Feasibility Study for the Industrial Area - Part 1 (PDF 5 MB)

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The Council’s preferred route to/from the spine road of the study area for abnormal loads is Malaya Drive. From Malaya Drive there is a northbound route via Bath Street and Waverdale Drive, then either west via the A187 Fossway or east via Neptune Road. Notwithstanding the desire to reduce heavy vehicle traffic on Walker Road and thus facilitate the regeneration of active frontages, it appears that it will be inappropriate to re-route all heavy traffic on Fossway, as this will require substantial physical alterations to the carriageway and dramatically change the nature of that corridor. 6.3 Local Transport and Movement Audit This section details the existing highways infrastructure, public transport and cycle provision. 6.3.1 Existing highways infrastructure The study area is mainly served by a single north-south spine route consisting of Wincomblee Road/White Street/Fisher Street which is accessed from the A186 (currently a major arterial route) at four points. The entire study area is subject to a 30mph speed limit. A186 The A186 Walker Road/Station Road/Bath Street is a 10.5 metre wide single carriageway road carrying some 11,000 vehicles per day. Along Station Road traffic flow is interrupted due to on-street parking, and a high number of junctions. Further north along Bath Street, there is less interruption to traffic flow. The A186 forms priority junctions with Malaya Drive and Station Road, both of which have good visibility and adequate geometry to accommodate HGVs. Both also have right-turn ghost islands, although the one at Malaya Drive is narrow. At Welbeck Road the main road forms a four-arm roundabout, with a small, kerbed central island, that is built to minimum design standards in terms of inscribed circle diameter and central island and has poor deflection in all directions. Internal study area The highway infrastructure in the area to the south of, and including, Malaya Drive is generally better than in the remainder of the study area, a reflection of the improvements already carried out there. The carriageways and footways are in good condition, and the junctions appear to operate satisfactorily. However, the route to the Walker Public Quay is convoluted due, in part, to the steep topography of the area. A new link from this point north, perhaps through to Staithes Street, would significantly improve accessibility to this area. Additionally, the straight road alignments encourages high speeds, and footways are present on the east side only of both Wincomblee Road and Nelson Road. The pedestrian link between Wincomblee Road and Nelson Road, via steps, is in need of maintenance, having overgrown vegetation, litter and broken street lighting. Further, there may be operational problems at the northern end of Nelson Road/Swan Road when HGVs are off-loading. Malaya Drive has footway provision on the southern side only. North of Malaya Drive, Wincomblee Road narrows in width to around 5.5 metres in places, with footways on both sides of sub-standard width. The access junction to riverside frontages off Wincomblee Road, located approximately 85 metres south of the junction with White Street is currently an un-marked priority junction of very poor standard. The junction has poor visibility and a constrained geometry which creates operational difficulties. HGVs were observed struggling to negotiate the junction and significantly affecting other traffic when doing so. A left-turn out of the junction would be difficult for cars and not possible for HGVs due to the junction layout. The steep topography in the vicinity of the junction means that improvements would be difficult. The junction of Wincomblee Road and White Street is priority controlled. Swept path analysis at the junction indicates that a FTA design articulated vehicle would have to encroach significantly onto opposing traffic lanes when turning at the junction. White Street has a relatively straight, wide carriageway and wide footways on both sides, with relatively few frontages and junctions, with the potential for high traffic speeds. Staithes Street provides access to riverside frontages, but currently has tight radii at three bends in the road, partly a result of the steep topography. The footways are in very poor condition. However, the road does have a good, wide priority junction with White Street, with a splitter island and there appears to be space to improve the geometry of the road in the vicinity of the junction. The junction of White Street/Welbeck Road/Fisher Street is currently a standard roundabout, with a central island built to minimum standard. The junction has very poor deflection in the north-south direction. Anecdotal evidence suggests that large articulated HGVs are unable to perform a u-turn at the junction. Swept path analysis confirms that a FTA design articulated vehicle would struggle to perform a u-turn at the junction. It is not, however, immediately apparent why u-turn manoeuvres would be necessary at the junction. Welbeck Road has a very wide, straight carriageway, with wide footways on both sides. Fisher Street has a reasonably wide carriageway, which has been narrowed in the vicinity of its junction with Ambrose Place. It has a relatively steep gradient in the vicinity of Welbeck Road. High levels of frontage activity and traffic calming measures interrupt traffic flow along this road. Further north, at Neptune Road, the carriageway widens eventually forming a standard roundabout junction with Maurice Road. Traffic calming Traffic calming has been implemented along Fisher Street in the form of a single chicane, adjacent to Abingdon Road, and a mini-roundabout at the junction with Oil Mill Road. However, the implementations appear to have limited effect. The miniroundabout has been installed with no alteration to the existing geometry of the junction and with an over-runable central island. Observations suggest that vehicles are still negotiating the junction at inappropriate speeds. Swept path analysis indicates that two FTA design articulated vehicles could pass 32 Colin Buchanan
www.cbuchanan.co.uk Fig. 6.2 - Public transport and cycle facilities N Bus route 12 Bus route 18/19 Bus route 34 Bus route 35A/ 35B Bus route 39 Bus route 40 Bus stops Cycleway NCN Route 72 Walker Riverside Feasibility Study Section 1 - p. 33
Page 1 and 2: Walker Riverside Feasibility Study
Page 3: Section 1: Baseline Audit..........
Page 6 and 7: Fig. 1.1 - Study Area N A&P Tyne Fi
Page 8 and 9: 4 Colin Buchanan
Page 10 and 11: 2. Consultation Meetings As part of
Page 12 and 13: Fig. 2.1 - Business Interviews Summ
Page 14 and 15: 3. Property and Development: Overvi
Page 16 and 17: The key limitation of the area appe
Page 18 and 19: Fig. 3.3 - Building types N Recent
Page 20 and 21: 4. Regeneration Initiatives There a
Page 22 and 23: Fig. 4.1 - Places for People Plan p
Page 24 and 25: 5. Planning Policy Audit This secti
Page 26 and 27: Housing Strategy Housing provision
Page 28 and 29: Fig. 5.1 - UDP policy map Proposed
Page 30 and 31: 5.2.2Local Economic Development Str
Page 32 and 33: 5.2.4 Walker Riverside Masterplan -
Page 34 and 35: 6. Transport and Movement Audit 6.1
Page 38 and 39: each other whilst negotiating the j
Page 40 and 41: 7. Urban Design Audit 7.1 General E
Page 42 and 43: 7.3 Character The industrial Walker
Page 44 and 45: It has a variety of building types,
Page 46 and 47: 42 Colin Buchanan
Page 48 and 49: 8. Baseline Key Issues This section
Page 50 and 51: Fig. 8.1 - Issues N Old and dilapid

Feasibility Study for the Industrial Area - Part 1 (PDF 5 MB)

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