TRANSPORT & INFRASTRUCTURE PLANNING

Tom Barron Group Bartle Village Preston, Lancashire

Transport Assessment

www.bwbconsulting.com Bartle Village, Preston Transport Assessment August 2020 LDP2181

TRANSPORT & INFRASTRUCTURE PLANNING

Tom Barron Group Bartle Village Preston, Lancashire

Transport Assessment

Birmingham Livery Place, 35 Livery Street Birmingham, B3 2PB T: 0121 233 3322

Cambridge 14-16 High Street, Histon Cambridge, CB24 9JD T: 0122 323 5173

Leeds Whitehall Waterfront 2 Riverside Way Leeds, LS1 4EH T: 0113 233 8000

London 11 Borough High Street London, SE1 9SE T: 0207 407 3879

Manchester 11 Portland Street Manchester, M1 3HU T: 0161 233 4260

Market Harborough 12a Woodcock House, Compass Point, Market Harborough, Leicestershire, LE16 9HW T: 0185 845 5020

Nottingham 5th Floor Waterfront House, Station Street Nottingham, NG2 3DQ T: 0115 924 1100

August 2020

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DOCUMENT ISSUE RECORD

Document Number: BPN-BWB-GEN-XX-RP-TR-001_TA_S2_P5 BWB Reference: LDP2181_TA

Status Revision Date of Issue Author Checked Approved N Bell M Addison A Bilkhu S2 P5 27/08/2020 Graduate Associate Associate Engineer Director

Notice

This document has been prepared for the sole use of Tom Barron Group and Robertson Strategic Asset Management in accordance with the terms of the appointment under which it was produced. BWB Consulting Limited accepts no responsibility for any use of or reliance on the contents of this document by any third party. No part of this document shall be copied or reproduced in any form without the prior written permission of BWB.

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CONTENTS PAGE 1.0 INTRODUCTION ...... 6 2.0 POLICY CONTEXT ...... 9 3.0 BASELINE SITE AND TRANSPORT CONTEXT ...... 16 4.0 BASELINE ACCESSIBILITY ...... 26 5.0 PROPOSED DEVELOPMENT ...... 32 6.0 MULTI-MODAL TRIP GENERATION AND DISTRIBUTION ...... 42 7.0 HIGHWAY IMPACT ASSESSMENT ...... 47 8.0 SUMMARY & CONCLUSIONS ...... 49

FIGURES Figure 1: Strategic Site Location ...... 6 Figure 2: Site Location in Relation to PWDR and EWLR...... 13 Figure 3: Application Site in Relation to North West Preston Masterplan ...... 14 Figure 4: Site Location ...... 16 Figure 5: Local Highway Network Key Plan ...... 17 Figure 6: Existing Conditions on Rosemary Lane ...... 18 Figure 7: Existing Conditions on Lea Lane (Adjacent to Bartle Hall access) ...... 19 Figure 8: Existing Conditions on Bartle Lane ...... 20 Figure 9: ATC Locations ...... 21 Figure 10: Daily Average Traffic Flows by Link ...... 22 Figure 11: Hourly Average Weekday Traffic Flows by Link ...... 23 Figure 12: Personal Injury Collision Plot ...... 24 Figure 13: Map of Public Rights of Way ...... 25 Figure 14: Walking Isochrones ...... 27 Figure 15: Cycling Isochrones ...... 28 Figure 16: Local Cycle Routes ...... 28 Figure 17: Indicative Masterplan and Zones ...... 33 Figure 18: PWD Access Junction ...... 34 Figure 19: PWD Access Junction (South Arm) ...... 35 Figure 20: Proposed Local Access Junction Locations ...... 36 Figure 21: Existing Speed Limits ...... 37 Figure 21: Proposed Speed Limits...... 38 Figure 23: Public Transport Strategy ...... 40 Figure 24: MSOAs Selected as Areas of Residence for Distribution Assessment ...... 45 Figure 25: Development Traffic Distribution ...... 46

TABLES

Table 1: Summary of Traffic Data Sources ...... 21 Table 2: Link Speeds...... 23 Table 3: PICs on Study Area Roads (2015-2019) ...... 24 Table 4: Local Bus Services Summary ...... 30 Table 5: Direct Train Services to/from Salwick Station ...... 30 Table 6: Indicative Schedule of Accommodation ...... 32 Table 6: Breakdown of C3 dwellings per Zone ...... 33 Table 8: PCC Parking Standards for Residential Development ...... 41 Table 9: PENELOPE Vehicle Trip Rates (per 1 dwelling) and Traffic Generation (1,100 dwellings) ...... 42 Table 10: TRICS Vehicle Trip Rates (per 1 dwelling) and Traffic Generation (1,100 dwellings) .. 43 Table 11: Method of Travel to MSOA Preston 002 ...... 44

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Table 12: Weekday Peak Hour Multi-Modal Trip Generation ...... 44

DRAWINGS

RBR-BWB-GEN-01-DR-D-0100 Bartle Roundabout General Arrangement (Sheets 1+2)

BPN-BWB-GEN-01-DR-TR-101 Preliminary Junction Designs: Access to Zones C and D from Blackleach Lane

BPN-BWB-GEN-01-DR-TR-102 Preliminary Junction Designs: Access to Zones B and C from Rosemary Lane

BPN-BWB-GEN-01-DR-TR-103 Preliminary Junction Design: Access to Zone D from Lea Lane

BPN-BWB-GEN-01-DR-TR-104 Preliminary Junction Design: Access to Zone A from Bartle Lane

BPN-BWB-GEN-01-DR-TR-110 Swept Path Analysis Estate Car: Blackleach Lane Accesses

BPN-BWB-GEN-01-DR-TR-111 Swept Path Analysis Large Refuse Vehicle: Zone C Blackleach Lane Access

BPN-BWB-GEN-01-DR-TR-112 Swept Path Analysis Refuse Vehicle: Zone D Blackleach Lane Access

BPN-BWB-GEN-01-DR-TR-113 Swept Path Analysis Estate Car: Rosemary Lane Accesses

BPN-BWB-GEN-01-DR-TR-114 Swept Path Analysis Large Refuse Vehicle: Zone C Rosemary Lane Access

BPN-BWB-GEN-01-DR-TR-115 Swept Path Analysis Single Deck Bus: Zone B Rosemary Lane Access

BPN-BWB-GEN-01-DR-TR-116 Swept Path Analysis Estate Car: Zone D Lea Lane Access

BPN-BWB-GEN-01-DR-TR-117 Swept Path Analysis Large Refuse Vehicle: Zone D Lea Lane Access

BPN-BWB-GEN-01-DR-TR-116 Swept Path Analysis Estate Car: Zone D Lea Lane Access

BPN-BWB-GEN-01-DR-TR-117 Swept Path Analysis Large Refuse Vehicle: Zone D Lea Lane Access

BPN-BWB-GEN-01-DR-TR-118 Swept Path Analysis Estate Car: Zone A Bartle Lane Access

BPN-BWB-GEN-01-DR-TR-119 Swept Path Analysis Large Refuse Vehicle: Zone A Bartle Lane Access

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APPENDICES

Appendix A Overall Masterplan Layout Appendix B Site Location Plan Appendix C Highway Boundary Plan Appendix D ATC Surveys Appendix E Crashmap PIC Data Appendix F NWP Masterplan TA (URS) – Extract on Trip Rates Appendix G BWB TRICS Data Appendix H Census Distribution Calculations

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1.0 INTRODUCTION

Appointment

1.1 BWB Consulting Ltd (BWB) has been appointed by Tom Barron Group (the ‘Applicant’) to prepare this Transport Assessment (TA) to support a Hybrid planning application for a new roundabout junction on the Preston Western Distributor (PWD) and a new village located in the Bartle area to the north west of Preston in Lancashire.

1.2 In detail, the hybrid planning application comprises:

• Detailed planning permission for new roundabout junction on Preston Western Relief Road with two spur road accesses off roundabout (east and west stubs), related highway infrastructure, associated works and landscaping (The Full Application); and • Outline planning permission for residential development up to 1,100 dwellings (Option 1) or reduced residential (approximately by up to 5%) plus primary level school and small scale local facilities (Option 2), access and circulation roads, cycle routes, pedestrian routes, public open space, green space, tree planting, landscaping, necessary infrastructure and associated works. (The Outline Application).

1.3 The proposed Indicative Masterplan for the development is provided in Appendix A.

Site Location

1.4 The planning application red line boundary is shown on the Nicol Thomas Site Location Plan drawing provided in Appendix B. The strategic site location in relation to Preston and the North West Preston Masterplan (NWPM) area is shown on Figure 1 below.

NWP Masterplan

Application Site

Figure 1: Strategic Site Location

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1.5 The site is located approximately 6km to the north-west of Preston City Centre and 5km to the west of the M6 with Junction 32 being the closest point of access. Further afield, Blackpool Town Centre is located approximately 17km to the west of the site and Blackburn Town Centre 20km to the south-east.

Background

1.6 The Local Planning Authority (LPA) is Preston City Council (PCC) and the Local Highways Authority (LHA) is Lancashire County Council (LCC). Highways England (HE) is responsible for the Strategic Road Network (SRN), which includes the M55 to the north of the application site.

1.7 BWB has engaged in the pre-application scoping discussions with LCC Highways Development Support (HDS) and owing to the proposed changes to the PWD scheme, also LCC City Deal Infrastructure Delivery Team (CDIDT). At the time of submission, BWB continues to be in discussions with LCC HDS and also HE.

1.8 The proposals have been formed on the back of an initial modelling assessment. This is being refined as part of joint discussions with LCC HDS and HE using an updated version of the LCC’s strategic Saturn transport model, also known as the Central Lancashire Transport Model (CLTM). Therefore, the intention is to submit a TA Addendum report during the course of the application process including the traffic impact assessment of the planned access and off-site junctions. This strategy has been agreed in principle with LCC HDS and HE and reflects commercial timescales associated with the current build out of the PWD and East West Link Road (EWLR) infrastructure.

1.9 This TA is submitted alongside and complements an Environmental Statement that sets out the findings of an Environmental Impact Assessment of the proposed development. Inter alia this covers the transportation related effects and impacts of the proposed development and measures proposed in mitigation of identified effects and impacts. Accordingly, while the findings of the TA fully reflect and match those of the relevant chapter of the Environmental Statement, the two documents need to be read and considered together.

Report Structure

1.10 This TA has been prepared in accordance with ‘Transport Evidence Bases in Plan Making’ (March 2015), which is the only current transport ‘guidance’ within PPG. Where this provides insufficient detail, reference has been made to ‘Guidance on transport assessments’, which whilst withdrawn in October 2014 is considered to provide a better guidance on the content of Transport Assessments.

1.11 Following this introductory section, the TA is structured as follows:

• Section 2: Policy Context - details the national and local transport policies relevant to the proposed development site;

• Section 3: Baseline Site and Transport Context - describes existing conditions on the surrounding highway network and includes analysis of Personal Injury Collision data (road safety);

• Section 4: Baseline Accessibility – provides an overview of the existing options available to travel to the site by sustainable modes of transport;

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• Section 5: Proposed Development – confirms details of the land uses proposed at the site and development quantum. Includes details of the proposed access arrangements to the local highway network and PWD along with the proposed public transport strategy;

• Section 6: Multi-modal Trip Generation and Distribution – quantifies the number and type of trips likely to be generated by the proposed development during the weekday peak hours of the local highway network. Describes the methodology used to estimate the distribution of the vehicle trips onto the local and strategic highway networks;

• Section 7: Highway Impact Assessment – explains the methodology being used to assess the impact of the Proposed Development and PWD access junction on the surrounding highway network. Full results to follow in a TA Addendum report.

• Section 8: Summary and Conclusions

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2.0 POLICY CONTEXT

Introduction

2.1 This chapter of the TA examines the context of the application site and how this relates to relevant planning policies and guidelines. It provides an overall spatial and planning context for the development proposal.

National Policy

The Revised National Planning Policy Framework (July 2018)

2.2 In March 2012, the Department for Communities and Local Government (DCLG) published the NPPF document which replaces historical National Planning Policy. The Revised NPPF document was published on 24th July 2018 and was again updated on 19th February 2019, this policy review accounts for these updates.

2.3 The NPPF constitutes guidance for local planning authorities and decision-takers both in drawing up plans and as a material consideration in determining applications.

2.4 Planning law requires that applications for planning permission must be determined in accordance with the local development plan, unless material considerations indicate otherwise. It suggests that encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.

2.5 Part 9 of the Revised NPPF relates to ‘Promoting sustainable transport’ and highlights the needs for transport issues to be considered from the earliest stages of development proposals, “so that:

a) the potential impacts of development on transport networks can be addressed;

b) opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised;

c) opportunities to promote walking, cycling and public transport use are identified and pursued;

d) the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account;

e) patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and continue to making highway quality places.”

2.6 In relation to ‘considering development proposals’, paragraph 108 of the Revised NPPF stipulates that in assessing specific application for development, “it should be ensured that:

a) Appropriate opportunities to promote sustainable transport modes can or have been taken up, given the type of development and its location;

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b) Safe and suitable access to the site can be achieved for all users;

c) Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree”.

2.7 In response to the above, the proposed development includes measures as part of the Travel Plan to promote sustainable transport modes, including the provision of short and long-stay cycle parking, electric vehicle charge point and shower and changing facilities to support active travel users. The report demonstrates that safe and suitable access can be achieved by all modes of travel. In terms of traffic impact, the development would have immaterial impact on residual trip generation during the peak hours of the local highway network and is therefore not expected to be detrimental in terms of road safety and traffic congestion.

2.8 Paragraph 109 of the Revised NPPF is key in terms of clarifying when a development should or should not be allowed planning permission. Paragraph 109 reads as follows:

“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe”.

2.9 The outcomes of this report demonstrate that the proposal would not have an unacceptable impact on highway safety, neither would the residual cumulative impacts on the road network be considered ‘severe’. On this basis, it is considered that the proposed development is planned in accordance with the Revised NPPF policy.

Planning Practice Guidance: Transport Evidence Bases in Plan Making

2.10 The NPPF is supported by a range of associated national Planning Practice Guidance (PPG) documentation. This includes advice on ‘Transport evidence bases in plan making and decision taking’, which provides guidance to assist local planning authorities with assessing strategic transport needs and identify suitable mitigation within Local Plans.

2.11 The PPG provides more informative approach to consider the wider impact of a proposed development on the local community in terms of design, air quality, climate change, health and wellbeing.

2.12 In terms of transport, the PPG broadly mirrors the NPPF policies on promoting and encourage sustainable developments. This include making the fullest possible use of public transport, walking and cycling.

Local Policy

2.13 The Preston Local Plan 2012-26 together with the Central Lancashire Core Strategy, forms the development plan for all parts of Preston City, excluding the City Centre which is covered by the City Centre Area Action Plan. Therefore, this policy review covers the former two planning documents, which are discussed as follows.

Central Lancashire Core Strategy 2010-26 (July 2012)

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2.14 The Central Lancashire Core Strategy (CLCS) local plan documents was produced jointly by the Central Lancashire authorities of Preston, South Ribble and Chorley, with assistance from Lancashire County Council (LCC). The final plan was adopted by the three Councils in July 2012 following the receipt of the Inspector’s final report in the June of that year. The purpose of the CLCS is to co-ordinate development in the area and contribute to boosting investment and employment.

2.15 Policy 2 of CLCS relates to ‘Infrastructure’ and notes that:

‘If a funding shortfall in needed infrastructure provision is identified, secure, through developer contribution, that new development meets the on and off- site infrastructure requirements necessary to support development and mitigate any impact of that development on existing community interests as determined by the local planning authority.

In such circumstances developer contributions in the form of actual provision of infrastructure, works or facilities and/or financial contributions will be sought through one off negotiations and/or by applying a levy as appropriate. This will ensure that all such development makes an appropriate and reasonable contribution to the costs of provision after taking account of economic viability considerations.’

2.16 In respect to the above, it is considered that the proposed development includes and proposes the necessary highways infrastructure to support the level of trips projected to be generated. Any necessary contributions will be negotiated following the LPA and LHA’s review of the planning application and associated EIA reports.

2.17 Policy 3 of CLCS titled ‘Travel’ recognises the important of reducing the need to travel, echoing this key theme, which runs through national planning policy. The policy identifies a series of measures that can help achieve this, as well as improving facilities for pedestrians, cyclists and public transport users and encouraging car sharing.

2.18 Part (i) of this policy highlights the importance of enabling the use of alternative fuels for transport purposes.

2.19 In respect to the above, a Framework Travel Plan (FTP) has been produced alongside this TA, as a standalone report. The FTP includes a range of measures that aim to reduce the need to travel to and from the site and measures to promote the use of alternative travel modes of private car use. The FTP measures will be adopted by any future purchasers/housebuilders to ensure that a consistent strategy to tackling private motor vehicle use is adopted across the wider area.

Central Lancashire Highways and Transport Masterplan (2013)

2.20 The Central Lancashire Highways and Transport Masterplan represents LCC’s considered position of the transport infrastructure needed to support the delivery of Central Lancashire’s development strategy. By 2026, Central Lancashire is expected to have 22,200 additional homes, a large office-based service sector employment and as many as 23,000 new jobs.

2.21 This document does not form part of the statutory development plan, however it is an important material consideration in the determination of planning applications. 2.22 The key highways improvements proposed in the CLHTM are discussed in the more up- to-date Preston Local Plan review below.

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Preston Local Plan 2012-26 (July 2015)

2.23 The Preston Local Plan 2012-26 was produced under the Planning and Compulsory Purchase Act (2004) and adopted (July 2015) more recently than the Central Lancashire Core Strategy and as such contains more up-to-date and area-specific policies, particularly in relation to major transport infrastructure.

2.24 Policy IN1 relates to the Preston Western Distributor Road (PWDR), a new road linking the M55 near Bartle with the A583/A584 at Clifton, to support delivery of the North West Preston strategic housing location and improve access to the Strategic Road Network from the Enterprise Zone site at Warton.

2.25 The PWD scheme has been promoted with the following benefits:

• Give easier access westwards without having to use country lanes.

• Provide options to avoid peak hour congestion in the city centre for eastwards travel.

• Give access to the motorway network without using the M55 Junction 1 at Broughton which will still be very busy.

• Enable provision of a new railway station in the Cottam area to serve new development and act as a Park and Ride station similar to Buckshaw Parkway near Chorley.

• Allow bus priority measures, public realm enhancements, and improvements to prioritise and promote walking and cycling along the B5411 Tag Lane / Woodplumpton Road and the A583 Riversway corridors.

2.26 The site location in relation to the northern section of the PWDR and the EWLR is shown in Figure 2 below.

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Figure 2: Site Location in Relation to PWDR and EWLR

2.27 Policy IN1 is worded as follows:

‘A Preferred Route is safeguarding for the Preston Western Distributor Road in the location shown on the Policies Map. Planning permission will not be granted for any development that would prejudice the construction of the road’.

Supplementary Planning Documents

North West Preston Masterplan SPD (March 2017)

2.28 As a result of the Preston, South Ribble and Lancashire City Deal approximately 3,500 homes are expected to be built in the North West Preston area. PCC has published a page on their website1 detailing applications which have been approved in North West Preston. The web page suggests that between July 2013 and December 2015 approximately 2,300 homes were granted outline planning consent.

2.29 To support the above developments and future planned developments, Preston City Council has produced a North West Preston Masterplan Supplementary Planning Document (SPD). It was adopted on 20th March 2017. The SPD provides an additional layer of indicative detail and design principles to supplement Policy MD2 of the adopted Preston Local Plan.

1 https://www.preston.gov.uk/yourservices/planning/north-west-preston-development/approved- developments/

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2.30 Policy MD2 of the Local Plan ‘North West Preston’ identifies it as land on the policies map at the NWPSL for residential-led mixed-use development comprising the erection of approximately 5,300 dwellings and associated local centres together with the infrastructure to facilitate the creation of a sustainable community.

2.31 Figure 3 shows the application site in relation to the indicative North West Preston Masterplan and PWDR/EWLR infrastructure.

KEY

Application Site

Figure 3: Application Site in Relation to North West Preston Masterplan

2.32 The NWP Masterplan was produced by URS Infrastructure & Environment Ltd on behalf of PCC and LCC to provide a comprehensive spatial planning framework for the area of North West Preston also known as the North West Preston Strategic Location (NWPSL). The NWPSL was identified in the adopted Central Lancashire Core Strategy (2012) as a key strategic location to deliver a new high quality, mixed use community to meet housing needs until 2026.

2.33 It goes on to state that ‘proposal should provide or financially support the provision of the following key infrastructure:

• An East-West Link Road providing a connection from the PWDR in the west to Lightfoot Lane in the east

• A comprehensive package of on and off site transport measures to mitigate the development’s impact on roads and encourage sustainable modes of transport

• One 1.5 form entry (FE) primary school and one 2FE primary school

• One secondary school

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• Green infrastructure and neighbourhood play area, and a comprehensive package of on-site open space in accordance with the standards.

2.34 It goes onto state that:

‘Development will be allowed in advance of the completion of the entirety of the PWDR and EWLR provided that development does not result in any severe impact upon the existing highway.’

Summary

2.35 A key aim of local and national transport policy is to integrate land use planning and transport and to promote accessibility by sustainable modes of transport. New developments should ensure that high quality provision is made for pedestrians and cyclists, and connections should be provided to public transport facilities. Car and cycle parking should be provided in accordance with the relevant local standards, and be well designed and conveniently located.

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3.0 BASELINE SITE AND TRANSPORT CONTEXT

Introduction

3.1 The section of the TA describes the existing, or ‘baseline’, transport conditions at the site, describes the local highway network, considers the prevailing local road safety conditions through a review of personal injury collision data, and reviews the baseline local travel characteristics.

Detailed Site Location

3.2 The application site is located to the south of the M55 and is approximately 6.5km to the northwest of Preston City Centre. Further afield, Blackpool Town Centre is located approximately 17km to the west of the site and Blackburn Town Centre 20km to the south-east. Figure 4 shows the location of the proposed development and the local highway network.

Figure 4: Site Location Existing Uses

3.3 The existing site currently comprises of active agricultural land. Current access to the site on the eastern side of Rosemary Lane is from south of School Farm on Rosemary Lane. Current access to the site north of Blackleach Lane is from the north of The Croft on Rosemary Way. Access to the site south of Blackleach Lane is available from the Blackleach Lane / Rosemary Way junction.

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Surrounding Land Uses

3.4 There are several properties within the boundary of the site which are going to remain untouched by the development. This includes Bartle Hall, a hotel which resides to the east of Lea Lane. Other properties to be retained are Bartle Grange, Bartle Hall Farm and The Croft.

3.5 The surrounding area of the site will be mostly agricultural land, with properties such as Ivy Farm, School Farm and Lowton House being farmhouses for local farmers. Employment sites in the surrounding area include The Sitting Goose public house to the south and east of the site off Lea Lane, and Smithy Garage in Salwick, to the west of the site.

Local Highway Network

3.6 BWB has obtained highways searches information from LCC Highways Services. A copy of the Adoption Plan is included in Appendix C and identifies the extent of the adopted highway in the vicinity of the application site. These are section of highway which are maintained by LCC at public expense.

3.7 The adopted highway network includes Rosemary Lane, Lea Lane, Blackleach Lane, Bartle Lane and Sandy Lane. The following paragraphs describe existing conditions on the local highway network. Figure 5 is a key plan showing the sections of the local highway network considered.

Figure 5: Local Highway Network Key Plan

Rosemary Lane

3.8 The link extends for approximately 1.4km between the priority junction with Blackleach Lane and Lea Lane to the south and the bridge over Lancaster Canal, to the north. This review focuses on the section of Rosemary Lane running through the site, which is

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approximately 350 metres in length. Figure 6 is an image of existing conditions along Rosemary Lane in the vicinity of the site.

Figure 6: Existing Conditions on Rosemary Lane

3.9 In the vicinity of the site, Rosemary Lane is a two-way single carriageway rural road and is subject to national speed limit (60mph). However, the average two-way speed of vehicles on this section of road is only 32mph, as identified from the automatic traffic counter survey, results of which are explained later on in this section of the TA.

3.10 The width of the carriageway is variable and ranges between approximately 5.5m and 7.0m (as measured from the topographical survey). Owing to the rural nature of the carriageway, there is currently no street lighting provision and there is only a short section of narrow footway (approximately 1.2m wide) located on the east side of the carriageway opposite Bartle Hall Farm.

3.11 A summary of traffic flow volume, composition and speeds along Rosemary Lane is provided later on in this section.

Lea Lane

3.12 The link is a continuation of Rosemary Lane to the south and therefore shares similar characteristics. It extends for approximately 2.6km between the priority junction with Blackleach Lane and Lea Lane to the north and the settlement of Lea to the south- west. This review focuses on the section of Lea Lane between the site and Sidgreaves Lane, which is approximately 700 metres in length. Figure 7 is an image of existing conditions along Rosemary Lane in the vicinity of Bartle Hall.

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Figure 7: Existing Conditions on Lea Lane (Adjacent to Bartle Hall access)

3.13 As can be seen, Lea Lane is also a two-way single carriageway rural road and is subject to national speed limit (60mph). However, the average two-way speed of vehicles on this section of road is only between 33mph and 35mph, as identified from the automatic traffic counter survey, results of which are explained later on in this section of the TA.

3.14 The width of the carriageway is variable but close to 5.2m (as measured from the topographical survey). Owing to the rural nature of the carriageway, there is currently no street lighting provision and there is only a short section of narrow footway (approximately 1.2m wide) located on the east side of the carriageway opposite Bartle Hall Farm.

3.15 A summary of traffic flow volume, composition and speeds along Lea Lane is provided later on in this section.

Blackleach Lane

3.16 Blackleach Lane is approximately 2.5km long and runs between a junction with Catforth Road to the north towards the aforementioned junction with Rosemary Lane to the south. This review focuses on the section of Blackleach Lane between Rosemary Lane and Smithy Garage Salwick, which is approximately 275 metres in length.

3.17 Blackheath Lane is a two-way single carriageway rural road and is subject to national speed limit (60mph). However, the average two-way speed of vehicles on this section of road is only between 29mph and 41mph, as identified from the two automatic traffic counter surveys carried out on this road, results of which are explained later on in this section of the TA.

3.18 The width of the carriageway is variable but close to 5.1m (as measured from the topographical survey). Owing to the rural nature of the carriageway, there is currently no street lighting provision and there is only a short section of narrow footway (approximately 1.0m wide) located near the junction with Rosemary Lane at the frontage of the Bartle Hall farmhouse.

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3.19 A summary of traffic flow volume, composition and speeds along Blackleach Lane is provided later on in this section.

Bartle Lane

3.20 Bartle Lane is approximately 1.4km long and runs between Lea Lane to the west and Sandy Lane to the east. This review focuses on the entire stretch of the road. Figure 8 is an image of existing conditions along Bartle Lane.

Figure 8: Existing Conditions on Bartle Lane

3.21 Bartle Lane is a two-way single carriageway rural road and is subject to national speed limit (60mph). However, the average two-way speed of vehicles on this section of road is only between 32mph and 39mph, as identified from the automatic traffic counter survey, results of which are explained later on in this section of the TA.

3.22 The width of the carriageway is variable but close to 5.7m (as measured from the topographical survey). Owing to the rural nature of the carriageway, there is currently no street lighting provision and there are certain sections of footways at the frontage of Lowton House, amongst at the frontage of other properties on Bartle Lane.

3.23 A summary of traffic flow volume, composition and speeds along Bartle Lane is provided later on in this section.

Sandy Lane

3.24 Sandy Lane is approximately 1.7km long and runs between a junction with Tabley Lane to the north towards a junction with Hoyles Lane to the south. This review focuses on the section of Sandy Lane between the bridge over the M55 and just before another junction with Tabley Lane to the south, which is approximately 700 metres in length.

3.25 Sandy Lane is a two-way single carriageway rural road and is subject to national speed limit (60mph) for the majority of the road. However, the average two-way speed of

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vehicles on this section is probably lower than 60 mph, having seen the lower speeds of the all the roads in the local area measured by ATC surveys. Between Broadstone Road and Hoyles Lane, the road in subject to a 30mph speed limit.

3.26 In the 60mph speed limit stretch of the road, there is currently no street lighting provision and there is only a short section of narrow footway located between Bartle Lane and the bridge over the M55. In the area subject to a 30mph speed limit, there is street lighting and a footway on the side of the road of the nursery.

3.27 A summary of traffic flow volume, composition and speeds along Sandy Lane is provided later on in this section.

Traffic Data Sources

3.28 A number of traffic data sources have been used to inform this TA and its findings. A summary of these data sources is provided in Table 1 below, along with information on the dates of the surveys and how it has been used in this assessment.

Table 1: Summary of Traffic Data Sources Data Source Date Uses Automatic Traffic Counter July 2018 Traffic volumes (ATC) surveys Traffic speeds Traffic composition Calculation of AADT Flows Classified Junction Turning July 2018 Turning Counts at Blackleach Lane / Counts Lea Lane junction Central Lancashire Traffic 2014 - 2016 PWDR Junction Assessments Model (CLTM) Saturn Flows

3.29 The ATC data has been analysed and the following information is provided on existing conditions on the local highway network. The position of the ATCs on the local highway network is shown in Figure 9 below and full printouts of the data is provided in Appendix D.

Figure 9: ATC Locations

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Traffic Flows

3.30 Figure 10 is a graph showing the average two-way daily traffic flows along each of the study area links.

5000 4500 4000 3500 3000 1 - Treales Road 2500 2 - Blackleach Lane 2000 3 - Blackleach Lane 1500 4 - Rosemary Lane 1000 5 - Lea Lane 500 0 6 - Lea Lane

7 - Bartle Lane Traffic Flow (All Vehicles)

Day of the Week

Figure 10: Daily Average Traffic Flows by Link

3.31 The graph shows that traffic flows along the local links is relatively consistent on weekdays, with a slight peak on a Thursday. Traffic flows on a Saturday are lowest and surprisingly traffic flows on the Sunday were higher than a typical weekday along Lea Lane, Treales Road and Blackleach Lane. It is unclear why this was the case, but presumably there was an event or diversion on the local highway network on the Sunday, causing local traffic to reroute via these links, to and from the direction of Treales and Kirkham.

3.32 Figure 11 is a graph showing hourly average weekday two-way traffic flow on each of the study area links.

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450

400

350

300 1 - Treales Road 250 2 - Blackleach Lane

200 3 - Blackleach Lane 4 - Rosemary Lane 150 5 - Lea Lane 100 6 - Lea Lane 50 7 - Bartle Lane

Traffic Flow (All Vehicles) 0

9.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 Time

Figure 11: Hourly Average Weekday Traffic Flows by Link

3.33 As expected, it shows that the highest levels of traffic are recorded along Lea Lane as this is currently the main arterial route towards Preston and the A538 from rural settlements to the north of the M55. Notwithstanding this, the recorded flows are still relatively low with no more than 420 two-way vehicles recorded during the weekday peak hours.

3.34 In contrast, traffic flows along Blackleach Lane, which provides a local link to the west, are very low throughout the day with no more than 50 two-way vehicles during any hour on a weekday.

Traffic Speeds

3.35 Table 2 provides a summary of the two-way average mean and 85th percentile traffic speeds on the local highway network at each of the ATC locations.

Table 2: Link Speeds Mean Speed 85th Percentile Speed ATC (Site) Ref. Road Name (mph) (mph) 1 Treales Road 36.0 46.5

2 Blackleach Lane (N) 32.9 40.3

3 Blackleach Lane (S) 29.4 38.1

4 Rosemary Lane 32.3 37.3

5 Lea Lane (N) 35.1 42.2

6 Lea Lane (S) 32.7 39.0

7 Bartle Lane 32.9 38.6 Source: ATC Survey (July 2018)

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3.36 The posted speed limit within the ATC study area is National Speed Limit for a single carriageway road (60mph). Therefore, the speed survey results demonstrate that average and 85th percentile traffic speeds are significantly below the maximum speed limit at present.

Road Safety Analysis

3.37 Personal Injury Collision (PIC) data has been obtained from Crashmap.co.uk for the latest available five-year period (2015 – 2019 inclusive). The study area used is the adopted highway network and includes Rosemary Lane, Lea Lane, Blackleach Lane, Bartle Lane and Sandy Lane.

3.38 In total, there were four PICs recorded across the study area between 2015 and 2019, creating seven casualties. Out of the total four PICs, two were of ‘slight’ severity, two were ‘serious’ and none were fatal. Table 3 tabulates PIC locations in terms of the study area roads. Figure 12 shows a plot of the locations of the PICs in the study area. The full PIC data is included in Appendix E for reference.

Table 3: PICs on Study Area Roads (2015-2019) Injury Severity Study Area Junction Slight Serious Fatal Rosemary Lane 1 1 0 Lea Lane 1 1 0 Blackleach Lane 0 0 0 Bartle Lane 0 0 0 Sandy Lane 0 0 0

Figure 12: Personal Injury Collision Plot

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3.39 The first serious PIC occurred on Rosemary Lane and involved a private car. The vehicle was proceeding northbound along the road and collided a permanent object off the carriageway, causing serious injury to the driver.

3.40 The second serious PIC occurred at the junction between Lea Lane and Bartle Lane and involved a private car and a cyclist. The cyclist was proceeding along Lea Lane, when the right-turning car collided with them, causing serious injury to the cyclist. The Bartle Lane/Lea Lane junction is being upgraded as part of the build out of the PWD.

3.41 It is concluded that none of the information gathered from the PIC reports suggests that the cause for any of the accidents is attributable to the condition of the highway and is instead due to driver error. Additionally, with an average of less than one accident per year within the study area, there is not a significant amount of accidents occurring in the vicinity of the site. Therefore, it is considered that there is no existing safety issue within the local highway network.

Public Rights of Way (PRoW)

3.42 Figure 13 shows the Public Rights of Way (PRoW) in the vicinity of the site. There are currently two PRoW that interact with the site, with one going north of the site and west of Rosemary Lane and the other going through the middle of the site and north of Bartle Hall.

Site

2018 © OpenStreetMap Contributions

Figure 13: Map of Public Rights of Way

3.43 The impact of the proposed development on these public rights of way has been considered as part of the proposed site masterplan and in the context of the approved PWD scheme, which is currently under construction.

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4.0 BASELINE ACCESSIBILITY

Introduction

4.1 This section of the TA includes a review of the sustainable travel accessibility of the site including pedestrian, cyclist and public transport user accessibility in relation to access to bus stops, train stations and the accessibility of local facilities.

Access to Local Facilities and Amenities

4.2 The Chartered Institution of Highways and Transportation (CIHT) publication ‘Guidelines for Providing for Journeys on Foot’ (2000) describes what are considered acceptable walking distances for pedestrians without mobility impairment.

4.3 The guidance suggests that for commuting, school, and sight-seeing, up to 500m is the desirable walking distance, up to 1.0 km is an acceptable walking distance, and 2.0 km is the preferred maximum walking distance.

4.4 Currently, there are a handful of amenities within walking distance of the site, limited to public houses and the Bartle Hall Hotel. However, the wider development of the North West Preston Masterplan, to the south of Bartle Lane, means the area will benefit from increased amenities in the near future.

4.5 Figure 14 shows 0.5 km, 1 km and 2 km walking isochrones from the centre-point of the site and based on existing pedestrian infrastructure. As can be seen, the ‘Preferred Maximum’ walking distance only currently extends as far as the southern tip of Catforth, to the north, and Cottam to the south.

4.6 A Sustainable Travel Strategy is proposed to address these shortfalls in existing pedestrian infrastructure and would be expected to expand the accessibility walking catchments considerably.

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Site

2018 © OpenStreetMap Contributions Figure 14: Walking Isochrones

4.7 Based on the walking isochrones, there are a handful of amenities within walking distance of the site, including The Sitting Goose public house, Bartle Hall Hotel and Salwick Garages.

4.8 However, the accessibility to local amenities needs to be considered within the wider context of developments coming forward as part of North West Preston Masterplan. This area is located immediately to the south/east of the site on the opposite site of Bartle Lane and is planned to include a local centre and secondary school.

Cycling Accessibility

4.9 The DfT’s ‘Local Transport Note (LTN) 1/04’ suggests that there are limits to the distances generally considered acceptable for cycling. The mean average length for cycling is 4km (2.4 miles), although journeys of up to three times this distance are not uncommon for regular commuters.

4.10 It is widely considered that cycling has the potential to substitute for short car trips, particularly those under 5km, and form part of longer journeys by public transport. Cycling is therefore an important journey to work mode that has the potential to perform a more significant role.

4.11 Figure 15 shows 1 km, 2.5 km and 5 km isochrones from the site access. It demonstrates that all of Woodplumpton, Catforth, Cottam and Lea are within cycling distance to the site. This provides access to amenities such as Woodplumpton St Anne’s Primary School, Cottam Nursery and Primary School and Salwick train station. Furthermore, the allocated strategic housing area known as North West Preston Masterplan will be located within 2.5km of the site.

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Site

2018 © OpenStreetMap Contributions

Figure 15: Cycling Isochrones

4.12 Figure 16 identifies local and national cycling routes in the vicinity of the site.

Site

2018 © OpenStreetMap Contributions

Figure 16: Local Cycle Routes

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4.13 As shown, National Cycle Network (NCN) Regional Route 90 runs locally to the site and routes along Bartle Lane, a section of Lea Lane and Blackleach Lane. Further afield, it connects to NCN Route 62 in Kirkham approximately 6km to the west of the site. To the east, it routes from Lower Bartle and then northwards along Sandy Lane and Woodplumpton Road crossing over the M55 towards Woodplumpton and other rural settlements.

4.14 NCN Route 622 (also known as the Preston Guild Wheel) routes through Cottam to the south-east of the site and can be accessed at the following locations: • at the junction of Hoyles Lane / Tabley Lane and Lightfoot Lane; or • from Miller Lane located to the south of Hoyles Lane.

4.15 The Preston Guild Wheel is a 21-mile circular route that can be cycled (or walked). It is mainly off-road and traffic-free, providing a safe cycling and walking route for people of varying levels of ability.

4.16 NCN Route 62 routes in an east-west direction and can be accessed at the junction of Sidgreaves Lane and Lea Road approximately 1.5km to the south of the site, measured from the junction of Blackleach Lane and Lea Lane. To the east of the junction of Sidgreaves Lane and Lea Road, the NCN 62 is predominantly a segregated/traffic-free cycle route and provides access into Preston City Centre. To the west, NCN 62 is predominantly on-road and links to Kirkham, then onto Lytham St Anne’s and Blackpool further afield.

4.17 The application site is therefore considered to be well located for potential cycling connections to existing routes and onwards into Preston City Centre. The Sustainable Travel Strategy includes measures to improve connections to existing and planned housing schemes in North West Preston.

Public Transport Accessibility

Bus Travel

4.18 In relation to bus accessibility, the Chartered Institute of Highways and Transportation’s (CIHT) ‘Buses in Urban Developments, January 2018’ publication, recommends that the maximum walking distance to ‘single high-frequency routes (every 12 minutes or better)’ should be 400m. For less frequent bus routes, the maximum recommended walking distance is 300m.

4.19 The nearest bus stops to the site are located adjacent to The Sitting Goose public house, which is located opposite the propsoed Lea Lane access to part of the proposed development site, but up to 1km away from the north-eastern extents of the site.

4.20 The existing bus stops are served by three bus routes, details of these services are provided in Table 4 below.

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Table 4: Local Bus Services Summary

Service Time of Operation & Frequency Route (two-way) (Operator) Weekdays Saturdays Sundays

06:05 – 08:34 – 19:32 Preston – Lea – 06:05 – 20:16 74 20:16 (every 2 Poulton - Fleetwood (Hourly) (Hourly) hours)

676 Once daily in Longridge – Preston (School each No Service No Service Our Lady’s RCHS Service) direction

696 Fulwood – Once daily in (School Broughton High each No Service No Service Service) School direction

Source: http://www.prestonbus.co.uk/

4.21 As shown, Service 74 is the only existing public buss service and operates 7 days-a-week with an average frequency of one bus per hour in each direction Monday to Saturday, with a bus every two hours on Sundays. Service 74 connects the site to Preston City Centre bus station and railway station.

4.22 The local bus stops are also served by school bus services to Our Lady’s RCHS in Preston and Broughton High School.

4.23 An initial Public Transport Strategy is proposed in Section 5.0 which aims to facilitate access to the Proposed Development by bus and so that this mode becomes a viable and attractive alternative to travel by private vehicle. This will further be supported by the Framework Travel Plan for the site, which includes measures to promote bus use amongst future residents at the site.

Train Travel

4.24 Salwick Train Station is located approximately 3km to the southwest of the site, therefore accessible to the proposed development by cycling. It links to a number of stations, including Blackpool and Preston. Table 5 shows the direct train journeys to/from Salwick Station, including frequency and journey time.

Table 5: Direct Train Services to/from Salwick Station Destination Time of Operation Journey Time (two-way) Weekdays Saturdays Sundays 06:43, 07:45, 07:06, 08:07, Preston 8-10 minutes No Service 17:19, 17:45 17:19 07:42, 15:41, 07:50, 15:57, Blackpool 29-31 minutes No Service 17:42 17:59 Source: https://www.northernrailway.co.uk/

4.25 As shown, Salwick Train Station provides direct train journeys to/from Preston and Blackpool on Weekdays and Saturdays during peak morning and evening hours.

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4.26 Salwick is on the Preston – Blackpool line, hence connecting to a number of railway stations along the line, such as Lytham and St Annes-on-the-Sea.

4.27 In addition to Salwick Train Station, there are also plans for a new Station at Cottam to be known as Cottam Parkway.

4.28 For travel further afield, Preston Train Station is accessible by via the No. 74 bus service in approximately 30 minutes. It is major station on the West Coast Mainline and provides intercity trains to London Euston, Birmingham New Street, Manchester Piccadilly, Glasgow Central and Edinburgh Waverley, as well as local services to other parts of Lancashire, Cumbria, Greater Manchester, Merseyside and Yorkshire.

Summary

4.29 In summary, this section demonstrates that the site is in a location that can be made accessible by sustainable modes of transport. It is located in close proximity to existing cycle routes and the NWP Masterplan Allocation. There is an existing bus service routing along Lea Lane providing access to Fleetwood and Preston City Centre.

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5.0 PROPOSED DEVELOPMENT

Development Overview

5.1 The Proposed Development comprises:

• Detailed planning permission for new roundabout junction on Preston Western Relief Road with two spur road accesses off roundabout (east and west stubs), related highway infrastructure, associated works and landscaping (The Full Application); and • Outline planning permission for residential development up to 1,100 dwellings (Option 1) or reduced residential (approximately by up to 5%) plus primary level school and small scale local facilities (Option 2), access and circulation roads, cycle routes, pedestrian routes, public open space, green space, tree planting, landscaping, necessary infrastructure and associated works. (The Outline Application).

Indicative Schedule of Accommodation

5.2 The proposed masterplan is provided in Appendix A and includes an indicative schedule of accommodation for 1,078 dwellings, however the TA is based on a development of up to 1,100 dwellings.

5.3 The indicative schedule of accommodation from the Overall Masterplan Layout drawing is summarised in Table 6.

Table 6: Indicative Schedule of Accommodation

No. bedrooms Dwelling Type No. units 1-bed 2-bed 3-bed 4-bed 5-bed Apartments 25 44 - - - 69 Houses - 152 279 138 - 569 (Mews) Houses (SD) - 126 - - - 126

Houses (D) - - 58 172 84 314

Totals: 25 322 337 310 84 1,078 Source: Nicol Thomas’ Overall Masterplan Layout Rev B (27th July 2020)

Phasing Schedule

5.4 There is currently no planned phasing schedule for the development. However, it should be noted that based on the timetable for the construction of the northern section of the PWDR and the build-out of the North West Preston Masterplan, the proposed development will not be fully built-out and occupied for approximately 14 years.

5.5 Therefore, for the purposes of this TA, the impact of the full 1,100 dwellings has been considered at the Future Design Year of 2034. This allows for the PCC Allocations ‘MD1 Cottam’ and ‘MD2 North West Preston’ along with the PWD and EWLR highways scheme.

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Masterplan Breakdown

5.6 Whilst there is no planned phasing schedule, the Proposed Development Masterplan is split into four distinct Zones as shown in Table 7. The number of dwellings per Zone is shown based on the indicative masterplan with a pro-rata number based on 1,100 dwelling calculated for the purposes of this TA.

Table 7: Breakdown of C3 dwellings per Zone

Zone No. Dwellings Description Ref Masterplan TA Assessment Land east of the PWD and A 278 284 north of Bartle Lane Land west of the PWD and B 388 396 east of Rosemary Lane Land west of Rosemary Lane C 178 182 and north of Blackleach Lane Land south of Blackleach Lane D 233 238 and west of Lea Lane Totals 1,078 1,100 Source: Nicol Thomas’ Overall Masterplan Layout Rev B (27th July 2020)/ BWB Calculations

5.7 Figure 17 identifies the spatial coverage of the Zones and number dwellings based on the 1,100 being considered in this TA, rather than the 1,078 shown on the masterplan.

Zone B (396 units) Zone A (284 units) Zone C (182 units)

Zone D (238 units)

Figure 17: Indicative Masterplan and Zones

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5.8 As shown, approximately 284 dwellings (26%) are proposed to the east of the PWD and 816 dwellings (74%) to the west of the PWD.

NWP Masterplan Design Considerations

5.9 The planning application is proposed is in Outline and therefore the internal layout will be considered at the reserved matters stage. However, the indicative masterplan has been produced in mind of the guidance set out in the North West Preston Masterplan SPD, which was published on 20th March 2017. Whilst the application site is not technically located with the NWP Masterplan area covered by the SPD, it is still considered applicable as it targets development in North West Preston.

Proposed PWD Access Arrangements

5.10 The design of the proposed PWD access junction is based on operational requirements and initial junction capacity modelling and has been designed in accordance with DMRB geometric design standards.

5.11 Figure 18 shows the proposed form of the access junction and is an extract from the General Arrangement Drawing (Sheet 1 of 2) RBR-BWB-HML-01-DR-D-0100_S2_P03, which is appended to this TA.

Figure 18: PWD Access Junction

5.12 The proposed priority roundabout junction has a 70-metre inscribed circle diameter (ICD) with three lanes of entry/exit for northbound and southbound through-traffic along the PWD. As such, the north and south arm approaches have entry widths of 12.0 metres and an approach road half width of 7.3 metres.

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5.13 The side arms will provide local access to the proposed development both east and west of the PWD and through to Rosemary Lane on the western side. The side arms been designed with two lanes of entry/exit, which taper into a single carriageway local distributor road design.

5.14 The PWD access roundabout design includes a staggered signalised pedestrian crossing on the south arm, enabling pedestrians and cyclists to traverse the PWD at grade. The design of this crossing facility is shown in Figure 19 below, which is an extract from the General Arrangement Drawing (Sheet 2 of 2) RBR-BWB-HML-01-DR-D- 0100_S2_P03, also appended to this TA.

Figure 19: PWD Access Junction (South Arm)

5.15 The above design and geometric measurements have undergone an initial Junctions 9 modelling capacity assessment, which demonstrates that the junction will operate within the confines of its theoretical operational capacity in 2034 with the inclusion of committed and proposed development traffic.

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Local Access Arrangements to Adopted Highway

5.16 This section describes the proposed access arrangements to the adopted highway network. Figure 20 is a plan referencing the proposed local access junction locations along with the potential location for a bus gate/emergency access in Zone A, to the east of the PWD.

Zone C - North Access (Rosemary Lane)

Zone B - West Access Zone A – Bus Gate / (Rosemary Lane) Emergency Access

Zone C - South Access (Blackleach Lane)

Zone A - South Access (Bartle Lane) Zone D - North Access (Blackleach Lane)

Zone D - South Access (Lea Lane)

Figure 20: Proposed Local Access Junction Locations

5.17 The local access junctions are proposed in the form of simple priority T-junctions based on the projected traffic flows. The junction designs are based on the local street design guidance and have been subject to swept path analysis.

5.18 The form and locations of these accesses are shown on Drawings BPN-BWB-GEN-01- DR-TR-101, 102 and 103 located at the end of this report.

5.19 The accompanying swept path are shown on Drawings BPN-BWB-GEN-01-DR-TR-110 to 117 which are also located at the end of this report. These swept paths show the access and egress of two estate cars at each junction, the access and egress of a large refuse vehicle at each junction and the access and egress of a single decker bus at the ‘Zone B (West Access)’ and ‘Zone A (South Access)’, which will potentially become part of a bus route.

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Speed Limit Proposals

5.20 The proposed masterplan will create an active street frontage along Rosemary Lane and the development of the parcels to either side of the carriageway will generate crossing demand for pedestrians and cyclists. Therefore, it is proposed to reduce the speed limit along a section of Rosemary Lane and Lea Lane.

5.21 The extent of existing speed limits on the local highway network in the vicinity of the application site is shown in Figure 21. As shown, these are all subject to the national speed limit (60mph) for single carriageway roads.

KEY

Development

Active Frontage 30mph

40mph

60mph

Figure 21: Existing Speed Limits

5.22 The extent of proposed speed limits in the context of the proposed development and actives frontages is shown in in Figure 22.

5.23 As can be seen, the proposals involve downgrading the speed limit along Rosemary Lane and Lea Lane to 30mph through the site in order to make this a more attractive route for pedestrians and cyclists.

5.24 Bartle Lane is also proposed to be downgraded to 30mph reflecting ‘Map 06 – Movement Framework Map’ from the NWP Masterplan SPD, which confirms that a traffic calming scheme is proposed along this link.

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KEY

Development

Active Frontage 30mph

40mph

60mph

Figure 22: Proposed Speed Limits

5.25 Within the site, the speed limits will reflect the Masterplan Design Principles of the North West Preston Masterplan SPD. For example, the ‘Boulevard’ character streets will be subject to a maximum speed limit of 30mph, the ‘Main Streets’ will have a design speed of between 20-30mph and any ‘Country Lanes’ and ‘Greenways’ will have a design speed of 20mph.

5.26 The PWD scheme has a speed limit of 70mph (i.e. National Speed Limit for a dual- carriageway road).

Sustainable Travel Strategy

5.27 As noted in Sections 3.0 and 4.0 of this TA, the site does not currently include the level of pedestrian and cycle infrastructure required to support a development of 1,100 dwellings.

5.28 Therefore, significant improvements to off-site pedestrian and cycling infrastructure will be required to support the development. Specific details of these improvements will be discussed and agreed with LCC HDS during the determination period and reported in a TA Addendum report.

5.29 In the interim, the proposed access drawings include a network of 2.0m wide footways linking the accesses together. Owing to there being a number of protected trees along the western side of Lea Lane (in the vicinity of the Bartle Hall access location), a foot/cycleway is proposed within Zone D running parallel to Lea Lane providing a traffic-free connection for pedestrian and cyclists.

5.30 The proposed PWD access junction incorporates a staggered signalised pedestrian/cycle crossing on the southern arm approach. This will facilitate non- motorised access between the parcels located on either side of the PWD. In addition

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to this, as part of the PWD design, the Bartle Lane overbridge will provide a ‘traffic-free’ alternative to crossing the PWD.

5.31 Details on the locations of formal pedestrian and cycle crossing points will be agreed with LCC HDS during the determination period once the principle and access arrangements for the development have been established.

Public Transport Strategy

5.32 Section 3.0 of this TA considers the existing public transport service provision at the site and in the wider area. This section builds on the existing provision, but also draws on the North West Preston Masterplan SPD and shows how the site will be made fully accessible to public transport services.

5.33 The results of the multi-modal trip generation projections set out in Section 6.0 of this report suggests that the development would generate demand for approximately 33 and 35 (train included as unlikely to be an option) trips by public transport during the weekday morning and evening peak hours of the local highway network respectively. This level of patronage is unlikely to be sufficient to fund a new bus services through the site, however when considered in the context of the NWP Masterplan, a service is likely to become viable subject to negotiations with LCC HDS and local bus operators.

5.34 In the short to medium term, an alternative to a new bus route would be divert the existing no. 74 bus service into the site to serve new residents and provide bus access to Preston City Centre and Fleetwood.

5.35 The layout and access arrangements of the indicative masterplan have been designed to cater for bus access. The following factors have been considered:

• Minimise walk distances to bus stops for residents. • Maximise permeability of the site by bus (including a potential Bus Gate in ‘Zone A’ to link through from the PWD to Bartle Lane for buses and emergency service only). • Ensure road widths are suitable for two-way bus access. • Ensure junction kerb lines are suitable for buses turning (swept path analysis).

5.36 Figure 23 indicates potential routes for bus services through the site along with potential locations for new bus stops in order to maximise accessibility through minimise walk distances for residents.

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Figure 23: Public Transport Strategy

5.37 At the time of writing, no detailed discussions have taken place with LCC HDS or local bus operators regarding the viability and implications of bus services to the site. It is anticipated that these discussions will take place during the determination period and an appropriate level of financial contribution toward local services agreed and secured as part of the Section 106 Agreement.

Car and Cycle Parking

5.38 Given the planning application is proposed in Outline, with all matters reserved, the internal layout, including details of car and cycle parking provision have yet to be determined. It is envisaged that the car parking strategy will be developed and agreed as part of future reserved matters planning application(s) in accordance with the standards adopted at that time.

5.39 Notwithstanding the above, PCC’s adopted car and cycle parking standards (from Appendix B of their Local Plan) are set out in this TA for completeness and as a guidance.

5.40 PCC’s parking standards are based on three ‘Area Accessibility Categories’, which relate to the Regional Spatial Strategy (RSS) Policy RDF1 – Spatial Priorities. This broadly groups different area according to their general levels of accessibility, ‘but is not an attempt to categorise every individual location in the city.’ However, for the purposes of this analysis, it is likely that the proposed development site should be assigned ‘Area

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Accessibility Category C – all development areas ranging from the urban area and suburbs, to villages and rural and remote rural areas’. Based on this, the standards in Table 8 below apply to the C3 Dwelling Houses proposed.

Table 8: PCC Parking Standards for Residential Development Broad Specific Car Disabled Bicycle Motorcycle Class Use Class Land Use Spaces Parking Parking Parking 1 1 allocated 1 bedroom - space 1 communal Case by Dwelling 2-3 2 2 allocated C3 case - Houses bedrooms spaces 1 communal basis. 4+ 3 4 allocated - bedrooms spaces 2 communal

5.41 Again, the Masterplan Design Principles from the NWP Masterplan SPD will be adopted in respect to integration of car parking and servicing so that this is sensitive to its surroundings. Examples of best practices to be adopted are as follows:

• Resident and visitor parking will be provided in accordance with the standards and will be well integrated so that it does not dominate the street scene.

• A mixture of car parking solutions will be implemented to allow flexibility and to create a successful sense of place.

• Any garages will be positioned so that they do not dominate the street scene.

• Any courtyards will be kept small in size (no more than five properties) and will be well overlooked by neighbouring properties for security.

• There will be well designed and adequate external storage space for bins and recycling as well as vehicles and cycles.

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6.0 MULTI-MODAL TRIP GENERATION AND DISTRIBUTION

Introduction

6.1 This section of the TA presents the results of the trip generation assessment, which has been undertaken so that the potential impact of the proposed development during the weekday peak hours of the local highway network can be identified.

Vehicle Trip Rates & Traffic Generation

6.2 BWB has reviewed vehicle trip rates used in the North West Preston Masterplan TA report prepared by URS and published in January 2014, which have subsequently been assessed against new TRICS vehicle trip rates for robustness.

Assessment using URS Trip Rates

6.3 Section 6 of the URS Transport Assessment identifies the vehicle trip rates (per 1 dwelling) used. These were taken from PENELOPE (Program Evaluating North of England Land- use Options & Population Effects) gravity model developed by Highways England to assess the distribution of known development types on the SRN.

6.4 A summary of the vehicle trip rates used by URS and the projected level of vehicle trip generation associated with 1,100 dwellings is presented in Table 9. The relevant section of the URS TA report discussing the trip rates is provided in Appendix F for reference.

Table 9: PENELOPE Vehicle Trip Rates (per 1 dwelling) and Traffic Generation (1,100 dwellings)

Morning Peak (08:00-09:00) Evening Peak (17:00-18:00)

Two- Two- Arrive Depart Arrive Depart way way Vehicular Trip Rates Vehicle trip rate 0.160 0.430 0.590 0.390 0.240 0.630 (per 1 dwelling) Vehicle trip gen 176 473 649 429 264 693 (1,100 dwellings) Source: North West Preston Masterplan TA (URS, 2014)

6.5 Application of the approved NWP Masterplan trip rates suggests that in total the proposal for up to 1,100 dwellings would generate in the region 649 two-way vehicle trips in the weekday morning peak hour and 693 two-way vehicle trips during the weekday evening peak hour.

TRICS Methodology and New Trip Rates

6.6 Owing to the PENELOPE database no longer being used by HE to inform land use planning and the age of this data, for robustness BWB has undertaken an independent review on the suitability of these vehicle trip rates. This has been done using the industry- standard TRICS (Trip Rate Information Computer System) database.

6.7 The following filtering criteria was applied to the ‘Residential – Houses Privately Owned’ surveys sites in the database, in order to find comparable survey sites:

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• Regions – all regions in England; • Quantum – residential developments between 20 and 4334 dwellings; • Date Range – 01/01/2010 – 19/04/2018; • Survey Days – weekday surveys only; and • Locations – Edge of Town and Neighbourhood Centre locations only.

6.8 Application of the above filtering criteria resulted in 27 suitable survey sites, from which average vehicle trip rates (per 1 dwelling) have been calculated. Table 10 summarises the average weekday peak hour vehicle trip rates resulting from this analysis with full printouts available to view in Appendix G.

Table 10: TRICS Vehicle Trip Rates (per 1 dwelling) and Traffic Generation (1,100 dwellings)

Morning Peak (08:00-09:00) Evening Peak (17:00-18:00)

Two- Two- Arrive Depart Arrive Depart way way Vehicular Trip Rates Vehicle trip rate 0.131 0.370 0.501 0.307 0.142 0.449 (per 1 dwelling) Vehicle trip gen 144 407 551 338 156 494 (1,100 dwellings) Source: TRICS (BWB)

6.9 Application of the above TRICS average trip rates suggests that in total the proposal for up to 1,100 dwellings would generate in the region 551 two-way vehicle trips in the weekday morning peak hour and 494 two-way vehicle trips during the weekday evening peak hour.

Summary

6.10 Use of the PENELOPE vehicle trip rate assumptions is more robust and has therefore been taken forward as part of the traffic impact assessment. It is also consistent with local assessments in the area and the data used in the CLTM, which forms the basis of this assessment. Furthermore, as noted in the indicative schedule of accommodation, the proposed development includes a mix of houses and flats, with the latter expected to generate less trips on average than a typical house. Therefore the application of private houses trip rates is considered very robust.

Multi-Modal Split and Person Trip Generation

6.11 In order to estimate the number of pedestrian, cyclist and public transport trips associated with the proposed development, the 2011 Census ‘Location of usual residence and place of work by method of travel to work’ data has been studied.

6.12 To derive baseline mode share for the proposed development, the 2011 Census database – Method of Travel to Work for the site area has been used. This would accurately represent the likely travel characteristics of future residents of the proposed development, similar to how local residents travel to work.

6.13 Table 11 below shows the resultant mode share for the E02005254: Preston 002 Mid- layer Super Output Area (MSOA).

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Table 11: Method of Travel to MSOA Preston 002 Method of Travel to work Total Percentage Underground, metro, light rail or tram 0 0% Train 9 0% Bus, minibus or coach 85 4% Taxi 7 0% Motorcycle, scooter or moped 18 1% Driving a car or van 1,765 79% Passenger in a car or van 194 9% Bicycle 52 2% On foot 105 5% Total 2,235 100%

6.14 Using the vehicle trip rates and the mode share proportions shown in the above table, the person trip generation has been calculated and from this, the multi-modal trip generation. For robustness, Table 12 below shows the multi-modal trip generation of 1,100 dwellings during the weekday peak hours.

Table 12: Weekday Peak Hour Multi-Modal Trip Generation

Morning Peak Hour (08:00-09:00) Evening Peak Hour (17:00-18:00) Method of Travel Arrival Departure Two-way Arrival Departure Two-Way

Underground, metro, light rail 0 0 0 0 0 0 or tram Train 0 0 0 0 0 0 Bus, minibus or 9 24 33 22 13 35 coach Taxi 0 0 0 0 0 0

Motorcycle, scooter or 2 6 8 5 3 9 moped

Driving a car or 176 473 649 429 264 693 van Passenger in a 20 54 74 49 30 79 car or van

Bicycle 4 12 16 11 7 18

On foot 11 30 41 27 17 44

Total 223 599 822 543 334 877

6.15 As noted previously, the proposed development is expected to generate up to 649 and 693 two-way vehicle trips during the morning and evening peak hours respectively.

6.16 In terms of non-car modes, the proposed development is expected to generate 33 and 35 public transport trips during the morning and evening peak hours respectively. This includes bus and train trips. The development will also generate 41 and 44 pedestrian trips and 16 and 18 cycling trips during the respective peaks. Naturally, the level of travel using active and public transport modes will depend on the level of

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pedestrian, cycle and public transport infrastructure. This has been considered in the previous section. A Framework Travel Plan has been submitted alongside this TA and includes measures to promote the use of alternative modes to private vehicle travel, which will be monitored accordingly.

Development Traffic Distribution

6.17 Development traffic distribution during the peak hours is assumed to be dominated by those commuting to and from work. Therefore, Census travel to work flows have been used to determine the distribution of traffic using the development.

6.18 The distribution of development traffic is based on UK Travel Flows (MSOA – Mid Layer Super Output Area) data extracted from the Census via Nomis, the official labour market statistics provider.

6.19 In addition to modal split information, the UK Travel Flows datasets provide information on the origins of trips to work (i.e. where people who work in a particular MSOA live) and the destination of work trips from home (i.e. where people who live in a particular MSOA work). As such, it has been possible to determine travel to work flows between selected MSOAs and all other MSOAs where trips have been recorded to.

6.20 UK Travel Flow data for Preston 002, 005, 010 and 013 MSOAs has been used as these represent local urban MSOAs with sufficient housing to be reflective of the proposed development. The assessment has taken into account the direction people are travelling based on 324 workplace destinations. Figure 24 below shows the boundaries of the MSOAs selected as areas of residence for the purposes of this analysis.

Figure 24: MSOAs Selected as Areas of Residence for Distribution Assessment

6.21 The fastest (assumed most desirable) routes between the site and other MSOA destinations has been determined using route-planning software and recorded in

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stages. The distribution is based on the PWDR and proposed access to it being in place and operational.

6.22 This data has been used to determine the percentage of development traffic anticipated to route towards periphery points on the local road network. Full analysis of the Census data and subsequent distribution findings is provided in Appendix H.

6.23 The distribution applied to the proposed development traffic has been informed by the Census data described above and assigned to the local road network. The resulting development traffic distribution assumptions to the network periphery points are presented in Figure 25.

Figure 25: Development Traffic Distribution

6.24 As can be seen, it is expected that the majority of the proposed development traffic (43%) would route to and from ‘R’ i.e. in the direction of the new A583 junction, during the weekday peak hours. The second highest route choice (28%) is likely to be to and from the new M55 junction to the north.

6.25 At the request of HE, BWB has also distributed development traffic further afield on the SRN as far as M55 Junction 3 to the west and M6 to the east. A copy of these calculations is also included in Appendix H. Based on this assessment, it is anticipated that 5.1% of peak hour trips will route to/from the west (Blackpool) and 23.2% to/from the east (M6 and north-east Preston via M55 Junction 1).

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7.0 HIGHWAY IMPACT ASSESSMENT

Introduction

7.1 The impact of the Proposed Development and new access junction on the PWD is being assessed for the weekday peak hours of the surrounding highway network using the Central Lancashire Transport Model (CLTM), which is a regional SATURN model owned by LCC to test the impact of major schemes. It is the same model to that used to inform the design of the PWD/EWLR scheme, which is currently under construction and interacts significantly with the Proposed Development. It is therefore considered the most appropriate form of assessment and this has been agreed with LCC and HE at pre-application scoping meetings.

Methodology

7.2 The traffic impact of the Proposed Development and PWD junction is being assessed for the following study area junctions:

• M55 Junction 2; • Saddle Inn Signalised Roundabout junction (connecting to the EWLR); and • Proposed Development Site access roundabout on the PWD.

7.3 The Proposed Development and PWD roundabout access junction are being coded into the CLTM along with the zonal trip generation information established from the above traffic distribution assessment using O-D Census data.

7.4 Once the SATURN model has been run, flows will be extracted from this for the following scenarios:

• 2034 Base (no Dev) - AM Peak Hour • 2034 Base (with Dev) - AM Peak Hour

• 2034 Base (no Dev) - PM Peak Hour • 2034 Base (with Dev) - AM Peak Hour

7.5 Thereafter, the derived flows will be inputted into standalone junction models and assessed in capacity terms.

7.6 The results will be reported in a TA Addendum report, which is intended to be submitted and agreed during the determination period.

Committed Developments

7.7 LCC CDIDT has confirmed that the CLTM includes planned growth in the region and includes PCC Local Plan aspirations. The key sites allocated for housing in the area are already coded into the model. This includes Housing Sites ‘MD1: Cottam’ (1,300 units) and ‘MD2 North West Preston’ (5,322 units).

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Traffic Growth

7.8 LCC CDIDT has confirmed that a ‘High Growth’ scenario has been used to represent traffic growth within the strategic model. Full details of this will be extracted from the Local Model Validation Report (LMVR) and confirmed in the TA Addendum report.

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8.0 SUMMARY & CONCLUSIONS

8.1 This Transport Assessment has been produced by BWB Consulting on behalf of Tom Barron Group to support a Hybrid planning application for a new roundabout junction on the Preston Western Distributor (PWD) and a new village located in the Bartle area to the north west of Preston in Lancashire.

8.2 In detail, the hybrid planning application comprises:

• Detailed planning permission for new roundabout junction on Preston Western Relief Road with two spur road accesses off roundabout (east and west stubs), related highway infrastructure, associated works and landscaping (The Full Application); and

• Outline planning permission for residential development up to 1,100 dwellings (Option 1) or reduced residential (approximately by up to 5%) plus primary level school and small scale local facilities (Option 2), access and circulation roads, cycle routes, pedestrian routes, public open space, green space, tree planting, landscaping, necessary infrastructure and associated works. (The Outline Application).

8.3 The site is not currently allocated by PCC in their Local Plan, however it has been identified as a strategic housing growth site due to the interaction with the PWD/EWLR infrastructure and wider housing allocations in North West Preston.

8.4 The TA includes an audit of existing pedestrian and cycle accessibility and infrastructure. This is currently limited on the highway network in the immediate vicinity of the site, albeit there is an official signed cycle route along Bartle Lane and Lea Lane. In order to address this and support sustainable development, a Sustainable Travel Strategy is proposed.

8.5 A review of personal injury collision records on the local highway network for the most recently available 5-year period has not identified any collision ‘blackspots’. The data suggests that the reported collision are not attributable to the condition of the highway, rather they are due to driver error. Furthermore, major changes to the surrounding highway network are being made as a result of the PWD/EWLR infrastructure and therefore historic records are unlikely to provide a true picture of conditions on the network once the Proposed Development is built and operational.

8.6 Detailed planning permission is sought for a new roundabout junction on the PWD, which is a key element of unlocking the development potential of the wider site and promote permeability on a site, which would otherwise be severed in two by the PWD linking the new M55 Junction 2 with the EWLR. The junction is designed as a 70m ICD roundabout and facilitates at grade crossing for pedestrians and cyclists with the provision of a staggered signalised crossing arrangement on the southern arm.

8.7 In addition to the proposed PWD junction, a series of local access junctions are proposed on the adopted highway network, in turn unlocking four residential development zones. These are proposed in the form of priority junctions and have been assessed in terms of horizontal visibility splays, geometric standards and have been subject to swept path analysis for appropriate design vehicles.

8.8 Speed limit reductions are proposed along Rosemary Lane, along the site frontages, and along the section of Lea Lane in the vicinity of Bartle Hall Hotel. The intension is to

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reduce the speed limits from National Speed Limit (60mph for rural single carriageway) to 30mph reflecting the proposed active street frontages and increased demand for walking and cycling in the area.

8.9 The masterplan proposes to retain the existing routing of local public rights of way along with the planned diversions as part of the PWD infrastructure.

8.10 The indicative masterplan and connections with local highway links have taken into account the potential routing of bus services through the site. Alongside this, an initial Public Transport Strategy has been developed, which proposes to extent bus service 74 into the site to serve new residents and provide bus access to Preston City Centre and Fleetwood. The intention is to develop this strategy with LCC and secure a viable strategy that will serve the Proposed Development at different stages of build out. It is envisaged that this would be secured via a S106 Agreement with the LPA.

8.11 The TA considers the Proposed Development impacts on the local highway network during weekday peak hours, which have been identified as 08:00-09:00 and 17:00-18:00 from the automatic traffic counter surveys undertaken in July 2018.

8.12 The weekday peak hour trip vehicle trip rates used in the URS TA to support the North West Preston Masterplan allocation have been adopted on the basis that these are higher than average TRICS trip rates and therefore provide a more robust assessment.

8.13 The likely distribution of Proposed Development traffic during the weekday peak hours of the local highway network has been assessed using Census Origin-Destination data for local trips to work by car. It is estimated that approximately 28% of development traffic would route to and from the new M55 junction and the wider strategic road network, with the remaining traffic routing to and from the local highway network.

8.14 In the absence of any planned phasing strategy for the development, the traffic impact of the proposed development will be assessed in 2034 including Preston NWMP committed developments and proposed development traffic using flows from the Central Lancashire Transport Model. LCC is currently in the process of updating the model and coding in the Proposed Development and PWD access junction. The flows from this assessment will be used to undertake detailed standalone junction capacity assessments. The results of these assessments will be reported in a TA Addendum report along with further details of the Sustainable Travel and Public Transport Strategies.

8.15 On the back of initial modelling assessments, it is envisaged that the Proposed Development and new PWD access roundabout can be accommodated on the local highway network. In light of the findings of the report, it is also considered that the site can be made sustainable through the enhancement and addition of new walking and cycle routes and the provision of public transport access.

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