Barnacre Road,

Transport Statement

October 2014

PROPOSED RETIREMENT LIVING HOUSING ACCOMMODATION FOR THE ELDERLY BARNACRE ROAD, LONGRIDGE, PRESTON

PLANNING APPLICATION BY MCCARTHY AND STONE RETIREMENT LIFESTYLES LIMITED

TRANSPORT STATEMENT

Report by: Robbie Donaldson

Bryan G Hall Consulting Civil & Transportation Planning Engineers Suite E8, Joseph’s Well, Hanover Walk, Leeds, LS3 1AB

Ref: 14-375-001.02

October 2014

CONTENTS

1.0 INTRODUCTION 1

2.0 DESCRIPTION OF THE APPLICATION SITE AND ADJACENT HIGHWAY 3

3.0 CONSIDERATIONS RELATING TO SUSTAINABILITY 5

4.0 NATURE OF THE PROPOSED DEVELOPMENT AND SITE ACCESS ARRANGEMENTS 9

5.0 DEVELOPMENT TRAFFIC GENERATION 11

6.0 PARKING PROVISION 16

7.0 SUMMARY AND CONCLUSIONS 19

APPENDICES

Appendix BGH1 Site Access Arrangements and Visibility Splay Drawing

Appendix BGH2 Sample Travel Pack

Barnacre Road, Longridge, Preston Transport Statement

1.0 INTRODUCTION

1.1 This Statement has been prepared to address the highway and transportation issues associated with the proposal by McCarthy and Stone Retirement Lifestyles Limited to build a 33 unit (22 one bedroom and 11 two bedroom) Retirement Living housing development together with vehicular and pedestrian access and parking for some 23 vehicles (of which two will be disabled parking spaces) on land to the north west of Barnacre Road, Longridge, Preston. This Statement will accompany the planning application for the proposed development.

1.2 The application site currently comprises a vacant residential building with associated garden space to the rear, along with an area of grassland with a small sub-station building and associated access off Barnacre Road. The application site is broadly bound to the north by residential properties on Inglewhite Road, to the east by Inglewhite Road itself, to the south by Barnacre Road and Longridge Hall and Lodge Care Home and to the west by school playing fields.

1.3 The existing site is accessed via an access road off Barnacre Road to the south western boundary of the site. Just to the north east of this access road, there is also a gated access to a driveway and garage associated with the residential building on the application site.

1.4 The Retirement Living housing development proposes a new access for vehicles and pedestrians off Barnacre Road just to the south west of the existing access into the application site. The access will be 5.0 metres in width with a 1.8 metres wide footway to the north eastern side. The access arrangements and required visibility splays of 2.4m x 25m for a 20mph road, as set out in ‘Manual for Streets’, can be seen in the drawing attached at Appendix BGH1.

1.5 This Statement has been prepared having regard to the advice set out in the DfT publication “Guidance on Transport Assessment” (GTA). This publication identifies thresholds above which the preparation of a Transport Statement or Transport Assessment may be appropriate. Paragraph 2.11 of the publication confirms that:

“Appendix B provides suggested thresholds below which a formal assessment may not be needed and above which the preparation of a TS or a TA would be appropriate. The thresholds in Appendix B are based upon scenarios which would typically generate 30 two-way peak hour vehicle trips. Whilst there is no suggestion that 30 two-way peak hour

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vehicle trips would, in themselves, cause a detrimental impact, it is a useful point of reference from which to commence discussions.”

1.6 The Retirement Living housing development would be expected to generate up to around 54 vehicle movements per 12 hour day two-way (i.e. 27 in and 27 out). Even assuming 85th percentile trip rates the Retirement Living housing redevelopment would be expected to generate up to around 66 vehicle movements per 12 hour day two-way (i.e. 33 in and 33 out) and around 4 - 5 two- way vehicle trips during the peak hours.

1.7 The levels of daily and hourly traffic generated by the Retirement Living housing redevelopment will have no material impact upon the operation of the highway network in the vicinity of the site. Given the low traffic generation associated with the proposed Retirement Living housing redevelopment, there can be no absolute requirement for either a Transport Statement or Transport Assessment to be prepared to accompany the planning application for the proposal. Notwithstanding the above, this Statement provides information on the access, traffic generation, parking demand and accessibility issues associated with the proposed redevelopment.

1.8 This Transport Statement clearly demonstrates that the Retirement Living housing redevelopment on this site can be satisfactorily accessed, that it has sufficient on- site car parking provision to accommodate the anticipated car parking demands associated with the proposed use and that the traffic generated by it will be nominal with 4 – 5 two-way vehicle movements during the peak hours. It will therefore be concluded that the proposed Retirement Living development will have no adverse impact upon the operation of the adjacent highway network.

1.9 The proposed development of Retirement Living housing accommodation will make best use of this previously developed land. The application site is in a sustainable location and the proposed redevelopment is consistent with and will enhance the aims of current Government sustainability policy.

1.10 This Statement will conclude that no material adverse highway reasons why the proposed Retirement Living housing redevelopment should not be granted planning consent.

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2.0 DESCRIPTION OF THE APPLICATION SITE AND ADJACENT HIGHWAY

2.1 As previously identified, the proposals comprise a 33 unit (22 one bedroom and 11 two bedroom) Retirement Living housing development together with vehicular and pedestrian access and parking for some 23 vehicles (of which two will be disabled parking spaces) on land to the north west of Barnacre Road, Longridge, Preston.

2.2 The application site currently comprises a residential building with associated garden space to the rear, along with an area of grassland with a small sub-station building and associated access off Barnacre Road

2.3 The existing site is accessed via an access road off Barnacre Road to the south western boundary of the site. Just to the north east of this access road, there is also a gated access to a driveway and garage associated with the residential building on the application site.

2.4 Barnacre Road is a single carriageway two-way road running broadly in a south west to north east direction. It has a carriageway width of approximately 5.0 metres in the vicinity of the proposed site access. There is a footway to the south eastern side of approximately 1.9 – 2.0 metres in width and a footway on the north western side of approximately 1.7 metres in width along the site frontage, widening to approximately 2.2 metres in width to the south west of the proposed site access. In the vicinity of the site, Barnacre Road is subject to a 20 mph speed limit and is street lit. Barnacre Road meets Inglewhite Road by way of a simple priority junction to the east of the site.

2.5 Inglewhite Road is a single carriageway two-way road running broadly in a north to south direction. To the north of the junction with Barnacre Road, on approach to a mini roundabout junction serving a Sainsbury’s food store access, it has a carriageway width of approximately 9.2 metres with 1.3 metres wide cycle lanes on both sides of the carriageway. There is also a 3.2 metres wide footway to the western side and a 2.1 metres wide footway to the eastern side of Inglewhite Road. To the north of the junction with Barnacre Road, Inglewhite Road is subject to a 30 mph speed limit and is street lit.

2.6 To the south of the junction with Barnacre Road, Inglewhite Road has a carriageway width of approximately 7.3 metres with a 3.1 metres wide footway to the western side and a 1.7 metres wide footway to the eastern side. To the south of the junction with Barnacre Road, Inglewhite Road is subject to a 20 mph speed limit and is street lit.

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2.7 A number of facilities exist in the centre of Longridge to the south east of the site. These facilities are accessible via continuous footway provision along both sides of the carriageway on Barnacre Road, Inglewhite Road and from there onto Derby Road and Berry Lane. These facilities include a pharmacy, a post office, banks, food stores, restaurants and cafes as well as a number of other high street shops and facilities. In addition, Berry Lane Medical Centre is located on Berry Lane to the south east of the site and Longridge Community Hospital is located on St Wilfrid’s Terrace off Derby Road to the south of the site.

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3.0 CONSIDERATIONS RELATING TO SUSTAINABILITY

3.1 A choice in how people can travel will produce travel patterns that are more sustainable in environmental terms. One of the major benefits which arise from the development of sites within or adjacent to urban areas is the opportunity to provide such a choice in the mode of transport available for residents or employees. A choice of destinations close to home, shopping or the place of work will reduce travel distances and encourage a higher proportion of trips to be made on foot and by bicycle.

3.2 The National Planning Policy Framework (NPPF) sets out the Government’s planning policies for and how they are expected to be applied. At the heart of the National Planning Policy Framework is a presumption in favour of sustainable development, which should be seen as a golden thread running through both plan-making and decision-taking.

3.3 In order to deliver the objectives of this guidance, when considering planning applications, Authorities should, amongst other things accommodate housing in locations which are highly accessible by public transport, walking and cycling.

3.4 The application site is located within the centre of Longridge and is therefore surrounded by largely residential development and town centre facilities, the application site currently comprising a former residential building with associated garden space to the rear, along with an area of grassland with a small building and associated access off Barnacre Road.

3.5 With regards to facilities and amenities, there is a Sainsbury’s food store located approximately 160 metres walking distance from the centre of the application site on Inglewhite Road. There are also alternative food stores located to the south east of the site within approximately 600 metres walking distance of the centre of the site. Pedestrian dropped crossing facilities are provided where appropriate over junctions along the walking routes to these facilities. A zebra crossing is also provided across Berry Lane in the vicinity of Humber Street. There are therefore a number of supermarkets within the recommended 800 metres (10 minutes) walking distance, along with a range of other facilities, which residents may access comfortably on foot as identified in the Department for Transport (DfT) publication ‘Manual for Streets’ (MfS). MfS also states that 800 metres is not an upper limit, and that walking offers the greatest potential to replace short car trips, particularly those under 2 kilometres.

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3.6 The IHT publication ‘Guidelines for Providing for Journeys on Foot’ identifies a walking distance of 2.0 kilometres as a ‘preferred maximum’ distance for commuting, school and leisure journeys. A 2.0 kilometre catchment encompasses all of Longridge, which includes all of the aforementioned local town centre facilities. There are good footways between the application site and these facilities and no adverse gradients should residents choose to walk to these facilities.

3.7 There are existing bus stops located on Inglewhite Road within around 270 metres of the centre of the application site. These bus stops are well within the recommended 400 metre walking distance to a bus stop identified in the Institute of Highways of Transportation (IHT) publication ‘Guidelines for Providing for Public Transport in Developments’. There are also further bus stops located on Derby Road to the south of the site. The south bound bus stop is approximately 320 metres walking distance from the centre of the site and the north bound stop is approximately 460 metres walking distance from the centre of the site. There are good, well lit footways between the application site and the existing bus stops.

3.8 Although the north bound bus stop on Derby Road is located just outside of the 400 metre recommended maximum walking distance to a bus stop as recommended by the Institute of Highways of Transportation (IHT) publication ‘Guidelines for Providing for Public Transport in Developments’, it is important to understand the context of the level of public transport services in the vicinity of the site, when considering the walk distances to stops.

3.9 Indeed Paragraph 6.9 of the IHT document states that it is better for developments to be located close to public transport routes which are simple, direct and well served such as those running on Derby Road and Inglewhite Road rather than slavishly following limits on walk distances to stops. Given this advice, the additional distance which residents at the development site will be required to walk to the Derby Road public transport stop it is not considered to be a significant barrier to the use of this alternative mode of travel.

3.10 The numbers 5/5A, 5B and 35 bus services use the existing bus stops on Inglewhite Road, and the numbers 1 and 4 bus services use the existing bus stops on Derby Road. These bus services provide access to places such as Clitheroe, Whalley, Ribchester, Preston Chipping, , , Red Scar and at a frequency of around 7-8 buses per hour Monday to Saturday during the daytime, 2-3 buses per hour Monday to Saturday during the evening and 2 buses per hour on Sundays.

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3.11 Preston Railway Station is the nearest to the site, located approximately 11 kilometres south west of the site as the crow flies. This station is served by trains to destinations including , , London, Buxton, and at a frequency of approximately 15 trains per hour. The number 1 bus service, which serves the existing bus stops on Derby Road to the south of the site, runs to Station which is within approximately 1.0 kilometre walking distance of Preston Railway Station. As an alternative to walking, residents may choose to use any one of a number of connecting bus services which run from the Bus Station to the Railway Station, such as service numbers 3, 88C and 111. As such the site is considered to be accessible by public transport.

3.12 With regards cycling to local facilities, given the average age of residents occupying the development, it is highly unlikely that many will cycle. Mobility buggy stores are provided on the site together with appropriate parking and electrical charging facilities for residents who need to use this type of transport. Although no specific resident cycle parking provision is incorporated in the scheme, the mobility buggy stores can also be used to store resident and visitor cycles.

3.13 The Department of the Environment publication ‘PPG13: A Guide to Better Practice’ has been withdrawn but provides useful technical guidance and states that the bicycle is an ideal mode of transport for journeys under 8 kilometres. This publication states that cycling “has clear potential to substitute for short car trips, particularly those under 5 kilometres, and to form part of a longer journey by public transport.” All of Longridge along with areas such as Hesketh Lane, Knowle Green, Ribchester, Grimsargh, Green, Whittingham, , Stump Cross, Inglewhite and Whitechapel are accessible within the 8.0 kilometre cycling catchment area.

3.14 The proposed development is therefore within a sustainable location in terms of the availability of alternative modes of transport. It will further the aims and objectives of the Government’s Sustainable Transport Policy by promoting the use of alternative modes of transport and hence reducing the need to travel by private car.

Travel Planning 3.15 The DfT publication: “Guidance on Transport Assessment” (GTA) published in 2007 gives in Appendix B indicative thresholds of development scale when it is considered that Transport Statements, Transport Assessments and Travel Plans

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should be prepared as part of any proposed development. The thresholds are predominantly based upon traffic generated by the development.

3.16 For a Travel Plan to be required, the GTA suggests open market residential developments over 80 dwellings should qualify. This scale of residential development would typically generate around 50 trips per hour two-way during the peak traffic hours. As will be shown later in this Statement, the proposed Retirement Living housing development will generate a maximum of 5 trips per hour two-way during the peak hours. Hence, there can be no absolute requirement for a Travel Plan to be prepared as part of the proposed development.

3.17 As an alternative, at every McCarthy and Stone development, the residents occupying the apartments are provided with a Travel Pack which provides information on available retail/medical/dental services, public transport provision, taxi operators, etc, to encourage residents to give up the use of the car in favour of more environmentally friendly modes of travel.

3.18 An example of a typical Travel Pack is attached at Appendix BGH2. This has obviously been prepared for a different site but provides an example on the type of information provided to the residents of the apartments. A Travel Pack prepared specifically for the Longridge site will be distributed to residents of the apartments upon first occupation.

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4.0 NATURE OF THE PROPOSED DEVELOPMENT AND SITE ACCESS ARRANGEMENTS

4.1 In order to better understand the transport characteristics of the proposed Retirement Living housing development, it is necessary to have an understanding of the nature of the residents who will occupy it. The proposed development is designed to meet the needs of the elderly, who wish to live a relatively independent life, but in a community that provides security, companionship and assistance, particularly in the case of any emergency.

4.2 McCarthy and Stone has unrivalled experience in developing sheltered housing for the elderly, having implemented over 1000 developments throughout England, Scotland and Wales. The company also retains an on-going interest in the operation of these developments.

4.3 The communal facilities provided typically include a residents’ lounge, where the residents can meet other residents or visitors, and can hold social events. There is normally a communal laundry facility. The apartments have a number of safety features including a “care line” alarm system, allowing the residents to call for assistance, if an emergency arises. A guest suite (en suite bedroom) is normally provided to allow visitors to stay overnight.

4.4 There is a house manager who looks after the communal areas and provides residents with general assistance as required. When he or she is on duty, the residents’ alarm system would normally be connected through to the house manager. At other times it is linked to a central control, where the necessary assistance can be organised. It should be noted, however, that such developments are not nursing homes. The only “full time” member of staff is the house manager, who will not normally have any medical qualifications and who, in the event of illness or an accident, would only provide assistance as a non- qualified person, and who would summon qualified medical assistance. No restaurant facilities are provided within the development.

4.5 The age of residents will normally be restricted such that they must be 60 years of age, or over, except that where a resident over the age of 60 has a partner of 55 years of age or over, this partner may also occupy an apartment. This is normally controlled by a planning condition or legal agreement, although it is also a standard clause in the resident’s lease. The average age of entry to McCarthy and Stone Retirement Living housing developments is mid to late 70s.

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4.6 The proposed redevelopment incorporates 23 parking spaces for residents, visitors and the house manager. It is considered that this level of parking will accommodate the anticipated parking demands at all times and ensure no additional on-street parking will occur as a direct consequence of the proposed Retirement Living housing redevelopment.

4.7 Vehicular and pedestrian access to the redevelopment site will be via a proposed new access road off Barnacre Road just to the south west of the existing access into the application site. The proposed new access will be 5.0 metres in width with a 1.8 metres wide footway to the north eastern side.

4.8 The existing site access will be removed as part of the redevelopment proposals as will the access to the existing dwelling house, with the existing minimum footway width of 1.7 metres being maintained over the site frontage on the north western side of Barnacre Road.

4.9 Barnacre Road has a speed limit of 20 mph and therefore visibility splays from the site access of 2.4 x 25 metres in each direction consistent with the guidance given in ‘Manual for Streets’ (MfS) should be applied. The required visibility can be achieved looking out of the proposed site access to both the east and the west.

4.10 Within the site, the access road will be a minimum width of 5.0 metres. This is greater than a width of 4.8 metres as set out in Manual for Streets to allow two cars to pass. The access road is also wider than the minimum width required for emergency vehicle access of 3.7 metres, also set out in Manual for Streets.

4.11 A 1.8 metres wide footway will be provided on the north eastern side of the access. The footway will continue into the site along the north eastern side of the access road, providing a designated pedestrian route to the building’s main entrance. The access arrangements and required visibility splays can be seen in the drawing attached at Appendix BGH1.

4.12 Servicing of the site for refuse collection will be undertaken from the Barnacre Road site frontage, in line with current servicing arrangements for the existing properties on Barnacre Road, including the adjacent care home. The access to the refuse room is located close to the main entrance to the building, therefore the footway on the north eastern side of the access can be used to transport the bins from the refuse room to a refuse vehicle on Barnacre Road.

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5.0 DEVELOPMENT TRAFFIC GENERATION

5.1 The development proposal comprises the construction of 22 one bedroom and 11 two bedroom units of Retirement Living housing accommodation together with access, circulation and parking for 23 vehicles replacing the existing vacant residential building, associated garden space, area of grassland and small sub- station building with associated access off Barnacre Road currently on the application site.

5.2 With regards to the appraisal of potential trip generation levels, current guidance sets out that the starting point for assessment of the traffic implications of a development proposal is a comparison between the generating potential of the existing permitted and proposed land uses.

5.3 The DfT publication ‘Guidance on Transport Assessment’ (GTA) states:

“If the site of the proposed development has a current use or extant planning permission with trip patterns/volumes the net level of change left that might arise out of the new proposals should be set out.”

5.4 Given that the application site has an established use, it is clear that the Authority must pay full and detailed regard to this use, including making an allowance of the traffic generated by it within the baseline traffic forecasts. Whilst clearly the highway authority would need to take full regard of the previous use on the site, for the purpose of this Statement no estimate of the level of former usage has been made.

5.5 To establish the likely traffic generation associated with the Retirement Living proposal, surveys over a 12 hour period (07:00-19:00) have been undertaken by Dr Allan Burns at 15 Retirement Living type developments throughout the country. The results are shown in Table 1 below.

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Table 1 Traffic Generation at Retirement Living Developments Traffic Vehicle No. of Generation Development Date of Survey movements Apartments per (12 hour) Apartment Faregrove Court, Fareham 4 April 2008 48 50 (0) 1.04

Charlwood Court, Torquay 3 April 2008 39 78 (0) 2.0

Stevens Court, Winnersh 2 April 2008 34 67 (0) 1.97

Homelawn House, Bexhill on Sea 1 April 2008 81 159 (0) 1.96

Devereux Court, Woodford Green 1 March 2011 21 37 (2) 1.76

Chancellor Court, Chelmsford 1 March 2011 34 73 (0) 2.14

Hornbeam Court, Guiseley * 24 May 2011 39 46 (0) 1.18

Camsell Court, Framwellgate 23 May 2011 48 67 (2) 1.4 Moor, Durham

Fairweather Crt, Darlington * 23 May 2011 45 63 (0) 1.4

Browning Court, Fenham 24 May 2011 36 52 (0) 1.44

Cwrt Beaufort, Swansea 6 July 2011 33 47 (0) 1.42

Jarvis Court, Brackley 29 June 2011 47 95 (4) 2.02

Atkinson Court, Cosham, 28 June 2011 46 69 (0) 1.5 Portsmouth

Jubilee Court, Worthing 5 July 2011 60 113 (0) 1.88

Aiden’s View, Clarkston, Glasgow 1 Sept 2011 45 76 1.69

Totals 656 1092 (6) 1.65

The bracketed figure is the number of heavy goods vehicles recorded as visiting the development.

* Parking permits issued

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5.6 It can be seen from Table 1 that the average traffic generation rate of Retirement Living type developments based upon surveys at the 15 sites surveyed was found to be 1.65 vehicle movements per 12 hour day per apartment. The surveys also showed very few additional movements outside this 12 hour period, with most, if not all, taking place between 7:00 pm and 10:00 pm.

5.7 Based upon the average trip rate and ignoring the traffic associated with the current use of the application site, the 33 Retirement Living housing units proposed would be expected to generate around 54 vehicle movements per 12 hour day (i.e. 27 in and 27 out). Even assuming an 85th percentile trip rate, which was found to be 1.997 vehicle movements per 12 hour day per apartment, the Retirement Living housing units would be expected to generate around 66 vehicle movements per 12 hour day (i.e. 33 in and 33 out).

5.8 Also based on the surveys undertaken, it is possible to estimate a likely hourly split of this traffic generation. Assuming the 85th percentile trip rate identified above as the worst case, this breakdown is shown in Table 2 below.

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Table 2 Distribution of Trips throughout 12 Hour Day Time Period Arrivals Departures Arrivals Departures % % 0700-0800 2.6 3.1 1 1

0800-0900 6.1 5.5 2 2

0900-1000 9.8 12.0 3 4

1000-1100 8.7 11.9 3 4

1100-1200 10.0 8.6 3 3

1200-1300 10.2 10.8 3 4

1300-1400 10.2 10.0 3 3

1400-1500 10.4 8.9 3 3

1500-1600 8.5 8.0 3 3

1600-1700 10.4 9.9 3 3

1700-1800 7.6 4.9 3 2

1800-1900 5.4 6.4 2 2

Totals 99.9 100 33 33

* Rounded to the nearest whole number

5.9 This table shows very low peak hour generation, at 4 vehicle movements per hour two-way during the morning peak hour and 5 vehicle movements per hour two- way during the evening peak hour. These equate to on average one movement every 12 - 15 minutes during the peak hours. This is not unexpected as some of the residents will have retired and will not need to travel during the peak traffic hours. As a result, the vehicle movements are likely to be spread relatively evenly throughout the 12 hour day.

5.10 Even during the busiest site generation period for the development, assuming 85th percentile trip rates, the total generation would only be likely to be 7 vehicle movements per hour two-way, or on average one movement every 8 - 9 minutes.

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5.11 The traffic generated by the proposed Retirement Living use of the site is minimal during the morning and evening peak hour periods. It is therefore not considered that this level of traffic will have a detrimental effect on the local highway network. Hence, there can therefore be no highway operational reason why planning permission for the proposed redevelopment should be withheld.

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6.0 PARKING PROVISION

6.1 The adequacy of the car parking provision to serve the proposed development scheme on the redevelopment site has been determined on the basis of the applicant’s unrivalled experience of parking requirements for this type of development.

6.2 As identified previously, the average age of entry to McCarthy and Stone Retirement Living housing developments is mid to late 70s.

6.3 The proposed redevelopment incorporates 23 parking spaces (of which two will be disabled parking spaces) for residents, visitors and the house manager.

6.4 It is considered that the above level of parking will accommodate the anticipated parking demands at all times and ensure no additional on-street parking demand will occur as a direct consequence of the proposed Retirement Living housing redevelopment.

National Parking Policy 6.5 The most recent planning policy guidance is given in the National Planning Policy Framework (March 2012). With reference to car parking, it states that:-

“If setting local parking standards for residential and non-residential development, local planning authorities should take into account:-

● the accessibility of the development;

● the type, mix and use of development;

● the availability of and opportunies for public transport;

● local car ownership levels; and

● an overall need to reduce the use of high-emission vehicles’’.

6.6 With reference to this proposal, the site is in an accessible location within convenient walking distance of the existing facilities and amenities in the centre of Longridge. There is also good access to public transport services.

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Manual for Streets (March 2007) 6.7 The latest guidance is given in the DfT publication “Manual for Streets” (MfS). Section 8 of this publication deals specifically with parking issues associated with development.

6.8 Paragraph 8.3.2 of this publication quotes:

“Local Planning Authorities should, with stakeholders and communities, develop residential parking policies for their areas, taking account of expected levels of car ownership, the importance of promoting good design and the need to use land efficiently”.

6.9 The on-site car parking provision incorporated in the present scheme does take into account the expected car ownership and the need to use land efficiently.

6.10 Paragraph 8.3.6 of MfS states that:

“Provision below demand can work successfully when adequate on-street parking controls are present and where it is possible for residents to reach day-to-day destinations, such as jobs, schools and shops, without the use of a car. This will normally be in town and city centres where there will be good public transport and places can be accessed easily on foot and by cycle. For residents who choose not to own a car, living in such an area may be an attractive proposition.”

6.11 As set out previously, the application site is within convenient walking distance of the local facilities and amenities in Longridge to the south of the site to meet the majority of the everyday needs of residents. The application site is also within convenient walking distances of the existing public transport routes. It is clear that residents will be able to reach local facilities in the town centre without the need to use a car.

6.12 Paragraph 8.3.13 of MfS recommends that:

“...in most circumstances, at least some parking demand in residential and mixed use areas is met with well-designed on-street parking”.

6.13 The level of car parking provision on the application site is based upon the applicants’ unrivalled experience of the parking requirements of all of its existing Retirement Living housing. The level of parking provision on the site is adequate for the intended use and there is little or no likelihood of any car parking

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occurring outside of the site as a direct consequence of the proposed redevelopment.

General Comment 6.14 McCarthy and Stone has considered the level of car parking to be provided at its developments over a number of years. It is now the normal practice of the company to sell parking permits for the number of spaces allocated as resident parking spaces. This approach has been taken at a number of the company’s recent developments, where the proceeds of the sales are allocated to the fund used to maintain the development, which is to the overall benefit of residents.

6.15 The main benefit of this approach is that potential residents will know, in advance of purchasing an apartment, whether or not they will have a parking space. If they cannot acquire a permit, they will have three possible options. The first is to give up car ownership. The second option would be to make some other parking arrangements, such as renting a garage nearby. The final option for potential residents who make the decision to keep the car is not to purchase the apartment.

6.16 The previous approach of the company was to operate on a “first-come first- served” basis for the use of the parking spaces. This had the potential for more residents to own cars than the spaces available in the development. This could potentially cause problems for residents and also potentially for the adjoining highway network. The use of permits removes any uncertainty for residents and potential problems in the area.

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7.0 SUMMARY AND CONCLUSIONS

7.1 This Statement has been prepared to address the highway and transportation issues associated with the proposal by McCarthy and Stone Retirement Lifestyles Limited to build a 33 unit (22 one bedroom and 11 two bedroom) Retirement Living housing development together with vehicular and pedestrian access and parking for some 23 vehicles (of which two will be disabled parking spaces) on land to the north west of Barnacre Road, Longridge, Preston. This Statement will accompany the planning application for the proposed development.

7.2 The application site currently comprises a vacant residential dwelling with associated garden space to the rear, along with an area of grassland with a small sub-station building and associated access off Barnacre Road. The application site is broadly bound to the north by residential properties on Inglewhite Road, to the east by Inglewhite Road, to the south by Barnacre Road and Longridge Hall and Lodge Care Home and to the west by school playing fields.

7.3 As a worst case, based upon the 85th percentile trip rate determined from surveys at other Retirement Lifestyle developments, the proposed 33 Retirement Living housing units would be expected to generate around 66 vehicle movements per 12 hour day (i.e. 33 in and 33 out). Very low peak hour generation has also been indicated, at 4 - 5 vehicle movements per hour two-way during both the morning and evening peak hours.

7.4 The Statement clearly demonstrates that the Retirement Living housing redevelopment on this site can be satisfactorily accessed, and that it has sufficient on-site car parking provision to accommodate the anticipated car parking demands associated with the proposed use.

7.5 The site is in a highly sustainable location in the centre of Longridge with good access to public transport. A Travel Pack will be distributed to all residents containing information on sustainable travel options in the area.

7.6 The proposed redevelopment will make best use of this previously developed land and the current proposed development is consistent with and will enhance the aims of current Government development/sustainability policy.

7.7 It is therefore concluded that there are no defensible highway reasons why the proposed Retirement Living development should not be granted a planning consent, subject to the formation of the new vehicular and pedestrian access off Barnacre Road, maintaining the existing minimum footway width of 1.7 metres

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14-375-001.02

Barnacre Road, Longridge, Preston Transport Statement

across the site frontage on the north western side of Barnacre Road and the preparation and distribution to all residents of the Travel Pack.

20

14-375-001.02

Registered Office London Office

Suite E8 Joseph’s Well Suite 17 & 18 Lighterman House Registered in England & Wales Hanover Walk 26-36 Wharfdale Road Co No: 414802 Leeds LS3 1AB London N1 9RY

VAT No: 399 4601 07 Telephone: 0113 246 1555 Telephone: 0203 077 2162

Email: [email protected] Website: www.bryanghall.co.uk

APPENDIX BGH 1 Client: CONSULTING CIVIL & TRANSPORTATION PLANNING ENGINEERS B R Y A N Copyright Reserved Bryan G Hall Ltd. G H A L

2.4m x 25m Visibility Splay

Title Project:

2.4m x 25m Visibility Splay Scale: Job No: Rev: Amendment: DRN: CHK: Date: A4 - 297 x 210 Drawn: Drawing No: Checked: Date: Revision:

APPENDIX BGH 2 Artist impression - Gardens indicate several years growth. Development may be subject to variations in appearance.

Local Transport and Door-to-Door Services

Trinity Court Oxford Road, Halifax

Information correct at time of print 05/12 Bus Services

With a number of local bus services operating throughout the Halifax area, together with regional and local rail services provided by the towns central station, you should have no problem getting to where you want to be. The nearest bus stops to our new development ‘Trinity Court’ are located close to the junction of Skircoat Road and Oxford Road. North bound routes provide services to Portland Place and Halifax Town Centre, Southbound services provide routes along Skircoat Road to Hunger Hill. The main bus interchange is located at Halifax Bus Station, Winding Road, Halifax, West Yorkshire HX1 1UU. Arriva, First West Yorkshire, The Halifax Bus Company, Halifax Joint Committee, Huddersfield Bus Company, T.J.Walsh and National Express are the main bus operators providing services throughout Halifax and the Calderdale region. For bus enquiries and time tables call MetroLine on 0113 245 7676 (open 7am-10pm, seven days a week, except Christmas Day, Boxing Day and New Year’s Day) or Email: [email protected].

More Destinations by Bus

Should you wish to travel further a field by bus, more non – local destinations can be accessed through National Express Coaches from stops at Halifax Bus Station. For more information visit: www.nationalexpress.com

Doorstep Delivery Services

A number of local businesses in Halifax are able to provide a ‘door to door’ service for the residents of our development Trinity Court. These include: Boots - Chemist – Market Street – Telephone 01422352009. Pegasus – Home Furnishings – Skircoat Road - Telephone: 01422 330220 Cohens – Chemist – Savile Park Street – Telephone: 01422 352450 In addition to the above Asda, Sainsbury and Tescos supermarkets will deliver to the development from their online shopping services. Other non delivery services include: Boulevard Medical Practice – Doctors – Savile Park Road – Telephone: 01422 365533 Boots Chemist – Opticians – Market Street – Telephone: 01422352009. Prescott Street Dental Practice – Prescott Street HX1 2QW – Telephone: 01422 354147

Trinity Court Oxford Road, Halifax

Information correct at time of print 05/12 Rail Services

Located in the town centre, the nearest railway station is at Horton Street, Halifax HX1 1QE. The train station is on the Caldervale Line, providing services to Leeds, , Brighouse, Hebden Bridge, Huddersfield, , Preston, Blackpool, Rochdale and Manchester Victoria. For information regarding destinations and train times visit the Enquiries web site or Telephone: National Rail Enquiries 08457 48 49 50 or for local and regional information call MetroLine on 0113 245 7676 or visit www.wymetro.com/

Airports

The nearest Airport is Leeds Bradford Airport. With many International destinations the airport is 16.3 miles from Halifax and can be easily reached by car, local bus services or taxi. Alternatively, Manchester International Airport, 43 miles, is one of the UK’s leading domestic and international gateways and has excellent bus and rail links. For more information on flights and services visit: www.leedsbradford.co.uk or www.manchesterairport.co.uk

Taxi Services

There are numerous local Taxi services operating throughout the Halifax area, providing residents with a door-to- door service, to both local and non-local destinations. A. Star Private Hire, 262, Gibbet St, Halifax – Telephone: 01274 614374 Express Cars, 7-8 Wards End, Halifax – Telephone: 01422 322245 Premier Taxi, 4 Bull Green, Halifax – Telephone: 01422 384242 Ziggy Cars, 20 King Cross St, Halifax – Telephone: 01422 364219

Car Hire

There are a number of car hire services in Halifax, some offering pickup and delivery service, a small number have been listed below for your convenience. Auto Hire, King Cross St, Halifax, HX1 2SH – Telephone: 01422 344400 Enterprise Long Term Rental, Skircoat Moor Rd, Kings Cross, HX3 0HA – Telephone: 01422 323030 United Rental Group, Commercial Street, Northgate, Halifax, HX1 1HJ – Telephone: 0800 975 0310

Trinity Court Oxford Road, Halifax

Information correct at time of print 05/12 Shop Mobility

AccessBus is a dial-a-ride; door to door bus service for people who have difficulty using conventional public transport. The buses have either low floor, ramped access or are fitted with a passenger lift. Both types of vehicle are fitted with the most up-to-date safety equipment. AccessBus is free of charge to residents of West Yorkshire and you can find out more information on the Metro website at www.wymetro.com . Passengers wishing to travel must register with Metro’s booking service, who will advise on the availability of the service in their area. If a space is free, passengers may reserve their place on that trip on an ongoing basis. A flat fare of £3 per journey applies to travel on AccessBus. Passengers over 60 and disabled people holding English National Concessionary Fare passes travel free of charge.

Registering for AccessBus

You can register for AccessBus in the following ways: • Download an AccessBus registration form (Word, 33k) • Telephone: 0113 348 1903 (7.30am until 4pm, Monday to Friday) • Email: [email protected]

Trinity Court Oxford Road, Halifax

Information correct at time of print 05/12 Sir George Young, formerly Secretary of State for Transport and now member of Parliament for North West Hampshire, is a keen cyclist and regularly pedals to the House of Commons.

“Motoring is not the enjoyable pursuit it once was. Our roads are becoming ever more congested, whilst travel times are becoming extended. The motorist is increasingly being targeted as a source of additional revenue for local and central government, as they seek to fund public transport alternatives. McCarthy & Stone’s “Green Transport Plan” is an initiative that will be welcomed by environmentalists and all those who support the concept of sustainable housing. It will help residents, many of whom have sold their cars, to make the best use of alternative transport and delivery services, of which there is a surprising variety in the area. Residents at established McCarthy & Stone developments also find it can be worth pooling appointments with visiting practitioners like chiropodists and hairdressers; and most major supermarkets now offer a local delivery service for a nominal sum. These initiatives can often significantly reduce traffic movements and make a contribution towards reducing some of the problems society is now facing. Choosing alternatives to the private motorcar does not, of course, mean losing independence - far from it. I commend the Green Transport Plan to you and wish you much happiness in your McCarthy & Stone apartment.”

Information correct at time of print 05/12