INTERIM TRAVEL PLAN
Tincklers Lane, Eccleston, Lancashire
Redrow Homes Ltd
P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Document Control Job Number P20003 Document Version Final N:\Projects 2020\P20003 – Tincklers Lane, Eccleston, File Reference Lancashire\7.Reports\TP Date November 2020 Client Redrow Homes Ltd Name Position Written By David Stoddart Associate Director Checked & Approved By David Schumacher Director
P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
CONTENTS
1 INTRODUCTION ...... 3 1.1 Purpose of Report ...... 3 1.2 Scope of Report ...... 3 2 TRAVEL PLAN POLICY, GUIDANCE AND OBJECTIVES ...... 5 2.1 Introduction ...... 5 2.2 National Planning Policy Framework ...... 5 2.3 Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen (2011) ...... 7 2.4 Lancashire Local Transport Plan (2011-2021) ...... 8 2.5 Central Lancashire Core Strategy ...... 9 2.6 Chorley Local Plan (2012-2026) ...... 9 2.7 Manual for Streets ...... 10 2.8 LCC’s Creating Civilised Streets ...... 11 2.9 Travel Plan Objectives ...... 11 2.10 Summary ...... 12 3 EXISTING SITUATION ...... 13 3.1 Site Description ...... 13 3.2 Public Rights of Way ...... 14 3.3 Local Highway Network ...... 14 4 DEVELOPMENT PROPOSAL ...... 17 4.1 Development Description ...... 17 4.2 Access Strategy ...... 17 4.3 Internal Layout ...... 19 4.4 Stage 1 Road Safety Audit ...... 19 4.5 Summary ...... 19 5 ACCESS BY SUSTAINABLE MODES ...... 21 5.1 Introduction to Sustainable Modes of Transport ...... 21 5.2 Access on Foot ...... 21 5.3 Access by Cycle ...... 22 5.4 Access by Bus ...... 23 5.5 Access by Rail ...... 24 5.6 Working from Home ...... 25 5.7 Summary ...... 25 6 TARGETS ...... 27 6.1 Introduction ...... 27 6.2 Vehicular Trip Generation ...... 27 6.3 Person Trip Rates ...... 27
1 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
6.4 Modal Share Targets ...... 28 7 MEASURES ...... 31 7.1 Introduction ...... 31 7.2 Reducing the Need to Travel ...... 31 7.3 Welcome Packs ...... 32 7.4 Other Methods of Awareness Raising and Marketing ...... 32 7.5 Measures to Encourage Walking ...... 32 7.6 Measures to Promote Cycling ...... 33 7.7 Measures to Encourage Public Transport ...... 34 7.8 Measures to Reduce Single Occupancy Car Trips ...... 34 8 MANAGEMENT, MONITORING AND REVIEW ...... 35 8.1 Management ...... 35 8.2 Appointment of a Travel Plan Co-ordinator ...... 35 8.3 Monitoring and Review ...... 35 8.4 Interim Action Plan ...... 36
APPENDICES AVAILABLE IN TRANSPORT ASSESSMENT
2 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
1 INTRODUCTION
1.1 Purpose of Report
1.1.1 This report has been prepared in support of Redrow Homes Ltd’s (Redrow) proposal for a residential development comprising up to 80 dwellings located on land east of Tincklers Lane, Eccleston, Lancashire.
1.1.2 This Interim Travel Plan should not be seen as a definitive document but as the first stage of the Travel Plan (TP) process which will continue and evolve over time with input from Redrow, future residents of the site and Lancashire County Council (LCC), the local highway authority. This document will eventually be superseded by a Full TP at an agreeable point with LCC post-occupation.
1.1.3 This TP represents a commitment by Redrow to ensure that the proposed development is accessible by sustainable modes of transport and every effort will be made to ensure that these sustainable modes, particularly walking, cycling and public transport, will be promoted.
1.1.4 The document has been prepared in accordance with the Government’s National Planning Policy Framework (2019) (NPPF) and Travel plans, transport assessments and statements in decision-taking (March 2014). A Transport Assessment (TA) has been prepared alongside this document and provides further details on traffic flows, design of the site access and traffic impact.
1.1.5 The recommendations contained herein have been drawn based on information available and obtained in advance of the planning submission to which this report relates.
1.1.6 Reasonable checks have been carried out on any third-party information used in the preparation of this report but, nonetheless, Prime accepts no liability for the accuracy or otherwise of this data.
1.1.7 Third-party rights are excluded for the use of information contained within this report.
1.2 Scope of Report
1.2.1 Following this introduction, the remainder of this report is structured as follows:
Section 2 describes the relevant local and national TP policy and guidance and presents the objectives of this TP; Section 3 describes the existing situation in terms of the site and local highway network; Section 4 details the development proposal including the access strategy; Section 5 details access to the site by sustainable modes of transport which includes walking, cycling and public transport; Section 6 discusses the targets of this TP; Section 7 describes the measures to be employed to achieve the targets set; and
3 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Section 8 discusses the management of the TP and describes how it will be monitored and reviewed.
4 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
2 TRAVEL PLAN POLICY, GUIDANCE AND OBJECTIVES
2.1 Introduction
2.1.1 In recent years, national and local transport policy in relation to new developments has moved away from focusing on physical highway improvements to accommodate vehicular traffic towards measures aimed at encouraging the use of more sustainable modes, particularly walking, cycling and public transport. One of the key tools to achieving this is by the adoption of TPs. This section details the TP policies and objectives that are relevant to this development.
2.2 National Planning Policy Framework
2.2.1 The current National Planning Policy Framework (NPPF) was published in February 2019 and sets out the Government’s current planning policies. At the heart of NPPF is ‘a presumption in favour of sustainable development’ as detailed in paragraphs 10 and 11.
2.2.2 Section 9 of the NPPF, Promoting sustainable transport, outlines the important role that the planning system has in facilitating sustainable development. It states in paragraph 103 that:
‘Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions, and improve air quality and public health.’
2.2.3 The document offers guidance for planning policies including:
supporting appropriate mixes of land uses; minimising the number and length of journeys; actively involving local highway authorities, transport infrastructure providers and operators and neighbouring councils in order to align strategies and investments for supporting sustainable travel; and providing high quality walking and cycling networks and associated supporting facilities such as cycle parking.
2.2.4 Paragraph 108 of the NPPF provides direction for the assessment of sites for development, stating:
‘…it should be ensured that:
a) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;
b) safe and suitable access to the site can be achieved for all users; and
5 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.’
2.2.5 In determining planning applications, paragraph 109 states that:
‘Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.’
2.2.6 Paragraph 110 continues:
‘Within this context, applications for development should:
a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;
b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport;
c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;
d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and
e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.’
2.2.7 In the context of PRoW connections and enhancement, point a) of paragraph 118 acknowledges improved public access to the countryside as being a benefit that should be encouraged.
2.2.8 Paragraph 111 highlights the need for planning applications for developments that will ‘generate significant amounts of movements’ to be accompanied by a Transport Assessment or Transport Statement and a Travel Plan so that the ‘likely impacts of the proposal can be assessed’.
2.2.9 Section 8 of NPPF Promoting healthy and safe communities closely aligns with several of the principals of Travel Plans.
2.2.10 Paragraph 91 calls for developments to:
‘…achieve healthy, inclusive and safe places which:
6 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
a) promote social interaction, including opportunities for meetings between people who might not otherwise come into contact with each other – for example through mixed-use developments, strong neighbourhood centres, street layouts that allow for easy pedestrian and cycle connections within and between neighbourhoods, and active street frontages;
b) are safe and accessible, so that crime and disorder, and the fear of crime, do not undermine the quality of life or community cohesion – for example through the use of clear and legible pedestrian routes, and high quality public space, which encourage the active and continual use of public areas; and
c) enable and support healthy lifestyles, especially where this would address identified local health and well-being needs – for example through the provision of safe and accessible green infrastructure, sports facilities, local shops, access to healthier food, allotments and layouts that encourage walking and cycling.’
2.2.11 Paragraph 96 highlights the importance of access to open spaces as well as opportunities for sport and physical activity in the context of the health and well-being of communities. Paragraph 98 continues to include the importance of access to and the enhancement of public rights of way.
2.3 Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen (2011)
2.3.1 This Transport White Paper, prepared by the Department for Transport (DfT), states its vision for a ‘transport system that is an engine for economic growth, but one that is also greener and safer and improves quality of life in our communities’.
2.3.2 It believes that ‘we can build the balanced, dynamic low carbon economy that is essential for our future prosperity’ by improving sustainable transport links and investing in new projects that ‘promote green growth’ but importantly states that ‘investment on its own is not enough – we also need to help people to make transport choices that are good for society as a whole’.
2.3.3 The paper makes the pertinent point that ‘two thirds of journeys are under five miles – many of these could be easily cycled, walked or undertaken by public transport’ but practical alternatives to private car use must be made more attractive. Their research suggests that a: ‘substantial proportion of car drivers would be willing to drive less, particularly for shorter trips’.
2.3.4 It recognises that sustainable modes of travel are not viable alternatives to private car travel for all journeys, particularly those in rural areas or long distance trips. Greener car technologies will develop over the long term but ‘sustainable travel initiatives are available now, and will continue to have benefits for congestion and wealth’. It states that short, local journeys are where the greatest opportunities for encouraging sustainable travel lie.
7 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
2.3.5 In terms of how sustainable transport choices can be encouraged, the White Paper believes that ‘it is at the local level that most can be done to enable people to make more sustainable transport choices’. At this level it can be a mix of smaller-scale transport schemes and citizens acting together which can facilitate the effective delivery of local transport solutions that are ‘developed for the places they serve, tailored for the specific needs and behaviour patterns of individual communities’.
2.4 Lancashire Local Transport Plan (2011-2021)
2.4.1 The Lancashire Local Transport Plan (LTP) discusses and states that between and 2011 and 2021, the ability for Lancashire residents to travel safely, punctually and conveniently between home and workplace, and between business and marketplace, will be greatly improved reflecting the investment of LCC and the priority to support sustainable economic growth.
2.4.2 LCC recognises the limitations and challenges which they could face during this implementation process. They highlight that cars remain the dominant force, with congestion and air quality issues because of this, with the M6 specifically mentioned. Bus trips are recognised as the most viable of travel in urban areas where there are denser concentrations of jobs and houses. However, existing bus networks do not provide adequate access to much of the employment base in Lancashire. Poor public transport accessibility, especially for people living in peripheral housing areas and for employment sites located on the edges of towns and in more rural areas, is recognised as a legacy of poor historic spatial planning.
2.4.3 The LTP highlights the importance of embodying the principles of good accessibility, on foot and by cycling as well as by public transport, in the future planning of both housing and employment development in Lancashire.
2.4.4 The plan sets out several transport goals, namely:
Secure a strong economic future; Safe and convenient access to services; Improve accessibility, availability and affordability of transport; Creative more attractive neighbourhoods; Reduce carbon impact of Lancashire transport requirements; Improve the safety of walking and cycling; and Provide value for money and prioritise the maintenance and improvement of existing infrastructure.
2.4.5 These goals have then been utilised to produce 7 transport priorities:
‘Improve access into areas of economic growth and regeneration; Reducing carbon emissions and its effects; Providing better access to education and employment;
8 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Maintaining our assets; Improving people’s quality of life and wellbeing; Provide safe, reliable, convenient and affordable transport alternatives to the car; and Improving safety of our streets for our most vulnerable residents.’
2.4.6 The goals and priorities which have been developed aim to deliver tangible improvements over the life of the strategy.
2.5 Central Lancashire Core Strategy
2.5.1 The Central Lancashire Core Strategy (CS) was adopted in July 2012 following collaboration between Preston City Council, South Ribble Borough Council and Chorley Council as part of the Local Development Framework. Its purpose is to ‘help co-ordinate development in the area and contribute to boosting investment and employment’.
2.5.2 Two Strategic Objectives (SO) aim to encourage sustainable travel, as follows:
SO 3 To reduce the need to travel, manage car use, promote more sustainable modes of transport and improve the road network to the north and south of Preston. SO 4 To enable easier journeys into and out of Preston City Centre and east/west trips across South Ribble, improve movement around Chorley, as well as safeguard rural accessibility, especially for mobility impaired people.
2.5.3 Policy 3: Travel lists a service of measures to help encourage sustainable travel as follows:
a) Reducing the need to travel; b) Improving pedestrian facilities; c) Improving opportunities by for cycling; d) Improving public transport; e) Enabling travellers to change their mode of travel on trips; f) Encouraging car sharing; g) Managing car use; h) Improving the road network; i) Enabling the use of alternative fuels for transport purposes.
2.6 Chorley Local Plan (2012-2026)
2.6.1 The Local Plan was adopted by Chorley Council (CC) in July 2015. The plan forms part of the statutory development for Chorley, and the role of said plan is twofold:
‘To identify the scale of development in each settlement and allocate sites to meet the development needs of Chorley over a 15 year period in order to achieve the vision for growth as outlined in the Central Lancashire Core Strategy.
9 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
To identify key local issues and provide a set of policies to manage change which will be used by decision makers to determine planning applications. These are known as Development Management (DM) Policies.’
2.6.2 Increasing the accessibility of the borough (for homes, jobs, open space, recreation etc.) and influencing travel patterns to encourage alternatives to the car (to reduce emissions, congestion and poor air quality) are key aims of the Plan. Most journeys in Chorley are taken by car, causing increased congestion and pollution. Predictions for future car use indicate that this travel preference is likely to continue.
2.6.3 The Plan sets out the broad principles to tackle this by encouraging walking and cycling for shorter trips, and supporting bus and rail travel for longer journeys. Through the Local Plan, the Council seeks to ensure that the development or protection of land influences travel choices and improves accessibility.
2.6.4 Four sustainable travel policies have been devised to help achieve CS SO3 and SO4 and align with CS Policy 3. These policies are:
Policy ST1: New Provision or Improvement of Footpaths, Cycleways, Bridleways and their associated facilities in existing networks and new development; Policy ST2: Rail Facilities, Electrification and Improvement; Policy ST3: Road Schemes and Development Access; and Policy ST4: Parking Standards.
2.7 Manual for Streets
2.7.1 Manual for Streets (MfS) was published on behalf of the DfT and Communities and Local Government in March 2007 and provides advice for the design of residential streets in England and Wales.
2.7.2 The focus of MfS is to demonstrate the:
‘benefits that flow from good design and assigns a higher priority to pedestrians and cyclists, setting out an approach to residential streets that recognises their role in creating places that work for all members of the community. MfS refocuses on the place function of residential streets, giving clear guidance on how to achieve well-designed streets and spaces that serve the community in a range of ways’ (MfS page 7).
2.7.3 The guidance addresses many common design principles and discusses detailed design issues, often presenting recommended design criteria. Some of the key principles of MfS include:
The need to shift from focusing on designing for motor vehicles to designing streets around the needs of pedestrians, cyclists and public transport users which in turn enhances safety; Good design can help to create and strengthen a sense of place and community;
10 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Creating streets that are permeable and offer good quality connections to main destinations for all road users; Inclusive design that recognises the needs of people of all ages and abilities; and Cost-effective construction often by avoiding over-designing.
2.7.4 In September 2010 a companion document Manual for Streets 2 - wider application of the principles (MfS2) was published. This document expands on some of the design principles of MfS and provides examples of places where designs based on these principles have been implemented.
2.8 LCC’s Creating Civilised Streets
2.8.1 LCC has its own highways design guidance for new developments, entitled Creating Civilised Streets (CCS), which was adopted in 2010 and is based on MfS. CCS provides guidance on the design of new residential streets and changes to existing street environments although the advice states that many of the key principles may be applicable to other locations such as mixed priority routes. The foreword adds the cautionary note that ‘It is the users’ responsibility to ensure the guidance is applied in an appropriate, sensible and reasonable manner’.
2.8.2 CSS shares many MfS principals but there are several subject areas on which it provides guidance that MfS does not. For instance, junction spacing for same side junctions should be based on the stopping sight distance (SSD) for the road. No guidance is provided on the spacing of opposite junctions.
2.9 Travel Plan Objectives
2.9.1 From consideration of national and local transport policy it is clear that TPs have an important role in reducing congestion, minimising the environmental impact of travel and in supporting healthy living. Clearly providing funding alone is insufficient to encourage the use of sustainable modes of transport; any funding should be accompanied by encouragement to use these modes and promotion of their benefits.
2.9.2 In-line with the abovementioned policy and guidance, Redrow and Prime feel that the TP should have the following objectives:
Enable residents of the site and visitors to it to make sustainable travel choices that benefit themselves, their community and the environment; Design the development in such a way that it is accessible to all people regardless of any disability or impairment in order to enhance social inclusion; Raise awareness of the benefits of sustainable transport modes in terms of the benefits to individuals, local communities and the environment; Ensure that sustainable travel modes offer convenient options for door-to-door travel; and Ensure that sustainable travel choices are encouraged in the short term and continue to be used in the long term.
11 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
2.10 Summary
2.10.1 This section has outlined national and local transport policies and guidance which are applicable to TPs and the development site. The objectives of the TP have also been stated. How the site aims to conform to and complement these policies and guidance, and how all parties involved can achieve these objectives, will be discussed in the following sections of this report, where relevant.
12 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
3 EXISTING SITUATION
3.1 Site Description
3.1.1 The application site is currently undeveloped and in agricultural use. It is located to the west of the village of Eccleston, adjacent to the existing residential developments accessed via The Hawthorns and Banner Close to the east.
3.1.2 Doctors Lane forms the southern boundary of the site, residential properties accessed via the abovementioned The Hawthorns and Banner Close form the eastern boundary, a small field which is now subject to a planning application for 15 dwellings forms the northern boundary and Tincklers Lane and open countryside form the western boundary of the site.
3.1.3 Eccleston itself is within the county of Lancashire, located circa 10km to the west of Chorley, circa 16km to the south of Preston and circa 16km to the north-west of Wigan.
3.1.4 The location of the site in the context of Eccleston and local highway network is illustrated in Image 3.1.
Image 3.1: Site Location Plan
© OpenStreetMap contributors
13 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
3.2 Public Rights of Way
3.2.1 Image 3.2, an extract from LCC’s Maps & Related Information Online (MARIO), shows the local public rights of way (PRoW).
Image 3.2: Local Public Rights of Way
Source: http://mario.lancashire.gov.uk/agsmario/default.aspx
3.2.2 The above image shows that there are no PRoW that pass through the site. There are however two footpaths (FP) that lead from Tincklers Lane west of the site. These are FP10 and FP3 which connect to each other further west and lead to FP11 which links Towngate to Syd Brook Lane.
3.2.3 There are no formal cycle routes in the vicinity of the village but the roads are relatively lightly trafficked making them naturally conducive to cycling.
3.3 Local Highway Network
Doctors Lane
3.3.1 Doctors Lane, as mentioned above, forms the southern boundary of the site and runs in a generally west to east alignment. To the west if forms a priority controlled junction with Tincklers Lane and to the east it forms a priority controlled crossroads with The Green.
14 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
3.3.2 The road is single carriageway fronted mainly by residential properties but it also provides access to the Eccleston Health Centre and Eccleston Primary School both located to the east of the site, as well as Eccleston Cricket Club to the south of the site. The carriageway is circa 6m in width with footways circa 2m in width being provided on both sides of the carriageway east of the site.
3.3.3 The speed limit along Doctors Lane changes. The section of the road from Tincklers Lane to the eastern boundary of the site is subject to the National Speed Limit (60mph), this reduces to 30mph from the site frontage to Cricketers Green where it then reduces to 20mph up to its junction with The Green. This section of 20mph is enforced by speed cushions. Street lighting is provided from the eastern boundary of the site into the village centre.
3.3.4 It should be noted that a pair of bus stops are located on Doctors Lane near to Eccleston Primary School, however site notices suggest these stops are no longer in use. The nearest bus stops are therefore located on The Green near to its junction with Doctors Lane.
Tincklers Lane
3.3.5 There are two sections of Tincklers Lane in the vicinity of the site. One, classified as the C192, is essentially the continuation of Doctors Lane and connects the village to Mawdesley and on to the A59 via the B5246 further west. The second section, classified as the U700, forms the western boundary of the site and links Doctors Lane to Towngate at the northern edge of the settlement. This second section is subject to national speed limit between Doctors Lane and the north-west corner of the site where the speed limit reduces to 30mph further north.
Banner Close
3.3.6 This is a residential cul-de-sac circa 70m to 80m in length that provides access to a small number of houses that lie to the east of the site. It forms a priority controlled junction with Doctors Lane, it is circa 6m in width, has circa 2m wide footways in both verges, is subject to a 30mph speed limit and has street lighting. Highway boundary records indicate that the turning head toward the northern end of the cul-de -sac would appear to directly abut the site boundary.
The Hawthorns
3.3.7 This is another residential cul-de-sac that provides access to a large number of houses and also lies to the east of the site. It is circa 6m in width, has circa 2m wide footways in both verges and is subject to a 20mph speed limit as enforced by speed humps. Street lighting is also provided. There is a small cul-de-sac off the western section of The Hawthorns, and highway boundary records indicate that it appears to directly abut the proposed development site.
3.3.8 Further details of existing traffic conditions including traffic flows, speeds and highway safety are provided in Sections 3.4 and 3.5 of the TA.
15 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
This page has been left intentionally blank
16 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
4 DEVELOPMENT PROPOSAL
4.1 Development Description
4.1.1 Redrow is seeking outline planning permission for up to 80 dwellings on land to the east of Tincklers Lane, Eccleston. 30% of the dwellings will be designated as ‘affordable’. The nature of the application will mean that all matters will be reserved except for the main vehicular access.
4.1.2 Other documents submitted as part of the planning application will provide details relating to the composition of housing to be provided on-site and any areas of public open space. These documents should be available via the online Chorley Council (CC) planning portal.
4.1.3 An Illustrative Masterplan has been produced by Urban Green and forms part of the supporting documentation for the planning application. The Illustrative Masterplan shows an internal primary road which provides access to secondary streets and private driveways. The areas to be developed are fringed by green infrastructure.
4.2 Access Strategy
4.2.1 The proposed access arrangement is illustrated in Drawing P20003-001E in Appendix D of the TA and follows pre-application discussions with LCC.
Vehicular Access
4.2.2 Access is to be taken via a simple priority controlled (‘T’) junction roughly halfway along the Doctors Lane frontage with this being the predominant form of junction for residential side roads in the area. The access will conform with LCC’s design standards and have a 5.5m wide carriageway with 6m corner radii.
4.2.3 Care has been taken to preserve the oak tree to the east of the proposed access which has had an influence on the access location. In order to ensure that the access is in a safe location, visibility splays have been based on observed 85th percentile speeds at the site access location. The proposed access location ensures that a safe level of visibility can be achieved without the need to remove the tree.
4.2.4 Traffic speeds on this section of Doctors Lane will naturally reduce with the development in place as drivers will be aware that they are entering a residential area, however to help reduce speeds and improve highway safety, Redrow are willing to fund a Traffic Regulation Order via Section 106 (S106) Agreement in order to extend the 30mph speed limit on Doctors Lane to the west of the junction with U700 Tincklers Lane as discussed with LCC during the pre-application stage. This, along with the suggested gateway/traffic calming features, are shown on Drawing P20003-001E (TA Appendix D). Details of street lighting will be provided at the reserved matters stage.
17 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Access for Pedestrians and Cyclists
4.2.5 The pedestrian and cyclist access strategy has been carefully considered. It would be fairly commonplace for a development such as this to provide footway along the site frontage, as originally requested by LCC, however digging into the root protection area (RPA) of the oak tree to provide a footway would likely harm it, even if non-standard construction methods were used given the proportion of the RPA that would be affected. Therefore it is proposed to provide a footway internally to the site, set-back from the road, running east from the vehicular access to the point opposite the Cricket Club access, which avoids the RPA. An uncontrolled dropped kerb crossing with tactile paving is proposed at this point over Doctors Lane, providing connectivity with the cricket club and the existing southern footway provision. We believe that this is the most appropriate form of crossing given the relatively low traffic flows on Doctors Lane and limited demand for pedestrians to cross in this location, as discussed and agreed with LCC during the meeting on 1st October 2020.
4.2.6 LCC originally requested the extension of the existing footway provision on the southern side of Doctors Lane opposite the site, however arboricultural advice has suggested that the construction of said footway would harm the group of oak trees in the verge. This, in combination with the very limited demand for people to walk in that direction due to the lack of amenities, means that this should not be required and was agreed with LCC during the meeting on 1st October 2020.
4.2.7 The proposed section of northern footway along the eastern section of site frontage would then connect to the existing footway provision on Doctors Lane. The existing provision immediately adjacent to the site is narrow at approximately 0.7m-0.8m wide, however there is scope to widen the footway by utilising some of the adjoining carriageway width. Doctors Lane widens from 5.5m along the site frontage to circa 6m east of the site. Utilising some of this available highway and continuing the 5.5m carriageway width from the site frontage up to the Banner Close junction would enable the existing footway to be widened to circa 1.2m wide outside of the neighbouring property, over a length measuring approximately 16m. Whilst it recognised that this is below the preferred 2.0m width, 1.2m is the best which can be achieved within the available highway, without reducing the carriageway width below 5.5m, which is wide enough to allow two HGVs to pass. 1.2m is also regarded as a sufficient width for the passage of those with pushchairs, wheelchairs or mobility scooters. In the rare occurrences when there are pedestrians and those with mobility aids travelling in opposite directions, there will be ample opportunity for people to give-way to one another on the 2.0m section along the site frontage or at the Banner Close junction.
4.2.8 A pedestrian/cycle access will also be provided at The Hawthorns towards the north-east corner of the site, which is afforded circa 2m wide footways, streetlighting and traffic calmed roads. This connection offers a pleasant alternative through a residential estate to reach the village centre and local amenities, including the public open space in the centre of The Hawthornes.
18 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
4.2.9 An additional pedestrian/cycle connection can potentially be provided onto Tincklers Lane at the north-western corner of the site, at the request of LCC, which in turn provides greater access to the two PRoWs located to the west of Tincklers Lane. Whilst there is no existing footway provision along this section on Tincklers Lane, the PRoW are existing, and pedestrians will be able to walk in the verges either side of the road which is not uncommon for such rural settings and connection to rural PRoWs. To warn drivers of the presence of pedestrians and encourage slower speeds, ‘SLOW’ road markings and ‘Pedestrians in road ahead’ signage will be provided on the approaches to the proposed pedestrian/cycle link and the PRoWs, with the exact locations to be agreed at the detailed design stage.
4.2.10 The pedestrian connections will facilitate a pedestrian route through the site between the existing provision on Doctors Lane and The Hawthorns to the PRoWs to the west of the site. The enhanced connection to the PRoW network should facilitate greater access to the countryside in line with paragraph 118 of NPPF.
4.3 Internal Layout
4.3.1 The design speed of the access road will be 20mph. While the internal layout will be subject to a separate reserved matters application by the house builder, it is expected that it will be based on LCC’s Creating Civilised Streets and MfS design guidance meaning that the layout will focus on the needs of pedestrians, cyclists and public transport users, create a sense of place and community, create permeable streets offering good quality connections and will recognise the needs of people of all ages and abilities. All of these should be achieved without over-designing.
4.4 Stage 1 Road Safety Audit
4.4.1 An independent Stage 1 Road Safety Audit (RSA) has been undertaken by qualified professionals. This raised only three minor issues which can be addressed at the detailed design stage. Further details are provided in Section 4.4 of the TA.
4.5 Summary
4.5.1 As described in this section, a vehicular only access will be taken via a simple priority controlled (‘T’) junction roughly halfway along the Doctors Lane frontage. Three separate pedestrian/cycle connections can potentially also be provided, one being at the south-east corner onto Doctors Lane, one at the north-east corner onto The Hawthorns and another at the north-west corner onto Tincklers Lane. The two eastern pedestrian access points to the north and south of the proposed development offer a choice of routes to the various local amenities within the village. The pedestrian accesses facilitate greater connectivity and access to the local PRoW network.
4.5.2 The proposed access arrangement has been subject to an independent Stage 1 RSA which raised three minor issues which can be addressed at the detailed design stage.
19 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
4.5.3 The development proposals, particularly the vehicular, pedestrian and pedestrian/cycle only access would conform to national and local policy and guidance in terms of accessibility and access to the countryside. The design of the access road and additional pedestrian/cycle connections as described above comply with the standards set out in LCC’s Creating Civilised Streets and MfS. As such the design will also conform to and complement several local and national policies including Local Plan Policies ST1 and ST3, Core Strategy Objectives SO3 and SO4 as well as the goals and transport priorities of LCC’s LTP
4.5.4 The design reflects the MfS principles of inclusive design, shifting from focusing on designing for motor vehicles to designing streets around the needs of pedestrians, cyclists and public transport users, controlling speeds, not overdesigning and creating permeable streets. These principles in turn help the site to conform to NPPF guidance including paragraph 108 in terms of giving priority to pedestrian and cycle movements, ‘safe and suitable access to the site can be achieved for all users.’
20 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
5 ACCESS BY SUSTAINABLE MODES
5.1 Introduction to Sustainable Modes of Transport
5.1.1 National and local transport planning policy centres on the importance of sustainable development, meaning that new developments should be located in areas where there is access to sustainable modes of travel, or where sustainable modes of travel can be introduced. The National Design Guide (2019) defines sustainable transport modes as:
‘Any efficient, safe and accessible means of transport with overall low impact on the environment, including walking and cycling, low and ultra low emission vehicles, car sharing and public transport.’
5.1.2 Walking, cycling and public transport are commonly regarded to be the most sustainable modes of transportation. This section of the report will describe how the site can be accessed by these modes.
5.2 Access on Foot
5.2.1 The site is located adjacent to existing residential areas and close to the centre of Eccleston. The proposed pedestrian accesses will connect to the existing lit footways on Doctors Lane and The Hawthorns all of which provide connection to the amenities of the village. The proposed uncontrolled crossing at the south-east corner of the site on Doctors Lane will provide a safe crossing point for any pedestrians wishing to cross here, such as those visiting the Cricket Club. The crossing facilities at the Banner Close junction, the Doctors Lane/Chaucer Close/Cricketers Green mini-roundabout, as well as the crossing points over Gillcroft and Marsden Close to the north of Doctors Lane will be upgraded with tactile paving. These locations are shown on Drawing P20003-300 in Appendix D of the TA.
5.2.2 Research has indicated that acceptable walking distances depend on a number of factors, including the quality of the development, the type of amenity offered, the surrounding area, and other local facilities. The Chartered Institution of Highways and Transportation (CIHT) document entitled Providing for Journeys on Foot (2000) suggests walking distances which are relevant to this application. These distances are shown in Table 5.1.
Table 5.1: Suggested Acceptable Walking Distances
Commuting/School/ Elsewhere/Local Criteria Town Centres (m) Sightseeing (m) Services (m) Desirable 200 500 400 Acceptable 400 1000 800 Preferred Maximum 800 2000 1200 Source: CIHT Document ’Providing for Journeys on Foot’ (2000)
5.2.3 In order to highlight the site’s accessibility on foot, an indicative walking isochrone has been produced as shown in Figure 1 in TA Appendix E, which represents the site’s walking catchment with the CIHT’s
21 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
‘Preferred Maximum’ distances of 1200m and 2000m for local service and commuting/school trips illustrated.
5.2.4 It can be seen from Figure 1 in TA Appendix E that the 1200m catchment encompasses much of the village and its day-to-day amenities including Eccleston Village Surgery, Hillcrest Veterinary Surgery, Eccleston Cricket Club, play park, Eccleston Millennium Green, St Mary the Virgin Church, several hot food takeaways, two car showrooms, petrol filling station with convenience store, off licence/convenience store, hairdresser/barber, optician as well as the fairly recent retail development containing a Sainsbury’s Local, pharmacy, Post Office, hair/beauty salons, café, florist, bakery and charity shop. The potential pedestrian connection at the north-west corner of the site could provide convenient access to FP10 and FP3 which may be popular for recreational walks and dog walking.
5.2.5 Similarly, when in consideration of the ‘Preferred Maximum’ 2000m commuting and education trip distance, several schools and places of employment are accessible. Some examples are Eccleston Primary School, St Mary’s Church of England School and Grove Park Industrial Estate, Grove Mill, multiple farms and numerous amenities in addition to the aforementioned ones which may offer employment opportunities over time.
5.2.6 Given the evidence presented in Figure 1 of TA Appendix E, walking can be considered to be a realistic and viable method of travel indicating that the site’s location is accessible via this sustainable mode.
5.3 Access by Cycle
5.3.1 It is widely recognised that cycling can offer an attractive alternative to short car trips, particularly those under 5km, but also as part of longer journeys by public transport.
5.3.2 The DfT’s Local Transport Note 2/08 Cycle Infrastructure Design states that:
‘The road is the most basic (and important) cycling facility available, and the preferred way of providing for cyclists is to create conditions on the carriageway where cyclists are content to use it, particularly in urban areas.’
5.3.3 A cycling isochrone showing the site’s catchment has also been produced using TRACC and is shown as Figure 2 in TA Appendix E. The figure illustrates 2000m and 5000m catchment ranges which equate to 10 minute and 25-minute journey times respectively which are based on the somewhat conservative or leisurely cycle speed of 12kph. Anecdotally, commuting cyclists are generally thought to travel at speeds between 15-20kph so a greater catchment may be more realistic.
5.3.4 All of the amenities which can be walked to from the site, as mentioned above, can similarly all be accessed through cycling. The additional distance with which cycling allows for means that the settlements of Mawdesley, Heskin, Ulnes Walton and Croston can all be cycled to, allowing future residents of the site to utilise the amenities/employment opportunities with which they provide. Croston train station can be cycled to, with Euxton Balshaw Lane train station only slightly exceeding
22 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
this 5000m cycling distance. Rivington Business Centre and Charnock Services can also be accessed within this distance to the east of the site.
5.3.5 Figure 2 in TA Appendix E suggests that cycling will be a viable mode of travel for access to a number of local amenities, employment and educational opportunities.
5.3.6 The proposed site access point and dedicated pedestrian/cycle only accesses will complement the existing infrastructure and provide convenient routes that follow natural desire lines for future residents of the site. The improved connection to the local PRoW network will in turn facilitate greater access to the countryside.
5.4 Access by Bus
5.4.1 The nearest existing bus stops to the site are located on Towngate north of Tincklers Lane, around a 500m walk from the centre of the site, and on The Green south of Doctors Lane, around an 800m walk away. LCC, in their pre-app response, consider 800m as being an ideal waking distance for access to bus stops in an area such as this.
5.4.2 The northbound Towngate bus stop is marked, with this having a flagpole, as well as a bench nearby on the corner of the junction. The bus stops on The Green have flags and bus cages (carriageway markings) while the northbound stop benefits from a shelter and timetable information.
5.4.3 There is also a pair of bus stops on Doctors Lane outside Eccleston Primary School however these are currently served by the 810 school service only.
5.4.4 Table 5.2 summarises the services that can be accessed from the aforementioned bus stops, with the information correct as of October 2020. Timetable information for all the services mentioned above can be downloaded from https://www.traveline.info.
Table 5.2: Summary of Bus Services
Service Route Weekday Saturday
Wigan - Preston via Leyland, 0705 - 1858 0705 - 1858 Lostock Hall & Bamber Bridge 1 service/hr 1 service/hr 113 Preston - Wigan via Heskin, 0648 - 1932 0658 - 1932 Wrightington & Standish 1 service/hr 1 service/hr Ormskirk - Chorley via Charnock 0712 - 1942 0957 - 1947 Richard 1 service/2hr 1 service/2hr 337 Chorley - Ormskirk via 0708 - 1748 0753 - 1753 Mawdesley, Parbold & Burscough 1 service/2hr 1 service/2hr Southport - Chorley via Charnock 0745 - 1757 0757 - 1857 Richard 1 service/1hr-2hr 1 service/1hr-2hr 347 Chorley - Southport via 0853 - 1853 0853 - 1853 Mawdesley, Rufford & Crossens 1 service/1hr-2hr 1 service/1-2hr
23 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
5.4.5 The 113 is the main service in the area providing hourly journeys between Wigan and Preston and settlements in between including Leyland, Lostock Hall, Bamber Bridge, Heskin, Wrightington and Standish. The journey time to Wigan takes less than 40-minutes. The services commence in the morning and continue into the evening.
5.4.6 The 337 provides services to Ormskirk and Chorley via Charnock Richard, Mawdesley, Parbold and Burscough every two hours from morning to evening. Journeys to Chorley take less than 25-minutes and journeys to Ormskirk take less than an hour.
5.4.7 The 347 provides serves to Southport and Chorley via Charnock Richard, Mawdesley, Rufford and Crossens every 1-2 hours. Journeys to Chorley take around 25-minutes while trips to Southport take around 55-minutes.
5.4.8 All of the above services operate Monday to Saturday and will offer viable options for commuting, retail and leisure use for many residents of the site. No services currently operate on a Sunday.
5.4.9 Six school services (766, 772, 783, 788, 810 and 812) also call at the stops, providing school day services to schools and colleges in Bretherton, Chorley, Croston, Buckshaw Village, Wrightington Bar and Appley Bridge. While these are school services, they are also available to adults.
5.4.10 The NPPF, at paragraph 110, states that developments should ‘so far as possible’, facilitate ‘access to high quality public transport’. The NPPF also acknowledges, at paragraph 103, that the opportunities to do so will vary between urban and rural locations. It is our opinion that the existing bus service provision in Eccleston is appropriate and reasonable for the size of development proposed. The development, by taking advantage of the existing footway connections to the abovementioned bus stops, does provide ‘appropriate opportunities to promote sustainable transport modes’ (paragraph 108 NPPF).
5.5 Access by Rail
5.5.1 As mentioned previously, Croston train station can be cycled to from the development site. This station can also be accessed through utilising the 113, 337 and 347 bus services, with the station itself providing alternative routes through to Preston and Ormskirk at an hourly frequency. Euxton Balshaw Lane train station may also appears to be within a reasonable cycling distance.
5.5.2 Wigan North Western and Wigan Wallgate train stations can be accessed through utilising the 113 bus service to Wigan bus station, followed by a short walk. These two stations provide connections through to Southport, Kirkby and Alderley Edge, as well as further afield destinations such as Leeds, Blackpool North, Glasgow Central, London Euston and Windermere. In additional to cycling and travelling via bus, a car share trip or taxi journey to one of the local train stations can be considered to be a sustainable trip, particularly for longer distance journeys.
24 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
5.6 Working from Home
5.6.1 It is expected that the developer will facilitate working from home by providing rooms or design features within each house to facilitate this along with broadband connections. It has been reported that facilities to work from home are key considerations for many new house-buyers as a result of the coronavirus pandemic, and housebuilders are actively designing this into their new homes.
5.6.2 Working from home is highly sustainable as it does not generate vehicular traffic. Many employers, particularly of staff who have desk-based jobs, allow working from home and it has proven to be successful during the recent ‘lockdowns’. It is likely that many employers will continue this arrangement either full or part-time post-Covid-19.
5.7 Summary
5.7.1 This section of the report has demonstrated that the site is in a sustainable location where a range of local amenities and centres of employment and education are within nationally recognised acceptable walking and cycling distances. Croston and Euxton Balshaw Lane train stations can also be reached via bicycle.
5.7.2 The pedestrian and cycle connections to existing footways and to the local PRoW network, along with crossing improvements, should be of benefit to existing residents as well as residents of the proposed development.
5.7.3 The local bus services provide connections to the regional towns of Chorley, Leyland, Wigan, Ormskirk, and Southport and the city of Preston as well as smaller settlements such as Croston, Mawdesley, Charnock Richard and Standish. Connection can also be made via bus to rail services in Croston and Wigan. Many of the bus services operate during reasonable times to allow for commuting at traditional times of the day.
5.7.4 The applicant is highly likely to facilitate working from home.
5.7.5 A key theme of national and local transport planning policy is that development should be located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. As detailed in Section 2 of this report, the NPPF states that ‘significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes’, as well as providing ‘safe and suitable’ access for all.
5.7.6 It is therefore felt that, in relation to Paragraph 108 of the NPPF, ‘appropriate opportunities to promote sustainable transport modes can be – or have been – taken up’. In line with NPPF paragraph 118, the development should also help to improve access to the countryside.
25 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
5.7.7 The development proposals will also conform to and complement several local policies including CC Local Plan policies ST1 and ST3 and Core Strategy Objectives SO3 and SO4 as well as the goals and transport priorities of LCC’s LTP.
26 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
6 TARGETS
6.1 Introduction
6.1.1 In order for TP measures to be successfully adopted, it is important to set achievable but still somewhat challenging targets that can be monitored and reviewed at regular intervals. It is difficult to set targets at this stage as they need to be based on the actual travel characteristics of the site which will not be known until a baseline travel survey has been arranged following full occupation of the site, or an agreeable level of occupation with LCC. It is expected that Redrow will arrange this baseline survey. However, as Redrow have a commitment to sustainable travel and the early stages of the TP process, we can set some initial targets based on the estimated trip generation of the site and existing transport modal split for the local area.
6.2 Vehicular Trip Generation
6.2.1 Trip rates derived from the industry standard TRICS database were presented to LCC during scoping discussions (TA Appendix A). Despite a robust site selection process being used to include sites with similar geographical characteristics to the development site, LCC indicated that they would prefer use of higher trip rates which have been accepted on other residential development in Chorley. Whilst the rates were much higher than what we have had accepted by other highway authorities on developments in similar location, we have agreed to using LCC’s suggested trip rates. A summary of these trip rates and the resultant trip generation applied to 80 dwellings is shown in Table 6.1.
Table 6.1: LCC Trip Rates and Resultant Trip Generation
LCC Trip Rates Trip Generation Peak Arrivals Departures Totals Arrivals Departures Totals AM 0.140 0.445 0.585 11 36 47 PM 0.437 0.226 0.663 35 18 53
6.2.2 Using the LCC’s suggested trip rates, the site is forecast to generate 47 two-way trips in the AM peak hour and 53 two-way trips in the PM peak hour, which is less than one trip per minute at the busiest times of the day. These trips would occur at the site access before dissipating across the highway network. Using the more recently derived TRICS trip rates (TA Appendix A) suggest that the site will generate 38 two-way trips in the AM peak and 39 in the PM peak.
6.3 Person Trip Rates
6.3.1 The number of non-car trips likely to be generated by the site has been forecast using 2011 Census Method of Travel to Work (MTW) data. The three lower layer super output areas (LSOA) Chorley 011C, 011D and 011E have been selected as they are the most local output areas that include the site
27 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
location and the built-up area of Eccleston in its entirety, with the trip ends for each method of travel downloaded from Nomis (http://www.nomisweb.co.uk).
6.3.2 Several of the transport mode categories have been manually removed from the data for reasons including the observed census trips being very low or zero (e.g. taxi and underground), or they will not generate a trip (i.e. not in employment and working from home).
6.3.3 As the vehicular trips were calculated using local trip rates, factors have been derived between them and the total census car driver trips (1,690). The factors equate to 2.8% for the AM peak and 3.1% for the PM peak. They have then been applied to the other census modes to forecast the likely number of multimodal trips generated by the site. A summary of these multimodal trips is shown in Table 6.2.
Table 6.2: Forecast Multimodal Person Trips
Method of Travel to Work Census Trips Total Mode % AM Trips PM Trips Train 26 1.3% 1 1 Bus, minibus or coach 29 1.4% 1 1 Motorcycle/ scooter 18 0.9% 1 1 Driving a car or van 1,690 82.6% 47 53 Passenger in a car or van 119 5.8% 3 4 Bicycle 46 2.2% 1 1 On foot 117 5.7% 3 4 All Modes 2,045 100.0% 57 65 Factors 2.8% 3.1%
6.3.4 Based on the results in Table 6.2, the site is forecast to generate 57 and 65 total people trips in the AM and PM peaks respectively. Following driving a car (82.6%) being the most frequent method of travel likely to be used by residents of the site, trips as a car passenger (5.8%) and walking (5.7%) are likely to be the joint second most popular modes, generating circa 3 trips in the AM peak and 4 trips in the PM peak. The other modes listed are likely to generate single trips in each peak hour. It is acknowledged that train trips are likely to require another mode as part of the journey. Promotion of the TP measures should hopefully result in a gradual reduction in private car trips and an increase in the other more sustainable modes.
6.4 Modal Share Targets
6.4.1 In line with national TP guidance, targets should be SMART (Specific, Measurable, Achievable, Realistic and Time-bound). At this stage in the TP process, the most suitable way to set targets will be to suggest a reduction in single occupancy car or van driver trips with an increase in trips on foot, bike, bus, train and as a passenger in a car or van trips.
6.4.2 At this stage we believe that a reduction in single occupancy private car use by 5% within 5-years is an achievable yet challenging target. We have therefore produced initial targets based on a 5% reduction in single occupancy car trips with this 5% spread across the other sustainable modes based
28 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
on the existing proportions. Table 6.3 presents these initial targets. The green font represents a percentage increase with the red font representing a percentage decrease. We feel that these initial targets should be achieved within five years of initial occupation of the site.
Table 6.3: Modal Shift Targets for Five Years Post First Occupation
Method of Travel to Work % Modal Split Modal Split Target Train 1.3% 1.7% Bus, minibus or coach 1.4% 1.8% Motorcycle/ scooter 0.9% 0.9% Driving a car or van 82.6% 77.6% Passenger in a car or van 5.8% 7.6% Bicycle 2.2% 2.9% On foot 5.7% 7.5% Total 100.0% 100.0%
6.4.3 It is recommended that the initial targets are adjusted based on the baseline travel survey, which could be undertaken at an agreeable level of occupation with LCC, as this will provide more accurate, up-to-date and site specific travel patterns rather than using census derived modal split data. Working from home has not been included as a target as LCC have previously stated that as it is something that the developer or LCC have significant influence over, but nevertheless, working from home is highly sustainable.
29 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
This page has been left intentionally blank
30 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
7 MEASURES
7.1 Introduction
7.1.1 It is important that TP measures are appropriate for the development and have realistic potential to influence the increased uptake of sustainable modes of transportation. It is also important that they can influence people in the short, medium and long term.
7.1.2 Not only should the measures be realistic but it is important that resources are made available to help achieve them. Therefore, the roles and responsibilities of all parties involved, particularly LCC’s Travel Plan Support team and the eventual Travel Plan Co-ordinator for the site, should be presented, discussed and agreed at the earliest opportunity.
7.1.3 This section will present potential measures to help achieve the objectives set in Section 2. Some of these measures will be collective and apply to all modes of sustainable transport while others will be specific to each mode.
7.1.4 There may also be scope to link the TP to other TPs that may already exist in the area, particularly those associated with local schools and businesses.
7.2 Reducing the Need to Travel
7.2.1 Section 5 of this TP has described how the site is well-located in terms of being within walking and cycling distance to local centres of employment and education and to local amenities. It also demonstrated how bus services may provide viable and convenient modes of travel for a range of journey types. Furthermore, the site’s access strategy maximises the potential for the attractiveness of sustainable modes by providing sustainable connections along natural desire lines.
7.2.2 Sections 4 and 5 have stated that the local highway network is conducive to walking and cycling trips, with established, well-lit footways and scenic PRoWs for pedestrians. Development of the site could also see an increase in working from home given improvements in home telecommunications, such as broadband and video calling, and information technology, including cloud computing and the increase in ‘.com’ industries. Anecdotally, more employers, often through adoption of their own TPs, are allowing increasing numbers of staff to work from home. It was well publicised that working from home became increasingly popular and effective during the recent ‘lockdowns’.
7.2.3 In addition, the emergence of home deliveries from large supermarkets and online retailers has the potential to further reduce the need for travel. There is an opportunity for Redrow to promote these alternatives and raise awareness of the potential time, cost and environmental savings of home deliveries, both in relation to the large supermarket chains including Sainsbury’s, Asda, Tesco, Morrisons and Waitrose, as well as online retailers such as Ocado and Amazon. Many of these retailers allow purchases to be delivered on a specific day and some between a specific time window to ensure
31 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
that someone is home to accept the delivery. Alternative delivery addresses and locations can also often be specified.
7.3 Welcome Packs
7.3.1 Welcome packs will be provided for each new residence upon first occupation and will be produced by Redrow with input from LCC. These packs will be essential to educating and informing future residents of both the sustainable transport modes available to them and the benefits they can have for them and their families including time and cost savings, supporting a healthy lifestyle and minimising their carbon footprint. They are therefore essential to the promotion of what this TP aims to achieve.
7.3.2 Typically, the content a Welcome Pack would include:
Introduction to the TP concept dealing with objectives and benefits; Educational literature on the health benefits of walking and cycling and the environmental benefits of sustainable modes of transport; Maps highlighting local walking and cycling routes and catchment plans indicating typical walking and cycling times to key destinations; Public transport route maps and timetables; Weblinks to travel planning and public transport websites; and Details of the appropriate TP Co-ordinator.
7.4 Other Methods of Awareness Raising and Marketing
7.4.1 Aside from welcome packs, there are other effective ways to raise the awareness of and market the benefits of sustainable travel including:
Establishment of local sustainable transport forums or groups where issues can be shared and solutions discussed. This could be at physical meeting or by using social media with website such as Twitter, Facebook and Nextdoor having mass appeal and membership, yet having localised content and discussion groups; Set-up of travel notice boards in communal areas displaying information such as lists of sustainable travel websites, local taxi services and car clubs; and Promotion of events such as National Bike Week and Living Street’s series of walking events including Walk to Work Week and Walk to School Week.
7.5 Measures to Encourage Walking
7.5.1 Walking is considered to be the most sustainable and accessible mode of travel. It also has the benefit of zero carbon emissions and significant health benefits, with doctors recommending 150 minutes of activity per week to keep your body healthy and prevent illness including heart disease, cancer and
32 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
diabetes (https://www.nhs.uk/live-well/exercise/). The 150 minutes could be achieved by walking leisurely for 30 minutes per day, five days a week, or briskly for 10 minutes per day (https://www.nhs.uk/live-well/exercise/walking-for-health/). Furthermore, recent research from the University of Cambridge has discovered that just a brisk 20-minute walk each day, burning between 90 and 110 calories, could reduce the risk of premature death by between 16-30% for inactive individuals (http://www.cam.ac.uk/research/news/lack-of-exercise-responsible-for-twice-as-many- deaths-as-obesity).
7.5.2 Potential measures to encourage walking include the following:
Raise awareness of the health benefits of walking for all ages of people of fair health, emphasising how it is a cost-effective alternative to other exercise methods such as gym membership and does not involve a considerable change to people’s day-to-day lifestyles; Promote the local walking routes available (through welcome packs and notice boards) including off-road PRoWs; Ensure the clear signage of pedestrian routes within and adjacent to the site; and Promotion of a ‘walking buddy’ scheme or residents walking group (through welcome packs, notice boards and social media).
7.6 Measures to Promote Cycling
7.6.1 Like walking, cycling is sustainable and accessible. It has the benefits of zero carbon emissions and has significant health benefits. The NHS website (https://www.nhs.uk/live-well/exercise/cycling-for- beginners/) outlines the health benefits of cycling stating that, ‘For health benefits, adults and older adults should do at least 2 hours and 30 minutes (150 minutes) of moderate-intensity activity each week…A 30-minute ride will count towards your recommended weekly activity target’.
7.6.2 The website also makes the pertinent point that cycling has broad appeal with young and old, the able-bodied and people with disabilities who can all enjoy cycling with the right equipment. Potential measures to encourage cycling include the following:
Raise awareness of the health benefits of cycling for all ages of people with fair health, again emphasising how it is a cost-effective alternative to other exercise methods and promoting the ‘fun’ element of cycling; Promote the local cycling routes available and cycle storage facilities at key destinations/hubs such as in town centres and at train stations (through welcome packs and notice boards); Promotion of events such as National Bike Week (www.bikeweek.org.uk) and Bike2Work (https://ec.europa.eu/energy/intelligent/projects/en/projects/bike2work) which in 2015 involved 27,000 participants in the UK, 10% of which did not used to cycle at all; and
33 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
Promotion of a Bicycle User Group (BUG) (through welcome packs, notice boards and social media) which could include cycle proficiency courses.
7.7 Measures to Encourage Public Transport
7.7.1 Public transport use and accessibility is an important element of TPs. Bus and rail transport can often be effective options for many trip types, particularly mid to long distance journeys. Section 5 of this report has demonstrated that public transport should be a suitable and convenient mode of transport for some residents of the site.
7.7.2 The key measure to promote public transport use will be through the provision of route and timetable information in welcome packs, on notice boards and at the stops themselves.
7.8 Measures to Reduce Single Occupancy Car Trips
7.8.1 Car/lift sharing can be an effective way to reduce single occupancy car trips. These trips can often be arranged between friends and neighbours. Liftsharing websites enable users to register and search for lifts in their area. Users typically have to be over 18-years of age but do not always have to have driving licences (as passengers).
7.8.2 LCC in conjunction with Liftshare manages its own scheme called ‘Shared Wheels’ (https://liftshare.com/uk/community/sharedwheels) which is free to join. Websites such as these can be promoted through welcome packs, notice boards and social media.
7.8.3 Residents could also manage their own lift sharing as there are likely to be a number of residents travelling to popular destinations such as Chorley, Preston and Wigan. This could be managed through a residents’ committee should there be one, or informally otherwise.
34 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
8 MANAGEMENT, MONITORING AND REVIEW
8.1 Management
8.1.1 The overall responsibility for the TP for this site will lie with Redrow. They will be required to submit an updated version of this document setting out a timeline for the implementation of initiatives to encourage the use of non-car modes, as well as the undertaking of monitoring and production of reports detailing the findings of the periodic reviews.
8.1.2 Following completion of the development and at a ‘trigger point’ to be agreed with LCC, it is envisaged that the TP would become the responsibility of a site Management Company, or residents’ association.
8.2 Appointment of a Travel Plan Co-ordinator
8.2.1 Redrow will be expected to appoint a Travel Plan Co-ordinator (TPC) prior to construction. The TPC will inherit the day-to-day responsibility for ensuring that the TP is regularly monitored, reviewed, updated and evolved.
8.2.2 They will be tasked with implementing and marketing the TP measures, monitoring the uptake of the measures by arranging travel surveys at regular intervals to be agreed with LCC, assessing whether targets have been met, reviewing and updating the targets based on survey results and liaising with LCC.
8.2.3 It is likely that a Sales Advisor based at the site would be based placed to undertake this role initially, with the responsibility being handed to the site’s management company which will be in place prior to the sale of the final plot.
8.2.4 Once appointed, the contact details of the TPC will be provided to LCC’s Travel Plan Support team.
8.3 Monitoring and Review
8.3.1 It is important that the TP is monitored, in the form of further travel surveys, at regular intervals to assess its success and help to evolve it. It is envisaged that the developer responsible for implementing the permission will be expected to monitor the TP at least once a year for a minimum of five years, post 100% occupation of the development.
8.3.2 A review of the TP should take place after each monitoring phase and a report detailing the progress made, or otherwise, submitted to LCC for their consideration.
8.3.3 The review should propose the removal of any unsuccessful incentives, replacing them with measures that have greater potential to achieve the TP targets. If the TP is shown to be underachieving, a remedial strategy should be outlined which considers measures to bring the TP ‘back on track’. Any proposed changes to the TP will need to be discussed and agreed with LCC.
35 P20003 – Tincklers Lane, Eccleston, Lancashire Interim Travel Plan
8.3.4 A TP should not be considered a one-off event but a dynamic process that should evolve and develop over time, being responsive to changing travel habit.
8.4 Interim Action Plan
8.4.1 An interim action plan has been produced, outlining actions likely to be undertaken prior to and following the occupation of the site. It should however be noted that this is only indicative at this stage as Redrow should produce a Full Travel Plan following occupation, which should provide more detailed information on the TP actions and measures.
8.4.2 Table 8.1 below presents the Interim Action Plan.
Table 8.1: Interim Action Plan
Stage Action Responsibility Prior to Provide a Full Travel Plan following consultation with LCC Redrow construction
Site layout design to prioritise accessibility by sustainable Detailed Design Redrow modes and allow cycle storage within each property
Completion of Travel Plan Market the benefit of the site in terms of accessibility by 1st phase of Co-ordinator/ non-car modes to potential buyers construction Sales Agent Appoint Travel Plan Co-ordinator (TPC) and inform LCC of Redrow 3 months prior contact details to occupation Travel Plan Prepare Welcome Packs and arrange printing Co-ordinator Occupation of Arrange for Welcome Packs to be presented to new Travel Plan dwellings/units owners with keys to dwellings/to all staff at site Co-ordinator After agreed Undertake travel surveys and collate and report results to Travel Plan level of LCC Co-ordinator occupation Annually for five Repeat travel surveys and consider additional measures if Travel Plan years the TP effectiveness needs to be enhanced Co-ordinator
36