Intended for St. Helens Metropolitan Borough Council

Document type Transport Assessment

Date February 2019

PARKSIDE LINK ROAD A PROPOSED LINK ROAD BY ST. HELENS COUNCIL TRANSPORT ASSESSMENT 2019

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019

Revision B Date 22/02/2019 Made by Nicola Evans/Tom Craven Checked by Nigel Roberts Approved by Steve Chewins Description Transport Assessment

PD-RAM-03-00-REP-TR-0014

Ramboll 2nd Floor, The Exchange St. John Street Chester CH1 1DA United Kingdom T +44 (0)1244 311855 www.ramboll.co.uk PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019

CONTENTS

1. INTRODUCTION 1 1.1 Background 1 1.2 Site Location 1 1.3 Planning History 3 1.4 Pre-Planning Application Consultations 3 1.5 Limitations 4 1.6 Document Structure 4 2. PLANNING POLICY CONTEXT 5 2.1 Policy Requirements 5 2.2 National Planning Policy 5 2.3 Regional Policy 6 2.4 SHMBC Local Policy 6 2.5 WBC Local Policy 9 3. BASELINE CONDITIONS 12 3.1 Introduction 12 3.2 Location of the Proposed Link Road 12 3.3 Local Highway Network 12 3.4 Public Transport Provision 12 3.5 Cycling Environment 14 3.6 Pedestrian Environment 15 3.7 Baseline Transport Data 15 3.8 Accident Data 15 3.9 Existing Traffic Conditions 16 4. DEVELOPMENT PROPOSAL 19 4.1 Proposed Scheme 19 4.2 Proposed Scheme Network Changes 20 5. STRATEGIC TRANSPORT IMPACT 22 5.1 Introduction and Background 22 5.2 Construction Phase 22 5.3 Construction Traffic 24 5.4 Operational Phase Impacts 24 5.5 Timescale of Impact Assessment 25 5.6 SATURN Model Development 25 5.7 Local Model Validation Report (LMVR) 26 5.8 Traffic Forecasting Report (TFR) 29 6. LOCAL HIGHWAY IMPACT 39 6.1 Operational Assessments 39 6.2 Summary 40 7. MITIGATION MEASURES 42 7.1 Junction 6: M6 Junction 22 / A579 Winwick Lane Improvement Scheme 42 7.2 Junction 8: A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 Golborne Dale Road Staggered Priority Junction 42 8. PLANNING POLICY COMPLIANCE 44 8.1 National Policy 44 8.2 St. Helens Local Policy 44 8.3 Warringtons Local Policy 45 9. TRANSPORT IMPACTS 48 9.1 General Observations 48 9.2 Accessibility and Integration 48 9.3 Safety 48

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019

10. CONCLUSION 49

APPENDICES

Appendix 1 CYCLE MAP

Appendix 2 OPERATIONAL ASSESSMENT JUNCTION LOCATIONS

Appendix 3 OPERATIONAL ASSSESSMENT REPORT

Appendix 4 2016 DO NOTHING MODELLED FLOWS

Appendix 5 2016 DO sOMETHING MODELLED FLOWS

Appendix 6 2021 & 2031 DO NOthING FORECAST FLOWS

Appendix 7 2021 & 2031 DO SOMETHING FORECAST FLOWS

Appendix 8 FORECAST FLOW LOCATION SITES

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1. INTRODUCTION

1.1 Background

Ramboll has been commissioned by Balfour Beatty Construction Services Limited (BBCSL), on behalf of St. Helens Metropolitan Borough Council (SHMBC) to prepare a Transport Assessment to support the planning application for the Parkside Link Road (PLR) project (hereafter referred to as ‘the Scheme’ or PLR).

The proposed Scheme is located to the east of the town of Newton-le-Willows in Lancashire and comprises a new road to link a proposed logistics development comprised of the Parkside Regeneration Development (PRD) (Phase 1 and Phase 2) and the Parkside Strategic Rail Freight Interchange (SRFI) (Phase 3), to the A49 road and the M6 motorway. In addition to this, the Proposed Scheme will link the A49 and the M6 at Junction 22.

1.2 Site Location

The Scheme is centred on Ordnance Survey National Grid Reference (OSNGR) 360670E 394450N and is shown in Figure 1.1.

Figure 1.1: Proposed Parkside Link Road and Parkside Regeneration Scheme

The proposed Scheme extends from the A49 in Newton-le-Willows to Junction 22 of the M6 motorway and is 3.3km in length. It joins, and partly follows the course of, the A573 Parkside Road across an existing motorway overbridge before turning south to join the A579 Winwick Lane from where it extends to the M6.

The proposed Scheme largely lies within the SHMBC administrative area, however, there is a small section of the Scheme that lies across land administered by Warrington Borough Council

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(WBC). In addition, the Scheme also lies close to land administered by Wigan Metropolitan Borough Council (WMBC). The administrative boundaries along the Scheme are shown in Figure 1.2.

Figure 1.2: Local Authority Boundaries

The land along the Scheme comprises a combination of former industrial land, once occupied by Parkside Colliery, in the western part of the Scheme and agricultural land in the eastern part. The proposed Scheme crosses the M6 motorway on an existing bridge. The agricultural land is currently designated as green belt land.

To the north lies agricultural land crossed by the Manchester to Liverpool railway line (the Chat Moss Line) and the A580 East Lancashire Road. The closest settlement to the north is Golborne, around 2km from the proposed Scheme.

East of the proposed Scheme is agricultural land with scattered farms and properties, the closest settlements being Croft, approximately 1.5km south east and Culcheth about 3km east. The city of Manchester lies around 23km east of the proposed Scheme.

To the south of the proposed Scheme lies further agricultural land within which is located the settlement of Hermitage Green, approximately 500m to the south and Winwick, approximately 1km south of the Scheme. Beyond this lies the M62 motorway, about 2km south of the proposed Scheme, and then, south of the motorway, the town of Warrington.

West of the proposed Scheme lies the A49 trunk road and the West Coast Mainline railway line (comprising the section between Winwick Junction and Golborne Junction). There are links between the West Coast Mainline and the line between Manchester and Liverpool. Beyond the road and railway line is the settlement of Newton-le-Willows whilst the town of St. Helens lies PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 3

approximately 6km west of the proposed Scheme. The city of Liverpool lies around 27km west of the proposed Scheme.

The proposed PRD lies on the land formerly occupied by the Parkside Colliery at the western end of the Scheme between the A49 and the M6 motorway. Following the decommissioning of Parkside Colliery in 1993, there has been significant interest from both the private and public sector in bringing the site forward for industrial use.

Figure 1.1 above, presents the current plans for the PRD site which will be split into 3 phases of which Phase 1 is planned to be operational by 2021, with Phase 2 and Phase 3 becoming operational over the next 10 years.

1.3 Planning History

Following the decommissioning of Parkside Colliery, there has been significant interest from both the private and public sector in bringing the site and neighbouring land forward for logistics and distribution use including a Strategic Rail Freight Interchange (SRFI).

A proposal for Phase 1 of the PRD has been developed by a Joint Venture between Langtree and SHMBC (Parkside Regeneration LLP). A planning application has recently been made for Phase 1 and associated access to SHMBC, which is currently under consideration by the planning authority.

1.4 Pre-Planning Application Consultations

Detailed pre-planning consultation has been undertaken with SHMBC, WBC, and Highways England (HE), as identified in Table 1.3 below. Consultation has also been undertaken with WBC as a neighbouring authority. Additional consultation has also been undertaken, as detailed in the table below, following the initial submission of the Transport Assessment to support the PLR planning application.

Meeting dates and Stakeholder other forms of Summary of outcome of discussions consultation

HE and Mouchel were represented to discuss the following elements: Update HE on the Parkside Link Road (PLR) progress Highways England thus far. Rob Heywood (HE) and Outlined design alignments and proposals to tie in to Meeting on 04.04.17 Nick Green (Mouchels – Junction 22. HE agent) HE plans (if any) for Junction 22. Traffic model extents for SHMBC Outline Business Case, the detailed planning application and the interfaces with HE model.

Highways England Rob Heywood, Nick Green Update on Parkside Link Road (PLR) progress. (Mouchels), Fiona Soutar Meeting on 07.06.17 Agreed scope for the full planning application with (SHMBC), Richard Flood regards to the transport model including the extents (WBC), Danny Orrell and content. (WMBC)

Update HE on progress. Presentation of base traffic model validation. Highways England Presentation of traffic forecasting.

Kristian Marsh (HE), Meeting on 16.11.17 Discussion of potential impacts of Parkside Link Road. Adam Johnson (HE), and Discussion of HE Improvements – SMART motorways, Richard Parker (WSP) Junction 22 upgrade. Presentation of approach to design of A573 Parkside Road overbridge.

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Ramboll agreed updated trip rates for the Proposed Fiona Soutar (SHMBC) October 2018 via email Scheme with local highway authorities, WBC and and Mike Taylor (WBC) SHMBC.

Ramboll updated traffic forecast growth rates for Cars, Fiona Soutar (SHMBC) LGV’s and HGV’s to 2021 (updated opening year) and to October 2018 via email and Mike Taylor (WBC) 2031 (updated design year) to account for changes in opening and design years.

Ramboll developed and agreed an uncertainty log with WBC and SHMBC to account for the uncertainty of Fiona Soutar (SHMBC) November 2018 via future developments and future traffic growth across and Mike Taylor (WBC) email the transport model study area from the base year (2016) to design year (2031) for the Core Plus, Low Growth and High Growth Scenarios.

Table 1.3: Summary of Consultation

In addition to the above, public consultation was undertaken by SHMBC to capture views of stakeholders and the general public on 11 and 13 July 2017. A Public Consultation Report (PD- RAM-00-00-REP-Z-0006) has been produced and will support the planning application for the Proposed Scheme.

1.5 Limitations

This report has been prepared for St. Helens Metropolitan Council and shall not be relied upon by any third party unless that party has been granted a contractual right to rely on this report for the purpose for which it was prepared. The findings and opinions in the report are based upon information derived from a variety of information sources. Ramboll believe these information sources to be reliable.

This report has been prepared on the basis of the proposed end land use defined by St. Helens Metropolitan Council. If this proposed end land use is altered or changed, it will be necessary to review the findings of this report.

It should be noted that some of the aspects considered in this study are subject to change with time. Therefore, if the development is delayed or postponed for a significant period, it should be reviewed to confirm that no changes have taken place, either at the application site or within relevant legislation.

1.6 Document Structure

1.6.1 As agreed with SHMBC and WBC, the Transport Assessment will contain the following main elements:

• Review of the baseline transport conditions, including cycle, pedestrian, public transport and highway accessibility and existing personal injury accident data; • Review of relevant national, regional and local transport planning policy; • Description of the development proposal and the relevant transport aspects of the scheme; • An assessment of the predicted traffic generated by the proposed development, including multi-modal split; and • An assessment of transport impacts of the development and possible mitigation measures to be implemented.

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2. PLANNING POLICY CONTEXT

2.1 Policy Requirements

This section of the report considers the relevant transport policy background to the development proposals for the site. Due to the location of the proposed Scheme relevant planning policies for both SHMBC and WBC have been identified below.

2.2 National Planning Policy

2.2.1 National Planning Policy Framework (July 2018)

At the national level, the key relevant policy consideration is the National Planning Policy Framework (NPPF), originally published in March 2012 and revised in July 2018. It sets out the Government’s planning policies for England and how these are expected to be applied. The NPPF constitutes guidance for local planning authorities and decision-makers both in drawing up plans and as a material consideration in determining applications.

Within the NPPF, it details (at Paragraph 111) that all developments that generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a Transport Statement or Transport Assessment so that the likely impacts of the proposal can be assessed.

2.2.2 DfT Circular 02/2013: The Strategic Road Network and the Delivery of Sustainable Development

The DfT Circular 02/2013 – The Strategic Road Network and the Delivery of Sustainable Development was issued on 10 September 2013. The purpose is that it:

“sets out the way in which the Highways Agency [now replaced by Highways England] will engage with communities and the development industry to deliver sustainable development and, thus, economic growth, whilst safeguarding the primary function and purpose of the strategic road network”

The Circular also notes:

“Development proposals are likely to be acceptable if they can be accommodated within the existing capacity of a section (link or junction) of the strategic road network, or they do not increase demand for use of a section that is already operating at over-capacity levels, taking account of any travel plan, traffic management and/or capacity enhancement measures that may be agreed. However, development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

2.2.3 National Infrastructure Plan

The National Infrastructure Plan 2014 (NIP14) (2) emphasises the role that high quality infrastructure plays in providing the opportunity to boost output, productivity, growth rates and competitiveness, as well as enhancing capacity to unlock economic potential in individual regions. As part of the plan, the Government aims to:

• Increase road capacity; • Tackle congestion; • Support development; • Strengthen connectivity; and

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• Improve reliability and resilience, enabling improvements to productivity which is considered a vital element of the Government's Economic Plan.

To achieve this, the Government has established Local Enterprise Partnerships (LEPs) between local government and business in functional economic areas, giving them the opportunity to decide priorities for investment in roads, buildings and facilities in the area.

2.3 Regional Policy

2.3.1 The Northern Powerhouse: One Agenda, One Economy, One North

In March 2015, the Transport for the North (TfN) Partnership Board unveiled its vision for the North with a report on the Northern Transport Strategy (3). This is a joint publication from Government, Northern City Regions and LEPs, working together with Highways England, Network Rail and HS2 setting out the ambitions for TfN.

The vision for the North is for a vibrant and growing economy, a magnet for inward investment, which capitalises on the strengths of the Northern cities, supported by state-of-the-art transport connections to clusters of thriving businesses.

To achieve this vision, there is a need for a package of measures and transformative transport interventions that promote better connections between people and jobs.

2.3.2 The Third Local Transport Plan for Merseyside (LTP)

The Local Transport Plan (LTP) seeks to:

• Provide the appropriate infrastructure to support social and economic growth and regeneration; • Provide access for all to ensure an inclusive community; • Manage demand to provide an efficient transport network; and • Support a healthier community by ensuring transport activity improved health, does not impair quality of life and ensures

2.3.3 Local Planning Policy

• Section 38(6) of the Planning and Compulsory Purchase Act 2004 (4) states that all planning decisions must be made in conjunction with the development plan, unless material considerations indicate otherwise.

• As noted above, the alignment of the Proposed Scheme is primarily in land of SHMBC, but it also passes through a small area of land within WBC. Given its geographical setting, a review of local planning policy for both administrative areas has been undertaken.

2.4 SHMBC Local Policy

This regeneration scheme is located within the administrative area of St. Helens Metropolitan Borough Council in Merseyside. The following adopted Local Plans apply to St. Helens.

• St. Helens Local Plan Core Strategy – October 2012; and • Saved Policies of the 1998 Unitary Development Plan.

St. Helens Local Plan Strategy and Saved Policies of the 1998 Unitary Development Plan form the Development Plan for St. Helens which in turn guides how decisions will be made on planning

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applications. The St. Helens Local Development Framework Core Strategy was adopted on 31 October 2012 and is a land use planning document which provides a framework for development and regeneration over the whole St. Helens area up to 2027.

Consultation on the New Local Plan 2018 – 2033 was completed in January 2017 and the responses are now being considered by SHMBC as part of preparing the next stage of the Local Plan which will be made available for public comment later in summer 2018. The Council for the preparation of the new Local Plan is also consulting on ‘Sustainability Appraisal’, Habitats Regulation Assessment’ and ‘St. Helens Green Belt Review’s documents.

2.4.1 St. Helens Local Plan Core Strategy

The Core Strategy was adopted in 0ctober 2012 and provides a spatial vision setting out how the Borough will change by 2027 and how visions and objectives will be achieved. Furthermore, it contains a set of targets and indicators for monitoring the implementation of policies, while it provided the spatial context for other planning documents including:

• Sustainable development DPD; • Allocations DPD; • Proposals Map; • Joint Merseyside Waste DPD; • Area Action Plans (AAP); and • Supplementary Planning Documents.

The Spatial Vision consists of a number of Strategic Aims and detailed Strategic Objectives. With respect to the Objective to create an accessible St. Helens, all proposals within St. Helens need to meet some requirements which are included in Policy CP 2 of the Core Strategy.

Policy CP 2 Creating an Accessible St. Helens

One of the requirements included in Policy CP 2 and forms Strategic Aim 3 states the following:

“New proposals within St. Helens need to reduce and adverse impacts of traffic on the community by:

• Improving safety and protecting the efficiency of routes by paying regard to the route and road user hierarchies adopted within the LTP and providing off-site improvements where necessary • Supporting initiatives to reduce congestion, air pollution and noise on key routes”

Policy CAS 3.2 (Development of a Strategic Rail Freight Interchange at the Former Parkside Colliery)

St. Helens Council has also a strategic objective for a road network to allow and serve the potential development of a Strategic Rail Freight interchange, in order to enable the growth of the site. Policy CAS 3.2 (Development of a Strategic Rail Freight Interchange at the Former Parkside Colliery) identifies the site as a viable Strategic Rail Freight Interchange (SRFI) provided that a few criteria are met with some of them being:

• “Direct access to the rail network to accommodate traffic generated by the development without unacceptable impact on residential amenity and traffic flows; • The ability of the local road network to accommodate traffic generated by the development without unacceptable impact on residential amenity and traffic flows;

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• Measures are incorporated which encourage travel to/from the site using sustainable transport modes, including access by public transport, cycle and foot, in accordance with Policy CP 2. A Travel Plan will be essential; • Significant adverse impacts from the development itself or associated road and rail access routes should be avoided and, wherever possible, alternative options which reduce or eliminate such impacts should be pursued. Where adverse impacts are unavoidable, measures to mitigate the impact should be adopted. Where adequate mitigation measures are not possible, compensatory measures should be considered and adopted if appropriate; and • Impact on Green Belt and landscape character is mitigated by significant landscape and green infrastructure enhancement, including tree planting”.

Paragraph 9.19 of the Local Plan states that the former Parkside Colliery, which is located where the Strategic Rail Freight Interchange will be built, is in line with NPPF (paragraph 41), which in turn protects sites and routes which could be critical in developing infrastructure to widen transport choice.

Policy CSS 1 Overall Spatial Strategy

In terms of the regeneration of St. Helens to 2027 and according to Policy CSS 1, activity will be supported, including the following:

• An area of land in the Green Belt, principally based on the former Parkside Colliery, is identified as a strategic location for a Strategic Rail Freight Interchange. Subject to an appropriate scheme being fully developed on site, which meets policy CAS 3.2, the land will then be considered favourably for removal from the Green Belt through the Allocations DPD.

• Better links between areas of deprivation and economic development will be provided by promoting activity on those sites within, or in close proximity to, areas of deprivation or those with good public transport access.

• Measures for improving links between employment and residential areas will be supported.

2.4.2 Saved Policies of the 1998 Unitary Development Plan

The St. Helens Unitary Development Plan was adopted in July 1998 and replaced Merseyside Structure Plan, Local Plans for Newton-le-Willows, Sutton and the Town Centre. The UDP contains proposals for the provision of a sustainable environment, directs and controls development, while it defines the extent of the Green Belt in St. Helens.

Policy TRA 3 New Rail Facilities states:

The Council will support the provision of new railway stations. Land required for the construction of the proposed Marshalls Cross and Carr Mill Stations, as shown on the Proposals Map, will be safeguarded from development.

In addition, the Council will support the provision of new railway sidings and railhead facilities where these are proposed for economic development sites.

In addition, the Policy states “the Council will support the servicing of economic development sites by the rail network where feasible. It is envisaged that opportunities for such provision relate primarily to sites in the Southern Corridor and the former Parkside Colliery”.

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2.5 WBC Local Policy

An element of the Scheme is located within the administrative area of Warrington Borough Council. The following adopted Local Plans apply to Warrington:

• WBC Local Plan Core Strategy (2014); • Planning Obligations SPD (2017); and • WBC Local Transport Plan 3 (2011).

Warrington have recently consulted on their Local Plan Preferred Development Option which sets out the proposed approach to meeting Warrington’s need for new homes and jobs between now and 2037. It also identifies the infrastructure required to ensure that Warrington’s growth is sustainable.

2.5.1 WBC Local Plan Core Strategy (2014)

Warrington's Local Planning Framework guides decisions in the borough over the next 15 years about a wide range of activities including economy, housing, new schools, etc. Policies relevant to transport aspects of new developments are:

Policy CS 2 Overall Spatial Strategy – Quantity and Distribution of Development

“Major Warehousing and Distribution developments will be located away from areas sensitive to heavy vehicle movements, with direct access to the Primary Road Network”

All new development should where appropriate make provision for supporting infrastructure in accordance with Policy MP10.

Policy CS 4 Overall Spatial Strategy – Transport

In order to support Warrington’s role as a regional transport gateway/interchange, the Council and its partners will:

Work together to assess the impacts of transport initiatives outside of the borough to inform their implementation and any necessary mitigation measures.

“Using the principles set out in Policy CS2, development will be located to reduce the need to travel, especially by car, and to enable people as far as possible to meet their needs locally.”

“Early consultation with the Highways Agency will be necessary for any proposal that may affect the Strategic Road Network. In particular, efforts should be aimed at reducing the proportion of car-borne commuting and education trips made during peak periods and tackling the most congested parts of the Strategic Road Network notably the M6, M56, and M62. This is particularly relevant to development proposals under consideration in the Local Plan Core Strategy and to any further Local Plans. It will be necessary for the Council, developers, and the Agency to identify and agree mitigation measures where required.”

Policy MP 1 General Transport Principles

“To secure sustainable development the Council and its partners will support proposals where they:

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• Mitigate the impact of development or improve the performance of Warrington's Transport Network, including the Strategic Road Network, by delivering site specific infrastructure which will support the proposed level of development.”

Policy MP 3 Active Travel

“The Council will expect that a high priority will be given to the needs and safety of pedestrians and cyclists in new development.

New development should not compromise and should contribute to enhancing and developing integrated networks of continuous, attractive and safe routes for walking and cycling including improvements to roads, Rights of Way and the Greenway Network (as shown on the Policies Map). This should include appropriate segregation of users and appropriate priority should be given to users at junctions.

Policy MP 5 Freight Transport

Proposals for freight related development will be supported where they achieve a reduction in road traffic kilometres through their location and/or where they reduce the impact of freight traffic on local or inappropriate routes.

In addition to the provisions set out in Policy CS11 Strategic Opportunity – Port Warrington, the Council will encourage development which generates significant movement of freight to locate on sites which are served by rail and / or water or where such facilities can be provided as part of the development. Where such opportunities are not available, such development should be located where there is good access to the Primary Road Network.

Policy MP 7 Transport Assessments and Travel Plans

“The Council will require all development to:

• demonstrate that it will not significantly harm highway safety and that trips generated by the development can adequately be served by Warrington's Transport Network; and • identify where there are any significant effects on Warrington's Transport Network and/or the environment and ensure appropriate mitigation measures including any necessary transport infrastructure are in place before the development is used or occupied.

Development proposals which would prejudice the primary function of the Strategic Road Network will not be allowed unless improvements are designed and carried out to provide suitable mitigation to the satisfaction of the local highway authority, having regard to the views of the Highways Agency.

Applications for major developments, developments that are not consistent with the Local Planning Framework or developments that raise specific issues in a locality that consist of housing, employment, retail, leisure, and service uses must be accompanied by a Transport Assessment, Transport Statement, and Travel Plan in accordance with National Planning Policy and national guidance on transport assessments.”

2.5.2 Planning Obligations SPD (2017)

This Supplementary Planning Document (SPD) sets out WBC’s approach to seeking planning obligations for the provision transport/travel infrastructure required as a result of new development.

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It notes that planning obligations relating to site specific highway and transport works will be sought for all types of developments where there is an impact on the transport network, as defined and identified through appropriate assessment (this Transport Assessment, in the case of the proposed development).

2.5.3 WBC Local Transport Plan 3 (2011)

This document sets out Warrington’s Local Transport Plan Strategy for the period 2011-2030, providing a strategic approach to setting local transport policies and deciding where to target future investment to improve transport.

The parts of the Plan relevant to new developments emphasise that input to production of the Local Development Framework has sought to support the objectives of the Local Transport Plan, for example through providing advice on desirable parking standards and Travel Planning.

Specific LTP3 Objectives include:

To build and manage a transport network that:

• Enables the regeneration of the Borough and supports economic growth; • Maintains the highway, minimises congestion for all modes of travel and enables Warrington’s ‘smart growth’; • Improves everyone’s access to health, employment, education, culture, leisure and the natural environment; • Enhances the image and profile of the place; and • Integrates with transport networks outside Warrington to enhance the sustainability of cross boundary travel.

LTP3 is being developed in line with the SCS and we are proposing that LTP3 will have the same end date as the current ‘One Warrington: One Future’ strategy (2030).

LTP3 also shares the SCS vision and ambitions for Warrington (see below)

2.5.4 Warrington’s Sustainable Community Strategy

Local ambitions for Warrington are identified in the ‘One Warrington: One Future Where Everyone Matters’ Sustainable Community Strategy (SCS).

SCS Vision

By 2030, Warrington will be recognised as one of the best places to live and work in the UK, where everyone enjoys an outstanding quality of life.

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3. BASELINE CONDITIONS

3.1 Introduction

This section of the report outlines the existing transport conditions in the vicinity of the proposed link road including the following:

• Location of the proposed link road; • Local Highway Network and Network Condition; • Public Transport Provision; and • Pedestrian and Cycle Facilities.

3.2 Location of the Proposed Link Road

The Scheme lies approximately 3km to the south-east of Newton-le-Willows town and 6km to the north-east of Warrington. The Scheme is centred on Ordnance Survey National Grid Reference (OSNGR) 360670E 394450N and is shown in Figure 1.1 (Section 1.2).

The Scheme largely lies within the SHMBC administrative area, however, there is a small section of the Scheme that lies across land administered by WBC. In addition to the Scheme also lies close to land administered by WMBC. The administrative boundaries along the Scheme are shown in Figure 1.2 (Section 1.2).

3.3 Local Highway Network

The Scheme is proposed to provide a connection to the A49 with the A573 Parkside Road, A579 Winwick Lane and M6 Junction 22.

The A49 Mill Lane runs north from Ross-on-Wye in Herefordshire via Hereford, Leominster, Shrewsbury and Whitchurch, then continues through central Cheshire to Warrington and Wigan before terminating at its junction with the A6 road just south of Bamber Bridge.

The A573 Parkside Road has a north-west to south direction and passes over to M6 motorway, leads to Golborne Road in the south and to the A572 Newton Road and Golborne Dale Road in the north. Golborne Road which has a south to north-east alignment is linked to Newton Road in the south. Newton Road which runs in a north-east to south-west direction leads into Swinton town centre, while Golborne Dale Road is linked to Warrington Road which provides access to the A580 E Lancashire Road.

The A579 Winwick Lane has a south-west to north-east alignment and connects Newton Road in the south with M6 Junction 22.

Finally, the M6 motorway which runs in a south-east to north-west direction passes Preston and Lancaster and terminates at Gretna junction (J45).

3.4 Public Transport Provision

Whilst it is recognised that the proposed scheme is for the Link Road only, it is anticipated that the Link Road may facilitate employment opportunities in the future and therefore a review of the existing public transport and sustainable travel options within the area has been undertaken.

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3.4.1 Bus Routes

The closest bus stops to the link road are located at the A49 Mill Lane in the west, Newton Road and Golborne Dale Road in the north-east and Golborne Road in the south.

Bus routes 22, 75 and 360 currently operate along the A49 Mill Lane with the nearest bus stops being at approximately 88m from its junction with the proposed link road.

Bus routes 34 and 360 operate along Southworth Road, with the bus route 34 passing from Newton Road and the bus route 360 from Warrington Road.

The service frequencies of the five bus services available in the vicinity of the proposed link road are shown in Table 3.1. The frequencies are based on the departure times from the closest bus stops to the proposed link road.

Service No Route Operator Frequency

No. 22 Warrington Network Warrington Hourly1 (Mon- Interchange-Vulcan, Sunday) via Winwick and Newton-le-Willows

No. 34 St. Helens to Leigh Arriva Bus Every 20mins (Mon- via Parr, Earlestown Sat) and Newton-le- Willows

No. 75 Wilderspool- Springfield Bus and Weekdays (Departs Burtonwood- Coach at 07.47 and arrives Winwick at 17:10).

No. 360 Warrington-Wigan Arriva Bus Half hourly (Mon- via Winwick, Sat) Newton, Golborne and Platt Bridge

Source: Consultants Estimations

Table 3.1: Bus services nearby the proposed link road

3.4.2 Rail Services

The closest railway station to the proposed link road is Newton-le-Willows, located on the A49 Mill Lane approximately 700m from its junction with the proposed link road.

Newton-le-Willows station is serviced by Northern Rail with an hourly fast train service between Liverpool Lime Street and Manchester Airport via Manchester Piccadilly, and also an hourly all- stations service between Liverpool Lime Street and Manchester Victoria, which both call at Newton-le-Willows.

The station is also served (hourly) by Arriva Trains Wales services from the North Wales Coast Line and Chester to Manchester Piccadilly (with some trains running through to Manchester Airport), and a limited service from Wigan North Western to Liverpool Lime Street at peak times.

TransPennine Express services from Liverpool to Newcastle & Scarborough call regularly, whilst the new "Northern Connect" services from Liverpool and Chester to Leeds via Manchester Victoria

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and Bradford also stop at Newton-le-Willows.

Figure 3.2 shows the rail services near to the proposed link road.

Figure 3.2: Rail routes near the proposed link road

3.5 Cycling Environment

No National Routes run in close proximity to the proposed link road as can be seen in Figure 3.3 which was extracted from Sustrans website.

Figure 3.3: Cycling facilities near to the site (www.sustrans.org.uk)

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St. Helens Cycle Map 2017 (Appendix 1) identifies an off road route to the west of the A49 tying into Newton Le Willows Rail Station to the north of the Scheme, and opposite Hermitage Green Lane/A49 junction to the south.

3.6 Pedestrian Environment

On Mill Lane and Winwick Road footways are present along their entire length on both sides of the roads, while no pedestrian crossing facilities are provided.

On Parkside Road footways are provided on the west side of the road, apart from the section where the road passes over the Motorway M6 and footways are present on both sides of the road.

On Southworth Road footways are provided on both sides of the road. East of Newton Road/Southworth Road/Parkside junction and for approximately 168m, footway is present only on the west side of the road.

3.7 Baseline Transport Data

In order to facilitate the development of a fully validated base model, a detailed data collection programme was undertaken and is reported in more detail in the Traffic Model Data Collection Report (TMDCR) (Ref: PD-RAM-03-ZZ-REP-TR-004).

A series of manual classified turning counts were commissioned to supplement the data already available. The principal sources of data used in the development of the PLRTM consist of:

• Manual Classified Turning Counts (MCCs); • Automatic Traffic Counts (ATCs); • Signal Junction Data; • Journey Time Data (Trafficmaster observations taken from the Warrington Model); and • Origin and Destination Data (Telefonica mobile phone data taken from the Warrington Model).

The following peak flows were identified based upon the survey data:

• AM peak hour – 08:00 to 09:00; • PM peak hour – 17:00 to 18:00; and • Inter-peak hour – 1-hour average between 10:00 to 16:00.

3.8 Accident Data

Accident data has been collected for the five-year period from 2011 to 2015. The extent of the data collected and the severity of the accidents over the five years is presented in Figure 3.4.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 16

Figure 3.4: Accident Locations

During the period from the 1st January 2011 to 31st December 2015, the accident data received shows there were a total of 575 accidents in the study area during these years, of which 4 were fatal, 90 serious and 481 were slight in severity, as shown in Table 3.5.

Accident Severity No. of Accidents

Fatal 4

Serious 90

Slight 481

Total 575

Table 3.5: No. of Accidents within PLRTM Study Area (2011-2015)

The 4 fatalities occurred along the A580 East Lancs Road and at the junction of Delph Lane and the A49, close to M62 J9. The serious and slight accidents are distributed evenly around the study area and are more prevalent along major roads and junctions in the study area such as; the M6 (J23,23, 21A), M62 (J9), A580 East Lancs Road and the A49. It can also be seen there are clusters, of mainly slight and a few serious accidents, within the village settlements of Newton-le-Willows, Winwick, Golborne and Croft as would be expected.

3.9 Existing Traffic Conditions

To assess the existing traffic conditions around the Parkside study area, 13 junctions have been operationally assessed for capacity and delay, as agreed with SHMBC, WCC, WMBC and HE which will form the basis for the baseline junction assessments. These 13 junctions are as follows:

1) Existing A49 Newton Road / Hollins Lane Signalised Junction; 2) Existing A49 Newton Road / Delph Lane Signalised Junction; 3) Existing A49 Newton Road / A49 Winwick Link Road Signalised Roundabout;

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4) Existing A49 Newton Road / A573 Golborne Road Priority Junction; 5) Existing M62 Junction 9 / A49 Newton Road / A49 Winwick Lane Signalised Roundabout; 6) Existing M6 Junction 22 / A579 Winwick Lane Roundabout; 7) Existing A49 Mill Lane / A572 Southworth Road Signalised Junction; 8) Existing A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 Golborne Dale Road Staggered Priority Junction; 9) Existing A580 East Lancashire Road / Warrington Street / Bridge Street Road Roundabout; 10) Proposed A49 Newton Road / PLR West Signalised Junction; 11) Proposed A573 Parkside Road / PLR West Signalised Junction; 12) Proposed A573 Parkside Road / PLR East Roundabout; and 13) Proposed A579 Winwick Lane / PLR East Roundabout.

Figure 3.6 identifies the location of the 13 assessed junctions; junctions 1 to 9 are existing junctions and junctions 9 to 13 are proposed new junctions as a result of constructing the PLR. A more detailed drawing can be found in Appendix 3.

© 2019 Microsoft Corporation © 2019 Bing

Figure 3.6: Operational Assessment Junction Locations

2016 base year (BY) models have been built to reproduce the current conditions of the 9 existing junctions. The 4 proposed PLR junctions have been assessed later in this report in Section 6 as

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part of the future year junction assessments. The proposed new junctions have not been assessed at the 2016 BY as the junctions will be constructed as part of the Scheme.

The 2016 BY operational assessments are presented in the Operational Assessment Report (OAR) (Ref: PD-RAM-03-00-REP-TR-0016) in Appendix 3.

The results of the BY junction assessments are summarised in Table 3.7 below. The table presents the Practical Reserve Capacity (PRC) for signal junctions or the Network Residual Capacity (NRC) for priority junctions and roundabouts. A positive percentage means the junction is operating within its theoretical capacity and a negative percentage means the junction is operating over its theoretical capacity. These values have been presented to give a high-level summary of the operation of the junction for each peak hour.

The junctions have been assessed for capacity using LinSig for signal controlled junctions, PICADY for priority junctions and ARCADY for roundabouts for the 2016 BY for the AM and PM peak hours. Full details of how the junctions were assessed and the results of the assessments can be seen in the OAR in Appendix 3.

Junction No. & Name AM PM

1: A49 Newton Road / Hollins Lane -11% -8%

2: A49 Newton Road / Delph Lane 2% 12%

3: A49 Newton Road / A49 Winwick Link Road -25% 32%

4: A49 Newton Road / A573 Golborne Road -8% -18%

5: M62 Junction 9 / A49 Newton Road / A49 Winwick Lane 9% 51%

6: M6 Junction 22 / A579 Winwick Lane -11% -9%

7: A49 Mill Lane / A572 Southworth Road 1% 2%

8: A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 15% -9% Golborne Dale Road

9: A580 East Lancashire Road / Warrington Street / Bridge Street -4% 3%

10: A49 Newton Road / PLR West n/a n/a

11: A573 Parkside Road / PLR West n/a n/a

12: A573 Parkside Road / PLR East n/a n/a

13: A579 Winwick Lane / PLR East n/a n/a

Table 3.7: 2016 BY Operational Assessment Summary Table

Summary of the BY operational assessments, summarised in Table 3.7 above, indicates that junctions 2, 5 and 7 will operate under there theoretical capacity (positive percentage) in the BY with no existing capacity issues for both the AM and PM peak hours.

Junctions 3, 8 and 9 operate over capacity (negative percentage) in the AM peak but under capacity in the PM peak, with junction 3 experiencing severe existing capacity issues in the AM peak.

The remaining 3 junctions, junctions 1, 4 and 6, exceed capacity during both peak hours, indicating these junctions have existing capacity issues before any future traffic growth and future year development traffic is considered.

Full details of the BY operational assessments are presented in the OAR in Appendix 3.

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4. DEVELOPMENT PROPOSAL

4.1 Proposed Scheme

The proposed Scheme will comprise 3.3km of single and dual carriageway road extending from the A49 at (OSNGR) 359490E 394670N to Junction 22 on the M6 motorway at around OSNGR 361350N 393900N.

The planning red line boundary is shown in Figure 1.2 in Section 1. The red line takes account of the proposed engineering and construction requirements together with mitigation measures such as landscape planting.

The proposed Scheme comprises the following:

• 1.45km of new single carriageway road extending eastwards from the A49 to the A573 Parkside Road (known as Parkside Link Road West); • 1.3km of new single carriageway road east of the M6 linking the A573 Parkside Road to a new roundabout on the A579 Winwick Lane (comprising 800m Parkside Link Road East, 250m Parkside Road West and 250m Parkside Road East); • 300m of new dual carriageway road extending westwards from the new roundabout to the M6 motorway at Junction 22 (known as Winwick Lane South); • 295m of new single carriageway road extending eastwards from the new roundabout to tie in with the existing A579 Winwick Lane (known as Winwick Lane North); and • Reconfiguration of access to the properties on the south side of the A579 Winwick Road.

From the A49 to the A579 Winwick Lane the proposed Scheme is single carriageway with a design speed of 70 kph (40 mph). The section linking to the M6 motorway will be dual carriageway.

From the A49 eastwards to the A573 Parkside Road the proposed Scheme runs initially through the former Parkside Colliery for around 1km. This area of land is currently undeveloped following the closure of the colliery in 1993. The initial 750 metres lies across largely level land associated with the former colliery before passing into a cutting through a large mound of material, understood to have arisen from the development and working of the colliery. This section of the Scheme will be provided with junctions to access the proposed Parkside Development.

The junction with the A49 will be designed to accommodate all movements including Heavy Goods Vehicle (HGV) access from the northern and southern arms of the A49. There will be a new three arm signalised junction in broadly the same location as the existing access that served the former Parkside colliery. To cater for the signals and for turning vehicles there will be a new dedicated left turn on the northern approach to the junction, there will also be a right turn ghost island south of the entrance to the proposed Scheme. New pedestrian refuge islands and crossing facilities will be provided north of the junction with the A49 and across the access. Minor widening of the A49 will be required to accommodate these changes.

From the former Parkside Colliery the proposed Scheme follows rising ground to the A573 Parkside Road where there will be a signal controlled junction. From this point the proposed Scheme follows the existing A573 Parkside Road to cross the M6 motorway on an existing overbridge where the carriageway is realigned to provide a wider footway cycleway.

The overbridge is understood to be capable of carrying the anticipated traffic loads associated with the PRD but would not be able to accommodate abnormal loads. The Parkside Road Bridge Review (PD-RAM-01-XX-REP-C-0001) identified the structural capacity of the bridge over the M6. This was based upon the Principal Inspection Report dated May 2018 which refers to the results

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of a structural assessment report dated 2 March 1992 and a parapet assessment report dated 7 July 2009.

The structural assessment determined the following capacities:

Assessment Live Load: 40/44 tonnes HB rating with LL: 9.5 units

Based upon the above, there is a weight limit on the bridge that may apply to some abnormal loads. It is recommended any abnormal load is reviewed on an individual basis.

Other than kerb realignment and a parapet replacement to facilitate the wider footway, no improvements to the overbridge are proposed. From the overbridge the Scheme drops northwards and diverges from the existing route of the A573 Parkside Road to a new roundabout, this involves a new section of road to link the bridge with the proposed roundabout. The total length of this section is 430m of which 250m is new construction.

From this roundabout the proposed Scheme extends south across relatively level land for 750m to the A579 Winwick Lane where there will be a further roundabout (Winwick Lane Roundabout).

To the point at which the Scheme meets the A579 Winwick Road it is single carriageway with provision for turning lanes if required in the future. However, from the Winwick Lane roundabout on the A579 Winwick Road the road will be dual carriageway extending westwards for 300m to Junction 22 of the M6. In addition, in this section of the Scheme, there will be a 125m section of single lane carriageway to tie the roundabout into the existing A579 Winwick Lane, reconfiguration of the accesses to the properties on the south side of the A579 Winwick Lane.

A segregated footway / cycleway will be provided adjacent to the highway, with connections provided to existing footways. Redundant sections of Parkside Road and Winwick Lane will be utilised as pedestrian and cycle routes. The whole of the Scheme will be lit.

As identified in section 3 there are a number of bus routes along the A49 which could be rerouted along the Parkside Link Road to serve potential employment sites should these come forward in the future. Similarly, the Link Road will provide connections to local footways, and offer shared cycleway facilities improving sustainable travel within the area.

It is proposed to demolish the buildings at Rough Farm to allow for the construction of the dual carriageway section of road to the M6 motorway.

4.2 Proposed Scheme Network Changes

Development of the Scheme means the existing highway network will be altered, therefore three networks have been considered to assess the impact of the Scheme on the highway network. These three networks are:

1) The ‘Do Nothing’ Network; 2) The ‘Do Minimum’ Network; and 3) ‘Do Something’ Network.

The ‘Do Nothing’ (DN) network refers to the existing highway network with no network changes or Scheme. This network is used as the base network on which future network changes will be based.

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The ‘Do Minimum’ (DM) network is the network that includes all planned network changes (new road schemes and road improvement) to be undertaken on the DN network without considering the proposed Scheme. This network allows the comparison of the impact of the Scheme against any planned highway network changes.

The ‘Do Something’ (DS) network is the network that includes all the planned network changes from the DM network plus incorporating the Scheme highway works into the local highway network. This network is representative of the network when the associated Scheme highway works have been finished and incorporated into the network.

Within the PLRTM study area there is only one planned highway scheme that has been considered. The works are part of the Haydock Point logistics development proposals off the A580 East Lancashire Road and includes the creation of a new signalised access off the A580 for employees and heavy goods vehicles (HGVs). This development has been planned to open between 2016 and 2021, therefore these highway modifications have been included in the 2016 DM highway network.

There are no other major committed highway schemes planned in the study area between 2016 and 2031, therefore the DM network will remain the same as the validated 2016 BY network.

The DS network has been developed by changing the DM network to incorporate the PLR and the 4 new proposed junctions as part of the proposed Scheme.

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5. STRATEGIC TRANSPORT IMPACT

5.1 Introduction and Background

This section considers the impact of the Scheme on the Strategic Highway Network. Ramboll were appointed to develop a SATURN (Simulation and Assignment of Traffic to Urban Road Networks) Transport Model in support of the Full Business Case (FBC) for the development of the Parkside Link Road (PLR).

In December 2017 the first Parkside Link Road Transport Model (PLRTM) and all supporting documents was submitted to SHMBC and Warrington Borough Council (WBC) planners as part of the Funding Application for the proposed link road FBC.

In response to comments on the original traffic model a revised model has been produced. The revised PLRTM has been updated to replicate current traffic conditions in the area, so as to provide evidence for the planning of changes to the transport network and to produce robust traffic forecasts that are to be used in the detailed economic, social and environmental appraisal of the proposed scheme on the local transport network.

The primary purpose of this model is to test the impact of the PLR on the highway network including the M6 and M62 motorways and all local strategic roads. Further, in order to determine the impact of the proposed developments on the local road network, 13 junctions have been assessed for capacity as agreed with SHMBC, WBC, WMBC and HE. Details of these operational assessments are summarised in Section 6 below and detailed in full in the OAR which is included in Appendix 3.

5.2 Construction Phase

Construction traffic will be managed through a full Construction Traffic Management Plan (CTMP). An outline CEMP will be submitted with the planning application, with a full CTMP will be agreed with the Local Planning Authority, in consultation with Highways England, post consent and prior to the commencement of works. Feasible works will be undertaken offline to minimise the impact of the construction phase on the local highway network.

The detailed construction practices for the Proposed Scheme have not been established at this stage however, BBCL will be the main contractor for the Proposed Scheme. it is understood that site operations either side of the M6 will run independently from each other.

Three site compounds / lay-down areas are proposed; one will be located on the former colliery site, another will be situated to the north of Woodhead Farm and the final one will be at the southern end of the Proposed Scheme adjacent to the A579 Winwick Lane. The locations are shown on Figures 5.1 and 5.2. These will be temporary and reinstated on completion of the works.

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Figure 5.1: Site Compounds/Lay-Down Areas – West Side of M6

Figure 5.2: Site Compounds/Lay-Down Areas – East Side of M6

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 24

5.3 Construction Traffic

All Heavy Goods Vehicles (HGV) and construction traffic will have access to the site via M6 J22 and use of Winwick Link Road, A49 Newton Road, A573 Parkside Road and A579 Winwick Lane. Use of the A573 Parkside Road through Hermitage Green would be minimised as far as possible as the roads are narrow through the village. Hermitage Green Lane would not be used by construction traffic. Barrow Lane is considered too narrow to serve as a site access route. However, creation of an entry point at the junction between A579 Winwick Lane and Barrow Lane to access the proposed compound and material storage area would be required (Figure 2.7).

There will be a temporary increase in the levels of vehicle movements along the local road network during the construction phase. It is estimated that there will be up to 40 HGV (>3.5t) annual average daily traffic (AADT) movements, and up to 14 heavy earth moving vehicles active at any one time on the site of the Proposed Scheme.

There will be short term closures on A573 Parkside Road bridge to undertake the work to reconfigure the lanes and construct the footways / cycleways. These may involve closure of the bridge, however, wherever possible, such closures will be undertaken at weekends or at nights. These closures are unlikely to involve more than 10 days in total.

Logistical plant or material movements along the highway network will be undertaken outside peak hours where feasible.

5.3.1 Workforce and Working Hours

It is estimated that up to approximately 25 staff will be directly employed by BBCL during construction. Additional workforce will include operatives’ delivery drivers and suppliers’ staff.

It is expected that the working hours for construction activities in the Proposed Scheme area will be:

• Monday to Friday – 07:30 to 18:30; • Saturday – 09:00 to 14:00; and • No working on Sundays and Bank Holidays unless otherwise agreed with SHMBC.

Working hours within the Proposed Scheme area will be agreed with SHMBC and WBC prior to the commencement of the construction works. All work outside these hours will be subject to prior agreement, and/or reasonable notice by SHMBC and WBC, who may impose certain restrictions and will have regard to any planning conditions attached to any grant of permission. Night time working will be restricted to exceptional circumstances. Some night-time working will be required at the existing overbridge crossing the M6 (for a period of up to two weeks). By arrangement, there may be some out of hours construction deliveries to the Proposed Scheme area.

Construction phase impacts will be short term and reduced through best practice mitigation measures, therefore no further assessment has been included within this TA.

5.4 Operational Phase Impacts

It is anticipated that the Scheme will facilitate development opportunities within the area, identified in Figure 1.1. Two phases are proposed by Parkside Regeneration LLP, with Phase 1 covering some 48ha and Phase 2 a further 49ha. Due to the unknown end users of the development, it has been proposed that phases 1 and 2 will be developed for 80% B8 Use Class and 20% B2 Use Class, with some associated ancillary B1 office space, servicing and infrastructure that will include car parking and pedestrian access.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 25

The land to the east of the M6 motorway has also been identified in the SHMBC New Local Plan 2018 – 2033 as a Strategic Rail Freight Interchange (SRFI), Phase 3. Completion of the proposed PRD and SRFI will bring new economic activity to the borough, with jobs created on site and across the Liverpool City Region. The site benefits from a strategic location adjacent to the M6 and M62 and is the only potential SRFI site in the region that has the potential to receive trains from all directions and to serve intermodal flows on West Coast Mainline and Chat Moss line. The estimated trip generation from the proposed developments that may be facilitated by the Scheme have been included in the following assessment.

The TA will consider the impact of the Scheme during the operational phase.

5.5 Timescale of Impact Assessment

As agreed with SHMBC, WBC and HE during the consultation, this assessment estimates the impacts of the Scheme on the surrounding highway network for the:

• Estimated opening year (OY), 2021; and • A future design year (DY) 10 years post opening of the Scheme, 2031.

5.6 SATURN Model Development

As previously noted, in response to comments on the original traffic model a revised traffic model has been produced. The revised PLRTM has been updated to replicate current traffic conditions in the area to produce robust traffic forecasts that are to be used in the detailed economic, social and environmental appraisal of the proposed Scheme on the local transport network.

5.6.1 Model Data Sources

The principal sources of data used to develop the PLRTM and detailed within the Traffic Model Data Collection Report (TMDCR) (PD-RAM-03-00-REP-TR-0004) are:

• Manual Classified Turning Counts (MCCs); • Automatic Traffic Counts (ATCs); • Signal Junction Data; • Journey Time Data; and • Origin and Destination Data.

A series of manual classified turning counts were commissioned to supplement the data already available. The traffic data collated for this study have been obtained from credible sources. A process of data filtering and checking has been implemented to confirm the suitability of traffic data provided for the study purposes. Additional traffic survey data has been collected using specialist survey sub-contractors or qualified Ramboll employees.

Journey time data was taken from Trafficmaster observations from the Warrington Model and was used to validate the PLRTM. Telefonica mobile phone observations throughout the PLRTM study area was also taken from the Warrington Model to derive the initial prior matrices.

Overall it is considered that the new and existing data collected as part of data collection process for the PLRTM development, forms a suitable and comprehensive database within the modelled area, sufficiently detailed to be able build, calibrate and validate the PLRTM.

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5.6.2 Base Year

The PLRTM has been calibrated to a revised BY of 2016.

5.6.3 Model Time Periods

In accordance with the current standard practice identified in WebTAG Unit 3.1 ‘Modelling’, the model will assess the AM and PM peak periods and an average inter-peak hour. The peak periods will be modelled as a single peak hour and are as follows:

• AM peak hour – 08:00 to 09:00; • PM peak hour – 17:00 to 18:00; and • Inter-peak hour – 1-hour average between 10:00 to 16:00.

5.6.4 Modelled User Classes

The model is calibrated at a 5-user class level:

• User Class 1 – Car Commute; • User Class 2 – Car Employers Business (or Car Work); • User Class 3 – Car Other; • User Class 4 - Light Goods Vehicles (LGVs); and • User Class 5 – Other Goods Vehicles or Heavy Goods Vehicles (OGV1 & OGV2 or HGVs).

The rationale for splitting the demand in this fashion is that the user classes have quite different values of time and/or vehicle operating costs. The values affect their choice of routes in the highway model, their response to changes in costs in the demand model, and also the economic evaluation of time savings in the cost benefits analysis.

5.7 Local Model Validation Report (LMVR)

The revised Local Model Validation Report 2019 (LMVR) (Ref: PD-RAM-03-00-REP-TR-0012) presents the methodology used to build, calibrate and validate the BY SATURN model which will help assess the changes to the highway network as a result of the proposed PLR. The report details the development of the model network trip matrices, the trip assignment methodology, calibration and validation for the 2016 BY.

The LMVR demonstrates that the PLRTM is a sufficiently robust model that reflects the existing road network in the Parkside study area in terms of flows and journey times and, is suitable for assessing the transport, environmental and economic impact of the proposed Scheme. It gives a good comparison between observed and modelled data for the DN network and is suitable for scheme appraisal. The final output of the LMVR is a set of calibrated and validated 2016 BY traffic flows.

Table 5.3 below presents a list of 40 locations within the PLRTM where two way 2016 BY modelled flows have been presented. The 4 figures in Appendix 4 presents the 2016 BY DN modelled flows for the AM, Inter and PM peaks and AADT for the 40 locations noted in Table 5.3.

• 2016 DN Modelled Flows (AM Peak); • 2016 DN Modelled Flows (Inter-Peak); • 2016 DN Modelled Flows (PM Peak); and • 2016 DN Modelled Flows (AADT).

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Site No. Location Site No. Location

1 M62 west of J9 21 A580 west of Atherleigh Way

2 A49 south of M62 22 A572 north of A580

3 A49 north of M62 23 Church Lane north of A580

4 M62 between J9 & J10 24 A580 West of Church Lane

5 M6 south of J21a 25 A580 east of Golborne Island

6 M62 east of J10 26 A573 north of A580

7 M6 north of J21a 27 A573 south of A580

8 Winwick Link Rd south of J22 28 A580 west of A573

9 Myddleton Rd 29 Parkside Rd south of Southworth Rd

10 A49 north of Winwick roundabout 30 M6 north of J22

11 Hollins Lane 31 Southworth Rd

12 A49 north of Hollins Lane 32 A49 south of Alfred St

13 Parkside Rd north of Myddleton Rd 33 Park Road

14 Winwick Lane north of J22 34 A49 north of Southworth Rd

15 Winwick Lane north of Heath Ln 35 A49 Newton-le-Willows High St

16 Winwick Lane south of Newton Rd 36 Crow Lane

17 Newton Rd west of Winwick Ln 37 A49 Ashton Rd

18 Newton Rd east of Winwick Ln 38 Vista Rd

19 A580 east of Atherleigh Way 39 A580 west of J23

20 Atherleigh Way 40 M6 north of J23

Table 5.3: DM Modelled Flow Count Sites

To assess the impact of the proposed Scheme’s highway works on the DN network, 2016 BY flows have been assessed on the DS network. This scenario identifies how 2016 BY traffic will redistribute and reroute through the BY network if the proposed Scheme highway works are incorporated into the network at the BY and no future year development traffic or traffic growth is considered.

The 4 figures in Appendix 5 presents the 2016 BY DS modelled flows for the AM, Inter and PM peaks for the 40 locations noted in Table 5.3.

1) 2016 DS Modelled Flows (AM Peak); 2) 2016 DS Modelled Flows (Inter-Peak); 3) 2016 DS Modelled Flows (PM Peak); and 4) 2016 DS Modelled Flows (AADT).

Each figure presented in Appendix 4 and 5 shows the total two way peak hour modelled traffic flows and % HGV’s for each modelled flow site, with the site location number (shown in Table 5.3) shown in red.

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Table 5.4 presents a comparison of the same BY traffic flows on the existing highway network, against the proposed PLR network. The Do Nothing (DN) presents the existing highway network, the Do Something (DS) presents the existing highway network including the PRL. This table demonstrates the redistribution of traffic on the local highway network once the PRL is built, excluding any development traffic linked to the PRD.

2016 2016 % 2016 2016 % Link Road Name DN DS Difference DN DS Difference Ref AM AM DS-DN PM PM DS-DN

1 M62 West of J9 8352 8351 -0.01 11766 11766 0.00

2 A49 South of M62 3045 3045 0.00 3149 3149 0.00

3 A49 North of M62 2581 2433 -5.74 2681 2650 -1.15

4 M62 between J9 and J10 8217 8227 0.13 11263 11263 0.00

5 M6 South of J21a 9109 9109 0.00 11780 11780 0.00

6 M62 East of J10 8013 8013 0.00 11279 11279 0.00

7 M6 North of J21a 8823 8833 0.12 9718 9718 0.00

8 Winwick Link Rd South of J22 1352 1472 8.88 1560 1823 16.86

9 Myddleton Rd 770 802 4.19 1109 1157 4.36

10 A49 North of Winwick Roundabout 1597 1191 -25.44 912 798 -12.52

11 Hollins Lane 519 508 -2.20 367 339 -7.73

12 A49 North of Hollins Lane 393 348 -11.39% 1256 1016 -19.11

13 Parkside Rd North of Myddleton Rd 582 107 -81.59% 969 239 -75.30

14 Winwick Lane North of J22 1813 3197 76.40% 1669 2331 39.64

15 Winwick Lane north of Heath Ln 1407 1492 6.06 1320 1121 -15.07

16 Winwick Lane South of Newton Rd 656 668 1.83 510 499 -2.16

17 Newton Rd West of Winwick Ln 619 494 -20.18 825 582 -29.43

18 Newton Rd East of Winwick Ln 1695 1740 2.66 1474 1474 -0.02

19 A580 East of Atherleigh Way 1587 1587 0.00 3472 3472 0.00

20 Atherleigh Way 936 926 -1.06 1848 1853 0.29

21 A580 West of Atherleigh Way 3056 3054 -0.07 3420 3425 0.16

22 A572 North of A580 751 755 0.60 1325 1320 -0.41

23 Church Lane North of A580 413 425 2.86 366 368 0.38

24 A580 West of Church Lane 2969 2831 -4.64 3354 3360 0.18

25 A580 East of Golborne Island 2663 2719 2.12 3188 3215 0.85

26 A573 North of A580 1158 1105 -4.55 968 942 -2.77

27 A573 South of A580 412 835 102.76 374 549 46.54

28 A580 West of A573 2760 2550 -7.63 3342 3253 -2.67

29 Parkside Rd South of Southworth Rd 812 1806 122.35 391 1004 156.98

30 M6 North of J22 8358 7863 -5.93 9344 9002 -3.67

31 Southworth Rd 250 123 -50.86 390 347 -10.99

32 A49 South of Alfred St 1286 912 -29.03 711 620 -12.86

33 Park Road 1015 1054 3.83 872 896 2.77

34 A49 North of Southworth Rd 1948 2107 8.16 1162 1265 8.92

35 A49 Newton-le-Willows High St 1116 1277 14.42 1550 1839 18.68

36 Crow Lane 1168 1227 4.98 1253 1318 5.20

37 A49 Ashton Rd 964 685 -28.99 1454 1145 -21.20

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38 Vista Rd 912 937 2.72 740 733 -0.93

39 A580 West of J23 2444 2444 0.00 3036 3036 0.00

40 M6 North of J23 6628 6608 -0.30 7054 7049 -0.07

41 Parkside Link Road West 0 30 - 0 48 -

42 Parkside Link Road East 0 933 - 0 1298 -

Table 5.4: Traffic Flow Summary at Key Links for BY 2016 DN v DS (with PLR Network) (AM and PM Peak)

The cells highlighted in orange above represent links that will experience changes in traffic flows between 10% and 30% when comparing the DN with the DS, AM and PM peaks, with the cells in blue representing links experiencing a change of over 30%. Links with a 30% change in traffic flows may lead to a noticeable change for road users.

5.8 Traffic Forecasting Report (TFR)

The primary purpose of the model is to test the impact of the link road on the local and strategic highway networks at the OY and DY. The revised Traffic Forecast Report 2019 (TFR) (Ref: PD- RAM-03-00-REP-TR-00013) describes the development of the future year traffic flows for assignment onto the highway network and presents the results of these assignments.

5.8.1 Forecast Scenarios

In order to robustly assess the impact of the Scheme on the highway network and to account for uncertainty in the calculations of background traffic growth and trip generation within the modelled area during the operational phases, the Traffic Forecasting Report considers 4 forecast scenarios as follows;

1) Core Plus Scenario – This scenario will form the core basis for analysis of the PLRTM in this TA. This scenario considers the most likely estimate of trip generation for the full PRD (phases 1, 2 and 3) and all committed development classified as ‘near certain’ and ‘more than likely’ within the study area as detailed in the Parkside Uncertainty Log (agreed with SHMBC and WBC). The Core Plus Scenario includes Phase 1 of the PRD in the OY (2021) and Phases 2 and 3 in the DY (2031). This scenario assesses the potential impact on the highway network of traffic redistribution due to the Link Road and the incorporation of future local development.

2) High Growth Scenario – to account for uncertainty in the assumptions of background traffic growth and future development trip generation, a high and low growth sensitivity test has been undertaken. This scenario presents a higher estimate of traffic growth within the Parkside study area and a higher estimate of trip generation for the full PRD and the planned committed developments in the study area. This scenario includes PRD Phase 1 in 2021 and PRD Phases 2 and 3 in 2031.

3) Low Growth Scenario – This scenario presents a lower estimate of traffic growth within the Parkside study and a lower estimate of trip generation for the planned committed developments in the study area. This scenario includes PRD Phase 1 in 2021 but excludes Phases 2 and 3 from 2031.

4) Core Scenario – This scenario includes PRD Phase 1 in 2021 but excludes Phases 2 and 3 in 2031. Overall traffic growth forecasts remain the same as for the Core Plus scenario. For all scenarios Phase 1 of the PRD is included in the traffic forecasts because it is an

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 30

integral part of the need for the Link Road. Essentially if there is no Phase 1 development there will be no requirement for the Link Road.

This TA discusses only the Core Plus scenario and its likely traffic impacts and all forecast assessment scenarios are detailed and explained within section 5 of the TFR.

Comparisons have been made between the AM, Inter and PM weekday peak periods for the 3 forecast assessment scenarios for the OY and DY on the DM and DS networks, for the 5 modelled vehicle classes (Car Employers Business, Car Commute, Car Other, LGV’s and HGV’s) within the TFR.

It should be noted however, that for the purpose of this TA only the core plus scenario is presented. The core plus scenario is considered to be the ‘best estimate’ of traffic conditions for the Scheme and development assumptions and is considered a reasonable assessment of the potential options, in accordance with WebTAG guidance.

5.8.2 Trip Generation

The PLRTM has included the potential development trips that the Scheme may facilitate, as outlined in Figure 1.1. The assessment has assumed the PRD will be split into 3 phases of which Phase 1 is planned to be operational by 2021, with phases 2 and 3 becoming operational by 2031.

Table 5.5 below presents the arriving and departing B2 and B8 trip rates used to calculate the trip generation for the PRD for the Core Plus Scenario for the 3 peak periods (AM, Inter and PM Peak).

Parkside Trip Rates AM Peak Inter Peak PM Peak

Arriving Departing Arriving Departing Arriving Departing

B2 - Lights (Car & LGV) 0.329 0.135 0.176 0.179 0.083 0.332

B2 – HGV 0.020 0.020 0.022 0.022 0.008 0.011

B8 – Lights (Car & LGV) 0.072 0.047 0.089 0.096 0.060 0.088

B8 – HGV 0.016 0.017 0.026 0.023 0.015 0.015

Total Trip Rates 0.437 0.219 0.313 0.320 0.166 0.446

Table 5.5: Parkside Regeneration Development Trip Rates – Core Plus Scenario

Table 5.6 below presents the resulting trips for the 3 peak periods for the 3 development phases. These trips have then been split between the two land uses (B2 and B8 use) for the 5 modelled vehicle classifications (Car Employers Business, Car Commute, Car Other, LGV’s and HGV’s).

Parkside Trips AM Peak Inter Peak PM Peak

Arriving Departing Arriving Departing Arriving Departing

Phase 1

B2 - Car 65 27 34 34 17 69

B2 - LGV 9 3 6 6 1 5

B2 - HGV 4 4 5 5 2 2

B8 - Car 57 37 68 73 50 73

B8 - LGV 7 5 11 12 4 6

B8 - HGV 14 15 23 21 13 13

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 31

Total (Phase 1) 156 92 147 151 87 168

Phase 2

B2 - Car 41 17 21 21 11 43

B2 - LGV 5 2 4 4 1 3

B2 - HGV 3 3 3 3 1 2

B8 - Car 35 23 43 46 31 46

B8 - LGV 5 3 7 8 2 3

B8 - HGV 9 9 15 13 8 8

Total (Phase 2) 98 57 92 94 54 105

Phase 3

B8 - Car 159 104 186 200 138 203

B8 - LGV 28 19 45 49 18 26

B8 - HGV 42 44 68 61 39 39

Total (Phase 3) 229 166 300 309 195 268

Total Parkside Trips 483 315 539 554 337 541 (Phase 1+2+3)

Table 5.6: Parkside Regeneration Development Trips – Core Plus Scenario

5.8.3 Committed Developments

Local Application Forecast Committed Development Location Authority Reference Year

1 Vulcan Works Wargrave Rd / Bradley Rd, St Helens P/2003/1461 2021 Newton-le-Willows

2 Earle Street Residential Earle Street, Newton-le-Willows St Helens P/2014/0627 2021 Development

3 Newton-le-Willows Park and Alfred St / Mill Lane, Newton-le- St Helens P/2015/0493 2021 Ride Site Willows

4 Haydock Green employment Penny Lane North just before St Helens P/2015/0571 2031 site M6, Newton-le-Willows

5 Kilbuck Lane Industrial Site Kilbuck Lane / Millfield Lane, St Helens P/2015/0843 2021 Haydock

6 Florida Farm North East Lancs / Haydock Lane, St Helens P/2016/0608 2031 Haydock

7 Common Road Residential Short Lane / Common Rd (Crow St Helens P/2016/0742 2021 Development Lane)

8 Haydock Point East Lancs Rd just east of M6 St Helens P/2017/0254 2021 (50%) junction 2031 (50%)

9 Land South of Penny Lane Penny Lane between Vistra Lane St Helens EA5 2031 & Lodge Lane

10 Land off Haydock Lane Haydock Lane / Millfield Lane St Helens EA6 2031

11 Land off Liverpool Road Liverpool Road / Millfield Lane St Helens EA7 2031

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 32

12 OMEGA South (Zone 7) OMEGA Boulevard / Whittle Ave Warrington 2014/23290 2021 / Lingley Green Ave

13 OMEGA South (Zones 3 to OMEGA Boulevard / Whittle Ave Warrington 2015/26469 2021 6) / Lingley Green Ave

14 Lingley Mere Residential Lingley Mere Business Park / Warrington 2016/27313 2021 Development Whittle Ave / Lingley Green Ave

15 Calver Park Road Car Calver Park Rd / Calver Rd / Mill Warrington 2016/27383 2021 Showroom Lane

16 Amazon Plot 7c (Zone 7 Orion Boulevard / Whittle Ave / Warrington 2016/29091 2021 OMEGA) Lingley Green Ave

17 Residential Development on Warrington Rd / Lingley Green Warrington 2016/29330 2021 Dawson House Site Ave

18 OMEGA South (Zones 1 & 2) Skyline Drive / Burtonwood Rd / Warrington 2017/30371 2021 M62

19 Peel Hall Development Foxfield Close Warrington 2016/28492 2031

Table 5.7: Committed Developments

Table 5.7 above presents a list of all the approved and planned committed developments considered within the PLRTM for the 3 forecast assessment scenarios. The table lists the name of the development, location within the study area, which local authority the development is situated within, the local authority planning application reference, and which forecast year the development flows will be included in. The TFR describes in detail which sites are included in each of the four traffic forecast scenarios. For the purpose of this TA only the Core Plus Scenario has been considered and details of trip generation for all the future year developments can be found in the Appendices of the TFR.

Figure 5.8 below identifies the location and site size of the 19 committed developments considered within the PLRTM of which 11 developments are situated in SHMBC (shown in Red) and 8 developments are situated in WBC (shown in Blue).

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 33

Figure 5.8: Committed Development Locations

5.8.4 Traffic Growth Factors

In order to factor base 2016 traffic flows for the PLRTM, described in section 3.7, to 2021 OY and 2031 DY levels, background traffic growth rates were derived using TEMPro version 7.2 growth forecasts for the North West region for cars and the National Transport Model (NTM) forecasts for LGV’s and HGV’s (as described in section 4.1 of the TFR).

In line with WebTAG guidance, Unit M4 Section 7.4.11, the derived TEMPro car growth rates have been adjusted to take account of the fixed demand nature of the forecasting model. These adjustments have been made for income and fuel price, and the final adjusted TEMPro traffic growth factors for the 3 car classes (Car Employers Business, Car Commute, Car Other) are presented in Table 5.9 below.

Car Purpose Forecast Years AM Peak Inter Peak PM Peak

2016-2022 1.0669 1.0548 1.0596 Car - Commute 2022-2037 1.0823 1.0669 1.0735

Car – Employer’s 2016-2022 1.0699 1.0659 1.0653 Business 2022-2037 1.0846 1.0783 1.0786

2016-2022 1.0811 1.0813 1.0743 Car - Other 2022-2037 1.0945 1.0953 1.0879

Table 5.9: Adjusted TEMPro Car Growth Rates

Tables 5.10 and 5.11 below presents the traffic forecast growth factors calculated for LGV’s and HGV’s derived using NTM forecasts for the 3 peak periods from 2016 BY to 2021 OY and from 2021 OY to 2031 DY.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 34

LGV Growth AM Peak / Inter Peak / Factors PM Peak

2016-2021 1.136

2021-2031 1.236

Table 5.10: LGV Growth Factors

AM Peak / Inter Peak / HGV Growth Factors PM Peak

2016-2021 1.038

2021-2031 1.074

Table 5.11: HGV Growth Factors

5.8.5 Distribution and Assignment

The distribution of trips for all the development phases has been assumed to align with the existing trip end proportions for the base model and have been assigned accordingly.

No trips are assumed to travel between the development phases for the forecast models

5.8.6 Forecast Traffic Flows

Do-Minimum Core Plus Scenario

The DM assignments are produced by assigning the stacked forecast 2021 and 2031 matrices to the DM networks. The same assignment techniques adopted for the Base Model development have been used for this purpose.

The resulting 8 DM forecast assignments, without the PLR, are presented in Appendix 6 for the Core Plus Scenario for 2021 & 2031 for AM, Inter, PM peak hours and the AADT for the 5 vehicles classes.

The figures presented in Appendix 6 show the total two way peak hour modelled traffic flows and % HGV’s for the 3 time periods with the site location number (as detailed in Table 5.3) shown in red for each modelled flow site. These 8 DM forecast figures present the DM assignment flows for the following scenarios:

1) 2021 DM Modelled Flows (AM Peak) – Core Plus Scenario 2) 2021 DM Modelled Flows (Inter Peak) – Core Plus Scenario 3) 2021 DM Modelled Flows (PM Peak) – Core Plus Scenario 4) 2021 DM Modelled Flows (AADT) – Core Plus Scenario 5) 2031 DM Modelled Flows (AM Peak) – Core Plus Scenario 6) 2031 DM Modelled Flows (Inter Peak) – Core Plus Scenario 7) 2031 DM Modelled Flows (PM Peak) – Core Plus Scenario 8) 2031 DM Modelled Flows (AADT) – Core Plus Scenario

Do-Something Core Plus Scenario

The DS network has been developed by editing the DM network to incorporate the PLR and new junctions as part of the scheme.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 35

The 2021 and 2031 forecast matrices were assigned to the DS network to produce 8 DS forecast assignments which are presented in Appendix 7 for the Core Plus Scenario for 2021 & 2031 for AM, Inter, PM peak hours and the AADT for the 5 vehicles classes. These 8 DS forecast figures present the DS assignment flows for the following scenarios:

1) 2021 DS Modelled Flows (AM Peak) – Core Plus Scenario 2) 2021 DS Modelled Flows (Inter Peak) – Core Plus Scenario 3) 2021 DS Modelled Flows (PM Peak) – Core Plus Scenario 4) 2021 DS Modelled Flows (AADT) – Core Plus Scenario 5) 2031 DS Modelled Flows (AM Peak) – Core Plus Scenario 6) 2031 DS Modelled Flows (Inter Peak) – Core Plus Scenario 7) 2031 DS Modelled Flows (PM Peak) – Core Plus Scenario 8) 2031 DS Modelled Flows (AADT) – Core Plus Scenario

Traffic Flow Comparison

Table 5.12 summarises the AM Peak two-way flows in the 2016 BY, 2021 OY and 2031 DY for the DM and DS scenarios on 42 selected highway links within the traffic model. Sites 41 and 42 present flows on the PLR, therefore there is no data in the 2016 BY. The figure in Appendix 8 shows the locations of the 42 sites which relate to the link references in Tables 5.9 and 5.10 below.

% % 2016 2016 2021 2021 Difference 2031 Link 2031 Difference Road Name DN DS DM DS DS Ref 2021 DM AM 2031 AM AM AM AM AM DS-DM DS-DM

1 M62 West of J9 8352 8351 9605 9665 0.62% 10502 10585 0.79%

2 A49 South of M62 3045 3045 3128 3128 0.00% 3461 3461 0.00%

3 A49 North of M62 2581 2433 2797 2847 1.79% 3157 3110 -1.48%

4 M62 between J9 and J10 8217 8227 9130 9110 -0.21% 10784 10756 -0.26%

5 M6 South of J21a 9109 9109 9441 9441 0.00% 10407 10407 0.00%

6 M62 East of J10 8013 8013 8384 8384 0.00% 9141 9141 0.00%

7 M6 North of J21a 8823 8833 9358 9339 -0.21% 10690 10702 0.11%

8 Winwick Link Rd South of J22 1352 1472 1431 1539 7.54% 2102 2059 -2.02%

9 Myddleton Rd 770 802 1499 960 -35.92% 1689 1209 -28.41%

A49 North of Winwick 10 1888 1359 -28.04% 2093 1616 -22.79% Roundabout 1597 1191

11 Hollins Lane 519 508 656 646 -1.53% 683 715 4.67%

12 A49 North of Hollins Lane 393 348 1555 898 -42.26% 1516 826 -45.53%

Parkside Rd North of Myddleton 13 742 265 -64.27% 1025 197 -80.79% Rd 582 107

14 Winwick Lane North of J22 1813 3197 900 1855 106.05% 1578 2534 60.58%

15 Winwick Lane north of Heath Ln 1407 1492 899 829 -7.78% 1076 1012 -5.97%

Winwick Lane South of Newton 16 1663 1564 -5.94% 1723 1584 -8.06% Rd 656 668

17 Newton Rd West of Winwick Ln 619 494 375 323 -13.73% 420 345 -17.84%

18 Newton Rd East of Winwick Ln 1695 1740 1060 1084 2.35% 1067 1120 5.02%

19 A580 East of Atherleigh Way 1587 1587 2694 2694 0.00% 2975 2975 0.00%

20 Atherleigh Way 936 926 1715 1717 0.09% 1945 1949 0.18%

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 36

21 A580 West of Atherleigh Way 3056 3054 2856 2856 0.00% 3200 3200 0.00%

22 A572 North of A580 751 755 956 956 0.00% 1073 1076 0.22%

23 Church Lane North of A580 413 425 191 186 -2.36% 190 208 9.71%

24 A580 West of Church Lane 2969 2831 2903 2825 -2.69% 3067 2954 -3.69%

25 A580 East of Golborne Island 2663 2719 2639 2688 1.84% 2720 2733 0.45%

26 A573 North of A580 1158 1105 1281 1306 2.00% 1437 1407 -2.08%

27 A573 South of A580 412 835 742 813 9.50% 808 795 -1.61%

28 A580 West of A573 2760 2550 2751 2581 -6.18% 2799 2817 0.64%

Parkside Rd South of 29 505 802 58.97% 673 847 25.81% Southworth Rd 812 1806

30 M6 North of J22 8358 7863 8621 8156 -5.39% 9782 9468 -3.21%

31 Southworth Rd 250 123 1229 1809 47.19% 1431 2022 41.29%

32 A49 South of Alfred St 1286 912 1056 1235 17.00% 1058 1360 28.49%

33 Park Road 1015 1054 705 717 1.72% 775 791 2.06%

34 A49 North of Southworth Rd 1948 2107 587 741 26.27% 824 872 5.86%

35 A49 Newton-le-Willows High St 1116 1277 1969 1905 -3.23% 2145 2060 -3.97%

36 Crow Lane 1168 1227 573 565 -1.49% 664 626 -5.78%

37 A49 Ashton Rd 964 685 1331 1039 -21.94% 1547 1251 -19.15%

38 Vista Rd 912 937 1020 986 -3.36% 1023 991 -3.13%

39 A580 West of J23 2444 2444 2669 2669 0.00% 2921 2921 0.00%

40 M6 North of J23 6628 6608 6507 6484 -0.35% 7177 7148 -0.40%

41 Parkside Link Road West 0 30 N/A 456 N/A N/A 578 N/A

42 Parkside Link Road East 0 933 N/A 1960 N/A N/A 2255 N/A

Table 5.12: Traffic Flow Summary at Key Links for Core Plus Scenario (AM Peak)

The cells highlighted in orange above represent links that will experience changes in traffic flows between 10% and 30% when comparing the AM Peak DM with the AM Peak DS, with the cells in blue representing links experiencing a change of over 30%. Links with a 30% change in traffic flows may lead to a noticeable change for road users.

Table 5.13 identifies the percentage change in PM Peak traffic flows compared to the 2021 and 2031 DM and DS.

% % 2016 2016 2021 2021 2031 2031 Difference Link Difference Road Name DN DS DM DS DM DS Ref 2021 2031 PM PM PM PM PM PM DS-DM DS-DM

1 M62 West of J9 11766 11766 12914 12914 0.00% 13942 13943 0.01%

2 A49 South of M62 3149 3149 3263 3263 0.00% 3526 3526 0.00%

3 A49 North of M62 2681 2650 2741 2697 -1.58% 2980 2991 0.36%

4 M62 between J9 and J10 11263 11263 12289 12299 0.08% 13288 13275 -0.10%

0.00% 0.00% 5 M6 South of J21a 11780 11780 12077 12077 13191 13191

0.00% 0.00% 6 M62 East of J10 11279 11279 11883 11883 12886 12886

7 M6 North of J21a 9718 9718 11297 11306 0.08% 12647 12632 -0.12%

8 Winwick Link Rd South of J22 1560 1823 1825 1917 5.01% 2137 2129 -0.39%

9 Myddleton Rd 1109 1157 695 597 -14.10% 750 652 -13.10%

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 37

A49 North of Winwick 2937 1867 -36.43% 3144 2089 -33.57% 10 Roundabout 912 798

11 Hollins Lane 367 339 1068 1076 0.73% 1133 1196 5.51%

12 A49 North of Hollins Lane 1256 1016 869 438 -49.60% 982 511 -48.00%

Parkside Rd North of Myddleton 207 119 -42.49% 247 131 -47.01% 13 Rd 969 239

14 Winwick Lane North of J22 1669 2331 742 2112 184.45% 1333 2618 96.45%

15 Winwick Lane north of Heath Ln 1320 1121 737 718 -2.61% 998 927 -7.12%

Winwick Lane South of Newton 1524 1135 -25.49% 1715 1271 -25.91% 16 Rd 510 499

17 Newton Rd West of Winwick Ln 825 582 475 396 -16.72% 461 323 -30.02%

18 Newton Rd East of Winwick Ln 1474 1474 1125 1118 -0.57% 1105 1099 -0.54%

19 A580 East of Atherleigh Way 3472 3472 2437 2437 0.00% 2677 2677 0.00%

20 Atherleigh Way 1848 1853 1495 1495 0.00% 1622 1622 0.00%

21 A580 West of Atherleigh Way 3420 3425 4217 4218 0.00% 4591 4591 0.00%

22 A572 North of A580 1325 1320 851 851 -0.01% 919 919 0.00%

23 Church Lane North of A580 366 368 710 697 -1.74% 780 771 -1.20%

24 A580 West of Church Lane 3354 3360 3423 3431 0.22% 3574 3580 0.18%

25 A580 East of Golborne Island 3188 3215 3274 3280 0.19% 3321 3262 -1.77%

26 A573 North of A580 968 942 2113 2153 1.87% 2402 2439 1.55%

27 A573 South of A580 374 549 771 822 6.52% 823 872 5.95%

28 A580 West of A573 3342 3253 3455 3362 -2.68% 3406 3291 -3.37%

Parkside Rd South of 818 969 18.54% 915 1132 23.68% 29 Southworth Rd 391 1004

30 M6 North of J22 9344 9002 9561 9215 -3.61% 10707 10569 -1.29%

31 Southworth Rd 390 347 1175 1600 36.21% 1319 1551 17.62%

32 A49 South of Alfred St 711 620 1696 1914 12.84% 1824 1914 4.94%

33 Park Road 872 896 1002 949 -5.32% 944 1031 9.12%

34 A49 North of Southworth Rd 1162 1265 1553 1747 12.46% 1707 1783 4.49%

35 A49 Newton-le-Willows High St 1550 1839 1679 1781 6.08% 1796 1796 0.00%

36 Crow Lane 1253 1318 1446 1443 -0.24% 1575 1576 0.04%

37 A49 Ashton Rd 1454 1145 1656 1613 -2.63% 1806 1756 -2.74%

38 Vista Rd 740 733 864 772 -10.66% 921 917 -0.47%

0.00% 0.00% 39 A580 West of J23 3036 3036 3218 3218 3492 3492

40 M6 North of J23 7054 7049 6967 6980 0.19% 7726 7751 0.32%

41 Parkside Link Road West 0 48 N/A 625 N/A N/A 554 N/A

42 Parkside Link Road East 0 1298 N/A 1424 N/A N/A 1726 N/A

Table 5.13: Traffic Flow Summary at Key Links for Core Plus Scenario (PM Peak)

Tables 5.12 and 5.13 above present the difference between the DS and DM modelled flows for the Core Plus Scenario for the 2021 and 2031 AM and PM peaks, whereby positive figures represent increases in traffic and negative figures represent decreases in traffic.

Table 5.14 identifies the following links that have a notable decrease in traffic in the AM and PM peak as a result of the proposed scheme.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 38

Peak/Year Link Road Name AM AM PM PM Ref 2021 DM 2031 DM 2021 DS 2031 DS

9 Myddleton Rd 

10 A49 North of Winwick Roundabout  

12 A49 North of Hollins Lane    

13 Parkside Rd North of Myddleton Rd    

17 Newton Rd West of Winwick Ln 

Table 5.14: Links with a Notable DECREASE in Traffic in the AM and PM PEAK (DM v DS)

Table 5.15 below identifies the following links that have a notable increase during the AM and PM peak in traffic as a result of the proposed scheme (DS), when compared to the DM.

Peak/Year Link Road Name AM AM PM PM Ref 2021 DM 2031 DM 2021 DS 2031 DS

14 Winwick Ln North of J22    

29 Parkside Rd South of Southworth Rd 

31 Southworth Rd   

Table 5.15: Links with a Notable INCREASE in Traffic in the PM PEAK (DM v DS)

The forecast modelled flows presented in the above tables in Appendix 6 and 7 show that the scheme provides an attractive additional route through the local highway network and as such it attracts high levels of additional traffic that access the development sites and re-routes from more congested links.

Generally, the link between Parkside Road and Winwick Lane carries around double the traffic volumes as the link between A49 and Parkside Road. This is as a result of traffic reassigning between the main north-south routes to filter across to junction 22 of M6 in order to access the strategic highway network.

Between the A49 and Parkside Road, some of this re-routing is taking place along Southworth Road, so this section of the PLR attracts less overall traffic.

North of the new Link Road, there is an increase in traffic along the A49 near Newton-le-Willows station and along Southworth Road. Traffic flows also increase along the Parkside Road corridor from the A580 to the new Link Road.

South of the new Link Road, there are significant reductions in traffic flow along the A49 towards Winwick and on Golborne Road between Hermitage Green and Winwick. Reductions in traffic also occur within Winwick village.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 39

6. LOCAL HIGHWAY IMPACT

This section considers the likely impact of the trips attracted and generated by all future year developments and the new link road on the operation of the local network. In particular, this assessment considers the busiest hours in the morning period (AM Peak) and in the afternoon period (PM Peak).

6.1 Operational Assessments

In order to determine the impact of the proposed scheme on the local road network, as mentioned in Section 3.7, 13 junctions in the Parkside study area have been assessed for capacity and operation as agreed with SHMBC, WBC, WMBC and HE. These 13 junctions are as follows:

1) Existing A49 Newton Road / Hollins Lane Signalised Junction; 2) Existing A49 Newton Road / Delph Lane Signalised Junction; 3) Existing A49 Newton Road / A49 Winwick Link Road Signalised Roundabout; 4) Existing A49 Newton Road / A573 Golborne Road Priority Junction; 5) Existing M62 Junction 9 / A49 Newton Road / A49 Winwick Lane Signalised Roundabout; 6) Existing M6 Junction 22 / A579 Winwick Lane Roundabout; 7) Existing A49 Mill Lane / A572 Southworth Road Signalised Junction; 8) Existing A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 Golborne Dale Road Staggered Priority Junction; 9) Existing A580 East Lancashire Road / Warrington Street / Bridge Street Road Roundabout; 10) Proposed A49 Newton Road / PLR West Signalised Junction; 11) Proposed A573 Parkside Road / PLR West Signalised Junction; 12) Proposed A573 Parkside Road / PLR East Roundabout; 13) Proposed A579 Winwick Lane / PLR East Roundabout.

It is proposed that the PLR will facilitate three phases of development adjacent to the scheme of which Phase 1 will be completed by 2021, and phases 2 and 3 by 2031. The junctions have therefore been assessed for the weekday AM and PM peak hours for the OY of the Link Road (2021) and the DY (2031) for the DM and DS scenarios.

The DM assessments have included all proposed committed developments included in the Core Plus Scenario (as described in the TFR) WITHOUT construction of the Link Road.

The DS assessments have included all proposed committed developments included in the Core Plus Scenario (as described in the TFR) WITH construction of the Link Road.

The junctions have been assessed for capacity using LinSig for signal controlled junctions, PICADY for priority junctions and ARCADY for roundabouts.

Full details of how the junctions were assessed and the results of all the future year assessments can be found in the Operational Assessment Report (OAR) (Ref: PD-RAM-03-00-REP-TR-0016) in Appendix 3. The report presents a detailed assessment of all the outlined junctions, with full junction assessment outputs, analysis and conclusions.

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 40

6.2 Summary

Table 6.1 below presents a summary of the 2021 and 2031 DM and DS operational junction assessments for the AM and PM peak hours. The table is an illustrative tool summarising whether each junction is operating under or over capacity for a certain scenario.

The table presents the Practical Reserve Capacity (PRC) for signal junctions or the Network Residual Capacity (NRC) for priority junctions and roundabouts. A positive percentage means the junction is operating within its theoretical capacity and a negative percentage means the junction is operating over its theoretical capacity. These values have been presented to give a high-level summary of the operation of the junction for each peak hour.

The junctions have been assessed for capacity using LinSig for signal controlled junctions, PICADY for priority junctions and ARCADY for roundabouts for the 2016 BY for the AM and PM peak hours. Full details of how the junctions were assessed and the results of the assessments can be seen in the OAR in Appendix 3.

2021 DM 2021 DS 2031 DM 2031 DS

Junction No. & Name AM PM AM PM AM PM AM PM

1: A49 Newton Road / Hollins Lane -22% -79% 4% -17% -35% -180% -4% -54%

2: A49 Newton Road / Delph Lane 20% 11% 18% 11% -3% 1% 0% 1%

3: A49 Newton Road / A49 Winwick Link 4% 3% 17% 10% 0% 3% 1% 2% Road

4: A49 Newton Road / A573 Golborne Road -7% -23% 39% 25% -16% -29% 29% 13%

5: M62 Junction 9 / A49 Newton Road / A49 -3% 13% -6% 12% -13% 5% -18% 5% Winwick Lane

6: M6 Junction 22 / A579 Winwick Lane 7% 10% -11% -9% -23% -13% -26% -23%

7: A49 Mill Lane / A572 Southworth Road -36% -26% -39% -40% -53% -43% -52% -44%

8: A572 Southworth Rd / A572 Newton Rd / 17% -14% -31% -31% 4% -23% -23% -40% A573 Parkside Rd / A573 Golborne Dale Rd

9: A580 East Lancashire Road / Warrington -5% 2% -6% 3% -9% -3% -9% -2% Street / Bridge Street

10: A49 Newton Road / PLR West n/a n/a 7% 14% n/a n/a 10% 11%

11: A573 Parkside Road / PLR West n/a n/a 136% 103% n/a n/a 112% 71%

12: A573 Parkside Road / PLR East n/a n/a 18% 39% n/a n/a 1% 5%

13: A579 Winwick Lane / PLR East n/a n/a 24% 60% n/a n/a 6% 31%

Table 6.1: 2021 & 2031 DM & DS Operational Assessment Summary Table

In summary, the above future year operational assessments demonstrate that the proposed new PLR junctions (junctions 10, 11, 12 and 13) will operate within capacity for all the traffic flows forecast to use the junctions for all future year scenarios.

The operational assessments of junctions 1, 2 and 3 along the A49 corridor indicate that the junctions operate close to or over capacity in the OY and DY DM scenarios (without the PLR). Construction of the link road for the DS scenarios helps alleviate capacity issues at these junctions as the link road reroutes traffic away from the A49 corridor which improves the operation and capacity of the junctions, especially at junction 1 (A49 Newton Road / Hollins Lane).

The operational assessment of junction 4 (A49 Newton Road / Golborne Road) indicate construction of the link road improves the operation and capacity of the junction, but the junction

PARKSIDE LINK ROAD TRANSPORT ASSESSMENT 2019 41

still exceeds capacity in the 2031 DS scenarios. The assessment shows an improvement in the operation and capacity of the junction as a result of the link road, in both the OY and DY due to traffic rerouting to the PLR.

Assessment of the M62 Junction 9 (junction 5) indicates that the junction has existing capacity issues during the AM peak for the DM scenario but for the PM peak the junction operates within capacity for all assessment scenarios with minimal queues and delays. By 2031 the capacity and operational issues encountered in the AM peak are exaggerated with long delays and queues occurring. Construction of the link road results in an increase in traffic at the junction which further decreases capacity on the E/B and W/B off slips in the AM peak, however the PM peak continues to operate within capacity.

Assessment of the M6 Junction 22 (junction 6) suggests that when the PLR is built there will be an increase in traffic approaching the junction, resulting in the junction becoming over capacity for all the DS forecast years. Mitigation measures for this junction are presented in Section 7.

The assessment of A49 Mill Lane / A572 Southworth Road (junction 7) confirms the junction has capacity and operational issues for the 2021 and 2031 DM scenarios based on future traffic growth and that construction of the link road will have a negligible impact on the operation of the junction for the DS scenarios as some traffic reroutes to the PLR.

Results of the A572/A573 junction (junction 8) indicates the junction operates over capacity in the OY for the AM peak and under capacity for the PM peak. The junction is likely to experience significant increases in traffic as a result of the link road, particularly on the two minor arms, during the forecast years for its existing layout. At DY it is estimated that significant delays will be experienced, and the junction will become well over capacity with long queues forming on the minor roads. The assessment identifies there are operational issues at the junction in the OY and DY in its current form as a priority junction, therefore a mitigation measure has been developed to help improve the existing operational and capacity issues and this mitigation is presented in Section 7.

Assessment of A580 East Lancashire Road / Warrington Street / Bridge Street (junction 9) indicates the junction is operating just under capacity in the OY and by the DY the junction operates just over capacity. With the construction of the PLR the junction capacity and operation of the junction remains the same, with minimal queues forming on all arms. In the DY PM peak, the junction operation improves a little but generally the construction of the link road has little to no impact on this junction.

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7. MITIGATION MEASURES

This section presents two mitigation solutions developed to try and alleviate existing and proposed capacity issues at the two junctions outlined below.

7.1 Junction 6: M6 Junction 22 / A579 Winwick Lane Improvement Scheme

Results of the operational assessments for the M62 Junction 22 indicate that for the DM scenarios the junction operates just under capacity at 2021 and by 2031 the junction operates over capacity. With the construction of the PLR the junction exceeds capacity by 2021 and capacity issues are exaggerated further by 2031. Construction of the PLR will result in an increase in traffic on Winwick Lane due to traffic rerouting onto the link road, resulting in increased queues on Winwick Lane and a reduction in capacity for both peak hours.

The initial operational assessment assessed the junction as a 4 arm roundabout and results indicated that the existing junction had capacity issues at 2021 and 2031 and these issues became exaggerated with the extra traffic using the junction as a result of the constructing the PLR.

In order to mitigate these capacity issues, the junction was reassessed for the OY and DY as a signalised roundabout for both the DM and DS scenarios. The junction was reassessed with the following mitigation changes to the junction:

• All approaches to the roundabout were signalised; • The existing circulatory roundabout geometry remained, however 3 lanes (at a minimum of 3.1m) were proposed; • An additional lane was proposed on the Winwick Lane and Winwick Link Road approaches; and • The M6 S/B and N/B off-slips remain unchanged.

Results of the mitigation assessments for this junction are presented in Section 4 of the OAR and indicate that all the reassessed future year scenarios for the proposed signalised roundabout operate within capacity demonstrating that as a signalised roundabout the operation of the junction considerably improves, and traffic is able to clear the junction with no real capacity issues.

Overall, the operation of the junction performs much better as a signalised junction and the new reconfiguration of the junction as signals helps the additional traffic created by construction of the PLR to be accommodated at the junction at the OY and DY for both peak hours.

Full details of the mitigation assessment for this junction can be found in Section 4 of the OAR in Appendix 3.

7.2 Junction 8: A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 Golborne Dale Road Staggered Priority Junction

Results of the operational assessment for this existing staggered junction presented in the OAR indicated for the 2016 BY the junction operated under capacity in the AM peak and over capacity in the PM peak. By the 2031 DY in the AM peak, the DM scenario operates just under capacity and for the DS scenario the junction operates over capacity with queues forming on Newton Road and longer queues on Parkside Road. In the PM peak, both the DM and DS scenario operate over capacity, with long queues and delays estimated on Newton Road and Southworth Road.

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The assessment confirmed that the junction is reaching or exceeding capacity for the DM scenarios and with addition of additional traffic on Newton Road and Southworth Road as a result of construction of the PLR, the junction starts to become heavily congested with long queues forming on Golborne Dale Road and Parkside Road.

Due to the capacity issues on Golborne Dale Road and Newton Road in the DY due to the increase in traffic at the junction during the forecast years, it was proposed to reassess whether converting the junction from a priority junction to a signal controlled junction would improve the operation of the junction for the future year assessments (as agreed with SHMBC).

Results of the mitigation assessment indicate that the proposed signalised junction would operate much better as a signal junction than a staggered priority junction, with the junction operating within its theoretical capacity for all future year DM and DS assessments for both peak hours.

The results of the assessment indicate that changing the junction from a 4 arm staggered junction to a 4 arm signal controlled junction would greatly improve the operation and capacity of the junction and is considered an acceptable measure to help mitigate predicted capacity issues at the junction as a result of constructing the PLR.

Full details of the mitigation assessment for this junction can be found in Section 4 of the OAR in Appendix 3.

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8. PLANNING POLICY COMPLIANCE

This section identifies how the planning policies have been considered in the development of proposals for the Scheme.

8.1 National Policy

Policy Reference Scheme Provision

National Planning Policy Framework St. Helens Local Plan states that the former Parkside Colliery which is located where the Strategic Rail Freight The NPPF sets out the Government’s economic, Interchange will be built, is in line with NPPF, which in environmental and social planning policies for England. turn protects sites and routes which could be critical in Taken together, these policies articulate the developing infrastructure to widen transport choice. Government’s vision of sustainable development, which should be interpreted and applied locally to meet local aspirations.

DfT Circular 02/2013: The Strategic Road Network The TA has demonstrated that overall the impact of the and the Delivery of Sustainable Development Scheme can be accommodated within the existing Highway Network. “...development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

Table 8.1: Compliance with National Policy

8.2 St. Helens Local Policy

Policy Reference Scheme Provision

St. Helens Local Plan Core Strategy The Scheme seeks to reduce congestion on the local

Policy CP 2 Creating an Accessible St. Helens highway network, as demonstrated in the TA. The Scheme will be designed to appropriate Standards, One of the requirements included in Policy CP 2 and seeking to improve safety. forms Strategic Aim 3 states the following:

“New proposals within St. Helens need to reduce and adverse impacts of traffic on the community by:

Improving safety and protecting the efficiency of routes by paying regard to the route and road user hierarchies adopted within the LTP and providing off-site improvements where necessary; and

Supporting initiatives to reduce congestion, air pollution and noise on key routes”.

Policy CSS 1 Overall Spatial Strategy The Scheme will provide access opportunities to the

An area of land in the Green Belt, principally based on proposed SRFI site. the former Parkside Colliery, is identified as a strategic The Scheme has been designed to ensure that the SRFI location for a Strategic Rail Freight Interchange. Subject can be accomodated within the land available. to an appropriate scheme being fully developed on site, which meets policy CAS 3.2, the land will then be considered favourably for removal from the Green Belt through the Allocations DPD.

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Policy Reference Scheme Provision

Policy CAS 3.2 (Development of a Strategic Rail Freight The Scheme will facilitate the development of the Interchange at the Former identified as Strategic Rail surrounding area, and provide access opportunities to Freight Interchange (SRFI) the proposed SRFI site.

St. Helens Council has a strategic objective for a road The Scheme has been designed to ensure that the SRFI network to allow and serve the potential development of can be accomodated within the land available. a Strategic Rail Freight interchange, in order to enable the growth of the site.

Saved Policies of the 1998 Unitary Development The Scheme will provide access opportunities to the Plan proposed SRFI site.

TRA 3 New Rail Facilities The Scheme has been designed to ensure that the SRFI

The Council will support the provision of new railway can be accomodated within the land available. sidings and railhead facilities where these are proposed for economic development sites.

The Council will support the servicing of economic development sites by the rail network where feasible. It is envisaged that opportunities for such provision relate primarily to sites in the Southern Corridor and the former Parkside Colliery.

Table 8.2: Compliance with St. Helens Council Local Policy

8.3 Warringtons Local Policy

Policy Reference Scheme Provision

WBC Local Plan Core Strategy The Scheme provides direct access to the Primary Road

Policy CS 2 Overall Spatial Strategy Quantity and Network, and offers the opportunity for new development Distribution of Development adjacent to the proposed SRFI site.

Major Warehousing and Distribution developments will be located away from areas sensitive to heavy vehicle movements, with direct access to the Primary Road Network, and where possible with access to rail and/or the Ship Canal.

All new development should where appropriate make provision for supporting infrastructure in accordance with Policy MP10.

Policy CS 4 Overall Spatial Strategy – Transport The Scheme lies within both SHMBC and WBC, and in

Work together to assess the impacts of transport close proximiy to WMC and will provide benefits to initiatives outside of the borough to inform their residents in all neighbouring Councils. implementation and any necessary mitigation measures. Consultation with HE has been undertaken.

Early consultation with the Highways Agency will be necessary for any proposal that may affect the Strategic Road Network.

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Policy Reference Scheme Provision

Policy MP 1 General Transport Principles The Scheme provides a new Link Road providing direct

To secure sustainable development the Council and its access to the Strategic Highway Network. partners will support proposals where they:

Mitigate the impact of development or improve the performance of Warrington's Transport Network, including the Strategic Road Network, by delivering site specific infrastructure which will support the proposed level of development.

Policy MP 3 Active Travel The Scheme includes the provision of walking and cycling

The Council will expect that a high priority will be given to facilities adjacent to the new highway, in addition there the needs and safety of pedestrians and cyclists in new will be crossing points at the proposed junctions. development. Redundant sections of Parkside Road and Winwick Lane

New development should not compromise and should will also be utilised as pedestrian and cycle routes. contribute to enhancing and developing integrated networks of continuous, attractive and safe routes for walking and cycling. This should include appropriate segregation of users and appropriate priority should be given to users at junctions.

Policy MP 5 Freight Transport The Scheme will provide direct access to the Strategic

The Council will encourage development which generates Highway Network via M6 J22, and will facilitate the significant movement of freight to locate on sites which are development of the SRFI site providing rail connections served by rail and / or water or where such facilities can be accross the UK. provided as part of the development. Where such opportunities are not available, such development should be located where there is good access to the Primary Road Network.

Policy MP 7 Transport Assessments and Travel The TA has demonstrated that overall the impact of the Plans Scheme can be accommodated within the existing

The Council will require all development to: Highway Network.

Demonstrate that it will not significantly harm highway safety and that trips generated by the development can adequately be served by Warrington's Transport Network.

Identify where there are any significant effects on Warrington's Transport Network and/or the environment and ensure appropriate mitigation measures including any necessary transport infrastructure are in place before the development is used or occupied.

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Policy Reference Scheme Provision

Planning Obligations SPD (2017) The TA has demonstrated that overall the impact of the

This Supplementary Planning Document (SPD) sets out Scheme can be accommodated within the existing WBC’s approach to seeking planning obligations for the Highway Network. provision transport/travel infrastructure required as a result of new development.

It has been prepared to supplement the following Local Plan Core Strategy (LPCS) policies (specifically relevant to this Scheme) including:

• CS4 Overall Spatial Strategy – Transport; • MP7 Transport Assessments and Travel Plans; and • MP10 Infrastructure.

It notes that planning obligations relating to site specific highway and transport works will be sought for all types of developments where there is an impact on the transport network, as defined and identified through appropriate assessment.

WBC Local Transport Plan 3 (2011) The Scheme will assist with meeting Warringtons LTP 3

This document sets out Warrington’s Local Transport Plan objectives through improving local and strategic Strategy for the period 2011-2030, providing a strategic connectivity, supporting economic growth and enhancing approach to setting local transport policies and deciding cross boundary travel. where to target future investment to improve transport.

Specific LTP3 Objectives include:

To build and manage a transport network that:

• Enables the regeneration of the Borough and supports economic growth;

• Maintains the highway, minimises congestion for all modes of travel and enables Warrington’s ‘smart growth’;

• Improves everyone’s access to health, employment, education, culture, leisure and the natural environment;

• Enhances the image and profile of the place; and

• Integrates with transport networks outside Warrington to enhance the sustainability of cross boundary travel.

Warrington’s Sustainable Community Strategy The Scheme will facilitate econimic benefit to residents in

SCS Vision: WBC.

By 2030, Warrington will be recognised as one of the best places to live and work in the UK, where everyone enjoys an outstanding quality of life.

Table 8.3: Compliance with Warrington Local Policy

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9. TRANSPORT IMPACTS

9.1 General Observations

In overall terms, the proposed Scheme is not expected to result in significant traffic or transport issues, beyond the existing situation. The individual junction assessments have demonstrated that the junctions will operate within capacity in 2020 and 2030, including the predicted development traffic that the new Link Road may facilitate.

Junctions 1, 4 and 6 (as presented in Table 3.7) exceed capacity in the DM scenario and these impacts are not directly attributed to the PLR Scheme therefore no further mitigation has been proposed.

There are two exceptions; the M6 Junction 22, which already has capacity issues and is programmed for improvements works in 2019/2020, and the A572 (Southworth Road & Newton Road) / A573 (Parkside Road & Golborne Dale Road) staggered priority junction for which mitigation has been proposed.

9.2 Accessibility and Integration

A review of public transport, walking and cycling facilities demonstrates that there are sufficient facilities to support future development within the area. The Scheme includes the provision of walking and cycling facilities adjacent to the Link Road.

9.3 Safety

No specific traffic safety related concerns have been identified in relation to the proposed Parkside Link Road.

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10. CONCLUSION

In conclusion, this Transport Assessment has considered the transport issues relating to the proposed Parkside Link Road. The proposed Scheme will comprise 3.3km of single and dual carriageway road extending from the A49 to Junction 22 on the M6 motorway.

On review it is considered that overall the proposed Scheme will not result in significant transport related issues or impact on the operation, safety or amenity of local transport networks. In general, there is traffic relief and benefit in the northern area of Newton-Le-Willows and M6 J23, relief throughout the Winwick area and marginal relief around Lowton on A580. There are however, increases in traffic along the northern section of Parkside Road, Winwick Lane and M6 J22, and impacts in central and southern areas of Newton-le-Willows.

However, as discussed in Section 7.3, HE are committed to delivering an improvement scheme to the M6 J22 which will take into account the trips generated from the proposed scheme. In addition, mitigation has been proposed for the A572 Southworth Road / A572 Newton Road / A573 Parkside Road / A573 Golborne Dale Road staggered priority junction.

It should be noted that the proposed scheme is for the Link Road only. The scheme will facilitate development within the area, but any proposed development will be subject to separate planning application and assessment of impact on the local highway network.

The proposed development is found to be compliant with transport policy and the Scheme offers a unique opportunity to develop the surrounding area. The site will offer good integration with the existing local transport networks, such as walk/cycle, bus.

Therefore, it is considered that the proposed Parkside Link Road should be supported from a transport and highways perspective.