate Metro journey times from the South Shields Station. The journey time from the South Shields to the Chichester Station is approximately two minutes.

Table 2.3 Examples of approximate journey times fr om the South Shields Station

Destination Approximate journey time

Pelaw 17 minutes

Heworth 19 minutes

Gateshead 24 minutes

Newcastle (Monument) 28 minutes

Newcastle (Haymarket) 29 minutes

South Gosforth 36 minutes

Whitley Bay 54 minutes

2.14 South Shields Metro Station does not have dedicated car parking facilities, but does have a taxi rank, cycle parking (eight spaces at the bottom of the station steps) and information points.



9

Ferry

2.15 The ferry landing at South Shields is located to the west of Ferry Street which is directly adjacent to the site. There is pedestrian access from Ferry Street to the ferry landing stage. The Shields Ferry provides passenger transport across the River Tyne between two floating landing stages at North Shields and South Shields.

2.16 The ferry connects with other public transport services in close proximity on the north and south side of the River Tyne, including bus and Metro networks via the existing footpath network. Ferries depart from each landing every 30 minutes and the journey takes approximately seven minutes. Table 2.4 below summarises the ferry timetable.

Table 2.4 Summary timetable for ferry crossings

Service From North Shields to South Shields

From South Shields to North Shields

First Service Mon-Wed 07:00 Mon-Wed 06:45

Thurs-Sat 07:00 Thurs-Sat 06:45

Sunday 10:30 Sunday 10:15

Last Service Mon-Wed 20:00 Mon-Wed 19:45

Thurs-Sat 22:50 Thurs-Sat 22:40

Sunday 18:00 Sunday 17:45

Pedestrian Infrastructure

2.17 The site is located within a developed commercial centre and residential area and, as such, is surrounded by an extensive pedestrian network. Footways from the development offer connections to South Shields town centre, main public transport connections at South Shields and the surrounding residential areas.

2.18 The existing footways are considered to be a suitable width to accommodate passing push chairs, those with small children, wheelchairs and those with varying levels of disability and visual impairment. The footways lead to a number of formal and informal pedestrian crossings within the area. This includes an existing pedestrian refuge on Ferry Street, two uncontrolled dropped crossings and a pelican crossing on Church Way. All crossings are provided with dropped kerbs and appropriately coloured tactile paving.

Cycle Infrastructure

2.19 There are 3 National Cycle Network (NCN) routes in close proximity to the proposed development site. These are:

• NCN Route 1 – Dover to Shetland via the east coast;

• NCN Route 14 – Three Rivers Cycle Route, Stockton to South Shields via Hartlepool, Durham, Consett and Gateshead; and

• NCN Route 72 – Hadrian’s Cycleway, Kendal to South Shields via Whitehaven, Carlisle, Newcastle upon Tyne and Tynemouth.

2.20 Within South Tyneside NCN Routes 14 and 72 are mainly on road with some section traffic free whereas NCN Route 1 is almost entirely on traffic free paths. In addition there is also on road cycle facilities along the length of King George Road. The proposed development is located in close



proximity to where the three cycle routes meet therefore making it very well located with regard to cycling.

2.21 The cycling network also provides opportunities to integrate with other sustainable modes of transport, such as the Shields Ferry and Metro stations in the area.

Figure 2.5 Existing Cycle Network

Cycle North East South Tyneside Cycling Map

Taxi

2.22 There are currently various taxi pick-up and drop-off locations across the town centre as shown on Figure 2.6 .



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Figure 2.6 Taxi Ranks within South Shields town ce ntre

Highway Network 2.23 The nearest strategic road to the site is the A19 dual carriageway which runs approximately 4

kilometres to the west of the site. It runs north to south and links Northumberland and North Tyneside to South Tyneside, Sunderland and Middlesbrough via the Tyne Tunnel.

2.24 Access to the site from the A19 is via the A194 Western Approach which continues to South Shields town centre. The other main access routes to South Shields are the A183 Coast Road (from the south via the east coast) and the A1018 Westoe Road (from the south from Sunderland).

2.25 The proposed car park will be accessed via the B1303 Station Road / Coronation Street / Commercial Road / Harton Quay roundabout which is a five arm roundabout. To access the New Central Library will involve continuing north to the Ferry Street / Church Way Roundabout.

Existing Parking

2.26 There are a number of public town centre car parks within the vicinity of the Market Place and The New Central Library as shown in Table 2.5 .

Table 2.5 Public Town Centre Car Parks

Parking Area Time of Charge Charge

Short Stay Parking Areas

Salem Street (34) 9am to 6pm Mon-Sat - 1p per min for first hour, 80p per hour thereafter / max stay 2 hours Sun – 1p per min, £1 all day North Street (115) 9am to 6pm

Denmark Centre (120) 9am to 5pm 70p per hour

Garden Lane North (75) 9am to 6pm 70p per hour



Library 9am to 6pm

(weekends only)

Sat – 1p per min for first hour, 80p per hour thereafter / max stay 2 hours Sun – 1p per min, £1 all day

Broughton Road, Anderson Street, Beach Road West

Everyday - 1p per min for first hour, 80p per hour

thereafter / max stay 2 hours.

East Street (16) Mon-Sat - 1p per min for first hour, 80p per hour

thereafter / max stay 2 hours Sun – 1p per min, £1 all day

Long Stay Parking Areas

Thomas Street (50)

9am to 6pm Mon-Sat - 1p per min for first hour, 80p per hour

thereafter / max stay 2 hours. £3 all day. Sun – 1p per min, £1 all day

Charlotte Street (153)

Oyston Street (95)

Mile End Road

Mill Dam (172) 9am to 5pm Mon-Sat - 70p per hour

Sun - £1 all day

Winchester Street (155) 9am to 6pm

(weekends only)

Sat - 1p per min for first hour, 80p per hour thereafter / max stay 2 hours. £3 all day.

Sun – 1p per min, £1 all day

Free Parking Areas

Fowler Street (7) Max stay 20 mins

Garden Lane (26) Max stay 2 hours

Claypath Lane (40) Weekends only

2.27 These are supplemented by a number of private car parks including ASDA and Morrisons.

Collision Analysis 2.28 This section of the report analyses the collisions that have occurred within the vicinity of the

development site in the five-year study period between January 2009 and December 2013. Figure 2.7 shows the extent of the area considered, the collision locations and severities.



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Figure 2.7 Collision Locations and Severity

2.29 29 collisions have occurred within the study area in the study period. Five were serious in nature and the rest classified as slight. The collisions by year and severity can be seen in Table 2.6 .

Table 2.6 Collisions by Year and Severity

Year / Accident Severity Slight Serious Fatal

2009 3 1 0

2010 5 1 0

2011 7 0 0

2012 4 3 0

2013 5 0 0

2.30 Two collisions occurred on the Market Place. The first occurred in 2009 and was serious in nature. The second occurred in 2013 and was slight in nature. Both incidents occurred as a result of conflict between a pedestrian and a reversing car.

2.31 One slight collision is shown within the former Woodhave House. A review of the collision description suggests that this incidence actually occurred on Church Way and has been incorrectly input. It will therefore be included in the discussion with the following paragraph.



2.32 13 slight collisions have occurred on Church Way/Chapter Row in the vicinity of the Market Place. Eight of those were incidents involving buses that resulted in passengers falling. The remaining resulted from the interaction of vehicles with pedestrians or vehicular conflict at junctions.

2.33 Two incidents occurred at the Ferry Street / Church Way Roundabout. One was a shunt type collision between two cars, the second a failure to give way involving a car and cycle.

2.34 One slight collision occurred at the Coronation Street / Station Road Roundabout. This was as a result of passenger falling on a bus.

2.35 Five collisions have occurred on Coronation Street, three of which were serious in nature. Of the serious incidents, one was as a result of passenger falling on a bus and two as a result of interaction between cars and pedestrians.

2.36 The processed collision data can be seen in Appendix A .



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3 Development Proposal 3.1 A description of three elements of the proposed application follows:

The New Central Library & Digital Media Centre 3.2 The proposed development provides a modern and sustainable development providing a new 21st

century public library facility, gallery space, potential retail space, Open Zone facility, flexible community/meeting rooms, a café and a roof top restaurant.

3.3 Entry to the foyer space will be directly off the Market Place. Pedestrian access during operational hours will be prioritised with vehicular access restricted and controlled by rising bollards. Vehicles will only be allowed to pass in front of the New Central Library & Digital Media Centre between 6pm and 8am.

3.4 The triple height foyer opens into the main atrium which is a flexible exhibition/gallery space. Around the edge of the atrium is the main accommodation stair which draws users past the different functions of the building. The partially triple height café space is open to the ground floor functions of the building. Views over the Tyne are enhanced by the provision of an external terrace area access directly from the café space.

3.5 To the left of the atrium is a community meeting room ‘pod’ situated within a retail/quick pick media area. To the right sits a possible retail area; between that and the café is one of several reading areas.

3.6 The New Central Library has been designed to attract a variety of users, and in doing so, provides the opportunity for different sorts of exhibitions and displays. As the different levels of the building are traversed, there are a number of ‘stop-off’ points which may be used to house themed exhibits or installations.

3.7 The traditional library needs to adapt to 21st Century expectations, and to this end, the new facility within The New Central Library combines various types of media with traditional learning and study areas and IT facilities. On the ground floor, areas for quick pick media and self-service check-out. On the first floor, is the reference area for all ages. Library staff facilities are located on this floor to optimise observation of the library as a whole. Up a level, the children’s section can be found which, with the combination of the Open Zone facilities, offers an interactive floor for children to explore.

3.8 This Open Zone facility offers a variety of activities, which, principally are for school pupils, but which can be opened up to the wider community as part of the flexibility within The New Central Library. It combines IT facilities with open study/learning space and a media studio for film and sound.

3.9 The top floor houses the restaurant, kitchen and main building plant. There are terraces which open out towards the river, and a walkway around the parapet of the building.

3.10 The existing library provides a programme of community activities and spaces much of which is to be continued in The New Central Library. Dedicated community rooms, flexible meeting spaces and the open floors of the library will be used to enhance the current community activity provision.



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Market Place 3.11 The proposals for The New Central Library are part and parcel of a wider masterplan to redevelop

the Market Place and its neighbouring streets. The principles of this masterplan involve:

• defining the Square;

• rationalising movement;

• defining the Civic Space;

• creating Active Edges;

• improvement of the Relationship between the Square and the Buildings;

• creating Links.

3.12 The proposed Market Place design aims to incorporate the Old Town Hall, St Hilda’s Church and the New Central Library forming an important civic space. The shared space design creates a subtle definition between the space in front of these buildings and the space around the retail and commercial buildings. A shared space is a design approach that seeks to change the way streets operate by reducing the dominance of motor vehicles, primarily through lower speeds and encouraging drivers to behave more accommodatingly towards pedestrians. This reduces the level of conflict between motorised and non-motorised modes of transport and greatly reduces the likelihood of injury accidents.

3.13 The hard landscaping has been designed to tie in seamlessly with the wider design, with the use of matching materials (Yorkstone setts and paving, concrete paving). Similarly, any soft landscaping or trees will form part of the overall strategy. The tree avenue design frames building access points and directs pedestrian movement without impacting upon the permeability through the space.

3.14 The Masterplan is split into 2 phases. The first phase of the works will include the construction of The New Central Library and the immediate Market Place works. Church Way will remain during this phase. As the next stages of the regeneration proposal are implemented, Church Way will be closed and the completion of the full Civic Square will proceed.

3.15 The proposal is designed to enable the design principles to be in place during Phase 1. The simple organisation of the materials will enable seamless transition between the first and second phases.

Harton Quays Car Park 3.16 The proposed development is supported by a new car park. This will be accessed from the rear of

the BT building from the Coronation Street / Station Road roundabout. A one way arrangement will be in place to assist with the safe operation of the car park.

3.17 The car park will have 40 bays in total including eight designated as disabled spaces.

3.18 The car park will include two bays as electric vehicle charging spaces. This will support the Council’s Plugged in Places policy.

3.19 The car park will include two dedicated spaces for motorcycle parking.

3.20 The car park will include for 40 spaces (20 racks) for bicycles. These will be Sheffield style and will be covered.



3.21 The car park will be split over two levels to address the issue of gradient change within the developable space. Two ramps will be provided to facilitate the level change which will have a maximum gradient of 1:10.

3.22 The car park will be under Council ownership and the charging mechanism will be agreed by the Council. An appropriate charging mechanism should be established to ensure a good turnover of users and prohibit protracted stays associated with the adjacent office building. The mechanism outlined below is used by a number of car parks within the town centre.

• Operational 9am to 6pm;

• Mon-Sat - 1p per min for first hour, 80p per hour thereafter / max stay 2 hours;

• Sun – 1p per min, £1 all day;



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4 Servicing and Access Strategy 4.1 A servicing and access review has been undertaken as part of the proposals. This was to

understand the existing use by residential and commercial properties in the area and to recommend how access could operate in the future following the proposed development of The New Central Library and the public realm improvements associated with the Market Place.

Existing Arrangement Market Place

4.2 The Market Place has an existing ‘Motor Vehicles Prohibited’ restriction in place at the western entry point. This is supplemented by one way signage that direct vehicles around the Market Place to exit via the eastern exit point which is signed as a ‘No Entry’.

4.3 No supplementary plate is provided in association with the prohibition which means that no motor vehicles should be entering the Market Place at any time. There are a number of exemptions included in the TRO schedule to allow for access to the rear of the apartments and for servicing to the Market Place and to Union Alley.

4.4 The carriageway of the Market Place is marked with ‘No Waiting or Loading at Any Time’ lines, supplemented by signs on posts or bollards. Three marked loading bays are provided on the Market Place, to the front of South Tyneside Home Finder, Wilkinsons and The Tram Inn. These bays have no signed time periods and are therefore in use at any time (subject to passing through the prohibition).

4.5 Market Place provides connection to Union Alley which offers rear access to some properties on King Street and to North Street. Union Alley is also marked with ‘No Waiting or Loading at Any Time’ lines with a number of marked loading bays. Off street loading areas also exist for some properties.

Figure 4.1 Western Access to Market Place



Figure 4.2 Eastern Access to Market Place

King Street

4.6 King Street has an existing ‘Pedestrian Zone’ in operation which restricts access by all vehicles except for loading by goods vehicles Mon – Sat between 7am – 10am and 4pm – 7pm. This is supplemented by a one way system. It is therefore intended that goods vehicles can enter King Street from Ocean Road and exit on to Market Place during the identified periods.

4.7 The establishment of the pedestrian zone negates the need for road marking and repeater signs to be provided throughout the zone.

4.8 It has been noted that an existing rising bollard system exists on King Street which is operated remotely by the adjacent CCTV system. The rising bollard and associated traffic light system can be seen on the figures below. It is understood from discussions with South Tyneside Council that this system has only been in sporadic use due to technical issues with its operation.



21

Figure 4.3 Eastern Access to King Street

Figure 4.4 Western Access to King Street



Existing Servicing at Market Place & Union Alley

4.9 Investigation has been undertaken to understand how access and deliveries currently take place to the Market Place and Union Alley. This is largely based on information provided by STC supplemented by on site observations and assumptions. Below follows a discussion of some of the key issues identified.

• Apartments located in the north western corner of Market Place have a split undercroft car park allowing access/egress to one level of parking from Ferry Street and one level from Market Place. It is considered that access for residents to these properties cannot be restricted and therefore access is considered to be required all times.

• Deliveries take place throughout the day and night. Under the current schedule there is not considered to be a suitable time period when a complete restriction could be in place.

• Large vehicles (in excess of 7.5t) are accessing the Market Place throughout the day.

• Taxis were witnessed negotiating Market Place on a regular basis. They were witnessed picking up shoppers from various points on Market Place, and when an immediate pick-up was not available, idling at the end of King Street.

• A number of marked loading bays are provided on Market Place. These were witnessed being used by the general public to collect friends/family that had been using the shops.

4.10 In addition to the above investigation, a traffic survey was undertaken to ascertain the volume and classification of vehicles accessing and egressing from the Market Place during a full week. A traffic count was undertaken inclusive of Saturday 17th to Friday 23rd May. This count recorded vehicles as they entered the Market Place via the western access and exited the Market Place via the eastern access. Table 4.1 summaries the 24 hour and peak hour movements for the week.

4.11 The network peak periods were identified from a manual turning count undertaken at the Coronation Street / Ferry Street roundabout as 8:30 – 9:30am for the morning peak and between 16:45 – 17:45pm for the evening peak.

Table 4.1 Existing Traffic Movements at the Market Place

Day 24 Hour Morning Peak Evening Peak

In Out In Out In Out

Saturday 594 611 40 41 43 59

Sunday 365 407 8 9 7 13

Monday 443 493 28 34 27 42

Tuesday 319 363 29 31 14 28

Wednesday 312 343 28 23 19 25

Thursday 384 423 36 26 23 33

Friday 585 598 49 62 27 29

4.12 Table 4.1 identifies that a greater number of vehicles exit than enter the Market Place within each 24 hour period and predominantly within each of the assessed peak hours. This difference can largely be explained by the one-way access from King Street which is used by service vehicles. It could also be as a result of vehicles exiting from parking areas associated with the apartments or parking within Union Alley.



23

4.13 The results of the survey identify the maximum number of vehicles using the Market Place in a 24 hour period is 594 vehicles ‘In’ and 611 ‘Out’ on a Saturday. The highest volume of vehicles on a weekday is 585 ‘In’ and 598 ‘Out’ which occurs on a Friday. Both these periods are when the market is in operation. The third highest 24 hour flow occurs on a Monday; again this coincides with market day.

4.14 The greatest volume during the network morning peak is 49 vehicles ‘In’ and 62 vehicles ‘Out’ on a Friday. The greatest volume during the network evening peak is 43 ‘In’ and 59 ‘Out’ which occurs on a Saturday. Again these peak movements coincide with market days. Based on the worst case movement of circa 60 movements per hour, which equates to one vehicle per minute, identifies that there are no capacity issues associated with the proposed layout.

4.15 An analysis of the vehicle classification has also been undertaken as shown on Figure 4.5 and 4.6. Analysis of the vehicle classification during the worst case periods, identified above as Saturday and Friday and specifically Friday morning network peak and Saturday evening network peak, has been undertaken.

Figure 4.5 Saturday 24hr Period & Saturday Evening Peak – Volume and Classification



Figure 4.6 Friday 24hr Period & Friday Morning Pea k – Volume and Classification

4.16 The analysis demonstrates that the vast majority of vehicles using the Market Place are cars (including taxis). The analysis suggests that a large number of vehicles are entering the Market Place that could be excluded, even when factoring in an allowance for vehicles genuinely accessing the apartments, parking areas within Union Alley or loading to the retail properties.

4.17 Light goods vehicles access the Market Place throughout the day. Nonetheless the total number in any one 24 hour period is considered to be small.

4.18 Based on an analysis of the existing servicing and access to the Market Square a proposed strategy has been identified as outlined below.

Proposed Servicing and Access Strategy 4.19 It is proposed to introduce a two stage servicing strategy for the New Central Library and the

Market Place. Stage 1 considers the strategy to be employed in the short/medium term following the building’s opening. Stage 2 considers the potential servicing strategy to be employed as part of the wider masterplan.

Stage 1

4.20 Stage 1 assumes that Church Way/Chapter Row will remain open to facilitate the east-west movement of scheduled bus services, taxis and access to St Hilda’s Church across the town centre.

4.21 Two separate loading bays will afford servicing to the New Central Library. They will be located on Ferry Street and Church Way. The existing bus stand located on the corner of the Market Place and Church Way will remain in operation throughout Stage 1. The adjacent layover bay will be removed. There is considered to be several alternative locations at other bus stops on Church Way or Keppel Street where any service using this bay could be relocated. This was demonstrated when demolition work was undertaken on Woodhave House and the layover area was out of use.



25

4.22 Access to the front of The New Central Library will controlled by a rising bollard system, which will operate on the western side of the Market Place. This will restrict movement between 8am and 6pm 7 days a week. Outside of this time period i.e. from 6pm to 8am, the bollard will be lowered allowing access by HGVs. As a result no vehicles will pass in front of the main access to The New Central Library throughout its hours of opening and there will be no conflict between vehicles and pedestrians between 8am and 6pm.

4.23 The eastern access point to the Market Place will also have restricted access during 8am – 6pm except for permitted vehicles as shown on the gateway signs or included within the legal order as exemptions. Permitted vehicles are considered to be service vehicles of less than 7.5 tonnes, residents accessing the adjacent apartments and the market traders. The design and layout of the proposed shared space will nevertheless ensure that motorists feel like guests and drive slowly. The removal of what currently feels like a through road around the Market Place will restrict the volume of extraneous vehicles within the Market Place.

4.24 The market operates between 9am and 4pm. The restriction and subsequent exemption therefore affords access for traders to setup and exit the Market Place.

4.25 Drawings showing the proposed signage during Stage 1 and tracked movement of vehicles can be seen on NEA1239/CH/SI01 & NEA1239/CH/SP11 to /14 in Appendix B .

4.26 The proposed restrictions will be subject to a full consultation process as part of the statutory legal requirement.

Stage 2

4.27 As part of Stage 2, through movement on Church Way/Chapter Row will be removed. All bus services will be re-routed through the town centre via an agreed route. Any vehicle delivering to the New Central Library will need to approach via Station Road.

4.28 A turning facility will be provided on Church Way to facilitate the movement of light good vehicles and cars maintaining access to St Hilda’s Church.

4.29 Rising bollards will still be in operation on the western access to Market Place as outlined above.

4.30 General ‘restricted’ access to the Market Place will be afforded via Coronation Street and Cornwallis Street.

4.31 As with Stage 1, the proposed restrictions will be subject to a full consultation process as part of the statutory legal requirement.

Servicing for The New Central Library

4.32 It is understood that deliveries to the various elements of the New Central Library could come at a variety of times, in a range of vehicles and could often be required to wait/load for protracted periods. The indicative number of vehicles anticipated to be serving The New Central Library is outlined below. In the case of the library, this is based on information provided regarding the existing library facility; the remaining elements are based on assumptions from experience of similar sites.



Table 4.2 Proposed Service Vehicles

Delivery Frequency/Duration Vehicle Size Time Perio d

Library

Main book supplier 2 deliveries per week,

20-30 minutes per delivery.

7.5 tonne panel lorry with tail lift Any time

Other book suppliers Daily, up to 5 minutes

per delivery. Transit van Any time

Paper supplier 7.5 tonne panel lorry

with tail lift 7.5 tonne panel lorry

with tail lift Any time

Inter library loan service

3 per week, 15 minutes per visit.

Transit van Any time

Branch Delivery 2 per day at 9am and 3pm. 20 mins per visit

Transit van 2 per day at 9am and

3pm.

Cafe

Perishable goods 2 deliveries per day. 5-10 minutes per delivery

Transit van/3.5t rigid vehicle 2 deliveries before 8am

Non-perishable goods 2 deliveries per week.

10-15 minutes per delivery

3.5t rigid vehicle Any time

Restaurant

Perishable goods 2 deliveries per day. 5-10 minutes per delivery

Transit van/3.5t rigid vehicle

2 deliveries before 10am




Retail Outlet (TBC) Assumed newsagent

Newspaper/magazines 1 deliveries per day. 5-10 minutes per delivery

Transit van/3.5t rigid vehicle 2 deliveries before 8am




Open Zone

Coaches 2 coaches per day. 10-15 minutes at pick up

and drop off. Coach

10 – 12 noon & 2 – 4pm

Exhibition Space

Exhibition materials Monthly Transit van/3.5t rigid

vehicle/7.5T articulated vehicle

Any time

4.33 The provision of two loading bays in the vicinity of The New Central Library is considered to provide sufficient loading space to accommodate the anticipated servicing schedule. They will be located on Ferry Street and Church Way



27

Proposed Car and Cycle Parking Assessment 4.34 Parking for the development needs to be considered in context of the wider masterplan. Future

phases of the masterplan will see the development of a multi-storey car park on the existing Oyston Street car park. This car park will serve the existing and new retail and leisure developments within the town centre in particular the proposed cinema complex. The proposed Harton Quays car park, included as part of this application, will serve the west of the town centre and in particular the New Central Library and Market Place.

4.35 STC’s car and cycle parking standards within SPD 6 have been reviewed to consider the provision required for the development.

4.36 The provision of operational space, defined as space required for vehicles involved in the operation of the site, i.e. for manoeuvring, loading / unloading of delivery vehicles and for the picking-up / setting-down of passengers, is addressed by the two loading bays identified above.

4.37 Given that the development is within South Shields town centre, the provision is governed by the town centre standards. SPD6 outlines that the maximum car parking standards methodology is based on the principle that the town centre location demonstrates better accessibility by public transport, walking and cycling, than other more peripheral locations. Therefore, there is less of a requirement to provide new car parking facilities in these more central locations. Within the town centre, developments will normally be permitted to provide only for operational space, with parking provision provided by free or pay & display public parking.

4.38 SPD6 also outlines a number of supporting aims for encouraging the provision of operational space only within town centres:

• encouraging a more efficient use of land in town centres and the foreshore;

• avoiding the potential loss of urban form and character in town centres (and local neighbourhoods);

• avoiding the haphazard distribution of private car parks, not necessarily related to the local road network;

• concentrating the provision of non-operational parking in town centres and on the Foreshore, in the form of strategically located car parks available for use by the general public and with good access arrangements; and

• adopting an effective parking management policy in central areas to ensure the continued vitality of the boroughs town centres.

4.39 The strategic provision of car parking as outlined in the masterplan document, and in this application the provision of the Harton Quay Car Park, is considered to tie in with these aims.

4.40 The provision of non-operational car parking and cycle parking is outlined in Table 4.3 . It identifies that the New Central Library warrants the provision of 14 car parking spaces which will be accommodated within town centre car parks e.g. at Customs House. It identifies that the New Central Library warrants the provision of 20 cycle parking spaces or ten racks which will be accommodated within the adjacent Harton Quay car park. To promote sustainability it is considered appropriate to double this provision to 40 cycle parking spaces or 20 racks.



Table 4.3 Car and Cycle Parking Standards

Element Development Type

Size (sqm)/ Staff

Standard Provision

Archive/ Plant/ Bin

Store Complimentary Use No Provision

Gallery/ Exhibition/

Cafe

Libraries, art galleries, museums

2 staff. 714sqm

Car – 10% of 1 space per 2 staff plus 1 space per 30sqm for visitors

Cycle – 2 spaces per 200sqm

Car – 1 space staff plus 2.5 spaces for

visitors Cycle – 3 spaces

Retail Outlet

Shops >500sqm

158sqm Car – 10% of 1 space per 30sqm Cycle – 2 spaces per 100sqm

Car – 0.5 spaces Cycle – 2 spaces

Office / Staff Area/

Meeting Room

Complimentary Use No Provision

Open Zone

Residential, educational and training

centres

6 staff. Visitors

by coach

Car – 50% of 1 space per 2 staff plus parking for visitors

Cycle – 1 spaces per 5 staff plus parking for occupants

Car – 1.5 spaces Cycle – 2 spaces

Library Libraries, art

galleries, museums

8 staff. 1172sq

m

Car – 10% of 1 space per 2 staff plus 1 space per 30sqm for visitors

Cycle – 2 spaces per 200sqm

Car - 0.5 spaces for staff plus 4 spaces

for visitors Cycle – 6 spaces

Restaurant/ Kitchen

Restaurants 335sqm Car – 10% of 1 space per 10sqm

Cycle – 2 spaces per 50sqm Car - 3.5 spaces Cycle – 6 spaces

Total

Car – (13.5) rounded to 14

spaces Cycle – (19)

rounded to 20 spaces or 10 racks



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5 Trip Generation

Person & Vehicle Trip Generation 5.1 The proposed Market Place improvements and car park are not considered to have a person or

vehicle trip generation in their own right, rather as acting as complimentary uses for the town centre. This section of the assessment will therefore consider The New Central Library in isolation.

5.2 The proposed New Central Library development will be a bespoke mix of uses and therefore is not considered to be directly comparable with other sites. The proposed trip generation methodology will therefore involve a mix of first principles and TRICs database analysis.

5.3 The proposed person and vehicle trip generation is outlined in Table 5.1 below.

5.4 Where TRICs has been used it is V7.1.1 and sites from London, South East and Ireland have been removed to provide greater accuracy. The full TRICs output can be seen in Appendix C .

5.5 Where first principles have been used, to assess a worst case it is assumed that staff trips occur during the peak hours. To convert person trips to single occupancy vehicle trips a modal split of 50% has been assumed in line with South Tyneside’s journey to work census data.

Table 5.1 Person and Vehicle Trip Generation

Element Commentary/Size

Person Trips Vehicle Trips

Morning Peak Evening Peak Morning Peak Evening

Peak

Arr Dep Arr Dep Arr Dep Arr Dep

Archive/ Plant/ Bin

Store No specific generation except deliveries as outlined above

Gallery/ Exhibition/

Cafe

TRICs – Assessed as Gallery/Exhibition

(714sqm) 1 0 4 14 1 0 1 1

Retail Outlet

TRICs – assessed as Local Shops (158sqm)

10 9 17 17 6 6 7 7

Office/ Staff Area/

Meeting Room

No specific generation as complimentary to other uses

Open Zone First Principles - 6 staff

plus coach trips as outlined above

6 0 0 6 3 0 0 3

Library TRICs – assessed as

Library (1172sqm) 27 7 58 63 20 6 20 28

Restaurant/ Kitchen

TRICs – Assessed as Restaurant (335sqm)

0 0 12 9 0 0 4 3

Total 44 16 91 109 30 12 32 42

5.6 However as agreed with STC during scoping discussions the methodology needs to ensure the double counting of trips is avoided. This is discussed in more detail below.



5.7 The building will have a number of complimentary uses resulting in internal linking of trips within the building. For example a number of people who use the gallery/exhibition/cafe will have made the primary trip to browse the library. Additionally it is considered unlikely that people will make a specific trip into the retail outlet, assumed to be newsagents, rather they are anticipated to be people who work in the facility or are using the library.

5.8 The building will have a number of complimentary uses resulting in external linking of trips within the town centre. For example a number of people whose primary trip purpose is the library may also do shopping in the town centre. Similarly people who do shopping in the town centre may choose to use the cafe facilities. Furthermore people who work in the town centre may use the restaurant at lunch time or on evenings.

5.9 In addition to the linking of trips, it is assumed that a number of these trips are already on the network. The library and community facilities housed within The New Central Library are a replacement of the existing library facility located between Fowler Street and Anderson Street. Staff and visitor vehicular trips associated with this facility are therefore already on the network. These trips are likely to be redistributed as a result of the relocation of the facility. Whilst they will increase the impact on some junctions and car parking availability, they will decrease the impact on other junctions and car parking availability. Trips associated with the existing library will therefore need to be netted off when considering future phases of the masterplan.

5.10 Clearly it is very difficult to quantify this linking of trips. However it is considered that the vast majority of trips will be existing or linked town centre trips with a small number of trips being new or purely to access The New Central Library in isolation. Table 5.2 identifies the vehicle trip generation assuming a 50% reduction to account for double counting associated with linked trips.

Table 5.2 Vehicle Trip Generation

Element

Vehicle Trips

Morning Peak Evening Peak

Arr Dep Arr Dep

The New Central Library - Worst Case Generation

30 12 32 42

The New Central Library - 50% Generation

15 6 16 21

5.11 Given the accepted uncertainty in generating person and vehicle trips associated with a non-standard building and the difficulty in quantifying the linking of trips; it was agreed with STC during scoping to undertake an alternative method of impact assessment that is considered to be more robust. This impact assessment is outlined in Section 6.



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6 Impact Assessment

Base Model Traffic 6.1 Traffic survey information has been acquired from STC. This consists of a classified manual

turning count at the Coronation Street / Station Road Roundabout undertaken in 2013.

6.2 The figures have been growthed up to the developments anticipated opening year of 2015 and to 2020 to assess future impact. The data has been growthed using NTM and adjusted to local conditions using TEMPRO. Table 6.1 shows the growth rates used for this exercise.

Table 6.1 Growth Factors

Year Growth Factor

2013 - 2015 1.00725

2013 - 2020 1.02625

6.3 The peak periods analysed are 8:30 – 9:30am for the morning peak and 16:45 – 17:45pm for the evening peak.

6.4 The base traffic for 2015 and 2020 can be viewed on Drawing NEA1239/01 - /04 in Appendix D . The base traffic movements will be unaffected by the proposed Stage 1 works.

6.5 Junctions 8 has been used to assess the capacity of the Coronation Street roundabout under the base scenario 2015 and 2020. Below are the results of the model with the Ratio of Flow to Capacity (RFC) values and queue lengths for the different arms of the junctions. The full Junctions 8 output files are included within Appendix E .

Table 6.2 Base Assessment - 2015

Arm Max RFC Max Delay (s) Max Queue (pcu)

Morning Peak

Station Road 0.35 4.83 0.55

Commercial Road 0.31 4.34 0.45

Harton Quay 0.02 4.21 0.02

Ferry Street 0.21 3.22 0.26

Coronation Street 0.14 3.20 0.16

Evening Peak



Harton Quay 0.06 4.19 0.07





Table 6.3 Base Assessment - 2020


Morning Peak



Harton Quay 0.02 4.26 0.02



Evening Peak



Harton Quay 0.06 4.23 0.07



Development Traffic 6.6 Given the accepted uncertainty in generating person and vehicle trips associated with a non-

standard building and the difficulty in quantifying the linking of trips; it was agreed with STC during scoping to undertake an alternative method of impact assessment that is considered to be more robust.

6.7 The assessment includes junction capacity modelling of the Coronation St/Station Rd Roundabout assuming that the new car park (forming part of this application) fully fills up in the morning peak i.e. 50 vehicles turning from Station Road into Harton Quay and then fully empties in the evening peak i.e. 50 vehicles turning from Harton Quay to Station Road. The car park capacity is for 40 vehicles, this therefore ensures a robust capacity assessment.

6.8 This will be supplemented by five OGVs travelling north and five OGVs travelling south in both peak hours i.e. from Station Road to Ferry Street and vice versa, to take account of servicing vehicles. It is acknowledged that in practice this is highly unlikely to occur, but it is considered to demonstrate the available capacity (or otherwise) at the roundabout.

6.9 The base plus development traffic for 2015 and 2020 can be viewed on Drawing NEA1239/05 - /08 in Appendix D .

6.10 Junctions 8 has been used to assess the capacity of the Coronation Street roundabout under the base plus development scenario for 2015 and 2020. Below are the results of the model with the Ratio of Flow to Capacity (RFC) values and queue lengths for the different arms of the junctions. The full Junctions 8 output files are included within Appendix E .



33

Table 6.4 Base + Development Assessment - 2015


Morning Peak



Harton Quay 0.02 4.35 0.02



Evening Peak



Harton Quay 0.12 4.45 0.13



Table 6.5 Base + Development Assessment - 2020


Morning Peak



Harton Quay 0.02 4.39 0.02



Evening Peak



Harton Quay 0.12 4.49 0.13



6.11 The assessment is considered to show that the junction will continue to work well within its theoretical capacity and no remedial works to provide additional capacity are necessary as a direct result of the proposed development.

6.12 No junction capacity assessment of the Ferry Street / Church Way roundabout has been undertaken. However given the nominal number of additional vehicles anticipated to pass through the junction, identified as five OGVs travelling north and south in both peak hours in the capacity assessment above; no capacity issues are anticipated.



7 Conclusion 7.1 JMP have been appointed to carry out a Transport Assessment and Travel Plan for a proposed

development in South Shields town centre, South Tyneside. The development consists of:

• Proposed New Central Library & Digital Media Centre;

• Proposed Market Place public realm improvement; and

• Proposed Harton Quays car park.

7.2 The assessment has gone through the following stages:

• Existing transport conditions;

• Collision analysis;

• Servicing and Access Strategy;

• Trip generation calculations; and

• Impact assessment.

7.3 A servicing and access strategy has been outlined as part of the proposals. It is proposed to introduce a two stage servicing strategy for the New Central Library and the Market Place. Stage 1 considers the strategy to be employed in the short/medium term following the buildings opening. Stage 2 considers the potential servicing strategy to be employed as part of the wider masterplan. The carriageway running around the Market Place will be widened to accommodate two way traffic movements for access by residents and businesses. Given the existing flow of vehicles recorded using the Market Place there are considered to be no operational capacity issues with the proposed strategy.

7.4 A review of car and cycle parking for the development has been considered in context of the wider masterplan and in line with SPD 6. This outlined the requirement for the Harton Quays Car Park and calculated the number of cycle parking spaces required.

7.5 The person and vehicle trips generated by the development were calculated using both first principles and TRICs analysis. As agreed with STC during scoping discussions the methodology needed to ensure double counting of trips was avoided. An estimate of the number of trips that were for complimentary uses resulting in linking of trips within the building and the town centre as a whole were calculated. In addition consideration of the number of trips that currently exist was made. The analysis summarised that the vast majority of trips will be existing or linked town centre trips with a small number of trips being new or purely to access The New Central Library in isolation.

7.6 Given the accepted uncertainty in generating trips associated with a non-standard building and the difficulty in quantifying the linking of trips; it was agreed with STC during scoping to undertake an alternative method of impact assessment that is considered to be more robust.

7.7 The assessment included junction capacity modelling of the Coronation St/Station Rd Roundabout assuming that the new car park (forming part of this application) fully fills up in the morning peak and then fully empties in the evening peak. This was supplemented by OGVs travelling north and south to take account of servicing vehicles.



35

7.8 The assessment is considered to show that the junction will continue to work well within its theoretical capacity and no remedial works to provide additional capacity are necessary as a direct result of the development of the site.



A1

Appendix A

Collision Data

Year Month Acc Ref Veh Ref Type Of Vehicle Towing or Articulation Manoeuvres Travel From Travel To Vehicle Location Junction Location Skidding and Overturning Hit Object In CarriagewayFirst Point of Impact Sex Of Driver Age Of Driver

09 01 0009209 001 Car No tow or articulation Reversing South East North West On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Back Male 81

10 02 0126810 001 Car No tow or articulation Reversing North East South West On main carriageway - not in restricted lane Cleared junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Back Male 52

09 03 0166609 001 Bus or coach (17 or more passenger seats) Articulated Vehicle Moving off South West North East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 33

10 07 0413510 001 Bus or coach (17 or more passenger seats) No tow or articulation Parked Parked Parked Bus Lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 53

09 10 0664109 001 Bus or coach (17 or more passenger seats) No tow or articulation Waiting to go ahead but held up South West North East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 42

10 08 0521310 001 Bus or coach (17 or more passenger seats) No tow or articulation Moving off North East South West On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Offside Male

10 08 0521310 002 Car No tow or articulation Going ahead other North East South West On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Nearside Female 45

09 08 0550309 001 Car No tow or articulation Going ahead other North East South West On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Front Male 42

10 09 0564810 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping South West North East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 57

10 09 0576010 001 Bus or coach (17 or more passenger seats) No tow or articulation Moving off South West North East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Female 54

10 12 0776210 001 Bus or coach (17 or more passenger seats) No tow or articulation Going ahead other South West North East Bus Lane Mid junction - on roundabout or on main road No skidding, jack-knifing or overturning None Nearside Male 54

10 12 0776210 002 Car No tow or articulation Turning right North West South West On main carriageway - not in restricted lane Entering main road Skidded None Front Male 46

11 03 0201611 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping North East South West Bus Lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Front Male 23

11 04 0212811 001 Motorcycle over 125cc and up to 500cc No tow or articulation Going ahead other South West North East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Front Male 17

11 04 0212811 002 Car No tow or articulation Moving off South West North East Leaving lay-by or hard shoulder Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Offside Female 34

11 04 0228911 001 Car No tow or articulation Turning right South West South East On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Nearside Female 61

11 04 0228911 002 Pedal Cycle No tow or articulation Going ahead other North East South West On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Front Male 45

11 05 0277411 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping North East South West Bus Lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Did not impact Male 56

11 05 0294311 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping South West North East On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Offside Male 54

11 07 0386811 002 Bus or coach (17 or more passenger seats) No tow or articulation Going ahead other North East South West On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Did not impact Male 35

11 07 0386811 001 Car No tow or articulation Turning right South North East On main carriageway - not in restricted lane Entering main road No skidding, jack-knifing or overturning None Did not impact Not traced

11 12 0778511 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping North East South West On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 47

12 02 0098412 002 Pedal Cycle No tow or articulation Going ahead other North South On main carriageway - not in restricted lane Mid junction - on roundabout or on main road No skidding, jack-knifing or overturning None Did not impact Male 33

12 02 0098412 001 Car No tow or articulation Turning left North East South On main carriageway - not in restricted lane Entering roundabout No skidding, jack-knifing or overturning None Did not impact Not traced

12 05 0258312 001 Car No tow or articulation Going ahead other South East North West On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Front Male 46

12 07 0381112 001 Bus or coach (17 or more passenger seats) No tow or articulation Going ahead other West East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 55

12 10 0606212 001 Car No tow or articulation Turning right South East On main carriageway - not in restricted lane Entering main road No skidding, jack-knifing or overturning None Offside Male 56

12 12 0702612 001 Bus or coach (17 or more passenger seats) No tow or articulation Moving off South West North East Bus Lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 56

12 12 0708812 001 Bus or coach (17 or more passenger seats) No tow or articulation Turning right East North On main carriageway - not in restricted lane Entering main road No skidding, jack-knifing or overturning None Did not impact Male 25

12 12 0720612 001 Goods vehicle 3.5 tonnes maximum gross weight (mgw) and underNo tow or articulation Reversing West East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Back Not traced

13 02 0161413 002 Car No tow or articulation Waiting to go ahead but held up South North On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Back Female 37

13 02 0161413 001 Car No tow or articulation Going ahead other South North On main carriageway - not in restricted lane Approaching junction or waiting/parked at junction exit No skidding, jack-knifing or overturning None Front Male 27

13 03 0132613 001 Goods vehicle 3.5 tonnes maximum gross weight (mgw) and underNo tow or articulation Reversing East West On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Back Male 27

13 08 0407613 001 Bus or coach (17 or more passenger seats) No tow or articulation Slowing or stopping West East On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Front Male 59

13 10 0566713 001 Car No tow or articulation Turning right South North On main carriageway - not in restricted lane Entering main road No skidding, jack-knifing or overturning None Offside Female 18

13 10 0566713 002 Bus or coach (17 or more passenger seats) No tow or articulation Going ahead right hand bend North East South West On main carriageway - not in restricted lane Mid junction - on roundabout or on main road No skidding, jack-knifing or overturning None Front Male 63

13 11 0653413 001 Bus or coach (17 or more passenger seats) No tow or articulation Moving off South North On main carriageway - not in restricted lane Not at, or within 20 metres of junction No skidding, jack-knifing or overturning None Did not impact Male 36

Year Month Acc Ref Veh

Ref

Cas

Ref

Casualty Class Sex Age Severity Pedestrian Location Pedestrian Movement Pedestrian

Direction

School Pupil

Casualty

Car Passenger Bus Or Coach Passenger Pedestrian Injured In

Road Works

Cycle Helmet

Worn

09 01 0009209 1 1 Pedestrian Female 83 Serious In carriageway, crossing elsewhere Crossing from driver's nearside South West Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

10 02 0126810 1 1 Pedestrian Female 33 Serious In carriageway, crossing elsewhere Crossing from driver's nearside South East Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

09 03 0166609 1 1 Vehicle or pillion passenger Female 71 Slight Other Not a car passenger Boarding Not known Not a Cyclist

10 07 0413510 1 1 Vehicle or pillion passenger Female 30 Slight Other Not a car passenger Seated passenger Not known Not a Cyclist

09 10 0664109 1 1 Vehicle or pillion passenger Female 83 Slight Other Not a car passenger Boarding Not known Not a Cyclist

10 08 0521310 2 1 Driver or rider Female 45 Slight Other Not a car passenger Not a bus or coach passenger Not known Not a Cyclist

10 08 0521310 2 2 Vehicle or pillion passenger Female 20 Slight Other Front seat passenger Not a bus or coach passenger Not known Not a Cyclist

10 08 0521310 2 3 Vehicle or pillion passenger Female 20 Slight Other Rear seat passenger Not a bus or coach passenger Not known Not a Cyclist

09 08 0550309 1 1 Pedestrian Female 89 Slight In carriageway, crossing on pedestrian crossing facility Crossing from driver's nearside North West Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

10 09 0564810 1 1 Vehicle or pillion passenger Male 40 Slight Other Not a car passenger Standing passenger Not known Not a Cyclist


10 09 0576010 1 1 Vehicle or pillion passenger Male 56 Slight Other Not a car passenger Boarding Not known Not a Cyclist

10 12 0776210 2 1 Driver or rider Male 46 Slight Other Not a car passenger Not a bus or coach passenger Not known Not a Cyclist

11 03 0201611 1 1 Vehicle or pillion passenger Female 36 Slight Other Not a car passenger Standing passenger Not known Not a Cyclist


11 04 0228911 2 1 Driver or rider Male 45 Slight Other Not a car passenger Not a bus or coach passenger Not Known

11 05 0277411 1 1 Vehicle or pillion passenger Female 52 Slight Other Not a car passenger Standing passenger Not known Not a Cyclist


11 07 0386811 2 1 Vehicle or pillion passenger Female 80 Slight Other Not a car passenger Seated passenger Not a Cyclist

11 12 0778511 1 1 Driver or rider Male 47 Slight Other Not a car passenger Not a bus or coach passenger Not a Cyclist

11 12 0778511 1 2 Vehicle or pillion passenger Female 50 Slight Other Not a car passenger Alighting Not a Cyclist

12 02 0098412 2 1 Driver or rider Male 33 Slight Other Not a car passenger Not a bus or coach passenger Yes

12 05 0258312 1 1 Pedestrian Female 71 Serious In carriageway, crossing on pedestrian crossing facility Crossing from driver's offside - masked by

parked or stationary vehicle

South West Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

12 07 0372212 1 1 Pedestrian Male 20 Slight In carriageway, not crossing In carriageway, stationary - not crossing

(standing or playing)

Standing Still Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

12 07 0381112 1 1 Vehicle or pillion passenger Female 65 Slight Other Not a car passenger Alighting Not a Cyclist

12 10 0606212 1 1 Pedestrian Female 60 Serious In carriageway, crossing within zig-zag lines at crossing exit Unknown or other South Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

12 12 0702212 1 1 Pedestrian Female 17 Slight In carriageway, crossing on pedestrian crossing facility Crossing from driver's nearside East Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

12 12 0702612 1 1 Vehicle or pillion passenger Female 64 Serious Other Not a car passenger Standing passenger Not a Cyclist

12 12 0708812 1 1 Vehicle or pillion passenger Female 37 Slight Other Not a car passenger Standing passenger Not a Cyclist


12 12 0720612 1 1 Pedestrian Female 24 Slight On footway or verge Unknown or other Standing Still Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

13 02 0161413 2 1 Driver or rider Female 37 Slight Other Not a car passenger Not a bus or coach passenger Not a Cyclist

13 03 0132613 1 1 Pedestrian Female 80 Slight In centre of carriageway, not on refuge, central island or central

reservation

Crossing from driver's offside North Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

13 03 0132613 1 2 Pedestrian Female 75 Slight In centre of carriageway, not on refuge, central island or central

reservation

Crossing from driver's offside North Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

13 08 0407613 1 1 Pedestrian Female 61 Slight In carriageway, crossing elsewhere Crossing from driver's nearside North Other Not a car passenger Not a bus or coach passenger No Not a Cyclist

13 10 0566713 1 1 Driver or rider Female 18 Slight Other Not a car passenger Not a bus or coach passenger Not a Cyclist

13 10 0566713 2 2 Driver or rider Male 63 Slight Other Not a car passenger Not a bus or coach passenger Not a Cyclist


Year Month Acc Ref No

Veh

Cas

No

Sev Location Description General Description CF 1 CF 1

Veh/Cas

CF1

Ref

CF 1 -

Conf

CF 2 CF 2

Veh/Cas

CF2

Ref

CF 2 -

Conf

CF 3 CF 3

Veh/Cas

CF3

Ref

CF 3 -

Conf

CF 4 CF 4

Veh/Cas

CF4

Ref

CF 4 -

Conf

CF 5 CF 5

Veh/Cas

CF5

Ref

CF 5 -

Conf

CF 6 CF 6

Veh/Cas

CF6

Ref

CF6

Conf

09 01 0009209 1 1 Serious MARKET PLACE SOUTH SHIELDS V1 PARKED ON MARKET PLACE FACING SE, PED CROSSING FROM N/SIDE PUTS HAND ON V1 TO STEADY HERSELF, V1 REVERSES, PED FALLS TO GROUND Vehicle blind spot V 1 B Disability or illness,

mental or physical

C 1 B

10 02 0126810 1 1 Serious MILL DAM J/W COMMERCIAL ROAD V1 REVERSING S/W ON MILL DAM, V1 FAILED TO SEE PED CROSSING MILL DAM TO REAR OF V1, N/S OF V1 COLLIDED WITH PED

09 03 0166609 1 1 Slight CHAPTER ROW SOUTH SHIELDS AS V1 PULLS AWAY FROM BUS STOP PASSENGER FALLS OVER AS SHE IS ATTEMPTING TO SIT DOWN

10 07 0413510 1 1 Slight MARKET PLACE SOUTH SHIELDS V1 A PSV PULLS UP TO BUS STOP AND STOPS TO LET PASSENGER BOARD. THE PASSENGER HAS FALLEN CAUSING INJURY AS PASS BOARDED BUS. Other V 1 A

09 10 0664109 1 1 Slight CHURCH WAY 30M E J/W FERRY ST, SOUTH V1 TRAV. N/W ON CHURCH WAY, STOPS AT BUS STOP AT REQUEST OF PASS. PASSENGER TRIPS WHILST BOARDING V1, CAUSING INJURY Other C 1 A

10 08 0521310 2 3 Slight CHAPTER ROW J/W CORONATION V2 TRAV SOUTH WEST ON CHAPTER ROW WHEN V1 A PSV HAS PULLED OUT FROM THE SIDE OF THE ROAD INTO V2 PATH. V1 OFFSIDE HAS COLLIDED WITH V2 NEARSIDE. Failed to look properly V 1 A

09 08 0550309 1 1 Slight CHAPTER ROW J/W STATION ROAD

O/S ST HILDAS CHURCH

V1 TRAV. S/W ON CHAPTER ROW, PED. ENTERED PEDESTRIAN CROSSING INFRONT OF V1, V1 COLLIDED WITH PED. Disobeyed automatic traffic signal V 1 B Exceeding speed limit V 1 B Careless, reckless or

in a hurry

V 1 B Crossing road masked by

stationary or parked vehicle

C 1 A Failed to look properly C 1 A Wrong use of

ped crossing

C 1 A

10 09 0564810 1 2 Slight CHAPTER ROW O/S JOB CENTRE SOUTH SHIELDS V2 TRAV NORTH EAST ON CHAPTER ROW NEAR KEPPLE STREET WHEN A PED HAS STEPPED OUT INTO THE PATH OF V2. V2 HAS BRAKED TO AVOID A COLLISION AND 2 PASSENGERS

ON THE BUS HAVE FALLEN OVER.

Sudden braking V 1 A

10 09 0576010 1 1 Slight MARKET PLACE SOUTH SHIELDS V1 A PSV TRAV NORTH EAST AT MARKET PLACE DROPPING PASS OFF. V1 STARTED TO SLOWLY MOVE OFF WHEN THE DRIVER SAY PED RUNNING FOR BUS DRIVER BRAKED CAUSING

PASSENGER TO GET HAND TRAPPED NEXT TO SEAT.

Sudden braking V 1 A

10 12 0776210 2 1 Slight CHAPTER ROW J/W EAST STREET V1 TRAV. N/E ON CHAPTER ROW APP GIVEWAY SIGN J/W EAST ST, CONTINUES STRAIGHT AHEAD BELIEVING JUNCTION TO BE CLEAR, V2 TURNS RIGHT FROM EAST RD ONTO

CHAPTER ROW, COLLIDING WITH V1

Failed to judge other person's path or

speed

V 1 B Sudden braking V 1 B Slippery road (due to

weather)

V 2 B Failed to look properly V 2 B

11 03 0201611 1 2 Slight CHAPTER ROW J/W EAST STREET V1 A PSV WAS TRAV SOUTH WEST ON CHAPTER ROW AND HAS HAD TO BRAKE DUE TO A DRUNKEN PED WHICH HAS COLLIDED WITH THE WINDSCREEN OF THE BUS. PASSENGERS

ON THE BUS HAVE BEEN INJURYED DUE TO THIS.

Dangerous action in carriageway (eg.

playing)

C 1 A Impaired by alcohol C 1 A

11 04 0228911 2 1 Slight RIVER DRIVE J/W QUEEN STREET CAR

PARK

V2 PEDAL CYCLE TRAV SOUTH WEST ON RIVER DRIVE APPROACHING THE QUEEN STREET CAR PARK WHEN V1 TRAV NORTH EAST ON RIVER DRIVE TURNED INTO THE CAR PARK

ACROSS THE PATH OF V2.

Failed to look properly V 1 B Failed to judge other

person's path or speed

V 1 B Poor turn or

manoeuvre

V 1 B

11 05 0277411 1 1 Slight CHAPTER ROW J/W CORONATION

STREET

V1 TRAV SOUTH WEST ON CHAPTER ROW WHEN A PEDESTRIAN HAS STEPPED OUT INTO THE PATH OF V1. V1 BRAKED AND AVOIDED THE PEDESTRIAN BUT A PASSENGER OF THE

BUS FELL CAUSING INJURY.

Sudden braking V 1 B

11 05 0294311 1 1 Slight CHAPTER ROW J/W MARKET PLACE V1 TRAV NORTH EAST ON CHAPTER ROW WHEN V1 BRAKED DUE TO RED TRAFFIC LIGHT CAUSING A PASSENGER ON THE BUS TO FALL AND HIT HEAD. Other C 1 B

11 07 0386811 2 1 Slight KEPPEL STREET J/W WATERLOO

SQUARE

V2 TRAV. S/W ON KEPPEL ST APP. J/W WATERLOO SQ, V1 TURNS R FROM WATERLOO SQ ONTO KEPPEL ST INFRONT OF V2, V2 BRAKES SHARPLY CAUSING PASSENGER TO FALL Failed to look properly V 1 A Careless, reckless or in a

hurry

V 1 B

11 12 0778511 1 2 Slight CORONATION STREET SOUTH SHIELDS V1 TRAV SOUTH WEST ON CORONATION STREET. V1 BRAKED DUE TO A VEH OVERTAKING STATIONARY VEHICLES IN OPP CARRIAGEWAY CAUSING A PASS TO FALL OVER. Failed to look properly V 1 A Failed to judge other

person's path or speed

V 1 A Stationary or parked

vehicle(s)

V 1 A

12 02 0098412 2 1 Slight FERRY STREET J/W CHURCH WAY V2 TRAV SOUTH ON FERRY STREET ENTERS ROUNDABOUT J/W CHURCH WAY. V1 ENTERS ROUNDABOUT FROM CHURCH WAY THEN STOPS. THIS HAS MADE V2 BRAKE THINKING V1

WAS GOING TO HIT V2 AND THE RIDER FALLS FROM BIKE.

Failed to look properly V 1 B

12 05 0258312 1 1 Serious CORONATION STREET SOUTH SHIELDS V1 TRAV NORTH WEST ON CORONATION STREET TOWARDS ZEBRA CROSSING WHEN THE PEDESTRIAN HAS RAN ACROSS THE ROAD FROM THE DRIVERS OFFSIDE. Crossing road masked by stationary or

parked vehicle

C 1 A Failed to look properly C 1 A Wrong use of

pedestrian crossing

C 1 A

12 07 0381112 1 1 Slight CORONATION STREET SOUTH SHIELDS V1 TRAV EAST ON CORONATION ST STOPS AT ZEBRA CROSSING MOVES OFF THEN BRAKES SUDDENLY DUE TO VEHICLE AHEAD BRAKING. PASSENGER WHO HAD STOOD UP EARLY

FOR NEXT STOP WAS THROWN FORWARD

Failed to judge other person's path or

speed

V 1 B Sudden braking V 1 A

12 10 0606212 1 1 Serious CORONATION STREET J/W ASDA SOUTH SHIELDS PEDESTRIAN CROSSES CORONATION ST PAUSING IN CENTRAL HATCHED AREA TO AVOID TRAFFIC. V1 TRAV NORTH TURNS RIGHT FROM ASDA CAR PARK, PEDESTRIAN IS MASKED

BEHIND VEHICLES 'A' POST, V1 HITS PEDESTRIAN

Vehicle blind spot V 1 B Pedestrian wearing dark

clothing at night

C 1 B

12 12 0702212 1 1 Slight WESTOE ROAD J/W HORSLEY HILL ROAD PEDESTRIAN CROSSING ZEBRA CROSSING ON WESTOE RD V1 TRAV NW ON WESTOE RD COLLIDES WITH THE PEDESTRIAN. V1 LEAVES THE SCENE Failed to judge vehicle's path or speed C 1 A Failed to look properly C 1 A Careless, reckless or in a hurryC 1 B

12 12 0702612 1 1 Serious KEPPEL STREET NR J/W CHAPTER ROW, SOUTH V1 MOVES OFF FROM BUS STOP ON KEPPEL ST A BOARDING PASSENGER BEGINS TO SIT DOWN FELL AS V1 RELEASED THE BRAKES

12 12 0708812 1 2 Slight CORONATION STREET J/W STATION ROAD SOUTH V1 TRAV WEST ON CORONATION ST TURNS RIGHT AT J/S B1303 PASSENGERS FALL OVER Travelling too fast for conditions V 1 B Other V 1 A

12 12 0720612 1 1 Slight BARRINGTON STREET SOUTH SHIELDS V1 REVERSES ON BARRINGTON ST FROM PARKING BAY AND COLLIDES WITH PEDESTRIAN STANDING ON THE PAVEMENT. V1 STOPPED FOR A SHORT TIME THEN DROVE OFF Poor turn or manoeuvre V 1 B Failed to look properly V 1 B Loss of Control V 1 B Failed to look properly C 1 B Failed to judge vehicle's

path/speed

C 1 B

13 02 0161413 2 1 Slight FERRY STREET J/W CHURCH WAY SOUTH SHIELDS V1 TRAV NORTH ON FERRY ST BRAKED AT J/W CHURCH WAY, V2 TRAV BEHIND FAILED TO STOP IN TIME AND COLLIDED WITH THE REAR OF V1 Failed to judge other person's path or V 1 B

13 03 0132613 1 2 Slight MARKET PLACE O/S HERONS SOUTH SHIELDS V1 PARKED ON MARKET PLACE BEGINS REVERSING AND COLLIDES WITH THE PEDESTRIANS CROSSING THE ROAD TO THE REAR OF V1 Failed to look properly V 1 A

13 08 0407613 1 1 Slight KEPPEL STREET SOUTH SHIELDS V1 TRAV EAST ON KEPPEL ST PEDESTRIAN WALKS OUT IN FRONT OF V1 Failed to look properly C 1 A Careless, reckless or in a

hurry

C 1 B

13 10 0566713 2 2 Slight GARDEN LANE J/W CORONATION STREET SOUTH

SHIELDS

V1 TRAV NORTH ON GARDEN LANE ENTERS J/W CORONATION ST INTO THE PATH OF V2 TRAV SOUTH ON CORONATION ST Failed to look properly V 1 A Careless, reckless or in a

hurry

V 1 B

13 11 0653413 1 1 Slight MARKET PLACE BUS STOP, SOUTH SHIELDS V1 TRAV NORTH ON MARKET PLACE EDGING OUT OF BUS STOP. PASSENGER FALLS BETWEEN THE SEATS AT THE BACK OF V1 Careless, reckless or in a hurry V 1 B Failed to look properly V 1 B Poor turn or V 1 B Sudden braking V 1 B

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