PLR.JMB.1

PROOF OF EVIDENCE: DESIGN OF THE SCHEME

JONATHAN M BAYLISS C.Eng MICE BSc.Eng ACGI

(APP/H4315/V/20/3253230 - A49-A573 LINK (St Helens) APP/M0655/V/20/3253232 - A49-A573 LINK ROAD (Warrington))

Contents

1.0 Introduction ...... 1 Scope of Evidence...... 1 Structure of Evidence ...... 1 Statement ...... 2 2.0 Development Description ...... 3 Site Location...... 3 Development Proposals ...... 3 Existing Road Network ...... 3 Route Selection / Preferred Route ...... 4 Forecasts ...... 5 Drainage ...... 5 Provision for Public Transport ...... 6 Provision for Walking and Cycling ...... 6 Network Improvements ...... 7 M6 Junction 22 Plans ...... 7 A49/A572 Junction (Mill / Church / Southworth Road) Plans ...... 8 A572/A573 Junction (Southworth Road / Golborne Dale Road / Parkside Road / Newton Road) Plan ...... 9 3.0 Design – Links and Junctions ...... 10 Design Standards ...... 10 A49 Winwick Road / Parkside Link Road West Junction Plan ...... 10 Parkside Link Road West ...... 11 Parkside Link Road West / A573 Parkside ...... 12 A573 Parkside Road South (South of Parkside Link Road West) ...... 13 A573 Parkside Road South (over M6) ...... 14 A573 Parkside Road South (North of M6) ...... 15 Parkside Link Road East / A573 Parkside Road ...... 15 A573 Parkside Road West ...... 16 Parkside Link Road East ...... 17 Parkside Link Road East / A579 Winwick Lane Roundabout ...... 17 A579 Winwick Lane ...... 18 Mitigating Works ...... 19 Departures from Standards ...... 19 4.0 Consultation ...... 23 Highways ...... 23 St Helens Borough Council (as Authority) ...... 23 Warrington Borough Council (as Highway Authority) ...... 24 5.0 Rule 6 Parties’ Representations and Statements of Case ...... 26 St Helens Council ...... 26 Warrington Borough Council ...... 26 Rule 6 Parties ...... 26 Other Representations ...... 27 6.0 Inquiry Issues ...... 28 7.0 Summary and Conclusion ...... 29 Summary ...... 29 Conclusions ...... 29

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1.0 Introduction

1.1 My name is Jonathan Bayliss. I have a BSc (Eng) Degree in Civil Engineering awarded by Imperial College London upon my graduation in 1976. I have been a Chartered Civil Engineer (MICE) with the Institute of Civil Engineers since 1981.

1.2 I have worked in the civil engineering industry for 44 years and been mainly involved in major schemes that include highways, bridgeworks and rail.

1.3 I am a Technical Director with Ramboll UK in Chester and regularly undertake Highways Technical Lead roles on major infrastructure schemes.

1.4 I am familiar with the Parkside area and the wider area in question, having been Lead Highway Engineer for Gifford, while working on the Mersey Gateway project for Halton Borough Council.

1.5 To date, I have not been involved with the design development or detailed design of the scheme, although I have been consulted in a technical capacity on the proposals for some discrete elements.

Scope of Evidence

1.6 Within this Proof of Evidence, I propose to explain the approach taken to the development of the Engineering Design of the Parkside Link Road scheme, encompassing route selection, accommodation of, and interface with development proposals and the existing highway network, highway alignment for link and junction design, drainage, signage, public transport and non-motorised user facilities.

Structure of Evidence

1.7 My Proof of Evidence will be structured as follows;

 Introduction o Qualifications o Scope & Structure o Statement  Development Description o Site Location

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o Development proposals o Existing highway network o Route selection o Public Transport o Walking and Cycling o Network Improvements  Design – Links and Junctions o Design Standards o Highway Links and Junction Layouts o Departures from Standards  Consultations  Representations and Statements of Case  Inquiry Issues  Summary and Conclusions

Statement

1.8 The evidence which I have prepared and provide for this public inquiry (References APP/H4315/V/20/3253230 and APP/M0655/V/20/3253232) in this proof of evidence is true and has been prepared and is given in accordance with guidance of my professional institutions and I confirm the opinions expressed are my true and professional opinions.

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2.0 Development Description

Site Location

2.1 The application site covers an area of approximately 38 hectares located to the south east of Newton-le-Willows. It is 3.3 kilometres in length and lies within the administrative areas of St Helens and Warrington.

Development Proposals

2.2 Development proposals for any adjacent plots are separate from the proposed Parkside Link Road as considered in this evidence.

2.3 The proposed Highway Link and Junction Designs have been developed to accommodate traffic levels associated with the types of development, and likely programme for implementation across 3 phases, as agreed with St Helens Borough Council and Warrington Borough Council Planning Departments.

2.4 For Phase 1 only (as brought forward by the Parkside Phase 1 Joint Venture) the alignment from the A49 and the plot access locations have been fixed in agreement with St Helens and the Phase 1 JV.

Existing Road Network

2.5 The existing road network impacted by the proposed scheme includes:

 A49 between Winwick and Newton-le-Willows  Parkside Road between Hermitage Green and Southworth  A579 Winwick Lane east of M6 Junction 22  Barrow Lane between Winick lane and Parkside Road  M6 Junction 22  A49/A572 Junction (Mill Lane/Church Street/Southworth Road)  A572/A573 Junction (Southworth Road/Golborne Dale Road/Parkside Road/Newton Road)

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Route Selection / Preferred Route

2.6 The project objectives are set out in the Business Case (CD 5.53) including enhanced highway access and improving connectivity for commuters. This can be considered as separate objectives related to the different groups expected to use or access the development.

 To accommodate layout aspirations for the related development sites to deliver adequate plot sizes with appropriate access;  Facilitate heavy vehicular access to developments sites from M6 and M62 avoiding residential areas;  Facilitate vehicular access to developments sites generally;  Facilitate access to developments by cyclists and improve existing connectivity within the local cycle network;  Facilitate access to developments by pedestrians and improve existing connectivity within the local network;  Facilitate access to developments using public transport and improve accessibility / frequency of services.

2.7 Six route options were considered as part of the Webtag Appraisal of Route options (CD 5.42) with differing arrangements for access to the motorway network. It is noted that there were no feasible options which could have avoided impacting on the green belt. The ‘yellow’ route was selected as the preferred option, with the following benefits.

 Utilise existing site access on A49  Retains the existing M6 Overbridge carrying Parkside Road  Provides safe junction spacing on A579 Winick Lane (from M6 J22)  Prioritises traffic between Parkside Link Road West and Parkside Road (to minimise non-residential traffic through Hermitage Green)  Enable a sustainable drainage solution in relation to the additional highway infrastructure.

2.8 Parkside West Link runs from the existing site access on A49 Winwick Road to link to Parkside Road, between Hermitage Green and the M6 Overbridge. The alignment and junction arrangement at the east end are intended to emphasise this as the ‘through’ route, and the junction layout is chosen to discourage the potential for traffic to travel through Hermitage Green.

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2.9 Parkside Road is realigned to the east of the M6 Overbridge to a new roundabout junction serving Stage 3 of the Development (potential rail served distribution centre). A new length of carriageway is provided to tie-in to Parkside Road to the north of the roundabout.

2.10 Parkside East Link will cater for development traffic to/from the M6 (and M62) and runs generally on the line of the existing Barrow Lane to a new roundabout on the A579 Winick Lane.

2.11 A new length of will be constructed to the north of the existing A579 road between the new roundabout and M6 Junction 22. A new length of carriageway is provided to tie-in to the west of the roundabout. The existing carriageway is retained to service existing properties with separate access from the new roundabout.

Traffic Forecasts

2.12 The design accommodates the forecast traffic levels that have been derived from the Parkside Link Road Traffic Model (PLRTM), the details of which have been reported in the Parkside Link Road Local Model Validation Report (CD 5.23), Forecasting Report, CD 5.24), and Transport Assessment Report (CD 5.25), and as covered in the Traffic and Transportation Proof of Evidence provided by Nigel Roberts. And included as core documents.

Drainage

2.13 The proposed development (PLR) west of the M6 falls within the catchment of Oswald’s Brook, which crosses the link road and which then flows south then west around the Phase 1 development to outfall into Newton Brook to the west of A49 Winwick Road.

2.14 The proposed development (PLR) east of M6 falls within the catchment of Cockshot Brook which flows to the south east from the area of the new roundabout at Winwick Lane.

2.15 Rainfall events are expected to increase in size and frequency as a result of climate change, with increased flows into watercourse and increased frequency and severity of flooding. This increase has been considered in the design with a climate change

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increase of 40% applied to design rainfall events used to size networks and attenuation.

2.16 Further the provision of the development , footways and cycleways across greenfield sites will reduce infiltration into the ground, and would result in run-off reaching the watercourse more quickly with larger peak flows and an adverse impact on flooding, both adjacent to the development and further downstream, notwithstanding the impact of climate change. The drainage networks for the development have been designed in accordance with Sustainable Urban Drainage System (SUDS) principle, providing storage and controls to ensure the flows reaching the outfalls is no greater than without the development (i.e. green-field run-off rates). This is achieved by a combination of swales and attenuation ponds. The development drainage system and storage for the road is independent of any inflow from the Phase1, 2 or 3 developments, for which separate provision will be required.

2.17 Further detail is contained within the Drainage Strategy and Flood Risk Assessment (CD 5.29).

Provision for Public Transport

2.18 The current design proposals do not detail public transport facilities as initial development stages are considered to be adequately served, due to the proximity of existing public transport facilities on the A49 Winick Road i.e. existing bus routes and rail facilities.

2.19 However, as developments increase demand, services along the new roads may become viable. The carriageway widths provided are suitable to accommodate future public transport provision with on-line bus-stops and there are a number of locations where bus lay-bys could be added in future if required.

Provision for Walking and Cycling

2.20 The design provides for a continuous pedestrian/cyclist link along the whole length of Parkside Link Road (Parkside Link Road West, Parkside Road, Parkside Link Road East & Winwick Lane) from the A49 in the west to the M6 Junction 22 in the east.

2.21 The A49/PLRW facilities will link to the proposed A49 footway/cycleway improvement scheme.

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2.22 Footway/ will be improved to the north side of Winwick Link Road west of M6 Junction 22 to tie-in with existing facilities at Waterworks Lane.

Network Improvements

2.23 Outside of the scheme proposals being considered in this Public Inquiry, there are three associated junction improvement schemes that will be brought forward by the Parkside Link Road Team in order to mitigate the effects of increasing and/or re- assigned traffic as result of the opening of Parkside Link Roads and their associated developments.

M6 Junction 22 Plans

2.24 Junction Improvements are being designed in order to satisfy the requirements of the following Planning Condition:

Junction 22 of the M6 shall not commence unless and until full design and construction details of the required improvements to Junction 22 of the M6, as shown in outline in Drawing PD-RAM-01-1200-SK-C-001 (CD 5.43) prepared Ramboll), have been submitted to and approved in writing by the Local Planning Authority. The details to be submitted shall include:

 How the scheme interfaces with the existing highways alignment, details of the carriageway marking and lane destinations.  Full signing and lighting requirements.  Confirmation of full compliance with current Departmental Standards (DMRB) and Policies (or approved relaxations/departures from standards).  An independent Stage 2 Road Safety Audit (taking account of any Stage 1 Road Safety Audit recommendations) carried out in accordance with current Departmental Standards (DMRB) and Advice Notes.

The approved improvements shall be implemented in full prior to the opening to general traffic of the development hereby approved.

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2.25 The existing junction operates as a free flow “give way” circulatory with north and south entry/exit roads plus motorway on/off slips.

2.26 The proposals are to signalise the M6 J22 Winwick (roundabout gyratory), along with providing pedestrian facilities linking the south of the junction (Winwick Link Roads junction with Waterworks Lane) with the new facilities to be built as part of the Parkside Link Road scheme.

2.27 Further development of the junction improvement has been undertaken in consultation with officers of Warrington Borough Council, as highway authority. The agreement of the parties to the suitability of the developing design is confirmed in the Statement of Common Ground for Transport and Design Warrington (CD 5.165).

A49/A572 Junction (Mill Lane / Church Street / Southworth Road) Plans

2.28 Junction Improvements are being designed in order to satisfy the requirements of the following Planning Condition:

A mitigation scheme for the Southworth Road/Church Road/Mill Lane junction based upon the drawing PD-RAM-01-00-SK-C-0042 Rev I02 as before shall be submitted to and agreed in writing with the local planning authority. The agreed mitigation scheme shall be implemented before the first use of the road hereby approved.

2.29 The existing junction is a three-arm signalised junction with pedestrian on demand push button facilities. The speed limit through the junction along all three approach roads is 30mph. The existing junction is illuminated.

2.30 The proposal is to amend the existing layout of the signalised junction to increase junction capacity and introduce enhanced pedestrian and cycle crossing facilities by creating a dedicated left-turn lane from Southworth Road to Mill Lane, along with a dedicated right-turn lane from Mill Lane to Southworth Road.

2.31 Further development of the junction improvement has been undertaken in consultation with officers of St Helens Council, as highway authority. The agreement of the parties to the suitability of the developing design is confirmed in the Statement of Common Ground for Transport and Design St Helens (CD 5.164).

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A572/A573 Junction (Southworth Road / Golborne Dale Road / Parkside Road / Newton Road) Plan

2.32 Junction Improvements are being designed in order to satisfy the requirements of the following Planning Condition:

A mitigation scheme for the A572/A572/A573/A573 junction based upon the mitigation measures outlined in Section 7 of the Transport Assessment shall be submitted to and agreed in writing with the local planning authority. The agreed mitigation scheme shall be implemented before the first use of the road hereby approved.

2.33 The existing junction operates as a free flow “give way” staggered crossing with very limited and uncontrolled points in the form of splitter islands. The speed limit through the junction along Southworth Road / Newton Road is 30mph. The northbound approach from Parkside Road is signed as National Speed Limit. The Golborne Dale Road has a signed 30mph limit.

2.34 The proposal is to signalise the junction and amend the existing layout to increase junction capacity and introduce enhanced pedestrian and cycle crossing facilities by creating a dedicated right-turn lane from Parkside Road to Newton Road.

2.35 Further development of the junction improvement has been undertaken in consultation with officers of St Helens Council, as highway authority. The agreement of the parties to the suitability of the developing design is confirmed in the Statement of Common Ground for Transport and Design St Helens (CD 5.164).

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3.0 Design – Links and Junctions

3.1 Section 3 describes the key design features of the individual links and junctions and their interface with existing infrastructure which together comprise the development.

Design Standards

3.2 The highway alignments for the Project have been designed in accordance with the standards set out in the Design Manual for Roads and , DMRB. The standards used for the design of the various junction arrangements are considered appropriate. In particular, the following design standards have been consulted and utilised:

a. TD 9/93 Highway Link Design (CD 5.111) b. TD 16/07 Geometric Design of (CD 5.112) c. TD 27/05 Cross-Sections and Headrooms (CD 5.110) d. TD 50/04 Geometric Layout of Signal Controlled Junctions and Signalised Roundabouts (CD 5.113)

3.3 The roads will be surfaced with a Hot Rolled Asphalt surface course bitumen wearing course, or equivalent, designed for the expected level of HGV usage. White lining will be provided to current highways standards, as will signing in accordance with Traffic Signs Regulations and General Directions and DMRB. Highway lighting is to be provided over the full length of the road.

A49 Winwick Road / Parkside Link Road West Junction Plan

3.4 The western junction of Parkside Link Road West is located on A49 Winwick Road at the position of the former colliery site access. The upgraded junction will be signalised and provides 2 lane approaches on all arms, with widening to the east of A49 and is able to accommodate HGV traffic.

3.5 The junction will incorporate controlled phases for pedestrians and advanced stop lines for cyclists. The proposed layout is shown in Figure 3-1. Operational issues are addressed in Mr Roberts’ evidence.

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Figure 3-1

Parkside Link Road West

3.6 Parkside Link Road West connects the A49 Winwick Road with the existing Parkside Road, and has been designed for a Design Speed of 70kph (normally associated with 40mph speed limit). The proposed speed limit for the first 800m will be 30 mph.

3.7 The cross section from the A49 Winwick Road junction (Ch:0) to a pedestrian crossing (Ch780) is as shown in Figure 3-2 and incorporates a central ghost island to accommodate turning vehicles at development accesses and facilities for pedestrians and cyclists to both sides serving Phases 1 and 2 developments.

Figure 3-2

3.8 The cross section from the pedestrian crossing (Ch780) to the junction with Parkside Road South (Ch1410) is as shown in Figure 3-3 and incorporates facilities for

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pedestrians and cyclists to the north side only. Further the design incorporates a drainage swale to the north side to mitigate drainage run-off from the road, and simple verge to the south side. There are no development or other accesses within this length.

Figure 3-3

3.9 The design is generally compliant with all highway standards including horizontal and vertical alignments, junction layout and spacing, and visibility to low and high objects. The layout of the eastern junction, as described below, will require 4 departures.

3.10 Parkside Link Road West will, for the majority of its length, adopt a combined kerb and drainage system (CKD) linked to attenuating storage. The eastern section will adopt a traditional kerb and gully system linked to attenuation storage. The storage will be provided by a mixture of swales, attenuation ponds and underground storage tanks, and is appropriately sized to accommodate increased rainfall events associated with climate change. In all cases the outfall will be controlled limiting the flow to the equivalent of greenfield or pre-development run-off rates.

Parkside Link Road West / A573 Parkside Road Junction

3.11 Parkside Link Road West will connect to the existing A573 Parkside Road at its eastern end. The junction has been configured to discourage non-local traffic from travelling through Hermitage Green. The resulting layout incorporates 4 departures which are discussed below.

3.12 The junction will incorporate controlled phases for pedestrians and cyclists and advanced stop lines for cyclists. The proposed layout is shown in Figure 3-4. Operational issues are addressed in Mr Roberts’ evidence.

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Figure 3-4

3.13 The immediate junction area will connect to the existing highway drainage network along Parkside Road.

A573 Parkside Road South (South of Parkside Link Road West)

3.14 Parkside Road South between Hermitage Green and the new junction with Parkside Link Road West will be realigned to suit the amended junction priority. It has been designed for a Design Speed of 70kph (normally associated with 40mph speed limit and the current speed limit through hermitage Green). The cross section is as shown in Figure 3-5 and incorporates provision for pedestrians and cyclists on the west side which ties into the existing footpath from Hermitage Green.

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Figure 3-5

3.15 The alignment approaching the junction from the south adopts a 180m left-hand curve. The junction will be signal controlled with a two-lane approaches measures, including narrow and use of Trief kerbs, will be applied to further discourage travel through Hermitage Green. Trief kerbs are profiled to keep HGV wheels on the carriageway and prevent over-running of the adjacent footway. In conjunction with a narrow alignment they will create a gateway effect which HGV drivers will find difficult to negotiate. The operational aspects of the junction are covered by Mr Roberts in his evidence.

3.16 Drainage will be adjusted to re-utilise existing connections.

A573 Parkside Road South (over M6)

3.17 The alignment over the M6 overbridge is unchanged. However, the cross section is adjusted to make better provision for pedestrians and cyclists to the west side of the as indicated in Figure 3-6. To achieve this the carriageway width is 0.5m less than required by standard and is the subject of a Departure.

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Figure 3-6

3.18 The western parapet height will be increased to 1.4m to ensure a safe crossing for cyclist.

A573 Parkside Road South (North of M6)

3.19 The alignment north of the M6 extend the alignment over the bridge into the proposed roundabout. The cross section continues facilities for pedestrians and cyclists on the west side as indicated in Figure 3-7.

Figure 3-7

3.20 The road drains via a traditional kerb and gully system, into a swale and into an infiltration pond adjacent to the proposed roundabout.

Parkside Link Road East / A573 Parkside Road Roundabout

3.21 A roundabout is proposed at the north end of the extended A579 Parkside Road. The western arm will tie-in to A579 Parkside Road whilst the east arm will serve the proposed Parkside Link Road East providing the main link for developments with the motorway network. The northern arm will serve Phase 3 of the associated commercial developments.

3.22 The junction will incorporate controlled phases for pedestrians and cyclists and advanced stop lines for cyclists. The proposed layout is shown in Figure 3-8. Operational issues are addressed in Mr Roberts’ evidence.

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Figure 3-8

3.23 The junction drains via a combination of combined kerb and drainage units and traditional kerb and gully system, into a swale and in to an infiltration pond adjacent to the proposed roundabout.

A573 Parkside Road West

3.24 The works to Parkside Road West extend from the proposed roundabout serving the Phase 3 Development and Parkside Link Road East to tie-in with the existing Parkside Road. The cross section continues facilities for pedestrians (but not cyclists) on the west side as indicated in Figure 3-9.

Figure 3-9

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3.25 The road drains via a traditional kerb and gully system, into a swale and into a swale and an infiltration pond adjacent to the proposed roundabout.

Parkside Link Road East

3.26 Parkside Link Road east extends from the A573 Parkside Road Roundabout to the A579 Winwick Lane Roundabout.

3.27 The cross section from is as shown in Figure 3-10 and incorporates facilities for pedestrians and cyclists to the north side only. Further the design incorporates a drainage swale to the west side to mitigate drainage run-off from the road, and simple verge to the east side. There are no development or other accesses within this length.

Figure 3-10

3.28 The northern section of the road drains via combined kerb and drainage units into a swale on the east side of the road to an infiltration pond adjacent to the proposed Parkside Road roundabout. The south section of the road drains via combined kerb and drainage units into a swale on the east side of the road to an attenuation pond adjacent to the proposed Winwick Lane roundabout.

Parkside Link Road East / A579 Winwick Lane Roundabout

3.29 The A579 Winwick Lane Roundabout links the Parkside Link Road East with the realigned A579 Winwick Lane. In addition, two minor arms to the south side will give access to the old A579 alignment and the properties served from it. The layout is shown in Figure 3-11.

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Figure 3-11

3.30 A combination of combined kerb and drainage units and a kerb and gully drainage network drains via swales / pipes to an attenuation pond adjacent to the proposed Winwick Lane roundabout with controlled discharge into Cockshot Brook.

A579 Winwick Lane

3.31 A new length of dual carriageway will connect the Parkside Link Road East / A579 Winwick Lane Roundabout to the eastern arm of M6 Junction 22.

3.32 The cross section will be as indicated in Figure 3-12 and will include shared footway/cycleway to the north side, to link with routes across Junction 22 on the north side. The redundant A579 carriageway will be retained as shared footway/cycleway on the south side.

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Figure 3-12

3.33 The road is drained by combined kerb and drainage units and piped network / swale to the attenuation pond adjacent to the proposed Winwick Lane roundabout, with controlled discharge into Cockshot Brook.

Mitigating Works

3.34 Further works related to mitigating improvements at M6 Junction 22, A49/A572 Junction (Mill Lane/Church Street/Southworth Road) and A572/A573 Junction (Southworth Road/Golborne Dale Road/Parkside Road/Newton Road) have been agreed in consultations with the relevant highway authorities and are described in Section 4 below.

Departures from Standards

3.35 Four Departures from Standards have been reported in line with DMRB standards in relation to the proposed junction of A573 Parkside Road with Parkside Link Road West to achieve the stated aim of Warrington Borough Council to disincentivize the existing route through Hermitage Green for traffic heading to and from Winwick. Details of these departures are summarised in the following extracts;

3.36 PD-RAM-01-ZZ-REP-C-0016 - Horizontal alignment departure from TD9/93, A573 North arm (CD 5.128)

The departure is for substandard super elevation less than 5% for a horizontal alignment of 90m radius - 4 steps below desirable minimum on the A573 on the North arm (A573 Parkside Road – North of the new A573 signal A573 Junction) of the proposed at grade signalised junction between the A573 Parkside Road and Park Side Link Road West. The departure is also for non-provision of a transition curve for the 90m radius that occurs between chainage 330 and 379 (junction stop line).

3.37 PD-RAM-01-ZZ-REP-C-0017 - Horizontal alignment departure from TD9/93, A573 South arm (CD 5.129)

The departure is for substandard super elevation less than 5% for a horizontal alignment of 90m radius - 4 steps below desirable minimum on the A573 on the South

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arm (A573 Parkside Road – South of A573 Signal Controlled Junction) of the proposed at grade signalised junction between the A573 Parkside Road and Parkside Link Road West. The departure is also for non-provision of a transition curve for the 90m radius that occurs between chainage 42 and 85 (junction stop line).

3.38 PD-RAM-01-ZZ-REP-C-0018 - Departure from TD50/04 – Junction angle A573 Parkside Link Road West, Eastbound approach and A573 Parkside Road South, Southbound approach (CD 5.130)

Paragraph 5.28 states; ‘Intersection angles below 70 degrees shall be considered as departures from standards.’ The proposed layout of the A573 Parkside Road/Parkside Link Road junction results in an intersection angle of 52 degrees at the A573 signalised at grade junction between Parkside Link Road West, Eastbound approach and A573 Parkside Road South, Southbound approach.

3.39 PD-RAM-01-ZZ-REP-C-0019 - Departure from TD50/04 – Junction intersection angle A573 Parkside Road South, Northbound approach and A573 Parkside Road South, Southbound approach (CD 5.131)

Paragraph 5.28 states; ‘Intersection angles below 70 degrees shall be considered as departures from standards.’ The proposed layout of the A573 Parkside Road/Parkside Link Road junction results in an intersection angle of 50 degrees between the A573 Parkside Road South, Northbound approach and A573 Parkside Road South, Southbound approach

3.40 An amended junction layout has been adopted to meet the objective of Warrington Borough Council of discouraging traffic going through Hermitage Green. However, the layout is constrained such that the arms cannot intersect at 90deg (ideal) and at less than the minimum (50 < 70). Such layouts are not inherently less safe, but can be more difficult for drivers to read insofar as

 Priority may be less obvious to drivers;  Intervisibility within the junction may be adversely affected;  Undesirable high-speed turning movements may be possible on the obtuse angles of the junction;  Satisfactory location of secondary signals may be difficult;

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3.41 The proposed design has addressed these potential issues through careful signage and placement of signals. In this circumstance the departures will not present a significant additional risk to the safe operation of the junction and will provide benefit/ reduced risk to the residents of Hermitage Green.

3.42 These Departures have been developed in consultation with Warrington Borough Council as the relevant Highway Authority who are minded to give approval following grant of Planning Permission. This intention is also confirmed in the Statement of Common Ground for Transport and Design.

3.43 A fifth Departures from Standard has been reported in line with DMRB standards in relation to accommodating provision for NMU over the existing motorway overbridge without need to widen the structure. Details of this departures is summarised in the following extracts

3.44 PD-RAM-01-ZZ-REP-C-0020 - Departure from TD27/05 – Carriageway width on Parkside Road Bridge reduced to a minimum of 6.8m. (CD 5.132)

Figure 4.4a requires a carriageway width of 7.3m. This is a mandatory requirement as stated in Cl 3.3.2. It is proposed to provide a minimum carriageway width of 6.8m across Parkside Road Bridge on Parkside Road. Carriageway width will be below 7.3m for a maximum length of 119m. The departure is for provision of a carriageway less than 7.3m width on the A573 Parkside Road – North of the new A573 signal Junction. The substandard carriageway width of less than 7.3m occurs between chainage 205 and 324. The carriageway width tapers from compliant 7.3m at chainage 205 to 6.8m at chainage 248, is a constant width of 6.8m from chainage 248 to 310 across the existing A573 bridge over the M6 and then tapers from 6.8m at chainage 310 to a compliant 7.3m at chainage 324.

3.45 The Client Brief for the scheme is to provide adequate facilities for Non-Motorised Users. The scheme retains the existing Parkside Road bridge but proposes to provide improved pedestrian and cyclist provision over the Bridge, providing a linkage between the NMU facilities on Parkside Link Road East and Parkside Link Road West. An unsegregated section of footway/cycleway will be provided along Parkside Road linking the NMU routes on Parkside Link Road East and Parkside Link Road West.

3.46 The existing bridge deck presents a fixed width to accommodate both highway and non-motorised users. Given that deck widening would not be an economic option, in

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order to provide a consistent route for pedestrians and cyclists, the carriageway is reduced by 0.5m to provide a minimum width of shared cycle/footway of 3.5m with 0.5m margin strip against the carriageway. The proposed carriageway width is more than sufficient for 2 HGV’s to pass (Manual for Street 1 Table 7.1 suggests a minimum of 5.5m is needed for 2 HGV to pass, and practically 6.1m (20 ft) is often applied) Given this occurs over a limited length and on a straight alignment and with the risk of encountering cyclist removed, the departure will not present a significant additional risk to the safe operation of the road and will provide benefit/ reduced risk to non-motorised users.

3.47 This Departures have been developed in consultation with St Helens Borough Council as the relevant Highway Authority who are minded to give approval following grant of Planning Permission. This intention is also confirmed in the Statement of Common Ground for Transport and Design.

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4.0 Consultation

Highways England

4.1 Highways England were consulted in respect of the mitigating Works at M6 J22, which included: -

 Full junction signalisation  Amended entry geometry  Amended lining  Improvements to routes for pedestrians/cyclist across the junction

4.2 The Mitigating Works do not directly impact Highways England assets (this being limited to the junction slip roads). The infrastructure to be amended is the responsibility of Warrington Borough Council (see below) Consultation resulted in a number of iterations of the design.

4.3 The presented design solution has been agreed with Highways England and accepted as meeting their full requirements at this location. This is confirmed at paragraph 7.21 of the St Helens Planning Committee Report (CD 5.45).

4.4 It is my understanding that St Helen’s Council (as promoter of the Scheme) is aware of and agrees to take forward the measures agreed with Highways England as an integral part of the Works.

St Helens Borough Council (as Highway Authority)

4.5 St Helens Borough Council were consulted in their role as highway authority in respect of the general layout of the development road network and associated infrastructure within their remit.

4.6 St Helens Borough Council were further consulted in respect of proposals to amend the existing layout of the signalised junction A49/A572 Junction (Mill Lane/Church Street/Southworth Road) to increase junction capacity and introduce enhanced pedestrian and cycle crossing facilities by creating a dedicated left-turn lane from Southworth Road to Mill Lane, along with a dedicated right-turn lane from Mill Lane to Southworth Road.

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4.7 St Helens Borough Council were further consulted in respect of proposals to amend the existing layout of A572/A573 Junction (Southworth Road/Golborne Dale Road/Parkside Road/Newton Road) to signalise the junction and amend the existing layout to increase junction capacity and introduce enhanced pedestrian and cycle crossing facilities by creating a dedicated right-turn lane from Parkside Road to Newton Road.

4.8 The presented design solutions have been agreed with St Helens Borough Council and accepted as meeting their full requirements at these locations. This is confirmed in paragraphs 68 & 70 of the Statement of Common Ground St Helens for Design and Transport (CD 5.164).

4.9 It is my understanding that St Helen’s Council (as promoter of the Scheme) is aware of and agrees to take forward the measures agreed with St Helens Borough Council (as Highway Authority) as an integral part of the Works.

Warrington Borough Council (as Highway Authority)

4.10 Warrington Borough Council were consulted in their role as highway authority in respect of the general layout of the development road network and associated infrastructure within their remit.

4.11 Warrington Borough Council were further consulted in respect of the mitigating Works at M6 J22, which included: -

 Full junction signalisation  Amended entry geometry  Amended lining  Improvements to routes for pedestrians/cyclist across the junction

4.12 The infrastructure to be amended is the responsibility of Warrington Borough Council as the Highway Authority. Highways England (see above) have responsibility for the junction slip roads. Consultation resulted in a number of iterations of the design.

4.13 Warrington Borough Council were further consulted in respect of the proposed junction layout at Parkside Link Road West and Parkside Road, with a view to discouraging the volume of non-residential traffic through Hermitage Green.

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4.14 The new junction will be the responsibility of Warrington Borough Council as the Highway Authority.

4.15 The presented design solutions have been agreed with Warrington Borough Council and accepted as meeting their full requirements at these locations as confirmed in paragraphs 53 of the Statement of Common Ground for Transport and Design Warrington (CD 5.165).

4.16 It is my understanding that St Helen’s Council (as promoter of the Scheme) is aware of and agrees to take forward the measures agreed with Warrington Borough Council as an integral part of the Works.

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5.0 Rule 6 Parties’ Representations and Statements of Case

St Helens Council

5.1 I have reviewed the Statement of Case on behalf St Helens Council (CD 5.68) (as LPA) and noted the following points related to my area of expertise.

Transport Traffic and Highway Safety

5.2 (5.71) Contrary to this statement it is my understanding the development (Parkside Link Road) will have a minor positive impact and serve to mitigate the impact of Phase 1 development. This is addressed in detail by Mr Roberts in his evidence.

5.3 (5.72) Contrary to this statement it is my understanding that the links and junctions have been designed to cater for traffic associated with the completed developments including Phase 2 and SRFI. This is addressed in detail by Mr Roberts in his evidence.

5.4 (5.73) It is noted that St Helens deem the road to be appropriate for the anticipated pedestrian/cycle demand.

Flooding and Drainage

5.5 (5.114) It is noted that St Helens Council consider that the surface water drainage system (based on SUDS) is an appropriate use within the flood zone it falls within, and that it would not increase flood risk elsewhere.

Warrington Borough Council

5.6 I have reviewed the Statement of Case on behalf Warrington Borough Council (CD 5.69) and noted the following points related to my area of expertise.

5.7 Condition 4 – It is noted that the drainage scheme design has adopted a sustainable approach in compliance with proposed Condition 4.

Rule 6 Parties

5.8 I have reviewed the Representations by Rule 6 Parties and noted the following points related to my area of expertise.

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Parkside Action Group (PAG)

I have reviewed the Statement of Case by Parkside Action Group (CD5.71). Having considered the document it appears to me that the representations do not raise any issues concerning the design of the scheme relevant to my area of design expertise.

Other Representations

5.9 To the best of my knowledge there are no other Representations to be reviewed.

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6.0 Inquiry Issues

6.1 There are no issues of particular interest to the inquiry which fall within my area of expertise (CD 5.77).

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7.0 Summary and Conclusion

Summary

7.1 My name is Jonathan Bayliss. I have a BSc (Eng) Degree in Civil Engineering and have been a Chartered Civil Engineer (MICE) since 1981. I have worked in the civil engineering industry for 44 years and been mainly involved in major infrastructure schemes that include highways, bridgeworks and rail. I am currently a Technical Director with Ramboll and regularly undertake Highways Technical Lead roles on major infrastructure schemes.

7.2 Within my Proof of Evidence, I have explained the approach taken to the development of the Engineering Design of the Parkside Link Road scheme, encompassing route selection, accommodation of and interface with development proposals and the existing highway network, highway alignment for link and junction design, drainage, public transport and non-motorised user facilities.

7.3 I have reported on consultations with Highways England, St Helens Council (as highway authority), and Warrington Borough Council (as highway authority) and noted undertakings by St Helen’s Council (as promoter) to implement agreed mitigation measures at three junction remote from the main works.

7.4 I have reviewed and commented on the Statement of Case on behalf St Helens Council, Warrington Borough Council and the Parkside Action Group (PAG). There are no issues of particular interest to the inquiry which fall within my area of expertise.

Conclusions

7.5 The preferred route satisfies the project objectives and accommodates identified constraints.

7.6 The presented design solutions have been carefully considered though extensive consultations with relevant stakeholders.

7.7 The presented design solutions safely implement the preferred route in compliance with relevant standards, permitted relaxations and limited Departures (5).

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7.8 The presented design solutions include appropriate improvements at three remote junctions, impacted by increases or re-assignment of traffic.

7.9 The presented drainage design provides a sustainable solution, attenuated to prevent any increase in discharge to local watercourses.

7.10 The presented design caters fully for pedestrians and cyclists.

7.11 The scheme is able to cater for an expansion of public transport routes using the new links as demand from new developments increases.