Final Business Case North Blackburn Part 5

Economic Efficiency of the Transport System (TEE) ST1 - Whalley Old Road Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,252,602 £1,252,602 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £1,252,602 (1a) £1,252,602

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,478,033 £2,478,033 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £2,478,033 (1b) £2,478,033

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £2,217,476 £2,217,476 Vehicle operating costs User charges During Construction & Maintenance Subtotal £2,217,476 (2) £2,217,476 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £2,217,476 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £5,948,110 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST2 - North Blackburn Scheme Overall

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,634,643 £2,634,643 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £2,634,643 (1a) £2,634,643

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £5,219,467 £5,219,467 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £5,219,467 (1b) £5,219,467

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £4,662,097 £4,662,097 Vehicle operating costs User charges During Construction & Maintenance Subtotal £4,662,097 (2) £4,662,097 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £4,662,097 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £12,516,208 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST2 - Brownhill Roundabout

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £787,665 £787,665 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £787,665 (1a) £787,665

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,375,887 £2,375,887 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £2,375,887 (1b) £2,375,887

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £1,942,441 £1,942,441 Vehicle operating costs User charges During Construction & Maintenance Subtotal £1,942,441 (2) £1,942,441 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £1,942,441 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £5,105,993 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST2 - Pleckgate Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time -£19,276 -£19,276 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING -£19,276 (1a) -£19,276

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time -£75,506 -£75,506 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER -£75,506 (1b) -£75,506

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time -£59,489 -£59,489 Vehicle operating costs User charges During Construction & Maintenance Subtotal -£59,489 (2) -£59,489 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT -£59,489 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) -£154,272 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST2 - Whalley Old Road Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,893,467 £1,893,467 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £1,893,467 (1a) £1,893,467

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,946,109 £2,946,109 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £2,946,109 (1b) £2,946,109

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £2,809,471 £2,809,471 Vehicle operating costs User charges During Construction & Maintenance Subtotal £2,809,471 (2) £2,809,471 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £2,809,471 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £7,649,047 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST3 - North Blackburn Scheme Overall

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £5,580,762 £5,580,762 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £5,580,762 (1a) £5,580,762

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £8,938,920 £8,938,920 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £8,938,920 (1b) £8,938,920

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £8,440,429 £8,440,429 Vehicle operating costs User charges During Construction & Maintenance Subtotal £8,440,429 (2) £8,440,429 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £8,440,429 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £22,960,111 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST3 - Brownhill Roundabout

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,382,215 £2,382,215 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £2,382,215 (1a) £2,382,215

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £4,340,799 £4,340,799 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £4,340,799 (1b) £4,340,799

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £3,954,649 £3,954,649 Vehicle operating costs User charges During Construction & Maintenance Subtotal £3,954,649 (2) £3,954,649 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £3,954,649 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £10,677,663 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST3 - Pleckgate Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £580,261 £580,261 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £580,261 (1a) £580,261

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £369,987 £369,987 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £369,987 (1b) £369,987

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £499,201 £499,201 Vehicle operating costs User charges During Construction & Maintenance Subtotal £499,201 (2) £499,201 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £499,201 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £1,449,449 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST3 - Whalley Old Road Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,648,400 £2,648,400 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £2,648,400 (1a) £2,648,400

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £4,255,495 £4,255,495 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £4,255,495 (1b) £4,255,495

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £4,018,436 £4,018,436 Vehicle operating costs User charges During Construction & Maintenance Subtotal £4,018,436 (2) £4,018,436 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £4,018,436 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £10,922,331 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST4 - North Blackburn Scheme Overall

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £4,020,882 £4,020,882 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £4,020,882 (1a) £4,020,882

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £7,510,135 £7,510,135 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £7,510,135 (1b) £7,510,135

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £6,804,059 £6,804,059 Vehicle operating costs User charges During Construction & Maintenance Subtotal £6,804,059 (2) £6,804,059 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £6,804,059 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £18,335,076 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST4 - Brownhill Roundabout

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,219,698 £2,219,698 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £2,219,698 (1a) £2,219,698

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £6,160,985 £6,160,985 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £6,160,985 (1b) £6,160,985

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £5,112,657 £5,112,657 Vehicle operating costs User charges During Construction & Maintenance Subtotal £5,112,657 (2) £5,112,657 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £5,112,657 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £13,493,340 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST4 - Pleckgate Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £174,888 £174,888 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £174,888 (1a) £174,888

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £151,892 £151,892 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £151,892 (1b) £151,892

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £177,421 £177,421 Vehicle operating costs User charges During Construction & Maintenance Subtotal £177,421 (2) £177,421 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £177,421 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £504,201 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST4 - Whalley Old Road Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,652,798 £1,652,798 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £1,652,798 (1a) £1,652,798

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,221,280 £1,221,280 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £1,221,280 (1b) £1,221,280

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £1,541,977 £1,541,977 Vehicle operating costs User charges During Construction & Maintenance Subtotal £1,541,977 (2) £1,541,977 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £1,541,977 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £4,416,054 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Public Accounts (PA) Table North Blackburn Scheme Overall

ALL MODES ROAD BUS and COACH RAIL OTHER Local Government Funding TOTAL INFRASTRUCTURE Revenue Operating Costs Investment Costs £252,184 £252,184 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £252,184 (7) £252,184

Central Government Funding: Transport Revenue Operating costs Investment Costs £1,849,350 £1,849,350 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £1,849,350 (8) £1,849,350

Central Government Funding: Non-Transport Indirect Tax Revenues £335,539 (9)

TOTALS Broad Transport Budget £2,101,534 (10) = (7) + (8) Wider Public Finances £335,539 (11) = (9)

Notes: Costs appear as positive numbers, while revenues and ‘Developer and Other Contributions' appear as negative numbers. All entries are discounted present values in 2010 prices and values. Public Accounts (PA) Table Brownhill Roundabout

ALL MODES ROAD BUS and COACH RAIL OTHER Local Government Funding TOTAL INFRASTRUCTURE Revenue Operating Costs Investment Costs £114,379 £114,379 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £114,379 (7) £114,379

Central Government Funding: Transport Revenue Operating costs Investment Costs £838,777 £838,777 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £838,777 (8) £838,777

Central Government Funding: Non-Transport Indirect Tax Revenues £152,185 (9)

TOTALS Broad Transport Budget £953,156 (10) = (7) + (8) Wider Public Finances £152,185 (11) = (9)

ALL MODES ROAD BUS and COACH RAIL OTHER Local Government Funding TOTAL INFRASTRUCTURE Revenue Operating Costs Investment Costs £48,165 £48,165 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £48,165 (7) £48,165

Central Government Funding: Transport Revenue Operating costs Investment Costs £353,209 £353,209 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £353,209 (8) £353,209

Central Government Funding: Non-Transport Indirect Tax Revenues £64,085 (9)

TOTALS Broad Transport Budget £401,374 (10) = (7) + (8) Wider Public Finances £64,085 (11) = (9)

ALL MODES ROAD BUS and COACH RAIL OTHER Local Government Funding TOTAL INFRASTRUCTURE Revenue Operating Costs Investment Costs £89,641 £89,641 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £89,641 (7) £89,641

Central Government Funding: Transport Revenue Operating costs Investment Costs £657,364 £657,364 Developer and Other Contributions Grant/Subsidy Payments NET IMPACT £657,364 (8) £657,364

Central Government Funding: Non-Transport Indirect Tax Revenues £119,270 (9)

TOTALS Broad Transport Budget £747,005 (10) = (7) + (8) Wider Public Finances £119,270 (11) = (9)

Appendix J Planning Letter and Committee Report

10 REPORT OF THE DIRECTOR Plan No: 10/18/0895

Proposed development: Full Planning Application (Regulation 3) for Development of 155 dwellings and associated landscaping and highways works

Site address: Land at Roe Lee, Off Ramsgreave Drive, Blackburn

Applicant: Persimmon Homes Lancashire

Ward: Roe Lee

Councillor Phil Riley Councillor Sylvia Liddle Councillor Ron Whittle

608 207

Co Const Bdy Ram sgr eave Business Par k 290

BROADWAY 205 Boro Const & UA Bdy

Aldwych Place

Def

600

2 199

El Sub

CCS St a 280 143. 6m FW 18 WHALLEY NEW Spor t s Facility 193 St one

2 274

ROAD

278 35 32

590 Spor t s Facility

STREET

143. 0m 2

AMETHYST

174

172

197

168 170

588 M ast ( t elecom m unicat ion)

185 CORNELIAN STREET

166 RAMSGREAVE DRIVE Brownhill Plant at ion

St one 187 23

ROE LEE 7

PARK

154 175

576 141. 4m Knowles Arm s 1

( PH)

10 21

Path (um) TOPAZ STREET 2

260

152 258

19 16 150 558 Further 134

Wilworth 130 526 254 526 132 146 148

126 128 142 144 140 552

138. 4m Path (um) 124 St one

St one CORNELIAN STREET 118

538 114

116 131

110 112

108 125 3 64

524

W ILWORTH CRESCENT

1 123

WILWORTH St one RUBY STREET

40 WHALLEY NEW ROAD CRESCENT

522 113

Path (um)

134. 7m 519 M P 26. 5

St G abr iel's 101

508 C of E Primar y School

Post s

513 91

11 26

9 494

Path 24 490 133. 8m

I ssues Path (um) Holy Souls 7 1 RC Primary 6 476 School 3 4 Newholme

8 5 Lower Wilwor t h

Path (um) 4 to 5

Pipeline

Roe Lee Ret ail Cent r e 1

Sluice St one

Pipeline FB

2 26 18 8 28

16 11 1.0 SUMMARY OF RECOMMENDATION

1.1 APPROVE – subject to the recommended conditions set out in section 4.0 of this report; and the applicant entering in to a Section 106 Agreement relating to contributions towards off-site highway works to facilitate the development, off-site provision of affordable housing and primary school education provision in the North Blackburn locality.

2.0 KEY ISSUES/SUMMARY OF PLANNING BALANCE

2.1 The proposal will deliver a high quality bespoke housing development which will widen the choice of family housing in the Borough. It supports the Borough’s planning strategy for housing growth as set out in the Core Strategy, it delivers housing at a site which is allocated for housing development in the Local Plan Part 2 and it meets the objectives identified within the Roe Lee Masterplan. The proposal is also satisfactory from a technical point of view, with all issues having been addressed through the application, or capable of being controlled or mitigated through planning conditions.

3.0 RATIONALE

3.1 Site and Surroundings

3.1.1 The application site forms the northern section of housing land allocation 16/3: which is referred to as the Roe Lee Development Site. The site measures 9.13 hectares and comprises land situated to the south of Ramsgreave Drive, west of Whalley New Road and north of Campbell Street / Campbell Court. The area has an undulating form, rising to the north, and is predominantly covered by rough grassland with some tree coverage towards the northern edge. The land is traversed by PROW’s 25, 26, 27, 28 and 31 that provide connectivity from Whalley New Road to the primary schools on the western edge of the site. The periphery of the site has a mix of 19th century terrace properties, inter and post-war semi-detached houses and a variety of modern properties on the southern edge. The eastern boundary is formed by a railway line and an A3 restaurant also lies in close proximity to the site’s north west corner.

3.2 Proposed Development

3.2.1 The proposal is a full planning application for 155 dwellings and associated landscaping and highways works.

3.2.2 The proposed development provides a net density of approximately 17 units per hectare. The 155 units comprise of; 5 x 2 bedroom properties (3%), 88 x 3 bedroom (57%), 50 x four bedroom (32%) and 12 x five bedroom (8%). The new dwellings provide a mix of terrace, semi-detached and detached house types, with the majority falling in to the latter two categories. The properties have a modern appearance, incorporating a mix of red brick and render finishes, with stone header and cill detailing. All units will have grey concrete tile roofing.

3.2.3 The development will be served by a new vehicular and pedestrian access on to Ramsgreave Drive, which is to be positioned circa 100m to the east of the existing ‘Ego’ restaurant. In addition, pedestrian links are retained and added to allow for movement to the facilities and residential areas on the periphery of the site. The development includes landscaping throughout and provides for a minimum 30m buffer zone between the railway line on the eastern boundary and the nearest dwellings. The standard garden treatment will be 1.8 close boarded fencing, though gardens fronting the internal roads or in prominent locations will be constructed with brick dwarf walls and piers with timber panel infill. Gabion walling and 1.2m high wire mesh and timber post fencing will be used will be used on the periphery of the eastern section of public open space, due to differing land levels.

3.3 Development Plan

3.3.1 The Development Plan comprises the Core Strategy and adopted Local Plan Part 2 – Site Allocations and Development Management Policies. In determining the current proposal, the following are considered to be the most relevant policies:

3.3.2 Core Strategy

 CS1 – A Targeted Growth Strategy  CS5 - Locations for New Housing  CS6 – Housing Targets  CS7 – Types of Housing  CS16 – Form and Design of New Development

3.3.3 Local Plan Part 2

 Policy 1 – The Urban Boundary  Policy 7 – Sustainable and Viable Development  Policy 8 – Development and People  Policy 9 – Development and the Environment  Policy 10 – Accessibility and Transport  Policy 11 – Design  Policy 12 – Developer Contributions  Policy 18 – Housing Mix  Policy 40 – Integrating Green Infrastructure and Ecological Networks with New Development

3.4 Other Material Planning Considerations

3.4.1 Roe Lee Masterplan

The site is within the Roe Lee Masterplan area, occupying the ‘Wilworth’ character area of the document. The Masterplan was the subject of public consultation and was prepared in consultation with the land owners and/or promoters. It was adopted by the Council on the 28th November 2016, and as such is a material consideration when considering this and future proposals for the area.

3.4.2 The development vision set out in the masterplan is identified as;

“Development will create an attractive place to live with a strong local identity. It will be characterised by attractive, well-designed buildings and spaces and will comprise of a number of distinctive areas with their own unique character. Development will include a permeable layout and provide safe and attractive connections to the surrounding area and local services and facilities. This will encourage walking and cycling as an alternative to travelling by car and provide improved access to public transport services. All key points of access will be retained and enhanced with connecting routes configured within a high quality public realm. The development will incorporate a network of linked multi-functional green spaces that provide opportunities for creating/enhancing ecological networks, pedestrian/ cycle routes, informal recreation and sustainable drainage measures (SuDs)”.

3.4.3 In order to achieve this vision the development objectives are to:

 Provide a balanced mix of high quality housing mostly family housing;

 Create a varied and distinctive environment in new housing, landscape and public realm;

 Create distinctive character areas across the site;

 Create well-connected movement corridors based on a legible network of streets and pedestrian and cycle routes: both within the site and to surrounding facilities;

 Protect and enhance the watercourses and any sensitive habitats on the site to enhance biodiversity;

3.4.4 The masterplan identifies 3 distinct character areas across the housing allocation. The current proposal is contained entirely within the ‘Wilworth’ character area, which is characterised as follows;

“Wilworth forms the northern part of the site covering all of the Council owned land. It will include larger family homes and have a significant landscape structure. It is expected buildings will in the main be two storey detached or semi-detached with front and rear gardens with a low/medium density (15-25 dph). Garages are to be setback behind frontages or included within the dwelling and parking should be integrated so as not to dominate the street. The southern boundary of this area is defined by Seven Acre Brook. The brook will form an integral component of the proposed green corridor across the site alongside footpaths and integrated cycleways connecting the site to the surrounding area”.

3.4.4 Residential Design Guide Supplementary Planning Document

This document provides targeted advice to ensure high quality new homes. It aims to ensure that new development reflects the individual and collective character of areas of the Borough and promotes high standards of design. The document also seeks to ensure a good relationship between existing and proposed development in terms of protecting and enhancing amenity.

3.4.5 National Planning Policy Framework (NPPF)

The National Planning Policy Framework (Framework) is a material consideration in planning decisions. The Framework sets out a presumption in favour of sustainable development, which is the “golden thread” running through both plan-making and decision-taking. Paragraph 11 of the Framework explains that for decision taking, this means approving development proposals that accord with the development plan without delay. Section 5 of the Framework relates to delivering a wide choice of high quality homes, and Section 8 relates to promoting healthy communities.

3.5 Assessment

3.5.1 When assessing this application there are a number of important material considerations that need to be taken into account. They are as follows:

 Principle and compliance with Masterplan objectives;  Highways and access;  Drainage;  Design and Layout;  Amenity impact;  Ecology; and  Affordable housing.

3.5.2 Principle and Compliance with Masterplan Objectives

The principle of the development is considered under the Blackburn with Darwen Local Plan Part 2: Site Allocations and Development Management Policies (particularly Policy 16 – Housing Land Allocations); and the Core Strategy (particularly Policies CS1 and CS5).

Policy 1 of the Local Plan states that the defined Urban Area is to be the preferred location for new development. Development in the Urban Area will be granted planning permission where it complies with the other policies of this Local Plan and the Core Strategy. The site is located within the urban area boundary defined on the proposals map.

Policy 7 on Sustainable and Viable Development echoes the presumption in favour of sustainable development set out in the NPPF. Thus, applications that accord with policies in the Local Plan will be approved without delay unless material considerations indicate otherwise.

3.5.3 Local Plan Policy 16 allocates land for development within the 15 year life of the Plan, subject to key development principles. This proposal represents residential development on the northern section of site 16/3 – the Roe Lee Development Site, Blackburn. Key development considerations identified in the Local Plan Part 2 include the following;

 This site is to be brought forward in line with a masterplan to be produced covering the whole of the allocation. The masterplan must be agreed by the Council prior to the granting of planning permission for any part of the site.  The Level 2 SFRA indicates that parts of the site are susceptible to surface water flooding, requiring implementation of appropriate measures to control surface water run‐off. There is a 1500mm culvert that runs through the eastern section of the site.  The southern section of the site has existing access on to Campbell Street. The northern section of the site would require an additional signalised junction off Ramsgreave Drive.  A programme of archaeological recording will be required before the remaining mills are demolished.  Contribution towards necessary local highways improvements.  Completion of appropriate ground investigation works to establish the extent of any ground contamination and whether any mitigation measures are required.  The site largely contains a number of mature trees and the impact of any development on the biodiversity value of this area would need to be assessed.  The proximity to the railway line to the east of the site could raise some amenity issues to sections of the site – need for appropriate attenuation measures.  A contribution will be required towards the establishment of a new primary school in north Blackburn.  A buffer zone will be required to minimise the impact of the railway line on residents’ amenity.  Any development proposal should conserve the setting and significance of the nearby listed cottages at Further Wilworth.  Retention and enhancement of public rights of way, to provide connectivity across the whole site.

3.5.4 Core Strategy Policy CS1 sets out the principle that development will be concentrated within the urban area, in which the site is located according to Policy 1 of the Local Plan Part 2.

3.5.5 As an allocated housing site, the principle of the form of development set out in the application is considered to be acceptable and in accordance with the provisions of the development plan in terms of delivering a high quality residential site within the urban area. This position is subject to the more detailed considerations also being in accordance with adopted development plan policy and national guidance.

3.5.6 Highways and Access

Core Strategy Policy 22: Accessibility Strategy and Local Plan Policy 10: Accessibility and Transport, aim to ensure that new developments provide appropriate provision for access, car parking and servicing so as to ensure the safe, efficient and convenient movement of all highway users is not prejudiced.

3.5.7 Vehicular access into the site will be provided from the A6119 Ramsgreave Drive, approximately 150m east of the A6119 Ramsgreave Drive / Pleckgate Road signalised junction. The design of this access has been prepared by BwDBC as part of wider highway works in the vicinity of the site, in particular the proposed North Blackburn Growth Deal 3 scheme and associated dependent highways improvements at Brownhill Roundabout. Pedestrian access will be provided in the same location as the vehicular access off the A6119 Ramsgreave Drive. Also, pedestrian / cyclist access is currently available via PROWs which run in a north-south and east-west direction through the site.

3.5.8 Parking provision for the development in accordance with the Council’s adopted parking standards; 2 spaces for 2/3 bed units and 3 spaces for 4+ bedroom properties. Furthermore the driveway parking spaces are all compliant with the adopted space requirements of 5.5m x 2.4m. A number of the detached garages fail to meet the adopted internal parking standard of 3m x 6m; though that issue can be satisfactorily addressed via planning condition.

3.5.9 A Transport Statement (TS) was submitted in support of the application which evaluated the existing transport and highways context of the site, access, parking and servicing conditions, trip generation and junction capacity. This allows an assessment as to whether the highways network has the capacity to accommodate the potential increases in traffic as a result of significant new residential development; and whether there would be any detriment to highway safety. The TS concluded that;

 The most recently available five-year road safety record of the local area around the site has been examined and does not represent a material concern in the context of the development.

 The accessibility of the site has been assessed by foot, cycle, bus and train modes. Overall, the site is considered to be well located in terms of its accessibility by all these major non-car modes of transport.

 BwDBC have confirmed that no further junction mitigation, beyond that contained within the North Blackburn Growth Deal 3 scheme, is required to accommodate a residential development of up to 200 dwellings on the proposed development site, and therefore no detailed off-site capacity assessments are required as part of this TA.

 The impact of the additional trips generated by the proposed development on the operation of the local highway network has been assessed. The proposed development traffic equates to only a 1.4% impact when compared to the 2019 base flows at the A6119 / A666 / Pleckgate Road junction. At the A6119 / Pleckgate Road junction the proposed development traffic will equate to only a 1.6% - 2.1% impact when compared to the 2019 base flows.

 Having regard to the analysis presented in this TA, it is considered that there should be no highway related reason to withhold planning permission and the scheme is therefore commended to BwDBC for approval.

3.5.10 Highways Colleagues appraised the submission and whilst no objection is offered in principle the following matters have warranted further attention and/or comment from the applicant;

- The submitted layout should, ideally, have influences from Manual for Streets. The applicant has sought to address this via reference to the number of site constraints (utility easements, PROW routes and topography) that restrict the layout options. - The scheme includes a number of private drives that exceed the Council’s preferred threshold of 3 units; in turn this affects the maximum bin carry threshold, with a number of properties being more than 20 from the nearest collection point. The applicant has indicated that the private drives would be wider than regular at their mid-point to enable bins to be left within 20m of the adopted highway. - Initial concerns with swept paths provided within the Transport Assessment, though the amended details provided 1st November 2018 satisfactorily address those concerns. - The scheme proposes pedestrian connectivity through the site to adjacent fields, schools etc. This is welcomed; all paths should be a minimum of 3m wide to allow for both pedestrian and cycle passage simultaneously.

3.5.11 The Council’s Highway Team have also set out a series of conditions required in order to support the proposal;

(1) A construction management plan will be required through application of a condition, setting out how the construction process will be managed to ensure that consideration is given to highway safety and residential amenity during the construction phase. The plan will include the following:

- The parking of vehicles of site operatives and visitors; - Loading and unloading of plant and materials; - Storage of plant and materials; - Erection and maintenance of security hoardings, including decorative displays for public viewing; - Wheel washing type and location; - Control of dust and dirt; - Recycling and disposing of waste. - Phasing of the development (2) Prior to the occupation of any of the dwellings hereby approved, details of the proposed arrangements for future management and maintenance of the proposed streets within the development shall be submitted to and approved by the Local Planning Authority. The streets shall thereafter be maintained in accordance with the approved management and maintenance details until such time as an agreement has been entered into under section 38 of the Highways Act 1980 or a private management and Maintenance Company has been established.

(3) Prior to the construction of any of the streets referred to in the previous condition full engineering, drainage, street lighting and constructional details of the streets shall be submitted to and approved in writing by the Local Planning Authority. The development shall, thereafter, be constructed in accordance with the approved details.

(4) Sightlines at vehicular access points to be safeguarded in perpetuity

3.5.12 The Council have received a number of objections (note section 9.0 of this report for full details) that relate to the development affecting access to the PROW’s within the site, as well as the proposal harming the ability of adjacent homeowners to maintain their existing garden boundaries. The following statement has been compiled in conjunction with the Council’s Growth team, PROW officer and Legal section to address these matters;

“The Council has secured the sale of its Roe Lee Housing site off Ramsgreave Drive to Persimmon Homes. As a result of a site inspection/boundary check it was noted that a couple of homeowners on Wilworth Crescent had installed gates in their rear fence which forms a boundary between their property and the Council’s land. These gates provide unauthorised entry onto the Council’s land for the purposes of maintaining their boundary and for accessing the public right of way to the rear.

The Council as the owner of the land has never been approached by any of the residents seeking permission to cross their land to gain access to the public right of way. There are a number of authorised entrances near to Wilworth Crescent which allow access to the public right of way on the Roe Lee site.

On 30th August 2018 the Council sent letters to each occupier advising them that the gates were providing an illegal/unauthorised means of access and in similar situations residents are requested to remove their gates and to reinstate their boundaries.

The letter also advised that the Council will be erecting their own boundary fence so in this instance they are not required to take any further action. They were also advised that once the new fence had been erected they would no longer be in a position to use the rear gate.

One resident suggested that they had used their gate for around 9 years but have been unable to provide any evidence. However, the minimum time period for claiming a prescriptive right is 20 years. Residents are also advised that maintenance of their rear fence is allowed under the ‘Access to Neighbouring Land Act 1992’ and not by means of an access gate giving unauthorised entry to an adjoining owners land.

The Council’s Highways team has been consulted on the illegal / unauthorised access and advice as follows:

“The right to pass and repass over a Public Right of Way is granted along the route. It could be joined at any point as long as it is done so legally. Trespassing to gain access to a PROW is still trespassing. Section 153 of the highways act 1980 prevents gates and doors from opening onto a Highway.”

Residents are advised to seek independent legal advice on their personal situation regarding their rear gates and are invited to make representation to the Council if they feel they have any legal right”.

3.5.13 In addition to the site specific commentary offered above, the following comments from the Council’s Strategic Transport Manager are also pertinent to the assessment of the proposal;

“The consultation process regarding Planning Applications for housing developments in the North Blackburn area has raised a number of concerns regarding Highways and Transport – which are being jointly addressed on a strategic level by the Growth Deal 3 North Blackburn Project, focussed on the upgrade of the Brownhill Roundabout junction alongside localised improvements negotiated through the planning process and to be delivered by the Section 106/278 process.

A significant Section 106 and 278 contribution is expected from the development which will contribute to the following: • New access from the Roe Lee Development onto Ramsgreave Drive • Additional toucan crossing points and amendments to the dual carriageway central reservation • Changes to the speed limit, reducing from 40mph to 30mph • Additional road safety and highways improvements • Contribution to associated corridor works being delivered through the Growth Deal 3 Major Transport Project

The Growth Deal 3 North Blackburn package of transport improvements will improve a key gateway to the borough at Brownhill Roundabout and nearby junctions. Major transport improvements will support new housing and commercial development, contributing to the delivery of the Council's adopted Local Plan targets for new housing, businesses and jobs. The Roe Lee project is dependent on receiving both Section 106 /278 infrastructure investment and the parallel improvement of highways being delivered through the Growth Deal project.

The Growth Deal 3 package of improvements is focussed on the following: • Brownhill roundabout – this forms a key intersection between the Ribble Valley, Blackburn Town Centre and Blackburn's major employment zones at Whitebirk, bringing wider connectivity to the M6/M65/M66 motorways. A number of designated housing sites are close to the junction, hence the need to upgrade this and adjacent junctions on the highway network. Work will include intelligent traffic signal equipment, resurfacing and Whalley New Road parking amendments and bus stop formalisation. • Pleckgate Road / Ramsgreave Drive (Knowles Arms) junction improvement, including new traffic signal equipment. • Whalley Old Road / Whitebirk Drive junction capacity upgrade, increases to the northbound "stacking" lane on Whitebirk Drive and new traffic signal equipment.

Work at these sites will also include sustainable transport improvements for walking and cycling, highways signage, street lighting, drainage, surfacing, lining and soft and hard landscaping. There will be smart, intelligent signals to reduce congestion and queuing time for users of the highway”.

3.5.14 Drainage

Policy 9 sets out that development will be required to demonstrate that it will not be at an unacceptable risk of flooding and impact on environmental assets or interests, including habitats, species and trees.

3.5.15 The application has been supplemented with a Flood Risk Assessment and outline drainage assessment that advises/concludes;

- The site has been previously undeveloped and can be classified as ‘green field’. Site topography generally falls towards the south eastern area of the site.

- The majority of the site and all the proposed development areas lie within flood zone 1 with a less than 0.1% probability of annual flooding. The risk of flooding from fluvial, surface water, groundwater and other sources is considered low.

- Ground conditions are expected to be unsuitable for infiltration techniques to be employed.

- A number of public combined sewers are present within the site boundary although only one which passes across the site from west to east is deemed to be a site constraint.

- There are a number of open and culverted watercourses within the site boundary although none are deemed to be a site constraint.

- The preferred means of discharge is by infiltration. Initial site investigation suggests that ground conditions are likely to preclude this. The most likely means of discharge of surface water will be to watercourse.

- Based on the development master plan surface water discharge is to be restricted to the existing mean annual flood flow (Q bar) for events up to and including the 1 in 100 year plus 40% climate change and the 1 in 1 year flow is not to exceed the existing 1 in 1 year green field run of rate. Based on the indicative site master plan the total allowable discharge from the developed areas of the site will be restricted to approximately 24.1 l/sec.

- To accommodate the run-off from the 1 in 100 year plus 40% climate change allowance event approximately 2400 m3 of storage is required assuming an impermeable area of the development parcels of approximately 60%.

- Sustainable Urban Drainage Techniques (SUDS) are the preferred means of storage, and wherever feasible, the conveyance of surface water. It is envisaged that attenuation ponds, detention basins, or constructed wetlands are the most cost effective solution to accommodate the necessary storage volume with conveyance to these features by swales, infiltration strips or trenches, and channels or rills. Source control techniques utilising water butts, permeable paving and rainwater harvesting should also be considered.

- It is anticipated that Blackburn with Darwen Borough Council are likely to be responsible for adopting and maintaining new the open surface water storage structures.

- It is proposed that foul water flows will be connected to the existing adopted sewers within the site boundary. The total foul flow from the development is calculated as 7 l/sec.

- Foul drainage will be designed and constructed in accordance with Sewers for Adoption and United Utilities standards under a Section 104 Agreement.

3.5.16 The Lead Local Flood Authority have scrutinised the proposed drainage details, and have confirmed that the drainage design, in principle, is acceptable, subject to the application of suitably worded conditions to ensure their effective construction and future management. Specifically those conditions will need to address;

a) Full details of the detention basin/ pond, showing how the required storage volume will be achieved. b) Details showing that the side slopes to the basin/ pond will be a minimum of 1 in 3 with together with sufficient room for maintenance around the edge. c) Details showing the path of exceedance flows from the basin/pond. d) Land Drainage Consent for the discharge to the watercourse will be required and the applicant is to contact the Lead Local Flood Authority to apply for the consent Reasons To ensure that the basin/ pond is designed in accordance with current best practice and does not increase the risk of flooding.

e) Maintenance/management of the sustainable drainage system to be secured. No dwelling shall be occupied until the sustainable drainage scheme for the site has been completed in accordance with the agreed details.

3.5.17 Subject to adherence to the principles within the drainage strategy and compliance with the aforementioned conditions, the development is considered acceptable, in accordance with the requirements of the Masterplan and Policy 9 of the Local Plan Part 2.

3.5.18 Design and Layout

Policy 11 of the Local Plan requires development to present a good standard of design, demonstrating an understanding of the wider context and make a positive contribution to the local area. The policy sets out a list of detailed design requirements relating to character, townscape, public realm, movement, sustainability, diversity, materials, colour and viability. This underpins the main principles of sustainable development contained in the NPPF.

3.5.19 The proposed development provides a net density of approximately 17 units per hectare. The 155 units comprise of; 5no 2 bedroom terraced houses, 88no. 3 bedroom semi-detached house; 50 no. 4 bedroom units in a mix of semi-detached and detached styles; and 12 no. 5 bedroom detached dwellings. The properties have a modern appearance, with the majority units being constructed with red brick and grey concrete roof tile materials, with art stone detail to headers and cills.

3.5.20 Policy 18 of the Local Plan Part 2 illustrates that the Council requires a detached and semi-detached housing offer to be the principal element of the dwelling mix on any site that is capable of accommodating such housing. That position is replicated within the adopted Roe Lee Masterplan. Given the intended mix the proposal is compliant with both requirements.

3.5.21 The properties have carefully considered internal layouts to offer a variety of configurations to appeal to families of varying sizes and needs. The house types represent an appropriate variety of styles and, together with their orientation, will create varied and attractive street scenes. Basic details of the external materials have been submitted but it is still considered to be necessary to impose the Council’s condition to require prior approval of submitted materials.

3.5.22 Details of the proposed boundary treatments have been provided, alongside a detailed layout to illustrate the boundary treatments for each part of the site. Front gardens are commonly open plan. The standard rear garden treatment will be a 1.8m close boarded fence, but for those sections that flank the estate road the boundaries will be formed by 1.8m brick walls and piers, with timber infills. The large area of open space on the eastern portion of the site is to be bounded by stone gabions and post and rail fence secured with wire mesh.

3.5.23 The general approach is consistent with most modern estates and is broadly welcomed. However, the Council had requested that a more robust treatment be provided to all exposed rear boundaries – the applicant has indicated that the use of brick throughout would be cost inhibitive, though has indicated that a management scheme will be operated that ensures that the proposed timber fencing would be regularly marinated and replaced, as necessary. No details of the management have been supplied with the application and it is therefore considered to be appropriate to control this element via planning condition – the wording of the condition also being broadened to require details for the future maintenance and management of the communal open areas be agreed. Representations have also been made to the developer to avoid the use of knee rail fencing on the southern edge – instead utilising the wire mesh/post and rail fencing used on the eastern edge. The applicant has verbally communicated agreement with this, though no amended details have been provided. Accordingly it is necessary to secure details of the siting and appearance of boundary treatment via condition.

3.5.24 Core Strategy Policy 20 and Policy 8 of LLP2 seek to reduce crime through effective design solutions. The scheme has been assessed by the Lancashire Police Architectural Liaison Officer. They have made a number of recommendations as part of their response including inter alia the use of 1.8 metre perimeter fencing; Adequate lighting; Natural surveillance of public spaces; Appropriate species and siting of landscaping; rear gardens to be secured with 1.8m high close boarded fencing; consideration towards alternative boundary treatments; External ground floor windows and doors to be PAS24/2012 certified. Many matters are already addressed satisfactorily by the submission, other items could be attached as a series of informatives to the decision notice, as necessary.

3.5.25 Overall the comprehensive details submitted illustrate a design and layout which show dwellings, infrastructure and landscaping which accords with the provisions of the relevant policies of the development plan and the adopted Roe Lee masterplan, subject to the conditions outlined.

3.5.26 Ecology

Policy 9 of the LPP2 supports development where there is no unacceptable impact upon environmental assets, including habitats and protected species.

3.5.27 An extended phase 1 habitat survey and ecological scoping assessment informed the production of the masterplan. In addition that document has been supplemented by an updated ecology report and supplementary assessments relating to protected species including bats and great crested newts. The key findings include;

 There are no statutory nature designated sites within the site, or within 2km of the site.  Habitats of Principal Importance are included within the sites application area, these are: Deciduous woodland, Naturally fluctuating water bodies, Eutrophic standing waters including ditches, ponds and brooks, Upland flushes, fens and swamps, and Wet woodland.  No evidence of protected species was found on site during the initial survey, or follow-up survey in 2018; however the site does have the potential to nesting birds, bats and amphibians.  A range of opportunities exist to mitigate or compensate for any biodiversity losses which will enhance the future nature conservation and amenity value of the site through the management of the existing habitats and the creation of new habitats within any future scheme proposals.

3.5.28 Capita Ecology have fully appraised the submissions and conclude that the reports sufficiently provide a baseline for any potential ecological issues and that there are no concerns in relation to ecology within the site and the impact of the development, subject to the use of planning conditions relating to working practices; restriction on timing of vegetation removal, invasive species control, woodland/landscape management, and suitable lighting. Thus the overall impact of the proposed development is considered to accord with the provisions of the adopted Masterplan and Policy 9 of the Local Plan

3.5.29 Amenity Impact

Policy 8 of the LPP2 relates to the impact of development upon people. Importantly, at section (ii) of the policy there is a requirement for all new development to secure satisfactory levels of amenity for surrounding uses and future occupiers of the development itself. Reference is made to matters including; noise, vibration, odour, light, dust, privacy/overlooking and the relationship between buildings.

3.5.30 The Residential Design Guide SPD indicates an appropriate separation of 21 metres between facing windows of habitable rooms of two storey dwellings, unless an alternative approach is justified to the Council’s satisfaction. Where windows of habitable rooms face a blank wall or a wall with only non-habitable rooms a separation of no less than 13.5 metres shall be maintained, again unless an alternative approach is justified to the Council’s satisfaction.

3.5.31 The separation distances to the existing properties on the site’s periphery are wholly compliant with the requirements of the SPD. Furthermore, between the proposed properties within the site the separation is also broadly in accordance with the Council’s adopted standards, though the occasional marginal sub-standard interface exists.

3.5.32 Further assessment of the relationship between properties on the north and western edge are required in relation to the potential nuisance from odour, noise and light emanating from ‘Ego’ restaurant and the adjacent primary schools. Similarly further work in relation to land contamination and the potential risks to future occupants and users of the site is required. Reports are currently under assessment and the findings on these issues will be presented in the committee update report

3.5.33 Notwithstanding the above, the overall impact of the proposed development is considered to accord with the provisions of the adopted Masterplan and Local Plan Part 2.

3.5.34 Affordable Housing

Core Strategy Policy CS8 advises that all new residential development will be required to contribute towards the Borough’s identified need for affordable housing; this being achieved through on-site provision, or through a financial contribution towards off-site delivery. The overall target for affordable housing is set at 20%

3.5.35 Local Plan Policy 12: Developer Contributions, which accords with the NPPF, indicates that where request for financial contributions are made, the Council should be mindful of the total contribution liability incurred by developers. The applicant has indicated their desire For off-site provision, and submitted a viability report that has been independently appraised. The outcome of which is that it is accepted that due to the other liabilities on the site there is not adequate room to provide in accordance with the 20% threshold. Instead a contribution of £181,000 has been agreed towards off-site provision.

3.5.36 Summary

This report assesses the full planning application for 155 dwellings on a parcel of undeveloped land, situated to the south of Ramsgreave Drive, Blackburn. In considering the proposal a wide range of material considerations have been taken in to account during the assessment of the planning application.

3.5.37 The assessment of the proposal clearly shows that the planning decision must be made in terms of assessing the merits of the case against any potential harm that may result from its implementation. This report concludes that the proposal provides a high quality housing development with associated infrastructure, which meets the policy requirements of the Blackburn with Darwen Core Strategy, Local Plan Part 2, and the National Planning Policy Framework.

4.0 RECOMMENDATION

4.1 APPROVE subject to;

(i) Delegated authority is given to the Head of Service for Growth and Development to approve planning permission subject to an agreement under Section 106 of the Town & Country Planning Act 1990, relating to the payment of financial contributions in line with the following;

(a) £500,000 as a contribution towards off-site highway works, including junction improvements at Brownhill Roundabout, gateway features in North Blackburn, road markings, signage, removal of crash barriers and reinstatement of central reservation (b) £181,000 as a contribution towards the provision of off-site affordable housing (c) £500,000 as a contribution towards the cost of provision, expansion or other improvement of primary educational facilities in the North Blackburn locality.

Should the Section 106 agreement not be completed within 6 months of the date of the planning application being received, the Head of Service for Planning will have delegated powers to refuse the application.

(ii) Planning conditions relating to the following matters;  Commence within 3 years  Phasing plan to be submitted and agreed  Materials to be submitted and implemented  Prior to the occupation of any of the dwellings hereby approved, details of the proposed arrangements for future management and maintenance of the proposed streets within the development shall be submitted to and approved by the Local Planning Authority. The streets shall thereafter be maintained in accordance with the approved management and maintenance details until such time as an agreement has been entered into under section 38 of the Highways Act 1980 or a private management and Maintenance Company has been established.  Prior to the construction of any of the streets referred to in the previous condition full engineering, drainage, street lighting and constructional details of the streets shall be submitted to and approved in writing by the Local Planning Authority. The development shall, thereafter, be constructed in accordance with the approved details.  Siting and appearance of boundary treatment to be submitted and agreed  Scheme for maintenance and management of areas of open space and boundary treatment to be submitted and agreed  Development in accordance with the submitted landscaping plans LDS433-01A, LDS433-02A and LDS0433-03A. Planting to be within first planting season post development.  Landscaping and boundary treatment management and maintenance plan to be agreed and implemented  Visibility splays to be protected  Construction management plan to be submitted and implemented  Foul and surface water to be drained on separate systems  Details of attenuation pond(s) to be agreed prior to commencement iof development  Future maintenance and management of the surface water drainage to be agreed  Development in accordance with working practices and recommendations set out in submitted arboricultural impact statement (Amenity Tree Care: ref version 1 - 07 06 2018)  Development to be undertaken in accordance with the working practice recommendations set out in section 4.0 of the Updated Ecology Survey and Assessment (Erap Ltd – ref 2018:097)  Woodland Management Plan and Landscape management Plan to be submitted for agreement prior to first occupation of the development.  Lighting Scheme to minimise impact upon protect bats and their habitats to be submitted and agreed  Finished floor levels to be agreed and implemented  Permitted development rights to be removed (Part 1, Classes A to E)  Unexpected contamination  Land contamination  Air quality mitigation; external car charging and boiler emission limitations  Limitation of construction site works to: 08:00 to 18:00 Mondays to Fridays 09:00 to 13:00 Saturdays Not at all on Sundays and Bank Holidays

5.0 PLANNING HISTORY

5.1 No relevant planning history exists for the site

6.0 CONSULTATIONS

6.1 Arboricultural Manager

No objections

6.2 Lead Local Flood Authority:

No objection subject to conditions relating to the following areas;

(1) Further drainage design information and detail is required to be submitted and approved by the Local Authority prior to commencement, namely;

(2) No development shall commence until details of an appropriate management and maintenance plan for the sustainable drainage system for the lifetime of the development have been submitted which, as a minimum, shall include: a) The arrangements for adoption by an appropriate public body or statutory undertaker, or management and maintenance by a Residents’ Management Company b) Arrangements concerning appropriate funding mechanisms for its on-going maintenance of all elements of the sustainable drainage system (including mechanical components) and will include elements such as: i. On-going inspections relating to performance and asset condition assessments ii. Operation costs for regular maintenance, remedial works and irregular maintenance caused by less sustainable limited life assets or any other arrangements to secure the operation of the surface water drainage scheme throughout its lifetime; c) Means of access for maintenance and easements where applicable.

The plan shall be implemented in accordance with the approved details prior to first occupation of any of the approved dwellings, or completion of the development, whichever is the sooner. Thereafter the sustainable drainage system shall be managed and maintained in accordance with the approved details.

6.3 Head of Public Protection:

See update report

6.4 Education Section:

No objections subject to a £500,000 contribution towards the cost of provision, expansion or other improvement of primary educational facilities in the North Blackburn locality, secured via a Section 106 Agreement

6.5 Environmental Services:

No objections

6.6 Highways:

The submitted Transport Assessment is noted and accepted. The impact of the additional trips generated by the proposed development on the operation of the local highway network has been assessed. The proposed development traffic equates to only a 1.4% impact when compared to the 2019 base flows at the A6119 / A666 / Pleckgate Road junction. At the A6119 / Pleckgate Road junction the proposed development traffic will equate to only a 1.6% - 2.1% impact when compared to the 2019 base flows. It can be concluded that there would be no material impacts arising from trip generation associated with the development.

The submitted layout should, ideally, have influences from Manual for Streets. The applicant has sought to address this via reference to the number of site constraints (utility easements, PROW routes and topography) that restrict the layout options. - The scheme includes a number of private drives that exceed the Council’s preferred threshold of 3 units; in turn this affects the maximum bin carry threshold, with a number of properties being more than 20 from the nearest collection point. The applicant has indicated that the private drives would be wider than regular at their mid-point to enable bins to be left within 20m of the adopted highway. - Initial concerns with swept paths provided within the Transport Assessment, though the amended details provided 1st November 2018 satisfactorily address those concerns. - The scheme proposes pedestrian connectivity through the site to adjacent fields, schools etc. This is welcomed; all paths should be a minimum of 3m wide to allow for both pedestrian and cycle passage simultaneously.

Suggested conditions relating to; construction methods statement; sightlines at junctions and driveways being secured in perpetuity; details of arrangement for future maintenance and management of the proposed streets, until such time that an agreement has been entered into under section 38 of the Highways Act 1980, or a private maintenance company is established; full details of the engineering, drainage, street lighting and construction details of the streets to be submitted and agreed.

6.7 Capita Ecology:

The submitted ecological reports/surveys have been produced/undertaken in excess of 2 years prior to this assessment, however, the submission is supplemented with an updated report produced by consultant ecologists, Erap, that confirms the recommendations within the 2016 report/survey remain valid.

Proposals are unlikely to have any potentially significant adverse effects on the integrity of any statutory or non -statutory sites or the conservation population status of any protected species, and it is therefore considered that the Preliminary Ecological Appraisal (PEA) sufficiently addresses any potential ecological issues and constraints.

Suggested conditions are in line with the recommendations set out in the submitted ecology report(s);

- A Woodland Management Plan (WMP) should be undertaken as recommended and detailed within the report. This should be accompanied by a 5-10-year Landscape Management Plan (LMP) for the remainder of the site and submitted to the LPA for approval. The LMP should also include monitoring. - Please apply a condition on lighting strategy that it must be designed and used to minimise impacts on bats and their insect food. All exterior lighting should follow the guidance of the Bat Conservation Trust. Current (June 2014) advice is at http://www.bats.org.uk/. The lighting strategy should be submitted to the LPA for approval - Please apply the usual conditions to protect nesting birds, that existing trees and shrubs must be cleared outside the bird nesting season (March – end of August) unless inspected immediately beforehand by a competent ecologist and found to be free of active nests and fledglings in respect of any Schedule 1 species. - Works to be in conjunction with recommendations set out in section 4.0 of the ‘Updated Ecological Survey and Assessment (May 2018): Erap Ltd (ref:2018:097)’

6.8 Strategic Housing:

In summary, the proposed development will contribute positively to the Council’s aspiration to see new homes being developed in the Borough as part of the Growth priority. The Borough is significantly under-represented in larger, good quality family homes and is actively supporting developments which increase the choice of homes in the borough. This scheme proposes to provide new mid to higher value family housing to cater for identified needs and aspirations in the Borough. The Housing Growth Team is supportive of the proposal subject to it meeting the Council’s planning policies.

6.9 Police Architectural Liaison Officer

The submitted crime impact statement is formed based on local crime figures and trends. The security measures are site specific, appropriate and realistic to the potential threat posed from crime and anti-social behaviour in the immediate area of the development. No objections, but recommended that the scheme should be developed to achieve ‘Secured by Design’ accreditation. Recommendations include: - Adequate lighting; - Natural surveillance of public spaces; - Appropriate species and siting of landscaping ; - Rear gardens to be secured with 1.8m high close boarded fencing - Consideration towards alternative boundary treatments - External ground floor windows and doors to be PAS24/2012 certified - Dwellings should be fitted with an intruder attack alarm, or provision made to enable easy installation of an alarm by the homeowner

6.10 Environment Agency:

We have reviewed the Phase 1 Geo-Environmental Desk Study for Roe Lee Housing Development dated June 2016 report ref:CS087587-P1DS-02-RL and Phase 2 Ground Investigation & Assessment Roe Lee Housing Development dated October 2016 report:CS087990GIA.

The red-edge boundary of the proposed development site excludes two areas of derelict land associated with the old farm site and the old buildings located to the south east that are included in the Phase 1 and 2 reports. However there remains a medium risk of contamination associated with the remaining proposed development site that could be mobilised during construction and pollute controlled waters. Controlled waters are sensitive in this location because the proposed development site is located upon a Secondary A aquifer.

Environment Agency position: The proposed development will be acceptable if the following planning conditions are included, carried out by a competent person in line with paragraph 178 of the National Planning Policy Framework. Without these conditions, the proposed development on this site poses an unacceptable risk to the environment and we would object to the application.

Suggested conditions:

(1) Prior to each phase of development approved by this planning permission no development shall commence until a remediation strategy to deal with the risks associated with contamination of the site has been submitted to, and approved in writing by, the Local Planning Authority. This strategy will include;

a) A preliminary risk assessment which has identified:  all previous uses  potential contaminants associated with those uses  a conceptual model of the site indicating sources, pathways and receptors  potentially unacceptable risks arising from contamination at the site.

b) A site investigation scheme, based on (a) to provide information for a detailed assessment of the risk to all receptors that may be affected, including those off site.

c) The results of the site investigation and detailed risk assessment referred to in (b) and, based on these, an options appraisal and remediation strategy giving full details of the remediation measures required and how they are to be undertaken.

d) A verification plan providing details of the data that will be collected in order to demonstrate that the works set out in the remediation strategy in (c) are complete and identifying any requirements for longer-term monitoring of pollutant linkages, maintenance and arrangements for contingency action.

Any changes to these components require the express written consent of the local planning authority. The scheme shall be implemented as approved.

The Phase 1 and Phase 2 reports already submitted satisfy part 1 and partially part 2 of this condition. The Phase 2 report indicates that further work is required to finalise the classification of the environmental ground conditions. Please submit the finding of the further work to fully satisfy part b of the first condition.

(2) If, during development, contamination not previously identified is found to be present at the site then no further development (unless otherwise agreed in writing with the local planning authority) shall be carried out until the developer has submitted a remediation strategy to the local planning authority detailing how this unsuspected contamination shall be dealt with and obtained written approval from the local planning authority. The remediation strategy shall be implemented as approved.

6.11 United Utilities:

No objection subject to the conditions relating to; foul and surface water being drained on separate systems, further details of surface water drainage being agreed, and details of the future maintenance and management of the SUDs being agreed

6.12 Network Rail:

No objections subject to measures identified to secure safe operation and integrity of the railway. Requirement that drainage plans are submitted to Network Rail for approval. Additional items relating to working practices, timing of works and asset protection to be laid out as informatives within the planning decision notice

6.13 Public Consultation:

Public consultation has included 300 neighbouring premises being individually consulted by letter; site notices and a press notice have also been displayed. In response 14 letters of objection and 4 letters offering comment have been received and are shown within section 9.0 of this report.

7.0 CONTACT OFFICER: Martin Kenny, Principal Planner, Development Management

8.0 DATE PREPARED: 7th December 2018

9.0 SUMMARY OF REPRESENTATIONS

Objection Cath Barton, 52 Wilworth Crescent, Blackburn. Rec – 24/09/2018

Mr Wilkinson, Roe Lee Park, Blackburn. Rec – 01/10/2018

Objection Tameena Hafiz, 48 Wilworth Crescent, Blackburn. Rec – 01/10/2018

Objection Gary & Cath Barton, 52 Wilworth Crescent, Blackburn. Rec – 01/10/2018

Objection Paul Duffell Rec – 01/10/2018

Objection Gemma & Jeremy Parkinson. Rec – 01/10/2018

Objection Joyce Donnelly, 16 & 17 Further Wilworth, Blackburn. Rec – 05/10/2018

Objection Dr Andrew Holden. Rec 05/10/2018

Objection Sameera Hussain. Rec – 08/10/2018

Objection Rizwan Namaji, 574 Whalley New Road, Blackburn. Rec – 08/10/2018

Objection Susan Jackson, 256 Pleckgate Road, Blackburn. Rec – 08/10/2018

Objection Peter Wood, 250 Pleckgate Road, Blackburn. Rec – 08/10/2018

Objection Lorraine M. Croasdale, 526 Whalley New Road, Blackburn Rec – 11/10/2018

Objection Residents of Wilworth Crescent, Blackburn. Rec – 21/11/2018

Anne-Marie Parkinson Please ask for: Gavin Prescott Investment Programme Manager Lancashire County Council Tel: 01254 585694 direct dial Po Box 78 01254 585585 switchboard County Hall email: [email protected] Preston PR1 8XJ

11th December 2018

Dear Anne-Marie,

Growth Deal 3: North Blackburn – Wainhomes (North Blackburn Development Site)

I am writing to clarify the Council’s position from a planning perspective in relation to the development of a key strategic housing development site to the North of the Borough. The Wainhomes (North Blackburn Development Site) application was recommended to be approved by the Planning & Highways Committee at their meeting on the 16th November 2017, subject to the applicants entering into a Section 106 Agreement to covenant off-site financial contributions. The Section 106 Agreement was completed and signed on the 8th May 2018, allowing the formal decision notice to be released.

The Wainhomes site is designated as “Site 16/2 – North Blackburn Development Site, Blackburn” for Strategic Housing within the Blackburn with Darwen Local Plan 2 which was adopted by the Council in December 2015. It contributes significantly to the Council’s housing requirement as set out in the Core Strategy (adopted January 2011) document over the plan period 2011-2026, for 9,365 net additional dwellings. The site, within the Core Strategy, is designated as a broad location for concentration of new housing development as follows “Attractive urban areas suitable for high quality / executive housing”.

However, development has not been forthcoming on the site until recently, with planning applications only being received in May 2017. Demand within the local housing market has combined with significantly greater certainty surrounding infrastructure provision, crystallised by the Northern Powerhouse Growth Deal 3 funding agreements to LEPs publicised in January 2017.

For Wainhomes, the strategic significance of the Growth Deal 3 Pennine Gateways project cannot be underestimated. Significantly improved linkages between residential developments with employment destinations and public transport hubs are critical to the marketability of the sites enabling the early and full roll-out of the housing

Denise Park – Deputy Chief Executive Town Hall, Blackburn, Lancashire BB1 7DY development.

It can therefore be concluded that the site and the total accompanying 272 new homes are dependent on the Growth Deal 3 North Blackburn scheme being approved by the LEP.

I trust this information is of assistance to you.

Yours sincerely

Gavin Prescott, Planning Manager (Development Management)

Denise Park – Deputy Chief Executive Town Hall, Blackburn, Lancashire BB1 7DY

North Blackburn GD3 Public Business Case Appendix K December 2018

Appendix K GVA Assessment

11 GVA Appraisal Scheme Dependent Developments Inputs sheet

Appraisal year 2010

Construction year 2019

Opening year 2019

Scheme life 60 years

Capital cost £2,101,534 at 2010 prices

Private Contribution £0 at 2010 prices

BwD £300,000 at 2018 prices Growth Deal LEP £2,300,000 at 2018 prices Assumptions sheet Scheme Dependent Developments GVA benefits per job created £20,340

Jobs Ramp 20

GVA benefits per new house £10,170 50% of GVA per new job

Dwellings ramp

Additionality ratio is calculated from the lower confidence limit of the additionality ratio in the following report. 39% https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/191512/Research_to_improve_the_assessment_of_additionality.pdf Thus we can be 95% certain the benefits will be larger than our estimate

Financial / GVA discount rate 3.5%

GVA value per head for Blackburn with Darwen taken from Table 2 of: https://www.ons.gov.uk/economy/grossvalueaddedgva/datasets/regionalgrossvalueaddedincomeapproach

Assumptions: 50% Floorspace is 50% of the site's area 40 Job density of 1 per 40m2 46 Houses per hectare 217 1 house per 217sqm Developments

Site Area No. Housing Timetable without Timetable with Local Plan Ref Delivery Stage Map Scheme Dependent Developments (Ha) Units/jobs scheme scheme 7 North Blackburn - Phase 1 Whinney Lane 16/2 Pre-Construction 14.86 272 2024 3 Roe Lee - Phase 1 North Site 16/4 Pre-Planning 9.66 155 2022 GVA Calculations Scheme Dependent Developments

GVA benefits per job created £20,340 at 2010 values and prices GVA benefits per Household £10,170 at 2010 values and prices GVA jobs ramp 20 Development life 60 years GVA discount rate 3.5%

Schedule of developments with timescales accelerated by the scheme

Development No. Jobs / Households GVA Base case year Scheme case year North Blackburn - Phase 1 Whinney Lane 272 £2,766,240 2024 2026 #REF! Roe Lee - Phase 1 North Site 155 £1,576,350 2022

2024 Adjustment factor 39% 2021 2025 2026 2027 Base case PVB £0 £0 £0 £0 £0 Adjusted £0.00 £0.00 £0.00 £0.00 £0

Scheme case PVB £44,165,229 £0 £7,325,951 £9,830,348 £12,250,056 Adjusted £17,224,439 £0.00 £2,857,120.93 £3,833,835.88 £4,777,521.83

Unadjusted GVA Benefits £44,165,229 Adjusted GVA PVB £17,224,439 £0 £2,857,121 £3,833,836 £4,777,522 Per Annum £287,073.99 Scheme Dependent Developments Discounting sheet

Appraisal year 2010

Current year 2018 12/12/2018 14:11

Discount rate 3.50% until 2047 3.00% from 2048

GVA Discount rate 3.5%

Year 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 GVA Discount factor 1.000 0.966 0.934 0.902 0.871 0.842 0.814 0.786 0.759 0.734 0.709 0.685 0.662 0.639 0.618 0.597 0.577 0.557 0.538 0.520 0.503 0.486 0.469 0.453 0.438 0.423 0.409 0.395 0.382 0.369 0.356 0.344 0.333 0.321 0.310 0.300 Scheme life 0 00 000000111111111111111111111111111

GVA impacts Base case North Blackburn - Phase 1 Whinney Lane £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 Roe Lee - Phase 1 North Site £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0

Scheme case North Blackburn - Phase 1 Whinney Lane £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £1,708,933 £1,651,143 £1,595,307 £1,541,359 £1,489,236 £1,438,875 £1,390,218 £1,343,206 £1,297,783 £1,253,897 £1,211,495 £1,170,526 £1,130,943 £1,092,699 £1,055,748 £1,020,046 £985,552 £952,224 £920,023 £888,911 £858,851 £829,808 Roe Lee - Phase 1 North Site £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £1,043,202 £1,007,925 £973,840 £940,909 £909,090 £878,348 £848,646 £819,947 £792,220 £765,430 £739,546 £714,537 £690,374 £667,028 £644,471 £622,678 £601,621 £581,276 £561,619 £542,628 £524,278 £506,549 £489,419 £472,869

Tax correction factor 1.19 WOS £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 Factor Costs Market Prices WS £0 £0 £0 £1,043,202 £1,007,925 £2,682,773 £2,592,051 £2,504,397 £2,419,708 £2,337,882 £2,258,823 £2,182,438 £2,108,635 £2,037,329 £1,968,434 £1,901,868 £1,837,554 £1,775,414 £1,715,376 £1,657,368 £1,601,322 £1,547,171 £1,494,851 £1,444,301 £1,395,460 £1,348,270 £1,302,677 GVA benefits £44,165,229 £44,165,229 DIFF £0 £0 £0 £1,043,202 £1,007,925 £2,682,773 £2,592,051 £2,504,397 £2,419,708 £2,337,882 £2,258,823 £2,182,438 £2,108,635 £2,037,329 £1,968,434 £1,901,868 £1,837,554 £1,775,414 £1,715,376 £1,657,368 £1,601,322 £1,547,171 £1,494,851 £1,444,301 £1,395,460 £1,348,270 £1,302,677

Per Annum £736,087.14 Scheme Dependent Developments Undiscounted

Appraisal year 2010

Current year 2018 12/12/2018 14:11

Discount rate 3.50% until 2047 3.00% from 2048

GVA Discount rate 3.5%

Year 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 GVA Discount factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Scheme life 0 00 000000111111111111111111111111111

Scheme case North Blackburn - Phase 1 Whinney Lane £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 £2,766,240 Roe Lee - Phase 1 North Site £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350 £1,576,350

Tax correction factor 1.19 WOS £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 £0 Factor Costs Market Prices WS £0 £0 £0 £1,576,350 £1,576,350 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 GVA benefits £98,689,680 £98,689,680 DIFF £0 £0 £0 £1,576,350 £1,576,350 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590 £4,342,590

Per Annum £1,644,828.00 Public

Capita Property and Infrastructure Ltd

www.capita.co.uk

Appendix D – Social and Distributional Impacts Appraisal Report

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC Public

North Blackburn GD3

Business Case Social and Distributional Impacts Appraisal Report December 2018

North Blackburn GD3 Quality Management Business Case December 2018

Quality Management

Job No CS/095977

Project North Blackburn GD3 Business Case

Location Manchester

Title Social and Distributional Impacts Appraisal Report

Document Ref CS/095977-CAP-TPL-XX-RP- Issue / Revision 03 TP-004 REV01

File reference S:\Transport_Planning\Transport Planning Jobs\CS095977-15 - North Blackburn OBC\05 Record\04 Reports\02 - Social & Dist Impacts\CS095977-CAP-TPL-XX-RP- TP-004 REV 03 BC Social&Dist Impact Assessment.docx

Date December 2018

Prepared by 1 Lisa Hancock Signature (for file) LH

Prepared by 2 Kateryna Kryshkevych Signature (for file) KK

Prepared by 3 Signature (for file)

Checked by 1 Kateryna Kryshkevych Signature (for file) KK

Checked by 2 Signature (for file)

Authorised by Walter Aspinall Signature (for file) WA

Revision Status / History

Rev Date Issue / Purpose/ Comment Prepared Checked Authorised

01 10/18 Draft for Comments LH, KK KK WA

02 11/18 Jacobs comments addressed and KK WA WA shown in blue font

03 12/18 Jacobs comments addressed KK WA WA

North Blackburn GD3 Public Business Case Contents December 2018

Contents 1. Introduction 1 1.1 Background 1 1.2 Overview of Scheme 1 1.3 Overview of Approach 4 1.4 Structure of the report 5 2. Social Impact Assessment 6 2.1 Accidents 6 2.2 Physical Activity 10 2.3 Security 10 2.4 Severance 11 2.5 Journey Quality 11 2.6 Air Quality 12 2.7 Accessibility and Affordability 12 3. Analysis of Distributional Impacts 13 3.1 Appraisal Process – Introduction 13 3.2 Step 1 – Screening Process 13 3.3 Step 2a - Confirmation of Areas Impacted by the Intervention 14 3.4 Step 2b - Identification of Social Groups in the Impact Area 16 3.5 Impact Area Summary 17 4. Distributional Impacts Appraisal 22 4.1 Distributional Impacts of User Benefits 22 4.2 Distributional Impacts of Accidents 25 4.3 Full Appraisal of DIs 28 5. Conclusion 31

Figures Figure 1.1. North Blackburn Study Area 2 Figure 1.2. Scheme Locations 3 Figure 2.1. Road Accident Data, Brownhill Roundabout 7 Figure 2.2. Road Accident Data, Pleckgate Junction 8 Figure 2.3. Road Accident Data, Whalley Old Road Junction 8 Figure 3.1. Overview of the DI Appraisal Process 13 Figure 3.2. Impact Area 15 Figure 3.3. Vulnerable Users within 500m of the Intervention 16 Figure 3.4 - Socio-Demographic Analyses required for DIs 17

Tables Table 2.1. Accident Impacts 6 Table 2.2. Accident Data 9 Table 4.1. Local Authority and LEP Profile 23 Table 4.2 - Grading DIs 24

i North Blackburn GD3 Public Business Case Contents December 2018

Table 4.3. Population Proportion in Each Deprivation Range 24 Table 4.4. DI of User Benefits Results Summary 25 Table 4.5. Impacted Local Authority Area Profile 27 Table 4.6. DI Appraisal Matrix 29

Appendices Appendix A Proposed Scheme Drawings

ii North Blackburn GD3 Public Business Case 1/ Introduction December 2018

1. Introduction

1.1 Background

This Appraisal Report documents the methodology and findings of the Social and Distributional Impacts Assessment undertaken for the North Blackburn scheme.

Capita has been commissioned by Blackburn with Darwen Borough Council to undertake a Social and Distributional Impacts Assessment of the North Blackburn scheme in support of the formulation of the business case.

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

Social impacts are not typically monetised and are assessed using quantitative and qualitative information and include impacts such as Accidents, Physical Activity, Security, Severance, Journey Quality, Accessibility, Option and Non-Use Values and Personal Affordability.

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

The proposed North Blackburn scheme is one of three infrastructure packages, which altogether comprise the Growth Deal 3 “Pennine Gateways” project, aimed to support the sustainable delivery of new homes, new business and jobs in the three growth area of the Borough of Blackburn with Darwen whilst contributing to alleviating congestion.

The “Pennine Gateways” project has been approved in principle by the Lancashire Enterprise Partnership (LEP) for funding and was given “Programme Entry” in spring 2017 as part of Central Government’s Growth Deal 3 announcement. Majority funding for delivery comes via the LEP with physical and financial completion required by March 2021.

The LEP has secured £320 million from the Government's Local Growth Fund to support economic growth in the area through the Growth Deal. The Lancashire Growth Deal as agreed with Government aims to realise the growth potential of the whole of Lancashire, building on key local economic assets and high-value business clusters.

The deal will help to:

 Create up to 11,000 jobs and 3,900 new homes

1 North Blackburn GD3 Public Business Case 1/ Introduction December 2018

 Attract £1.2 billion of new private sector investment to Lancashire

The “Pennine Gateways” project contributes significantly to the “Releasing Growth Potential” priority of the LEP, through essential transport improvements to motorway junctions and railway lines as well as building new roads which support job creation and enable the release of more land for homes and businesses.

The Growth Deal 3 North Blackburn scheme proposal includes signal equipment upgrade with installation of intelligent signal controllers to adjust green times based on demand (MOVA), resurfacing, road markings improvements and pedestrian and cycle provision improvements at the following three junctions:

 The A6119 Brownhill Drive/A6119 Ramsgreave Drive/A666 Whalley New Road/Pleckgate Road five-arm signalised roundabout junction, known as the Brownhill Roundabout;  Pleckgate Road/Ramsgreave Drive four-arm signalised junction (further referred to as the Pleckgate junction); and  The A6119 Brownhill Drive/A6119 Whitebirk Drive/Whalley Old Road staggered signalised junction (further referred to as the Whalley Old Road junction).

The location of the aforementioned three junctions, which form part of the North Blackburn scheme are shown in Figure 1.1 and Figure 1.2.

Figure 1.1. North Blackburn Study Area

Key North Blackburn Study Area

2 North Blackburn GD3 Public Business Case 1/ Introduction December 2018

Figure 1.2. Scheme Locations

Key 1.Brownhill Roundabout 2.Pleckgate Junction 3.Whalley Old Road Junction

At present, there is a high volume of traffic passing through the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction, whilst the A6119 Ramsgreave Drive currently experiences one of the highest traffic volumes amongst all roads in Blackburn. The aforementioned three junctions are critical in connecting the Blackburn town centre with north of Blackburn.

It is envisaged that the proposed highway network improvements and signal timings optimisation would reduce the existing congestion issues at the aforementioned three junctions along the A6119, resulting in travel time savings and assuring the efficient operation of the local highway network. As a result, it is expected that the scheme will generate junction delay savings for motorists and that the resulting user benefits will be a key element which will underpin the business case.

The proposed scheme drawings are included as Appendix A.

3 North Blackburn GD3 Public Business Case 1/ Introduction December 2018

1.3 Overview of Approach

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

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

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

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

Option Values and Non-Use Values are only assessed, if the scheme being appraised includes measures that will substantially change the availability of transport services within the study area. As the North Blackburn scheme does not include any change in the availability of transport services, the Option and Non-Use Values have therefore not been assessed.

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

The Distributional Impacts Study has been undertaken in accordance with the Department for Transport’s Transport Analysis Guidance (TAG) Unit A4.2: Distributional Impact Appraisal and focuses on how significant the impacts of the scheme are and how they are distributed between different social groups.

Results of the Social and Distribution Impacts Appraisal are ultimately recorded in the Appraisal Summary Table (AST) in the business case report.

4 North Blackburn GD3 Public Business Case 1/ Introduction December 2018

1.4 Structure of the report

The remainder of the report will take the following structure:

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

5 North Blackburn GD3 Public Business Case 2/ Social Impact Assessment December 2018

2. Social Impact Assessment

2.1 Accidents

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

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

Table 2.1. Accident Impacts

Under the scheme proposals new signal equipment would be installed at three key junctions identified within the study area, with intelligent signal controllers installed to adjust green times based on demand (MOVA). Resurfacing would be carried out with associated road marking improvements, pedestrian and cycle provision improvements.

As a result, the scheme is envisaged to reduce the existing congestion issues, delay and queues at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. The number of accidents at the junctions is also envisaged to drop as a result of reduced congestion. It is also expected that following improvement of pedestrian crossing facilities and cycle facilities at the junctions, the number of accidents involving vulnerable users would also decrease.

By installing new signal equipment at the three junctions, the existing signalling errors (which appear due to the equipment being old) would be fixed, which would positively benefit the accident rates. Currently traffic lights located on the Ramsgreave Drive arm of the Brownhill Roundabout show amber/green upright arrows when the lights switch from red. Although the ahead arrow is aimed to prevent drivers from turning sharp right before the roundabout’s central refuge and actually encourage to follow straight and around the central refuge island, this currently confuses the drivers who are not sure if the sharp left turn onto Pleckgate Road or bear left onto Whalley New Road are permitted. Traffic coming from the Brownhill Drive arm of the Brownhill Roundabout and wishing to turn right onto Whalley New Road towards Clitheroe

6 North Blackburn GD3 Public Business Case 2/ Social Impact Assessment December 2018

does not always get a green light. This sometimes causes traffic making this manoeuvre to obstruct other traffic coming across the junction. In view of the existing demands during the highway network peak hour, this requires immediate attention.

Given that the study area extends to only three junctions and following the guidance within the TAG Unit A4.1, a standard accident investigation has been carried out (see paragraph 2.3.13 of TAG Unit A4.1).

A standard accident review has been undertaken by revising the accident data history in the vicinity of the site, obtained from the Crash Map1 database for the most recent available five year period between 2013 and 2017. The study area for the accident analysis includes the Brownhill Roundabout (see Figure 2.1), Pleckgate junction (see Figure 2.2) and Whalley Old Road junction (see Figure 2.3).

Figure 2.1. Road Accident Data, Brownhill Roundabout

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

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

7 North Blackburn GD3 Public Business Case 2/ Social Impact Assessment December 2018

Figure 2.2. Road Accident Data, Pleckgate Junction

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

Figure 2.3. Road Accident Data, Whalley Old Road Junction

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

A total of 14 accidents have been recorded at the Brownhill Roundabout within the most recent five-year period available, as detailed in Table 2.2. Only one accident out of 14 recorded has been classified as serious by the accident severity type, whilst the other 13 have been classified as slight. By the casualty type one accident has been classified as a child casualty, one as a pedestrian and one as a motorcycle casualty. Three out of 14 accidents reported involved a young driver, and three involved a goods vehicle.

A total of two accidents have been recorded at the Pleckgate junction within the most recent five-year period. Both accidents have been classified as slight by the incident severity type. One accident involved a motorcycle.

8 North Blackburn GD3 Public Business Case 2/ Social Impact Assessment December 2018

A total of six accidents have been recorded at the Whalley Old Road junction within the most recent five-year period. One of the accidents has been classified as serious by the incident severity type, whilst the rest of the accidents have been classified as slight. By the casualty type, one accident has been classified as a motorcycle casualty. Half of the accidents involved a young driver.

Table 2.2. Accident Data Date Severity Number of Number of Casualty Vehicles Involved Vehicles Casualties Type Involved Involved Brownhill Roundabout 05/01/2013 Slight 2 1 young driver, car 19/03/2013 Slight 2 1 Car 01/04/2013 Slight 1 1 Car 17/12/2013 Slight 2 1 Car 04/12/2014 Slight 2 3 young driver, car 01/02/2015 Slight 2 1 goods vehicle, car 12/06/2015 Slight 2 3 young driver, car 02/01/2016 Slight 2 1 Car 10/03/2016 Slight 2 2 Car 24/03/2016 Slight 2 3 child goods vehicle, car 12/04/2016 Slight 2 2 goods vehicle, car 29/04/2016 Slight 2 1 Car 24/05/2016 Serious 1 1 pedestrian Car 28/01/2017 Slight 2 1 Car Pleckgate Junction 17/02/2017 Slight 2 1 Car 11/09/2017 Slight 1 1 motorcycle motorcycle Whalley Old Road 19/08/2013 Slight 2 1 Car 11/06/2014 Serious 2 2 motorcycle motorcycle 14/07/2014 Slight 2 1 young driver, car 26/11/2014 Slight 2 2 Car 27/09/2016 Slight 2 1 young driver, car 20/07/2017 Slight 2 1 young driver, car

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

As can be seen from Table 2.2, the number of casualties reported within the study area is below the target of 50. A qualitative distributional impact assessment has therefore been undertaken within the following sections of this report.

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2.2 Physical Activity

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

A qualitative only assessment has been undertaken for the North Blackburn scheme in line with WebTAG Unit A4.1, which states that for “schemes that are demonstrated to have a relatively insignificant impact on physical activity…it will be satisfactory to enter a qualitative indicator in the AST.”

Although cycle lanes would be provided through the junctions and pedestrian crossing facilities would be improved, the scheme is not designed to have any impact on physical activity, and is purely focussed on reducing junction delays and reducing congestion at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction.

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

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

 road users are more vulnerable to crime in circumstances where they are required to stop their vehicles or travel at slow speeds, such as at the approaches to signals or in congested conditions;  road users are more vulnerable to crime at locations where they are required to leave their vehicles, such as at service stations, car parks and so on; and  the importance of each indicator is likely to vary according to the location and nature of the road; for example: emergency call facilities are likely to be more important than surveillance when considering a rural road.

The North Blackburn scheme will have a minor beneficial impact on security, by reducing the need to stop vehicles or travel at low speeds, as a result of reduced congestion at the three

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junctions identified within the study area. It is therefore considered that the scheme will have minor beneficial impact on security. Any further analysis would however be disproportionate to the scale of the project. 2.4 Severance

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

Although improved pedestrian crossing facilities would be provided at the junctions within the study area, the scheme is not designed to have any impact on severance and is purely focussed on reducing junction delays and congestion at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction.

It is therefore considered that the scheme will have no impact on severance. 2.5 Journey Quality

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

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

Given the scale of the North Blackburn scheme, it is considered that there will be a slight beneficial impact on journey quality by reduced travellers stress and frustration. By reducing junction delay and congestion, drivers would be able to make a good progress, avoiding the delay previously experienced.

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

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2.6 Air Quality

Given the scale of the North Blackburn scheme, it is considered that there will be a slight beneficial impact on local air quality with reduced vehicle emissions from reduction in delay and queueing on the local highway network.

Any further analysis would however be disproportionate to the scale of the project. 2.7 Accessibility and Affordability

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

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

The scheme is likely to have slight benefits on accessibility between the M65 motorway and north of Blackburn, as well as the unlocked residential developments along the route of the A6119, by reducing congestion at the junctions and providing improvements to pedestrian crossing facilities and cycle facilities.

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

With regards to affordability, slight benefits are envisaged on car fuel costs, due to reduced congestion and reduced delay at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. Due to the scale of the project, no further assessment has however been carried out and the impact on affordability is therefore considered as neutral.

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3. Analysis of Distributional Impacts

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

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

Figure 3.1. Overview of the DI Appraisal Process

3.2 Step 1 – Screening Process

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

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

The completed proforma is available in Appendix A.

The conclusions drawn from Step 1 are summarised as follows:

 Further analysis of User Benefits is required;  A qualitative distributional analysis of Accidents is required;  The impact of the scheme on Noise is neutral and has not been further assessed;  In view of the scale of the project, further consideration of Physical Activity, Security, Journey Quality, Air Quality and Accessibility is not necessary, as these impacts have been considered qualitatively and are determined to be slight beneficial;  In view of the scale of the project, further consideration of Affordability and Severance impacts is not necessary, as these impacts have been considered qualitatively and are determined to be not impacted by the scheme.

Therefore, further analysis of the DI of User Benefits and Accidents has been carried out. 3.3 Step 2a - Confirmation of Areas Impacted by the Intervention

The impact area is defined as an area, in which the transport intervention will result in changes to the cost of travel (including both time-based costs and financial costs) for users of the transport network.

The impact area has been informed by the North Blackburn scheme’s location in the northern part of Blackburn, in the vicinity of Ribble Valley and Hyndburn. The location of usual residence and place of work by method of travel to work data from Nomis2, which provides an official UK labour market statistics, has been analysed to determine the areas potentially benefiting from

2 https://www.nomisweb.co.uk/

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the North Blackburn scheme. Trips to work between all wards of BwD, Ribble Valley and Hyndburn have therefore been analysed, whilst alternating the wards as being either a ‘place of work’ or a ‘place of usual residence’.

The driving routes have been checked between 18 areas in BwD, eight wards in Ribble Valley and nine areas in Hyndburn. The vast majority of work trips between BwD and Ribble Valley, BwD and Hyndburn run via the intervention junctions of the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. As the vast majority of users of the North Blackburn scheme would be through traffic, the impact area therefore extends to include BwD, Ribble Valley and Hyndburn local authorities, as shown in Figure 3.2.

Figure 3.2. Impact Area

A 500m zone around the three junctions Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction and the associated route of the A6119 has been determined to be sufficient in representing the location of schools, community centres and care homes in order to identify any potential trip attractors for pedestrians and vulnerable people, as shown in Figure 3.3.

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Figure 3.3. Vulnerable Users within 500m of the Intervention

Key Intervention Junctions Schools Community Centres Care Homes

In order to follow a consistent and proportional approach, the same impact area which includes Blackburn with Darwen, Ribble Valley and Hyndburn local authorities has been used throughout the analysis. 3.4 Step 2b - Identification of Social Groups in the Impact Area

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

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

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The following sections describe the social and demographic characteristics of the study area compared with Lancashire averages. Figure 3.4 below shows the required Socio-Demographic Analyses for DI.

Figure 3.4 - Socio-Demographic Analyses required for DIs

3.5 Impact Area Summary

In order to provide a qualitative assessment of the DI, and present additional context to the spatial analysis, a profile of Blackburn with Darwen3, Ribble Valley4 and Hyndburn5 has been prepared, focusing on those that may experience the greatest impacts from the implementation of the North Blackburn scheme.

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

4 https://www.lancashire.gov.uk/lancashire-insight/area-profiles/local-authority-profiles/ribble-valley-district/

5 https://www.lancashire.gov.uk/lancashire-insight/area-profiles/local-authority-profiles/hyndburn-district/

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Blackburn with Darwen

- Children and Young People

o There are more child benefit claimants than any other Lancashire authority. Only a small proportion of families have opted out due to the high income benefit charge.

- People and Communities

o The population of the authority has been on an upward trend over recent years.

o The percentage of vacant dwellings is high in the authority.

o The 2015 Indices of Deprivation revealed Blackburn with Darwen was ranked as the 24th most deprived area out of 326 areas in England.

- Economic Development o The manufacturing sector has shed jobs over the years whilst the service sector has grown to become a far greater source of employee jobs.

o The authority has a history of low overall employment rates.

o The authority has a large number of employment and support allowance claimants as well as high numbers of housing benefit recipients.

o In comparison to the national average, there is a high percentage of the working age population that is reliant on welfare benefits.

- Community Safety

o Blackburn with Darwen has a crime rate above average for the Lancashire.

o In 2016, 71 people were killed/seriously injured in road traffic collisions.

- Environment and Transport

o Very high proportion of its land designated as green belt at 38.4%, although 290 hectares were taken out of the designation in 2016 for major housing developments.

- Health and Wellbeing

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

- Older People

o The population aged 65 or over is projected to increase to 30,600 by 2039.

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Ribble Valley

- Children and Young People

o A high number of families have opted out of receiving child benefit due to income.

- People and Communities

o The overall population has seen strong growth for a number of years.

o Ribble Valley has the fewest dwellings of any Lancashire authority, but a very high proportion are either owner-occupied or privately rented.

o Highest in Lancashire for proportion of housing stock in council tax bands E or higher.

o The 2015 Indices of Deprivation revealed that Ribble Valley was ranked within the top 50 least deprived areas in England, by far the best ranking in the county.

- Economic Development

o High overall employment rates. Higher proportion of manufacturing jobs than the majority of authorities and the lowest proportion in the service sector in Lancashire.

o The 2011 census indicated that 14.4% of Ribble Valley's working residents aged 16+ work mainly at or from home. Agriculture is very important to the local economy.

o Low number of employment, support allowance and housing benefit claimants. A low percentage of the working age population are reliant on welfare benefits.

- Community Safety

o Ribble Valley has the lowest crime rate in the Lancashire.

o 40 people were killed/seriously injured in road traffic collisions in 2016.

- Environment and Transport

o Other than the A59, the road network is predominantly 'B' roads.

o Ribble Valley has a very low proportion of land designated as green belt.

- Health and Wellbeing

o The health of people in the area is generally better than the England average.

- Older People

o By 2039, the population aged 65+ in Ribble Valley is projected to increase to 20,100.

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Hyndburn

- Children and Young People

o Only a relatively small number of families in Hyndburn have an income level that led to them opting out of receiving child benefit.

- People and Communities

o 87% of housing is owner occupied or private rented. There is a very high proportion of housing stock in council tax band A. High percentage of vacant dwellings.

o A total of 14.1% of households in Hyndburn were in fuel poverty in 2016. This was the 25th highest rate out of 326 authorities across England. The proportion of fuel poor had reduced since 2015.

o The 2015 Indices of Deprivation reveals that Hyndburn was the 28th most deprived in England.

- Economic Development

o The manufacturing sector has shed jobs over the years whilst the service sector has grown to become a far greater source of employee jobs.

o The M65 has improved access to the area and a number of new business locations have been developed close to motorway junctions.

o Hyndburn has a localised labour market, with 51% having journeys to work of less than 5km (compared to 40% nationally).

o There is a high percentage of the working age population reliant on welfare benefits.

- Community Safety

o The reported crime rate was just above the average for the Lancashire.

o In 2016, 38 people were killed/seriously injured in road traffic collisions.

- Environment and Transport

o Hyndburn has a large proportion of land designated as green belt.

- Health and Wellbeing

o The health of people in Hyndburn is generally worse than the England average.

- Older People

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o By 2039, the population aged over 65 or over is projected to increase to 19,800.

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4. Distributional Impacts Appraisal

4.1 Distributional Impacts of User Benefits

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

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

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

The Income Deprivation domain and population denominators of the English Indices of Deprivation6 have been used to create a profile of districts within the impacted area and compare the performance of the districts of Blackburn with Darwen, Ribble Valley, Hyndburn and Lancashire LEP overall.

This statistic does not measure areas of affluence but measures the proportion of the population experiencing deprivation relating to low income. The definition of low income used includes both those people that are out-of-work, and those that are in work but who have low earnings (and who satisfy the respective means tests). The ranks and deciles published for the Indices of Deprivation are based on scores: the larger the score, the more deprived the area. For example, if a given area (in this case average value for a local authority) has a score of 0.061 in the Income Deprivation Domain, this means that 6 per cent of the population is income deprived in that area.

It is estimated from this statistic that the average level of income deprivation across Ribble Valley is 6% and across Hyndburn is 18%, which is below the Lancashire LEP with 16%. Across Blackburn with Darwen local authority the level of income deprivation is 21%, which is above the average for Lancashire LEP. This means that across three local authority areas, Blackburn with Darwen has the highest percentage of population which is income deprived.

6 https://www.gov.uk/government/statistics/english-indices-of-deprivation-2015

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The statistical details of Blackburn with Darwen, Ribble Valley and Hyndburn local authorities compared to Lancashire are provided in Table 4.1.

Table 4.1. Local Authority and LEP Profile

Average for Average Average for Average for Category Ribble Valley for BwD Hyndburn Lancs. Population Denominators 1,490,500 Total population: mid 2012 (excluding prisoners) 57,596 147,713 80,190 (all people) Income Deprivation IMD Rank (where 1 is most deprived) 24,657 10,066 10,720 19,877 IMD Decile (where 1 is most deprived 10% of 8 4 4 10 districts) Income Rank (where 1 is most deprived) 25,801 11,264 12,613 19,094 Income Decile (where 1 is most deprived 10% of 8 4 4 11 districts) Income Score (rate) 0.061 0.213 0.185 0.16 Employment Rank (where 1 is most deprived) 23,834 10,029 10,254 20,562 Employment Decile (where 1 is most deprived 10% 8 4 4 10 of districts) Education, Skills and Training Rank (where 1 is most 25,727 10,978 12,227 18,182 deprived) Education, Skills and Training Decile (where 1 is 8 4 4 19 most deprived 10% of districts) Health Deprivation and Disability Rank (where 1 is 22,287 6,534 5,471 25,020 most deprived) Health Deprivation and Disability Decile (where 1 is 7 2 2 5 most deprived 10% of districts) Crime Rank (where 1 is most deprived) 25,048 10,360 11,931 19,085 Crime Decile (where 1 is most deprived 10% of 8 4 4 10 districts) Barriers to Housing and Services Rank (where 1 is 19,428 25,573 29,124 94,986 most deprived) Barriers to Housing and Services Decile (where 1 is 6 8 9 39 most deprived 10% of districts) Living Environment Rank (where 1 is most deprived) 15,299 11,215 8,339 21,624 Living Environment Decile (where 1 is most deprived 5 4 3 8 10% of districts) Benefit Claimants 275 3,260 1,655 23,885 Total Claimants (all people, June 2018) (0.8%) (3.5%) (3.4%) (2.6%) Note: 5 more deprived than an average for Lancashire It can be seen from Table 4.1 that all three all three local authorities are more deprived than Lancashire on average, when compared across the vast majority of the categories. Only one category of Health Deprivation and Disability demonstrates that Ribble Valley is on average less deprived than BwD, Hyndburn or Lancashire overall.

With regards to benefit claimants, it can be seen from Table 4.1, that Ribble Valley has on average less benefit claimants than BwD, Hyndburn or Lancashire overall. Both BwD and Hyndburn local authority areas exceed the average indicator for Lancashire.

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

Table 4.2 - Grading DIs

The DI analysis for user benefits shows that the scheme will have a greater proportional impact on those living in the BwD local authority area with the highest proportion of income deprivation, as this area make up the greater proportion of the population within the Impact Area, as shown in Table 4.3.

Table 4.3. Population Proportion in Each Deprivation Range Income Deprivation (%) Total Population within the Impact Area 21-30 147,713 (52%) 11-20 80,190 (28%) 0-10 57,596 (20%) The analysis shows that 20% of the population within the impact area live within the Ribble Valley local authority area with the lowest proportion of income deprivation (up to 10%). 28% of the population live within the Hyndburn local authority area with the proportion of income deprivation up to 20%. It also shows that 52% of the population within the impact area live within the BwD local authority area with the highest proportion of income deprivation (up to 30%).

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

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Table 4.4. DI of User Benefits Results Summary Income Deprivation (%) Least Deprived Areas←→Most Deprived Areas Total 0-10 11-20 21-30 Population Number in Impact 57,596 (20%) 80,190 (28%) 147,713 (52%) 100% Area Assessment ✔ ✔ ✔✔✔ 4.2 Distributional Impacts of Accidents

As it has been demonstrated in Section 2.1 of this report, the Brownhill Roundabout has a poor collision record due to the physical layout of the junction and read-through of conflicting signals, sun washout of the signal aspects and general driver behaviour influenced by the layout. Furthermore, the current layout of the Brownhill Roundabout creates a barrier to safe cycle links and has poor provision for pedestrians as a result of the layout.

Although the Pleckgate junction does not have an extensive record of accidents, the junction does not comply with current design standards and has poor facilities for cyclists and pedestrians.

It has been confirmed by the BwDBC that the existing signal equipment at the Whalley Old Road junction has expired, with cables dating from 1967 and failing. Furthermore, no pedestrian facilities are provided at the junction.

By the upgrading the existing signal equipment at the aforementioned signal junctions, resurfacing, upgrading road markings, and providing cycle and pedestrian facilities, it is envisaged that number of accidents would reduce.

The existing congestion and delay issues would be tackled by installing intelligent signal controllers to adjust green times based on demand (MOVA). This would particularly have a positive impact on vulnerable road users.

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

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The accident record provided within Section 2.1 demonstrates, that some of the accidents recorded within the study area (Table 2.2) involved vulnerable groups.

At the Brownhill Roundabout one accident (out of 14) involved a child and one involved a pedestrian (serious accident), whilst three out of 14 accidents involved a young driver.

At the Pleckgate junction one accident out two recorded involved a motorcycle.

At the Whalley Old Road one accident out of six involved a motorcycle (serious accident), whilst three accidents involved a young driver.

Out of total 22 accidents with 32 casualties reported within the study area, ten involved vulnerable population groups.

A total of 32 casualties have been identified within the study area during the most recent five- year period available, therefore this section of the report provides a qualitative analysis on the likely impact on vulnerable groups, based on demographic analysis; a profile of the Blackburn with Darwen, Ribble Valley and Hyndburn local authorities, based on car or van ownership and a profile of local transport users.

The profiles of the Blackburn with Darwen, Ribble Valley and Hyndburn local authorities areas impacted by the proposed North Blackburn scheme in comparison to average indicators for Lancashire are provided in Table 4.5.

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

Two out of three local authority areas (Hyndburn and BwD) have the percentage of dependent children aged 0 to 15 higher than the average for Lancashire. Only one district (Ribble Valley) has a higher percentage of older population aged 60 and over than on average within the Lancashire. Only one of the three local authority areas (Ribble Valley) has a slightly lower percentage of working age population, than an average within Lancashire, with Hyndburn having the same percentage on average. BwD has a higher percentage of working age population, at 58% rather than the average 57% for Lancashire.

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Table 4.5. Impacted Local Authority Area Profile Category BwD Ribble Valley Hyndburn Lancashire Population Denominators Total population: mid 2012 (excluding 147,713 57,596 80,190 1,462,493 prisoners) Dependent Children aged 0-15: mid 34,255 (23%) 10,525 (18%) 16,375 (20%) 274,653 (19%) 2012 (excluding prisoners) Older population aged 60 and over: mid 27,372 (18%) 16,084 (28%) 18,233 (23%) 358,524 (25%) 2012 (excluding prisoners) Working age population 18-59/64: for use with Employment Deprivation 85,341 (58%) 31,393 (51%) 45,732 (57%) 836,819 (57%) Domain (excluding prisoners) Travel to Work Driving Car or Van 38,582 (37%) 20,320 (49%) 24,306 (42%) 76,240 (41%) Bicycle 600 (1%) 389 (1%) 407 (1%) 1,011 (13%) On Foot 7,874 (8%) 3,053 (7%) 4,002 (7%) 5,521 (7%) Car or Van Availability All Categories 57,353 24,045 34,341 618,019 No cars or vans in household 17,502 (30%) 3,127 (13%) 9,696 (28%) 11,043 (24%) One car or van in household 25,110 (44%) 9,912 (41%) 15,287 (45%) 19,170 (43%) Two cars or cans in household 11,819 (21%) 8,268 (35%) 7,560 (22%) 10,919 (25%) Three cars or cans in household 2,256 (4%) 1,985 (8%) 1,405 (4%) 2,274 (5%) Four or more cars or cans in household 666 (1%) 753 (3%) 393 (1%) 738 (2%) Note: Score – the higher the score, the most deprived area Rank – where 1 is the most deprived Decile - where 1 is most deprived 10% 5,338 below or above Lancashire value (i.e. for dependent children, older population, etc.) Table 4.5 demonstrates that the lowest number of people going to work by driving car or van live in BwD, which could possibly be explained by a high percentage of population having no car or van available (i.e. 30%). All three local authority areas have much lower than average levels of journeys to work made by cycle, at just 1% compared to 13% on average across Lancashire. Only one district has above average numbers of journeys to work made by car. It is however pertinent to mention that BwD local authority area sees the highest number of journeys made on foot, with 8% of trips compared to 7% in Lancashire.

The profile of the three local authority areas impacted by the proposed scheme in comparison to average indicators for Lancashire provide the evidence of presence of vulnerable groups of population within the study area in addition to a high level of income deprivation. The statistic presented and the analysis of the accident data support the aforementioned TAG A4.2 statement about a strong link between deprivation and road accidents.

By reducing delay and congestion, upgrading the pedestrian and cycle facilities and installing new signal equipment at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road

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junction, the potential for accidents between vehicles and vulnerable users could potentially be reduced.

By upgrading the existing signal equipment at the three junctions in question, resurfacing, upgrading road markings, and providing cycle and pedestrian facilities, it is envisaged that number of accidents would reduce. This would particularly have a positive impact on vulnerable road users. Accidents between vulnerable users and vehicles are likely to result in the highest levels of severity. Although reducing congestion would lead to traffic flowing more freely, this does not effectively mean that the traffic speeds would increase. Should any future issues arise, it is likely that BwD traffic team would intervene and could consider traffic calming along the A6119 between the Pleckgate junction, Brownhill Roundabout and Whalley Old Road junction.

The proposed design being in line with current design standards and best practice allows to support the statement that an overall impact on road safety would be slightly beneficial. 4.3 Full Appraisal of DIs

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

28 North Blackburn GD3 Public Business Case 4/ Distributional Impacts Appraisal December 2018

Table 4.6. DI Appraisal Matrix Distributional impact of income Are the deprivation impacts Key impacts – Qualitative statements distributed 0-10% 11-20% 21-30% evenly? The DI analysis for user benefits shows that the scheme will have a greater proportional impact on User ✔ ✔ ✔✔✔ No those living within BwD local authority area, with the highest percentage of income deprivation of Benefits 21%, as this area makes up the greater proportion of the population within the Impact Area. As the scheme proposes only minor highway changes and signal equipment upgrade, no air or Noise Neutral Neutral Neutral n/a noise quality assessments have been required. The impact of the scheme on air quality and noise is therefore considered as neutral and has not been assessed. Reduced vehicle emissions from reduction in delay and queueing on the local highway network shall improve air quality in the local Air Quality Management Area. In view of a proportionate Air Quality ✔ ✔ ✔ Yes approach being adopted, a qualitative assessment only has been carried out which concluded only slights benefits on air quality. The scheme is likely to have slight benefits on accessibility between the M65 motorway and north of Blackburn, as well as the unlocked residential developments along the route of the A6119, by reducing congestion at the junctions and providing improvements to pedestrian crossing facilities Accessibility ✔ ✔ ✔ Yes and cycle facilities. The overall impact on accessibility is therefore likely to be slightly beneficial. Any further analysis would however be disproportionate to the scale of the development. Some benefits are also envisaged on car fuel costs, due to reduced congestion and delay at the Affordability Neutral Neutral Neutral n/a Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. The overall impact is however considered to be neutral. It is envisaged that there would be a slight beneficial impact on journey quality by reduced stress Journey ✔ ✔ ✔ Yes and frustration (as a result of reduced congestion and delay) for those travelling through the Quality Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. Although improved pedestrian crossing facilities and cycle facilities would be provided at the junctions within the study area, the scheme is not designed to have any impact on severance and Severance Neutral Neutral Neutral No is purely focussed on reducing junction delays and congestion at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. The North Blackburn scheme will have a minor beneficial impact on security, by reducing the need to stop vehicles or travel at low speeds, as a result of reduced congestion along Brownhill Security ✔ ✔ ✔ Yes Roundabout, Pleckgate junction and Whalley Old Road junction. Any further analysis would however be disproportionate to the scale of the project. Although the scheme proposal includes upgrade of the existing pedestrian crossing facilities and cycle facilities, the scheme is purely focussed on reducing congestion and junction delay at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. Reducing congestion Physical ✔ ✔ ✔ Yes may however have a positive impact by changed environment in the vicinity of the junctions, which would be friendlier for cyclists and pedestrians. It is therefore envisaged, that there would be a slight benefit to physical activity. Any further analysis would however be disproportionate to the scale of the project. Slight benefits can be expected to road safety by upgrading the existing signal equipment at the signal junctions, resurfacing, upgrading road markings, and providing cycle and pedestrian Accidents ✔ ✔ ✔ Yes facilities. It is envisaged that number of accidents would reduce and the potential for conflict between traffic and vulnerable groups (children, older people and pedestrians, young males and motorcyclists) would be reduced. An overall impact on road safety would be slightly beneficial.

29 North Blackburn GD3 Public Business Case 4/ Distributional Impacts Appraisal December 2018

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

30 North Blackburn GD3 Public Business Case 5/ Conclusion December 2018

5. Conclusion

This Appraisal Report documents the methodology and findings of the Social and Distributional Impacts Assessment undertaken for the North Blackburn scheme.

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

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

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

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

Further analysis of the Distributional Impacts of User Benefits and Accidents has therefore been carried out.

31 North Blackburn GD3 Public Business Case 5/ Conclusion December 2018

The impact area has been defined as mapped as running through three Local Authorities in Lancashire, namely Blackburn with Darwen, Hyndburn and Ribble Valley. The profile of each area, in comparison to Lancashire, has been established.

It has been demonstrated within the Distributional Impacts Appraisal of User Benefits, that the scheme would have a large beneficial impact on the most deprived areas (particularly within the Blackburn with Darwen local authority area), whilst having a slight beneficial impact on least deprived areas of Ribble Valley and Hyndburn.

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

The results of the Social and Distributional Impacts Appraisal are recorded in the Appraisal Summary Table of the business case report.

32 North Blackburn GD3 Public Business Case Appendix A December 2018

Appendix A Proposed Scheme Drawings

1 NOTES:

1. THIS DRAWING IS TO BE READ IN CONJUNCTION WITH ALL OTHER RELEVANT DRAWINGS, ANY DISCREPANCIES, ERRORS OR OMISSIONS TO BE BROUGHT TO THE ATTENTION OF CAPITA. N N 2. ALL DIMENSIONS TO BE CHECKED BEFORE COMMENCEMENT OF WORK ON SITE.

3. ALL DIMENSIONS IN METRES UNLESS OTHERWISE STATED.

KEY:

SITE BOUNDARY

PROPOSED CARRIAGEWAY RESURFACING

PROPOSED FOOTWAY RESURFACING / LANDSCAPING

FOOWAY OVERLAY

PROPOSED LANDSCAPE MATERIALS. SEE DRAWING BROW-CAP-ELS-00-DR -L-15-1100 LOCATION PLAN Not to scale PROPOSED LANDSCAPE MATERIALS. SEE DRAWING BROW-CAP-ELS-00-DR -L-15-1100 368500E

gas

BROWNHILL ROUNDABOUT

CL'ROE TOWN CL'ROE C'TRE

P01 DR DV INFORMATION APRIL 18 Rev Description Date Drwn App'd Chk'd Purpose of Issue D1 - ISSUE FOR COSTING

Classification COMMERCIAL IN CONFIDENCE

Client BLACKBURN WITH DARWEN B.C TOWN HALL TOWN C'TRE BLACKBURN BB1 7DY Project GROWTH DEAL 3 - NORTH BLACKBURN TOWN C'TRE

Drawing BROWNHILL GENERAL ARRANGEMENT

Scale @ A1 Drawn Checked Approved 1:500 DR DV APN

Project No. Date CS/093641 18/04/2018

Drawing Identifier BS1192 Compliant Project - Originator - Zone - Level - File Type - Role - Number revision BROW-CAP-HGN-00-DR-CH-0100 P01 DECLAN RAMM BY Highways CastleWay House, 17 Preston New Road, Blackburn, BB2 1AU 01254 273000 16/08/2018 13:13:11 RAMSGREAVE DRIVE www.capitaproperty.co.uk Capita Property and Infrastructure Ltd. Print Date: © Capita Property and Infrastructure Ltd S:\PROJECTS\CS093641 - Brownhill roundabout (BROW)\03 Delivery\HGN HwayGeneral\03 Drawings\0_Brownhill final drawings\BROW-CAP-HGN-00-DR-C-0100 GA Brownhill.dwg NOTES:

3. ALL DIMENSIONS IN METRES UNLESS OTHERWISE STATED.

KEY:

SITE BOUNDARY

PROPOSED CARRIAGEWAY RESURFACING

PROPOSED FOOTWAY RESURFACING / LANDSCAPING

PROPOSED LANDSCAPING MATERIALS SEE DRAWING: PLEC-CAP-ELS-00-DR-L-15-1100 FOR DETAILS

PROPOSED LANDSCAPING MATERIALS LOCATION PLAN SEE DRAWING: PLEC-CAP-ELS-00-DR-L-15-1100 NP FOR DETAILS Not to scale G1.1 LP G1.1 G NP G

CTV MH CL150.61

WST MH CL150.66 CTV RS G WST LP MH G WST CL151.07 G SP WST EIC

BOL WST

CTV CTV WST WST LP G LP G WST CTV WST G WST G LP MH FH LP G TP BT G0.8 G BT LP SO15 RS EIC MH G CTV MH TIE CL149.40 G MH KO CL148.66 IC CB G EIC TL IC G2.8 MH G SP LP CL149.57 MH MH G G MH GIP CL149.17 MG TL LP MH FH WST WST WST WST WST SO1 IC WST G WST ADJACENT ROE LEE WORKS IC CTV MH IC TO BE COMPLETED BY OTHERS CL149.79 WM CB IC MH CL149.55 EIC WST PRIOR TO STARTING ON SITE G CB IC TL G1.2 LP MH NP CL149.65 G MH WST TL CL149.67 PT BT LP TL PT TB EIC G NP SO2 TL IC EIC GSV EIC WST G G EIC LP IC TL G1.2 WST KO NP LP NP WST G TB IC WST G G0.4 TL LP MH G0.6 CL149.29 IC G NP MG G P01 DR DV INFORMATION APRIL 18 GSV MH CB CL150.64 WST Rev Description Date Drwn App'd TB PT LP Chk'd TL BT LP IC TB NP Purpose of Issue G G MG MH IC LP CL151.56 TL D1 - ISSUE FOR COSTING TL IC TB TB NP LP Classification LP EIC TL EIC G MG COMMERCIAL IN CONFIDENCE CTV GSV SP CB G BS Client LP GSV CTV BLACKBURN WITH DARWEN B.C TP

BT WST TOWN HALL WST MG BLACKBURN BB1 7DY Project RS PLECKGATE ROAD GROWTH DEAL 3 - G1.3 LP G0.6 G1.0 G1.0 SP G1.0 G1.0 G1.0 NORTH BLACKBURN MG TIE TIE TIE TIE WST MG CTV MG MH CL151.99 SP RIDGE RIDGE RIDGE Drawing EAVES WST SO3 RIDGE EAVES EP EAVES EAVES MG PLECKGATE GSV FH WST G MG EP WST G CTV GENERAL ARRANGEMENT NP WST TP WST FH EAVES EAVES WST EAVES SO4 G1.8 MG G1.0 MG WST BT G1.5 MH SO6 CL152.83 G0.4 G0.4 RIDGE MG SP SP WST LP G1.8 BS WST Scale @ A1 Drawn Checked Approved EAVES G0.6 SO5 SAP G1.0 G1.0 1:500 DR DV APN MG WST BIN RIDGE MG G0.8 GSV MG Project No. Date

MG G1.0 MG G1.3 CS/093641 18/04/2018 G1.3 Drawing Identifier BS1192 Compliant G1.0 Project - Originator - Zone - Level - File Type - Role - Number revision G1.0 G1.0 PLEC-CAP-HGN-00-DR-CH-0100 P01

G0.8 DECLAN RAMM BY

MG Highways MG CastleWay House, 17 Preston New Road, Blackburn, BB2 1AU 01254 273000 16/08/2018 11:36:19 www.capitaproperty.co.uk Capita Property and Infrastructure Ltd. Print Date: © Capita Property and Infrastructure Ltd S:\PROJECTS\CS093641 - Brownhill roundabout (BROW)\03 Delivery\HGN HwayGeneral\03 Drawings\0_Pleckgate final drawings\PLEC-CAP-HGN-00-DR-C-0100 GA Pleckgate.dwg NOTES:

3. ALL DIMENSIONS IN METRES UNLESS OTHERWISE STATED.

KEY:

SITE BOUNDARY

PROPOSED CARRIAGEWAY RESURFACING

PROPOSED FOOTWAY RESURFACING

NARROW WIDENING

FOOTWAY OVERLAY

LOCATION PLAN TACTILE PAVING Not to scale PROPOSED LANDSCAPE MATERIAL, SEE DRAWING: WOR-CAP-ELS-00-DR-L-15-1200

P01 DR DV TENDER JULY 18 Rev Description Date Drwn App'd Chk'd Purpose of Issue D1 - ISSUE FOR TENDER

Classification COMMERCIAL IN CONFIDENCE

Client BLACKBURN WITH DARWEN B.C TOWN HALL BLACKBURN BB1 7DY Project GROWTH DEAL 3 - NORTH BLACKBURN

Drawing WHALLEY OLD ROAD GENERAL ARRANGEMENT

Scale @ A1 Drawn Checked Approved 1:500 DR DV APN

Project No. Date CS/093641 16/07/2018

Drawing Identifier BS1192 Compliant Project - Originator - Zone - Level - File Type - Role - Number revision WOR-CAP-HGN-00-DR-CH-0100 P01 DECLAN RAMM BY Highways CastleWay House, 17 Preston New Road, Blackburn, BB2 1AU 01254 273000 16/08/2018 13:32:19 www.capitaproperty.co.uk Capita Property and Infrastructure Ltd. Print Date: © Capita Property and Infrastructure Ltd S:\PROJECTS\CS093641 - Brownhill roundabout (BROW)\03 Delivery\HGN HwayGeneral\03 Drawings\0_Whalley Old Road final drawings\WOR-CAP-HGN-00-DR-C-0100 GA Whalley Old Road.dwg Public

Capita Property and Infrastructure Ltd

www.capita.co.uk

Appendix E – Monitoring and Evaluation Report

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC Public

North Blackburn GD3 Business Case Monitoring and Evaluation Report December 2018

North Blackburn GD3 Quality Management Business Case December 2018

Quality Management

Job No CS0995977

Project North Blackburn GD3 Business Case

Location Manchester

Title Monitoring and Evaluation Report

Document Ref CS0995977-CAP-TPL-XX-RP- Issue / Revision 04 TP-003 REV01

File reference S:\Transport_Planning\Transport Planning Jobs\CS095977-15 - North Blackburn OBC\05 Record\04 Reports\03 - Monitoring & Evaluation\CS095977-CAP-TPL-XX- RP-TP-003 REV 04 BC M&E.docx

Date December 2018

Prepared by 1 Kateryna Kryshkevych Signature (for file) KK

Prepared by 2 Signature (for file)

Prepared by 3 Signature (for file)

Checked by Signature (for file)

Checked by 1 Walter Aspinall Signature (for file) WA

Authorised by Walter Aspinall Signature (for file) WA

Revision Status / History

Rev Date Issue / Purpose/ Comment Prepared Checked Authorised

01 10/18 Draft for Comments KK WA WA

02 11/18 Jacobs comments addressed and KK WA WA shown in blue font

03 11/18 Jacobs comments addressed KK WA WA

04 12/18 Jacobs comments addressed KK WA WA

North Blackburn GD3 Public Business Case Contents December 2018

Contents 1. Scheme Context and Background 1 1.1 Scheme Context 1 1.2 Scheme Delivery Strategy and Timeframe 3 2. Scheme Objectives and Expected Outcomes 4 2.1 Scheme Objectives 4 2.2 Expected Scheme Outcomes 4 2.3 Expected Scheme Beneficiaries 5 3. Monitoring and Evaluation Scope and Objectives 6 3.1 Evaluation Scope and Requirements 6 3.2 Evaluation Objectives 8 4. Monitoring and Evaluation Approach and Methodology 9 4.1 Evaluation Approach 9 4.2 Logic Mapping 9 4.3 Evaluation Timescale 10 5. Data Requirements and Collections Methods 11 5.1 Data Requirements 11 5.2 Data Sources 11 6. Monitoring and Evaluation Resourcing and Governance 13 6.1 Governance 13 6.2 M&E Cost 13

Figures Figure 1.1. North Blackburn Study Area 2 Figure 1.2. Scheme Locations 3 Figure 4.1. Local Authority Major Schemes: M&E Process 9

i North Blackburn GD3 Public Business Case 1/ Scheme Context and Background December 2018

1. Scheme Context and Background

1.1 Scheme Context

The deal will help to:

 Create up to 11,000 jobs and 3,900 new homes  Attract £1.2 billion of new private sector investment to Lancashire

1 North Blackburn GD3 Public Business Case 1/ Scheme Context and Background December 2018

 The A6119 Brownhill Drive/A6119 Whitebirk Drive/Whalley Old Road staggered signalised junction (further referred to as the Whalley Old Road junction).

The location of the aforementioned three junctions, which form part of the North Blackburn scheme are shown in Figure 1.1 and Figure 1.2.

Figure 1.1. North Blackburn Study Area

Key North Blackburn Study Area

2 North Blackburn GD3 Public Business Case 1/ Scheme Context and Background December 2018

Figure 1.2. Scheme Locations

Key 1.Brownhill Roundabout 2.Pleckgate Junction 3.Whalley Old Road Junction

The proposed scheme drawings are included as Appendix A. 1.2 Scheme Delivery Strategy and Timeframe

The partner organisations involved in and committed to supporting the scheme are: - Lancashire Local Enterprise Partnership; and - Blackburn with Darwen Borough Council. The scheme does not require any land acquisition.

Delivery of the scheme is expected to take place over the following timescale: - Procurement process for the works between 9th July 2018 and 03rd October 2018 - Final Business Case submission on 10th October 2018 - Business case approval from TfL 10th January 2018 - Construction work begins on 24th January 2019 - Completion of works on 29th November 2019

3 North Blackburn GD3 Public Business Case 2/ Scheme Objectives and Expected December 2018 Outcomes

2. Scheme Objectives and Expected Outcomes

2.1 Scheme Objectives

The main challenge, which the North Blackburn scheme aims to address is to reduce the existing congestion issues within the study area through reduction of junction delay at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. It is envisaged that delay reduction would result in travel time savings and aid the efficient operation of the local highway network. In addition, investment in the scheme would contribute to economic growth by releasing the potential for a number of strategic sites along the route that would help to accelerate projects that are already planned. Bringing forward new housing would also help the borough to meet its Local Plan and Prosperity Plan targets for new business, jobs and homes. Not only would the project encourage development of adjacent sites, but would also help improve air quality for residents who live in the vicinity of the A6119, promote sustainable transport, reduce severance and improve road safety. In considering the local policy context and the issues the scheme is intended to address, the following objectives will sufficiently address these issues:

 Aid optimisation of the local network

 Improve the reliability of journey times

 Support economic growth and regeneration

 Improving local air quality

 Improve road safety 2.2 Expected Scheme Outcomes

The following outcomes are expected following successful delivery of the scheme:

 Reduced journey times between the M65 motorway and north of Blackburn;

 A reduction in traffic delay at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction;

 Journey time savings for commuters, existing and future local residents and local businesses;

 Improved road safety at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction as a result of reduced congestion;

4 North Blackburn GD3 Public Business Case 2/ Scheme Objectives and Expected December 2018 Outcomes

 Reduced vehicle emissions from a reduction in delay and queueing on the local highway network; and

 Accelerated delivery of the residential developments along the route of the A6119. 2.3 Expected Scheme Beneficiaries

The intended beneficiaries of the scheme outcomes listed above are detailed as follows:

 Daily commuters and visitors travelling between Blackburn town centre and north of Blackburn through the Brownhill Roundabout, Pleckgate junction Whalley Old Road junction;

 Local road users, bus users, cyclists and pedestrians; and

 Existing residents and local business.

5 North Blackburn GD3 Public Business Case 3/ Monitoring and Evaluation Scope December 2018 and Objectives

3. Monitoring and Evaluation Scope and Objectives

3.1 Evaluation Scope and Requirements

The Monitoring and Evaluation (M&E) plan for the North Blackburn scheme takes a proportionate and targeted approach, which will aim to demonstrate how the scheme has performed in relation to its objectives and intended outcomes. The principle aims of M&E are to determine whether a scheme has been delivered as planned and whether it has delivered the expected benefits. Where outcomes differ from those expected, data collected for M&E evidence base will assist in understanding the reasons for this and the lessons that can be learnt. As indicated by the Transport for Lancashire (TfL) Assurance Framework document, M&E of scheme progress and success will be undertaken in line with the standard set of measures outlined in DfT M&E guidance1. These are detailed as follows:

Item Stage Data Collection Timing Rationale Scheme build Input During delivery Knowledge Delivered Output During delivery/post opening Accountability scheme Costs Input During delivery/post opening Accountability Scheme Output/Outcome/ During delivery/post opening (up to 5 Accountability Objectives Impact years) Travel Demand Outcome During delivery/post opening (up to 5 Accountability/ years) Knowledge Travel Times Outcome During delivery/post opening (up to 5 Accountability/ and Reliability years) Knowledge Impact on Impact Pre or during delivery/ Accountability/ Economy Post opening (up to 5 years) Knowledge Carbon Impact Pre or during delivery/ Accountability/ Post opening (up to 5 years) Knowledge

A key strategic objective and purpose of TfL is to monitor progress of scheme delivery and spend. TfL will put in place a mechanism to ensure that it monitors and evaluates schemes in accordance with the appropriate DfT guidance. TfL requires scheme promoters to submit regular monitoring reports setting out progress on scheme preparation and/or delivery. This will allow TfL to collate information from scheme

1 DfT Monitoring and Evaluation Framework for Local Authority Major Schemes: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/9154/la-major-schemes-monitoring- evaluation.pdf

6 North Blackburn GD3 Public Business Case 3/ Monitoring and Evaluation Scope December 2018 and Objectives

promotors, indicate progress against key milestones and highlight any risks. A RAG rating identifies schemes at risk of not meeting their objectives. The following metrics (as stated within the LEP’s Monitoring and Evaluation Framework) will be assessed as part of the Monitoring and Evaluation of the North Blackburn scheme:

 Expenditure (quarterly): scheme expenditure will be collected from the Council’s CIVICA system, summarised and reported to the LEP quarterly. Expenditure will be split by the following categories: Construction (Main Contractor fees), Statutory Undertakers’ Diversions, Preparation fees, Supervision fees.  Funding breakdown (quarterly): identified through Council internal programme monitoring (LTP and capital projects) with split between the LEP and BwDBC contributions. Compared to the business case split as shown in Sections 3.2 and 3.3.  In-kind resources (quarterly): to be identified and reported to the LEP quarterly.  Jobs connected to the intervention (annual): rate of delivery to be monitored and reported.  Commercial floorspace constructed (annual): rate of delivery to be monitored and reported.  Housing unit starts (annual): rate of delivery to be monitored and reported.  Housing unit completed (annual): rate of delivery to be monitored and reported.  Total length of resurfaced roads (quarterly): length of road for which works have been completed and now open for public use will be reported.  Total length of newly built roads (quarterly): none connected with the scheme.  Total length of new cycle ways (quarterly): none connected with the scheme.  Type of infrastructure delivered (biannual): the length of cycle lanes for which works have been completed and now open for public use will be reported.  Type of service improvement delivered (biannual): none connected with the scheme.  Follow on investment at site (annual): none connected with the scheme.  Commercial floor space occupied (annual): none connected with the scheme.  Commercial rental values (annual): none connected with the scheme.  Average daily traffic and by peak/non-peak periods (biannual) / Average AM and PM peak delay at the junctions – (biannual) / Day-to-day travel time variability (biannual): data sources include queue length surveys at the three junctions identified within the study area, Manual Classified Counts (MCCs) at the junctions within the

7 North Blackburn GD3 Public Business Case 3/ Monitoring and Evaluation Scope December 2018 and Objectives

study area, average speed along the A6119 to report traffic congestion statistics and average journey times. Statistics will be collated and reported to LEP.  Average annual CO2 emissions (biannual): air quality indices can be measured in the vicinity of the scheme for the pre-scheme and post-scheme scenario.  Accident rate (biannual) / Casualty rate (biannual)/Types of accidents: STATS19 or CrashMap collision data at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction. Statistics will be collated and reported to LEP.  Annual average daily and peak hour passenger boardings (biannual): none connected with the scheme.  Pedestrian counts on new / existing routes: none connected with the scheme. 3.2 Evaluation Objectives

The M&E plan is designed to determine whether the North Blackburn scheme: - Has been designed and delivered efficiently and effectively; - Has met the requirements of the stated scheme objectives; - Has achieved the desired outcomes and impacts; and - Has resulted in any unintended outcomes and impacts (both positive and negative).

8 North Blackburn GD3 Public Business Case 4/ Monitoring and Evaluation December 2018 Approach and Methodology

4. Monitoring and Evaluation Approach and Methodology

4.1 Evaluation Approach

As defined by the TfL Assurance Framework, M&E for the road improvement scheme will follow the standard approach outlined by current DfT guidance. Evaluation requires a comprehensive, integrated research approach in order to carry out all components effectively, including analysis of scheme context, scheme delivery and wider impacts. M&E will aim to highlight how the scheme and its objectives are performing, and establish outcomes resulting from road improvements. The process for M&E outlined in current DfT guidance is detailed in Figure 4.1 below. Figure 4.1. Local Authority Major Schemes: M&E Process

4.2 Logic Mapping

The logic map detailed in Appendix A highlights the links between context, inputs, outputs, outcomes and impacts of the scheme and gives a visual representation of where M&E should be focused. The logic map will be used as a basis to establish the evaluation approach, and ensure monitoring resources are targeted appropriately through the timeline of scheme development to provide effective measurement of objectives and outcomes.

9 North Blackburn GD3 Public Business Case 4/ Monitoring and Evaluation December 2018 Approach and Methodology

4.3 Evaluation Timescale

M&E will be required both during development and construction, as well as in the years following implementation of the road improvement scheme in order to meet the stated evaluation objectives and effectively assess any scheme outcomes and impacts. As per DfT Standard Monitoring guidance, M&E is expected to take place over the following timescale: - Prior to scheme build (baseline): 2018 to January 2019 - During construction: January 2019 to November 2019; and - Post scheme implementation: o One Year After Report: late 2020/early 2021 o Final Evaluation (Five Years After) Report: late 2025/early 2026 As defined by the TfL assurance framework, regular monitoring reports are to be submitted to TfL by scheme promotors during the development and construction phase until scheme completion to ensure the intended outcomes are realised.

10 North Blackburn GD3 Public Business Case 5/ Data Requirements and Collections December 2018 Methods

5. Data Requirements and Collections Methods

5.1 Data Requirements

Data collection for the North Blackburn scheme is required at various stages through scheme development to ensure effective M&E takes place. These stages are detailed and reported as follows: - Baseline Conditions: Prior to scheme implementation; - During scheme development and construction; - One Year After Report; and - Final Report (five years after). Consideration will be given for the need to undertake data collection in neutral months and in the same period during each evaluation stage. Relevant data sources required to establish baseline conditions and traffic flows on the local highway network is as follows: - Scheme construction and cost data; - MCC turning proportions at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction; - Queue length at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction; - ATC and speed survey data along the A6119; - Collision data at the Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction; and - Air quality monitoring data. Relating to the metrics detailed in Section 3.1, scheme construction and cost data will be required for M&E of scheme build, the delivered scheme and realised scheme costs. ATC, MCC data, queue length, collision data and speed survey data are required for M&E of travel demand, junction delay and the impact on the economy. Air quality data is required for M&E of scheme impact on carbon. All data types are required to assess whether the scheme has achieved its intended objectives. 5.2 Data Sources

Relevant data required for M&E of the North Blackburn scheme will be obtained from the following sources:

11 North Blackburn GD3 Public Business Case 5/ Data Requirements and Collections December 2018 Methods

- ATC, speed surveys, MCC and queue length data will be undertaken by an independent traffic survey company. Post opening scheme traffic counts at one year and five year post opening stages; and - Online records of Personal Injury Collision data (STATS19 and/or CrashMap); and - Established air quality monitoring sites;

- Rate of delivery of scheme dependent housing units (272 dwellings at the North Blackburn Development site and 155 dwellings at the Roe Lee site) would be monitored.

A benefits realisation plan outlining where each data source shall be used to determine how the scheme is performing against the delivery of each of its objectives is provided in the Benefits Realisation Plan, Appendix B.

12 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

6. Monitoring and Evaluation Resourcing and Governance

6.1 Governance

Responsibility for the delivery and implementation of M&E for the North Blackburn scheme lies with BwDBC, as the leading scheme promoter and advocate for intervention. As leading scheme promotor, BwDBC will be responsible for submitting regular reports to TfL as detailed in the programme and risk management guidance within the TfL Assurance Framework. BwDBC also represents the local highway authority, responsible for ensuring efficient traffic flows and sustainable development on the local highway network. BwDBC is committed to ensuring that the scheme is monitored and evaluated effectively to ensure that: - The scheme can be improved, where possible; - Future schemes can be improved in terms of efficiency and effectiveness; - BwDBC have a more comprehensive knowledge of the evaluation process which will help inform and guide future major transport scheme decisions; - Robust evidence is developed surrounding the road improvement scheme to help the BwDBC respond to queries and criticism; - There is demonstrable evidence that the scheme achieved its intended outcomes and provided value for money; and - Scheme benefits observed have been generated by the scheme and the proposed intervention. 6.2 M&E Cost

M&E costs are not included within the North Blackburn scheme costs or funding. It is stated within the TfL Assurance Framework that the LEP will not fund scheme development and preparation costs nor any post scheme monitoring and evaluation. It is therefore the responsibility of BwDBC to ensure that funding is secured to undertake planned M&E. Indicative costs to complete M&E will involve expected expenses as follows: - Collection of traffic flow data (ATC including speed survey, MCC); - Comparison of the actual future traffic flows and queue length data with the modelled predictions; - Reporting of ‘One Year After’ and ‘Final’ reporting stages.

13 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

Appendix A Delivery Programme

1 North Blackburn Delivery Programme ID Task Task Name Duration Start Finish Predecessors Half 2, 2018 Half 1, 2019 Mode A M J J A S O N D J F M A M 1 Highways and Transport Capital Investment 415 days Mon 30/04/18 Fri 29/11/19

2 Growth Deal 3 415 days Mon 30/04/18 Fri 29/11/19

3 North Blackburn 415 days Mon 30/04/18 Fri 29/11/19

4 Detailed Design 56 days Mon 30/04/18 Mon 16/07/18

5 Detailed Design Period 56 days Mon 30/04/18 Mon 16/07/18

6 Expression of Interest 21 days Mon 11/06/18 Mon 09/07/18

7 Draft Expression of Interest 9 days Mon 11/06/18 Thu 21/06/18 5SS+30 days

8 Issue Expression of Interest 1 day Fri 22/06/18 Fri 22/06/18 7

9 Contractor Engagement Day 1 day Mon 09/07/18 Mon 09/07/18 8FS+2 wks

10 Gateway Review 1 day Tue 17/07/18 Tue 17/07/18

11 Gateway Review 1 1 day Tue 17/07/18 Tue 17/07/18 5 17/07

12 Procurement 63 days Mon 09/07/18 Wed 03/10/18

13 Produce Documents and Finalise Design20 days Mon 09/07/18 Fri 03/08/18 5SS+50 days,8

14 Tender (through Framework) 40 days Mon 06/08/18 Fri 28/09/18 13

15 Evaluation 1 day Tue 02/10/18 Tue 02/10/18 14FS+1 day

16 Consensus 1 day Wed 03/10/18 Wed 03/10/18 15

17 Consultation and Letters of Support 40 days Mon 09/07/18 Fri 31/08/18

18 Collate Letters of Support 40 days Mon 09/07/18 Fri 31/08/18 13SS

19 Consultation Event 1 day Mon 09/07/18 Mon 09/07/18 13SS

20 Draft SOBC 76 days Mon 30/04/18 Mon 13/08/18

21 Collate SOBC 75 days Mon 30/04/18 Fri 10/08/18 5SS

22 Issue Draft SOBC to Jacobs 1 day Mon 13/08/18 Mon 13/08/18 21

23 Final SOBC (with costs) 64 days Mon 13/08/18 Thu 08/11/18

24 Final SOBC Drafting 20 days Mon 13/08/18 Fri 07/09/18 21

25 Input Cost Information 5 days Thu 04/10/18 Wed 10/10/18 16,24

26 Submit to Jacobs 1 day Wed 10/10/18 Wed 10/10/18 25FS-1 day 10/10

27 Jacobs Review 20 days Thu 11/10/18 Wed 07/11/18 26

28 Jacobs Submit Report to LEP 1 day Thu 08/11/18 Thu 08/11/18 27

29 Approvals 33 days Mon 10/12/18 Wed 23/01/19

30 Executive Member 1 day Mon 10/12/18 Mon 10/12/18 25FS-1 day 10/12

31 TfL 1 day Thu 10/01/19 Thu 10/01/19 30FS+22 days 10/01

32 LEP Board 1 day Tue 22/01/19 Tue 22/01/19 31FS+7 days 22/01

33 Appoint 1 day Wed 23/01/19 Wed 23/01/19 32 23/01

34 Construction Phase 222 days Thu 24/01/19 Fri 29/11/19

35 Mobilisation 22 days Thu 24/01/19 Fri 22/02/19 33

36 Start on Site 1 day Mon 25/02/19 Mon 25/02/19 35 25/02

37 Construction Period 40 wks Mon 25/02/19 Fri 29/11/19 36FS-1 day

38 Completion 1 day Fri 29/11/19 Fri 29/11/19 37FS-1 day

Task Summary External Milestone Inactive Summary Manual Summary Rollup Finish-only Manual Progress Project: North Blackburn Date: Mon 25/06/18 Split Project Summary Inactive Task Manual Task Manual Summary Deadline Milestone External Tasks Inactive Milestone Duration-only Start-only Progress

Page 1 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

Appendix B Logic Map

1 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

Context Inputs Outputs Outcomes Impacts

The Growth Deal 3 North Blackburn  Signal equipment upgrade at three scheme proposal includes signal junctions; equipment upgrade, resurfacing and  Resurfacing and road markings road markings improvements at the Reduced congestion, improvements; A local highway network able to cope following three junctions: with the existing traffic flows queueing and delay at the  Pedestrian and cycle provision  Brownhill Roundabout; Brownhill Roundabout, LEP funding improvements  Pleckgate junction; and A local highway network able to cope Pleckgate junction and  Whalley Old Road junction. BwDBC funding with the expected increase in traffic in Whalley Old Road junction the future years. The proposed North Blackburn Reduced journey times for scheme is one of three Accelerate housing developments motorists traveling between infrastructure packages, which BwDBC Resources along the route of the A6119 and open the M65 motorway and altogether comprise the Growth north of Blackburn Deal 3 “Pennine Gateways” project, up land for potential development. aimed to support the sustainable delivery of new homes, new Consultant Resources A reduction in traffic delay and Economic growth and business and jobs in the three queueing at the Brownhill development across the local growth area of the Borough whilst LEP Resources Roundabout, Pleckgate junction and area contributing to alleviating Whalley Old Road junction. Contractor Resources congestion. Improved road safety at the It is envisaged that the proposed Journey time savings and enhanced Brownhill Roundabout, Pleckgate junction and highway network improvements connectivity for travellers between the Whalley Old Road junction and signal timings optimisation M65 motorway and north of Blackburn would reduce the existing Reduced vehicle emissions from a Improved air quality in the congestion issues at three junctions reduction in delay and queuing on the local Air Quality along the A6119, resulting in travel local highway network. Management Area (AQMA). time savings and aiding optimisation of the network as a whole. As a result, it is expected that the scheme will generate journey time savings for motorists and that the resulting user benefits will be a key element which will underpin the business case.

The logic map addresses the following fundamental questions: Will the scheme result in: 1. Reduced traffic delay, congestion and queueing at the Brownhill Roundabout, Pleckgate Junction and Whalley Old Road junction; 2. Reduced journey times between the M65 motorway and north of Blackburn; 3. Journey time savings for public transport users; 4. Improved road safety through reduced congestion; 5. Reduced vehicle emissions from a reduction in delay and queueing on the local highway network.

1 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

Appendix C Benefits Realisation Plan

1 North Blackburn GD3 Public Business Case 6/ Monitoring and Evaluation December 2018 Resourcing and Governance

Benefits Realisation Plan

OUTCOMES CORE METRICS PROJECT SPECIFIC METRICS REALISATION MAXIMISATION OWNERSHIP

Reduced traffic delay, n/a MCC counts and queue length surveys On completion of works. Co-ordination of road works to North Blackburn Project Board congestion and queueing at the at the Brownhill Roundabout, Pleckgate minimise disruption, effective Brownhill Roundabout, junction and Whalley Old Road junction. traffic management and Pleckgate Junction and Whalley ATC counts and speed survey at the diversion routes during A6119. construction. Review of local Old Road junction. way finding signage. Reduced journey times for n/a motorists traveling between the M65 motorway and north of Blackburn.

Economic growth and n/a Monitoring the number of planning development across the local applications against actual are. developments being built.

Improved road safety at the n/a STATS19 or CrashMap collision data at Brownhill Roundabout, the Brownhill Roundabout, Pleckgate Pleckgate junction and Whalley junction and Whalley Old Road junction. Old Road junction.

Improved air quality along the n/a Air quality monitoring. A6119, in the vicinity of the key intervention junctions.

Scheme ependent housing units n/a Number of dwellings (272 dwellings at the North Blackburn Development site and 155 dwellings at the Roe Lee site)

1 Public

Capita Property and Infrastructure Ltd

www.capita.co.uk

Appendix F – Risk Register

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC GD3 North Blackburn Risk Register V1.00

PROJECT RISK EVALUATION.

where IMPACT OF RISK x LIKELIHOOD OF RISK OCCURING = DEGREE OF RISK

IMPACT LIKELIHOOD DEGREE OF RISK Rating Project Aims/Objectives (PAO) Programme/Budget (P/B) Safety/Health/Environmental (SHE) Commercial 5 -Threat to project survival -Budget overrun which impacts on -Multiple fatality > £1m 5 Almost Certain (>70%) 5 5 10 15 2025 client's programme of works -Client/Business stakeholder interests -Major environmental incident involving 4 Probable (50-70%) = 4 4 8 12 1620 severely damaged threat to public health or safety -Criminal liability 3 Possible (30-50%) 3 3 6 9 1215 4 -Significant threat to project aims and -Significant and non-recoverable -Worker/Public fatality £100k - £1m 2 Unlikely (10-30%) 2 2 4 6 810 objectives impacts in budget spend

-Programme overrun resulting in -Environmental incident leading to 1 Impact (max rating) Negligible (<10%) 1 1 2 3 4 5 penalties and additional audits breach -Criminal liability and compensation 1 2 3 4 5 costs 3 -Client dissatisfaction and damage to -Minor and recoverable budgetary -Major injury to worker or third party £10k - £100k Likelihood (L/H) stakeholder relationships fluctuations -Minor and recoverable programme -Operation likely to cause damage, Degree of Risk Risk Level overrun that impacts critical path complaint or nuisance 2 -Client and stakeholder relationships -Minor budgetary fluctuations within -Minor injury to worker or third party £1k - £10k 1 to 4 Trivial strained allowance given by client -Negative feedback received -Minor delays not impacting on critical -Environmental impact requiring 5 to 8 Tolerable path management response to recover 9 to 12 Substantial 1 -Negligible impact -Negligible impact -Negligible impact <£1,000 13 to 25 Unacceptable

CONTRACT RISK ASSESSMENT

Client: BwDBC AVERAGE VALUE Contract: GD3 North Blackburn AVERAGE RISK ' DEGREE OF RISK ' VALUES. Stage : 1 Provider: Capita Date 04.06.18 Author Adam Nickson 12 5 Rev 1

Assessment before Mitigation Assessment after Mitigation

Impact Impact No. Risk - Identified and unidentified Consequence Risk Mitigation Measure Ownership Individual Risk x Value Comments

PAO P/B SHE Com PAO P/B SHE Com value £000's Degree of Degree of Likelihood Likelihood Risk (max) Risk (max) Agree scope of scheme and approve through the governance Programme and cost overruns. arrangements (Call Off Process) or Scope of work not agreed. Inability to commission the dispute resolution process. Treat any Discussions ongoing as to what supply chain. Commercial deviation as a change and manage Slip to following SOBC should be included within % fee. 1 exposure to BwDBC and 4 5 1 3 4 20 through a change control process so 3 2 1 1 3 9 0 Capita/BwD 0 deadline should not Capita undertaking design and Capita. Potential to result in that this is documented and the affect scheme costs procuring surveys without being delay and jeopardise impact on quality, cost and time are formally appointed. programme delivery. known. Reword the call off to approve the elements of the project which are not in dispute.

Agreements over the strategic Minor value for re- direction of the scheme from Previous consultations event has desing/additional local businesses (channelled been undertaken. Another event is to works. 2 Public Sector Engagement through the BID and Chamber 2 2 1 2 3 6 be organised for local busiensses and 1 1 1 1 2 2 10 BwD 3 Scope widened to of Trade). Wider public resident with subsequent leaflet include Whalley New acceptability to follow with drops. Road more detailed consultations.

Undertake desk top study and also Estimate on additional Desk Top Survey Information incorporate into the scope of the value of works for Only. Intrusive investigations to Geotechnical Site Investigations to removal of be commissioned. further quantify. Areas of deep contaminated Contamination risk to excavation have been minimised and 3 Unforeseen Ground Conditions 2 4 2 2 3 12 1 3 1 1 3 9 40 Capita 20 earthworks from site. environment or works areas of new build are within previous Minor earthworks operatives. Possibility of cellar areas of housing / buildings. The required. Alowance for areas beneath previous discovery of cellar areas is not above and beyond housing areas. uncommon and will be added to the Tender Works Information. reasonable hard dig.

11/10/2018 1 of 4 GD3 North Blackburn Risk Register V1.00

Assessment before Mitigation Assessment after Mitigation

Impact Impact No. Risk - Identified and unidentified Consequence Risk Mitigation Measure OwnershipIndividual Risk x Value Comments

PAO P/BSHE Com PAO P/B SHE Com value £000's Degree of Degree of Likelihood Likelihood Risk (max) Risk (max)

Scheme is currently on budget Allow contingency percentage. circa £2.6m. Scheme may Robust pre-tender estimate, suitable 4 Affordability of the scheme. 4 3 1 3 3 12 4 4 0 0 2 8 0 Capita 0 No effect on costs require value engineering procurement strategy through BwD resulting in low BCR. framework to drive completion.

Develop strategy in parallel with Whilst the Movement Strategy Town Centre SPD and design has not been fully approved by development - to be incorporated into Traffic signal the Council, significant support Town Centre Movement strategy the detailed design. Consult with reconfiguration. Hard 5 for the scheme and its 3 4 0 3 2 8 2 2 0 2 2 4 200 Capita 100 under review & not yet confirmed. Traffic on the proposals in advance of wire comms link objectives exists at Chief implementation. Interim design allowance. Officer and with Council developed to allow final completion in Leadership. line with final agreed strategy.

Existing services will require diversion to complete works. Uncontrolled contact with Design to avoid Stats diversions services. Long lead in time for where possible. Once the design is Allowance for local Statutory Undertakers and impact stats diversions, lack of developed request diversions from 6 4 4 4 4 4 16 3 2 3 2 3 9 50 Capita 25 diversion, site upon existing services communication from services stats asap and allow an appropriate attendance etc providers leading to delays in amount of time for works to be the programme. Interruption to scheduled and commissioned. services to Blackburn Town centre. Liaise with Street Works Manager as to planned works for statutory undertakers and programme accordingly. BwDBC run a Permit Increased value due to Scheme which will effectively uncertainty of Could result in delays to the coordinate between all parties. Phasing and timing of site works completion on Roe Lee 7 programme if works clash 4 4 4 4 4 16 Ensure utilisation of a Project 3 2 1 2 3 9 100 Capita 50 and statutory undertakers works. works meaning other logistically. Manager under the contract. Place C4 Contractor TM is in orders. Liaise with Simon Littler as to vicinity planned works for statutory undertakers and programme accordingly. Permits submitted from Capita. Once scope agreed, instruct signal design to commence. Develop signage strategy as part of the Assume two week 8 Signage design not confirmed. Delays to the programme. 4 3 1 3 3 12 preliminary design and incorporate 3 2122 6 40 Capita 12 delay of site prelims @ into the detailed design. Consult with £20k/week Traffic on the proposals in advance of implementation.

There are other strategies, if Consult with BwDBC on wider not considered as part of this strategic objectives and synergies The scheme alignment with other No overall affect on 9 scheme, could result in 3 4 1 1 1 4 with other schemes. Maximise 2 3 0 0 0 0 0 Capita/BwD 0 BwDBC Strategic Objectives. costs reputational risk to both the opportunities through coherent Council and Capita. working with other budget holders.

Assumptions being made Procure surveys in adequate time to Timeliness of surveys to inform the during the design process Assume one week inform the design process and take 10 design and to support the planning resulting in re-design and 4 4 2 2 2 8 2 2 2 2 1 2 25 Capita 7.5 delay of site prelims @ into consideration seasonal surveys application. abortive fees and a delay to the £20k/week required for ecology. submission of the planning Consultation and engagement has Potential challenge to the already taken place. Ongoing Adequacy of public consultation to Cost assumption of design, resulting in further consultation is to be provided to 11 include local businesses, leading to 4 3 1 3 2 8 2 1000 0 50 Capita/BwD 0 design amendments consultation, programme ensure all stakeholders are aware of public opposition to the project. and additional items delays and additional costs. developments and progress. Additional event to be programmed.

11/10/2018 2 of 4 GD3 North Blackburn Risk Register V1.00

Assessment before Mitigation Assessment after Mitigation

Impact Impact No. Risk - Identified and unidentified Consequence Risk Mitigation Measure OwnershipIndividual Risk x Value Comments

PAO P/BSHE Com PAO P/B SHE Com value £000's Degree of Degree of Likelihood Likelihood Risk (max) Risk (max) Reputational damage through negative media coverage. Ensure communications strategy is in Reputational damage and place and correctly managed. Ensure damage to community and all communications with local and stakeholder relationships, No overall affect on 12 Reputational Damage 4 3 1 3 2 8 wider community and audiences are 2 2 2 2 1 2 0 BwD/Capita 0 discrediting of community costs accurate and timely. Engage early involvement in the project and with myth-busting and potential requirement for additional local agitators within the community engagement to rebuild relationships. Lack of project control and Develop master programme with measurement of progress critical path and milestone dates. Split 13 Programme dates not confirmed. against milestone programme. 5 4 0 0 3 15 2 2 0 0 2 4 40 Capita 12 Minor scheme delays scheme into packages and develop Inability to report the position of phasing plan. the project. Scheme will be monitored, recorded and programmed using Gantt charts and project progress meetings to Untimely delivery of information avoid over-run. Project will be let Redesign and approval 14 Programme Control leading to abortive work. 5 3 1 3 3 15 2 2 0 0 2 4 40 Capita 12 using the EEC NEC3 Contract costs Overrun of stated project period Document and Project Managed accordingly (Accredited Project Manager) To be procured through Blackburn Inability to deliver the with Darwen framework. Issue EOI as construction phase resulting in early as possible to gauge contractor Market appetite and attractiveness 15 programme delay and 4 4 0 5 1 5 interest. Alternative procurmetn 2 2 0 2 1 2 25 BwD 2.5 Abortive design fees of the project. procurement exercise to be strategey to be develpped if BwD carried out. fraework contractors do not register interest.

Could result in working on the Consult with Traffic on all TRO's and highway illegally, abortive Additional cost if 16 Traffic Regulation Orders 2 2 1 1 1 2 utilise checklist to ensure that TRO'S 1 1 1 1 1 1 40 Capita 12 works and reputational further TROs required are in place and process is followed. damaging.

Design to mitigate against works to stats. However when the design effects stats; Undertake surveys to Costs associated with quantify the extent and nature of designing the protection, statutory services affected by the Additional protecting Protection to any statutory services implementation and liaison with works. Consult with statutory 17 5 5 3 1 3 15 3 3 3 1 3 9 75 Capita 22.5 costs to be undertaken during or in advance of the works . statutory service providers. undertakers and agree protection by Contractor. Potential constraints on the measures to be put in place. The programme. timing of this should be in the detailed design so this can be costed and the programme implications and constrains can be quantified.

Drainage Survey to be carried out. Consult with United Utilities, Environment Agency and Drainage Capacity of existing drainage Estimate for drainage on the discharge of surface water and 18 network to cope with additional Localised flooding 2 5 2 2 3 15 1 4 1 1 2 8 50 Capita 15 re-design and capacity of the existing network. surface water discharge. additional items. Findings and necessary design solutions to be incorporated into the design.

11/10/2018 3 of 4 GD3 North Blackburn Risk Register V1.00

Assessment before Mitigation Assessment after Mitigation

Impact Impact No. Risk - Identified and unidentified Consequence Risk Mitigation Measure OwnershipIndividual Risk x Value Comments

PAO P/BSHE Com PAO P/B SHE Com value £000's Degree of Degree of Likelihood Likelihood Risk (max) Risk (max)

New ducting costs Reduced function efficiency of Additional costs associated with where needed. Inadequate/ Outdated Highway 19 road network plus additional 3 3 2 2 3 9 upgrading the network 2 2 1 2 3 6 100 30 Additional signal Infrastructure (signals etc.) maintenance costs/down time accommodated within cost plan infrastructure may be required.

Exec Board, Growth Board to be utilised as a project board. No point of escalation, Project Governance arrangements Established with clear terms of 20 reporting or process for making 5 5 2 2 3 15 3 2122 6 40 Capita 12 Minor scheme delays not in place. reference meeting monthly. Project and implementing decisions. highlight report to be produced by PMO and BwDBC.

Develop master programme with critical path and milestone dates. Works to be undertaken over Work closely with contractor to winter period, issues with Major weather risk to be 21 Weather 4 5 3 3 4 20 develop construction programme, 4 4 2 3 3 12 40 20 weather may lead to additional borne by Contractor sharing information and designs in a time and cost. timely manner allowing for quick mobilisation and start on site.

Ensure full resourcing schedule is Delays in scheme delivery, DLO no longer delivering. provided with tender submissions, Experienced Contractor BwD Framework - Contractors multiple projects already being 22 5 5 2 2 3 15 highlighting all resources and sub 3 2122 6 50 Capita 25 through Framework. capacity to deliver work delivered by contractors which contractors who are to be utilised on Potential of Contractor maybe utilising resource. this contract. winning 'too much' work.

DLO no longer delivering. Additional full depth Experienced Contractor Existing carriageway - major Trial pits to review edge of 23 reconstruction or wider repairs 4 4 2 2 4 16 3 3 2 2 2 6 50 Capita 25 through Framework. subsurface faults carriageway materials and depths. required to repair faults Potential of Contractor winning 'too much' work.

TOTAL PROJECT RISKS VALUE TO COSTS £1,055,000

£1,055,000

ANTICIPATED RISK VALUE TO COSTS £402,500

11/10/2018 4 of 4

Appendix G – Communications Strategy

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC Communications Strategy for the North Blackburn Growth Deal 3 Scheme Date: 20th August 2018 Author: [email protected]

Background The Council is progressing with the Growth Deal 3 “Pennine Gateways” project which will invest £13m in transport infrastructure across the borough between 2018 and 2021.

The Pennine Gateways project will deliver key transport infrastructure improvements at three of the main gateways into Blackburn with Darwen off the M65 motorway at junctions 4, 5 and 6. Investment at these adjoining gateways will extend the concept of the Hyndburn – Burnley – Pendle Growth Corridor to the M65 Growth Corridor and will release the potential of a number of adjacent strategic sites to attract and accelerate new development opportunities. Major transport improvements will act as the catalyst for new housing and commercial development, contributing to the delivery of the Council’s adopted Local Plan targets for new housing, businesses and jobs.

Brownhill roundabout forms a key intersection between the Ribble Valley, Blackburn Town Centre and Blackburn’s major employment zones at Whitebirk, enabling wider connectivity to the M6/M65/M66 motorways. A number of designated housing sites are in the vicinity to the junction, hence the need to upgrade this and adjacent junctions on the highway network.

The Growth Deal 3, North Blackburn project comprises three civil engineering works packages as follows:  Brownhill Roundabout upgrade, including intelligent traffic signal equipment, geometry and resurfacing and Whalley New Road parking amendments and bus stop formalisation  Pleckgate Road / Ramsgreave Drive (Knowles Arms) junction improvement, including new traffic signal equipment  Whalley Old Road / Whitebirk Drive junction capacity upgrade, increases to the northbound “stacking” lane on Whitebirk Drive and new traffic signal equipment  Associated sustainable transport improvements for walking and cycling  Junction profiling, alignment and infrastructure  Associated highways signage, street lighting, drainage, surfacing, lining and soft / hard landscaping  Potential to include ducting for future VMS operations and signs

Objectives  To improve a major intersection at Brownhill Roundabout which is now time expired  To introduce smart, intelligent signals which will reduce congestion and queuing time for all users of the highway  To improve the appearance of the Brownhill Roundabout junction which is a major gateway into the Borough from the Ribble Valley  To increase capacity of the Whitebirk Drive / Whalley Old Road junction to enable additional right turning traffic  To upgrade signals at the Pleckgate Road junction which are time expired  To formalise parking / loading / bus stop locations on Whalley New Road to benefit all stakeholders  To complement associated highways improvements on Ramsgreave Drive (being delivered as part of housing growth) to improve pedestrian accessibility and road safety  To enable improved access to local employment sites from adjacent areas

Target Audience The general public, residents and businesses in the Brownhill and Whalley New Road area.

Key Messages 1. Why the Council is doing it: to improve the local road network and a key highways intersection / gateway 2. To enable development and additional employment opportunities, in line with the Council’s Growth objectives 3. Benefits for existing residents in terms of congestion, road safety and air quality 4. Better journeys in terms of reliability/congestion/time from Blackburn to the Ribble Valley / Preston / M65 J6 5. All improvements are on Council Highways Land – scheme will happen 6. Previous consultation with local people as part of Housing Masterplan discussions – Council recognises the need to improve highways 7. Timescales for delivery: The Council has secured £12m of Local Growth Fund 3 funding from the Lancashire Enterprise Partnership to deliver this piece of infrastructure from January 2019. 8. Landscaping proposals will improve the feel of Brownhill Roundabout junction area – as a Gateway into Blackburn with Darwen

Strategy and Approach The proposed scheme has been the subject of discussions at Council / Residents meetings.

A drop-in exhibition will be held on 5th September 2018 at St Gabriels Hall, Brownhill Drive between 4pm and 7pm where residents and businesses are invited to give their views on the project.

During the planning and implementation stages, a variety of channels will be used to deliver the communications strategy and get information on programme and milestones to local residents, businesses and visitors.

An information portal on the Council’s website at https://www.blackburn.gov.uk/Pages/growthdeal.aspx will give ongoing information to local residents, businesses, Councillors and MPs. Social media will all be used to ensure the success of the PR side of the project and get information to local people.

The strategy document will be appendixed with an Action plan which will plan out the detailed delivery, teams involved and timings.

Targets  Successful completion of the project packages by October 2019  Ongoing updates to internal and external stakeholders and publishing of a regular online newsletter (led by the scheme’s main contractor)

Timescales and Budget January 2019 – October 2019 for scheme delivery. c£2.6m budget.

Evaluation The success of the communication will be measured through:  Regular updates on the information portal  The number of comments in the local media (negative and positive)

Contact Information Please do not hesitate to contact us should you have any questions or would like to discuss any element of this strategy.

Name: Mike Cliffe Title: Strategic Transport Manager Address: Room 300A, Town Hall, Blackburn, BB1 7DY Tel: 01254 585310 Email: [email protected]

Feedback and comments in regard to Brownhill residents meeting:

Brownhill junction:

1. Make the junction more pedestrian friendly. Currently pedestrians have to cross Whalley New Road and Brownhill Drive in two sections. On Ramsgreave Drive there is currently no provision for pedestrians to cross.

2. On the A6119 extend the 30mph in either direction, West beyond Pleckgate Road and East beyond Emerald Avenue. This will slow traffic down in the built up area and across the Brownhill junction. Currently, traffic travelling across Brownhill junction mostly does so well in excess of the speed limit because the 30mph zone starts too near the junction. This should also reduce the number of road signs required. It will also save the council having to replace railing regularly knocked down by speeding vehicles.

3. Proper road markings. There currently are a lack of these.

4. Correct traffic light information to drivers. Currently the traffic light located on Ramsgreave Drive, adjacent to the Railway bridge, when the amber/green lights show they are upright arrows (and not full circular lights). This indicates according to the highway code that traffic can only proceed in the direction of the arrow i.e. straight on. When in fact traffic may also turn sharp left up Pleckgate Road or bear left into Whalley New Road. I hope that with the new junction that this will be corrected alleviating confusion to strangers visiting the area.

5. Currently traffic coming from Whitebirk direction on Brownhill Drive and wishing to turn right on Whalley New Road towards Clitheroe does not always get a green in the sequence that the lights change. This sometimes causes traffic making this manoeuvre to obstruct other traffic coming across the junction. Traffic making the above manoeuvre should always get a green allowing them to clear the junction. There is considerable amount of traffic making the Brownhill Drive/Whalley New Road right turn especially at peak times. Well worth watching when a cyclist, horse or bus does not trigger the transponder buried in the carriageway.

Traffic coming down Ramsgreave Drive wishing to turn right onto Whalley New Road towards town always gets a green allowing traffic to clear the junction.

6. Wheel washing facilities used by developer off the Roe Lee Housing site

7. Reflector & clear lines on approach to roundabout on Whalley New Road

8. Whalley Old Road/Brownhill Drive – straight junction rather than off-set

9. Potential small car-park on Knowsley Road for rail commuter traffic

10. Look at Cornelian Street and no entry from Brownhill Drive

11. No pedestrian crossing across Yew Tree Drive near roundabout

12. Dealing with parking on approach roads – short stay for shops from the roundabout to Rising Sun, prevent long stay

13. Speeding traffic from and to the roundabout onto Whalley New Road. Poor road signage and line condition currently

14. Look at planning consent of site behind hoardings – next to Co-op

15. Confusing lane markings & signals on approaches to the roundabout

16. Could we use the limited spare land around the roundabout to increase capacity i.e. Brownhill Plantation + island on Brownhill Drive

17. Potential bottle-neck at Four Lanes End

18. Query on Bus priority because of low frequency of current routes

New gateways gearing up to boost business and housing in North Blackburn

A new project investing £2.6m to improve a key gateway to the Borough at Brownhill Roundabout and nearby junctions is getting underway and proposals are ready to view.

The package of improvements is being developed as part of the wider £13m Growth Deal 3 Pennine Gateways project which will deliver key transport improvements at main gateways into Blackburn with Darwen between 2019 and 2021. The project is funded from Central Government’s Local Growth Deal via the Lancashire Enterprise Partnership.

Major transport improvements will act as the catalyst for new housing and commercial development, contributing to the delivery of the Council’s adopted Local Plan targets for new housing, businesses and jobs.

The package of improvements is focussed on the following:

 Brownhill roundabout –this forms a key intersection between the Ribble Valley, Blackburn Town Centre and Blackburn’s major employment zones at Whitebirk, bringing wider connectivity to the M6/M65/M66 motorways. A number of designated housing sites are close to the junction, hence the need to upgrade this and adjacent junctions on the highway network. Work will include intelligent traffic signal equipment, resurfacing and Whalley New Road parking amendments and bus stop formalisation  Pleckgate Road / Ramsgreave Drive (Knowles Arms) junction improvement, including new traffic signal equipment  Whalley Old Road / Whitebirk Drive junction capacity upgrade, increases to the northbound “stacking” lane on Whitebirk Drive and new traffic signal equipment

A drop in event will be held at St Gabriel’s Church Hall, Brownhill Drive, Blackburn BB1 9BA, on Wednesday, September 5th, between 4pm and 7pm. Detailed engineering plans will be on display, as well as annotated maps, images and materials, and a summary of considered options. Council officers and scheme engineers will be on hand to answer any questions. Anyone is welcome. Information is also available on the Council’s website at: https://www.blackburn.gov.uk/Pages/growthdeal.aspx Communications activity report - Growth Deal 3 project: North Blackburn Key contact: [email protected]

Completed activities over last three months

Objective Channel Audience Activity Lead Date Status via Press Release, Inform the general Press release containing information Lancashire public about the Residents / about the scheme, where more Telegraph and Council August forthcoming General information can be found at the established MC 2018 Information exercise public information portal and information on Council / the proposed drop-in event. Community info channels Ensure that Information Residents / A drop in session was held at St Council September information about session held on General Gabriels Church Hall, Brownhill Drive, MC 2018 the scheme (details, Wednesday 5th public to discuss the proposed highway timescales and September improvements. objectives) gets to 2018: the general public The event allowed local residents and Venue: businesses to engage with the St Gabriels Council, in discussing the scheme, Church Hall, identifying issues and addressing Brownhill, concerns. 4pm – 7pm The event was advertised via widely distributed PR, Community meetings and newsletters, and the Council’s website. To ensure residents Project Residents / Information portal for the project and Council August and businesses get information portal Businesses / Growth Deal Transport Infrastructure MC 2018 up to date Members set up at information about http://www.blackburn.gov.uk/Pages/gr the project owthdeal.aspx Planned activities for next three months

Objective Channel Audience Activity Lead Date Status Follow-up Via the Council’s Residents / Following the information session the Council Septemb information website and local General Council will prepare follow up MC er 2018 preparation media. public information in the format of “you said, we did” to explain the main issues raised, the scope for these to be addressed, and set out the next stages and delivery of the project. http://www.blackburn.gov.uk/Pages/gr owthdeal.aspx Regular Via the Council’s Residents / Production of a regular newsletter January Newsletters website (project General which provides updates on project 2019 information public delivery, disruption and timescales for onwards portal) completion etc.

Communications Action Plan for Growth Deal 3 North Blackburn

Objective Channel Audience Activity Lead Date Status Information portal on the Council’s Creation of project https://www.black homepage to enable up to date project August portal for the project burn.gov.uk/Pag Site pages to All progress and details to be easily MC 2018 on the Council’s es/growthdeal.as be updated available. onwards website px Section for North Blackburn Project portal linked BwD Roads in with BwD Roads Link updates to Council Facebook and August Facebook / All KM Ongoing Facebook and Twitter pages 2018 Twitter Twitter page Produce press release with appropriate quotations from Exec MC / Initial press release Member for Regeneration. Issued to LT etc Kate August updating on the All via PR/Comms Grieves 2018 scheme Advertising 5th September 4pm-7pm PR drop in exhibition at St Gabriels Church Hall. Detailed engineering plans, annotated Arrangements maps, images and materials, confirmed with Staffed drop in assessment and evaluation summary 5th Sep Church. event at St Gabriels Public and of options. Drop in event MC / AN 2018 Church Hall businesses 4pm-7pm Exhibition Afternoon / evening drop in session Boards to be manned with Council Officers and finalised. Scheme Engineers Follow-up web Via the Council’s Residents / Following the information session the Council Septemb information (“you website and local General Council will update the web MC er 2018 said we did”) media. public information portal with a response to questions and issues. Explaining the scope for these to be addressed, and set out the next stages and delivery of the project. http://www.blackburn.gov.uk/Pages/gr owthdeal.aspx Regular newsletters Via the Council’s Residents / Production of a regular newsletter Council 2018/19 To start website (project General which provides updates on project MC information public delivery, disruption and timescales for portal) completion etc. This will emanate from the main contractor and will be issued via the Council. Notification letter to Letter drop Residents Letter drop Main January adjacent properties Contract 2019 of works or onwards commencing Ongoing information Early sight of Local Early sight of regular newsletter via Council January to MPs and Local quarterly elected email. MC 2019 Councillors re: the newsletter via members onwards works email and MPs. Updating of project Via the Council’s All interested Ownership of information portal to Council Ongoing information portal to website (project parties enable up to date project progress and MC ensure information information details to be easily available. is up to date portal)

GROWTH DEAL 3 – PENNINE GATEWAYS PROJECT NORTH BLACKBURN PACKAGE – OCTOBER 2018 UPDATE

An information event for residents and businesses took place at St Gabriel’s Church Hall, Brownhill Drive, Blackburn, BB1 9BA on Wednesday 5th September 2018, 4pm - 7pm. Over 100 people attended the event to speak to representatives from the Council. This document provides a summary of comments made by the general public and how the Council intends to respond to them. This document has been uploaded to the Council’s website and information portal for the scheme at: http://www.blackburn.gov.uk/Pages/growthdeal.aspx

You said Council’s response What is the main reason behind the scheme? Brownhill Roundabout forms a key intersection between the Ribble Valley, Blackburn Town Centre, Blackburn’s Employment zones at Whitebirk, and wider connectivity to the M6/M65/M66 motorways. A number of housing developments are in the pipeline in the vicinity to the junction, hence the need to upgrade this and adjacent junctions. The North Blackburn project comprises three civil engineering works packages as follows:  Brownhill Roundabout upgrade, including intelligent traffic signal equipment, geometry and resurfacing. Whalley New Road parking amendments and bus stop formalisation.  Pleckgate Road / Ramsgreave Drive (Knowles Arms) junction improvement, including new traffic signal equipment.  Whalley Old Road / Whitebirk Drive junction capacity upgrade, increases to northbound “stacking” lane and new traffic signal equipment.

In terms of wider improvements, the following are planned:  Associated sustainable transport improvements for walking and cycling  Junction profiling, alignment and infrastructure  Associated highways signage, street lighting, drainage, surfacing, lining and soft/hard landscaping  Potential to include ducting for future Variable Messaging Signs (VMS) operations and signs. Where are the future employment and housing opportunities which will be There are a number of sites adjacent to the new link road which have been identified released by the scheme? for development within the Council’s Adopted Local Plan. Details on the Local Plan can be accessed via the following weblink: http://www.blackburn.gov.uk/Pages/Local-Plan- Part-2-submission-documents.aspx Details on the housing and employment sites can be seen on the scheme drawing via: https://www.blackburn.gov.uk/Lists/DownloadableDocuments/North-Blackburn- Growth-Zone.pdf What previous consultation has been undertaken with local people? Options in relation to the scheme have been presented and discussed at previous Ward Solutions Meetings where Residents, Council Officers and Council Members have been in attendance. The scheme was been discussed in detail at a Residents Ward Solutions meeting which took place on 20th February 2018.

Key comments received were as follows:  Make the junction more pedestrian friendly. Currently pedestrians have to cross Whalley New Road and Brownhill Drive in two sections. On Ramsgreave Drive there is currently no provision for pedestrians to cross.  On the A6119 extend the 30mph in either direction, West beyond Pleckgate Road and East beyond Emerald Avenue. This will slow traffic down in the built up area and across the Brownhill junction. Currently, traffic travelling across Brownhill junction mostly does so well in excess of the speed limit because the 30mph zone starts too near the junction. This should also reduce the number of road signs required. It will also save the council having to replace railings regularly knocked down by speeding vehicles.  Proper road markings. There currently are a lack of these.  Correct traffic light information to drivers. Currently the traffic light located on Ramsgreave Drive, adjacent to the Railway bridge, when the amber/green lights show they are upright arrows (and not full circular lights). This indicates according to the highway code that traffic can only proceed in the direction of the arrow i.e. straight on. When in fact traffic may also turn sharp left up Pleckgate Road or bear left into Whalley New Road. I hope that with the new junction that this will be corrected alleviating confusion to strangers visiting the area.  Currently traffic coming from Whitebirk direction on Brownhill Drive and wishing to turn right on Whalley New Road towards Clitheroe does not always get a green in the sequence that the lights change. This sometimes causes traffic making this manoeuvre to obstruct other traffic coming across the junction. Traffic making the above manoeuvre should always get a green allowing them to clear the junction. There is considerable amount of traffic making the Brownhill Drive/Whalley New Road right turn especially at peak times. Well worth watching when a cyclist, horse or bus does not trigger the transponder buried in the carriageway.  Traffic coming down Ramsgreave Drive wishing to turn right onto Whalley New Road towards town always gets a green allowing traffic to clear the junction.  Reflector & clear lines on approach to roundabout on Whalley New Road  Whalley Old Road/Brownhill Drive – straight junction rather than off-set  Potential small car-park on Knowsley Road for rail commuter traffic  Look at Cornelian Street and no entry from Brownhill Drive  No pedestrian crossing across Yew Tree Drive near roundabout  Dealing with parking on approach roads – short stay for shops from the roundabout to Rising Sun, prevent long stay  Speeding traffic from and to the roundabout onto Whalley New Road. Poor road signage and line condition currently  Confusing lane markings & signals on approaches to the roundabout  Could we use the limited spare land around the roundabout to increase capacity i.e. Brownhill Plantation + island on Brownhill Drive

Planning applications for housing developments in the North Blackburn area have also raised a number of concerns regarding Highways and Transport in the local area – which seek to be addressed on a strategic level by the Growth Deal 3 North Blackburn Project, particularly focussed on the upgrade of the Brownhill Roundabout junction. http://www.blackburn.gov.uk/Pages/Planning-application-search.aspx Persimmon Homes Roe Lee site: 10/18/0895 “Development of 155 dwellings and associated landscaping and highways works”

Persimmon Homes Parsonage Road site 10/14/0547 “Land at Parsonage Road Ramsgreave Blackburn Lancashire BB1 9NR. Erection of 85 residential dwellings with associated car parking, landscaping and public open space.”

Wainhomes Yew Tree Drive: 10/17/0578 “Land off Yew Tree Drive and Whinney Lane Blackburn BB2 7DN. Residential Development comprising 272 homes, public open space, landscaping, drainage, associated highway works, infrastructure and engineering works and demolition of existing garages.”

What stage is the project at? The Lancashire Enterprise Partnership prioritised the “Pennine Gateways” project, put forward by Blackburn with Darwen Borough Council in January 2017, and has approved in principle £12m of funding to deliver it.

The Lancashire Enterprise Partnership has secured £320 million from the Government's Local Growth Fund to support economic growth in the area through the Growth Deal. The Lancashire Growth Deal as agreed with Government aims to realise the growth potential of the whole of Lancashire, building on key local economic assets and high- value business clusters. The deal will help to:  Create up to 11,000 jobs and 3,900 new homes  Attract £1.2 billion of new private sector investment to Lancashire

The Pennine Gateways project contributes significantly to the “Releasing Growth Potential” priority of the LEP, through essential transport improvements to motorway junctions and railway lines as well as building new roads which support job creation and enable the release of more land for homes and businesses. Has the project got planning approval? Planning approval for the project is not required, as works are contained within the boundaries of the Highway. What are the benefits for residents? The project will upgrade three junctions where traffic signals are time expired. The latest signal control equipment detects demands at all junction arms and calculates the best throughput of traffic, which will decrease queuing and congestion at the junctions. Scheme outcomes include improvements to road safety, congestion and air quality. How is the scheme going to be funded? The Council has secured £12m of Local Growth Fund 3 funding from the Lancashire Enterprise Partnership to deliver highways infrastructure between Summer 2018 and March 2021 for the “Pennine Gateways” project. The North Blackburn project package is likely to commence construction from February 2019 and be complete by early 2020.

North Blackburn scheme “Whalley Old Road/Brownhill Drive – straight junction rather than off-set” The Council has explored a number of options which range from the preferred signals upgrade scheme, to starting from scratch and removing all the “roundabout” infrastructure, to shortening the right turn from Ramsgreave Drive into Whalley New Road (Blackburn Town Centre direction). In terms of costs vs benefits, the preferred solution is the one which delivers the best value for money. Discounted schemes were significantly more costly due to the amount of utilities which are in the highway. “Could we use the limited spare land around the roundabout to increase Other options have been looked at and have been discounted for benefit vs cost capacity i.e. Brownhill Plantation + island on Brownhill Drive” reasons. “Confusing lane markings & signals on approaches to the roundabout” Highways markings and surfacing will be renewed by the project. “Make the junction more pedestrian friendly. Currently pedestrians have The Council’s design team has looked at the crossing points. In order to strike a balance to cross Whalley New Road and Brownhill Drive in two sections. On between vehicular and pedestrian traffic, crossing points will be kept “as is” at: Whalley Ramsgreave Drive there is currently no provision for pedestrians to cross.” New Road (both sides of the junction) and Brownhill Drive. “Currently traffic coming from Whitebirk direction on Brownhill Drive and Traffic signal sequencing and associated markings are currently being designed by the wishing to turn right on Whalley New Road towards Clitheroe does not project team. always get a green in the sequence that the lights change. This sometimes causes traffic making this manoeuvre to obstruct other traffic coming across the junction. Traffic making the above manoeuvre should always get a green allowing them to clear the junction. There is considerable amount of traffic making the Brownhill Drive/Whalley New Road right turn especially at peak times. Well worth watching when a cyclist, horse or bus does not trigger the transponder buried in the carriageway. Traffic coming down Ramsgreave Drive wishing to turn right onto Whalley New Road towards town always gets a green allowing traffic to clear the junction.” “Correct traffic light information to drivers. Currently the traffic light Traffic signal sequencing and associated markings are currently being designed by the located on Ramsgreave Drive, adjacent to the Railway bridge, when the project team. amber/green lights show they are upright arrows (and not full circular lights). This indicates according to the highway code that traffic can only proceed in the direction of the arrow i.e. straight on. When in fact traffic may also turn sharp left up Pleckgate Road or bear left into Whalley New Road. I hope that with the new junction that this will be corrected alleviating confusion to strangers visiting the area.” “Can a pedestrian crossing be installed on the westbound approach to Not possible with current junction arrangement as it would introduce an additional stop Brownhill junction?” line and signals equipment that would restrict views of the junction and interfere with traffic flow through junction. Realignment of the junction not considered as part of this scheme. “Will there be a right turn phase for traffic heading eastbound on Traffic light phasing is currently in design and phasing to be confirmed in relation to the Ramsgreave Drive onto Pleckgate Road? Currently only enough time to get Pleckgate Road junction. one car through and tailbacks occurring.” “Cycle detection required for cycles within the junction at Brownhill for Cycle detectors at Brownhill Roundabout to be installed as part of the scheme. cycles heading right onto the Whalley New Road from Brownhill Drive.” “Note that there are mobility impaired pedestrians using the junction and Awaiting trial results from the Neatebox and review potential for installing within the also the Consultation was attended by a gentleman with Parkinson’s North Blackburn project. Disease. I did discuss the potential of Neateboxes currently on trial in Blackburn and these were warmly received.” “General issues with speeds of vehicles approaching Brownhill junction. Improvements included to lighting to improve safety and surfacing to improve skid Request for rumble strips and speed cameras.” resistance. Potential to amend speed limit change locations. “Query as to why there was no letter drop regarding the event” Over 100 people attended the information event which was advertised by:  BwD Council Roads Facebook page (15,000 friends)  BwD Council Neighbourhoods Facebook page  Text to residents who have signed up for the service via Neighbourhoods and Ward Solutions meetings  BwD Council Twitter  Lancashire Telegraph story 2nd September 2018: https://www.lancashiretelegraph.co.uk/news/16682908.multi-million- brownhill-roundabout-scheme-plans-to-go-on-show/  PR via the Shuttle e-Newspaper 30th August 2018: https://theshuttle.org.uk/new-gateways-gearing-up-to-boost-business-and- housing-in-north-blackburn/?highlight=brownhill

Whalley New Road “General request from local shops on Whalley New Road for more parking Options for on-street parking to be reviewed and to be consulted via Statutory Traffic and/or amendments to the restrictions” Regulation Order process before implementation. “Request for pedestrian crossing closer to shops rather than at the Junction crossing to remain on Whalley New Road as it is essential to ensuring junction” pedestrian access around the junction. An additional crossing further north has been ruled out due to the reduction on parking. “Can the Double Yellow Lines be attended by enforcement officers to issue The Council’s resources are stretched in terms of parking enforcement, but the issue tickets?” has been passed on to the Council’s Parking and Enforcement team. “Reflector & clear lines on approach to roundabout on Whalley New Road” Lines, markings and signage will be upgraded as part of the project.

“Speeding traffic from and to the roundabout onto Whalley New Road. Speed restrictions are being reviewed and the current 30 mph zone will be extended. Poor road signage and line condition currently” Lines, markings and signage will be upgraded as part of the project.

“Dealing with parking on approach roads – short stay for shops from the Options for on-street parking to be reviewed and to be consulted via Statutory Traffic roundabout to Rising Sun, prevent long stay” Regulation Order process before implementation.

Nearby “Look at Cornelian Street and no entry from Brownhill Drive” There are currently no plans to restrict access into Cornelian Street from Brownhill Drive. “On the A6119 extend the 30mph in either direction, West beyond The role and function of Yew Tree Drive / Ramsgreave Drive will change in future years. Pleckgate Road and East beyond Emerald Avenue. This will slow traffic A 30mph speed limit will be in force in this location alongside additional measures down in the built up area and across the Brownhill junction. Currently, including: direct access into developments i.e. Priority give ways, Toucan crossing traffic travelling across Brownhill junction mostly does so well in excess of points, road markings and surfacing (rumble strips), and possible raised tables. the speed limit because the 30mph zone starts too near the junction. This should also reduce the number of road signs required. It will also save the council having to replace railing regularly knocked down by speeding vehicles.” “Cars avoiding Brownhill junction are going against the one way systems Problem will be alleviated through improvements to Brownhill junction. Signage will be on Church Walk and St. Gabriel’s Avenue to access Brownhill Drive. Cars reviewed and updated to remind drivers of the one-way systems in place. are meeting head on in the middle of the road and having to mount the kerb to pass. Informally observed as being the same 4/5 cars from nearby estate.” “Request for traffic calming on Brownhill Road due to narrow roads and There is potential for an additional traffic calming scheme to be introduced on high speeds. Can a 20mph limit be installed?” Brownhill Road. “Pedestrian crossing near Co-Op further up Whalley New Road. Green man This issue will be addressed by the Council’s Traffic Signals Department. phase too short with vulnerable pedestrians unable to cross in time.” “Queries on Roe Lee access and will there be signals?” Confirmed that no signals currently proposed as part of the Persimmon Homes development at Roe Lee. The ducting for future signalisation is being put in as part of the construction of the priority give way junction. The future role and function of Yew Tree Drive will alter with a greater number of pedestrian crossings put in, accesses into housing sites, a reduced speed limit down to 30mph, putting rumble strips in etc which will slow things down considerably. “Wheel washing facilities used by developer off the Roe Lee Housing site.” This planning condition will be enforced by the Council through the Main Contractor / Council Highways Department. “Potential bottle-neck at Four Lanes End” The Four Lane Ends junction has been approved for an upgrade in 2018/19 and 2019/20, to be funded by the Local Transport Plan (Capital Maintenance Urban Traffic Control programme). Minor amends to parking and stop lines will accompany the scheme, which is designed to address air quality concerns. Other “Potential small car-park on Knowsley Road for rail commuter traffic” The Council has liaised with Northern Rail and Network Rail over the potential to use this piece of land for additional car parking for Ramsgreave and Wilpshire Station. “Query on Bus priority because of low frequency of current routes” The scheme does not include for bus priority. However, the siting of the “Proper road markings. There currently are a lack of these.” The renewal of road markings and surfacing will be addressed by the project.

Next Steps……. What are the next steps? The Council is currently out to tender for prices to deliver the scheme. The scheme will be submitted to the Lancashire Enterprise Partnership for Full Approval – to be considered at the 22nd January 2019 meeting. The Council will then be able to appoint the Main Contractor and construction works are programmed to follow on in February 2019. Will you be keeping residents informed on next steps and how will you do The Council will ensure that residents are kept informed at every stage of development this? and will prepare a newsletter which will be published at key stages as the project is delivered. Information can currently be found on the Council’s website at http://www.blackburn.gov.uk/Pages/growthdeal.aspx

Appendix H – Appraisal Methodology

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC Confidential

North Blackburn GD3 VfM Assessment Methodology August 2018

North Blackburn GD3 Quality Management August 2018

Quality Management

Job No CS095977

Project North Blackburn GD3

Location Manchester

Title VfM Assessment Methodology

Document Ref CS095977-CAP-TPL-XX-RP- Issue / Revision 02 TP-002REV02

File reference S:\Transport_Planning\Transport Planning Jobs\CS095977-15 - North Blackburn OBC\05 Record\04 Reports\CS095977-CAP-TPL-XX-RP-TP-002 REV 01 OBC Assessment Methodology.docx

Date August 2018

Prepared by 1 Kateryna Kryshkevych Signature (for file) KK

Prepared by 2 Signature (for file)

Prepared by 3 Signature (for file)

Checked by 1 Walter Aspinall Signature (for file) WA

Authorised by Walter Aspinall Signature (for file) WA

Revision Status / History

Rev Date Issue / Purpose/ Comment Prepared Checked Authorised

01 08/18 For Issue KK WA WA

02 08/18 Jacobs comments addressed (in blue) KK WA WA

North Blackburn GD3 Confidential August 2018 Contents

Contents 1. Introduction 1 1.1 Background 1 1.2 Scheme Summary 1 2. Proposed Methodology 3 2.1 Background 3 2.2 Stage One – Data Collection and Analysis 3 2.3 Stage Two – Base Year Junction Modelling 3 2.4 Stage Three – Future Year Junction Modelling and Scenarios 4 2.5 Stage Four – Identification of Journey Time User Benefits 4 2.6 Stage Five – Sensitivity Test 5 3. Derivation of Economic Output 6 3.1 Background 6 3.2 Methodology 6

Figures Figure 1.1. Scheme Location 2

i North Blackburn GD3 Confidential August 2018 1/ Introduction

1. Introduction

1.1 Background

This report has been prepared to provide the overall methodology for the Value for Money (VfM) appraisal of the Growth Deal 3 North Blackburn scheme to inform the Strategic Outline Business Case submission. As North Blackburn is a minor scheme with a value under £5m the Strategic Outline Business Case shall be a Full and Final Business Case. The proposed methodology is based on the Department for Transport (DfT)’s Transport Appraisal Guidance

(WebTAG). Commented [KK(1]: Section 3 has been added as requested. 1.2 Scheme Summary Commented [SJ2]: As a general point, whilst this covers the VfM methodology, I think it would be helpful to also include the derivation of the economic outputs. Given these are such a The Growth Deal 3 North Blackburn scheme proposal includes signal equipment upgrade, high priority for BwDBC, a third section outlining the method would be very useful resurfacing and road markings improvements at the following three junctions:

 The A6119 Brownhill Drive/A6119 Ramsgreave Drive/A666 Whalley New Road/Pleckgate Road five-arm signalised roundabout junction, known as the Brownhill Roundabout;  Pleckgate Road/Ramsgreave Drive four-arm signalised junction (further referred as the Pleckgate junction); and  The A6119 Brownhill Drive/A6119 Whitebirk Drive/Whalley Old Road staggered signalised junction (further referred to as Whalley Old Road junction).

The location of the aforementioned three junctions, which forms part of the North Blackburn scheme are shown in Figure 1.1.

1 North Blackburn GD3 Confidential August 2018 1/ Introduction

Figure 1.1. Scheme Location

Key

1. Brownhill Roundabout 2. Pleckgate junction 1 3. Whalley Old Road junction New Access

The Growth Deal 3 North Blackburn scheme is one of three infrastructure packages, which altogether comprise the Growth Deal 3 “Pennine Gateways” project, aimed to support the sustainable delivery of new homes, new business and jobs in the three growth area of the Borough whilst contributing to alleviating congestion.

It is envisaged that the proposed highway network improvements and signal timings optimisation would reduce the existing congestion issues at three junctions along the A6119, resulting in travel time savings and aiding optimisation of the network as a whole. As a result, it is expected that the scheme will generate journey time savings for motorists and that the resulting user benefits will be a key element which will underpin the VfM assessment of the scheme.

2 North Blackburn GD3 Confidential August 2018 2/ Proposed Methodology

2. Proposed Methodology

2.1 Background

The potential impact of the scheme will be analysed using a spreadsheet model and individual junction models, where the proposed scheme is considered to have an impact on journey times, based on the latest WebTAG values of time1. In order to estimate the user benefits it is proposed that the following methodology be adopted:

 Stage One – Data Collection and Analysis  Stage Two – Base Year Junction Modelling  Stage Three – Junction Modelling and Scenarios  Stage Four – Identification of Journey Time User Benefits  Stage Five – Sensitivity Test

Each of these stages is described in more detail in the following sections. 2.2 Stage One – Data Collection and Analysis

Data collection will include the Manual Classified Turning Counts (typical weekday) at:

 Brownhill Roundabout;  Pleckgate junction; and  Whalley Old Road junction. 2.3 Stage Two – Base Year Junction Modelling

Base models will be based on existing network (geometry, signal timings, etc.) and observed traffic count data (2017 and 2018) and sense checked against on-site observations during

typical network AM, IP and PM conditions. The following traffic surveys have been carried out: Commented [SJ3]: Including speed? Please set out the proposed approach, with some discussion of how a neutral day Survey Type Location Date Time Period / set of days will be selected, which sites will be surveyed, and MCC Brownhill Roundabout Neutral day 07:30-09:30 what methods will be used Pleckgate junction Thursday 28th June 2018 11:00-13:00 15:00-18:00 Whalley Old Road junction Neutral day 08:00-09:00 Friday 13th October 2017 17:00-18:00 ATC including a Ramsgreave Drive From Thursday 18th June 2018 to 24hr speed survey Wednesday 4th July 2018

1 WebTAG Databook (December 2017 release v1.9.1)

3 North Blackburn GD3 Confidential August 2018 2/ Proposed Methodology

AM, IP and PM peak hours shall be calculated from the observed traffic flows at the Brownhill Roundabout and Pleckgate junction.

IP peak hour traffic flows for the Whalley Old Road junction shall be calculated by applying a factor to the AM (08:00 to 09:00) and PM (17:00 to 18:00) peak hour traffic flows. The IP peak hour factor shall be derived from the observed IP peak hour traffic flows at the Brownhill Roundabout and Pleckgate junction. 2.4 Stage Three – Future Year Junction Modelling and Scenarios

Future year demand matrices for Do-Minimum and Do-Something networks will include:

 2019 Opening Year  2034 Horizon Year (15 years after completion)

Future year matrices will include committed development controlled (to be detailed in an uncertainty log) to NTM/TEMPro with appropriate planning assumption adjustments and fuel/income adjustment factors applied.

The Do-Minimum scenario shall demonstrate junction capacity modelling for the existing fixed signal timings at the junctions, taking into account the future year traffic growth.

The Do-Something scenario shall demonstrate junction capacity modelling by 15min intervals, to replicate the efficiency of MOVA installation.

All junction modelling will be undertaken using the LinSig computer software, which is a standard software for assessing signalised junctions. 2.5 Stage Four – Identification of Journey Time User Benefits

Journey time savings for each junction shall be derived by comparing the Do-Minimum and Do-

Something scenarios. The benefits shall be calculated at a scheme level (i.e. DM minus DS for Commented [SJ4]: Is it proposed that benefits will be calculated at a disaggregate level (i.e. attributable to each total delay at Brownhill Roundabout, Pleckgate junction and Whalley Old Road junction). junction?), or at a scheme level?

The journey time savings shall be used to determine transport user benefits in the same way as for DEDC and Furthergate Link Road using updated values from WebTAG Databook (December 2017 release v1.9.1).

The WebTAG guidance shall be followed with regards to annualisation factors. Expansion factors shall be used to annualise the scheme derived benefits.

4 North Blackburn GD3 Confidential August 2018 2/ Proposed Methodology

2.6 Stage Five – Sensitivity Test

A number of sensitivity tests shall be carried out to include the following:

 A zero traffic growth following the 2019 opening year;  High traffic growth following the 2019 opening year;  Low traffic growth following the 2019 opening year; and  Reduced right turn traffic flows at the Brownhill Roundabout (explained below).

It has been previously demonstrated in the Transport Feasibility Report for the project that the Whalley Old Road junction currently operates with capacity issues. The dedicated right turn lane for a right turn onto Whalley Old Road north becomes fully blocked by traffic originating from Whalley Old Road south before green time is allocated to the A6119 Whitebirk Drive approach. Traffic originating from the A6119 Whitebirk Drive instead of turning right at this location therefore proceeds straight through the junction and makes a right turn at the Brownhill Roundabout instead. It is therefore considered that the improvement in capacity at the Whalley Old Road junction would result in an increase in right-turn demand at the junction, which in turn would result in a corresponding decrease in the right-turn demand from the A6119 Brownhill Drive approach at the Brownhill Roundabout.

A sensitivity test shall therefore be carried out to reflect the reduced right turn traffic flows at the Brownhill Roundabout. It should be noted that a level of uncertainty exists in respect to determining the exact percentage vehicles turning right at the Whalley Old Road junction instead of the Brownhill Roundabout. To determine the exact number of diverting vehicles extensive surveys would be required. In view that the actual delay at the junctions is disproportionate to the value of the scheme, a sensible assumption would therefore be made (i.e. 50%). It should be also noted that due to this uncertainty, the reduced right turn traffic flows at the Brownhill Roundabout are actually considered as a sensitivity test instead of being a core scenario.

5 North Blackburn GD3 Confidential August 2018 3/ Derivation of Economic Output

3. Derivation of Economic Output

3.1 Background

As requested by Jacobs, this section of the report outlines the methodology that shall be used to derive the economic outputs of the economic appraisal. 3.2 Methodology

The appraisal results for the core scenario shall demonstrate a BCR and NPV, from which the scheme’s core VfM shall be determined. The core VfM shall be compared against a number of sensitivity test results, as outlined in Stage Five (Section 2.6 of this report).

In addition a GVA analysis shall be undertaken using an evidence-led theoretically consistent framework approach, based on available studies and parameter (in absence of commonly recognised and adopted methodology).

It is anticipated that there would be no jobs or housing directly connected to the scheme. It is however considered that following realisation of BwDBC’s aspirations for growth and further development of the Local Plan, it is considered that there is a potential for a number of housing developments within north Blackburn (identified by BwDBC within the Growth and Development Proposals for North Blackburn) to be accelerated and benefit from the scheme.

The North Blackburn scheme’s economic outputs shall be compared with the Pennine Gateway forecast. A yearly cumulative total for how the scheme’s economic outputs will be achieved shall also be provided.

Appraisal summary table shall be included within the SOBC to provide a summary of key impacts on Economy (i.e. Business users and transport providers, reliability impact on business users, regeneration, wider impacts), Environmental Impacts (i.e. noise, air quality, greenhouse gases, landscape, townscape, historical environment, biodiversity, water environment), Social Impacts (i.e. commuting and other users, reliability impact on commuting and other users, physical activity, journey quality, accidents, security, access to services, affordability, severance, option and non-use values), and Public Accounts (i.e. cost to broad transport budget, indirect tax revenues).

6 Confidential

Capita Property and Infrastructure Ltd

www.capita.co.uk

Appendix I – Delivery Programme

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC North Blackburn Delivery Programme ID Task Task Name Duration Start Finish Predecessors Half 2, 2018 Half 1, 2019 Mode A M J J A S O N D J F M A M 1 Highways and Transport Capital Investment 415 days Mon 30/04/18 Fri 29/11/19

2 Growth Deal 3 415 days Mon 30/04/18 Fri 29/11/19

3 North Blackburn 415 days Mon 30/04/18 Fri 29/11/19

4 Detailed Design 56 days Mon 30/04/18 Mon 16/07/18

5 Detailed Design Period 56 days Mon 30/04/18 Mon 16/07/18

6 Expression of Interest 21 days Mon 11/06/18 Mon 09/07/18

7 Draft Expression of Interest 9 days Mon 11/06/18 Thu 21/06/18 5SS+30 days

8 Issue Expression of Interest 1 day Fri 22/06/18 Fri 22/06/18 7

9 Contractor Engagement Day 1 day Mon 09/07/18 Mon 09/07/18 8FS+2 wks

10 Gateway Review 1 day Tue 17/07/18 Tue 17/07/18

11 Gateway Review 1 1 day Tue 17/07/18 Tue 17/07/18 5 17/07

12 Procurement 63 days Mon 09/07/18 Wed 03/10/18

13 Produce Documents and Finalise Design20 days Mon 09/07/18 Fri 03/08/18 5SS+50 days,8

14 Tender (through Framework) 40 days Mon 06/08/18 Fri 28/09/18 13

15 Evaluation 1 day Tue 02/10/18 Tue 02/10/18 14FS+1 day

16 Consensus 1 day Wed 03/10/18 Wed 03/10/18 15

17 Consultation and Letters of Support 40 days Mon 09/07/18 Fri 31/08/18

18 Collate Letters of Support 40 days Mon 09/07/18 Fri 31/08/18 13SS

19 Consultation Event 1 day Mon 09/07/18 Mon 09/07/18 13SS

20 Draft SOBC 76 days Mon 30/04/18 Mon 13/08/18

21 Collate SOBC 75 days Mon 30/04/18 Fri 10/08/18 5SS

22 Issue Draft SOBC to Jacobs 1 day Mon 13/08/18 Mon 13/08/18 21

23 Final SOBC (with costs) 64 days Mon 13/08/18 Thu 08/11/18

24 Final SOBC Drafting 20 days Mon 13/08/18 Fri 07/09/18 21

25 Input Cost Information 5 days Thu 04/10/18 Wed 10/10/18 16,24

26 Submit to Jacobs 1 day Wed 10/10/18 Wed 10/10/18 25FS-1 day 10/10

27 Jacobs Review 20 days Thu 11/10/18 Wed 07/11/18 26

28 Jacobs Submit Report to LEP 1 day Thu 08/11/18 Thu 08/11/18 27

29 Approvals 33 days Mon 10/12/18 Wed 23/01/19

30 Executive Member 1 day Mon 10/12/18 Mon 10/12/18 25FS-1 day 10/12

31 TfL 1 day Thu 10/01/19 Thu 10/01/19 30FS+22 days 10/01

32 LEP Board 1 day Tue 22/01/19 Tue 22/01/19 31FS+7 days 22/01

33 Appoint 1 day Wed 23/01/19 Wed 23/01/19 32 23/01

34 Construction Phase 222 days Thu 24/01/19 Fri 29/11/19

35 Mobilisation 22 days Thu 24/01/19 Fri 22/02/19 33

36 Start on Site 1 day Mon 25/02/19 Mon 25/02/19 35 25/02

37 Construction Period 40 wks Mon 25/02/19 Fri 29/11/19 36FS-1 day

38 Completion 1 day Fri 29/11/19 Fri 29/11/19 37FS-1 day

Page 1

Appendix J – WebTAG Worksheets

CS095977-CAP-TPL-XX-RP-TP-001 REV 05 BC Analysis of Monetised Costs and Benefits

Core Scenario - North Blackburn Scheme Overall Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £3,820,884 (1a) Economic Efficiency: Consumer Users (Other) £6,665,399 (1b) Economic Efficiency: Business Users and Providers £6,147,924 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£16,634,206 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £2,101,534 (10)

Present Value of Costs (see notes) (PVC) £2,101,534 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £14,532,672 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 7.92 BCR=PVB/PVC

Note : This table includes costs and benefits which are regularly or occasionally presented in monetised form in transport appraisals, together with some where monetisation is in prospect. There may also be other significant costs and benefits, some of which cannot be presented in monetised form. Where this is the case, the analysis presented above does NOT provide a good measure of value for money and should not be used as the sole basis for decisions. Analysis of Monetised Costs and Benefits

Core Scenario - Brownhill Roundabout Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £1,445,305 (1a) Economic Efficiency: Consumer Users (Other) £2,890,172 (1b) Economic Efficiency: Business Users and Providers £2,572,107 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£6,907,584 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £953,156 (10)

Present Value of Costs (see notes) (PVC) £953,156 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £5,954,428 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 7.25 BCR=PVB/PVC

Core Scenario - Pleckgate Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £174,888 (1a) Economic Efficiency: Consumer Users (Other) £151,892 (1b) Economic Efficiency: Business Users and Providers £177,421 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£504,201 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £401,374 (10)

Present Value of Costs (see notes) (PVC) £401,374 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £102,827 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 1.26 BCR=PVB/PVC

Core Scenario - Whalley Old Road Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £2,227,192 (1a) Economic Efficiency: Consumer Users (Other) £3,647,357 (1b) Economic Efficiency: Business Users and Providers £3,426,392 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£9,300,941 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £747,005 (10)

Present Value of Costs (see notes) (PVC) £747,005 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £8,553,936 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 12.45 BCR=PVB/PVC

ST1 - North Blackburn Scheme Overall Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £1,382,537 (1a) Economic Efficiency: Consumer Users (Other) £3,508,268 (1b) Economic Efficiency: Business Users and Providers £2,967,647 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£7,858,452 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £2,101,534 (10)

Present Value of Costs (see notes) (PVC) £2,101,534 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £5,756,918 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 3.74 BCR=PVB/PVC

ST1 - Brownhill Roundabout Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £254,423 (1a) Economic Efficiency: Consumer Users (Other) £1,128,896 (1b) Economic Efficiency: Business Users and Providers £871,122 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£2,254,441 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £953,156 (10)

Present Value of Costs (see notes) (PVC) £953,156 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £1,301,285 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 2.37 BCR=PVB/PVC

ST1 - Pleckgate Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) -£94,374 (1a) Economic Efficiency: Consumer Users (Other) -£71,300 (1b) Economic Efficiency: Business Users and Providers -£89,094 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

-£254,768 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £401,374 (10)

Present Value of Costs (see notes) (PVC) £401,374 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) -£656,141 NPV=PVB-PVC Benefit to Cost Ratio (BCR) -0.63 BCR=PVB/PVC

ST1 - Whalley Old Road Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £1,252,602 (1a) Economic Efficiency: Consumer Users (Other) £2,478,033 (1b) Economic Efficiency: Business Users and Providers £2,217,476 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£5,948,110 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £747,005 (10)

Present Value of Costs (see notes) (PVC) £747,005 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £5,201,105 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 7.96 BCR=PVB/PVC

ST2 - North Blackburn Scheme Overall Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £2,634,643 (1a) Economic Efficiency: Consumer Users (Other) £5,219,467 (1b) Economic Efficiency: Business Users and Providers £4,662,097 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£12,516,208 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £2,101,534 (10)

Present Value of Costs (see notes) (PVC) £2,101,534 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £10,414,674 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 5.96 BCR=PVB/PVC

ST2 - Brownhill Roundabout Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £787,665 (1a) Economic Efficiency: Consumer Users (Other) £2,375,887 (1b) Economic Efficiency: Business Users and Providers £1,942,441 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£5,105,993 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £953,156 (10)

Present Value of Costs (see notes) (PVC) £953,156 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £4,152,837 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 5.36 BCR=PVB/PVC

ST2 - Pleckgate Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) -£19,276 (1a) Economic Efficiency: Consumer Users (Other) -£75,506 (1b) Economic Efficiency: Business Users and Providers -£59,489 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

-£154,272 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £401,374 (10)

Present Value of Costs (see notes) (PVC) £401,374 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) -£555,645 NPV=PVB-PVC Benefit to Cost Ratio (BCR) -0.38 BCR=PVB/PVC

ST2 - Whalley Old Road Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £1,893,467 (1a) Economic Efficiency: Consumer Users (Other) £2,946,109 (1b) Economic Efficiency: Business Users and Providers £2,809,471 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£7,649,047 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £747,005 (10)

Present Value of Costs (see notes) (PVC) £747,005 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £6,902,042 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 10.24 BCR=PVB/PVC

ST3 - North Blackburn Scheme Overall Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £5,580,762 (1a) Economic Efficiency: Consumer Users (Other) £8,938,920 (1b) Economic Efficiency: Business Users and Providers £8,440,429 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£22,960,111 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £2,101,534 (10)

Present Value of Costs (see notes) (PVC) £2,101,534 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £20,858,577 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 10.93 BCR=PVB/PVC

ST3 - Brownhill Roundabout Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £2,382,215 (1a) Economic Efficiency: Consumer Users (Other) £4,340,799 (1b) Economic Efficiency: Business Users and Providers £3,954,649 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£10,677,663 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £953,156 (10)

Present Value of Costs (see notes) (PVC) £953,156 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £9,724,507 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 11.20 BCR=PVB/PVC

ST3 - Pleckgate Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £580,261 (1a) Economic Efficiency: Consumer Users (Other) £369,987 (1b) Economic Efficiency: Business Users and Providers £499,201 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£1,449,449 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £401,374 (10)

Present Value of Costs (see notes) (PVC) £401,374 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £1,048,075 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 3.61 BCR=PVB/PVC

ST3 - Whalley Old Road Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £2,648,400 (1a) Economic Efficiency: Consumer Users (Other) £4,255,495 (1b) Economic Efficiency: Business Users and Providers £4,018,436 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£10,922,331 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £747,005 (10)

Present Value of Costs (see notes) (PVC) £747,005 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £10,175,326 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 14.62 BCR=PVB/PVC

ST4 - North Blackburn Scheme Overall Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £4,020,882 (1a) Economic Efficiency: Consumer Users (Other) £7,510,135 (1b) Economic Efficiency: Business Users and Providers £6,804,059 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£18,335,076 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £2,101,534 (10)

Present Value of Costs (see notes) (PVC) £2,101,534 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £16,233,541 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 8.72 BCR=PVB/PVC

ST4 - Brownhill Roundabout Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £2,219,698 (1a) Economic Efficiency: Consumer Users (Other) £6,160,985 (1b) Economic Efficiency: Business Users and Providers £5,112,657 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£13,493,340 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £953,156 (10)

Present Value of Costs (see notes) (PVC) £953,156 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £12,540,184 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 14.16 BCR=PVB/PVC

ST4 - Pleckgate Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £174,888 (1a) Economic Efficiency: Consumer Users (Other) £151,892 (1b) Economic Efficiency: Business Users and Providers £177,421 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£504,201 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £401,374 (10)

Present Value of Costs (see notes) (PVC) £401,374 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £102,827 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 1.26 BCR=PVB/PVC

ST4 - Whalley Old Road Junction Noise (12) Local Air Quality (13) Greenhouse Gases (14) Journey Quality (15) Physical Activity (16) Accidents (17) Economic Efficiency: Consumer Users (Commuting) £1,652,798 (1a) Economic Efficiency: Consumer Users (Other) £1,221,280 (1b) Economic Efficiency: Business Users and Providers £1,541,977 (5) - (11) - sign changed from PA Wider Public Finances (Indirect Taxation Revenues) table, as PA table represents costs, not benefits

£4,416,054 (PVB) = (12) + (13) + (14) + (15) Present Value of Benefits (see notes) (PVB) + (16) + (17) + (1a) + (1b) + (5) - (11)

Broad Transport Budget £747,005 (10)

Present Value of Costs (see notes) (PVC) £747,005 (PVC) = (10)

OVERALL IMPACTS Net Present Value (NPV) £3,669,049 NPV=PVB-PVC Benefit to Cost Ratio (BCR) 5.91 BCR=PVB/PVC

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £3,820,884 £3,820,884 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £3,820,884 (1a) £3,820,884

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £6,665,399 £6,665,399 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £6,665,399 (1b) £6,665,399

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £6,147,924 £6,147,924 Vehicle operating costs User charges During Construction & Maintenance Subtotal £6,147,924 (2) £6,147,924 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £6,147,924 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £16,634,206 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) Core Scenario - Brownhill Roundabout

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,445,305 £1,445,305 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £1,445,305 (1a) £1,445,305

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,890,172 £2,890,172 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £2,890,172 (1b) £2,890,172

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £2,572,107 £2,572,107 Vehicle operating costs User charges During Construction & Maintenance Subtotal £2,572,107 (2) £2,572,107 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £2,572,107 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £6,907,584 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) Core Scenario - Pleckgate Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £2,227,192 £2,227,192 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £2,227,192 (1a) £2,227,192

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £3,647,357 £3,647,357 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £3,647,357 (1b) £3,647,357

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £3,426,392 £3,426,392 Vehicle operating costs User charges During Construction & Maintenance Subtotal £3,426,392 (2) £3,426,392 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £3,426,392 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £9,300,941 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST1 - North Blackburn Scheme Overall

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,382,537 £1,382,537 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £1,382,537 (1a) £1,382,537

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £3,508,268 £3,508,268 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £3,508,268 (1b) £3,508,268

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £2,967,647 £2,967,647 Vehicle operating costs User charges During Construction & Maintenance Subtotal £2,967,647 (2) £2,967,647 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £2,967,647 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £7,858,452 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST1 - Brownhill Roundabout

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £254,423 £254,423 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING £254,423 (1a) £254,423

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time £1,128,896 £1,128,896 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER £1,128,896 (1b) £1,128,896

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time £871,122 £871,122 Vehicle operating costs User charges During Construction & Maintenance Subtotal £871,122 (2) £871,122 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT £871,122 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) £2,254,441 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST1 - Pleckgate Junction

Non-business: Commuting ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time -£94,374 -£94,374 Vehicle operating costs User charges NET During NON-BUSINESS Construction BENEFITS: & Maintenance COMMUTING -£94,374 (1a) -£94,374

Non-business: Other ALL MODES ROAD BUS and COACH RAIL OTHER User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time -£71,300 -£71,300 Vehicle operating costs User charges During Construction & Maintenance NET NON-BUSINESS BENEFITS: OTHER -£71,300 (1b) -£71,300

Business User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time -£89,094 -£89,094 Vehicle operating costs User charges During Construction & Maintenance Subtotal -£89,094 (2) -£89,094 Private sector provider impacts Freight Passengers Revenue Operating costs Investment costs Grant/subsidy Subtotal (3) Other business impacts Developer contributions (4) NET BUSINESS IMPACT -£89,094 (5) = (2) + (3) + (4) TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) -£254,768 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, while costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values Economic Efficiency of the Transport System (TEE) ST1 - Whalley Old Road Junction