Park and Ride System
A park and ride scheme will provide a cheaper and faster way for visitors and locals to get to the Whitby town centre. It will allow tourists to park their vehicles in a car park outside Whitby, and then use a special frequent bus service to get into Whitby town centre. As we know that Whitby town centre is currently congested throughout the peak holiday seasons (summer holidays) where parking is very limited due to the severe shortage of parking facilities and traffic congestion around the Harbour Zone.
Use of park and ride will allow the increase in the provision of total effective parking for the target congested area without using scarce, valuable, city centre land. Park and ride can save motorists the stresses of congestion and locating a parking space in an urban area. This system will also provide important benefits in terms of increasing accessibly and enhanced economic viability, despite at the same time containing traffic congestion.
Fig () Park & Ride System (Ref: oxfordshire.gov.uk)
Existing Park and Ride System
Currently a park and ride is in operation at peak tourist times provided on the open land adjacent to the tennis court on the West Cliff. Whilst offering a very useful overflow facility, it has the following deficiencies:
• It is situated within the urban area with traffic having to pass through High Stakesby.
• Park and ride only available on August weekends, bank holidays, and on Whitby Regatta or when the potential parking demand requires its implementation in advance.
• It is limited to approximately 250 spaces (excluded playing pitches)
• It doesn’t help to intercept traffic from the Scarborough direction.
Fig () Existing Park & Ride System (Ref: www.whitbytowncouncil.gov.uk)
Existing Car Parks in Whitby
Whitby has four major and five minor public car parks (all car parks are pay and display). All the public car parks with car parking capacity are tabulated below:
Major Public Car Parks Minor Public Car Parks
Car Park Available Spaces Car Park Available Spaces
West Cliff/ Swimming 647 North Terrace 63
Pool
Langbourne Rd, Upper and 416 Pavilion 68
Lower Harbours
Abbey Headland 415 Railway 50
Church Street 92 Cliff Street 37
Back St Hilda‟s Terrace 20
Table 5: Public car parks and car parking capacity (Ref: Whitby traffic & management study)
Whitby town has only 1570 car parking spaces available at major public car parks and 238 car parking spaces available at minor public car parks. A further 1050 spaces are available in the surrounding area (including on-street, off-street, and Co-operative car park) and a total of 73 coach parking spaces are available.
On street parking will be reduced when Private Non-Residential (PNR) parking or work place charges will come in force. As part of the traffic alleviation plan we have proposed to develop the endeavour wharf (Marina Back) in the future development and it will also help to reduce the parking spaces as a whole for Whitby town centre.
Main Reasons of Park and Ride Use
Visitors and locals will be more determined to prefer a park & ride method because it will be more useful and economical system than if the trip were made entirely by a private car. In terms of choice, the motorists are likely to consider cost, convenience and journey times before planning any trip. The primary reason for introducing park and ride are highlighted below:
• Park and ride will reduce congestion along roads leading into the city centre, Whitby town centre streets, and around the harbour zone.
• Increase attractiveness of the town and tourist attractions.
• Provide an opportunity to reduce motorists carbon footprint (air pollution).
• Park and ride facilities will also be used to shuttle the public to special events.
• Less damage to historic buildings from traffic.
• Parking would be much cheaper than town centre car parks.
• The park & ride sites will be well located, easily accessible, readily visible and well signed.
• The transit service will be fast, frequent, reliable, comfortable and it will take less time then travelling by car.
• The site will offer good facilities, such as shelter, toilets, telephones, security, lighting and visibility.
Park & ride would improve the traffic congestion included transport objectives around Whitby town centre because alleviating the traffic is our main concern in Whitby. Transport and improving traffic will be seen as on tool that, as part of our package of measures, will help in traffic demand management. Other relevant measures we considered are as following:
• Bus priority measures.
• Reduction in town centre parking availability.
• Increased town centre parking charges.
• Readily available travel information.
• Provision of cycling facilities.
• Road pricing and private non residential/workplace parking.
Demand for Park and Ride
Park and ride is designed to give people a better alternative to their current form of travel by reducing the generalised cost of travel, e.g. reducing journey times or costs.
However the provisions of this service (park and ride) appears to be the method of attracting drivers to use this available high quality facility but still there in no way of predicting exactly what percentages of people will be using the park and ride in Whitby.
According to our surveys and group researches we have managed to dig out some results regarding whether visitors would use the park and ride sites. The survey/research results are summarised below:
120
Type of Visitor Would use Park and Ride Would not use Park and Ride
Day visitor 68% 32%
Short Break (up to 2 nights) 59% 41%
Table 6: Percentages of visitors using park and ride sites (Ref: www.northyorks.gov.uk)
Whitby Traffic Flow and Required Spacing
Whitby traffic flow increases approximately 4% on every year and therefore we have worked out the number of vehicles increasing on each year from August 2005 till August 2009.
The tables below show the proportion of vehicles passing on the three main entry routes in to Whitby.
A171 Guisborough to Whitby
Major Route (Includes A169 Pickering)
Year Month Number of vehicles Total
2008 August 10623 10623
2009 August 11047 11047
2010 August 11488 11488
2011 August 11947 11947
2012 August 12425 12425
Table 7: Number of vehicles using A171 Guisborough Road to Whitby
Major Route A171 Scarborough to Whitby
Year Month Number of vehicles Total
2008 August 6706 6706
2009 August 6974 6974
2010 August 7253 7253
2011 August 7543 7543
2012 August 7845 7845
Table 8: Number of vehicles using A171 Scarborough Road to Whitby
Major Route A174 Sandsend to Whitby
Year Month Number of Vehicles Total
2008 August 4629 4629
2009 August 4814 4814
2010 August 5007 5007
2011 August 5207 5207
2012 August 5415 5415
Table 9: Number of vehicles using A171 Scarborough Road to Whitby
121
The table below explains the traffic flow difference between year 2008 and 2012. The traffic flows have increased rapidly in last 4 years and therefore the traffic congestion in Whitby town centre creating severe problems for the tourists and locals.
Total vehicles into Whitby in 2008 21,958
Total vehicles into Whitby in 2012 25,685
Table 10: Vehicles passing Whitby town
The table above shows that approximately 25,685 vehicles pass Whitby town at peak season, it attracts 25,000 visitors a week and a maximum of 8,000 a day. To accommodate these vehicles we required additional car parking spaces and we estimated the car parking spaces in total will be increased to produce a viable solution.
Site Location
The optimum location for a park & ride site will essentially be a compromise between competing transport, safety, accessibility, economy, environment, political considerations and planning.
We have considered potential sites and appraised them against the following Park & ride design criteria:
Environment
Park and ride would help to protect the built and natural environment
• To reduce noise
• To improve local air quality and journey ambience
• To minimise climate change and impacts on water recourses
• To support and minimise impacts on the bio-diversity
• To protect and minimise impacts on the landscape & heritage
• To protect and enhance the townscape
• To increase the physical activity benefits from walking and cycling
Safety
It would be useful to improve safety
• To reduce accidents
• To improve security
Economy
It would support sustainable economic activity and obtain good value for money
• To improve the economic efficiency of the transport system
• To improve reliability
• To provide beneficial wider economic impacts
122
Accessibility
It would improve access to facilities for those without a car and to reduce severance to improve access to the transport system
• To increase option values
• The reduce severance
Integration
To ensure that all decisions are taken in the context of the government’s integrated transport policy
• To improve transport interchange
• To integrate transport policy with land use policy
• To integrate transport policy with other government policies
Finally we came to the conclusion that the sites will be located on the two main entry routes into Whitby town as shown in figure 62. Each site will be designed with respect to the points, given below:
• Easy access from all directions.
• Close to a major radial approach route
• All sites situated on reasonable distance (easy access-able) from Whitby town centre.
• Outside the congested area to maximise the potential advantage of bus priority measures.
• Located to reduce the likelihood of abstraction from conventional bus services.
• In keeping with surrounding land usage.
A typical park and ride location for the small town of Whitby should be around 1-3 miles from the town centre. For each location, there will be 1-3 buses running on a 10-15 minutes frequency depending on the journey time between the located site and town centre.
Park and Ride Locations
Fig 62: Proposed park and ride locations (Ref: Digimap)
Guisborough Road Park and Ride Location
Site Location Distance from Town Existing Total Planned
Centre Parking Spaces Parking Spaces
Guisborough Road A171 1.8 miles 0 300
Site Location Existing Proposed Existing Area in Proposed Area
Perimeter (m) Perimeter(m)
m
Guisborough Road A171 n/a 550m n/a 17000
Table 11: Parking spaces and proposed/existing area
Fig 63: Outline boundary for the proposed Guisborough Road Park & Ride site
Fig 64: Approximate route and distance for the Guisborough Road site (Ref: Digimap)
Notice: Blue line (1.8 miles)
Stainsacre Lane Park and Ride Location
Site Location Distance from Town Existing Total Planned
Centre Parking Spaces Parking Spaces
Stainsacre Lane A171 1.6 miles 0 400
Site Location Existing Proposed Existing Area in Proposed Area
Perimeter (m) Perimeter(m)
in
Stainsacre Lane A171 n/a 405 n/a 8720
Table 11: Parking spaces and proposed/existing area
Fig 63: Outline boundary for the proposed Stainsacre Lane Park & Ride site
Fig 64: Approximate route and distance for the Guisborough Road site (Ref: Digimap)
Notice: Red line (1.6 miles)
Site Layout and Facilities
The site layout for all two proposed park and ride locations will be designed with the safety and security in terms of providing high standard facilities to users and their vehicles. The park and ride sign boards would be implemented at some distance away from the site with park and ride information, parking space availability (electronic sign boards of showing vehicle parking spaces) and pay and display information. Due to this information the drivers will immediately come to know that where to park and pay.
Each site will offer (where possible):
• Adequate access to the site from the main road which will be of a higher standard because the park & ride sites will be intercepting fast moving traffic;
• Minimum walking distance between the cars/cycles parked and where buses parked;
• Convenient links to any local footpaths and cycle routes;
• Segregated bus and car circulation routes with enough turning space for the buses;
• Circulation within the site will also segregate pedestrians form cars and where their routes intersect pedestrians will be given priority;
• Parking for disabled people will be allocated as nearest as possible to bus stops;
• Parking for parents with young children will also be allocated spaces in same area as disabled;
• An associated shelter or amenity building with a covered waiting area, separate male & female toilets with disabled access, parents and toddlers room, cycle parking stands and lockers;
• Lighting, security cameras, security personals office, public telephone in case of emergency or breakdown, material recycling points and bottle banks.
Site Design
Detailed design of all two proposed locations layout has drawn by using an AUTO CAD and Digimap to give a better understanding to our client.
Choosing the right location for car park in east and west cliff because these main link roads come from Middlesbrough, Scarborough and York. The car come from Middlesbrough using A171 road they will park before the city centre in West Cliff park and ride park. The traffic come from Scarborough and York they will park before city centre in East Cliff and using free park and ride services to come in town and using same services to go back to the car parking.
Detailed design for the proposed car park layout for the Guisborough site is shown in figure 69. The detailed design will also annotate the few significant points, which are summarised below:
All design drawings are to scale and the existing standards for car and coach space dimensions are taken into the account during the design process.
Fig 69: Detailed design drawing for Guisborough Road site (Larger detailed drawing shown in Appendix A)
Detailed design for the proposed car park layout for the Stainsacre Site is shown in figure 70:
Fig 70: Detailed design drawings for the Stainsacre Lane Site. (Larger detailed drawing shown in Appendix A)
Construction & Surfacing
After the group meeting we decided to use the following materials for the construction of park and ride schemes.
Task Materials Method
Carriage-way construction (where Hot rolled asphalt These areas will be
buses will circulate) constructed/finished with hot
rolled asphalt.
This material is suitable to resist
damage and discoloration.
Main access routes Dense bituminous macadam Main access/circulation routes
within the car park will be
constructed with dense
bituminous macadam wear
course (depth will be depending
on ground condition)
Parking bays 150mm to 200mm, well Type 1 aggregate will be used
compacted type 1 aggregate. for parking bays and a natural
Natural stone aggregate. stone aggregate that will give a
visually pleasing finish
Pedestrian routes/footpaths Block pavers Block pavers will be used to
construct these routes.
Overspill car parking area Grass, 25mm thick These car parks will be laid with
polyethylene mesh grass reinforced with 100 %
recycled 25 mm thick
polyethylene meshes.
Table 14: Construction and surfacing
Overspill car parking
After using investigation and research about ground for car park and team reach on condoling that overspill is the right material for car park ground. Overspill car park have many benefits and especially when going to making car park out of city near green fields. There for team has decided to use overspill car parking in Whitby on East and West Cliff. Making new car parking in Whitby is not less than challenge because council not give planning permeation easily. To solving this problem team take this decision which help to get planning permeation from council because making this type of car parking not effect ground as the concrete or asphalt effect ground. Another great advantage of this is its 90% rain water will absorbed by the ground and which helping to reducing flooding.
Fig () Example of overspill grass (Ref: www.grass-reinforcement.com)
Landscaping
The most obvious benefit of landscaping this area is the beauty visitors/locals get to enjoy all year round. What type of work will be taken into consideration during the construction process of park and ride sites is pointed below:
• Landscaping will improve the quality of the site and mitigate the visual intrusion on its surroundings
• A sensible balance of both soft landscaping and dense scrub planting will be used.
• This method will be achieved by mixing low level shrubs with a canopy formed by mature trees, together with a good quality landscape screen and a security fence around the perimeter of the site
• Existing landscape elements of the site will be re-used or incorporated, such as trees, hedges, ponds and other water bodies
• With the sites being close to the national park extra care will be provided
Fig () Example of Landscaping (Ref: www.garrettslandscapes.co.uk )
Bus Service
The hybrid electric buses that will be used for the park & ride sites will stand out in green and environment friendly. Combining a conventional engine with an electric motor, hybrid buses are quieter, cleaner and more fuel efficient than standard diesel buses. The single deck bus
will be battery powered with a small diesel turbine generator that will recharge the batteries periodically should they run low, although regenerative braking keeps the need for this to a minimum. Normal recharging will take place at night.
Fig 72: Hybrid system and electric bus for Whitby park and ride (Ref: www.tfl.gov.uk)
Electricity
Body Length(s) 10.3m
Maximum Capacity 57
Maximum Seated 28
Maximum Standees 29
Table 15: (Ref: www.tfl.gov.uk)
Environmental Benefits
The potential environmental benefits hybrid-electric technology can deliver are remarkable. Compared with conventional diesel buses, hybrids deliver considerable environmental benefits, including:
• 89 per cent reduction in oxides of nitrogen
• 83 per cent reduction in carbon monoxide
• 40 per cent reduction in fuel use
• 38 per cent reduction in carbon dioxide
• 30 per cent reduction in perceived sound levels (noise reduced from 78 to 74 decibels)
The results show that these buses produce fewer greenhouse gas emissions and harmful local pollutants, as well as having lower noise levels.
However, the benefits are not just environmental. The electric driveline ensures quiet acceleration, significantly reducing noise levels, whilst providing a smooth and comfortable travel experience for passengers.
Hybrid buses offering quiet, low-emissions, hybrid-electric range will be used to meet the government‟s agreement of Kyoto Protocol with the world to reduce carbon emissions by 20% by 2020.
Park and Ride Bus Route
Guisborough Road
Station Square
Stainsacre Lane
Station Square
Guisborough Road
Fig 73: Bus routes
As diagram shown that the bus ride and park service starting from Guisborough Road going to station square to drop and pick passengers. Then, going to Stainsacre Lane to drop and pick passengers to station square to drop and pick other passengers to Guisborough Road. This lope is completed again from 7 am until midnight everyday.
Bus Stop
Park & Ride Site No of buses No of buses Frequency ON peak Frequency OFF peak
ON peak OFF peak
Guisborough Road 3 2 Every 10 minutes Every 12 minutes
Station Square 2 1 Every 12 minutes Every 15 minutes
Park & Ride Site No of buses No of buses Frequency ON peak Frequency OFF peak
ON peak OFF peak
Station Square 3 2 Every 10 minutes Every 12 minutes
Stainsacre Lane 2 1 Every 12 minutes Every 15 minutes
Park & Ride Site No of buses No of buses Frequency ON peak Frequency OFF peak
ON peak OFF peak
Stainsacre Lane 3 2 Every 10 minutes Every 12 minutes
Station Square 2 1 Every 12 minutes Every 15 minutes
Table 16: Number of buses and frequency for each site
Park & Ride Site First and Last bus from Park & First and Last bus from Town
Ride (ON peak period) Centre (ON peak period)
Guisborough Road 07.00 – 19.50 07.10 – 20.00
Stainsacre Lane 07.00 – 19.50 07.12 – 20.02
Table 17: Bus times during the peak period
First and Last bus from Park & Ride OFF peak First and Last bus from Town Centre OFF peak
08.30 – 18.15 08.42 – 18.32
08.30 – 18.15 08.45 – 18.35
08.30 – 18.15 08.40 – 18.30
Table 18: Bus time during the off-peak period
Note – Every Thursday between 27 November and 17 December, all Park and Ride services will be extended later into the evening. The last departures from city centre stops will be at 9.30pm.
Funding
Funding for the Park & Ride scheme will come from the following sources:
• Park and ride will be supported by funding from the local authority or local council
• Fares revenue
• Central area parking revenue
• Government funding
