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From: Fearnside, Jamey Sent: 05 October 2018 13:45 To: Planning Consultations Attachments: 679066.AE.18.36.18 TM001 Final.pdf; 18 00123 EIAMAJ .pdf

F.A.O Planning Officer

Thank you for your application dated 14th September 2018.

I have reviewed the details of the application and at this stage, there is further work required in order to determine the impact this application would have on the safety and operation of the strategic road network. As such, a notice of none determination has been placed on this application for a period of 6 months, until 5th April 2019, or until all information is received and a full review can be carried out.

I have provided a technical review, which is attached and a summary of this is as follows:

This review has highlighted the need for further information:

1) Parking is based upon busiest month, however, it should be demonstrated that the busiest month is in fact July, based upon the number of missing survey days within July and other months. 2) The parking provision generally complies to Cir 02/13, however the number of caravan / motorhome / vehicle with trailer spaces available for disabled users should be increased to 2. 3) It should be demonstrated that the inclusion of committed developments would not materially change the assessments.

In addition to the above, it should be noted that the CTMP should be conditioned on any approval such that it is produced and agreed before construction starts and then implemented throughout the construction period. Once final layouts have been determined these should be subject to a design standards check and subsequently a Stage 1 RSA.

I look forward to receiving updated information for review and progressing with this application.

Kind regards

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Developments Affecting Trunk Roads and Special Roads

Highways England Planning Response (HEPR 16-01) Formal Recommendation to an Application for Planning Permission

From: Divisional Director Network Delivery and Development Highways England. Yorkshire & North East Region

To: Harrogate Borough Council

CC: [email protected] [email protected]

Council's Reference: 18/00123/EIAMAJ

Referring to the planning application referenced above and received on 14th September 2018, Planning Application for Outline application for proposed Motorway Service Area to the West side of the A1(M) with vehicular over bridge to and from southbound carriageway and partial diversion of the A168, including associated infrastructure and staff access from B6265 at Land Comprising Os Field 3300 Marton Le Moor North Yorkshire, HG4 5AN, notice is hereby given that Highways England’s formal recommendation is that we:

a) offer no objection;

b) recommend that conditions should be attached to any planning permission that may be granted (see Annex A – Highways England recommended Planning Conditions);

c) recommend that planning permission not be granted for a specified period (see Annex A – further assessment required);

d) recommend that the application be refused (see Annex A – Reasons for recommending Refusal).

Highways England Planning Response (HEPR 16-01) January 2016

Highways Act Section 175B is / is not relevant to this application.1

This represents Highways England formal recommendation and is copied to the Department for Transport as per the terms of our Licence.

Should you disagree with this recommendation you should consult the Secretary of State for Transport, as per the Town and Country Planning (Development Affecting Trunk Roads) Direction 2015, via [email protected].

Signature: J Fearnside Date: 05/10/2018

Name: Jamey Fearnside Position: Asset Manager

Highways England:

Lateral 8 City Walk Leeds LS11 9AT

[email protected]

1 Where relevant, further information will be provided within Annex A.

Highways England Planning Response (HEPR 16-01) January 2016

Annex A Highways England recommended Planning Conditions

HIGHWAYS ENGLAND (“we”) has been appointed by the Secretary of State for Transport as strategic highway company under the provisions of the Infrastructure Act 2015 and is the highway authority, traffic authority and street authority for the Strategic Road Network (SRN). The SRN is a critical national asset and as such we work to ensure that it operates and is managed in the public interest, both in respect of current activities and needs as well as in providing effective stewardship of its long-term operation and integrity.

This response represents our formal recommendations with regard to the application for Outline application for proposed Motorway Service Area to the West side of the A1(M) with vehicular over bridge to and from southbound carriageway and partial diversion of the A168, including associated infrastructure and staff access from B6265 at Land Comprising Os Field 3300 Marton Le Moor North Yorkshire, HG4 5AN, and has been prepared by Jamey Fearnside.

Due to further work required in order to determine the impact this application would have on the safety and operation of the strategic road network, a notice of none determination has been placed on this application for a period of 6 months, until 5th April 2019, or until all information is received and a full review can be carried out, whichever is sooner.

Reasons summary:

Highways England Planning Response (HEPR 16-01) January 2016

TECHNICAL MEMORANDUM ch2AB: AECOM <;Y~1:rA

Proposed Motorway Service Area – Marton Le Moor, North Yorkshire

PREPARED FOR: Jamey Fearnside (Highways England)

PREPARED BY: Jack Fawdington (CH2M)

DATE: 5th October 2018

PNPROJECT NUMBER: 679066.AE.18.36.18

DOCUMENT REF: TM001

RAREVIEWED / APPROVED Richard Edwards (CH2M) BY: Task Overview CH2M (on behalf of Highways England) has undertaken a review of a Transport Assessment [TA] and Framework Travel Plan [FTP] that have been submitted to Harrogate Borough Council [HBC] for a planning application referenced 18/00123/EIAMAJ. The application is a re-submission of a planning application for the proposed development of the Vale of York Motorway Service Area [MSA] between junctions 48 and 49 of the A1(M), including associated infrastructure and the partial diversion of the A168. The TA and FTP have been prepared by AECOM on behalf of Applegreen Plc [the Applicant]. The TA was originally finalised in January 2018. This technical memorandum comments on the suitability of the TA report whilst a separate CH2M technical memorandum (referenced 679066.AE.18.36.18 TM002) comments on the suitability of the FTP. Comments are made below in relation to whether the TA suitably considers the impact of the proposals upon the Strategic Road Network [SRN]. For ease of cross referencing, the headings adopted below are the same as those utilised within the TA. Background Paragraph 1.2.1 of the TA affirms that a planning application was first submitted to HBC for a twin- sided MSA on the current site in 1996, referred to then as Kirkby Hill. From this point, a number of applications and subsequent appeals have been made on behalf of the Kirkby Hill MSA proposal. The timeline below therefore provides a high-level summary of the previous sequential stages of the proposed development. x 1996 – Planning application submitted to HBC for a twin-sided MSA on the Kirby Hill site. x January 1998 – Application appealed for non-determination which resulted in co-joined inquiry. x March 1999 – Secretary of State (SoS) granted planning permission to Kirby Hill MSA proposal. x April 2000 – It was found that the SoS did not give adequate reason for the decision of approval and the decision was quashed. x 2002 – SoS re-opened the inquiry. The Kirby Hill MSA was refused at this inquiry. x 2008 – The Kirby Hill application resurfaced in 2008 but was refused by the local planning authority HBC.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 1

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA x 2012 – The decision was appealed and was once again considered at an inquiry. The inspector recommended refusal of the Kirby Hill MSA proposals and the SoS agreed with this decision. Paragraph 1.2.4 states that the on-line scheme was refused on the grounds of: 1) The absence of any overriding need; 2) Adverse effect on the landscape character of the area; and 3) The loss of best and most versatile agricultural land. Site Context Site Location The proposed development is located between Junction 48 and Junction 49 of the A1(M) and is located immediately east and west of the A1(M), and immediately north of the B6265. The proposed on-line site extends to around 19 Ha and is currently in primarily agricultural use. At present, there is a single gated access from the public highway, which is located in the southwest corner of the site from the B6265. The site location plan and approximate site boundary can be found in Figure 1.1 of the TA, seen below.

TA Figure 1.1 – Site Location Plan Paragraph 3.1.2 states that the MSA proposal would remove a non-policy compliant gap in services (i.e. a gap in excess of 28 miles) on the A1(M). The proposed site is stated to lie approximately 13 miles north of Wetherby services and 15.8 miles from Leeming Bar MRA so is proposed to serve this gap well. It should be noted that this proposal would not remove a non-policy compliant gap. The maximum spacing between MSAs is merely a recommendation. It should be noted that at the 2012 Inquiry the scheme was refused on the absence of overall need. The nearest settlements to the proposals are Kirby Hill approximately 0.5 miles southeast of the site and Boroughbridge, approximately 1.5 miles southeast of the site.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 2

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA Existing Pedestrian Infrastructure Paragraph 3.3.3 of the TA affirms the lack of existing pedestrian provision within proximity to the proposed site. In location of the proposed rear access, there is no pedestrian footway provision either side of the B6265. Continuous footway provision begins on the B6265 approximately 400m southeast of the A168 / B6265 roundabout and links to the village of Kirby Hill and onwards to Boroughbridge. There is no footway on the B6265 to the west of the site for a distance of approximately 3.5 miles. The TA notes that the relevant pedestrian isochrone is detailed in Appendix C, however, owing to the poor footway provision, any walking trips to the site would require pedestrians to utilise the carriageway in all instances. As such, the viability of walking trips to the proposed site as particularly low. Existing Cycle Infrastructure Paragraph 3.4.2 notes that a 5 kilometre journey by cycle to / from the site encompasses Dishforth, Boroughbridge, as well as several small villages including Langthorpe, Kirby Hill, Skelton-on-Ure, Marton-Le-Moor, Norton-le-Clay and Roecliffe. Continuing, AECOM state that Bar Lane / Roecliffe Lane in Boroughbridge provides a signposted on- road cycle route on the National Cycle Network [NCN] Route 688, which provides a link between Winterburn and Linton-on-Ouse through to Boroughbridge and other small villages. The B6265 does not include cycle lanes, although shared pedestrian / cycle crossing facilities exist at the B6265 / A168 roundabout. It is acknowledged that the proposed site possesses sufficient cycle connectivity to the immediately surrounding settlements as to render cycle trips viable within a 5km isochrone. NCN Route 688 is directly accessible from the proposed site, although such a facility should not be understood as a viable trip incentive when this section of the network features no dedicated infrastructure beyond wayfinding signage. Shared cycle / pedestrian crossing facilities are present at the B6265 / A168 roundabout, however, the presence of such a minor facility should not be understood as a measure for increasing the viability of cycle trips to the proposed development. Public Transport Facilities – Bus Services The closest bus stop to the site is located approximately 1km southeast of the site at the corner of Church Lane and the B6265 in Kirby Hill. AECOM note that the stop provides a flag, pole and seating, although Service No. 7 which serves this stop only provides a limited service. Paragraph 3.5.4 proposes that bus stops in Boroughbridge provide a wider range of services, however, these are located approximately 3km from the site and only realistically accessible as part of a multi- modal journey. Given the location of bus facilities it is concluded that access to the site by bus is extremely unlikely. Rail Services The closest railway station to the proposed site can be found at Knaresborough, approximately 7.5 miles away. As such, trips to / from the proposed site by rail are not deemed to be viable. Highway Study Area Baseline Traffic Data Paragraph 4.1.1 states that the impact of the MSA will be assessed at the following junctions: x A1(M) MSA access junction (northbound and southbound merges and diverges);

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 3

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA x Discussion of any potential change in flows at the B6265 / A168 junction as a consequence of staff trips to / from the MSA and proposed realignment of the A168; and x Discussion of likely flows at the proposed controlled vehicular access into the site off the B6265 (there will not be a right of access between this and the SRN). In order to determine the mainline flows on the A1(M) past the proposed site, AECOM have utilised WebTRIS data in order to determine existing mainline flows between Junctions 48 and 49. The A1(M) northbound and southbound flows for the week 18th – 24th of September 2016, are accepted as a neutral week, have been collected by AECOM and presented in Tables 4.1 and 4.2 of the TA, seen below.

0600-0700 0700-0800 ~800-090( ~900-1000 1000-1100 1100-120( 1200-1300 1300-1 400 1400-150( 1500-160( 1600-170( 1700-180( 1800-190( Sunday 18T 348 533 957 1611 2242 2356 2479 2984 2894 2984 3008 3635 2992 Mon day 2121 2772 2947 2766 2311 2291 2616 2952 2766 2719 2970 2920 2092 Tuesday 1591 2673 2667 2575 2273 2183 2092 2081 2479 2685 3007 3029 2155 Wednesday 1655 2623 2775 2545 2184 2151 2057 2157 2494 2866 3203 3108 2370 Thursday 1554 2710 2692 2589 2299 2386 2306 2335 2783 3079 3326 2927 2570 Fri day 1489 2430 2398 2263 2668 3020 2856 3346 4140 3718 4616 4097 3779 Saturday 24 678 1280 1824 2562 3406 3819 3711 3228 2588 2520 2412 2327 1857

0600-0700 7 Day 1348 2146 5 Day 1682 2642 TA Table 4.1 – Northbound Traffic 18th – 24th September 2016 Source: Extracted from MIDAS sites 9939A & 9938B

0600-0700 0700-0800 ~800-090C ~900-100( 1000-110( 1100-120( 1200-1300 1300-1400 1400-150( 1500-160( 1600-170( 1700-1800 1800-190( Su nday 18T 529 789 1265 2063 2951 3562 3450 3047 3219 3557 3956 3805 3321 Monday 2492 3457 3120 2858 2915 2891 2712 2428 3027 2819 2794 2573 1844 Tuesd ay 1920 3121 2895 2534 2325 2395 2463 2593 2750 2815 2952 2718 1953 Wednesday 1831 3019 2769 2520 2590 2537 2457 2600 2837 2945 3006 2809 1908 Thursday 1774 2814 2862 2443 2557 2642 2571 2724 2917 3197 3305 2921 2244 Fr iday 1602 2383 2434 2551 3236 3554 3670 3895 3649 3594 3586 3246 2665 Sa t urday 24 744 1216 1674 2423 3125 3430 2936 2577 2293 2467 2541 2854 2741

1200-1300 1300-14001400-150 1500-160 1600-170 7 Day 2894 2838 2956 3056 3163 5 Day 2775 2848 3036 3074 3129 TA Table 4.2 – Southbound Traffic 18th – 24th September 2016 Source: Extracted from MIDAS sites 9939A & 9938B Continuing, Paragraph 4.1.5 states that by combining the northbound and southbound flows for an average weekday in September 2016 results in the flows contained within Table 4.3 of the TA, seen below.

0700-0800 1600-1700 Weekday Ave 5601 6553 TA Table 4.3 – A1(M) Peak Weekday Two-way Traffic 18th – 24th September 2016 AECOM state that the peak flows contained within Table 4.3 occurred between 0700 – 0800 and 1600 – 1700, with these peak hours stated to have been agreed with Highways England for the assessment purposes of the merges / diverges accessing the site. Consequently, CH2M have determined the worst-case weekday two way AM and PM peak flows across the neutral survey week. These flows are contained below in Table 4.31. 0700 – 0800 1600-1700

Worst-case Two-way flows 6,229 (Monday) 8,202 (Friday) Table 4.31 – A1(M) Peak Weekday Worst-case Traffic 18th – 24th September 2016

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 4

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA With reference to development parking, AECOM note that parking provision is determined based on a peak month opposed to a neutral month. Consequently, Highways England have requested that a merge / diverge assessment be undertaken as a sensitivity test for a peak summer day. AECOM affirm that during the peak month of 2016 (July), the busiest day for traffic flow was Friday 22nd, with a total 24hr flow of 103,671. Consequently, the peak day of Friday 22nd has been used to undertake a parking accumulation exercise to demonstrate the adequacy of the parking provision proposed. This is discussed later in this TA review. Moreover, Paragraph 4.1.8 of the TA acknowledges that the proposed MSA would be accessed from a new junction. As there is no existing junction between Junctions 48 and 49, no base case exists in terms of flows on merges and diverges. AECOM have undertaken traffic surveys at the existing B6265 / A168 roundabout, however, this section of highway remains under the domain of the local highway authority and as such does not form part of this review. Collision Analysis Paragraph 4.2.1 affirms that Personal Injury Collision [PIC] data has been obtained from North Yorkshire County Council [NYCC] for the highway north and south of the proposed site, inclusive of the A1(M) mainline and Junction 48 and Junction 49 of the A1(M). Data has been collected by AECOM for the most recent five-year period, 2012 to 2016 inclusive. A1(M) between Junction 48 and Junction 49 Table 4.4 of the TA, seen below, evidences that there were 3 collisions recorded as serious and 27 as slight on the A1(M) mainline between Junction 48 and 49.

Severity and Light Dark Wet Dry Single Veh Veh to Veh Single M/cycle Number

Slight (27) 16 11 6 21 10 20

Serious (3) 2 2 3

Total (30) 17 13 7 3 10 23

TA Table 4.4 – Summary of Collisions Occurring on A1(M) AECOM affirm that the three serious collisions occurred due to driver error including distraction in the vehicle, impairment by alcohol and poor weather conditions. The majority of collisions incurring slight injuries were also due to driver error, with one caused by highway debris and another owing to severe winds. Junction 48 of A1(M) Table 4.5 of the TA, seen below, evidences that there were 16 slight collisions recorded at Junction 48 of the A1(M).

Severity and Light Dark Wet Dry Single Veh Veh to Veh Single M/cycle Number

Slight (16) 14 2 5 11 2 14 Total (16) 14 2 5 11 2 14 TA Table 4.5 – Summary of Collisions Occurring at Junction 48 A1(M) AECOM propose that the main reason for collisions at Junction 48 remains driver error, with two of the recorded collisions due to poor weather conditions and two other collisions due to debris on the road.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 5

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA Junction 49 of A1(M) Table 4.6 of the TA, seen below, evidences that there was a total of 24 slight collisions recorded at the A1(M) Junction 49, and 4 collisions recorded as serious.

and Light Dark Wet Dry Single Veh Veh to Veh Veh to Ped Number

Slight (24) 13 11 15 9 7 12 5

Seri ous (4) 4 4 2 2

Total (28) 17 11 15 13 9 14 5 TA Table 4.6 – Summary of Collisions Occurring at Junction 49 A1(M) Of the 24 collisions classed as slight, AECOM note that the majority remain due to driver error and / or poor weather conditions. Of the 4 serious incidents that occurred at Junction 49, these are considered to be due to driver error, all of which are owing to loss of control. The fourth accident was due to poor weather conditions. Accident Summary Paragraph 4.2.18 proposes that as the planned MSA serves existing users of the motorway network, it will assist in improving road safety by increasing the number of opportunities for travellers to stop and take a break during the course of their journey. While AECOM acknowledge that the addition of merges and diverges to the A1(M) would increase the potential points for vehicle conflict, all merges and diverges have been designed fully in accordance with DMRB TD22/06, with the junction clearly signed for all motorway users. This is evaluation is accepted, with it acknowledged that the proposed MSA site remains unlikely to incur any perceptible impact on the safety of both the A1(M) mainline or Junctions 48 and / or 49. Assuming the facilities can be designed in full accordance of DMRB. Development Proposals MSA Proposals Paragraph 5.1.1 states that the main features of the MSA are: x New northbound and southbound access slip-roads into the site from the A1(M) designed in accordance with DMRB; x New northbound and southbound exit slip-roads from the site to the A1(M) designed in accordance with DMRB; x New controlled access / exit via the B6265 to enable vehicular access for staff and some deliveries (no connection to SRN for general public); x Amenity building containing hot and cold food offers, a shop, lavatories, pay phones, shower and seating / resting areas. GFA – 2,500 sqm; x Drive-thru coffee shop. GFA – circa 305 sqm; x Parking for 364 cars, 90 HGVs, 18 coaches, 12 caravans, 11 motorcycle spaces and 18 disabled car spaces. These allocations are proposed by the developers in order to satisfy the requirements of DfT Circular 02/2013. This provision will be subsequently discussed later within this review note; x Two abnormal load bays; one on the northbound diverge and one on the southbound diverge. This is proposed to satisfy DfT Circular 02/2013;

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 6

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA x Fuel filling stations for cars, vans and small commercial vehicles, with a separate HGV / coach filling station; x A number of charging points for electric vehicles; and x Landscaped amenity areas. AECOM propose that in order to comply with Circular 02/2013, the MSA will be operational 24 hours a day. Paragraph 5.1.2 states that subject to an approved Traffic Signs Agreement with HE, MSA would be signed from the motorway to serve the specific needs of motorway travellers. It will therefore, not become a destination in its own right and the Applicant would expect this to be a condition of any planning approval. The MSA is to be located immediately west of the northbound carriageway, therefore an overbridge is to be provided to enable the MSA to be accessed by vehicles travelling in either direction on the A1(M). AECOM affirm that the bridge will pass over the A1(M) and will have a critical headroom of no less than 6.63m (the same clearance as provided at the adjacent B6265 overbridge). In order to accommodate the overbridge, the A168 is to be realigned to allow for the access and egress slip roads on the southbound carriageway. The realignment is stated to require repositioning the arm of the roundabout carrying the A168(N) and the stopping up of a section of the existing A168 of approximately 550m in length. AECOM affirm that the amendments to the A168 / B6265 roundabout have been agreed in principle with NYCC. Access and Egress Arrangements As noted previously, the A168 is to be realigned to allow for the access and egress slip roads on the southbound carriageway. AECOM note within Paragraph 5.2.2 that the northbound merge can be accommodated without affecting the existing Variable Message Sign (VMS) for northbound traffic immediately north of the site. Abnormal Invisible Load (AIL) bays are to be located on the northbound diverge and southbound diverge and are stated to be designed in accordance with discussions held with Highways England and previous evidence relating to the approved and constructed AIL at Wetherby Services, Junction 46 of the A1(M). Paragraph 5.2.8 notes that the existing site access from the B6265 in the southwest corner of the proposed site will form a controlled access / egress for staff / deliveries / emergency services only, however, AECOM note that the method of access control is to be subsequently determined with Highways England and NYCC. Continuing, AECOM note that the swept paths attached at Appendix F of the TA evidences how the MSA building would be serviced and how vehicles will return to the SRN or local road network. It is proposed that the MSA building would be serviced from the southern side of the building (closest to the B6265). These movements are anticipated to be limited in number and would not interfere with general traffic utilising the MSA, except, it is stated, for delivery vehicles that use the internal roundabout closest to the Petrol Filling Station [PFS]. As noted within this review document previously, the site access junction does not incorporate footway provision as there is no footway or cycleway in place along the B6265 within proximity to the site. In order to address NYCCs sustainable transport policy, a 1.5m minimum footway / cycleway is to be provided between the rear access of the site to the existing shared footway / cycleway provision at the B6265 roundabout, extending south approximately 350m to connect with existing provision on Leeming Lane, north of Kirkby Hill. Although the provision of a footway / cycleway is welcomed. Consideration should be given to whether the minimum 1.5 metre width is adequate for potential future users.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 7

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA MSA Parking Requirements As noted previously by CH2M within this review note, the following parking allocations are proposed for the development in order to satisfy DfT Circular 02/2013: x 364 Cars; x 90 HGVs; x 18 Coaches; x 12 Caravans; x 11 Motorcycles; and x 18 Disabled Car Spaces. Paragraph 5.3.3. affirms that data has been obtained from WebTRIS MIDAS sites 9939A and 9938B for all flows recorded in 2016. Table 5.1 of the TA, seen below, details the 2016 yearly flows by month, evidencing that July was the peak month in 2016.

Total Monthly Flows

Month NB SB Total

Jan 964848 981944 1,946,792

Feb 1041364 1036583 2,0 77 ,947

March 1141269 1138545 2,279,814

April 991980 981165 1,973,145

May 885332 868537 1,753,869

June 1109107 1110804 2,21 9,911

July 1156073 1137333 2,293,406

Aug 1132306 1124173 2,256 ,479

Sept 1037530 1027264 2,064,794

Oct 1067483 1060437 2,127,920

Nov 1083068 1079368 2,162 ,436

Dec 850872 820056 1,670,928

TA Table 5.1 – Total Monthly Flows for A1(M) between Junctions 48 and 49 (WebTRIS) Based upon Table 5.1 given the varying number of days per month, July would not equate to the busiest month. AECOM note that the above would give an average two-way AADT for the month of 73,891 vehicles. However, the TA observes that within July 2016, three separate days provided incomplete data, namely Monday 18th, Wednesday 20th and Thursday 21st. Therefore, in order to adjust the total and estimate the missing days, maximum values for other comparable weekdays in July 2016 have been substituted into the overall flow sum by AECOM in order to estimate the likely maximum flows on these missing days. The principle of this is acceptable. Confirmation of missing days in other months is requested to ensure that July is the peak month. Consequently, Table 5.2 of the TA, seen below, evidences the resulting adjusted AADT for July 2016.

Average Dai ly Flow for Busiest Month {ADJUSTEDl

Northbound Southbound Car LGV HGV/Coach Total Car LGV HGV/Coach Total July 30,978 2,323 8,197 41 ,498 30,503 2,337 8,114 40,954 TA Table 5.2 – AADT for July 2016 (Adjusted) AECOM note that the above would give an average two-way AADT for the month of 82,452 vehicles. As a result, utilising data contained within Table 5.2, the minimum parking provision has been determined in line with the combined two-way daily flow (July 2016 adjusted) of:

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 8

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA x 66,141 Cars and LGVs (A) x 16,311 HGVs and Coaches (B) Table 5.3 of the TA, seen below, shows the minimum parking requirements indicated by DfT Circular 02/2013 while utilising the adjusted July 2016 AADT flows. It is noted by AECOM that the parking proposals for the development allow for a 10% increase in traffic flows to provide for future traffic growth and particular peak periods. This is deemed to be acceptable by CH2M.

ircular 02/1 J Parking Requirement Parking Requ irements Proposals Cars - 0.5% of A 331 364 HGVs - 0.5% of B 82 90 Abnormal Loads - Minimum of 1 1 (minimum} 2 Coaches - 0.1 % of B 16 18 Caravan I Motorhome I Veh and Trailer 0 015% of A 10 11 Motorcycle - 0 015% of A (Minimum 10) 10 11 Lodge I Hotel - 1 space per 2 bedrooms NIN NIN Disabled car users - 5% of car spaces (minimum 5) 17 18 Disabled Caravan I Motorhome I Veh and Trailer 2 users - 5% of spaces (mi nimum 2) 'No Lodge proposed 0 TA Table 5.3 – Opening Year MSA Parking Requirements & Proposals It is accepted that generally the proposed levels of car parking confirm with the parking requirements set out in Cir 02/13 with the exception of disabled users of caravans/motorhomes/ vehicles with trailers. This should be increased to 2 spaces. Parking Accumilation Paragraph 5.4.1 notes that during scoping discussions, Highways England requested that a parking accumulation be undertaken to ensure that the proposed parking can accommodate MSA users on a peak summer day. AECOM identify that the peak day during July 2016 was Friday 22nd, when AADT two-way flows between Junction 48 and Junction 49 were 103,671, compared to a stated average of around 70,000. Continuing, AECOM state that flows for the 22nd July between 0600 and 1900 have been factored to the design year of 2027 and a Turn in Rate of 7.5% applied to determine arrivals and departures. It is proposed that the HGV percentages from the neutral week of 18th – 24th September WebTRIS data has been used to determine car / LGV and HGV arrivals / departures. AECOM propose that for cars/LGVs, even assuming up to 30% of arrivals stay 60 minutes and 70% stay 20 minutes (suggested to be a more common dwell time at an MSA), the peak accumulation on a peak July day would be 286 cars, assuming 70 cars are present in the car park before 0600 (staff / other users). In addition, AECOM state that for HGVs, assuming 20% of vehicles stay 20 minutes and 80% stay 40 minutes, the peak HGV accumulation on a peak July day would be 83 HGVs. The waiting assumptions of note are stated to have been based on the June 2016 TA for the approved Skelton Lake Services at Junction 45 of the M1. Evidence of dwell times should be provided to ensure that parking requirements are not under estimated. In addition, Paragraph 5.4.6 notes that the proposed staff parking, that of 70 parked cars prior to 0600 is considered sufficient by AECOM and suitably in line with other Applegreen development sites. In summary, car parking levels generally accord to standards within Cir 02/13 and with the exception of the provision of an additional caravan / motorhome / vehicle with trailer space for disabled users parking levels are considered acceptable. Signage Signage from the A1(M) will need to be agreed with Highways England.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 9

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA Utilities, Maintenance and Security Discussions with the DBFO contractor and Highways England should be undertaken to Future Network Assessment Assessment Years Paragraph 6.1.1 states that it has been agreed with Highways England that the SRN should be assessed for 2027, based on a period of ten years following the initial application date. Traffic Growth AECOM affirm that traffic growth factors have been calculated by using TEMPro 7.2 software. Continuing, NTM adjusted TEMPro growth factors have been determined for rural motorways in North Yorkshire. These factors are detailed in table 6.1 of the TA, seen below.

Growth Period Average Day

2016 to 2017 1.0133

2016 to 2027 1.129

TA Table 6.1 – TEMPro / NTM Growth Rates for Rural Motorways in North Yorkshire AECOM state that the above growth factors have been applied to determining the base traffic flows for the assessment years of 2027 for the SRN. The proposed 2027 growth factors are considered acceptable for assessment purposes. Committed Development Paragraph 7.1.1 states that HBC have been consulted to determine any substantial committed development within the vicinity of proposals on the A1(M) and Junctions 48 and / or 49. AECOM note that the following committed developments, seen below, have been included within the local road network assessment undertaken as part of this study, however, no discussion is provided as to these sites inclusion within any SRN assessment. x 11/02438/REPMAJ – Granted outline application for mixed use development of 175 dwellings, office and light industry. Land west of Wetherby Road, Boroughbridge; x 15/05451/REMMAJ – Full application granted for 176 dwellings on Leeming Lane, north Boroughbridge; x 15/04164/OUTMAJ – Granted outline application for up to 145 dwellings on land off Dishforth Road, north Boroughbridge; and x 14/04315/FULMAJ – Full application granted for 84 dwellings off Valuation Lane, Boroughbridge. The committed developments have the potential to increase mainline flows on the SRN and therefore should be included within the assessments unless it is demonstrated that the increases would be so small they will not impact on the assessments. Trip Generation Staff Trips AECOM propose that based upon the Applicant’s alternative operations, it is estimated that 10 HGV servicing and fuel deliveries will be made per day, 5 of which will occur between 23:00 to 07:00. Such

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 10

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA propositions are welcomed by CH2M. Continuing, AECOM state that only 215 employees will work at the site in any 24-hour period. These staff are to be divided into two day shifts of 85 staff per shift and one night shift of 45 staff. It is proposed that shift times will be arranged to avoid peak hours, with AECOM suggesting that a rigorous assumption would be to assume that no more than 10 staff will arrive and depart the site during the AM or PM peak hour. These levels peak hour traffic generation are considered reasonable. MSA Turn in Rates AECOM note that the MSA is not a net traffic generator particularly during the traditional commuter peaks when the network is under the greatest stress. Traffic generation is usually based upon Turn In Rates [TIR]. At the 2010 – 2012 inquiry relating to MSA provision on the A1(M), Highways England / NYCC agreed that there is no definitive guidance on TIRs and that there is a broad range of observed rates at existing MSAs. Consequently, to obtain current TIR data, AECOM affirm that surveys were undertaken March 2017 at existing facilities on the A1(M). The following sites are stated to have been surveyed between 0700 – 1000 and 1600 – 1900: x Wetherby MSA; x Leeming MRA; x Scotch Corner Rest Area; x Exelby Truckstop (J51); and x Barton Park Truckstop. As a result of the above surveys, AECOM note that the highest peak hour TIRs were at Wetherby, comprising an average two-way TIR of 7.67%. An observed peak hour TIR of between 7% and 8% was also stated to be typical of the additional surveys at on-line MSAs. Accordingly, the TIRs utilised by this assessment are as follows: x 0700 – 0800 – 7.5% of total motorway mainline flow; and x 1700 – 1800 – 7.5% of total motorway mainline flow. TIRs are stated to have been calculated based on total vehicle flows (from WebTRIS data) to create a total number of vehicle arrivals during the peak hours. The TIR of 7.5% is seen to be acceptable for the purposes of this assessment. Peak Hour Flows Paragraph 8.5.1 of the TA affirms that the peak hour motorway flows have been extracted from Highways England WebTRIS traffic flow data, as discussed within Section 4 of the TA. AECOM have therefore applied the TIR of 7.5% to the neutral month average weekday peak hour traffic flows from TA Tables 4.1, 4.2 and Figure 6.7 to determine the peak hour arrivals at the MSA. These are seen in Table 8.2 of the TA, found below.

Arrivals based on a TIR of 7.5%

AM Peak PM Peak Scenario Veh Arrivals Veh Arrivals

N/B S/B N/B S/B

Application year (2017) 198 222 257 235

Design Year (2027) 224 251 290 265

TA Table 8.2 – Proposed MSA Arrivals

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 11

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA These flows are considered acceptable. Impact Assessment of Proposals Paragraph 9.1.1 affirms that assessments have been undertaken for the AM and PM peak for the design years of 2027, in reference to the SRN, with merge / diverge assessments undertaken in accordance with DMRB TD22/06. It is further noted by AECOM that the TA scope (agreed in writing by email dated 29.06.17) did not include assessment of the terminating roundabouts. As such, the TA states that during consultation with Systra, it was confirmed that no junction assessments were required, with it considered that there would be relatively low conflicting movements even at peak times, with the roundabouts only providing access or egress to / from the MSA and not the wider highway network. This assessment is also stated to include traffic associated with the major committed developments within the vicinity of the MSA proposals. However, as noted previously by CH2M within this technical note, the identified committed development flows largely do not remain pertinent to the SRN assessment of this MSA site. A1(M) Access Assessment Table 9.1 of the TA, seen below, summarises the results of the merge / diverge assessments on the required standards of the proposed northbound and southbound merges and diverges on the A1(M) to accommodate the MSA for a future year of 2027. AECOM note that an MSA TIR of 7.5% has been applied to the 2027 future year traffic flows to determine the merge / diverge standards required.

AM Peok PM Poek

Mainline Standerd Shp Road Mam line S1n ndt11rd Slip Rood

Northbound Merge 2 lanes upstream / 2 Type A Tape r Merge 2 lanes upstream / 3 Type A Taper Merge lanes downstream lanes downstream Northbound Diverge 3 lanes upstream / 2 Type A Taper Diverge 3 lanes upstream / 2 Type A Taper Diverge lanes downstream lanes downstream South bound Merge 2 lanes upstream / 2 Type A Taper Merge 2 lanes upstream / 2 Type AT aper Merge lan@s downslrE!-am lan @s downstr@am

Southbound Diverg e 2 lanes upstream / 2 Type A Taper Diverge 2 lanes upstream / 2 Type AT aper Diverge lanes downstream lanes downstream TA Table 9.1 – Summary of Merge-Diverge Results – Base 2027 + MSA Paragraph 9.2.3 notes that Table 9.1 indicates that the current standard of mainline motorway is sufficient to accommodate 2027 traffic flows and a new junction to / from the MSA. The provision of single lane taper merges and diverges is also proposed to be sufficient to accommodate the forecast MSA flows in 2027. Continuing, AECOM note that this arrangement would be sufficient to accommodate peak day flows, based on the peak yearly date of 22nd July 2016, formerly used to undertake the parking accumulation for the site. It is noted that for the northbound merge a Type E lane gain from two lanes to three lanes is the appropriate arrangement. However, given that three lanes already existing on the main line, a Type A taper merge is appropriate. For the northbound diverge a Type C lane drop from three lanes to two lanes is the appropriate arrangement. However, given three downstream lanes a Type A diverge is appropriate. A Weaving Assessment was undertaken and issued to Highways England / Systra as a separate technical note, as agreed as part of scoping discussions (Found at Appendix N of TA). The main conclusions are stated to remain unchanged with assessments by Systra and AECOM demonstrating that the current number of motorway lanes, northbound and southbound, are sufficient to accommodate the anticipated weaving movements.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 12

PROPOSED MOTORWAY SERVICE AREA – MARTON LE MOOR, NORTH YORKSHIRE ch2ffl: A:COM c;v~1:rA Although the assumptions regarding the level of traffic that would use both Junction 49 and the MSA appears to be unrealistic, changes to these numbers would not materially impact on the calculations. Therefore, the weaving assessments are considered appropriate. Staff Framework Travel Plan A full technical note review of the FTP supplied for the proposed MSA development has been separately prepared by CH2M (document reference 679066.AE.18.36.18 TM002). As such, this note will provide no further comments on the suitability of the development FTP. Impact of Construction A Construction Traffic Management Plan [CTMP] which details the number of construction workers, shift times, construction traffic timings and routings including abnormal indivisible loads and details of access to the site will be prepared before the start of construction. This should be secured through a condition on any planning approval requiring production, agreement and implementation. Progression of Planning Application Once the general contents of the TA are agreed and final plans showing the layout and the A1(M) access have been produced these should be subject to a design standards check and then a Stage 1 Road Safety Audit [RSA]. Summary and Conclusions On the basis of this review, the recommendation to Highways England in relation to this development proposals is:

Holding recommendation – further information required (as identified below)

This review has highlighted the need for further information as follows: 1) Parking is based upon busiest month, however, it should be demonstrated that the busiest month is in fact July, based upon the number of missing survey days within July and other months. 2) The parking provision generally complies to Cir 02/13, however the number of caravan / motorhome / vehicle with trailer spaces available for disabled users should be increased to 2. 3) It should be demonstrated that the inclusion of committed developments would not materially change the assessments. In addition to the above, it should be noted that the CTMP should be conditioned on any approval such that it is produced and agreed before construction starts and then implemented throughout the construction period. Once final layouts have been determined these should be subject to a design standards check and subsequently a Stage 1 RSA.

HIGHWAYS ENGLAND SPATIAL PLANNING ARRANGEMENT – NORTH EAST AND YORKSHIRE & HUMBER 13