Furthergate Link Road Outline Business Case Social and Distributional Impacts Appraisal Report May 2018

Public

Furthergate Link Road Quality Management Outline Business Case May 2018

Quality Management

Job No CS/094487

Project Furthergate Link Road Outline Business Case

Location Manchester

Title Social and Distributional Impacts Appraisal Report

Document Ref CS094487-CAP-TPL-XX-RP- Issue / Revision 03 TP-003 REV03

File reference S:\Transport_Planning\Transport Planning Jobs\CS094487 - Furthergate OBC\05 Record\04 Reports\OBC\02 - Social and Dist Impacts\CS094487-CAP-TPL-XX-RP- TP-003 REV 03 OBS Social&Dist Impact Assessment.docx

Date May 2018

Prepared by 1 Kateryna Kryshkevych Signature (for file) KK

Prepared by 2 Signature (for file)

Prepared by 3 Signature (for file)

Checked by Signature (for file)

Checked by 1 Walter Aspinall Signature (for file) WA

Authorised by Walter Aspinall Signature (for file) WA

Revision Status / History

Rev Date Issue / Purpose/ Comment Prepared Checked Authorised

01 03/18 Draft for Comments KK WA

02 04/18 Draft for Issue KK WA WA

03 05/18 Jacobs comments addressed KK WA WA

Furthergate Link Road Public Outline Business Case Contents May 2018

Contents 1. Introduction 1 1.1 Background 1 1.2 Overview of Scheme 1 1.3 Overview of Approach 2 1.4 Structure of the report 3 2. Social Impact Assessment 4 2.1 Accidents 4 2.2 Physical Activity 7 2.3 Security 7 2.4 Severance 8 2.5 Journey Quality 9 2.6 Accessibility and Affordability 9 3. Analysis of Distributional Impacts 11 3.1 Appraisal Process – Introduction 11 3.2 Step 1 – Screening Process 11 3.3 Step 2a - Confirmation of Areas Impacted by the Intervention 13 3.4 Step 2b - Identification of Social Groups in the Impact Area 14 3.5 Impact Area Summary – Blackburn with Darwen 15 4. Distributional Impacts Appraisal 24 4.1 Distributional Impacts of User Benefits 24 4.2 Distributional Impacts of Accidents 27 4.3 Full Appraisal of DIs 30 5. Conclusion 33

Figures Figure 2.1. Road Accident Data 5 Figure 3.1. Overview of the DI Appraisal Process 11 Figure 3.2. Impact Area 14 Figure 3.3 - Socio-Demographic Analyses required for DIs 15

Tables Table 2.1. Accident Impacts 4 Table 2.2. Accident Data 6 Table 4.1. LSOA, Local Authority and LEP Profile 25 Table 4.2 - Grading DIs 26 Table 4.3. Population Proportion in Each Deprivation Range 26 Table 4.4. DI of User Benefits Results Summary 27 Table 4.5. Impacted LSOA Profile 29 Table 4.6. DI Appraisal Matrix 31

i Furthergate Link Road Public Outline Business Case Contents May 2018

Appendices Appendix A Proposed Layout Appendix B Screening Proforma

ii Furthergate Link Road Public Outline Business Case 1/ Introduction May 2018

1. Introduction

1.1 Background

This Appraisal Report documents the methodology and findings of the Social and Distributional Impacts Assessment undertaken for the Furthergate Link Road scheme.

Capita has been commissioned by Blackburn with Darwen Borough Council to undertake a Social and Distributional Impacts Assessment of the Furthergate Link Road scheme in support of the formulation of the Strategic Outline Business Case (SOBC).

Social and Distributional Impact Appraisal is undertaken as part of the transport appraisal process in order to inform the business case for a transport investment proposal.

Social impacts are not typically monetised and are assessed using quantitative and qualitative information and include impacts such as Physical Activity, Journey Quality, and Severance.

At all stages, a proportionate approach should be adopted; excessive detail should be avoided - the level of detail should be no more than is needed for robust decisions to be taken. 1.2 Overview of Scheme

Under the scheme proposals, a new link road would be constructed between the Red Lion Roundabout and Gorse Street, running parallel to the A678 Burnley Road. At its north-eastern end, the new link road would tie into the existing section of the carriageway, which currently forms a new fifth arm of the Red Lion Roundabout, constructed as part of the Pennine Reach scheme. At its south-western end, the proposed link road would tie into the A678 Burnley Road, approximately 130m to the north of the signalised junction with the A678 Furthergate.

A new four-arm roundabout junction would be constructed approximately 370m to the west of the Red Lion Roundabout, to maintain the existing access to Kenyon’s Haulage yard and to provide a new access to allotment plots, located to the north of the proposed new link road.

A section of Gorse Street would be stopped up, as a new link would be provided to tie into the proposed link road, via a new signalised junction.

A new priority junction would be provided, where the proposed new link road intersects the A678 Burnley Road, with the link road forming the major arm of the junction.

The proposed layout of the new link road is shown in Appendix A.

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1.3 Overview of Approach

1.3.1 Social Impacts Social impacts cover the human experience of the transport system and its impact on social factors, not considered as part of economic or environmental impacts. Potential adverse or beneficial impacts associated with the proposed scheme are identified.

The baseline situation is identified and is then used to inform an overview social assessment.

The study area for this report includes the entirety of the Furthergate Link Road route, primarily focussing on the specific improvements identified in Section 1.2 Overview of Scheme. The specific study area varies depending on the variable being analysed and is described in the corresponding section.

The social assessment has been carried out under the sections, definitions and guidance provided in WebTAG Unit A4.1: Social Impact Appraisal. There are eight social impacts commonly appraised as part of a transport appraisal:

 Accidents  Physical Activity  Security  Severance  Journey Quality  Option and Non-Use Values  Accessibility  Personal Affordability.

Option Values and Non-use Values are only assessed, if the scheme being appraised includes measures that will substantially change the availability of transport services within the study area.

1.3.2 Distributional Impacts Distributional Impacts identify the potential impacts of the Furthergate Link Road proposal on different groups of people, ensuring that the proposal will not adversely impact on disadvantaged or potentially vulnerable groups of people.

The Distributional Impacts Study has been undertaken in accordance with the Department for Transport’s Transport Analysis Guidance (TAG) Unit A4.2: Distributional Impact Appraisal and

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focuses on how significant the impacts of the Furthergate Link Road proposal are and how they are distributed between different social groups.

Results of the Social and Distribution Impacts Appraisal are ultimately recorded in the Appraisal Summary Table (AST) in the SOBC report. 1.4 Structure of the report

The remainder of the report will take the following structure:

 Social Impact Assessment  Analysis of Distributional Impacts  Distributional Impact Appraisal

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2. Social Impact Assessment

2.1 Accidents

Transport Interventions may alter the risk of individuals being killed or injured as a result of accidents. Accidents occur across all modes of transport and affect non-users as well as users.

Transport accidents impose a range of impacts on people and organisations, as shown in Table 2.1.

Table 2.1. Accident Impacts

Under the scheme proposals, a new link road would be constructed between the Red Lion Roundabout and Gorse Street, running parallel to the A678 Burnley Road. The main aim of the scheme is to reduce the existing delay along the A678 Burnley Road, by transferring through traffic onto the new link road. As the result, the scheme is envisaged to reduce the number of accidents along the A678 Burnley Road through reduced congestion. It is also envisaged that the number of accidents would be reduced at the Burnley Road/Gorse Street priority junction, as it would be upgraded to a signalised junction.

It is however acknowledged that by providing a new link road, the probability for new accidents arises.

Given the limited extent of the Furthergate Link Road scheme and following the guidance within the TAG Unit A4.1, a standard accident investigation has been carried out (see paragraph 2.3.13 of TAG Unit A4.1).

A standard accident review has been undertaken by revising the accident data history in the vicinity of the site, obtained from the Crash Map1 database for the most recent available five

1 http://www.crashmap.co.uk

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year period between 2013 and 2017. The study area for the accident analysis includes the following road links and junctions, shown in Figure 2.1:

 Link: the A678 Burnley Road (between Gorse Street and the Red Lion Roundabout)

 Junction: the Red Lion Roundabout; the A678 Burnley Road/Gorse Street priority junction

Figure 2.1. Road Accident Data

Key Pedal Cycle Casualty Child Casualty Pedestrian Casualty Motorcycle Casualty Young Driver

A total of six slight accidents have been recorded at the Red Lion Roundabout, five accidents along the A678 Burnley Road, and four at the A678 Burnley Road/Gorse Street priority junction within the most recent five-year period available, as detailed in Table 2.2.

All accidents reported at the Red Lion Roundabout were slight accidents, all involving a car, two involving a young driver, one involving a goods vehicle and one involving a motorcycle. No serious or fatal accidents have been recorded at the Red Lion Roundabout during the most recent five-year period available.

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Table 2.2. Accident Data Date Severity Number of Number of Casualty Vehicles Involved Vehicles Casualties Type Involved Involved The Red Lion Roundabout 16/03/2013 slight 1 1 - car 18/03/2015 slight 2 1 motorcycle car, motorcycle, young driver 19/01/2016 slight 2 1 - car, goods vehicle 17/03/2016 slight 2 1 - car 01/10/2016 slight 2 1 - car 27/12/2016 slight 2 1 - car, young driver The A678 Burnley Road 21/10/2013 slight 1 1 pedestrian car 17/02/2014 serious 2 3 pedestrian car, young driver 10/03/2014 serious 2 1 pedal cycle goods vehicle, pedal cycle 31/03/2015 serious 2 1 pedal cycle car, pedal cycle 17/12/2015 slight 1 1 child, car, young driver pedestrian The A678 Burnley Road/Gorse Street Priority Junction 27/05/2013 slight 3 1 - car, young driver 13/07/2014 slight 1 2 - car, young driver 06/11/2015 slight 2 1 - car 06/01/2017 slight 1 1 child, car pedestrian

A total of five accidents have been reported along the A678 Burnley Road, of which three have been classified as serious and two as slight by the incident severity type. By the casualty type, three of the accidents have been classified as pedestrian (including one serious), with one involving a child. Two of the accidents have been classified as pedal cycle casualty (both serious), by the casualty type. No fatal accidents have been recorded along the A678 Burnley Road during the most recent five-year period available.

At the A678 Burnley Road/Gorse Street priority junction, a total of four slight accidents have been reported, two of which involved a young driver and one has been classified as a child and pedestrian casualty by the casualty type. No serious or fatal accidents have been recorded at the A678 Burnley Road/Gorse Street priority junction during the most recent five-year period available.

With reference to TAG Unit A4.2 paragraph 5.4.8, if the number of casualties on the affected links is not more than 50 over a five-year period, or suitable COBALT or other accident analysis is not available, a qualitative distributional impact assessment should be undertaken.

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As can be seen from Table 2.2, a total of 18 casualties have occurred within the study area, which is below the target of 50. A qualitative distributional impact assessment has therefore been undertaken within the following sections of this report. 2.2 Physical Activity

There is increasing recognition of the interrelation between transport, environment and health. Transport can affect levels of physical activity, a primary contributor to a broad range of chronic diseases such as coronary heart disease, stroke, diabetes and some cancers.

A qualitative only assessment has been undertaken for the Furthergate Link Road scheme in line with WebTAG Unit A4.1, which states that for “schemes that are demonstrated to have a relatively insignificant impact on physical activity, such as inter-urban road building, it will be satisfactory to enter a qualitative indicator in the AST.”

Although cycle lanes and footways would be provided on both sides of the proposed new link road, the scheme is not designed to have any impact on physical activity, and is purely focussed on improving the journey times, providing an alternative route for through traffic between Blackburn and Junction 6 of the M65 motorway, as well as reducing congestion through the residential area along the A678 Burnley Road.

Reducing congestion along the A678 Burnley Road would in turn have a positive impact by changed environment along the route, which would be friendlier for cyclists and pedestrians. It is therefore envisaged, that there would be a slight benefit to physical activity. Any further analysis would however be disproportionate to the scale of the project. 2.3 Security

Transport interventions may affect the level of security for transport users. The assessment of these impacts should reflect both changes in security and the likely numbers of users affected. There are no formal guidelines for road users, although points to note when considering these security indicators in relation to road users include:

 road users are more vulnerable to crime in circumstances where they are required to stop their vehicles or travel at slow speeds, such as at the approaches to signals or in congested conditions;  road users are more vulnerable to crime at locations where they are required to leave their vehicles, such as at service stations, car parks and so on; and

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 the importance of each indicator is likely to vary according to the location and nature of the road; for example: emergency call facilities are likely to be more important than surveillance when considering a rural road.

The Furthergate Link Road scheme will have a minor beneficial impact on security, by reducing the need to stop vehicles or travel at low speeds, as a result of reduced congestion along the A678 Burnley Road. It is therefore considered that the scheme will have minor beneficial impact on security. Any further analysis would however be disproportionate to the scale of the project. 2.4 Severance

WebTAG Unit 4.1 defines community severance, as the separation of residents from facilities and services they use within their community caused by substantial changes in transport infrastructure or by changes in traffic flows. Severance will only be an issue where either vehicle flows are significant enough to significantly impede pedestrian movement or where infrastructure presents a physical barrier to movement.

The Furthergate Link Road scheme includes appropriate pedestrian infrastructure in form of footways provided on both sides of the new link road and pedestrian crossing facilities at the proposed junctions. Provision of a new link road would have a slight beneficial impact on future severance, as the unlocked land for future development would benefit from immediate connection to a wider highway, existing cycling and pedestrian networks.

High volumes of traffic currently create severance issues for people living on both sides of the A678 Burnley Road, required to reach services and facilities across the road. Reduced traffic volumes along the A678 Burnley Road would in turn reduce severance along the route for vulnerable groups.

With reference to Design Manual for Road and Bridges (DMRB) Volume 11 Section 3 Part 8, relief from severance can be described using the terms ‘slight’, ‘moderate’ or ‘substantial’. A guide to the extent of the relief can be gained by considering the reduction in traffic on the existing highway network in the opening or selected year. With introduction of the proposed new link road, it is envisaged that 90 per cent of through traffic currently travelling along the A678 Burnley Road corridor would transfer onto the new link road. With reference to Table 1 of the DMRB Volume 11 Section 3 Part 8, a 90% reduction in existing traffic level along the A678 Burnley Road corridor can be described as ‘substantial’.

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It is therefore considered that the scheme will have a large beneficial impact on severance. Any further analysis would however be disproportionate to the scale of the project. 2.5 Journey Quality

Travellers don’t normally travel for its own sake. Travel is a derived demand that arises from people’s desire to engage in activities. Therefore a high quality journey, when experienced, is often taken for granted. However, a poor journey quality, when experienced, can be easily recognised. Journey quality can be affected both by travellers and by network providers and operators.

WebTAG Unit 4.1 states, that a qualitative approach to assessment is likely to be appropriate in many cases: where an intervention does not aim to directly influence quality factors, or where a scheme does not unduly alter the quality of journeys for users and non-users (as externalities).

Given the scale of the Furthergate Link Road scheme, it is considered that there will be a slight beneficial impact on journey quality by reduced travellers stress and frustration. By transferring traffic from congested A678 Burnley Road route onto the new link road, drivers would be able to make a good progress along both the new link road and the A678 Burnley Road, avoiding the delay previously experienced. Furthermore, additional benefits would be expected associated with reduced frustration of public transport users, due to improved journey times for buses running along the A678 Burnley Road corridor.

The overall impact on journey quality is likely to be slightly beneficial. Any further analysis would however be disproportionate to the scale of the project. 2.6 Accessibility and Affordability

Accessibility is a term that has a multitude of meanings within the transport profession ranging from the physical access onto a public transport vehicle, the ability to get to a given place (for example a hospital), to the accessibility of information about a particular public transport service.

In some cases, accessibility benefits from transport interventions are the same as transport user benefits. However, transport user benefits are usually defined in a narrow way within the appraisal process and it is important to consider accessibility benefits in a more holistic way.

The scheme is likely to have slight benefits on accessibility for unlocked land, by providing a direct link to a wider local and strategic highway network, as well as the existing cycle and pedestrian routes, by providing cycle lanes and footways along the new link road. Accessibility

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would also be improved along the existing A678 Burnley Road corridor, by reducing congestion (making the route more attractive for cycling and walking) and improving public transport journey times.

The overall impact on accessibility is likely to be slightly beneficial. Any further analysis would however be disproportionate to the scale of the development.

With regards to affordability, slight benefits are envisaged on car fuel costs, due to reduced congestions and as a result improved journey times along the A678 Burnley Road. Due to the scale of the project, no further assessment has however been carried out and the impact on affordability is therefore considered as neutral.

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3. Analysis of Distributional Impacts

In order to understand the impacts of the scheme on different social groups, including those which are potentially more vulnerable to changes in transport provision, a Distributional Impact (DI) appraisal has been undertaken. The DI analysis is mandatory in the scheme appraisal process and as a minimum is required for the following five impacts: User Benefits, Noise, Air Quality, Accidents, and Personal Affordability. Results are presented as part of the Appraisal Summary Table (AST) 3.1 Appraisal Process – Introduction

The appraisal of DI is undertaken in line with WebTAG Unit A4.2 Distribution Impact Appraisal, and in accordance with DfT guidelines is undertaken in a manner which is appropriate and proportional to the scale of the scheme to be appraised. Figure 3.1 below shows an extract from WebTAG giving an overview of the process.

Figure 3.1. Overview of the DI Appraisal Process

3.2 Step 1 – Screening Process

DI appraisal applies to all transport interventions and can be time and resource intensive. In order to ensure that a proportional approach is undertaken, each indicator is assessed using a screening proforma to determine whether it needs to be appraised further. When undertaking the screening process consideration should be given to whether:

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 The transport intervention may have a positive or negative impacts on a specific social groups including: children, the elderly, people with a disability, race, people without access to a car and those on low incomes;  Some / all of the expected negative impacts can be eliminated though some form of amendment / design of the initial intervention;  There are any positive impacts and if negative impacts cannot be eliminated, are the impacts sufficiently minor and socially and / or spatially dispersed such that a detailed DI appraisal is disproportionate to the potential impacts. Where impacts are either significant or concentrated, a full appraisal of the impacts should be undertaken.

The completed proforma is available in Appendix A.

The conclusions drawn from Step 1 are summarised as follows:

 Further analysis of User Benefits is required;  A qualitative distributional analysis of Accidents is required;  Noise quality assessment has been carried out to support the planning application for the new link road. Comparing the results of the environmental noise survey with the threshold value set out in the BS5228, the site falls into Category A at all times, which is the lowest threshold. From this, appropriate construction noise limits have been set in line with the guidance in the BS5228. The impact of the scheme is therefore considered as neutral. In view of the scale of the project, no further assessments have been carried out;  No air quality assessment has been required as part of the planning application submission for the proposed new link road. The impact of the scheme on air quality is therefore considered neutral and has not been further assessed;  In view of the scale of the project, further consideration of Severance is not necessary, as these impacts have been considered qualitatively and are determined to be large beneficial;  In view of the scale of the project, further consideration of Physical Activity, Security, Journey Quality, Accessibility and Affordability impacts is not necessary, as these impacts have been considered qualitatively and are determined to be slightly beneficial.

Therefore, further analysis of the DI of User Benefits and Accidents has been carried out.

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3.3 Step 2a - Confirmation of Areas Impacted by the Intervention

The impact area is defined as an area, in which the transport intervention will result in changes to the cost of travel (including both time-based costs and financial costs) for users of the transport network. As can be seen from Figure 3.2, the proposed new link road would run through five Lower layer Super Output Areas (LSOAs) of Blackburn with Darwen, comprising the following:

 E01012571: Blackburn with Darwen 007A  E01012575: Blackburn with Darwen 007D  E01012576: Blackburn with Darwen 008A  E01012639: Blackburn with Darwen 008D  E01012640: Blackburn with Darwen 008E

A 500m zone around the route of the scheme has been determined to be sufficient in representing the location of those that stand to benefit from the scheme. The impact area has been trimmed along the edge of the Leeds/Liverpool Canal, as the scheme incorporates no proposals to cross the canal.

Local amenities including schools, community centres and care homes have been mapped out, in order to identify any potential trip attractors for pedestrians and vulnerable people.

The impact area is illustrated in Figure 3.2.

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Figure 3.2. Impact Area

Intack Primary School E01012576 BwD 008A

E01012639 BwD 008D E01012575 BwD 007D

E01012640 E01012571 BwD 008E BwD 0007A

Accrington Road Community Centre

In order to follow a consistent and proportional approach, the same Impact Area has been used throughout the analysis. 3.4 Step 2b - Identification of Social Groups in the Impact Area

This step requires the analysis of the socio-economic, social and demographic characteristics of:

 Transport users that will experience changes in travel generalised costs resulting from intervention;  People living in areas who may experience impacts of the intervention even if they are not users; and  People living in those areas identified as likely to be affected by the intervention.

The following sections describe the social and demographic characteristics of the study area (LSOAs), compared against Local Authority (LA) averages and Lancashire averages. Figure 3.3 below shows the required Socio-Demographic Analyses for DI.

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Figure 3.3 - Socio-Demographic Analyses required for DIs

3.5 Impact Area Summary – Blackburn with Darwen

In order to provide a qualitative assessment of the DI, and present additional context to the spatial analysis, a profile of Blackburn with Darwen2 has been prepared, focussing on those that may experience the greatest impacts from the implementation of the Furthergate Link Road.

Blackburn with Darwen

Blackburn with Darwen is a unitary authority in East Lancashire that covers 137 square kilometres, has 23 wards, and the number of people per km² is around three times the England and Wales average. From an historic point of view there have been dramatic changes and the pace of future change is liable to increase.

Children and Young People

2 http://www.lancashire.gov.uk/lancashire-insight/area-profiles/local-authority-profiles/blackburn-with-darwen#Health

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Key stage 4 covers the two years of school education that incorporates GCSEs in maintained schools. When using the former headline measure (percentage of pupils achieving five or more A*-C grades at GCSE or equivalent including English and Maths), performance in 2015/16 was 59.8% in Blackburn with Darwen. This was above the average for the Lancashire County Council area of 58.4%. However a new secondary school GCSE accountability system was implemented in 2016, in which 'Attainment 8' measures achievement in Maths and English plus other subjects with less weighting. In this case the average score in Blackburn with Darwen was 50.3, still ahead of the Lancashire score of 49.7. The Department for Education achievement and attainment tables have information on achievements at various academic levels.

At first glance, the authority has a surprisingly large number of people employed in the education sector. Blackburn with Darwen does however have the largest population in the 14- authority Lancashire area which naturally impacts on school places and the accompanying workforce. In addition, Blackburn town centre is home to Blackburn College that contains a university centre validated by Lancaster University. Other sites in the town that have a presence that goes beyond the authority boundary include St. Mary's College, with a sixth form and university centre, Queen Elizabeth's Grammar School, and the fee-paying Westholme School.

According to the Department for Education yearly school workforce statistics, Witton Park Academy in Blackburn had the highest workforce figure among the academies, free, special and local authority maintained schools in Lancashire.

Blackburn with Darwen has more claimants to child benefit than any other Lancashire authority. Also, only a small proportion of families in the authority have opted out of receiving child benefit because of the high income benefit charge.

People and Communities

The population of the authority has, in general, been on an upward trend over recent years, and the 2016 result of 147,049 represented a small rise over the previous year. The authority has seen large positive results for the natural rate of change that are usually big enough to offset the substantial losses through outward migration. Blackburn with Darwen has a noticeable Asian population (2011 census) as part of its ethnic mix.

The total fertility rate can be used as an estimate of the fertility growth factor in the population. In Blackburn with Darwen, the rate of 2.25 in 2016 was the highest in the Lancashire area and well above the England average (1.81).

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Local authority live births and deaths graphs are available that track changes in births and deaths since the 1980s for each authority in Lancashire. The graph for Blackburn with Darwen reveals that live births are consistently greater than deaths over the long-term.

The authority has a bias towards a much younger population than is the norm, and therefore has a smaller proportion of people of pensionable age as compared to the average for England and Wales.

It is estimated that between 2014 and 2039 the population in the authority will actually decline by 1.9%, whilst there will be a 4.4% growth rate for the Lancashire authority area (England =16.5%). The number of households in the authority is projected to rise by 5.4% between 2014 and 2039. This compares to increases of 10.4% for the Lancashire area and 23.1% in England.

A mosaic profile of local households classifies Lancashire residents by 15 main groups. Across the authority, seven of the groups are dominant in particular areas. These range from the affluent country living and prestige position groups, to suburban stability, transient renters and urban cohesion, which covers settled communities with a strong sense of identity.

Blackburn with Darwen, like other East Lancashire authorities, has a very high proportion of its housing stock in council tax band A, and has a high proportion of its dwelling stock in the registered social landlord sector.

The median house prices to earnings ratio in the authority is well below the England average. The percentage of vacant dwellings is high in the authority.

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In Blackburn with Darwen a substantial 13.96% of households were in fuel poverty in 2015. This was well above the England average of 11.0% and ranks as the 31st highest English authority. The main factors that determine this are the energy efficiency status of the property, the cost of energy, and household income.

The 2015 Indices of Deprivation revealed Blackburn with Darwen was ranked as the 24th most deprived area out of 326 districts and unitary authorities in England, when measured by the rank of average rank. In total, 28 (30.8%) of the lower super output areas in the authority were among the 10% most deprived in the country.

Economic Development

Gross value added is a measure of economic activity and the 2014 results for Blackburn with Darwen reveal a per head figure that was 73.9% of the UK average.

Employee numbers in Blackburn with Darwen increased in the decade to 2008, albeit at a rate below the national and county averages. Between 2009 and 2014, employment in the authority showed strong growth and increased by 6.2% to 66,200.

In Blackburn with Darwen as in most places, the manufacturing sector has shed jobs over the years whilst the service sector has grown to become a far greater source of employee jobs.

The extensive employment records allow to monitor the changes to employee numbers from 1929 onwards. Separate graphs have been published for each of the 14 Lancashire local authorities that reveal changes in total employee numbers and the shift from manufacturing to service sector employment. Methodological changes, and assumptions for missing years, reduce the accuracy of the graphs, but they do give a useful broad indication of changes over time. The Blackburn with Darwen graph is reproduced below, and emphasises how the locality had its highest number of jobs in 1929.

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In 2017 there are a substantial 4,655 active enterprises in Blackburn with Darwen.

The 2011 census results on commuter flows highlight the numbers of people commuting to and from Blackburn with Darwen on census day from neighbouring authorities, and some that are further afield.

The present rules for the amount of European funding an area is entitled cover the period from 2014 to 2020. Assisted areas are those places where regional aid can be offered to undertakings, typically businesses, under state aid rules. In May 2014, it was confirmed that Blackburn with Darwen has 18 wards with assisted area status.

The authority has a history of low overall employment rates.

Gross disposable household income is effectively the amount of money that after taxes, social contributions, pensions and housing interest payments, households have available for spending or savings. The per-head figure for Blackburn with Darwen was far below the county and UK averages. In general terms the per-head figure for the authority is in long-term decline in comparison to the UK average.

Average earnings in Blackburn with Darwen are noticeably higher when measured by place of work in comparison to place of residence therefore the authority records a net loss from commuter flows. The figure by place of residence is well below the national average.

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The survey of personal incomes by HM Revenue and customs broadly includes all individuals whose income is higher than the prevailing personal tax allowance and who are therefore liable to tax. The median results are the middle value that best reflects typical income and they show a result for Blackburn with Darwen that is well below the North West average.

The authority has a large number of employment and support allowance claimants. Housing benefit recipient numbers are high in the authority, and the article also details the effects of the spare room subsidy withdrawal. In comparison to the national average, there is a high percentage of the working age population that is reliant on welfare benefits.

Universal credit is a benefit for people on low income or who are out of work. Numbers are updated on a monthly basis, and now indicate a sizeable total for Blackburn with Darwen.

Community Safety

The recorded crime article reveals that Blackburn with Darwen has a crime rate which is above average for the Lancashire-14 area.

Alcohol is known to contribute to offending behaviour, particularly violence, anti-social behaviour and criminal damage. Residents in the authority have an above average number of hospital stays due to alcohol and alcohol related mortality according to the LAPE (Local Alcohol Profiles for England).

In 2016, there were 71 people killed or seriously injured in road traffic collisions in Blackburn with Darwen.

Environment and Transport

The East Lancashire Highways and Transport Masterplan is the strategic transport document for the wider area and contains references to transport issues in the authority.

The Department for Transport website has a table with yearly traffic flow results and gives access to an interactive map that lists the traffic flow numbers at sites in Blackburn with Darwen.

Using sustainable transport modes can significantly improve employment opportunities and life chances. In urban areas the reliance on the car presents problems of traffic congestion and reduced air quality. Despite this, and the remaining industrial infrastructure within the town, the authority has some quite good air quality results.

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There are six railway stations in the authority, with the main Blackburn station being, not surprisingly, the busiest. Darwen station on the Clitheroe to Manchester line has shown some very strong passenger growth over recent years.

Green belts have been an enduring element of national planning policy. They check the unrestricted sprawl of large built-up areas; prevent neighbouring towns from merging into one another; assist in safeguarding the countryside, preserve the character of historic towns and encourage the recycling of derelict and other urban land. Blackburn with Darwen has a very high proportion of its land designated as green belt at 38.4%, although 290 hectares were taken out of the designation in 2016 to allow for major housing developments.

The National Biodiversity Network Gateway acts as a “data warehouse” for biodiversity information, which can be quickly and easily accessed to understand the distribution of particular species in the UK. Much of the local data is supplied by the Lancashire Environment Record Network (LERN), which is hosted by Lancashire County Council. An interactive map on this site shows the extent of the Environmental Record Centre coverage, including the LERN area, and when adding a species using the 'Add to Map' control, records of their sightings are displayed.

Maps are available that reveal the various rural-urban definitions across Lancashire down to the very small census output area level.

The Department for Environment, Food and Rural Affairs website has the latest air pollution details across the whole of the UK. Levels are average compared to Lancashire as a whole. The interactive monitoring network map reveals a large number of sites across the country that include a station on the outskirts of Darwen. Each monitoring site contains a link to allow users to view the last hour's data. The current levels web page allows comparisons to be made between the constantly refreshed figures for the three Lancashire sites, and the results for all the other monitoring sites across the country.

The household waste reuse, recycling and composting rate for Blackburn with Darwen in 2015/16 was 36.4%. The same article also highlights the consistently high number of fly-tipping incidents recorded in the authority.

The legacy of former mine workings in the area was highlighted in 2015, when the coal authority published development risk plans and specific risk plans that included a set for Blackburn with Darwen.

21 Furthergate Link Road Public Outline Business Case 3/ Analysis of Distributional Impacts May 2018

Health and Wellbeing

Figures for life expectancy at birth reveal that Blackburn with Darwen had male and female averages that are deteriorating rather than improving. This is a trend found in a number of the East Lancashire authorities. The following graphs highlights changes between three-year time periods and compares the Blackburn with Darwen results with the England averages.

The Blackburn with Darwen Health Profile, published by Public Health England, reveals that the health of people in the area is considerably worse than the England average.

Hospital services are provided by East Lancashire Hospitals NHS Trust. The major local hospital is the Royal Blackburn to the south of the town. Blackburn with Darwen Clinical Commissioning Group took over responsibility for planning and buying health and social care services to meet the needs of local residents in April 2013.

BMI healthcare provide private sector health services at the Beardwood Hospital.

Older People

It has been well documented over recent years that people are living longer and that the older age-groups will record some dramatic increases over future years, with associated financial implications and demand for health and social care services. The population aged 65 or over in Blackburn with Darwen is projected to increase to 30,600 by 2039.

22 Furthergate Link Road Public Outline Business Case 3/ Analysis of Distributional Impacts May 2018

The authority has over 21,000 State Pension claimants. For Lancashire as a whole, the highest concentrations are found in selected areas along the coast.

Attendance Allowance provides financial help to people aged 65 or over who are physically or mentally disabled.

Life expectancy as mentioned earlier is increasing but there is no guarantee that the extra years of life will necessarily equate to extra years of healthy life expectancy. However, it is not a foregone conclusion that "extra" years of life expectancy should necessarily lead to additional years with ill health or disability. More suitable community services to enable independent living and more effective practice of preventive lifestyles and medicine has the potential to lengthen disability-free life expectancy, particularly in the case of the prevention and treatment of non- fatal but disabling diseases.

The Lancashire Care Homes Association is an organisation that represents care providers across the broader Lancashire area. The website lists a large number of care and nursing homes, along with domiciliary care agencies in the area. The details are listed to by major urban localities across the county.

23 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

4. Distributional Impacts Appraisal

4.1 Distributional Impacts of User Benefits

User benefits are experienced in certain areas and by certain groups of people. Whilst it is not possible to attribute social impacts to user benefits, there are distributional impacts that have not, in most cases, been considered previously in the appraisal process.

The process for determining the DI of User Benefits follows the guidance given in WebTAG unit A4.2. Analysis is only carried out on the non-business journeys, as the cost of these journeys are borne by the user.

TUBA was not used in the determination of user benefits. Given the scale of the scheme and level of analysis carried out, it is considered appropriate and proportional to assume that the benefits of the scheme will be equally split within the impact area.

The Income Deprivation domain and population denominators of the English Indices of Deprivation3 have been used to create a profile of LSOA areas within the impacted area and compare the performance of the LSOA areas with Blackburn with Darwen and Lancashire LEP overall.

This statistic does not measure areas of affluence, but measures the proportion of the population experiencing deprivation relating to low income. The definition of low income used includes both those people that are out-of-work, and those that are in work but who have low earnings (and who satisfy the respective means tests). The ranks and deciles published for the Indices of Deprivation are based on scores: the larger the score, the more deprived the area. For example, if a given area (in this case LSOA) has a score of 0.38 in the Income Deprivation Domain, this means that 38 per cent of the population is income deprived in that area.

It is estimated from this statistic that the average level of income deprivation across five LSOAs is 33%, which is above both the average for Blackburn with Darwen local authority (21%) and Lancashire LEP (16%). The statistical details of all five LSOAs, Blackburn with Darwen local authority and Lancashire LEP are provided in Table 4.1.

3 https://www.gov.uk/government/statistics/english-indices-of-deprivation-20154

24 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

Table 4.1. LSOA, Local Authority and LEP Profile Average BwD BwD BwD BwD BwD Average Category for 007A 007D 008A 008D 008E for BwD Lancs. Population Denominators Total population: mid 2012 1529 1259 1634 1824 1762 - - (excluding prisoners) Income Deprivation IMD Rank 1,879 1,537 3,394 402 3,460 10,066 19,877 IMD Decile 1 1 2 1 2 4 10 Income Score (Rate) 0.349 0.365 0.266 0.433 0.237 0.213 0.16 Income Rank 1,789 1,439 4,729 449 6,128 11,264 19,094 Income Decile 1 1 2 1 1 4 11 Employment Score (Rate) 0.233 0.284 0.205 0.319 0.226 0.179 0.142 Employment Rank 3,222 1,426 4,718 703 3,566 10,029 20,562 Employment Decile 1 1 2 1 2 4 10 Education, Skills and 1,886 2,725 2,273 82 3,888 10,978 18,182 Training Rank Education, Skills and 1 1 1 1 2 4 19 Training Decile Health Deprivation and 1,252 287 1,695 574 2,406 6,534 25,020 Disability Rank Health Deprivation and 1 1 1 1 1 2 5 Disability Decile Crime Rank 3,685 5,459 6,046 3,329 2,086 10,360 19,085 Crime Decile 2 2 2 2 1 4 10 Barriers to Housing and 22,65 27,113 25,867 23,820 31,820 25,573 9498.6 Services Rank 1 Barriers to Housing and 7 9 8 8 10 8 39 Services Decile Living Environment Rank 5,338 17,708 3,763 13,309 2,987 11,215 21,624 (where 1 is most deprived) Living Environment Decile (where 1 is most deprived 2 6 2 5 1 4 8 10% of LSOAs) Benefit Claimants Total Claimants (August 115 120 100 190 130 92 - 2017) Note: Score – the higher the score, the most deprived area Rank – where 1 is the most deprived Decile - where 1 is most deprived 10% of LSOAs 5,338 more deprived than an average for Blackburn with Darwen With regards to income deprivation, all five LSOAs within the affected area have lower indicators than on average within Blackburn with Darwen, specifically for Index of Multiple Deptivation (IMD), Income, Employment, Education, Skills and Training, Health Deprivation and Disability, and Crime.

It can be seen from Table 4.5, that out of five, two LSOAs are more deprived than on average within the local authority, in terms of barriers to housing and services. Three LSOAs are more deprived on average than the local authority in terms of living environment.

25 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

All five LSOAs within the affected area have a higher number of total claimants than on average across Blackburn with Darwen.

The data is then used to provide a qualitative appraisal of which income groups potentially stand to benefit most from the impacts of the Furthergate Link Road scheme. The assessment is made based on the criteria specified in WebTAG Unit A4.2, shown in Table 4.2.

Table 4.2 - Grading DIs

The DI analysis for user benefits shows that the scheme will have a greater proportional impact on those living in the LSOAs with the least proportion of income deprivation, as these areas make up the greater proportion of the population within the Impact Area, as shown in Table 4.3.

Table 4.3. Population Proportion in Each Deprivation Range Income Deprivation (%) Total Population within the Impact Area 41 – 50 1,824 (22.8%) 31 – 40 2,788 (34.8%) 21 – 30 3,396 (42.4%) The analysis shows that over 42% of the population within the impact area live within LSOAs with the lowest proportion of income deprivation (21% - 30%). 22.8% of the population live within LSOAs with the highest proportion of income deprivation. Overall, it is estimated from the available data that 32.7% of the population within the impact area can be classified as income deprived, below the Blackburn with Darwen average of 21% and Lancashire LEP of 16%.

The results of the assessment using the criteria in Table 4.2 are summarised in Table 4.4.

26 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

Table 4.4. DI of User Benefits Results Summary Income Deprivation (%)

Least Deprived Areas←→Most Deprived Areas Total 21 – 30 31 – 40 41 – 50 Number of LSOAs in 2 2 1 5 Impact Area Population Number in 42.4% 34.8% 22.8% 100% Impact Area Assessment ✔✔✔ ✔✔✔ ✔

4.2 Distributional Impacts of Accidents

By transferring through traffic from the existing A567 Burnley Road onto the new link road, the scheme is envisaged to reduce the number of accidents along the A678 Burnley Road through reduced congestion. It is also envisaged that the number of accidents would be reduced at the Burnley Road/Gorse Street priority junction, as it would be upgraded to a signal junction.

Reduction of congestion would particularly have a positive impact on vulnerable road users living within the study area (it should be noted that the A678 Burnley Road runs through a residential area).

With reference to TAG A4.2 paragraph 5.1.1: “Most transport-related accidents, injuries and deaths occur on the road network. Vulnerable groups (in terms of their accident risk) include children and older people (both particularly as pedestrians), young males and motorcyclists. There is also a strong link between deprivation and road accidents: children from social class V are five times more likely to be involved in a fatal road accident than those from social class I. Young males are also relatively vulnerable as drivers, and this group should also be considered if there is evidence that they form a significant proportion of casualties on the road network.”

The accident record provided within Section 2.1 demonstrates, that the majority of accidents recorded within the study area (Table 2.2) involved vulnerable groups. At the Red Lion Roundabout two out of six accidents involved a young driver and one accident has been classified as a motorcycle casualty. Along the A678 Burnley Road, three out of five accidents have been classified as a pedestrian casualty, one of which has involved a child. At the A678 Burnley Road/Gorse Street priority junction, one out of four accidents involved a child pedestrian, whilst two accidents involved a young driver.

27 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

Out of total 15 accidents with 18 casualties reported within the study area, nine involved vulnerable population groups.

A total of 18 casualties have been identified within the study area during the most recent five- year period available, therefore this section of the report provides a qualitative analysis on the likely impact on vulnerable groups, based on demographic analysis; a profile of LSOAs based on car or van ownership and a profile of local transport users.

The profile of the five LSOA areas impacted by the proposed Furthergate Link Road scheme in comparison to average indicators for Blackburn with Darwen and Lancashire LEP are provided in Table 4.5.

In addition to identifying vulnerable people by age, the profile of local transport users should be considered. This has been undertaken using 2011 Census Method of Travel to Work data identifying LSOAs with above average for the local authority proportions of journeys made by car or van, by bicycle and on foot. Car ownership statistics is also included.

Four out of five LSOAs have the percentage of dependent children aged 0 to 15 higher than the average for Blackburn with Darwen. Only one LSOA (BwD 008E) has a higher percentage of older population aged 60 and over than on average within the local authority. Four out of five LSOAs have a slightly lower percentage of working age population, than an average within the local authority.

With regards to car or van availability, three LSOAs have lower number of households with a car or a van than on average within the local authority. Four LSOAs have a higher number of households with no car or van than on average within Blackburn with Darwen. Four LSOAs have a lower number of households with one car or van than on average within the local authority. Finally, all five LSOAs impacted by the intervention have a lower number of households with two or more cars or vans than on average within Blackburn with Darwen.

Table 4.5 demonstrates that three LSOAs have below average levels of journeys to work made by cycle, whilst two LSOAs have equal to average percentage of journeys to work made by cycle. This is likely to be reflective of the study area’s suburban setting compared to the relatively urban setting across the wider area of the local authority.

28 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

Table 4.5. Impacted LSOA Profile BwD BwD BwD BwD BwD Average Category 007A 007D 008A 008D 008E BwD Population Denominators Total population: mid 2012 1529 1259 1634 1824 1762 147713 (excluding prisoners) Dependent Children aged 0- 492 296 417 492 445 1105 15: mid 2012 (excluding (32.2%) (19.4%) (27.3%) (32.2%) (29.1%) (22.7%) prisoners) Older population aged 60 and 131 254 294 255 319 882 over: mid 2012 (excluding (8.6%) (16.6%) (19.2%) (16.7%) (20.9%) (19.3%) prisoners) Working age population 18- 59/64: for use with 869 712.25 883.25 1054.5 997.25 2752 Employment Deprivation (56.8%) (56.6%) (54.1%) (57.8%) (56.6%) (57.6%) Domain (excluding prisoners) Travel to Work 216 173 242 262 373 Driving Car or Van 424 (39%) (20%) (16%) (22%) (24%) (34%) Bicycle 3 (0%) 0 (0%) 3 (0%) 9 (1%) 10 (1%) 7 (1%) 107 110 On Foot 92 (8%) 98 (9%) 95 (9%) 87 (8%) (10%) (10%) Car or Van Availability All Categories 457 546 569 722 722 630 No cars or vans in household 177 304 284 381 246 192 One car or van in household 224 192 219 269 357 276 Two cars or cans in household 47 39 57 61 103 130 Three cars or cans in 6 7 6 10 14 25 household Four or more cars or cans in 3 4 3 1 2 7 household Note: Score – the higher the score, the most deprived area Rank – where 1 is the most deprived Decile - where 1 is most deprived 10% of LSOAs 5,338 below or above (i.e. for dependent children, older population, claimants, etc.) average for Blackburn with Darwen

The percentage of people driving car or van across all five LSOAs impacted by the intervention is higher than an average within the local authority. This is likely to influenced by the relative distance of the study area towards the edge of Blackburn, compared to the LSOAs located closer to the centre.

With regards to journeys to work made on foot, Table 4.5 demonstrates that one LSOA has equal to average percentage, whilst the rest four LSOAs have a higher than average percentage. This is likely to be reflective of high income deprivation.

The profile of the five LSOA areas impacted by the proposed Furthergate Link Road scheme in comparison to average indicators for Blackburn with Darwen and Lancashire provide the evidence of presence of vulnerable groups of population within the study area in addition to a

29 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

high level of income deprivation. The statistic presented and the analysis of the accident data support the aforementioned TAG A4.2 statement about a strong link between deprivation and road accidents.

By removing through traffic from Burnley Road the potential for accidents between vehicles and vulnerable users would be reduced. Accidents between vehicles and vulnerable users are likely to result in the highest levels of severity. It is considered that no traffic calming measures would be required on the existing Burnley Road as it is unlikely that the speeds would be higher than the existing 30mph speed limit. There are natural traffic calming measures in place in the form of on-street parking and bus stops along the corridor (not in laybys). Should any future issues arise it is likely that BwD traffic team would intervene and could consider traffic calming along Burnley Road if required. A sensitivity test has been carried out within the BCR TN (prepared as part of the SOBC submission) assuming the 20mph speed limit is adopted on the existing A678 Burnley Road.

It can therefore be concluded, that slight benefits can be expected to road safety by transferring through traffic from the A678 Burnley Road, and as a result reducing congestion and a potential for conflict between traffic and vulnerable groups, particularly children, older people (both as pedestrians), young males and motorcyclists. The impact of the proposal on the road safety is considered as slightly beneficial as opposed to moderate or large beneficial, due to acknowledging that by providing a new infrastructure, the potential for new accidents arises. Absence of vulnerable groups of population in the immediate vicinity of the proposed link road and the proposed design being in line with current design standards and best practice however allows to support the statement that an overall impact on road safety would be slightly beneficial. 4.3 Full Appraisal of DIs

In line with TAG Unit A4.2, a qualitative assessment should be provided for each indicator to describe the key impacts in each case. These are summarised in Table 4.6. The matrix gives a detailed picture of the ‘winners’ and ‘losers’ from a transport intervention, and the key issues of relevance.

30 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

Table 4.6. DI Appraisal Matrix Distributional impact of income deprivation Are the Key impacts – Qualitative statements 0-20% 20-40% 40-60% 60-80% 80-100% impacts distributed evenly? User Benefits Neutral ✔✔✔ ✔ Neutral Neutral No The DI analysis for user benefits shows that the scheme will have a greater proportional impact on those living in the LSOAs with the least proportion of income deprivation, as these areas make up the greater proportion of the population within the Impact Area Noise Neutral Neutral Neutral Neutral Neutral n/a Noise quality assessment has been carried out to support the planning application for the new link road. Comparing the results of the environmental noise survey with the threshold value set out in the BS5228, the site falls into Category A at all times (which is the lowest threshold). From this, appropriate construction noise limits have been set in line with the guidance in BS5228. The impact of the scheme is therefore considered as neutral. In view of the scale of the project no further assessments have been carried out. Air Quality Neutral Neutral Neutral Neutral Neutral n/a No air quality assessment has been required as part of planning application submission. The impact of the scheme on air quality is therefore considered as neutral and has not been assessed. Accessibility ✔ ✔ ✔ ✔ ✔ Yes The scheme is likely to have slight benefits on accessibility for unlocked land, by providing a direct link to a wider local and strategic highway network, as well as the existing cycle and pedestrian routes, by providing cycle lanes and footways along the new link road. Accessibility would also be improved along the existing A678 Burnley Road corridor, by reducing congestion (making the route more attractive for cycling and walking) and improving public transport journey times. Affordability Neutral Neutral Neutral Neutral Neutral n/a Some benefits are also envisaged on car fuel costs, due to reduced congestions and as a result improved journey times along the A678 Burnley Road. Based on the scale of the project the overall impact is however considered to be neutral. Journey Quality ✔ ✔ ✔ ✔ ✔ Yes Given the scale of the Furthergate Link Road scheme, it is considered that there will be a slight beneficial impact on journey quality by reduced travellers stress and frustration. By transferring traffic from congested A678 Burnley Road route onto the new link road, drivers would be able to make a good progress along both the new link road and the A678 Burnley Road, avoiding the delay previously experienced. Furthermore, additional benefits would be expected associated with reduced frustration of public transport users, due to improved journey times for buses running along the A678 Burnley Road corridor. Severance ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ Yes The Furthergate Link Road scheme includes appropriate pedestrian infrastructure in form of footways provided on both sides of the new link road and pedestrian crossing facilities at the proposed junctions. Provision of a new link road would have a beneficial impact on future severance, as the unlocked land for future development would benefit from immediate connection to a wider highway, existing cycling and pedestrian networks. Reduced traffic volumes along the A678 Burnley Road would in turn reduce severance along the route for vulnerable groups. The impact is considered to be large beneficial as the level of relief would be up to 90% of through traffic. Security ✔ ✔ ✔ ✔ ✔ Yes The Furthergate Link Road scheme will have a minor beneficial impact on security, by reducing the need to stop vehicles or travel at low speeds, as a result of reduced congestion along the A678 Burnley Road. It is therefore considered that the scheme

31 Furthergate Link Road Public Outline Business Case 4/ Distributional Impacts Appraisal May 2018

will have minor beneficial impact on security. Any further analysis would however be disproportionate to the scale of the project. Physical ✔ ✔ ✔ ✔ ✔ Yes Although cycle lanes and footways would be provided on both sides of the proposed new link road, the scheme is not designed to have any impact on physical activity, and is purely focussed on improving the journey times, providing an alternative route for through traffic between Blackburn and Junction 6 of the M65 motorway, as well as reducing congestion through the residential area along the A678 Burnley Road. Reducing congestion along the A678 Burnley Road would in turn have a positive impact by changed environment along the route, which would be friendlier for cyclists and pedestrians. It is therefore envisaged, that there would be a slight benefit to physical activity. Any further analysis would however be disproportionate to the scale of the project. Accidents ✔ ✔ ✔ ✔ ✔ Yes Slight benefits can be expected to road safety by transferring through traffic from the A678 Burnley Road, and as a result reducing congestion and a potential for conflict between traffic and vulnerable groups, particularly children, older people (both as pedestrians), young males and motorcyclists. The impact of the proposal on the road safety is considered as slightly beneficial as opposed to moderate or large beneficial, due to acknowledging that by providing a new infrastructure, the potential for new accidents arises. Absence of vulnerable groups of population in the immediate vicinity of the proposed link road and the proposed design being in line with current design standards and best practice however allows to support the statement that an overall impact on road safety would be slightly beneficial.

Impact AST Entry Social Groups User Groups Children & Older Carers Women Disabled BME Pedestrians Cyclists Motorcyclists Young Young People Male People Drivers Noise Air Quality Accessibility ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ Affordability Journey ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ Quality Severance ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ Security ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ Physical ✔ ✔ ✔ ✔ ✔ ✔ ✔ ✔ Accidents ✔ ✔ ✔ ✔ ✔ ✔

32 Furthergate Link Road Public Outline Business Case 5/ Conclusion May 2018

5. Conclusion

This Appraisal Report documents the methodology and findings of the Social and Distributional Impacts Assessment undertaken for the Furthergate Link Road scheme.

Social and Distributional Impact Appraisal is undertaken as part of the transport appraisal process in order to inform the business case for a transport investment proposal.

The social impact assessment has been carried out under the definitions and guidance provided in WebTAG Unit A4.1: Social Impact Appraisal. Eight social impacts have been appraise, including:

 Accidents  Physical Activity  Security  Severance  Journey Quality  Option and Non-Use Values  Accessibility  Personal Affordability.

Following the Social Impact Appraisal the following conclusions have been drawn:

33 Furthergate Link Road Public Outline Business Case 5/ Conclusion May 2018

 In view of the scale of the project, further consideration of Severance is not necessary, as these impacts have been considered qualitatively and are determined to be large beneficial;  In view of the scale of the project, further consideration of Physical Activity, Security, Journey Quality, Accessibility and Affordability impacts is not necessary, as these impacts have been considered qualitatively and are determined to be slightly beneficial.

Therefore, further analysis of the Distributional Impacts of User Benefits and Accidents has been carried out.

The impact area has been defined as mapped as running through five Lower layer Super Output Areas of Blackburn with Darwen and the profile of each area, in comparison to Blackburn with Darwen Local Authority and Lancashire, has been established.

It has been demonstrated within the Distributional Impacts Appraisal of User Benefits, that the scheme would have a large beneficial impact on the least and moderately deprived areas, whilst having a slight beneficial impact on the most deprived areas.

The Distributional Impacts of Accidents assessment has been carried out, which has demonstrated that the intervention would have a slight beneficial impact on road safety with particular regard to vulnerable groups of population, such as pedestrians (children and older people), young males and motorcyclists.

The results of the Social and Distributional Impacts Appraisal are recorded in the Appraisal Summary Table of the Strategic Outline Business Case report.

34 Furthergate Link Road Public Outline Business Case Appendix A May 2018

Appendix A Proposed Layout

1 NOTES:

1. THIS DRAWING IS TO BE READ IN CONJUNCTION WITH ALL OTHER RELEVANT DRAWINGS, ANY DISCREPANCIES, ERRORS OR OMISSIONS TO BE BROUGHT TO THE ATTENTION OF CAPITA.

2. ALL DIMENSIONS TO BE CHECKED BEFORE COMMENCEMENT OF WORK ON SITE.

PROPOSED ACCESS TO ALLOTMENT PLOTS 3. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE STATED. TIE INTO EXISTING CARRIAGEWAY 4. THE SURVEY INFORMATION SHOWN IS TOPOGRAPHICAL SURVEY, SUPPLEMENTED WITH ORDINANCE SURVEY BEYOND TOPOGRAPHICAL EXTENTS. THE ACCURACY OF EACH SURVEY TYPE MUST BE NOTED AND CONFIRMED BY THE CONTRACTOR ON SITE.

ACCESS TO KENYON'S HAULAGE YARD TO BE MAINTAINED

PROPOSED LINK ROAD WITH 3.65m CARRIAGEWAY LANESLANES, AND 1.5m 1.5mCYCLE CYCLE WAY WAYAND 2.0mIN EACH FOOTWAY DIRECTION IN EACH DIRECTION

SIGNALIZATION OF THE JUNCTION AT GORSE STREET TIE IN WITH PROPOSED LINK ROAD STOPPING UP OF HOLE HOUSE STREET AND ESTHER STREET

PROPOSED EXIT FROM TESCOS CAR PARK AND NEW LINK TO GORSE STREET P01 DS FIRST ISSUE 28/11/2017 Rev Description Date Drwn App'd Chk'd Purpose of Issue

AREA OF LAND TO BECOME FIRST ISSUE TESCOS CAR PARK AS PART OF AGREEMENT Classification GORSE STREET COMMERCIAL IN CONFIDENCE

Client BLACKBURN WITH DARWEN B.C TOWN HALL BLACKBURN BB1 7DY

Project

LANE LANE BUS BUS FURTHERGATE LINK ROAD

Drawing FURTHERGATE LINK ROAD PROPOSED JUNCTIONSIGNALIZED FOR JUNCTION BURNLEY FOR BURNLEYSTREET ACCESS ROAD ACCESS AND EXIT GENERAL ARANGEMENT MASTER LAYOUT

BURNLEY CLOSE Scale @ A1 Drawn Checked Approved 1:1000 DS

Project No. Date CS/092734 28/11/2017

Drawing Identifier BS1192 Compliant

Project - Originator - Zone - Level - File Type - Role - Number revision LANE LANE BUS BUS FGLR-CAP-HGN-00-ML-CH-0001 P01 DANIEL SUTCLIFFE DANIEL BY Highways CastleWay House, 17 Preston New Road, Blackburn, BB2 1AU 01254 273000 05/01/2018 10:13:15 05/01/2018 www.capitaproperty.co.uk Capita Property and Infrastructure Ltd. Print Date: Print © Capita Property and Infrastructure Ltd S:\PROJECTS\CS092734 - Furthergate feasibility study (FGLR)\03 Delivery\HGN HwayGeneral\03 Drawings\FGLR-CAP-HGN-00-ML-CH-0001.dwg Furthergate Link Road Public Outline Business Case Appendix B May 2018

Appendix B Screening Proforma

2 Distributional Impact Appraisal Screening Proforma

Scheme description: Furthergate Link Road

(b) Potential impact (yes / no, (c) Qualitative Indicator (a) Appraisal output criteria (d) Proceed to Step 2 positive/negative if Comments known)

The TUBA user benefit analysis software or an Significant benefits in equivalent process has been used in the appraisal; User benefits Yes - Positive and/or the value of user benefits Transport journey time as a new Yes Economic Efficiency (TEE) table is non-zero. link would be provided

Noise Quality Assessment has been carried out to support the planning application for the new link road. The Any change in alignment of transport corridor or any key receptors and links with significant changes ( >25% or <-20%) in Noise vehicle flow, speed or %HDV content. Also note Neutral vulnerable groups Neutral comment in TAG Unit A3. affected have been identified, and appropriate mitigation measures have been proposed, if considered apprpopriate.

Air Quality Assessment has been carried out to Any change in alignment of transport corridor or any support the planning links with significant changes in vehicle flow, speed application for the new or %HDV content: link road. The key • Change in 24 hour AADT of 1000 vehicles or more receptors and vulnerable Air quality • Change in 24 hour AADT of HDV of 200 HDV Neutral Neutral vehicles or more groups affected have • Change in daily average speed of 10kph or more been identified, and • Change in peak hour speed of 20kph or more appropriate mitigation • Change in road alignment of 5m or more measures have been proposed, if considered apprpopriate.

Given the limited extent of the Furthergate Link Road scheme and the Any change in alignment of transport corridor (or road layout) that may have positive or negative guidance within the TAG safety impacts, or any links with significant changes Unit A4.1, a standard Accidents in vehicle flow, speed, %HGV content or any Yes - Slight Positive accident investigation Yes significant change (>10%) in the number of should be carried out. A pedestrians, cyclists or motorcyclists using road further qualitative network. Distributional Impacts Assessment should be undertaken.

The scheme's impact is expected to be minor beneficial, as a result of reduced congestion Any change in public transport waiting/interchange along the A678 Burnley Security facilities including pedestrian access expected to Yes - Slight Positive No affect user perceptions of personal security. Road. Any further analysis is however considered to be disproportional due to the scale of the project. The scheme's impact is expected to be minor beneficial, as a result of Introduction or removal of barriers to pedestrian movement, either through changes to road crossing reduced congestion provision, or through introduction of new public along the A678 Burnley Severance Yes - Large Beneficial No transport or road corridors. Any areas with Road. Any further significant changes (>10%) in vehicle flow, speed, analysis is however %HGV content. considered to be disproportional due to the scale of the project.

The scheme is likely to have slight benefits on accessibility for unlocked land, by providing a direct link to a wider local Changes in routings or timings of current public transport services, any changes to public transport and strategic highway provision, including routing, frequencies, waiting network (including Accessibility Yes - Slight Positive No facilities (bus stops / rail stations) and rolling stock, pedestrian and cycle or any indirect impacts on accessibility to services routes). By reducing (e.g. demolition & re-location of a school). congestion along the A678 Burnley Road, accessibility along the route would be improved.

In cases where the following charges would occur; Parking charges (including where changes in the allocation of free or reduced fee spaces may occur); Car fuel and non-fuel operating costs (where, for A slight positive impact example, rerouting or changes in journey speeds is envisaged on car fuel, and congestion occur resulting in changes in costs); Road user charges (including discounts and particularly due to exemptions for different groups of travellers); Public reduced congestion Affordability transport fare changes (where, for example premium Neutral along the A678 Burnley Neutral fares are set on new or existing modes or where Road and improved multi-modal discounted travel tickets become journey times between available due to new ticketing technologies); or Public transport concession availability (where, for the M65 J5 and example concession arrangements vary as a result Blackburn town centre. of a move in service provision from bus to light rail or heavy rail, where such concession entitlement is not maintained by the local authority[1]). Public

Capita Property and Infrastructure Ltd