Longniddry South, Residential-Led Development Site East Lothian Council Main Issues Report Response Transport Impact Appraisal

Introduction WSP have undertaken an appraisal of the potential transport impacts of the proposed Longniddry South development. This has been commissioned in order to address a number of the points raised by East Lothian Council (ELC) in their Main Issue Report (MIR) prepared in advance of the new Local Development Plan. The Longniddry South has been included as a ‘reasonable alternative’ development opportunity within the ELC’s MIR document. The development area has been determined capable of accommodating circa 1,000 residential homes as well as other land use opportunities. The Longniddry South development team consider that the development of circa 450 units is appropriate for the site based on its location and the local characteristics. Within the MIR document, ELC identified the following traffic impact related issues for consideration to determine the suitability of the existing transportation conditions to accommodate the new development at Longniddry South: Ŷ Improvements to the B6363 including encouraging access via the Gladsmuir A1 (T) Interchange; Ŷ Capacity at the Gladsmuir A1 (T) Interchange; Ŷ Impacts on the wider strategic road network including Bankton and Dolphingstone Interchange and Old Craighall junction. To test the full potential impacts of the Longniddry South site, development of up to 1000 units has been assumed in the traffic impact assessment section. In addition to reviewing the impact of the Longniddry South development on the key local and strategic road network. A review of the development impact on public transport services has been undertaken. This has been informed by consultation discussions with public transport bodies including Network Rail and First Bus. This report also summarises opportunities to improve connectivity between the Longniddry South development and the existing Longniddry development area across the East Coast Main Line (ECML). B6363 The B6363 will provide the access points into the Longniddry South development for general motor vehicles. It is not considered necessary to provide a general vehicular access to the Longniddry South site from the A198 Main Street. Providing such a link would counteract many of the key principles of the development including reducing vehicular traffic on Main Street and vehicle movements on the A198 towards the A1 (T) Bankton Interchange. In addition, the development would be designed to maximise walking and cycling trips. By having a less direct vehicular link to local amenities the balance of priority of movement is shifted towards the most active and sustainable travel modes. A separate design options appraisal has been undertaken to determine the most cost beneficial improvement works which could be implemented on the B6363 in conjunction with the development of the Longniddry South site. As part of the package of proposed improvement works, the signalisation of the A198 / B6363 junction has been identified as providing major benefits in terms of road safety and pedestrian and cycle movement. This is supported by the conclusions of an independent Stage 1 Road Safety Audit undertaken by Wyllie Lodge Ltd for the proposed new junction arrangement. The layout of the proposed signalised junction is illustrated in Drawing SK001. An assessment of the impact of the Longniddry South development on the A198 / B6363 junction is presented in the following sections. Vehicle Trip Generation To assess the potential traffic impacts of the Longniddry South development on the proposed signalised junction a trip generation exercise has been undertaken. The nationally recognised and accepted method for predicting trip movements for a development is to make use of trip generation databases, which provide trip rates per unit based on similar developments.

To identify similar sites on which to base the trip generation prediction, the TRICS computer database has been interrogated. The database stores detailed trip information from hundreds of sites in all the various land uses. For the purposes of this report the TRICS database person trip results have been used together with reference to 2011 Census data for Longniddry to provide appropriate arrival and departure trip rates during the weekday AM and PM peak hour periods. The vehicle trip rates for the weekday AM and PM peak hours are: Ŷ Weekday AM Peak Hour Trip Rates x Arrivals = 0.11 vehicles per residential unit x Departures = 0.45 vehicles per residential unit Ŷ Weekday PM Peak Hour Trip Rates x Arrivals = 0.35 vehicles per residential unit x Departures = 0.18 vehicles per residential unit Based on the development capacity of the Longniddry South site of 1000 units, the following peak hour vehicle trip estimates have been made: Ŷ Weekday AM Peak Hour Trips x Arrivals = 115 vehicles x Departures = 456 vehicles Ŷ Weekday PM Peak Hour Trip Rates x Arrivals = 357 vehicles x Departures = 187 vehicles Development Traffic Assignment In order to understand how the trips generated by the completed residential land use within site will be distributed onto the local road network, a residential gravity model has been developed. The gravity model that has been utilised in this study is a type of spatial interaction model. The level of interaction between two locations can be measured by multiplying their attributes and then dividing by their level of separation. For the residential gravity model, the importance of the destination location was calculated by dividing the workplace population of the destination by the distance from the site. In order to provide a final distribution, the percentage of the total interactions was calculated for each area. Scottish census data was interrogated to determine the relevant demographical information and data on approximate distance and journey times was derived using internet mapping software. In order to identify the number of vehicle trips from the site to local destinations census data for travel to work by distance and mode for people living within Longniddry was used. A summary of the percentages output from the gravity model for the site is provided in Table 1 below and illustrated in Figure 1.

Table 1: Summary of the Residential Gravity Model Output

Route from site % Distribution

A1 W 87.6%

A1 E 0.7%

South of A1 2.9%

A198W 4.0%

A198E 4.8%

Figure 1: Residential Traffic Distribution from Site

The gravity model indicates the majority of the development traffic (approximately 91% of vehicles) will be routed via the Gladsmuir A1 (T) Interchange junction to the south of the development. This junction is a grade separated “dumb-bell” style junction and discussed further below. The traffic assignment assessment indicates that only approximately 9% of all development traffic would be routed via the B6363 / A198 junction. School Run Trips The residential gravity methodology presented above is the accepted approach to determining trip distribution for new residential development sites. However, it is acknowledged that due to the location of the existing primary school in Longniddry there is the potential for some local vehicle trips to be generated between the Longniddry South site and the primary school. Whilst the core development principles support maximising travel by the most sustainable travel options and not encouraging private vehicle use for short journeys, an assessment has been undertaken to try to quantify these school run trips. The calculation process is described below:

Ŷ Assuming the maximum development capacity of 1,000 units, ELC’s Education Department has estimated there would be 336 primary school age children resident in the Longniddry South development. Ŷ The Sustrans ‘Hands Up’ school survey identifies that in East Lothian on average 13.1% of primary school pupils are driven to school. Ŷ A review of TRICS survey primary school surveys has concluded that each school run car trip will transport approximately 1.5 school pupils. Ŷ Therefore, on average approximately 29 vehicles may be routed between the Longniddry South development and primary school during the school run period. To ensure a robust assessment is undertaken these trips have been added to the trip estimates identified above during the AM Peak Hour. The revised development trip estimates are: Ŷ Weekday AM Peak Hour Trips x Arrivals = 144 vehicles x Departures = 485 vehicles Ŷ Weekday PM Peak Hour Trip Rates x Arrivals = 357 vehicles x Departures = 187 vehicles LINSIG Assessment In order to determine the impact of the proposed development on the new A198 / B6363 signalised junction, a traffic model has been developed to assess the operation of the junction in terms of traffic capacity, queues and delays. The LINSIG computer package has been used to assess the impact, and determine the junction’s practical reserve capacity, percentage degrees of saturation and corresponding likely traffic queues for each modelled junction arm. LINSIG presents results using percentage Degrees of Saturation (DoS), rather than RFC. DoS values up to 90% are generally accepted to represent stable operating conditions, with queues totally clearing each cycle. Values between 90% and 100% representing variable operating conditions where queues may not clear every cycle, resulting in potentially increased delays. A DoS greater than 100% represents possible congested condition, where queues are unlikely to clear the junction in one cycle, further increasing any potential delays through the junction. In addition, mean max vehicle queues on each arm are estimated to indicate the extent of vehicles queueing at red lights. These are reported as Passenger Car Units (PCUs), one PCU is equivalent to a standard car. The results of the LINSIG assessment are shown in Table 2. Table 2 Proposed A198 / B6363 Signalised Junction LINSIG Results – Longniddry South (1000 units) A198 West A198 East B6363

Scenario DOS (%) Q DOS (%) Q DOS (%) Q

Existing Traffic plus Longniddry South 49.4 8 54.6 9 54.1 3 AM Peak Hour Existing Traffic plus Longniddry South 39.4 6 49.3 9 47.3 2 PM Peak Hour

The LINSIG results presented above show that there the junction would operate within capacity with the Longniddry South development (1000 units) in place. It is therefore considered that the tested junction layout can accommodate the proposed development traffic. LINSIG Assessment – with Blindwells Development (6,000 units) As set out in the MIR, the future development phases of the Blindwells site is identified as having the potential to expand to up to 6,000 residential units beyond the currently committed 1,600 units. This expansion would include the creation of a new access directly onto the B6363. Therefore, it is necessary to test the potential impact of the additional Blindwells development (6,000 units) in conjunction with the Longniddry South development (1,000 units) at the A198 / B6363 signalised junction. The committed Blindwells development (1,600 units) is not predicted to be routed via the B6363 as it does not represent a logical route selection due to the alternative route options available. The development traffic assignment percentages through the A198 / B6363 junction that have been used for the Longniddry South development has been applied to the Blindwells development as a worst case assessment. In practice the majority of the Blindwells traffic expected access the A198 would be routed via alternative route options. The results of the LINSIG assessment are shown in Table 3. Table 3 Proposed A198 / B6363 Signalised Junction LINSIG Results Longniddry South (1000) + Blindwells (6000 units) A198 West A198 East B6363

Scenario DOS (%) Q DOS (%) Q DOS (%) Q

Existing Traffic plus Longniddry South + 69.6 11 79.6 14 81.3 11 Blindwells AM Peak Hour Existing Traffic plus Longniddry South + 52.5 7 68.7 13 64.9 5 Blindwells PM Peak Hour

The LINSIG results presented above show that there the junction would operate within capacity with the Longniddry South development (1000 units) and Blindwells development (6000 units) in place. It is therefore considered that the tested junction layout can accommodate the proposed development traffic. Gladsmuir A1 (T) Interchange As described above the majority of the development traffic associated with the Longniddry South development is predicted to be routed through the Gladsmuir A1 (T) Interchange located to the south of the site and accessed directly by the B6363. To determine the potential level of impact at the Gladsmuir A1 (T) Interchange resulting from the development of the Longniddry site it is important to consider the wider cumulative impact of both existing allocated sites and sites included in the MIR. As part of the MIR, a Transport Appraisal assessing the transport implications in support of the emerging East Lothian Local Development Plan was commissioned by ELC and undertaken by Systra. The modelling work is undertaken using the SEStran Regional Transport Model (SRM). The SRM is designed to represent strategic traffic movements within the SEStran area. To support the model, traffic counts were obtained from Automatic Traffic Counts, the Scottish Roads Traffic Database and Midlothian Council strategic counts. The model occupiers of the proposed residential developments are assumed to come from outside of the East Lothian area (to represent a worst case scenario) and employment patterns are assumed to be unchanged. The modelling forecasts look at the predicted impact of the additional households on the road

network in terms of junction delays, queue lengths and journey times. The AM peak is analysed for the entirety of the report except for journey times. AM westbound and PM eastbound journey times are analysed as the majority of employment is located towards the west. This causes congestion on the westbound carriageways in the AM and the eastbound carriageways in the PM. The tests that have been presented in the Transport Appraisal are shown Table 4.

Table 4 MIR Transport Appraisal Key Test Scenarios

Blindwells Blindwells Blindwells Tranent Other Test Description Goshen Longniddry Total Units (Committed) 1 2 East Sites

2024 Reference 2 1,600 5,000 6,600 Case

Preferred 3 1,600 6,000 11,000 18,400 Blindwells 1

Preferred 9 Blindwells 1 / 1,600 6,000 600 1,000 10,000 14,400 Tranent East

Preferred BW1 / Tranent East & 11 Longniddry 1,600 6,000 600 1,000 1,000 14,000 24,200 (with Millerhill – QMU link road)

Preferred BW1 / 12 Tranent East & 1,600 6,000 600 1,000 1,000 14,000 24,200 Longniddry

In order to determine the full potential effects of the Longniddry South development on the Gladsmuir A1 (T) Interchange, modelling scenario Test 9 which includes the majority of the MIR development sites, but excluding Longniddry, has been compared against modelling scenario Test 12, which includes the highest total of development sites, including the Longniddry South site. The model output results for Test 9 compared to Test 2 (2024 Reference Case) are shown in Figure 2.

Figure 2: Test 9 vs Test 2 Junction Delay Results - Gladsmuir A1 (T) Interchange

Gladsmuir A1 (T) Interchange

Figure Source: ELC / Systra The model output results indicate that with the full development of the future phases of the Blindwells site (up to 7,600 units), there would be only a minor increase in driver delay at the Gladsmuir A1 (T) Interchange (up to 5 secs on any link). The MIR Transport Appraisal considers this impact to be minor. The model output results for Test 12 compared to Test 2 (2024 Reference Case) are shown in Figure 3.

Figure 3: Test 12 vs Test 2 Junction Delay Results - Gladsmuir A1 (T) Interchange

Gladsmuir A1 (T) Interchange

Figure Source: ELC / Systra By comparing the results of the two assessment scenarios it is clear that ELC’s Transport Appraisal has not identified any significant change in average vehicle delay at the Gladsmuir A1 (T) Interchange once the Longniddry South development is occupied up to the identified capacity of 1000 residential units. Therefore, the MIR Transport Appraisal concludes that the interchange would be able to accommodate the Longniddry South development (up to 1000 units) and maximum Blindwells future phases development (up to 7,600 units). Bankton A1 (T) Interchange The Bankton A1 (T) Interchange is currently used primarily to access local settlements from the A1 including Tranent, Cockenzie/Port Seton and the east of Musselburgh, as well as the existing settlement area of Longniddry. As discussed above, the majority of Longniddry South development traffic is predicted to use the Gladsmuir A1 (T) interchange to access the A1. Therefore, the increase in vehicle trips at the Bankton A1 (T) Interchange associated with the Longniddry South development is predicted to be minimal. To assess the level of impact the same methodology used to appraise the Gladsmuir Interchange has been used, namely reviewing the results of ELC’s Transport Appraisal and comparing the results of Test 9 (without Longniddry South) against Test 12 (with Longniddry South) to identify any increase in driver delay at the interchange. The model output results for Test 9 compared to Test 2 (2024 Reference Case) are shown in Figure 4.

Figure 4: Test 9 vs Test 2 Junction Delay Results - Bankton A1 (T) Interchange

Bankton A1 (T) Interchange

Figure Source: ELC / Systra

The model output results for Test 12 compared to Test 2 (2024 Reference Case) are shown in Figure 5. Figure 5 Test 12 vs Test 2 Junction Delay Results - Bankton A1 (T) Interchange

Bankton A1 (T) Interchange

Figure Source: ELC / Systra

By comparing the results of the two assessment scenarios, there is predicted to be a minor increase in average vehicle delay for vehicles approaching the Bankton A1 (T) Interchange from the north (from 0 seconds to between 1 and 5 seconds). The Transport Appraisal considers the impact of the development sites included in Test 12 on average vehicle delay at the Bankton A1 (T) Interchange is predicted to be minor with increases in vehicle delay compared to Test 2. Increased vehicle queuing on any junction approach arm is predicted to be less than 2.5 Passenger Car Units (PCUs).

Dolphingstone A1 (T) Interchange The Dolphingstone A1 (T) Interchange is currently used primarily to access local settlements from the A1 including Tranent and the east of Musselburgh. The interchange is not on a logical routing option between Longniddry and the A1. Therefore, the increase in vehicle trips at the Dolphingstone A1 (T) Interchange associated with the Longniddry South development is predicted to be minimal. To assess the level of impact the same methodology used to appraise the Gladsmuir and Bankton Interchanges has been used. The model output results for Test 9 compared to Test 2 (2024 Reference Case) are shown in Figure 6.

Figure 6: Test 9 vs Test 2 Junction Delay Results - Dolphingstone A1 (T) Interchange

Dolphingstone A1 (T) Interchange

Figure Source: ELC / Systra

The model output results for Test 12 compared to Test 2 (2024 Reference Case) are shown in Figure 6. Figure 6 Test 12 vs Test 2 Junction Delay Results - Dolphingstone A1 (T) Interchange

Dolphingstone A1 (T) Interchange

Figure Source: ELC / Systra

By comparing the results of the two assessment scenarios, there is predicted to be a minor increase in average vehicle delay for eastbound vehicles exiting the A1 at the Dolphingstone A1 (T) Interchange (from 0 seconds to between 1 and 5 seconds). This effect is related to the inclusion of the Tranent Bypass in Test 9 (but not Test 12) which will remove vehicle trips from the Dolphingstone A1 (T) Interchange. Therefore, taking this into account the impact of the Longniddry South development on average vehicle delay at the Dolphingstone A1 (T) Interchange is predicted to be negligible. A1 / A720 Old Craighall Roundabout The A1 / A720 Old Craighall Roundabout is the main interchange junction for traffic routing between the A1 and A720 The City of Edinburgh Bypass. The major employment opportunities in the Lothian region are located within and around Edinburgh. As ELC have focussed future development along the A1 corridor, irrespective of the development site’s specific location, it is predicted that the majority of vehicle trips during the weekday AM and PM periods will be routed through the A1 / A720 Old Craighall Roundabout. ELC have acknowledged that the trunk road and local road network capacity is already an acute problem at the Old Craighall Junction and that Transport Scotland is of the view that these capacity constraints alone will restrict any further development from being delivered in the East Lothian area until solutions are found and are committed to be put in place. Transport Scotland has indicated that all improvements to the trunk road must be secured and that no development should commence until such time as an agreed funding mechanism or full funding is in place for as yet to be fully designed and costed projects.

ELC have identified a number of potential measures to improve the operation of the A1 / A720 Old Craighall Roundabout including: 1. Introducing a bypass lane between the A720 and the A1 Westbound merge and from the diverge to A720. It is expected that these measures would reduce the amount of traffic on the roundabout and increase capacity. 2. Signalisation of the junction, with the approaches signalised to control how traffic from each arm is fed onto the circulatory section of the junction. This could be combined with queue optimisation methods such as MOVA1 and queue detectors. 3. Improvements elsewhere on the A720 corridor to reduce the traffic impacts at the A1 / A720 Old Craighall Roundabout. Within the Transport Appraisal report ELC have identified the need for them to undertake further studies in conjunction with Transport Scotland to determine the most suitable infrastructure improvements. As all the potential Local Development Plan sites would impact on the operation of the A1 / A720 Old Craighall Roundabout it is expected that ELC will derive and implement a development contribution mechanism to help fund any improvement works. Any contribution related to the Longniddry South development should be proportionate to the scale of development and the potential level of impact compared to the other candidate sites for inclusion in the upcoming Local Development Plan. It should be noted that the location of Longniddry Rail Station within a convenient walking distance of the Longniddry South development site will help maximise opportunities for commuters to use rail services to access employment areas in and around Edinburgh and thereby minimise the impacts on the A1 / A720 Old Craighall Roundabout. It is considered that this major asset in conjunction with the road constraints identified makes the Longniddry South site a favourable development location compared to a number of other potential sites in East Lothian currently under consideration. Public Transport Network This section describes the impact of the proposed Longniddry South development on the existing public transport network and includes the following considerations: Ŷ Bus Accessibility; Ŷ Bus Service Provision; Ŷ Rail Services and Infrastructure; Ŷ Longniddry Station Car Parking Facilities; and Ŷ East Coast Main Line (ECML) Crossing Points Bus Accessibility The closest existing bus stops to the proposed development site are located on the A198, adjacent to the north of the site. The locations of the nearest bus stops are shown in Figure 7; this figure also shows the local area which is within 400 metres of these bus stops. The figure illustrates that the development area required to accommodate approximately 450 units is within 400m of the closest bus stops. Thereby complying with Section 287 of Scottish Planning Policy (Scottish Government, 2014).

Figure 7 Access to Existing Public Transport Services

The integration of provision for additional bus waiting facilities within the development masterplan will be proposed if development of the Longniddry South site beyond 450 units and to up to 1000 units is proposed. The indicative locations of these facilities and estimated area of the MIR site that would be within 400m of these new facilities are shown in Figure 8.

Figure 8 Access to Existing and Future Public Transport Services

Figure 8 indicates that providing the infrastructure for bus services to be routed through the development site will ensure that the development area required to deliver up to 1000 units would be able to access bus services within a convenient walking distance. The following section discusses the existing bus services which are accessible from the bus stops identified in Figure 7 identifies potential options for improving access to bus services should the development of up to 1000 units be considered appropriate for the development site.

Bus Service Provision The bus stops identified above in Figure 7 are served by a range of bus services providing access to local destinations within East Lothian and Edinburgh. The frequency and destinations served by all these services are outlined in Table 5.

Table 5: Existing Bus Services

Journey Times to Key Service Weekday Weekend Operator Route Destinations from Number Frequency Frequency Longniddry

Day – 60mins Saturday – 60mins North Berwick – 40 mins First Bus X24 North Berwick – Edinburgh Evening – No Sunday – No service Edinburgh – 55 mins service

North Berwick – Day – 60mins Saturday – 60mins North Berwick – 40 mins First Bus 124 Musselburgh Evening – 60mins Sunday – 60mins Musselburgh – 25 mins

1 AM service to North Berwick – Edinburgh Edinburgh Saturday – No Service North Berwick – 40 mins First Bus X25 via A1 1 PM service to Sunday – No Service Edinburgh – 55 mins North Berwick

Morning – 1 Service Longniddry – Prestonpans Saturday – No Service First Bus 125 Afternoon – 1 Prestonpans – 10 mins (School Service) Sunday – No Service Service

Morning – 1 Service Longniddry – North Berwick Saturday – No Service First Bus 127 (High School) (School Afternoon – 1 North Berwick – 40 mins Sunday – No Service Service) Service

Day - 75min Haddington – 25 mins Saturday – As weekday Haddington – Eve Coaches 128 Evening – No Royal Infirmary – 50 Royal Infirmary, Edinburgh Sunday – No Service mins 3 Service to Ocean Terminal Haddington – 40 mins Saturday – As weekday Haddington – Ocean (1 Part Route) Eve Coaches 129 Ocean Terminal – 55 Terminal, Leith Sunday – No Service 2 Services to mins Haddington

Table 5 indicates that there is a regular combined bus service provided by the First Bus 124/X24/X25 service which provides direct access from Longniddry to Edinburgh within 55 minutes and North Berwick within 40 minutes assuming average traffic conditions. It is noted that the main evening bus 124 service currently starts and terminates at Musselburgh. Consultation with residents within Longniddry has identified anecdotal demand for an extended service to Edinburgh to operate during this period. Bus service operators route services based on user demand and regularly review services to ensure that they are catering for the available market. The routing of all services (including the 124 service) will be a response to existing demand as well as the alternative services operating on similar routes. The proposed development will provide a significant uplift in potential demand for bus services within Longniddry. This increase in projected patronage will be reviewed by the relevant bus service operators and improvements to the current level of service provision in Longniddry will be considered. As demonstrated in Figure 8, above, to accommodate development on the Longniddry South site beyond 450 units and up to 1000 units the development would support the provision of additional bus waiting facilities to accommodate rerouted or extended existing services as well as new bus services.

Due to the stage in the planning process that the Longniddry South site is currently positioned it is not feasible for individual bus operators to comment on how existing services could be modified to serve the Longniddry South site (for more than 450 units and up to 1000 units). However, a review of existing services indicates that the Eve Coaches Service 128 is the most suitable candidate service to serve the Longniddry South development. The service is operated using single deck buses and therefore will be easily able to link between the A198 and B6363. In addition, whereas the First Bus services operate along the main bus corridors including the A198, the 128 service is currently routed through the residential streets in Longniddry (e.g. Kings Road / Kings Avenue). Therefore, an equivalent routing strategy through the Longniddry South site would complement the existing service route. The 128 service is currently supported by funding from East Lothian Council. As part of the Council’s future reviews of their supported bus service contracts they will assess the benefits of revising services to include new development areas, including the Longniddry South site, should it be taken forward for development. The development of up to 1000 units on the site is expected to deliver favourable outcomes in the Council’s multi- criteria assessment of which bus routes and services to support. As the Longniddry South development is taken forward through the planning process detailed consultation with ELC and public transport operators will be undertaken to ensure that an effective public transport strategy is implemented for the development. Rail Services and Infrastructure Longniddry Station is located very close to the north-east corner of the Longniddry South site (as shown in Figure 7). It is considered that the convenient walking and cycle access to rail services will maximise opportunities for sustainable travel by residents and visitors to the site and reduce the reliance on private motor vehicle journeys. In addition there are secure sheltered cycle storage facilities located at the station providing an attractive incentive to encourage trips to and from the station by bicycle. First ScotRail currently operates regular rail services from North Berwick to Edinburgh and Glasgow Central via Drem, Longniddry, Prestonpans, Wallyford, Musselburgh, Carstairs, Carluke, Wishaw and Motherwell. This service operates with a peak frequency of every 30 minutes on weekdays and Saturdays and hourly on Sundays. Average journey times from Longniddry station to key destinations are as follows: Ŷ Musselburgh – 13 minutes; Ŷ North Berwick – 15 minutes; and Ŷ Edinburgh – 20 minutes. The Edinburgh–Dunbar–Berwick-upon-Tweed Rail Study (SEStran, East Lothian Council and The Scottish Borders Council, 2013) identifies that the peak AM services from North Berwick are below their seated capacity when passengers board at Longniddry. The report also states that the PM peak services operate above their seated capacity but only between Waverley and Wallyford Stations (a journey time of 10 minutes).

Based on the scale of development (up to 1,000 units) and a review of Scottish Census data for existing travel behaviour within Longniddry it is expected approximately 70 additional passengers would board rail services at Longniddry Station in the AM peak hour.

Consultation discussions with Network Rail have identified that the existing platform arrangement will be suitable to accommodate new six-carriage train sets with a selective door opening facility. This will significantly increase the existing capacity on the service from North Berwick to Waverley, improving conditions for existing and future users.

In addition to the introduction of longer carriage sets, the new ScotRail franchise contract awarded to Abellio includes the commitment to a new two-hourly service between Berwick and Waverley with a new station at East Linton. Whilst the precise timetabling and stations to be served by this service have not been confirmed, it is expected that the service will also stop at Musselburgh. The increase in level of service to Musselburgh Station

will have a positive effect on the capacity of the existing North Berwick service, particularly on the PM peak services, by reducing the number of Musselburgh-bound passengers on the North Berwick service.

Longniddry Station Car Parking Facilities

On site observations indicate that Longniddry station car park currently operates at or above capacity, with cars parked in unmarked spaces along the central section of the car park. This is illustrated in Photo 1.

Photo 1: Longniddry Rail Station – Existing Conditions

It is acknowledged that constrained parking provision can have a positive effect on encouraging people to choose more sustainable travel modes to access the station, particularly for journeys originating within 20 minute walk / cycle time of the station. However, residents within Longniddry raised the issue of over-spill parking on Lyars Road as a particular concern. In order to provide additional community benefit, there is land under-control of the Wemyss & March Estate (Longniddry South site landowner) to the east of the existing car park which could be used to increase capacity if required. Alternatively, or in conjunction with this proposal, the Longniddry South site could make available an area of the site close to the station on the south side of the ECML for additional parking provision. This parking facility is likely to cater particularly for people travelling to the station from outwith Longniddry, especially origins to the south including Haddington and Macmerry. East Coast Main Line (ECML) Crossing Points There are a number of existing railway crossing facilities located on the north side of the site which provide connection from the site across the ECML to the existing development areas of Longniddry. These include: Ŷ Lorne Bridge – pedestrian, cycle and motor vehicle connection between A198 and B6363. Ŷ Longniddry Farm Access – pedestrian and cycle connection between Longniddry South site and the Main Street within the existing Longniddry development area. Ŷ Longniddry Station Footbridge – pedestrian connection between westbound and eastbound platforms. Ŷ Underpass near Kiln Garage – pedestrian, cycle connection between B1377, National Cycle Network 76 and Longniddry South; as well as disabled vehicular access to westbound platform of Longniddry Station. The locations of these crossing facilities are shown in Figure 9 and described in turn below.

Figure 9: Connections Across East Coast Main Line

Lorne Bridge

Lorne Bridge is located on the B6363 close the junction with the A198. The bridge has a clearance height 3.3 metres and is therefore suitable to provide access for single decker buses, refuse vehicles, police and ambulance vehicles. The bridge would not be suitable for providing access to fire service; however the nearest fire stations are located in Tranent and Haddington. Fire crews from both of these locations are able to access the B6363 from the A1 junction without any significant increase in journey time. The existing conditions at the bridge are shown in Photo 2. Photo 2: Lorne Bridge

As discussed above, as part of the development proposal, the A198 / B6363 junction would be signalised to significantly improve road safety and help to reduce vehicle speeds on the A198. In conjunction with proposed

improvements to the B6363, it is expected that this measure will naturally encourage the majority of development traffic to access the Longniddry South site via the Gladsmuir A1 (T) Interchange, thereby avoiding Lorne Bridge. The signalisation of the A198 / B6363 junction is also expected to reduce the potential for vehicles striking the bridge abutments. This would be due to the removal of two-way simultaneous vehicle movements under the bridge thereby providing increased carriageway space for vehicles to turn. As vehicles will be expected to be turning at lower speeds they will also be more manoeuvrable. Additional measures including improved height limit warning signage as well as reactive signage could be implemented on the A198 and B6363 to advise drivers of vehicles higher than the posted bridge height limit that they are not permitted to travel under the Lorne Bridge. Longniddry Farm Access The Longniddry Farm access road provides access from the A198 in the centre of Longniddry into the site via a private access road. The road surface is currently rough and damaged, with a number of potholes. The bridge currently has a maximum height of 4m and width of 3.7m and is primarily used by vehicles accessing Longniddry Farm as well as an access to a small number of residential properties. There is lighting provided within the bridge tunnel; however there is no lighting on the access road on either side of the bridge. The existing conditions at the Longniddry Farm Access are shown in Photo 3. Photo 3: Longniddry Farm Access Road – Looking North

In order to create an attractive and functional connection for active travel modes, it is proposed to upgrade the existing Longniddry Farm Access track. This will include using feature surface materials suitable for pedestrian and cycle movements as well as improved lighting and restricted vehicular access. This proposed new surface would link across Main Street, to create a high quality place feature within the heart of Longniddry. There would also be a safe link from the Longniddry South site to Longniddry Primary School, via a new signalised crossing facility on Main Street, linking onto John Knox Road. Longniddry Station Footbridge The Longniddry Station Footbridge provides pedestrian access between the westbound and eastbound platforms. The north side of the bridge can be accessed via the station car park; whilst the south side of the platform can be accessed via ‘Railway Walk’ which connects to the National Cycle Route (NCR) 76 as well as the B1377. Consultation with Network Rail has indicated that based on the existing and projected future use of the station with the development of the Longniddry South site there would not be a requirement to upgrade the existing footbridge connection.

Underpass Near Kiln Garage The underpass located close to Kiln Garage provides access from the A198 to Railway Walk and the NCR 76 as well as a small number of residential properties and access to Longniddry Station by vehicle for disabled users. The bridge has a 2.5 m height restriction and a 4m width. There is no functioning lighting within the underpass and the road surface is currently rough and damaged, with a number of potholes. Photo 4 illustrates the conditions at this bridge. Photo 4: Underpass Near Kiln Garage

As part of the development of the Longniddry South site there may be the opportunity to improve the surface and lighting provision to improve conditions for all users. Summary This technical note has presented an assessment of the potential traffic impacts of the Longniddry South development, on the local and strategic road network. The Longniddry South site has been included as a ‘reasonable alternative’ development opportunity within the ELC’s MIR document. The development area has been highlighted as capable of accommodating up to 1,000 residential homes as well as other land use opportunities. The assessment has identified that the proposed signalisation of the A198 / B6363 junction will be able to operate effectively and within the capacity of the junction. It is expected that the proposals for this junction will also provide major benefits to non-motorised road users in Longniddry. The potential impact of the proposed development on the Gladsmuir, Bankton and Dolphingstone Interchanges are not predicted to result in major increases in average vehicle delay at any of the junctions. This is also the case when tested in conjunction with the full expansion scenario at Blindwells. ELC’s own traffic modelling and testing demonstrate that a development of 1,000 houses at Longniddry South would in no way jeopardise the potential expansion of Blindwells. The impact of the Longniddry South development on the A1 / A720 Old Craighall junction is predicted to be proportionate to the scale of development when compared to the majority of the other potential development sites included in the MIR document due to the predicted routing of traffic from each site towards Edinburgh.

ELC have identified further testing of potential mitigation measures which they will need to undertake to consolidate the proposed measures to address the constraints at this junction. One of the most effective ways to reduce the impact on the Old Craighall junction is to encourage less reliance on private motor vehicle use for commuting. Therefore, the location of the Longniddry South site in close proximity to the existing Longniddry Rail Station is a major benefit to supporting the site’s inclusion as an allocated site in the forth-coming Local Development Plan. A review of the existing public transport network and facilities has identified a range of measures which would improve conditions for existing and future users of both rail and bus services. As part of the development proposals, it is proposed to significantly improve the quality of existing connections across the ECML. This will ensure that movement between Longniddry South and the existing Longniddry development area for active travel modes is prioritised. This transport impact appraisal has demonstrated that the Longniddry South development is very well located to maximise opportunities for more sustainable travel and minimising the potential impacts on the existing constrained local and strategic road network.