Public
Milking Lane Mixed-Use Development Framework Travel Plan November 2019
Milking Lane Mixed-Use Quality Management Development November 2019
Quality Management
Job No CS/091040
Project Milking Lane Mixed-Use Development
Location Manchester
Title Framework Travel Plan
Document Ref Document Ref 01
File reference S:\Transport_Planning\Transport Planning Jobs\CS096059-04 - Milking Lane, Darwen\05 Record\04 Reports\TA With Link Road\FTP\Milking Lane FTP.docx
Date November 2019
Prepared by Kateryna Kryshkevych Signature (for file) KK, RL Rachel Lord
Checked by 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 11/2019 Draft for Comments KK,RL WA WA
Milking Lane Mixed-Use Public Development Contents November 2019
Contents 1. Introduction 1 1.1 Background 1 2. Existing Site and Local Highway Network 3 2.1 Overview 3 2.2 Existing Site 3 2.3 Existing Access 5 2.4 Local Highway Network 6 3. Accessibility by Sustainable Travel Modes 10 3.1 Overview 10 3.2 Accessibility on Foot 10 3.3 Accessibility on Cycle 13 3.4 Accessibility by Bus 15 3.5 Accessibility by Rail 17 3.6 Summary 18 4. Development Proposals 19 4.1 Overview 19 4.2 Access Strategy 19 4.3 Parking 19 5. Objectives and Targets 21 5.1 Key Objectives 21 5.2 Targets 21 5.3 Initial Targets 22 6. Travel Plan Management 26 6.1 Introduction 26 6.2 Travel Plan Co-ordinator 26 6.3 Travel Plan Handover (Residential Element) 27 7. Travel Plan Measures 28 7.1 Introduction 28 7.2 Promotion and Marketing 28 7.3 Welcome Pack/New Started Pack 29 7.4 Travel Database 30 7.5 Measures to Reduce Car Use 31 7.6 Measures to Promote and Facilitate Walking 31 7.7 Measures to Promote and Facilitate Cycling 32 7.8 Measures to Encourage the Use of Public Transport 32 7.9 Measures to Reduce the Need to Travel 32 8. Monitoring and Review 34
Figures Figure 2.1. Site Location and Boundary Line 3 Figure 2.2. Site’s Baseline Conditions 4
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Figure 2.3. Existing Access Points 6 Figure 2.4. Local Highway Network 7 Figure 5.1. Public Rights of Way 11 Figure 5.2. Walking Catchment Area 12 Figure 5.3. Cycling Catchment Area 13 Figure 5.4. Weavers Wheel 14 Figure 5.5. Location of the Nearest Bus Stops 15 Figure 5.6. Bus Network 16
Appendices Appendix A - Proposed Site Layout Appendix B – Census 2011 Data
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1. Introduction
1.1 Background
Capita Real Estate & Infrastructure (Capita) has been appointed by Blackburn with Darwen Borough Council (BwDBC) to prepare a Framework Travel Plan (FTP) to be submitted in support of a hybrid planning application for a proposed mixed-use development located between Milking Lane, Greenbank Terrace, Lowe Eccleshill Road and the M65 motorway in Lower Darwen.
An outline planning permission is being sought for a mixed-use development of a maximum of the following: up to 100 dwellings, 9,000sqm GIFA (gross internal floor area) of B1/B2/B8 and D1 uses, and associated ancillary works. A full planning permission is being sought for the proposed link road through the site, connecting Milking Lane with the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout.
A Transport Assessment (TA) has also been prepared for submission with a planning application, which should be read in conjunction with this FTP.
This FTP is based on the following documents and guidelines:
Government’s guidance on Travel Plans, Transport Assessments and Statements (March 2014);
Making Residential Travel Plans Work (June 2007); and
Making Residential Travel Plans Work: Guidelines for New Development (September 2005).
This mixed-use FTP provides the following:
An overview of the existing site and description of surrounding highway network;
An assessment of accessibility of the site by sustainable modes of travel;
A description of the proposed development and access strategy;
Robust objectives and targets;
Description of TP management;
TP measures; and
Robust monitoring and review strategy.
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This FTP will be updated to a Full Residential Travel Plan and a Full Travel Plan for the B1/B2/B8 and D1 elements of the proposal upon occupation and/or at the time agreed with the Local Planning Authority (LPA) when the planning permission is granted.
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2. Existing Site and Local Highway Network
2.1 Overview
The site is located between Milking Lane, Greenbank Terrace, Lower Eccleshill Road and the M65 motorway in Lower Darwen. The site’s location and its indicative extent are shown in Figure 2.1 below.
Figure 2.1. Site Location and Boundary Line
Site Location
The site is irregular in shape, with Lower Darwen Primary School and residential dwellings fronting Greenbank Terrace forming its northern boundary and the M65 motorway forming its southern boundary. The eastern boundary is formed by Milking Lane and the cul de sacs of Viscount Avenue, Lady Close and Lord’s Crescent. The western boundary is formed by Greenbank Terrace and Lower Eccleshill Road. 2.2 Existing Site
The site is approximately 9.8ha, as measured using Google Earth. The existing site comprises the original landholding of the former Lower Darwen Paper Mill, which dates back to the early 1890s. Lower Darwen Paper Mill was the subject of progressive extensions up until the 1980s
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when the footprint of the mill comprised some 9,628sqm together with associated reservoir, refuse tips and areas of hardstanding. It was operational until the early 1990s until the buildings were all demolished in 1993 leaving only the building slabs visible together with some retaining walls. These retaining walls in part support the steep banks on site.
The site consists of four parcels of land, as shown in Figure 2.2 below.
Figure 2.2. Site’s Baseline Conditions
C
D B
A
SCA Packaging occupied until recently a small part of the site adjacent to the M65 motorway (Parcel A) as a transport depot. The original buildings have been cleared but the concrete hardstanding remains.
Parcel B extends along the lower level land, from the north to the south of the site, fronting Greenbank Terrace and the M65 motorway. This lower land is allocated as an employment site in the local plan. Planning permission exists on the site for an office development with associated parking and landscaped areas (planning application reference 10/05/0317, see Section 1.2). The office development has been implemented through the construction of two of the office buildings, which are currently abandoned on site.
Two elevated parcels of land off Milking Lane are identified as Parcels C and D on Figure 1.2. There is a steeply sided valley (with a fall of around 10m) between Plots C and D through which
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a small stream flows. This stream flows into the river Darwen via a culvert under Greenbank Terrace.
There are two existing surface water outfalls at the top end of the site adjacent to Milking Lane. These provide surface water sewer outfalls for the surrounding residential development.
To the west of Parcel C is a steep escarpment which is partially vegetated with rough grass.
The former Milking Lane track crosses the site (from north to south) to the west. The site has direct frontage onto new alignment of Milking Lane, although for part of the site it abuts, where the four existing properties at 60 to 66 Milking Lane are located.
To the southeast are the existing properties developed by Rivermead Homes. Those properties which immediately adjoin the site include even numbers 80 to 88 Milking Lane and 2 to 16 Viscount Avenue. They are typical two storey detached properties similar to most others within the vicinity of the site.
The site is well located for access to key roads, including the B6231, to the north of the site, which connects Darwen to Church. Junction 4 of the M65 is to the southwest of the site, forming links to Skipton and Preston in north-easterly and westerly directions respectively. 2.3 Existing Access
The site has four existing access points, all of which are gated and disused. Three of the existing accesses are located along the western boundary of the site, two off Greenbank Terrace and one via the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout, forming its fourth arm (see Figure 2.3). The fourth access is located off Lower Eccleshill Road to the south of the roundabout.
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Figure 2.3. Existing Access Points
Access D
Access A Access C
Access B
2.4 Local Highway Network
The local highway network in the vicinity of the site is shown in Figure 2.4.
Milking Lane forms a north-eastern boundary of the site and is a single carriageway road subject to a 30mph speed limit. Milking Lane is a non-through residential road, from which more minor cul-de-sacs are formed. The road has traffic calming measures in form of speed tables at various locations along its length. Footways which are in good condition are provided along both sides of the road. Street lighting is present. There are no parking restrictions along Milking Lane, except for those along the frontage of Lower Darwen Primary School, where School Keep Clear zig-zag road markings are present on the southern side of the road.
Approximately 300m in the north-western direction from the north-western boundary of the site, Milking Lane joins Duchess Street to the north and Greenbank Terrace to the south via a simple priority junction.
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Figure 2.4. Local Highway Network
Site Location
Duchess Street is a two-way single carriageway road, running from a priority junction with Milking Lane for approximately 135m to the north until a mini-roundabout junction with the B6231 Fore Street. No parking restrictions apply along Duchess Street for approximately 55m to the north of the priority junction with Milking Lane. Further to the north until the mini-roundabout junction with the B6231 Fore Street on-street parking is restricted along both sides of the road in form of double yellow lines. Footways are provided on both sides of the road and street lighting is present.
The B6231 commences from a priority junction with the A666 Bolton Road to the southwest of the site underneath the M65 flyover at Earcroft. The road commences as Sandy Lane and heads northeast into Lower Darwen village centre, where it reaches the mini-roundabout with Branch Road and continues to the northeast as Fore Street past the mini-roundabout junction with Duchess Street. The road continues to run in approximately northeast direction as Stopes Brow through Blackamoor and then after a signalised junction with Roman Road changes its name to Blackamoor Road. The B6231 runs further to the east past the signalised junction with the A6077 Haslingden Road, after which it changes its name to School Lane, runs over the M65 motorway,
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and continues towards Oswaldtwistle, then Church and Altham West, where it changes its name several times again and terminates at a signalised junction with the A680.
Greenbank Terrace, which forms a western boundary of the site is a single carriageway road subject to a 30mph speed limit. Greenbank Terrace runs from a priority junction with Milking Lane to the north to a roundabout junction with Paul Rink Way and Lower Eccleshill Road to the south.
There are no parking restrictions along Greenbank Terrace. Approximately 100m to the north of the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout, drivers traveling in northbound direction are reminded to drive slowly by a corresponding traffic sign, SLOW road marking and the corresponding red line road markings across the carriageway. Drivers are also notified of the speed camera presence by the corresponding traffic sign. Approximately 100m further to the north, drivers travelling in northbound direction are warned of the presence of a bend with the corresponding traffic sign and SLOW road markings.
Footways are present on both sides of the Greenbank Terrace from the priority junction with Milking Lane for approximately 150m to the south. Further to the south, a footway continues on the eastern side of the road only. The footway on the western side of the road restarts approximately 55m to the north of the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout. A section of Greenbank Terrace is currently missing footway on the eastern side for approximately 40m.
Lower Eccleshill Road runs to the south of the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout under the M65 motorway and provides an access to the Lower Eccleshill Road Industrial Estate. There are no parking restrictions along the road.
The Lower Eccleshill Road Industrial Estate, which is located south of the site can be accessed by following a footway on the western side of Lower Eccleshill Road. A footway is also present on the eastern side of the road, which terminates after the M65 motorway.
Paul Rink Way runs for approximately 550m between the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout and Junction 4 of the M65 motorway. Paul Rink Way is a single carriageway road, subject to a 40mph speed limit. There are no parking restrictions along the road. A shared footway/cycleway which comprises two ways for use by pedal cycles only and by pedestrians only (with a line separation) runs along the northern side of the carriageway.
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With regards to a wider road network, the M65 motorway runs to the south of the site and can be accessed via Junction 4 by following Paul Rink Way from the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout. The M65 motorway is a 41.5km motorway, which runs from south of Preston through the major junction of the M6 and M61 motorways, east past Darwen, Blackburn, Accrington, Burnley, Nelson and ends at Colne.
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3. Accessibility by Sustainable Travel Modes
3.1 Overview
Current national and local policy on transportation states that new developments should promote more sustainable transport choices for people, particularly accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling, so as to reduce the dependence on private cars.
Investigation into existing forms of transport in relation to the proposed site can provide important insights into the possible travel patterns in the area. This chapter of the FTP therefore considers the accessibility of the site via sustainable modes. 3.2 Accessibility on Foot
There are a number of public footways in the vicinity of the site, including a footpath which leaves Milking Lane to the south of the Lower Darwen Primary School and runs behind the existing residential dwellings fronting Milking Lane before re-joining Milking Lane to the southeast of the proposed site (see Figure 3.1). This footpath provides a crossing bridge over the railway track before entering Davyfield Road.
This footpath runs along the former Milking Lane track which is presumed to have been abandoned as a track when the new Milking Lane was constructed to serve the new housing. The track is now overgrown. The development proposals would, however, incorporate the existing footpath into the proposed layout.
Milking Lane has traffic calming measures, which reduce vehicle speeds and make the surrounding environment more pedestrian friendly. Footways provided on both sides of the road are of an adequate quality and the road benefits from street lighting. Footways (although not continuous) are present on both sides of the Greenbank Terrace, a continuous footway runs along the western side of Lower Eccleshill Road, and a shared footway/cycleway runs along Paul Rink Way.
The Chartered Institution of Highways and Transportation (CIHT) document entitled “Guidelines for Providing for Journeys on Foot” suggests a preferred maximum walking distance of 2km for commuters, with 1km being the acceptable distance. The above document also states that an average walking speed of approximately 1.4 metres per second can be assumed, meaning an average time of 5 minutes to walk 420m and 10 minutes to walk 840m.
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Figure 3.1. Public Rights of Way
The multi-modal accessibility tool TRACC has been used to show the 1km and 2km walking catchment areas from the centre of the site, as shown in Figure 3.2. The local destinations are listed in Table 3.1. It is pertinent to mention that the walking catchment areas have been mapped taking into account a link road to be provided between Milking Lane and Greenbank Terrace as part of the proposals.
As can be seen from Figure 3.2, Lower Darwen Primary School is adjacent to the site and is therefore within a very short walking distance (approximately 200m from the centre of the site). The 1km walking catchment area also includes two convenience stores.
The 2km walking catchment area extends further to include three primary schools and a secondary school, two convenience stores, a medical centre and a pharmacy, a post office, as well as leisure and green space.
There are many local employment opportunities within the recommended walking distances from the centre of the site. There is an area of industrial development located to the south on Lower Eccleshill Road (Lower Eccleshill Road Industrial Estate) and there are employment opportunities in close proximity of the M65 Junction 4 off Commercial Road.
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Figure 3.2. Walking Catchment Area
Table 3.1. Local Facilities Walking Distance from the Local Facilities Name Centre of the Site Lower Darwen Primary 200m St James C of E Primary 1300m Primary Schools St Edwards RC Primary 1500m Our Lady of Perpetual Succour 1700m RC Secondary Schools Darwen Vale High 1200m Roman Road Health Centre 1200m Medical Centres/Pharmacies Boots Pharmacy 1200m Post Office Moss Bridge 1200m Londis 700m Convenience Store Premier x2 750m/1450m Nisa Local 1200m Darwen Cricket Club 1500m Leisure and Green Space Fishmoor Reservoir 1900m Polyphemus Wood 1700m
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It has therefore been demonstrated that the site is well placed in terms of pedestrian connectivity, with walking representing a realistic alternative to car trips for a wide variety of local amenities. It can be concluded that the site is accessible on foot. 3.3 Accessibility on Cycle
It is commonly accepted that cycling has the potential to substitute for short car trips, particularly those under five kilometres, and to form part of a longer journey by public transport.
The multi-modal accessibility tool TRACC has been used to show the 3km and 5km cycling distances from the centre of the site, as shown in Figure 3.3. It is pertinent to mention that the cycling catchment areas have been mapped taking into account a link road to be provided between Milking Lane and Greenbank Terrace as part of the proposals.
Figure 3.3. Cycling Catchment Area
BLACKBURN
Shadsworth
Hollins Bank Cherry Tree Lower Darwen Earcroft
Eccleshill
DARWEN
Hoddlesden
Most of the cycling provision in the local area is on carriageway other than the segregated facilities on the northern side of Paul Rink Way, at the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout and in the vicinity of the M65 Junction 4.
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Figure 3.3 shows that in addition to the destinations within the walking catchment areas, Blackburn town centre, Darwen town centre and Blackburn Royal Hospital are within the 5km cycling catchment area. There are also additional employment opportunities within the 5km cycling catchment area.
Blackburn with Darwen Borough Council have implemented the Weavers Wheel cycle network, which was completed in June 2018. Weavers Wheel forms part of a strategic cycle network for East Lancashire and has received funding approval from the LEP. A plan showing the extent of the Weavers Wheel scheme is shown in Figure 3.4, which identifies that Greenbank Terrace is a “spur” to the “Wheel” and the “Wheel” itself runs just to the north of the site.
Figure 3.4. Weavers Wheel
Site Location
While the scheme will not extend the cycle catchment, shown in Figure 3.3, it would clearly improve cycle accessibility from the site particularly to key employment areas such as Walker Park, Haslingden Road and Shadsworth Business Park.
The site is therefore well placed to encourage travel by bicycle for educational, employment, retail and leisure trips. Furthermore, a number of these bicycle-based journeys could be undertaken using designated cycle routes.
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It has been therefore demonstrated that the site is accessible on cycle. 3.4 Accessibility by Bus
Location of the nearest bus stops is shown in Figure 3.5 whilst bus routes available are shown in Figure 3.6
The nearest bus stops to the site are situated on Greenbank Terrace to the north of the site and are within a 400m walking distance of all parts of the site. It should be noted however that the only bus service no. 33 which served the aforementioned bus stops has been suspended. As a result, these stops are no longer in use.
At the time of preparation of this report, the nearest operational bus stops are located along the A666 Blackburn Road.
Figure 3.5. Location of the Nearest Bus Stops
12A and 12B
Site Location
1 and 981
Key
Bus Stops In Use 1, 925 and 981 Dis-Used Bus Stops
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Figure 3.6. Bus Network
Only one regular bus service number 1 runs along the A666 Blackburn Road serving the aforementioned bus stops. Bus service number 1 runs between Bolton and Blackburn town centre every 7/8 minutes at its most frequent and every 30 minutes at its least frequent. This service is available Monday to Sunday, including bank holidays.
Additionally, bus stops to the north of the M65 motorway serve a bus service number 981, whilst bus stops to the south of the M65 motorway serve bus services number 925 and 981. Bus service number 925 is a school bus, which runs between Darwen and Bolton Turton High School with one morning and one evening services. Bus service number 981 provides a loop service from/to Blackburn Town Centre Interchange via Ewood, Darwen, Bradshaw, Bromley Cross, Chapeltown and Edgworth. This service runs only twice a day, once in the morning heading northwards towards Blackburn and once in the afternoon heading southwards.
The shortest walking distance to the A666 bus stops would be approximately 1.4km from the centre of the site to reach two pairs of bus stops which are located to the north and south of the
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Earcroft Way signalised junction. Each of the aforementioned bus stops is sheltered with seating and timetable provided. Additionally, the bus stops benefit from raised bus kerbs which facilitate boarding and alighting of the bus. Pedestrians crossing facilities are present in the vicinity of the bus stops to facilitate crossing of the A666 Bolton Road. As such, a puffin crossing is located approximately 50m to the south of the M65 motorway bridge and a zebra crossing is located approximately 85m to the south of Earcroft Way. Signalised pedestrian crossing facilities are also available at the A666 Blackburn Road/Earcroft Way junction.
Further bus stops are available on Roman Road and Newfield Drive, approximately 1.9km and 2km walking distance from the centre of the site. The presence of the aforementioned bus stops is indicated by bus poles with flags.
The Roman Road and Newfield Drive bus stops are served by the bus services 12A and 12C. The 12A and 12C services are a loop service from Blackburn Bus Station, past Blackburn Interchange, Royal Infirmary, Longshaw, Blackamoor, Royal Blackburn Hospital to Blackburn Bus Station. There are four buses available for each service per day, Monday to Saturday, with no services running on Sundays.
It can be seen from Figure 3.6 that bus services 1, 12A and 12C run to/from Blackburn town centre and stop at the Blackburn Bus Interchange adjacent to Blackburn railway station, where people can change to further bus services or continue their journey by rail. With regards to further bus services, connections can be made to number 2 towards Langho, Whalley and Clitheroe; number 3 towards Sunnybower; numbers 6, 6A, 7 and 7A towards Rishton, Great Harwood and Burnley, number 24 and 24A towards Preston and Chorley; number 25 towards Brock Hall and Clitheroe; number 35 towards Ribchester and Longridge; number 59 towards Preston, and number 481 towards Haslingden, Rawtenstall and Helmshore.
It has therefore been demonstrated that the site is accessible by bus. 3.5 Accessibility by Rail
The nearest railway station to the site is in Darwen which is approximately 2.6km walking distance from the site. Blackburn station is approximately 4.5km walking distance from the site. Both railway stations are therefore located within the acceptable cycling distance of 5km.
Darwen station has no car park and does not have facilities for bike storage. The station can be however reached by bus, particularly service number 1, which stops approximately 300m walking distance from the station.
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Blackburn station has a car park providing 80 spaces with 4 accessible spaces available. There are 10 bicycle lockers and 48 cycle stand parking spaces further encouraging multi modal trips. The station can be access by bus services 1, 12A and 12C, which stop adjacent to the station.
Both Darwen and Blackburn railway stations are on the Clitheroe – Blackburn – Bolton - Manchester line and Blackburn station is also on the Blackpool – Preston – Blackburn - Leeds line. Both services run regularly Monday to Sunday.
The site is therefore considered to be well connected by rail, considering multi modal journeys via cycle, bus and rail. 3.6 Summary
In summary, it can be stated that the site is accessible to a range of facilities and destinations by walking, cycling and is also accessible by public transport in line with the national and local transport policies.
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4. Development Proposals
4.1 Overview
It is proposed to provide a mixed-use development comprising: up to 100 residential dwellings, 9.000sqm GIFA of B1/B2/B8 and D1 use, and associated ancillary works. A link road would be provided through the site, connecting Milking Lane with the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout.
The proposed indicative site layout is provided in Appendix A. 4.2 Access Strategy
At this stage it is envisaged that the residential element would be split into two parts. Approximately half of the development would be located between Lower Darwen Primary School and the brook. This north-western portion of the residential element would be accessed off Milking Lane via a new priority junction. The access road would be non-through terminating at a cul-de-sac. The south-eastern portion of the residential element would be accessed via a new link road, which would form a priority junction with Milking Lane (opposite property number 67 on the northern side of Milking Lane). The south-eastern portion of the residential element would be located between the new link road to the northwest and the existing residential dwellings fronting Viscount Avenue to the southeast.
The new link road would run between Milking Lane with the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout. The B1/B2/B8/D1 elements of the proposal would access the site via the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout.
At this stage it is also envisaged that a separate access would be provided off Greenbank Terrace located to the north of the Greenbank Terrace/Paul Rink Way/Lower Eccleshill Road roundabout. 4.3 Parking
The proposed development would provide:
C3 residential element: up to 100 dwellings; and
B1/B2/B8 and D1 elements: 9,000sqm
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In line with current Blackburn parking standards1, the following benchmark parking should be provided:
C3 Dwelling Houses: 2-3 bedrooms 2 car spaces and 2 secure cycle spaces; 4+ bedrooms 3 car spaces and 2 secure cycle spaces per dwelling;
B1 Stand Alone Offices: 1 car space per 35sqm;
B2 General Industry: 1 car space per 60sqm;
B8 Storage and Distribution: 1 car space per 100sqm;
D1 Further and Higher Education: 1 car space per 2 full-time staff.
Unless otherwise specified, 1 bicycle space per 10 car spaces on the overall development should be provided. Covered secure cycle parking is required on all developments employing 30 or more staff (full or part time).
The details of parking would be confirmed at the full planning application stage, as current proposal for the land uses is in outline. Once a detailed masterplan is developed for the full planning application stage, parking would be provided in line with current standards.
1 https://blackburn.gov.uk/sites/default/files/media/pdfs/Parking%20Standards%20Adopted%20April%202014.pdf
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5. Objectives and Targets
5.1 Key Objectives
The objectives of this FTP are to reduce the reliance of future residents, employees and visitors of the site on travel by private car and to promote more sustainable modes of travel. The aims of these objectives are to provide better access to key destinations and services, reduce congestion and deliver health benefits by encouraging walking and cycling, and travel by public transport as part of a longer trip.
If the Travel Plan is supported by a long-term commitment and mechanisms for implementation, the potential local benefits include:
Improving accessibility and travel choice for reaching local facilities;
Improving public transport provision for people in nearby developments because of the increased economies of scale;
Improving access by the wider community to the mixed-use development by sustainable modes of transport;
Increasing marketability of the development;
Reducing single occupancy car trips;
Promote a more productive and healthier workforce;
Reduce the impact of the proposed development upon the environment; and
Reducing the need for car use with benefits in terms of reduced traffic, congestion, air pollution and accidents.
Following this FTP, a Full Residential Travel Plan and a Full Travel Plan for the B1/B2/B8 and D1 elements of the proposal will be prepared post opening of the development. The Travel Plan will be supported by a long term commitment and mechanisms for implementation. 5.2 Targets
Realistic and achievable targets should be selected for the site. The targets should be set to reflect the reductions in car use that are expected as a result of the TPF measures. Targets should be linked to the objectives that have been set in Section 5.1 and aim to achieve them.
The objectives will be realised through the achievement of SMART targets, which are:
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S – Specific: stating exactly what needs to be achieved;
M – Measurable: to allow effective monitoring and to identify when the objectives have been achieved;
A – Achievable: targets that can be achieved within the Travel Plan’s duration;
R – Realistic: targets that can be achieved by the proposed Travel Plan measures; and
T – Time-related: to be achieved by a set deadline.
The proposed development should aim to achieve the following targets before the initial occupation of the site.
Make available safe pedestrian / cycle links to the site;
Make travel information available on the official websites of the site’s occupiers;
Make available TP marketing literature;
Make available a Welcome Pack to all new home buyers and a New Starter Pack to all members of staff of the employment elements of the development. 5.3 Initial Targets
5.3.1 Residential Element
A residential element of be provided on site comprising up to 100 dwellings.
In order to set an initial target for the residential element of the development, an assessment of the baseline mode share has been carried out by interrogating the 2011 Census Travel to Work data for Blackburn with Darwen 013 area Middle Layer Super Output Area (MSOA) by using www.nomisweb.co.uk website for official labour market statistics from the Office for National Statistics.
Usual residence of the Blackburn with Darwen 013 (where the site is located) and all places of work (all wards) were selected from the main menu. All methods of travel to work have been selected, including working mainly at or from home, underground, metro, light rail, tram, train, bus, minibus or coach, taxi, motorcycle, scooter or moped, driving a car or van, passenger in a car or van, bicycle, on foot and other method of travel to work.
A total of 4,348 people have been identified as living within the ward and employed. The 2011 Census data is included as Appendix B, which identified the following modal split for the ward in which the proposed development is located:
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Work mainly at or from home – 3.38%
Underground, metro, light rail, tram – 0.05%
Train – 0.92%
Bus, minibus or coach – 3.70%
Taxi – 0.67%
Motorcycle, scooter or moped – 0.67%
Driving a car or van – 75.76%
Passenger in car or van – 6.44%
Bicycle – 1.20%
On foot – 6.67%
Other method of travel to work – 0.55%
It is therefore envisaged that 75.76% of future residents of the proposed development could potentially travel to/from work by driving a car or van. As a result of the 2011 Census data interrogation, this FTP sets a target of reducing private car use of the future residents when travelling to work by up to 5%. This target would be reviewed annually by undertaking resident travel surveys after the site is occupied.
Table 7.3 of the TA submitted in support of the planning application provided prediction of the vehicle trip generation associated with the proposed residential element of the development. Based on a best case targeted 5% reduction due to the implementation of the TP, the resultant reduced trip generation is summarised in Table 5.1. It should be noted that the maximum trip generation for the development’s AM and PM peak hours has been used.
Table 5.1. Revised Peak Hour Trip Generation
AM Peak Period PM Peak Period Arr. Dep 2-Way Arr. Dep 2-Way Extracted Trip Generation 13 40 53 31 12 43 Reduced Trip Generation 12 38 50 29 11 40
23 Milking Lane Mixed-Use Public Development 5/ Objectives and Targets November 2019
5.3.2 B1/B2/B8 and D1 Elements
The proposed development would provide a total of 9,000sqm GIFA of the B1/B2/B8 and D1 land uses. As the planning application is in outline, the actual split between the land uses is not known at this stage.
An assessment of the baseline mode share has been carried out for the B1/B2/B8 and D1 elements of the proposal by interrogating the 2011 Census Travel to Work data for Blackburn with Darwen 013 area MSOA. The place of work area chosen was Blackburn with Darwen 013 (where the site is located), and the usual place of residences (all wards), were selected from the main menu. All methods of travel to work have been selected.
A total of 1,247 people have been identified as working within the ward. The 2011 Census data is included as Appendix B, which identified the following modal split:
Work mainly at or from home – 0.00%
Underground, metro, light rail, tram – 0.00%
Train – 0.72%
Bus, minibus or coach – 7.38%
Taxi – 1.60%
Motorcycle, scooter or moped – 0.72%
Driving a car or van – 60.79%
Passenger in car or van – 11.95%
Bicycle – 0.96%
On foot – 15.48%
Other method of travel to work – 0.40%
It is therefore envisaged that 60.79% of people working within the B1/B2/B8 and D1 elements of the development could potentially travel to/from work by driving a car or van. As a result of the 2011 Census data interrogation, this FTP sets a target of reducing private car use of the future employees when travelling to work by up to 5%. This target would be reviewed annually by undertaking resident travel surveys after the site is occupied.
Table 7.10 of the TA submitted in support of the planning application provided prediction of the vehicle trip generation associated with the B1, B2/B8 and D1 elements of the proposal during the
24 Milking Lane Mixed-Use Public Development 5/ Objectives and Targets November 2019
highway network peak hours and the development’s peak hours. The corresponding trip generation for each of the aforementioned elements has been added together to provide a total trip rate for the B1, B2/B8 and D1 elements. It should be noted that the maximum trip generation observed during the development’s AM and PM peak hours has been used. Based on a best case targeted 5% reduction due to the implementation of the TP, the resultant reduced trip generation is summarised in Table 5.2.
Table 5.2. Revised Peak Hour Trip Generation
AM Peak Period PM Peak Period Arr. Dep 2-Way Arr. Dep 2-Way Extracted Trip Generation 97 17 114 16 69 85 Reduced Trip Generation 92 16 108 15 65 80 It is acknowledged that an increase in travel by sustainable modes is required to achieve a 5% reduction in single occupancy car journeys. The increase in individual trips made by each sustainable mode of travel, including walking trips, cycle trips, bus trips, car sharing etc., is however not important. For example, the TP target to reduce single occupancy car journeys would not be judged as a failure if more people chose to walk to work as opposed to cycle or travel by bus. The objective is to reduce the number of single occupancy car journeys by transferring trips to a choice of sustainable modes. For this reason, individual targets for sustainable modes of travel have not been set.
Further to this, the initial targets will be updated once the baseline surveys have taken place to calculate the developments split of transport mode to travel to work more accurately. From this data a new set of targets can be made designed specifically for this development.
25 Milking Lane Mixed-Use Public Development 6/ Travel Plan Management November 2019
6. Travel Plan Management
6.1 Introduction
During construction and early moving in period, the management of the TP will be the responsibility of the developer. The developer will be required to designate a TP Coordinator (TPC) for a residential element of the proposal, as well as the B1/B2/B8 and D1 elements. 6.2 Travel Plan Co-ordinator
A TPC is needed to implement the measures and to sustain participation. The developer will appoint a TPC prior to occupation of each element of the site to implement the TP measures and encourage new residents, staff and visitors to travel by sustainable modes from day one.
Details of the nominated TPCs will be submitted to the Local Planning Authority and Local Highway Authority. Similarly, the TPCs will obtain the contact details of the appropriate personnel at the various organisations.
The role of the TPC will be as follows:
To engage with residents / staff and visitors to promote and encourage the use of travel modes other than the car;
To provide a point of contact and travel information;
To produce and distribute the Welcome Pack / New Starter Pack with up-to-date travel information in it;
Create a Steering Group
To monitor the success of the TP measures and targets; and
To engage with the Local Authority and residents / staff and visitors to investigate how the site can play a role in and benefit from neighbouring TPs or local initiatives, where applicable.
With regards to the B1/B2/B8 and D1 elements of the development the TPC would be available to staff and visitors during the development’s opening times. The TPC’s contact details would be provided on the Travel plan Notice Board and on the development’s official website(s). The TPC would set up and maintain a filing system for all correspondence relating to the Travel Plan.
26 Milking Lane Mixed-Use Public Development 6/ Travel Plan Management November 2019
The TPC would also ensure that the latest information pertaining to the Travel Plan and its initiatives are made directly available to all residents, staff and visitors.
The TPC would periodically issue promotional material. This promotional material would identify the TPC (along with contact information) to ensure that any queries or suggestions relating to the Travel Plan can be addressed efficiently.
Travel plan steering groups and working groups would be set up as they are intrinsic in delivering and driving forwards the Travel Plan measures. If there is any split in responsibility (if other site coordinators would be involved), this would be clearly outlined within the Full Travel Plan. 6.3 Travel Plan Handover (Residential Element)
6.3.1 Residential Element
In the long term, the success of a TP depends on ensuring that ownership for the plan ultimately rests with the occupiers of the development. During the future period after the community has been established, the TPC will hand over the TP requirements, if possible, to the residents on a voluntary basis.
To aid the handover process from developer to the residents, a Steering Group would be set up by the TPC. A Steering Group should be made up of representatives from the residential development, but not exclusively, other members may include facility providers or the development owner. The TPC will need to recognise who will take on the various different responsibilities within the Steering Group, and what training they may require. It is pertinent that the development’s residents have full trust in the members of the Steering Group, as confidential data will be handled, i.e. personal data of car club members.
6.3.2 B1/B2/B8 and D1 Elements
Travel Plan Steering Group and a Working Group would be set up as they are intrinsic in delivering and driving forwards the Travel plan measures. If there is any split in responsibility (if other site coordinators would be involved), this would be clearly outlines within the Full Travel Plan.
27 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
7. Travel Plan Measures
7.1 Introduction
This section outlines the specific physical and management measures which could be undertaken as part of the Travel Plan. 7.2 Promotion and Marketing
7.2.1 Residential Element
In the earlier stage, the TPC will utilise notice boards to promote the TP as part of the on-site housing sales and marketing strategy along with internet site of the developer during the sale process. Sales staff will be trained in the benefits of the TP and the availability of the Welcome Pack, by the TPC, in order to inform prospective buyers at the point of sale.
It is important that new residents are fully aware of the existence and benefits of the TP when they move into the site and that they are effectively “signed up” to the potential benefits as soon as possible. To this end, the TP will be presented and promoted to the residents as an opportunity and possibly a challenge rather than as a chore.
All households within the development will be provided with a Welcome Pack upon first occupation of the dwellings. The pack will inform residents of the information that they need to make an informed choice with regards to their travel options.
Information relating to the Travel Plan will also be easily accessible to residents, through a community website. Other means of promoting the Travel Plan will also be investigated, which might take the form of resident newsletter or mailings.
7.2.2 B1/B2/B8 and D1 Elements
TPC will utilise Notice Boards and the official website to promote the Travel Plan. All visitors and staff would be provided with information of ‘how to get to the development’ within the official website.
All employees will be provided with a New Started Pack, which would contain the information they need to make an informed choice with regards to their travel options. Other means of promoting the Travel Plan will be investigated which might take the form of newsletter or mailings to staff.
TPC would seek to organise Health Awareness programs for staff. TPC will investigate the feasibility of the production of a Staff Benefits Guide indicating all the incentives available to staff
28 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
who participate in Active Travel. Cycle to work scheme shall be available to staff who participate in Active Travel.
A consideration shall be given to provide a Personal Travel Plan to all new starters. A free personal travel plan is a door to door journey planner that will highlight all travel options available to an individual. The difference with the My PTP and other journey planner toolkits is that it will show an individual of there are any local car share partners in their area. A link to the Personal Travel Plan could be made available on the development’s website, allowing everyone accessing the site to understand their transport options. 7.3 Welcome Pack/New Started Pack
One month prior to any of the residential and/or business units being occupied, the TPC will prepare a Welcome Pack/New Started Pack and will issue it to each new owner and/or employee.
The Welcome Pack/New Started Pack would inform the residents and employees of this TP and would contain the following information:
Location of nearest bus stops and train station(s);
Up to date local bus timetables;
Up to date local train timetables;
Maps showing safe walking routes to the nearest key facilities including bus stops, train stations, shops, schools, medical and leisure facilities;
Maps showing safe cycling routes in the area;
Promotional material from Blackburn with Darwen Borough Council or Lancashire County Council highlighting the health and financial benefits of walking and cycling;
A completed contact sheet, to ensure that residents and employees can easily contact the appropriate person or company;
Promotion events, where applicable;
Details of the community website for the proposed development;
Details of national websites such as www.citycarclub.co.uk and any localised groups which provide a pay-by-the-hour car club scheme;
Availability of https://liftshare.com/uk/community/sharedwheels shall be communicated, which is a local car share free service available to those who live and work in Lancashire.
29 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
Details of car share services such as BlaBlaCar https://www.blablacar.co.uk/;
The Welcome Pack/New Starter Pack will include details of websites such as www.walkit.com which provides a free online walking journey planner;
Details of websites, such as https://bustimes.org/localities/darwen which has up-to-date information on public transport in Blackburn with Darwen;
Details of journey planning websites such as https://www.bwdconnect.org.uk/ and www.traveline.info; and
Details of websites such as www.traveline.org.uk/nextbus.htm where you can get the next departures from any bus stop sent to your mobile phone. 7.4 Travel Database
The TPC will produce and maintain a travel database of the travel characteristics of the residents and staff. The TPC will obtain travel data by asking residents and staff to complete a questionnaire survey.
The survey would request details of the following, which is not an exhaustive list:
Normal working hours;
Mode of travel to work;
Car ownership;
Reasons for driving;
Reasons for not using public transport and other modes;
Measures that would encourage car sharing, use of public transport or other non-car modes of travel to work;
Estimates of public transport journey times and cost; and
Residents profile, including age, gender etc.
The survey questionnaire would also seek to understand and identify the options to be able to encourage a switch to alternative transport modes.
All data collected in connection with the TP will be subject to the provisions of the Data Protection Act. In the interests of confidentiality, the TPC alone will hold the database and be responsible for the release of information.
30 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
7.5 Measures to Reduce Car Use
It should be noted that although the following two measures would reduce car use, additional measures to promote and facilitate walking, cycling and the use of public transport, would also reduce car use, which are described in Section 7.8 to 7.10.
Travel Information
The Welcome Pack/New Starter Pack will contain information relating to car-alternative access to the development, as well as regular information about public transport.
Encourage Car Sharing Scheme
Car sharing is a good measure of reducing single-occupancy car use. It is a relatively convenient alternative form of travel and has the potential to reduce total private mileage.
The TPC will establish whether a car share scheme is feasible by seeking residents’ and employees’ interest in the measure. It should be noted that car sharing schemes are often more effective where there are high numbers of residents/employees. Consequently, the TPC may seek to combine this measure with surrounding neighbourhoods, if possible.
Applications to join the car share scheme can be circulated in a number of ways, including:
Through the resident/employee travel surveys;
Via the Welcome Pack/New Starter Pack;
Promotional leaflet left in display areas, on notice boards and on the windscreens on the cars of residents/employees. 7.6 Measures to Promote and Facilitate Walking
The Welcome Pack/New Starter Pack will include information and advice concerning safe pedestrian routes.
The TPC will liaise with the Highway Authority to ensure that pedestrian routes in the vicinity of the site are appropriately maintained. In addition to this, notice boards and community boards will have leaflets about local walking and active transport initiatives and the benefits for choosing these modes.
Local and national campaigns will be marketed and promoted.
The Welcome Pack/New Starter Pack will include details of websites such as www.walkit.com which provides a free online walking journey planner.
31 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
Additionally, the design of the site will facilitate walking by providing adequate street lighting and pedestrian routes that are direct, convenient and connected to local facilities and public transport services. 7.7 Measures to Promote and Facilitate Cycling
The Welcome Pack/New Starter Pack will contain information, advice and maps concerning the existing local cycle routes and other cycle facilities. In addition to this, notice boards and community boards will have leaflets about local cycling and active transport initiatives and the benefits for choosing these modes.
To promote and facilitate cycling all households and employees, upon first occupation, could be given one voucher (redeemable for six months) to purchase a cycle and cycling equipment, up to an agreed value (subject to agreement via Full TP). 7.8 Measures to Encourage the Use of Public Transport
Upon occupation, up-to-date details of bus services, including route information and service frequencies will be available via the Welcome Pack/New Starter Pack.
The TPC will liaise regularly with the Public Transport Operators to ensure that information remains valid. Any changes to the services will be distributed to residents/employees.
Residents and employees will also be made aware, via the Welcome Pack/New Starter Pack, of on-line websites administered such as https://bustimes.org/localities/darwen which has up-to- date public transport information for -Blackburn with Darwen.
The Welcome Pack/New Starter Pack will also include details of journey planning websites such as https://www.bwdconnect.org.uk/ and www.traveline.info. A further useful service to be included in the Welcome Pack is a website (www.traveline.org.uk/nextbus.htm) where you can get the next departures from any bus stop sent to your mobile phone.
To encourage the use of public transport all households and employees, upon first occupation, could be given one voucher (redeemable for six months) to purchase a public transport ticket/smartcard for one month travel within Blackburn with Darwen (subject to agreement via Full TP). 7.9 Measures to Reduce the Need to Travel
The following would reduce the need to travel off-site;
32 Milking Lane Mixed-Use Public Development 7/ Travel Plan Measures November 2019
Close proximity to neighbourhood facilities (as is the case for the proposed development), and
Home delivery grocery service (commonly accessed via internet sales services) offered by the larger supermarket chains with time-slots to suit the customers.
33 Milking Lane Mixed-Use Public Development 8/ Monitoring and Review November 2019
8. Monitoring and Review
To enable the success of the Travel Plan to be established, a full Travel Plans will be produced and submitted to Blackburn with Darwen Borough Council six months after the initial travel surveys have been completed. The Full Travel Plans will contain the results of the initial travel surveys and based upon these, will provide SMART targets for non-car modes of travel, and a detailed action plan of measures to be introduced.
Regular monitoring and review is crucial to the ongoing success and sustainability of a Travel Plan and its initiatives. The commitment from the site’s developer includes monitoring and review of the Travel Plan on at least an annual basis.
The proposed programme to be implemented during the course of the Travel Plan is provided in Table 8.1. This programme should be flexible to adapt to the requirements of the development.
Table 8.1. Monitoring Travel Plan Initiative Responsible Timescales Provide details of TPC to BwDBC Developer Within one month of the development opening Hold a Travel Plan Action Group meeting TPC Within one month of the development opening, then quarterly Undertake a full travel survey TPC Within three months then years 3 and 5 Carry out a snapshot travel survey TPC Years two and four Monitor/audit use of car parking, motorcycle TPC Every six/twelve months parking and cycle parking Produce annual progress reports and annual TPC Annually action plans
34 Milking Lane Mixed-Use Public Development Appendix A November 2019
Appendix A - Proposed Site Layout
1
issue: C copyright in this drawing is vested in campbell driver partnership limited 22
23 A: original issue
24 1 F: 13.09.18: lg: colllege repositioned with games court added and site 2 allocations adjusted 27
new site access Lower Darwen and footpath improvements 15 Primary School 11 53
107 MOORCROFT
55 12
GREENBANK 119 a
0A3US125002280050100150CGC50080012530809002100926060030070013017514001500 TERRACE 119 61
Greenbank Barn Issues 1
14 60
MILKING 2
LANE
10 63 3 secure
River yard Darwen 66 Future 1 17 staff parking Residential 64 120.7m existing
CRESCENT new site access and footpath 67 improvements Development retaining
KNIGHT
wall new site access 73 2 and footpath improvements 15000sqft B2 unit
C3 Use 75
parking visitor 18
new site access and footpath 80 85 improvements
extg MH B1/B2/B8 Use El Sub Sta
120.3m extg MH assumed direction of watercourse
extg MH extg MH 1.92 hectares Future Weir GREENBANK Residential
88 Davy 30,000sqft Development
Field 2 89 Brook B2/B8 unit
MH TERRACE indicative road layout only 90
No. accessible car parking 5 AVENUE spaces
service yard
48 No. car parking spaces VISCOUNT 1
12 98
access road new new roundabout
2 20
44 car spaces 15
121.3m El Sub Sta
Lower
9 CLOSE 2
LORD
LADY Eccleshill 'S
Brook Davy Field
0 10 20 30 40 50m
8
Road 1 B1/B2/B8 Use 16
Weir scale 1:750 D1 Use 9 Careers Education Hub FB 2.03 hectares campbelldriverpartnership 0.69 hectares architects
client: barnfield blackburn ltd
32 car spaces project: site development games court greenbank terrace darwen
sheet: Site Layout
Ward Bdy
job no: dwg no: 18.107 002 K
M 65 proposed site layout 1:750 scale: 1:750 @ A1 capricorn park blakewater road date: 31.01.18 blackburn bb1 5qr t: 01254 297700 drawn: sr email: [email protected] Milking Lane Mixed-Use Public Development Appendix B November 2019
Appendix B – Census 2011 Data
2 QS701EW - Method of travel to work ONS Crown Copyright Reserved [from Nomis on 26 September 2019] population All usual residents aged 16 to 74 units Persons area type 2011 super output areas - middle layer area name E02002627 : Blackburn with Darwen 013 rural urban Total
Method of Travel to Work 2011 All categories: Method of travel to work 5,666 Work mainly at or from home 147 Underground, metro, light rail, tram 2 Train 40 Bus, minibus or coach 161 Taxi 29 Motorcycle, scooter or moped 29 Driving a car or van 3,294 Passenger in a car or van 280 Bicycle 52 On foot 290 Other method of travel to work 24 Not in employment 1,318
In order to protect against disclosure of personal information, records have been swapped between different geographic areas. Some counts will be affected, particularly small counts at the lowest geographies. WU03EW - Location of usual residence and place of work by method of travel to work (MSOA level) ONS Crown Copyright Reserved [from Nomis on 26 September 2019] Population : All usual residents aged 16 and over in employment the week before the census Units : Persons Date : 2011 place of work : E02002627 : Blackburn with Darwen 013 (2011 super output area - middle layer)
usual All categories: residence : Method of 2011 super travel to work Work mainly Underground, Motorcycle, Other method output area - (2001 at or from metro, light rail Bus, minibus scooter or Driving a car Passenger in a of travel to middle layer specification) home or tram Train or coach Taxi moped or van car or van Bicycle On foot work 1247 0.00 0.00 9.00 92.00 20.00 9.00 758.00 149.00 12.00 193.00 5.00
In order to protect against disclosure of personal information, records have been swapped between different geographic areas. Some counts will be affected, particularly small counts at the lowest geographies Public
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