Kirkham Future High Street Fund and Town Masterplan: Transport Input
Final Report July 2020
Martin Higgitt Associates Limited registered in England and Wales Registered Office Address: 28 Wharfe View Road, Ilkley, West Yorkshire LS29 8DU. Company Number: 11112273 T 07856 525244 E [email protected] www.martinhiggittassociates.com
Report Record Job No. Report No. Issue No. Prepared Verified Approved Status Date 2032 1 1 Martin Higgitt Emma Grayshon Martin Higgitt V2 draft 16/04/2020 2032 1 1 Martin Higgitt Emma Grayshon Martin Higgitt V3 draft 14/05/2020 2032 2 1 Martin Higgitt Emma Grayshon Martin Higgitt Draft Final 06/07/2020
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Contents
Table of Contents Executive Summary ...... 1 Introduction ...... 1 Rationale of proposals ...... 1 1 Introduction ...... 3 This report ...... 3 2 Background ...... 4 Introduction ...... 4 Policy context ...... 4 Background research ...... 10 3 Fieldwork and surveys ...... 19 Introduction ...... 19 Traffic flows and Junction Turning Counts ...... 19 Traffic Routeing and Through Traffic ...... 23 Pedestrian movement: field observations ...... 26 Pedestrian movement: traffic surveys...... 27 Parking occupancy ...... 34 4 Transport proposals ...... 37 Rationale for approach ...... 37 Future High Street Fund Core Scheme ...... 39 Transport measures for broader town masterplan ...... 44
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Executive Summary
Introduction This report provides transport input to the Kirkham Future High Streets Fund Bid and a broader town masterplan. The objectives of the transport work are to support the Future High Streets Fund ambitions and to identify measures for enhancing accessibility and connectivity around Kirkham to support a broader town masterplan. In developing these proposals, the following activities have been undertaken:
• Field visits to the town, including detailed examination of Poulton Street and the town centre and visits to other key locations such as the rail stations and some of the residential areas; • Footfall surveys and pedestrian behaviour on Poulton Street; • Parking occupancy surveys of on-street parking in Poulton Street and surrounding streets and the town’s main public car parks; • Traffic surveys were commissioned to examine traffic flows and turning movements at the two key junctions at either end of Poulton Street, through-traffic (through an ANPR survey that captured vehicles on their approaches / exits to the town centre) and footfall surveys to examine pedestrian flows and crossing movements along Poulton Street; The fieldwork took place during February 2020, before the impacts of the coronavirus outbreak took hold. Further car parking occupancy surveys and fieldwork had been planned but were suspended due to the emerging impact that the outbreak was having in early mid- March on reducing traffic levels. The transport planning team has worked alongside the master planning team as they have developed their broader rationale for the high street and broader town, ensuring the transport proposals reflect these ambitions.
Rationale of proposals The masterplan and Future High Streets Fund proposals seek to support the re- establishment of a traditional market town, strengthening the vitality and appeal of the town centre by increasing the residential population in the immediate area, ‘densification’ of the retail offer and providing an attractive multi-purpose environment for residents and visitors to enjoy visiting. The proposed transport interventions support this by seeking to reduce traffic dominance in the town centre and reallocating roadspace for pedestrians and public space. In so doing, it hopes to reduce the level of unnecessary through traffic that is rat-running through the town centre. It seeks to improve walking routes into the town centre to encourage the local catchment population to enjoy walking to the town centre, thereby further helping to manage traffic and parking demand. More broadly, there is an opportunity to significantly improve walking and cycling accessibility across the town. An indicative cycling network linking the town centre with
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surrounding residential areas, employment areas and the rail station has been identified. Measures to enhance permeability for walking and to improve access to the surrounding green areas have also been identified. It is considered that these proposals address the policy ambitions contained in Fylde Local Development Plan, Lancashire County Council Local Transport Plan and other public policy documents, particularly to encourage active travel across the whole population and to reduce unnecessary car trips. The main transport proposals are:
• Re-establishing the Market Square by reducing the impact of highway here and removing parking from the square to create a major public space; • Remodelling of Poulton Street to reduce traffic dominance, increase space for pedestrians and make pedestrian movement along and across Poulton Street easier, in association with public realm improvements; • Improvements to walking links to the town centre from surrounding residential and employment areas and from access points such as the car parks, as well as better linking Memorial Park and green areas to the town centre. We also make suggestions on broader masterplan interventions for Kirkham that would further support the ethos of the strategy, which could be taken forward in association with local transport plan programmes, planning contributions from new development and other delivery mechanisms:
• Identifying walking and cycling enhancements throughout the town, including development of a cycle network; • An ambition for a cycling link between the rail station and town centre along Station Road; • Rail station enhancement: the opportunity to improve rail station facilities, the immediate environs of the rail station and parking availability there.
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1 Introduction
This report
1.1 This report provides transport input to the Kirkham Future High Streets Fund Bid and a broader town masterplan.
1.2 The objectives of the transport work are to support the Future High Streets Fund ambitions and to identify measures for enhancing accessibility and connectivity around Kirkham to support a broader town masterplan.
1.3 The report is structured as follows:
• Section 2 Background: policy context, and information from desktop research and fieldwork; • Section 3: Survey work undertaken; • Section 4: Proposed measures for the Future High Streets Fund scheme, together with identified opportunities for broader measures.
1.4 This is a draft report, with work ongoing. Next steps include:
• Continue to develop FHSF scheme in collaboration with master planning and public realm work being undertaken by the project team; • Discuss our emerging ideas and proposals with Lancashire County Council to test their reaction and to incorporate their input; • Undertake fieldwork where additional on-the-ground information is required, when current lockdown restrictions are lifted.
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2 Background
Introduction
2.1 This chapter provides information on the background research and fieldwork undertaken to support the development of transport proposals, including:
• Examination of policy context including Fylde Local Development Plan, Lancashire Local Transport Plan, Fylde Transport Masterplan, Lancashire Rights of Way Improvement Plan, North West Green Deal and tram loop proposals; • Examination of transport context through initial desk-based and fieldwork.
Policy context Fylde Local Development Plan
2.2 The Fylde Local Development Plan (LDP) to 2032 was adopted in October 2018.
2.3 Kirkham is identified as one of four Strategic Locations in the Borough to focus residential, employment growth and to serve as retail centre.
2.4 The LDP vision seeks to re-establish Kirkham’s role as a vibrant historic market town.
2.5 The core objectives sitting below the vision are:
• (1) To create sustainable communities; • (2) To maintain, improve and enhance the environment; • (3) To make services accessible; • (4) To diversify and grow the local economy; • (5) To develop socially cohesive, safe, diverse and healthy communities.
2.6 The plan has a specific aim of enhancing Kirkham and Wesham rail station to increase accessibility to Kirkham and support its role as market town, residential and employment locus. The plan notes that Kirkham and Wesham is the busiest station in the Borough in terms of passenger numbers and train frequency, but the station currently has limited access for people with limited mobility and a lack of parking spaces. It goes on to identify the desire to develop a Park & Ride facility at the station, as well as to improve pedestrian, disabled, cycling and public transport access.
2.7 In terms of housing allocations, Kirkham and Wesham has a housing allocation of 1,364 new dwellings over the period of the plan, with the following 4 key sites comprising 84% of this allocation:
• Blackpool Road, west of Kirkham (588 dwellings); • The Pastures, Fleetwood Road, Wesham (264 dwellings); • Brook Farm, Dowbridge, SE Kirkham on B5192 (170 dwellings); • Willowfields, Derby Road Wesham (124 dwellings).
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2.8 At the local community level, the plan acknowledges the importance in supporting healthy lifestyles. The plan notes that the rate of people killed and seriously injured on roads is worse than the national average and that children in Fylde are particularly vulnerable as pedestrians or whilst cycling. It specifically identifies the desire to:
• Promote improvements to healthy lifestyles and develop a network of cycling and pedestrian routes - linking key settlements and service centres, enabling the community to improve their health by travelling by more sustainable modes of transport - integrated into a wider multi-functional green infrastructure network; • Provide high quality public realm and more opportunities for walking, cycling and public transport; • Improve access to greenspaces and the Green Infrastructure network; • Protect and enhance the Borough’s public rights of way network to facilitate increased walking, cycling and horse-riding; • There may also be opportunities to create other Green Infrastructure linkages, such as connecting the Fylde Coast cycle network with the Guild Wheel cycleway. Lancashire Local Transport Plan
2.9 The “Local Transport Plan 2011-2021, A Strategy for Lancashire” was published in May 2011. It set 7 strategic priorities as identified in the figure below.
2.10 Of particular relevance to Fylde and to Kirkham specifically are:
• Under “Improving access to into areas of economic growth and regeneration”, there is specific mention of the Springfields, Warton and M55 Junction 4 area in Fylde. • Under “Improving People's Quality of Life and Wellbeing”, the strategy proposes: o Work with local communities, district councils and other partners to improve the quality of neighbourhoods and give real choices to individuals about their everyday journeys and leisure activities;
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o Expand our network of footways and cycleways where it will contribute to the wider objective of creating quality neighbourhoods; o Provide opportunities for people of all abilities and social backgrounds to … participate in a full range of social and leisure activities, including access to the countryside; o Work with the health sector to make sure that people can connect with the health provision they need, particularly those without access to a car; o Make sure that the transport needs of older people are properly addressed so that they are able to continue to take a full part in society. • “Improving safety of our streets for our most vulnerable residents” includes: o Roll out 20mph schemes across residential areas and outside schools in Lancashire where these speed reduction measures can be accommodated, consistent with maintaining the free movement of the highway network. • “Providing Safe, Reliable, Convenient and Affordable Transport Alternatives to the Car” includes: o Work with bus and rail operators to invest in new public transport services…; o Provide discount schemes for young people aged 16 – 23; o Develop local rail services to achieve further growth in patronage through partnership working with the rail industry and local communities…; o Provide safe and convenient new infrastructure for walking and cycling where it will reduce reliance on private car journeys between home and work, schools, and leisure activities, and particularly along congested routes, and improve opportunities for regular exercise; • “Reducing Carbon Emissions and its Effects” includes: o Improving the range of sustainable transport options available, including trains, buses, coaches, trams, cycling and walking, ensuring that these are as affordable and convenient as possible; o Complement regional initiatives for new electric vehicles charging points, through the infrastructure provided in new developments. Fylde Coast Highways and Transport Masterplan, 2015
2.11 The Fylde Coast Highways and Transport Masterplan, produced by Lancashire County Council and Blackpool Council, was adopted in July 2015. It includes a number of priority transport schemes, together with public transport initiatives, that will need to be delivered to overcome existing traffic congestion and to accommodate all of the new development planned in the Fylde Coast to the year 2032. It provides a transport evidence base to inform future highways and transport strategy development; it is the basis for future decisions on infrastructure planning and strategic priorities for the area, including improving public transport; and includes measures seeking to reduce car dependency and the need to travel.
2.12 The masterplan lays out a vision and series of aspirations as follows:
• We need our highway network to operate more efficiently, not just for cars, but also for buses, coaches and for freight:
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o This includes a number of strategic highway schemes, including A585 upgrades north of Kirkham from Windy Harbour to Skippool. • We need our rail network and services to make commuting convenient and to be an outstanding gateway to the Fylde Coast for businesses and visitors: o North Fylde Coast Connectivity Study and South Fylde Line Study. More recently a tram loop proposal has developed from this work. • We need public transport to serve all our communities so that people can get to the jobs and services they need: o This includes commitment to a Fylde Coast Long-Term Public Transport Strategy. • We need cycling and walking to become the convenient travel choice for shorter distances and for it to be easy for people to change between modes: o Including further development of the Fylde Coast Cycle Network and the creation of Explorer Mini-wheels, family friendly, multi user circular routes aimed at the leisure and tourist market and Green Spokes that will allow safe access by cycle to key employment destinations. • We need our streets and public spaces to feel safe and attractive: o make Local Links play a vital role in improving prosperity, health and wellbeing for all age groups.
Lancashire Rights of Way Improvement Plan
2.13 Lancashire Rights of Way Improvement Plan 2015-2025 was produced by Lancashire County, Blackpool and Blackburn with Darwen Councils.
2.14 The action plan contains 6 themes. Key actions, of potential relevance to Kirkham are highlighted:
• 1 Condition and connectivity of the wider access network: o Increase the proportion of the PROW network that is well maintained and appropriate for use by all; o Connect green spaces better with communities and urban areas. • 2 Education and information provision; • 3 Twenty to thirty minute walks: o Expand the number of good quality short walks in and from residential areas. • 4 Multi-user routes: o Improve the overall level of provision of multi-user routes. • 5 Encouraging community involvement in improving wider access; • 6 The definitive map and other records.
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North West Green Deal
2.15 “A Sustainable Transport System for the North West: Putting the Green New Deal into action” was produced on behalf of outgoing MEP Gina Dowding in January 2020.
2.16 The report identifies a number of transport actions to address the climate emergency, noting that transport accounts for over a third of carbon emissions in the North West; it is the only sector where emissions are still rising. Importantly, it identifies that switching to electric vehicles (EVs) and electrifying the rest of the transport system is simply not going to happen fast enough to meet climate reduction targets. Further, that it is necessary to reduce car traffic levels by between 20%-60% of current levels (at the same time as electrifying the transport system).
2.17 Whilst the Borough of Fylde and Lancashire County Council have not yet declared a climate emergency, there is an increasing acknowledgement of the climate emergency and acceptance that new approaches will need to be taken. This is of relevance to this study because attempts to improve public realm, encourage walking and cycling and reallocate roadspace to other users will create concerns of slowing traffic when it is appraised. However, a policy aim of reducing absolute traffic levels, potentially allows for more radical interventions.
Tram loop
2.18 To enhance sub-regional public transport connectivity, there is a proposal to investigate the feasibility of two further extensions to the Blackpool tramway, creating two tram/rail interchanges, with the aim of creating a more cohesive Fylde Coast public transport system, boosting Blackpool, Kirkham and Fleetwood town centres.
2.19 A tramway loop would ensure the Fylde Coast’s settlements are better connected and more accessible to each other, benefiting local residents and visitors alike. Trips for employment, education, leisure and other purposes could be made by an efficient public transport system, improving transport choice, benefitting the environment and the local economy, boosting the high streets of Blackpool, Kirkham and Fleetwood.
2.20 A more efficient and effective, modern and reliable, public transport system could be created by operating continuous tramlines between Kirkham and Wesham and Poulton- le-Fylde, via Lytham St Anne’s, Blackpool, Cleveleys, Fleetwood and Thornton. A tramway loop would also serve Blackpool Airport Enterprise Zone, Blackpool Pleasure Beach and Hillhouse International Enterprise Zone.
2.21 In the north, the tramway would utilise the track-bed of the disused railway line between south Fleetwood and Poulton-le-Fylde. To the south, the tramway would use the track- bed of what is currently an operational railway, with an hourly service to Preston operated by Northern Railway.
2.22 The proposal has requested funding support for a feasibility study via the Future High Streets Fund bid.
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Figure 2.1 Tram Loop Proposal
Our view on the relevance of the tram loop to the FHSF bid
2.23 The tram loop appears to be a useful concept for enhancing the sub-regional transport network and promoting intra-regional connectivity via low carbon public transport.
2.24 It will potentially bring benefit to Kirkham and Wesham by enhancing its accessibility to / from other locations within the sub-region. This may be particularly valuable for widening the pool of employment both for town employers and for workers resident in Kirkham/Wesham to access employment opportunities elsewhere.
2.25 However, the impact of the scheme on Kirkham town centre appears to be, at best, marginal, given the enhanced services will connect at Kirkham train station, a 10 minute walk from the high street. It is questionable how much additional footfall will be brought to the high street, particularly given the smaller retail offer Kirkham has in comparison to other sub-regional centres that the tram loop connects to. There may be a risk that the tram loop encourages Kirkham residents to shop elsewhere.
2.26 Some initial discussions on the tram loop have noted the lack of direct access to Kirkham town centre and have mooted potential options for addressing this such as bus shuttles or bike share. We are sceptical that a bus shuttle offers a financially viable option and one sufficiently attractive to bring people into Kirkham. For some people in the sub- region wishing to travel to Kirkham town centre, there is the option of a direct bus (from Blackpool, Poulton-le-Fylde, St Annes and Lytham for example). For older concessionary pass holders, this bus will be free. There are, in any case, already 3 buses per hour connecting the train station and the town centre. Similarly, a bike share scheme looks challenging in Kirkham. They typically require large population catchments to provide sufficient critical mass and even in large cities are proving to require ongoing public subsidy to operate.
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2.27 We therefore feel that it would not be justified for the Future High Street Fund bid to seek to contribute towards a feasibility study because the benefits for Kirkham town centre are, at best, marginal.
2.28 The project would appear to have merit for Kirkham/Wesham as a whole and further investigation should be supported by Fylde Borough Council. However, the costs suggested for the feasibility study seem extremely high and it will be important to understand what such a study is going to provide and whether there are opportunities to perhaps undertake the study in a phased approach so that a smaller study can first identify the feasibility and business case for a tram loop, before moving onto more detailed operational development and full business case.
Background research
Travel to Work
2.29 Census information from 2011 for journey to work for Kirkham area has been interrogated and the results are summarised in the table below. The table shows that use of the private car for travel to work is higher than the national average (National Travel Survey, 2018).
Table 2.1 Method of travel to work (from 2011 Census, for Fylde MSOA 002)
Method of travel to work Number % Driving a car or van 3,233 67% On foot 736 15% Passenger in a car or van 417 9% Bus, minibus or coach 169 4% Bicycle 101 2% Train 75 2% Taxi 31 1% Motorcycle, scooter or moped 21 0% Other method of travel to work 22 0%
Work mainly at or from home 443
4,805
Traffic
2.30 Lancashire County Council have undertaken traffic surveys at various points around Kirkham/Wesham. Data was requested and supplied for the counts at Preston Street and at the B5192, Garstang Road North, in order to provide comparison to the commissioned surveys (which are described in Section 3).
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Figure 2.1 Locations for traffic counts in and around Kirkham and Wesham
2.31 Most of the road network within Kirkham is designated 20mph zone.
Bus services
2.32 Kirkham is reasonably well served by buses for its size of settlement. There are 2 regular through services between Preston and Blackpool and Preston and Fleetwood, a regular St Annes to Wesham service and a number of more occasional services. Evening and Sunday service coverage is weak. The four main bus routes are run by 3 different operators.
2.33 On Poulton Street in the centre of Kirkham, there are typically around 4-5 bus services per hour in each direction.
2.34 There are bus shelters at key stops, such as Poulton Street and railway station. There is no real time information at bus stops.
Table 2.3 Key Bus routes serving Kirkham
Service From To Day time Evening Sunday Operator no. frequency frequency frequency 61 Preston Blackpool 2 per hour 1 per hour 1 per hour Stagecoach 75 Preston Fleetwood 1 per hour 1 per hour None Preston to 19:46 Buses 78 St Annes Wesham 1 per hour None None Coastal Coaches 76 Lyhtham Poulton / 2 hourly None None Coastal Blackpool Coaches
Rail services
2.35 Kirkham and Wesham rail station is well served by trains and is the most used rail station in Fylde. The line splits here, with services coming from Preston and then heading towards Blackpool North or Blackpool South. Some of the services continue on from
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Preston towards Manchester and other destinations. A number of express trains pass through Kirkham without stopping.
2.36 Service frequency is:
• Blackpool North: 2 per hour • Blackpool South: 1 per hour • Preston: 4 per hour peak, 3 per hour off-peak
2.37 Kirkham and Wesham rail station is a staffed facility and has disabled access to the platforms via a long ramp, but the station amenities are limited. There are bus stops close to the station entrance, though there are no pedestrian crossing facilities to the west side of the B5192. Directly in front of the station are loading bays, squeezing the footway width and obscuring the view of the station. The front of the station is dominated by highways engineering, with guardrails and raised kerbs to protect pedestrians from traffic. The station windows facing the street are boarded up giving an uncared for or vandalism-prone appearance.
2.38 There is one small recently constructed car park on the north side of the railway (private and charged) with approximately 16 spaces. This is charged and as a consequence had very limited cars parked in it when surveyed. There is limited parking abutting the railway to the south (9-10 spaces). Much parking for the station overspills into surrounding residential streets. The proportion of people who drive to the station as opposed to walk, cycle or use public transport is not known.
Cycling and cycle links
2.39 Kirkham has two national cycle network routes passing through it, NCN62 and NCN90. NCN62 is a trans-pennine route, starting in Yorkshire and continuing all the way along the Fylde Coast to Fleetwood. Both of these routes are on-road through Kirkham and are shown on Figure 2.1. Sustrans is planning to reclassify NCN90 as “The Lancashire Cycleway”. Sections of this route are on-road where traffic volumes and speeds do not meet their revised criteria for NCN.
2.40 There are ambitions to provide additional cycling facilities in Kirkham, including an east- west link from NCN90 in Treales to Wesham via Mowbreck Lane and then onwards to Weeton via Weeton Road, to link with the continuation of NCN90 there, which continues on to Blackpool.
2.41 There is also an ambition to provide a cycling link along the southern edge of Kirkham adjacent to the A583 from the existing NCN62/90 at Freckleton Street to the A583/A585 junction and then north along the A585 as far as the Wrongway Brook roundabout to provide access to St George’s Park. This in turn will connect to a new link across the railway to the west of the Fox’s Biscuits factory.
2.42 The proposed new links are shown in Figure 2.2.
2.43 The Town Council has recently completed a Town “Remembrance Way” Trail from Carr Lane to School Lane which is a shared pedestrian and cycle path. This links up with Memorial Park, although cycling is currently not permitted through the park, so there is an opportunity to provide an east-west link here, which could provide access to the town centre and towards the rail station.
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Figure 2.1: Sustrans NCN cycle routes in the area
© https://osmaps.ordnancesurvey.co.uk/
Figure 2.2: Plans for new cycle links
Sourced from Lancashire County Council: https://www.lancashire.gov.uk/leisure-and-culture/cycling/cycle- routes/
2.44 There is relatively limited cycle parking available in Kirkham. The train station has two Sheffield stands immediately outside the entrance. There is no cycle parking provision in the town centre.
2.45 Cycle levels are relatively low in Kirkham. Census data shown in Table 2.1 suggests around 2% of trips to work are by bike. The propensity to cycle toolkit (Figure 2.3) shows that West Kirkham ward has 4%, other 3 inner wards are 2-3%, and surrounding rural
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wards 2%. The blue lines depict key existing flows, based on an assessment of origin/destination and most likely route.
2.46 The toolkit provides different scenarios for increasing cycling. In its most ambitious scenario, where there is widespread adoption of e-bikes, it shows cycling could reach as much as 25-28% of commute journeys across all wards.
2.47 The topography and journey to work distances do indicate the potential for significantly increasing cycle levels in Kirkham.
Figure 2.3: Current cycling to work levels in Kirkham
Sourced from Propensity to Cycle Toolkit: https://www.pct.bike/ Figure 2.4: Potential for cycling to work in Kirkham (“e-bike scenario”)
Sourced from Propensity to Cycle Toolkit: https://www.pct.bike/
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Walking and Public Rights of Way
2.48 The size of the market town and the access to green space and countryside means that walking should be a major form of local travel and there are reasonable levels of walking in the town centre and the census shows 15% of people walk to work.
2.49 However, facilities for pedestrians are limited. The quality of footways, away from the high street are generally poor. There is very limited provision for people in wheelchairs in terms of dropped kerbs.
2.50 Some of the residential areas have extremely poor permeability on foot. For example, the residential area to the north of the Grammar School is based round winding roads and cul-de-sacs. Two illustrations below show walking routes versus straight line distances in the west and east of Kirkham.
Figure 2.5: Poor pedestrian permeability in suburban areas
Blenheim Avenue to Kirkham Grammar Roman Way to Carr Hill High School School Straight line 120m (1.5 minutes) Straight line distance: 235m (3 mins) Walking route: 0.7 miles (15 mins) Walking route: 0.8 miles (16 minutes)
2.51 Figure 2.6 shows public rights of way in the area, including footpaths (purple dotted lines) and bridleways (green dotted lines). There are some good links to countryside, including a route from St Michael’s Church northwards to Wesham and a link from the new housing development to the west of Kirkham northwards to west Wesham, but the quality of some of these routes and the final links between the PROW and residential areas is sometimes poor.
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Figure 2.6: Public rights of way around Kirkham
Extract from Lancashire PROW map https://www.lancashire.gov.uk/roads-parking-and- travel/public-rights-of-way/public-rights-of-way-map/ © Crown copyright and database rights 2020 Ordnance Survey 100023320
Road safety and Injury Collision Data
2.52 Crashmap (https://www.crashmap.co.uk/) provides an on-line resource showing all police-recorded incident collisions from previous years.
2.53 Figure 2.7 shows a map showing all recorded incidents for the latest five year period. It shows a concentration around Poulton Street and the junctions of Preston Street, Freckleton Street and Ribby Road with the A583.
Figure 2.7: All traffic collisions in Kirkham over the last 5 years
Source: Crashmap https://www.crashmap.co.uk/, using DfT accident data and © Google mapping
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2.54 There have been relatively few incidents involving pedestrians (Figure 2.8). Five of these are along Freckleton Street and three on Poulton Street focused between Mill Street and Clegg Street (including two serious). This is a point where it has been observed that there is strong demand for pedestrians to cross the road.
Figure 2.8: Traffic collisions involving pedestrians in Kirkham over the last 5 years
Source: Crashmap https://www.crashmap.co.uk/, using DfT accident data and © Google mapping
2.55 There are few incidents involving cyclists, but the majority are serious (Figure 2.9). They are predominantly occurring at junctions, including one serious incident at West End junction of Poulton Street and one slight at East End junction of Poulton Street.
Figure 2.9: Traffic collisions involving cyclists in Kirkham over the last 5 years
Source: Crashmap https://www.crashmap.co.uk/, using DfT accident data and © Google mapping
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Electric Vehicle Charging Infrastructure
2.56 Zapmap (https://www.zap-map.com/live/) shows electric vehicle charging infrastructure across the UK (Figure 2.10 below). Kirkham currently only has one public charging facility, at Ribby Hall. Preston and Blackpool have reasonable levels of provision. If ambitions to rapidly grow electric vehicles are going to be met, there will be a need for a far greater supply of electric charging infrastructure locally.
Figure 2.10: Electric vehicle charging infrastructure in the area
Source: Zapmap https://www.zap-map.com/live/ using © Google mapping
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3 Fieldwork and surveys
Introduction
3.1 This section summarises the traffic data and surveys undertaken for the project during January and February 2020, comprising:
• Field observations of pedestrian footfall levels and behaviour in the town centre; • Field observations of parking occupancy and turnover in the main car parks and on-street in the town centre; and • Commissioned traffic surveys for junction turning movements, through traffic and pedestrian footfall and crossings.
Traffic flows and Junction Turning Counts
3.2 Junction turning counts were undertaken on Thursday 27th and Saturday 29th February 2020 at:
• Site 1 - Junction of B5192 / Moor Street / Orders Lane / Poulton Street; and • Site 2 - Junction of Preston Street / Church Street / Freckleton Street / Poulton Street.
3.3 The surveys were undertaken for the full 12-hour period 0700-1900 hours and classified into 7 use classes: car, light goods vehicle (LGV), Other Goods Vehicle 1 (rigid) (OGV1), Other Goods Vehicle 2 (articulated) (OGV2), Public Service Vehicle (bus, refuse vehicle) (PSV), motorcycle and pedal cycle.
3.4 These dates are outside of the local school holiday period in February and preceded any reduction in movement associated with the coronavirus outbreak.
3.5 Figures 3.1 and 3.2 below summarise peak traffic flows at both junctions for the weekday (27th February) and weekend (Saturday 29th February).
3.6 It is noted that the percentage of pedal cycles recorded is lower than the 2.0% suggested by Census data for the area. It is also noted that the weekday periods are the worst- case in terms of volumes of traffic movements.
Site 1: B5192 / Poulton Street Signals “West End Junction”
3.7 To summarise the main points from the traffic counts:
• Total 12-hour inbound flows at this junction are higher than at Site 2, the east end junction; • Peak hours are 0800-0900 and 1645-1745; • Major movements are north to east and east to north. During the AM peak period 430 vehicles turn left from Station Road to Poulton Street and 393 in the opposing direction in the PM peak period.
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• There are 1340 vehicles inbound to the junction in the AM peak hour and 11964 vehicles over the 12-hour period, meaning the average hourly flow through the junction is just under 1,000 vehicles and the peak is 34% busier than the average during the day; • The largest difference in inbound vehicle flows between the west end (site 1) and east end of Poulton Street (site 2) occurs in the morning peak period however inbound flows at this junction are higher than those at junction 2 in all peak periods; • HGV/OGV’s comprise 1.1% of total 12-hour flow; • Weekend 12-hour flows are over 2000 vehicles lower than the weekday (18% lower). The interpeak traffic flows are similar, however morning peak traffic flows are over 500 vehicles lower (38% lower).
Site 2: Poulton Street / Church Street “East End Junction”
3.8 To summarise the main points from the traffic counts:
• Total 12-hour inbound flows are 11049 vehicles (average 920 vehicles). This equates to 8% less traffic through this junction, compared to the West End junction; • There are 1228 vehicles inbound to the junction in the PM peak hour (8% less than the AM peak at the West End junction); • Major movements are west to east and vice versa, plus west to south; • HGV/OGV’s comprise 1.5% of total 12-hour flow. Weekend 12-hour flows are 1300 vehicles lower than that of the weekday (12% lower); the interpeak traffic flows are higher than weekday however morning peak traffic flows are only 150 vehicles lower.
3.9 HGV movements at the two junctions tend to be higher in the weekday, with few movements in the evening peak period and the highest recorded flows in the interpeak than during the other weekday peak periods.
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Figure 3.1: Traffic turning counts at West End and East End junctions during AM and PM peaks, weekday
MILL STREET B5192 CHURCH STREET
430 (347) 84 (63) 7 (7)
18 (22) 66 (49) (57) (32) (40) 142 (149) 301 (317) 47 30 20 23 (27) 609 (551) 507 (504) 140 (138) 1 MOOR STREET 3 2 PRESTON ROAD POULTON STREET 327 (393) 24 (32) 119 (118) 498 (552) 481 (476) 311 (268) 12 89 37 52 (41) 123 44 27 86 (68) (18) (119) (55) (151) (27) (49) KEY
TOTAL VEHICLES AM (PM) ORDERS LANE FRECKLETON STREET
1 TRAFFIC SIGNALLED JUNCTION (MODELLED) Total Inbound Flow (Vehs) Peak Site 1 Site 2 4 PRIORITY JUNCTION AM 1340 919 PROJECT: IP 1143 955 2032 KIRKHAM PM 1349 1228 MORRISONS 12-hr 11964 (1.1)* 11049 (1.5)* TITLE: * Figure in brackets is %age HGV FIGURE 1 FEB 2020 PEAK HOUR TRAFFIC FLOWS Using traffic data from Feb 2020 at junctions 1 and 2, peak hours are 0800-0900 and 1645-1745 (site 1) and 1630-1730 (Site 2) WEEKDAY PEAK The Total Vehicles inc lude pedal cycles. DRAWN BY: EG DATE: Mar-20
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Figure 3.2: Traffic turning counts at West End and East End junctions for weekend peak hour
MILL STREET B5192 CHURCH STREET
372 37 6
9 47 126 305 194 43 16 20 13 534 64 1 MOOR STREET 3 2 PRESTON ROAD POULTON STREET 292 21 140 474 336 179 16 60 36 42 114 24 17 23
KEY
TOTAL VEHICLES INTERPEAK ORDERS LANE FRECKLETON STREET
1 TRAFFIC SIGNALLED JUNCTION (MODELLED) Total Inbound Flow (Vehs) Peak Site 1 Site 2 4 PRIORITY JUNCTION AM 826 762 PROJECT: IP 1149 1113 2032 KIRKHAM PM 963 936 MORRISONS 12-hr 9846 (0.4)* 9671 (0.6)* TITLE: * Figure in brackets is %age HGV FIGURE 4 FEB 2020 PEAK HOUR TRAFFIC FLOWS Using traffic data from Feb 2020 at junctions 1 and 2, weekend peak hour is 1045-1145 WEEKEND PEAK The Total Vehicles inc lude pedal cycles. DRAWN BY: EG DATE: Mar-20
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Traffic Routeing and Through Traffic
3.10 Automatic number plate recognition (ANPR) surveys were undertaken on Thursday 27th and Saturday 29th February 2020, in order to understand vehicle routeing through Kirkham and to be able to gauge the percentage of through traffic. Vehicles were tracked between the following points (see Figure 3.3):
• Site 3 Station Road (in vicinity of the station); • Site 4 Ribby Road (close to Grammar School); • Site 5 Freckleton Street (to the south of the Poulton Street junction, Site 2); and • Ste 6 Preston Street (to the east of the Poulton Street junction, Site 2). Figure 3.3: Locations of ANPR traffic surveys on the four key approaches to Kirkham
© Google mapping
3.11 The surveys were undertaken for the full 12-hour period 0700-1900 hours and classified into 5 use classes: Car, LGV, OGV1, OGV2, PSV.
3.12 These dates are outside of the local school holiday period in February and prior to a reduction in movement caused by the coronavirus outbreak.
3.13 83% of vehicles were matched during the weekday survey and 82% matched for the weekend survey. This is the percentage of vehicles passing any of the points identified in Figure 3.3 later passing through another of the survey points.
Weekday Periods
3.14 Table 3.1 overleaf summarises key findings from the ANPR survey for the weekday.
3.15 Weekday peak hours were found to be 0800-0900 (both sites), 1630-1730 site 1) and 1645-1745 (site 2).
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3.16 Station Road is the busiest route in / out, representing 38% / 39% of in-bound / out- bound traffic. Preston Street is the next busiest access / egress point with 27% / 29% of in-/out-bound traffic. Freckleton Street is the next busiest with 18%/19% of in-/out-bound traffic, followed by Ribby Road with 17%/13% of in-/out-bound traffic.
3.17 The 3 biggest flows are Station Road to Station Road return trips (15%), Station Road to Preston Road (13%) and Preston Road to Station Road (12%).
3.18 44% of matched vehicles (36% of all vehicles) had a trip duration of less than 5 minutes and left via a different route to the one they came in by. Hence, through traffic is between 36-44%. (Through traffic, as defined here, could include traffic that originates or terminates its journey in Kirkham or Wesham, beyond the screenlines. So for example, a vehicle travelling from a residential area in Wesham to a workplace on Freckleton Street would be counted as through traffic).
3.19 31% of vehicles return via the same route, indicating they are local traffic, perhaps shopping, working or dropping off in the centre of Kirkham.
3.20 Over the 12-hour period around 60% of the matched vehicles had a trip duration below 15 minutes and 88% below 2 hours. In the AM peak period, 92% of matched vehicles had a trip duration less than 15 minutes and all vehicles less than 2 hours. In the PM peak period, 87% of matched vehicles had a journey duration of less than 15 mins and all vehicles less than 2 hours.
Table 3.1: ANPR summary data for weekday
No. % vehicles vehicles leaving leaving by % by diff different return Freckle- route route by Station Ribby ton Preston Grand within 5 within 5 same Out by: Road Road Street Street Total mins mins route In by: STATION RD. 1555 281 695 1292 3823 <5 mins 100 67 462 1007 1636 1536 40% 41% >5 mins 1455 214 233 285 2187 RIBBY ROAD 600 562 189 413 1764 <5mins 160 29 31 217 437 408 23% 32% >5 mins 440 533 158 196 1327 FRECKLETON 631 124 421 607 1783 <5mins 404 32 45 489 970 925 52% 24% >5 mins 227 92 376 118 813 PRESTON ST. 1167 314 625 608 2714 <5mins 886 200 517 45 1648 1603 59% 22% >5 mins 281 114 108 563 1066 Freckle- Station Ribby ton Preston Grand Summary Road Road Street Street Total In by 3823 1764 1783 2714 10084 Out by 3953 1281 1930 2920 10084 4472 44% 31%
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Weekend Periods
3.21 Weekend peak periods were found to be 1045-1145. Over the 12-hour period around 63% of the matched vehicles had a trip duration below 15 minutes and 94% below 2 hours. In the inter peak period, 78% of matched vehicles had a trip duration less than 15 minutes and all vehicles less than 2 hours.
3.22 Over the 12-hour period, 31% vehicles entering the network leave by the same route of which 27% within 2 hours. On Saturday, the time spent within Kirkham by the vehicles is higher than weekday, but they are typically spending less than 2 hours.
HGV movements
3.23 We have extracted HGV traffic from the above survey to examine their movements and to understand the volumes of movement and amount of through traffic for the weekday (which is busier).
3.24 Figure 3.4 shows a movement matrix by type of vehicle. There are a total of 218 matched vehicles. 62%of these are OGV1 (rigid lorries), 10% are OGV2 (articulated lorries) and 28% are PSV (buses, refuse trucks etc.).
3.25 44% of the 218 matched vehicles enter via Station Road, 33% via Preston Street and 18% by Freckleton Street. No articulated vehicles enter via or leave via Ribby Road.
3.26 Figure 3.5 shows an estimation of through traffic, by examining the number of vehicles that leave by a different route within 5 or 10 minutes. It shows that 39% and 52% of matched vehicles (32% and 43% of all vehicles) leave by a different route within 5 / 10 minutes respectively, including 62% of OGV2’s (articulated lorries). It could be that their origin or destination is in the broader area (e.g. one of the industrial estates in Wesham). Figure 3.4 HGV movements in and out of Kirkham
In by Out by Station Road Ribby Road Freckleton St Preston St Total out by OGV1 60 8 14 53 135 Station Road 12 1 5 37 55 Ribby Road 5 2 2 4 13 Freckleton St 9 2 2 8 21 Preston St 34 3 5 4 46 OGV2 9 6 6 21 Station Road 3 4 2 9 Freckleton St 1 1 4 6 Preston St 5 1 6 PSV 27 1 20 14 62 Station Road 2 20 22 Ribby Road 2 12 14 Freckleton St 21 1 22 Preston St 2 1 1 4 Total in by 96 9 40 73 218 In by 44% 4% 18% 33% Out by 39% 12% 22% 26%
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Figure 3.5 Estimates of through traffic for HGV’s
Leaving by other route Leaving by other Total within 5 minutes % route within 10 mins % OGV1 135 31 23% 46 34% OGV2 21 13 62% 13 62% PSV 62 41 66% 55 89% Total 218 85 39% 114 52%
Further Observations: School Traffic
3.27 Looking at the traffic movements from surveys at Site 1, there is a significant increase in traffic to and from Moor Street during the AM peak period between 0800 and 0900 when school traffic would be assumed to make a difference (321 two way trips on Thursday, 92 two way trips on Saturday). Not all of these trips will be attributable to the Grammar school however they will constitute a proportion.
3.28 Looking at the traffic movements from surveys at Site 2, there is a significant increase in traffic to and from Freckleton Street during the AM peak period between 0800 and 0900 above Saturday peak period when school traffic would be assumed to make a difference (258 two-way trips on Thursday and 160 two-way trips on Saturday). Not all of these trips will be attributable to Carr Hill school a however they will constitute a proportion.
Pedestrian movement: field observations
3.29 Footfall surveys at two locations on Poulton Street for half hour every two hours on Wednesday 12th February. The West End location was from the Book & Bean Café. The East End location was at the end of Market Square next to the bus stop.
3.30 The number of pedestrians on both north and south footways and direction of travel were logged, together with the number of people crossing here.
3.31 Numbers were relatively consistent throughout the day. The higher numbers of pedestrians at the 3pm survey times were due to large numbers of secondary school children heading westwards.
3.32 At the East End of Poulton Street, the north side footway was more popular (sunny side, adjacent to Market Square). Nearly 4/5 pedestrian movements were along north side here. Some crossing occurs, predominantly from south side to north side for people accessing Market Square and the high street from Freckleton Street. Averaging out survey results over the day would imply a combined footfall of 295 per hour at this location.
3.33 In the central section of Poulton Street (Kirkgate to Clegg Street), footfall was more consistent between sides of the road. There is a strong crossing movement from alleyway connecting to Mill Street car park opposite Book & Bean. Averaging out survey results over the day would imply a combined footfall of 289 per hour.
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Figure 3.6 Footfall survey from manual counts on 12th February
East End Time North side Crossing South side eastwds westwds northwds southwds eastwds westwds Total 10:00 78 58 23 0 8 11 155 12:00 39 44 13 9 31 22 136 13:30 53 54 6 12 9 8 124 14:50 74 63 10 17 12 25 174 244 219 52 38 60 66 589
Central section Time North side Crossing South side eastwds westwds northwds southwds eastwds westwds Total 10:05 35 30 31 40 40 145 11:50 21 28 9 1 38 24 111 13:40 30 31 9 7 24 31 116 15:00 19 79 n/r n/r 33 74 205 105 168 49 8 135 169 577
Pedestrian movement: traffic surveys
3.34 Pedestrian counts on Poulton Street were undertaken as part of the traffic surveys between 7am and 11pm on Thursday 27th and Saturday 29th February:
• Crossing movements at the West End and East End junctions; • Numbers of pedestrians walking along Poulton Street at various different points; • Number of pedestrians crossing Poulton Street at various different points.
Pedestrian crossing of West End junction
3.35 Figure 3.7 shows pedestrian crossing movements at the West End junction for the weekday, Thursday 27th February. The figure shows the total numbers of crossing movements of the four arms of the junctions by direction, plus maximum number per hour in brackets, over a 12-hour period of 7am-7pm.
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Figure 3.7: Pedestrian crossing movements of West End junction, Thursday 27th February
West End junction pedestrian crossings: total from 7am-7pm (and hourly maximum)
Station Road (B5192) 267 (38)
217 (40) Moor Street Poulton Street
108 125 236 199 (22) (21) (43) (35)
139 (26)
152 (28) Orders Lane
3.36 Here, there were a total of 1443 pedestrian crossing movements over the course of the day. The maximum hourly average was 135 during the AM peak, although levels were reasonably consistent throughout the course of the day, with an average 134 movements per hour in the inter-peak (9am – 4.45pm) and 120 per hour across the 12- hour period. Crossing movements were highest for west-east movements across Station Road.
3.37 Weekend pedestrian crossing movements were lower at 1014, an average of 84.5 per hour. The inter-peak period was the busiest, averaging 108.5 movements per hour.
Pedestrian crossing of East End junction
3.38 Figure 3.8 shows pedestrian crossing movements at the East End junction for the weekday, Thursday 27th February. The figure shows the total numbers of crossing movements of the four arms of the junctions by direction, plus the maximum number per hour in brackets.
3.39 Here, pedestrian movements were significantly higher than at the West End, with a total of 2260 pedestrian crossing movements over the 12-hour period, an average of 188 movements per hour. The maximum hourly average was 365 during the AM peak.
3.40 Half of the movements took place on the eastern arm of the junction on Poulton Street. There was a strong movement during the AM peak and between 3pm-4pm, related to school children walking to/from Carr Lane School.
3.41 Weekend pedestrian crossing movements were lower at 1668, an average of 139 per hour. The inter-peak period was the busiest, averaging 171 movements per hour.
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Figure 3.8: Pedestrian crossing movements of East End junction, Thursday 27th February
East End junction pedestrian crossings: total from 7am-7pm (and hourly maximum)
Church Street 186 (24)
201 (28) Poulton Street Preston Street
532 624 286 194 (115) (170) (78) (49)
116 (18)
121 (23) Freckleton Street
Pedestrian movement along Poulton Street
3.42 A 16-hour pedestrian count was undertaken along Poulton Street, with eastbound and westbound pedestrian movement along the north and south footways counted across three zones (eastern, central and western sections of the high street). Figure 3.9 summarises pedestrian flows at the different locations along the high street, showing average hourly number of eastbound and westbound pedestrians at each cordon point for Thursday and for Saturday.
Weekday
3.43 On the weekday, pedestrian movement was highest at the eastern end of the high street. The busiest location was the eastern edge closest to the junction with Preston Street, Freckleton Street and Church Street. During the 16-hour period, a total of 3397 pedestrians passed this point (both sides, both directions), averaging 212 per hour.
3.44 The inter-peak period (9am-4.45pm) in the western and central sections of the high street were the busiest, but the highest volumes of pedestrians in the eastern section occurred during the AM peak (associated with students walking to Carr Hill High School). Numbers of pedestrians were low between 7am-8am and in the evening period (5.45pm- 11pm). Average evening walking levels were 33%, 15% and 20% of average inter-peak levels in the western, central and eastern sections of the high street respectively. This reflects the lack of evening economy.
3.45 During the inter-peak (9am-4.45pm), the eastern end of the high street saw an average 307 movements per hour (both directions, both sides of the high street). Pedestrian
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volumes were 95% of this amount in the central area and 63% of this amount on the western section of the high street.
3.46 During the inter-peak period, at the western end, pedestrian movement was 81% higher on the north side. In the central zone, pedestrian movements were virtually identical on either side of the road (1% higher on north side) and at the eastern end, pedestrian movement was 186% higher on the north side of the street.
Weekend
3.47 On Saturday, pedestrian movement is significantly lower during early morning and AM peak, and slightly higher in the evening (7% above weekday volumes). Walking levels during the inter-peak are higher than weekdays at the west end (11%) and in the central zone (22%), but almost identical at the east end (-1%). This reflects the lack of school journeys that affect pedestrian volumes here during the week.
3.48 The busiest location is the central area of the high street by Kirkgate. During the 16 hour period, a total of 3187 pedestrians passed this point (both sides, both directions), averaging 199 per hour. During the inter-peak period, pedestrian numbers here averaged 352.7 per hour, compared to 303.5 per hour at the east end and 217.3 per hour at the west end.
3.49 During the inter-peak period, at the western end and eastern end of the high street, pedestrian movement was 92% and 93% respectively higher on the north side. In the central zone, pedestrian movements was 31% higher on the south side, reflecting the predominance of shops on the south side in this area.
Other observations
3.50 It is noticeable that pedestrian volumes, for both weekend and weekday are significantly higher at 2.2 and 2.3 compared with 2.1 and 2.4. This reflects the fact that the alleyway to Mill Street car park provides a large feed of pedestrians into the high street.
3.51 Pedestrian flows from 7am-7pm at the West End of the high street (location 1.2 and 1.4) are 2017 on the weekday and 2022 on the weekend. This compares with 10073 and 8881 vehicles travelling along Poulton Street by the west end junction, meaning that pedestrians represent 17% (weekday) and 19% (weekend) of traffic at this location.
3.52 Pedestrian flows from 7am-7pm at the East End of the high street (location 3.2 and 3.4) are 3210 on the weekday and 2661 on the weekend. This compares with 8857 and 8017 vehicles travelling along Poulton Street by the east end junction meaning that pedestrians represent 27% (weekday) and 25% (weekend) of traffic at this location.
Pedestrian crossing of Poulton Street
3.53 Pedestrian crossing movements of Poulton Street were also counted in these three zones and are shown in Figure 3.10. The most westerly crossing point (1.1) is the traffic light crossing with Orders Lane / Station Road. The central crossing point (2.2) is the pedestrian crossing by Kirkgate. All other crossing locations are zones where people are informally crossing.
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Weekday
3.54 There were a total 4,551 crossing movements across the length of the street, with 1065 (23%) in the western section, 1451 (32%) in the central section and 2035 (45%) in the eastern section. A total of 1682 (37%) of crossings took place at the formal crossings (West End and Kirkgate), with the remaining 63% taking place away from crossing locations.
Weekend
3.55 There were a total 5,004 crossing movements across the length of the street, with 1210 (24%) in the western section, 1688 (34%) in the central section and 2106 (42%) in the eastern section. A total of 1714 (34%) of crossings took place at the formal crossings (West End and Kirkgate), with the remaining 66% taking place away from crossing locations.
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Figure 3.9: Pedestrian flows along different sections of Poulton Street
Data shows eastbound and westbound pedestrian movements at 12 cordon locations along Poulton Street, for Thursday and Saturday. The numbers represent average movements per hour during the day (inter-peak, 09:00-16:45).
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Figure 3.10: Pedestrian crossing of Poulton Streets at different points
Data shows northbound and southbound crossing movements at 9 locations along Poulton Street, for Thursday and Saturday. The numbers represent average numbers of crossing movements per hour during the day (inter-peak, 09:00-16:45).
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Parking occupancy
Poulton Street beat surveys
3.56 Number plate matching surveys were undertaken on six occasions throughout the day, roughly hourly.
3.57 There are a total of 20 parking spaces on Poulton Street.
3.58 Occupancy is shown in Figure 3.11. 22 vehicles at 14:40 includes a couple of cars parked on double yellow lines.
Figure 3.11: Parking occupancy of on-street parking on Poulton Street at hourly intervals on 12th February
Time 10:25 11:25 12:20 13:30 14:40 15:30 No. of parked vehicles 17 16 14 22 12 18
3.59 This shows the on-street parking on Poulton Street is very popular and well used.
3.60 There were a few occasions where vehicles were parked for a long time. At the East End, one vehicle stayed all day and another moved away for a short period before returning. At the West End, one vehicle stayed the majority of the day. So three of the 20 spaces were effectively being used as long-stay. Five further vehicles were present over consecutive observations. Of 96 vehicles observed parked at the 6 times during the day, there were 79 different vehicles. Thus failure to observe short-term waiting restrictions is a minor problem, but not a significant one.
Market Square beat survey
3.61 The Market Square was observed on three occasions. There are a total of 19 spaces here and it was mostly full throughout the day (Figure 3.12).
3.62 7 vehicles were present throughout the survey (first observation 10:10, last observation 15:30), so a significant minority of vehicles are using it as long-stay.
Figure 3.12: Parking occupancy of Market Square on 12th February
Time 10:10 13:30 15:30 No. of parked vehicles 18 19 15
Church Street beat survey
3.63 Church Street was mainly full throughout the day. Of the max 14 parking spaces available on the west side of the street between Market Square and the Church, 4 vehicles were parked all day – most likely residents. A further 4 vehicles were parked for at least 2 survey points.
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Figure 3.13: Parking occupancy of Church Street on 12th February
10:10 13:30 14:45 15:45 Church Street 11 10 10 14 to park entrance and outside school 10 4 9 9
Mill Street car park utilisation
3.64 Mill Street is the main public car park for Kirkham town centre. There are 140 spaces, although 18 spaces are reserved/private and 8 spaces are designated disabled spaces.
3.65 The car park was well used, though had reasonable capacity throughout the day. Maximum utilisation was 67% at 11:30. The reserved spaces were very sparsely used. This meant that the non-reserved publicly available spaces were 82% used at peak occupancy at 11:30.
Figure 3.14: Parking occupancy of Market Square on 12th February
Time 10:30 11:30 14:00 16:00 No. of cars 79 94 78 55 % utilisation 56% 67% 56% 39%
Other car parks and on-street parking
3.66 Occasional beats of other car parks and on-street parking areas were conducted. Figure 3.15 summarises capacity and occupancy at three times of day.
Figure 3.15: Parking occupancy of Market Square on 12th February
Other car parks Capacity 09:30 12:00 15:00 Orders Lane 17 (4 reserved) 9 11 8 Eagles Court ~15 18 13 16 Eagles Court private area 11 13 11 Factory shop car park 26 3 14 10 Kirkgate underground 28(?) 3 Enterprise House 11 1 0 1 On-street Marsden Street (from Orders Lane to Kirkgate) 33 23 19 Clegg Street 8 8 6 Birley Street 10 8 10 6
Summary
3.67 Figure 3.16 provides a summary of overall on- and off-street parking capacity and utilisation for Kirkham, as observed on 12th February. (Note there was an intention to undertake further parking occupancy surveys, but the coronavirus outbreak prevented this).
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3.68 There are 172 spaces in public car parks (including 22 reserved spaces). Maximum observed occupancy was 129 vehicles (75%). There are 119 on-street spaces, with a maximum observed capacity of 109 vehicles (92%). There are a further 270 spaces in retail or private non-residential car parks, many of which are poorly used. Maximum observed occupancy here was 137 vehicles (51% of this stock).
Figure 3.16: Summary of on-street and off-street parking capacity and occupancy in Kirkham town centre on 12th February
Capacity disabled private / peak % Car Parks reserved utilisation utilisation Mill Street 140 8 18 100 71% Orders Lane 17 2 4 11 65% Eagles Court 15 0 0 18 120% sub-total 172 10 22 129 75% On-street Poulton Street west end 14 0 0 16 114% Poulton Street east end 6 0 0 6 100% Market Square 19 0 0 20 105% Birley Street 10 0 0 10 100% Kirkgate 2 2 0 2 100% Clegg Street 8 0 0 8 100% Marsden St (Orders Lane to Kirkgate) 33 0 1 23 70% Church Street 27 2 0 24 89% sub-total 119 4 1 109 92% Total 291 14 23 238 82% Capacity disabled private / peak % Private car parks reserved utilisation utilisation Morrisons 165 8 0 101 61% Eagles Court private area 20 0 0 13 65% Factory shop car park 26 0 0 14 54% Kirkgate underground 28 0 0 2 7% Enterprise House, Marsden Street 11 0 0 1 9% Britannia Court, Marsden Street 8 0 0 0 0% The Swan, Poulton St / Orders Lane 12 0 0 6 50% sub-total 270 8 0 137 51% Total 561 22 23 375 67%
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4 Transport proposals
Rationale for approach
4.1 Kirkham town centre has significant challenges relating to vacancies, footfall, building neglect, traffic and weakness of offer.
4.2 The town centre is focussed on a main street which is relatively heavily trafficked. This reduces the amenity for pedestrians in the town centre, reducing the amount of space given over to pedestrians and presenting a physical barrier to moving through the space Excessively wide junctions onto side streets inhibit the free flow of pedestrians along the length of the high street (Poulton Street) with a consequential lack of connectivity around the whole of the town centre, which discourages visitors from exploring beyond their initial destination and fails to capitalise on the potential of the town centre as a whole.
4.3 The Fylde Local Plan to 2032 identifies Kirkham as a key service centre, and Policy S1 states that the role of key service centres will be maintained over the life time of the local plan; existing services and facilities will be enhanced; a range of housing and employment opportunities will be promoted and delivered, as well as retail and other community services, to serve the wider catchment area.
4.4 Hence a Future High Streets Fund bid is being prepared to identify schemes to enhance the town centre.
4.5 The vision for Kirkham in this bid is “a strong historic destination market town for the 21st Century”. In order to realise this vision a bespoke set of critical success factors have been identified to deliver a transformational programme of interventions targeted at enhancing the vitality of the town centre. These are:
• Improve access into and around Kirkham town centre making it easy and straightforward for residents and shoppers to move around; • Improve movement and footfall through the centre, driving passing trade for the retail premises throughout the high street (Poulton Street); • Improve the appearance of the town centre to make it a better place to visit and shop; • Reanimate the market square as the focus of the town centre; • Contract retail provision to allow a more focused retail provision of appropriate scale for the town; and • Diversify town centre uses in particular by introducing new residential development into the town centre, which will create a valuable market for retailers and increase footfall.
4.6 More broadly, there are strong themes in the planning and transport policies of Fylde and Lancashire County Council, specifically:
Fylde Borough Local Development Plan
• Promote improvements to healthy lifestyles and develop a network of cycling and pedestrian routes;
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• Provide high quality public realm and more opportunities for walking, cycling and public transport; • Improve access to greenspaces and the Green Infrastructure network; Lancashire Local Transport Plan
• Under “Improving People's Quality of Life and Wellbeing”: o improve the quality of neighbourhoods and give real choices to individuals about their everyday journeys and leisure activities; o Expand our network of footways and cycleways; o Provide opportunities for people of all abilities and social backgrounds to participate in a full range of social and leisure activities, including access to the countryside; o Make sure that the transport needs of older people are properly addressed so that they are able to continue to take a full part in society. • Supports objective of “Improving safety of our streets for our most vulnerable residents”; • Under “Providing Safe, Reliable, Convenient and Affordable Transport Alternatives to the Car”: o Provide safe and convenient new infrastructure for walking and cycling; • Under “Reducing Carbon Emissions and its Effects”: o Improving the range of sustainable transport options available; o Complement regional initiatives for new electric vehicles charging points. Fylde Coast Highways and Transport Masterplan, 2015
• Cycling and walking to become the convenient travel choice for shorter distances; • Our streets and public spaces to feel safe and attractive. Lancashire Rights of Way Improvement Plan
• Under 1 Condition and connectivity of the wider access network: o Connect green spaces better with communities and urban areas. • 3 Twenty to thirty minute walks; • 4 Multi-user routes.
4.7 The size and topography of Kirkham should make it a place where walking and cycling are the primary choices for many people to access local facilities. Responding to the climate emergency requires not only decarbonising of the transport fleet, but an absolute reduction in the amount of car-based traffic. Therefore, we advocate a range of broader measures in the town masterplan to support the Future High Streets Fund programme, which will encourage uptake of walking, cycling and public transport.
4.8 We note that a significant proportion of the traffic in Kirkham town centre is likely through- traffic, particularly between Station Road B5192 and Preston Street. This traffic is of limited benefit to the town centre and adds to the traffic domination of the environment. The A583 / A585 routes around the west and south of Kirkham should be carrying NW- SE / SE-NW through traffic. Therefore we propose traffic measures in the town centre
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that will reallocate road space away from through traffic towards pedestrians and public realm.
4.9 That said, it is observed that the on-street parking on Poulton Street is very intensively used, with high turnover and overall public parking is reasonably well used.
Future High Street Fund Core Scheme
4.10 The transport elements to support the Future High Street Fund (FHSF) scheme are as follows. Design drawings for all the elements of the core scheme are incorporated into the town centre masterplan drawing in Figure 4.1 overleaf.
Transforming look and function of high street to improve pedestrian amenity, enhance public realm and reduce traffic dominance
4.11 The high street (Poulton Street) is traffic dominated and fails to convey arrival into the town centre. Conversely, the space given over to pedestrians is limited and functional, crossing the high street is challenging, and there is limited space for social exchange. The environment is particularly challenging for mobility-limited people due to inadequate crossings of some side streets and, in places, street clutter obstructing footways.
4.12 FHSF will be used to deliver a major enhancement to the high street, which will communicate arrival into the town centre and accord pedestrians’ priority. Specific measures include:
• The carriageway will be narrowed to 6m and the footway widened for the length of the high street (from B5192/Station Road to Church Street junction); • A coloured surface treatment to the carriageway and removal of the centreline will change the feel of the high street to one where vehicular traffic does not take priority; • On-street parking will be rationalised, with parking bays and loading bays incorporated into the footway (so that when they are not in use, the space can be used as footway). Additional disabled parking will be provided in the central and eastern sections of the high street; • Continuous footways will be provided across all side-road junctions to provide fully accessible movement and greater pedestrian comfort and priority; • Additional seating and rest points will be provided along the widened footway and an enveloping scheme and public arts strategy will provide more visual interest for pedestrians; • There will be a programme of removing street clutter to improve pedestrian access along the high street and to improve the visual aesthetic; • The existing 20mph speed limit will be retained and better signed. (The other proposed changes to the carriageway will help to enforce the speed limit); • Traffic signs to Mill Street car park will be displayed from the east and west to encourage traffic to use the car park. (The car park is not well-signed at present and there is anecdotal evidence that some users are not aware of it, which creates additional pressure on on-street stock). Once people are parked up in a car park, they are more likely to stay longer and visit multiple destinations compared to on- street.
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Enhancing pedestrian accessibility and public realm at entrance to Morrison’s / Mill Street
4.13 The FHSF will be used to improve pedestrian accessibility and the quality of the environment at the entrance to Morrison’s / Mill Street. In particular:
• The footprint of the overly large junction into Morrison’s / Mill Street car park will be minimised to make pedestrian movement across it easier; • The excessive guard railing around the junction will also be removed; • Public space will be created adjacent to Kirkham United Reformed Church to enhance the setting of this fine building; • A pedestrian crossing of Poulton Street will be provided between Mill Street and Clegg Street to accommodate the strong demand for crossing here, (at a location where there have been some pedestrian accidents). This will provide a link into the newly created public space by the church; • Clegg Street will be reversed to one-way southbound operation to enable the provision of a zebra crossing between Clegg Street and Mill Street.
Eastern Gateway pedestrian accessibility and public realm improvements
4.14 The junction of Church Street / Poulton Street / Freckleton Street and Preston Street, adjacent to Market Square forms the eastern gateway to the town centre and the Market Square is the primary public space and central point of the town. The FHSF scheme will:
• Create a high quality public space in Market Square which will be pedestrianised and extended to cover the width of Church Street. A narrowed 5m carriageway (kerb-segregated) will carry vehicles across the Market Square space onwards to Church Street. Parking will be removed from the Square; • Reduce the overly-large junction footprint to a minimum, allowing easier pedestrian movement towards the town centre; • Provide zebra crossings on the Preston Street, Freckleton Street and Poulton Street arms of the junction; • Widen footways on Preston Street immediately to the east of the junction.
Western Gateway pedestrian accessibility and public realm improvements
4.15 The junction of Poulton Street / B5192 Station Road / Moor Street and Orders Lane forms the western gateway to the town centre. It is a traffic dominated junction with poor pedestrian facilities and a failure to announce arrival in the town centre.
4.16 The study examined mechanisms to improve the layout of the junction, but the orientation of the junction and the high north-east, east-north traffic movement means that it is difficult to develop a design that improves pedestrian links and safety without causing significant traffic delay. It has been adjudged that a scheme would cost a significant amount to deliver limited benefits.
4.17 Nonetheless, there are measures that can be taken to improve the sense of arrival in the town centre and improve pedestrian linkages across the southern arm of the junction.
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4.18 The FHSF will:
• Improve the public realm in front of the Black Swan public house, creating a level footway and consistent high quality material between the entrance to the building and the carriageway. Tree planting and public arts will further enhance this space.
Broader connectivity improvements and complementary measures
4.19 The FHSF will also be used to implement a range of complementary measures to further enhance pedestrian accessibility to the town centre in order to drive footfall, as well as to manage the amount of traffic access and parking requirement in the town centre: These include:
• Surfacing, lighting and continuous level footways across side-road junctions on Poulton Street to provide comfortable, legible routes; • Enhanced pedestrian links to Poulton Street (surfacing, lighting, signing) from the three ginnels connecting to Mill Street car park; • Enhanced pedestrian links from Progress Park business estate to encourage employees to use the town centre. An informal pedestrian crossing of Orders Lane will also be provided next to Orders Lane car park to provide greater comfort and facility to pedestrians parking here; • Enhanced pedestrian links from the residential area south of the town centre, through enhancements to footway surfacing, lighting, and zebra crossing of Marsden Street along Kirkgate. On the northern section of Kirkgate, the footway will be widened; • Cycle parking: high quality cycle parking at Market Square, Kirkgate, west end of High Street (by Mill Street junction), garden area adjacent to Orders Lane / Moor Street, Mill Street car park and Morrisons; • Pedestrian signing and wayfinding to improve legibility of high street and environs; • Reorganisation of Mill Street car park to increase the number of disabled bays in the upper level and reduce in the lower level and, if possible, remove or reduce the number of reserved bays in the car park.
Parking implications of proposals
4.20 The current proposed changes to the layout of the high street imply the net loss of circa 25 on-street public parking spaces (19 in Market Square which is pedestrianised, 2 on Church Street adjacent to Market Square, 3 on Poulton Street east, plus an additional space created on Kirkgate and 2 spaces lost in Orders Lane car park to install electric charging infrastrutcure). The re-use of Kirkgate building will bring ~28 spaces back into use in the Kirkgate underground car park, though the surface car park will be reduced in size and become private. This will in effect provide a net additional ~12 spaces (28 new spaces minus maximum utilisation of surface public parking of 16).
4.21 The net impact on parking utilisation, excluding Kirkgate redevelopment, will be to take utilisation of public on- and off-street parking to 89%. It would be normal to aim for 85- 90% utilisation of public parking. Therefore public parking would be approaching a desired maximum utilisation. However, there is plentiful, relatively under-used retail and private non-residential parking, so absolute capacity exists, although there may be a need to modify use. All this said, a key aim of the FHSF and masterplan is to improve
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the attractiveness and ease of walking and cycling in Kirkham, so the measures may help to reduce parking demand as more people walk to the town centre.
4.22 All of the above analysis is based on 2 days’ parking occupancy surveys in February, before the COVID lockdown. It is also recognised that the major changes happening on the high street in Kirkham, with some retail potentially struggling to survive, but ambitions in this FHSF plan to bring more residential and retail uses into the centre, mean that the demand for parking in the future is highly uncertain. The town centre masterplan has further ambitions for the redevelopment of Eagles Court and the bringing back into use of several vacant buildings. In some cases, these ambitions may increase public parking availability, in others they may reduce it. There are also broader issues relating to large amounts of parking for business parks that are spilling out on-street and into town centre car parks.
4.23 Therefore, it is proposed that as the FHSF programme is taken forward and as conditions return towards normal, a parking study should be undertaken to establish a forward strategy for managing car parking in Kirkham town centre. This study should include:
• Occupancy and utilisation surveys of the main public car parks and on-street parking around the town centre on a weekday and on a Saturday; • Occupancy surveys of private / retail parking, including Morrisons, Progress Business park and private parking around the town centre; • An assessment of the impact of planned FHSF and masterplan schemes on overall public parking stock; • An assessment on future desired levels of publicly available charging infrastructure to be made available, and the most appropriate location(s) for this.
4.24 The study should then assess any overall parking deficit and consider ways of addressing this, including:
• Removing reserved parking from Mill Street to enable higher utilisation of this car park; • Considering the need / benefit of introducing wait restrictions at Mill Street (e.g. 4 hours) in order to protect this parking for shoppers and visitors; • The ability to bring some of the under-used private parking into better use, by, for example, negotiating leases of parking spaces with private landlords for business / worker use. This would need to establish an appropriate mechanism for managing and paying for the leasing of this space. • Solutions for specific locations such as Progress Business Park, which could include broader solutions such as providing alternative transport to the site (e.g. commissioned public transport services or ride-sharing schemes) to reduce absolute parking demand.
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Figure 4.1 Transport proposals in Future High Streets Fund masterplan for Kirkham town centre
(Note that higher resolution drawings and close-ups of areas are included in the main FHSF bid and masterplan document).
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Appraisal of the scheme
4.25 We have sought to use the Healthy Streets principles in developing our proposals. Healthy Streets has been adopted by Transport for London as an overarching way of examining the function of streets and evaluating the impact of proposed schemes. It firmly puts the needs of pedestrians and cyclists at the heart of street design.
4.26 Utilising the Healthy Street Designers Checklist, we have scored the existing layout of Poulton Street and assessed the impact of the revised scheme, which shows a significant improvement in the performance of the street.
Figure 4.1 Transport proposals in Future High Streets Fund masterplan for Kirkham town centre
Transport measures for broader town masterplan
4.27 We have identified a range of measures to enhance access and connectivity more broadly in Kirkham, as part of a wider town masterplan.
Railway station
4.28 This is the most used rail station in Fylde, but the station building is in a poor state, the station facilities are fairly basic, there is a lack of dedicated station parking and the streetscape immediately around the station is unfriendly and offers poor quality public realm. We suspect that the lack of dedicated parking creates problems for the dense residential area immediately to the north of the station, which has large levels of on- street parking, with many cars obstructing footways. Fylde Local Development Plan identifies the aspiration to develop Park & Ride car parking at the rail station.
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4.29 There is the opportunity to significantly enhance both the station itself and the environment around the station, as well as a need to enhance access to the station by foot, bike, bus and car.
4.30 Suggestions for enhancing the rail station facilities include:
• Better real time information screens in station entrance and on platforms; • Accessible toilets; • CCTV coverage; • Cycle parking in entry lobby; • General update of the station building, including reinstating windows to front.
4.31 Suggestions for enhancing the streetscape between the southern end of the bridge and Segar Street, include:
• Narrow carriageway from southern end of bridge to Segar Street to 5.5m to enable wider circulation space in front of station and by bus stops; • Remove loading bays directly in front of station entrance (possibly swapping location with southbound bus stop); • Provide raised zebra crossing directly opposite station entrance (giving access to northbound buses and to car parking on north and south sides of railway); • Install with-flow light segregated cycle lanes in both directions (see below).
4.32 It may be appropriate for a larger masterplanning project to be undertaken to consider the different elements of a station upgrade and improvement to the surrounding highway, as well as take forward any proposals for development of enhanced parking / Park & Ride.
Cycle link from town centre to rail station
4.33 Improving cycling links between the town centre and railway station will help some rail users to choose to cycle to the rail station, reducing the excess demand on parking in the environs, as well as more generally improving the potential for cycling in Kirkham.
4.34 Contemporary cycle guidance would suggest that for the traffic volumes on the B5192, ‘light segregation’ would be desirable. Ideally we would recommend with-flow ‘hybrid’ cycle lanes which have a slight vertical segregation from the carriageway and from the footway. Ideally, pedestrian footways would be 2m, each cycle way 2m and the carriageway 6m, which would provide a total width of 14m, although it is acceptable for the cycle lanes to be a minimum 1.5m.
4.35 Most of the highway along the B5192 from the rail bridge as far as Barnfield, just north of Poulton Street has good width (including footways and verges), though there are some sections of the route which are not quite wide enough to realise the preferred scheme and would require obtaining third party land, and to have small sections with sub-standard widths. This would be a major scheme to remodel the carriageway and would involve extension of carriageway into footway.
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4.36 An alternative for enhancing the cycle link between the rail station and town centre would be to provide a two-way cycle lane on the eastern side of the carriageway, though again it would require sub-standard widths for some of the sections. (We would not advocate a shared footway / cycleway due to the conflict this causes between pedestrians and cyclists).
Figure 4.2: Stepped Cycle Track design guidance, drawing DE021 from TfWM Cycle Guidance, 2019
Enhanced cycling and walking links around the town
4.37 Encouraging walking and cycling helps to stimulate local trip-making and reduce the negative impacts of excessive car use on the town, both of which will help the ambitions for the town centre in the Future High Street Fund bid. Greater levels of walking and cycling would also address a large number of public policy objectives contained in Fylde Local Development Plan and Lancashire County Council Local Transport Plan.
4.38 We see significant opportunities to enhance provision of walking and cycling links across the town, creating a walking and cycling network, and providing better access to green space. Figure 4.3 overleaf summarises our suggestions, which include:
• Permit cycling in Memorial Park (provide segregated cycleway next to existing pedestrian footway). This will provide a connection between the rail station to Barnfield link and onwards to the Town Remembrance Way as far as Carr Lane, as well as access to the east end of the town centre via Church Street;
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• Enhance the footway connecting Kirkham town centre with Wesham housing area from end of Church Street to Derby Road, along the existing footpath that passes underneath the railway to the west of the station. This will provide a pleasant countryside link to Kirkham town centre, as well as a useful direct active travel route towards health facilities that are planned to be relocated in Wesham. More ambitiously, this could also be considered as a potential future cycling link; • Provide cycle and footway link from the new development planned for SE Kirkham, to connect to Town Remembrance Way. This will provide an attractive green route from the eastern end of Kirkham to the centre of Kirkham, as well as onwards by road to the rail station on a route that is shorter than by public highway. • Provide an off-road cycling link along the A583 from Freckleton Street to the A583/A585 junction. (Existing LCC proposal); • Provide cycle and footway link from new housing development to the west of Kirkham along A583 to Ribby Road. This would require some form of controlled crossing on A585 or traffic calming of this junction to make the crossing safe and acceptable for pedestrians and cyclists; • Enhance existing footway link from new housing development to the west of Kirkham on A583 to Ribby Hall to cycle and footway; • Provide safe crossing of A583 onto above link by Old Tarnbrick Way (will require modification to speed limit and highway layout for traffic leaving the A583/A585 roundabout westwards); • Provide cycle and footway link from Ribby Road to Ribby Hall Village (Existing LCC proposal). This would involve better crossing arrangements of A583 to make crossing safe and acceptable for pedestrians and cyclists and to reduce traffic speeds here. There is an existing cycle route on the south side of the A583 whose surface is reasonably good but requires vegetation cut back. When the route joins B5259, 250m before Ribby Hall entrance, a 2m shared footway / cycleway on the south side of the carriageway could be provided (which would require carriageway narrowing, which would help to reduce traffic speeds); • Provide cycle link along A585 from A583/A585 junction to St George’s Park (Existing LCC proposal). Alternatively, better connections to and better signing through the residential estate to the east of A585 may provide a safer, more pleasant route; • Enhance existing footway (widen and surface, with lighting) from St Georges Park to Market St / Knightsbridge Close (north of the railway) to cycle and footway. (existing LCC proposal). Some of this route has already been upgraded. Arrangements for pedestrians / cyclists exiting the route onto Market Street need enhancing to reduce conflict / danger with parking for residential properties on Market Street; • Ensure walking and cycling link is provided between the housing development just north of Blackpool Road and the new development planned between it and the railway, providing walking and cycling access towards the business estates in west Kirkham and towards the rail station; • Provide a toucan crossing of the A585 at the Kingfisher roundabout to get residents from the new housing developments to the west of this road across towards the west Kirkham business parks and rail station. (Planning condition of approved housing development here). There is a proposal for a cycling link north- south on the perimeter of this new development adjacent to the A585. Initial drawings show this route stops short of the railway bridge. It is questionable what
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use this route is, unless there are longer term proposals to upgrade cycling along the A585 – and investment may be better in providing west-east links from the new development towards Kirkham/Wesham; • Improve pedestrian and cycling permeability in western suburbs by enhancements to existing pedestrian cut-throughs: o from Foxwood Drive to Regency Crescent (signing and surfacing); o from Regency Crescent to Bentley Drive (signing and vegetation cut back); o from Bentley Drive to Windsor Drive (signing and vegetation cut back). • Improve pedestrian and cycling permeability in western suburbs by creating new cut-throughs: o north - south movement between Windsor Drive and Ribby Road: opportunity to address e.g. by link to St John The Willows RC Church or Grammar School lane? (ensure this is a requirement of planning permission for development of this land); o Poor east-west accessibility between Sandhurst Crescent and Woodlands Avenue: opportunity to provide pedestrian link via cricket club? • Improve pedestrian and cycling permeability in eastern suburbs by creating new cut-throughs: o Links from Carr Lane, Carwood Drive and Roman Way areas to Carr Hill High School and Freckleton Street. Conclusion on walking and cycling links
4.39 Kirkham and Wesham is of a scale where walking and cycling should be attractive options for many trips. There is also good access to green space and countryside. The walking and cycling infrastructure is currently ad hoc and in some cases poor.
4.40 There is an opportunity to significantly enhance walking and cycling provision in the town. We recommend that Fylde Borough Council, in partnership with the County Council and Town Council, develops a walking and cycling plan for the town, to identify desired enhancements. This should involve local residents in identifying improvements they would like to see. (On-line tools such as Commonplace https://www.commonplace.is/ are effective in helping people to pinpoint ideas and issues on a map base).
4.41 From this, a long-term walking and cycling plan could be produced and specific routes designed and costed. Government monies for encouraging walking and cycling, together with developer contributions from new developments being built in Kirkham / Wesham would be able to deliver this programme over time. Having a coherent costed plan will help to draw investment and funding into significantly enhancing walking and cycling options for the benefit of the town and its residents.
Electric vehicle charging infrastructure
4.42 Develop electric charging vehicle infrastructure for town, including in public car parks. Fylde Borough Council is already proposing a rapid charger in Orders Lane car park for low emission taxis. It will be useful to work with the Council in developing proposals for additional charging in public car parks.
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Figure 4.3: Rough sketch of proposals to enhance walking and cycling network around Kirkham
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