PROPOSED HOTEL EXTENSION
STANLEY HOUSE, PRESTON NEW ROAD, BLACKBURN
Transport Statement
June 2008
Version 4
PROPOSED HOTEL EXTENSION
STANLEY HOUSE, PRESTON NEW ROAD, BLACKBURN
Transport Statement
June 2008
Project Code: NW/JWPC/STANLEY.1 Prepared by: Maria Barry Position: Senior Transport Planner Approved by: Mark Butt Issue Date: June 2008 Status: VERSION 4
Mayer Brown Limited Premier House Church Street Preston PR1 3BQ Telephone 0870 011 7656 Fax 0870 011 7650 [email protected] www.mayerbrown.co.uk
Proposed Hotel Extension Stanley House, Preston New Road, Blackburn
Contents
1.0 Introduction
2.0 Existing Transport Context of Site
3.0 Access and Parking
4.0 Trip Assessment
5.0 Travel Plan
6.0 Summary and Conclusions
List Of Figures
Figure 1.1 Site Location Plan
Figure 2.1 Walking Accessibility
Figure 2.2 Public Right of Way Through the Site
Figure 2.3 Cycling Accessibility
Figure 2.4 Cycle Routes Adjacent to Site
Figure 2.5 Cycle Routes in Wider Area
Figure 2.6 Bus Stop Locations
Figure 2.7 Accident Locations
List Of Tables
Table 2.1 Bus Service Information
Table 2.2 On Site Parking Survey Results
Table 2.3 Accident Data Summary
Table 4.1 Hotel Complex Trip Rates (per bedroom)
Table 4.2 Predicted Vehicle Trip Levels
List of Appendices
Appendix A Site Plan
Appendix B Site Accessibility Review
Appendix C Parking Levels for the Development Site
Appendix D TRICS Database Outputs
Proposed Hotel Extension Stanley House, Preston New Road, Blackburn Transport Statement – Version 4
1.0 INTRODUCTION
1.1 Mayer Brown Ltd has been instructed by JWPC to provide a Transport Statement in relation to a proposed extension to an existing hotel and conference centre at Stanley House on Preston New Road, Blackburn.
1.2 The site is located just to the south west of the village of Mellor and to the north west of Blackburn. A plan showing the location of the site is shown in Figure 1.1 .
Figure 1.1: Site Location Plan
1.3 Stanley House currently consists of the following facilities:
• Functions held for up to 250 people (wedding/conference); • 12 bedroom hotel; • Cassis fine dining restaurant with 65 seats; • Bar; • 195 space car park.
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1.4 As explained in the TRI Hospitality Consulting report, the existing business is restricted due to the limited hotel capacity on site (only 12 rooms). In addition the site currently cannot offer standard restaurant and spa/fitness facilities, as required by guests. This has not only has limited the sites operations but has lead to unnecessary trips being made off site by conference, hotel and wedding guests.
1.5 The proposed extension to Stanley House includes the following:
• 38 new hotel bedrooms; • New 90 seat general dining restaurant (brasserie) – to provide food/beverage to hotel guests including breakfast/lunch/evening meals; • Cassis fine dining restaurant reduced to 45 seats; • Spa complex to support the hotel and conference facilities with gym, swimming pool and 10 treatment rooms; • Additional first floor office plus 2 meeting rooms seating a maximum of 8 people each.
1.6 A plan of the proposed site plan is contained in Appendix A .
1.7 This report considers the transport issues associated with the proposed development.
Section 2 considers the existing accessibility of the development site. Section 3 contains information on site access and parking provision. Section 4 provides an assessment of trip levels. Section 5 outlines the Travel Plan for the site. Section 6 has conclusions and a summary.
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2.0 EXISTING TRANSPORT CONTEXT OF THE SITE
2.1 This section provides an overview of access to the site by a range of transport modes.
2.2 The development site is located off Preston New Road (A677) which links Preston and Blackburn.
2.3 The immediate surrounding area is predominantly farmland with British Aerospace’s Samlesbury site boundary and the Blackburn urban area borough boundary just over a kilometre from the site. Local shops and facilities are located in the villages of Mellor and Mellor Brook, which provides a range of services including pubs, post office and library.
2.4 The site accessibility has been assessed using the Lancashire County Council (LCC) point scoring system, set out in the Joint Lancashire Structure Plan for non-residential developments. The results are contained in Appendix B and show the development site has a rating of 20, which reflects medium accessibility.
Pedestrian facilities 2.5 Paragraph 75 of PPG13 states that walking is a suitable mode of transport for journeys under 2km, including the last part of a journey by public transport. Figure 2.1 provides walking distances of 1km and 2km, in relation to the development site. The site is located within a 1 kilometre walking distance of the villages of Mellor and Mellor Brook and within 2 kilometres walk distance of the north west area of Blackburn, British Aerospace Aerospace’s Samlesbury site and employment and residential areas.
2.6 Footpath no. 68 (public right of way) runs through the site – Figure 2.2 . The footpath follows the sites historic vehicle access (now used as a pedestrian route), which connects to Preston New Road opposite its junction with Mire Ash Brow. This also provides the direct pedestrian link between the site and local bus stops on Preston New Road.
2.7 An alternative pedestrian access is available via Further Lane, where the sites new vehicle access is located.
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2.8 Local off site pedestrian facilities include a footway from the site entrance on Further Lane to Preston New Road. A pedestrian refuge is provided on Preston New Road to link the site and this facility to the footway on the northern side of Preston New Road.
2.9 Also on the western side of Mire Ash Brow a footpath provides a pedestrian link between Preston New Road and Mellor.
2.10 Overall the site benefits from good pedestrian linkage to local bus stops and surrounding residential areas and businesses.
Figure 2.1: Walking Accessibility
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Figure 2.2: Public Right of Way Through the Site
Source: Lancashire County Council MARIO GIS Database 25/10/07.
Cycle facilities 2.11 Paragraph 78 of PPG13 explains that cycling is a suitable mode of transport to substitute car trips, particularly for journeys under 5km. It is estimated that to cycle 5km takes approximately 20 minutes and 2.5km can be cycled in about 10 minutes. Figure 2.3 showing cycle accessibility of 10 and 20 minutes in relation to the development site.
2.12 Within the Lancashire area, almost 50% of all trips are under 5km. A significant proportion of Blackburn, including the town centre and rail station, is within an acceptable cycle ride distance of the site.
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Figure 2.3: Cycling Accessibility
2.13 Local cycle facilities in the vicinity of the site include a signed cycle route (Lancashire cycleway route 91) on Further Lane, Preston New Road and Mire Ash Brow. This provides a direct link to the local rail station at Ramsgreave. Traffic signs are provided on Preston New Road to warn drivers of cyclists crossing the link as part of the Lancashire Cycleway. In addition, on carriageway advisory cycle lane markings are provided in the vicinity of the Further Lane/Preston New Road junction to aid cycle movements.
2.14 A plan of the cycle routes in the area is shown in Figures 2.4 and 2.5. The wider Blackburn area provides links to the national cycle network (NCN 6) and other local routes. Cycle access is therefore good, with links to the local rail station, facilities in Mellor and Blackburn and local residential areas.
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Figure 2.4: Cycle Routes Adjacent to Site
Key Other signed on-road cycle route Source: www.sustrans.org.uk 08/08/07
Figure 2.5: Cycle Routes in Wider Area
Source: Blackburn with Darwen Borough Council Cycle Routes Map
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Public Transport facilities - Bus 2.15 The development site is located adjacent to a bus route which runs along Preston New Road. This provides a regular service between Blackburn and Preston. In addition bus services are also provided via Mellor to Preston and Blackburn.
2.16 Table 2.1 notes the service details for the buses which serve the development site.
Table 2.1 – Bus Service Information Mon – Sat daytime Sunday Service Destinations Served Frequency Frequency Preston bus station – Mellor Brook – X59 1 hour 90 minutes Blackburn Boulevard 13 Blackburn – Mellor – Mellor Brook 1 hour - 2 per day Wednesday 217 Preston - Mellor - and Friday Source: www.traveline.org.uk 09/10/07
2.17 There are bus stops situated adjacent to the site on Preston New Road, in the vicinity of its junction with Mire Ash Brow. These bus stops are approximately 200 metres from the development. The locations of the bus stops are shown in Figure 2.6 (represented by red dots). The bus stop on the north side of Preston New Road has a bus shelter, seating pole and flag.
Figure 2.6: Bus Stop Locations
Source: Lancashire County Council MARIO GIS Database 09/10/07.
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2.18 Stanley House also operates a mini bus service for guests upon request, predominately operating between the site and Blackburn bus/rail interchange.
Public Transport facilities - Rail 2.19 The site benefits from several local rail stations within reasonable travel distance by various modes: • Ramsgreave & Wilpshire rail station is situated on the Manchester Victoria to Clitheroe rail line; • Blackburn rail station serves the Manchester to Victoria, Blackpool South to Colne and Blackpool North to York rail lines; • Mill Hill, Cherry Tree and Pleasington rail stations are on the Blackpool South to Colne rail line.
2.20 All the stations have hourly rail services to these destinations. Blackburn rail station is also connected directly to the site via the X59 bus service. Ramsgreave & Wilpshire rail station is directly linked to the site via a signed, on carriageway cycle route. The Mill Hill, Cherry Tree and Pleasington rail stations are all within 20 minute cycle ride of the site. The site has good links to the local rail network and therefore to surrounding urban areas, regional centres and the main UK rail network.
Local Highway network 2.21 Preston New Road (A677) is an S2 classified, primary route which is lit and subject to a 50mph speed limit in the vicinity of the site. It links Blackburn in the east and Preston in the west.
2.22 The site access to Further Lane is via a priority junction (completed in the last 3 years as part of a previous planning application), which connects to a recently improved Preston New Road/Further Lane priority junction, at the northern edge of the development.
2.23 There is a historic access point onto Preston New Road in the vicinity of the Preston New Road/Mire Ash Brow junction. This access, formerly the vehicular access to Stanley House, is now used as a pedestrian/cycle link to the local cycle network and bus stops.
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2.24 Mire Ash Brow is a minor road link, with white centre line and lighting, connecting the site to Mellor. The link is subject to a 30mph speed limit.
Traffic Flows 2.25 On site observations by Mayer Brown established that the site access/Further Lane and Further Lane/Preston New Road priority junctions are lightly trafficked and there are no problems associated with traffic flow and capacity.
On Site Observations 2.26 Mayer Brown’s site visit and discussions with the owner of the site have identified that the car park at Stanley House operates below capacity and adequately caters for existing site operations. Table 2.2 below contains the results of parking surveys completed during March and April 2008 and demonstrates the car park operates at well within capacity.
Table 2.2: On Site Parking Survey Results Number of Cars in Week Number of Cars in Week
Beginning 24/03/2008 Beginning 14/04/2008 09:00 14:00 22:00 09:00 14:00 22:00 Monday 5 12 1 10 5 8 Tuesday 12 15 56 35 80 5 Wednesday 10 17 10 5 10 10 Thursday 5 10 3 5 33 38 Friday 6 22 40 22 23 25 Saturday 18 55 55 9 15 47 Sunday 20 8 3 15 15 1 Daily 11 20 24 14 26 19 Average
Source: Stanley House staff
2.27 It is noted that the existing car parking levels on the site reflect a reduction from maximum parking standards. This followed a previous request from LCC to limit car park provision on the site to reflect Stanley House’s sustainable transport and car sharing policies. The operation of the car park has demonstrated that their approach to car parking provision on the site has been correct.
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2.28 We can confirm that existing access for service and refuse vehicles is acceptable with no operational issues.
2.29 There is accommodation within 10 minutes walk of the site, for 18 staff at present, with plans for accommodating up to 22 staff in the future.
2.30 It is understood that conference and hotel visitors to the site are frequently utilising off site leisure and restaurant facilities. These trips could be removed following the proposed development.
Accident Review 2.31 A review of accident records has been completed using Lancashire County Council’s GIS database. Over a 3 year period the database has identified a total of 2 slight injury accidents along Preston New Road in the vicinity of its junction with Mire Ash Brow (approximately 200 metres south of the Further Lane/Preston New Road junction). There were no accidents recorded involving children, pedestrians or cyclists.
2.32 The accident records do not highlight any particular accident trends or safety issues on Preston New Road or in the vicinity of the site. The accidents from the last 3 years have been summarised in Table 2.3 with their locations shown in Figure 2.7. It should be noted that the plan in Figure 2.7 shows accident data beyond the last 3 year period and therefore reflect the accidents at the old Further Lane/Preston New Road junction. Since the highway improvements have been completed there are no recorded accidents at the Further Lane junction.
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Proposed Hotel Extension Stanley House, Preston New Road, Blackburn Transport Statement – Version 4
Figure 2.7: Accident Locations
Source: Lancashire County Council MARIO GIS Database 09/10/07. NOTE: Some of the accidents shown occurred more than 3 years ago and are therefore excluded from the accident data summary in the following table.
Table 2.3: Accident Data Summary
Vehicles Date Time Location Casualties Weather Involved
Preston New Road south of 1 car, 1 29/04/2005 21:30 2 slight adults Fine, no winds Mire Ash Brow motorcycle Preston New Road at Mire 21/08/2004 12:18 2 slight adults 3 cars Fine, no winds Ash Brow junction
Air Quality Management Areas 2.33 The site is not located within an Air Quality Management Area (AQMA).
Local Development 2.34 It is noted that locally new development is currently progressing at British Aerospace’s Samlesbury site. Construction of approximately 1,000,000 sqft of extension to their existing aerospace manufacturing and engineering facility is ongoing. The development it noted as adding an additional 3,000 employees to the existing 3,800 already on site. This phase of the development is due to be completed over the next couple of years and could link well with the supporting hotel facilities proposed at Stanley House.
2.35 In addition there are also proposals for an Aeropark on the site, which would be regionally significant, although no exact details of the development or its timescales are currently known.
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Proposed Hotel Extension Stanley House, Preston New Road, Blackburn Transport Statement – Version 4
3.0 ACCESS & PARKING
3.1 This section reviews access and parking for the new development in relation to all modes of travel. A plan showing the layout of the proposed development scheme is provided in Appendix A.
Pedestrian Access 3.2 The principal pedestrian accesses to the site will be via the historic access road from Preston New Road. This forms a link to the existing footway on the north side of Preston New Road.
3.3 The site will also retain Footpath Number 68 with a connection through the site. There will be a requirement for a diversion of approximately 250 metres of the existing footpath route within the site to accommodate development plans. These works will be subject to standard footpath diversion procedure and approval from the Local Authority.
3.4 The proposed development benefits from new pedestrian routes around the grounds and internally through the buildings to connect facilities. The aim is to provide attractive and pleasant walking environments within the site to limit the need for guests to travel off site.
Cycle Access 3.5 Cyclists can access the development from Preston New Road via the existing vehicle site access or the historic vehicle access.
Public Transport Access 3.6 Existing access to public transport to/from the site is good with bus stops located on Preston New Road adjacent to the site. The existing local routes provide a good level of service to Preston, Blackburn and local centres and rail stations.
Vehicle Access 3.7 Vehicular access to the site will be via the recently improved site access road onto Further Lane, and via the Further Lane/Preston New Road priority junction.
3.8 There is no requirement for modifications to this junction or the existing site access due to: • Recent improvements to the junction layout;
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• No recorded accidents at the junction for the last 3 years (since improvement); • No capacity issues with the junction operation; • Confirmation from the hotel owner that there are no access issues for the site.
3.9 Within the site, part of the existing access road is to be enhanced in the vicinity of the existing service and car parking area (see plan in Appendix A ) in order to accommodate new development.
3.10 Visibility onto the access drive from the car parks will be in accordance with design standards (2.4 metres by 22 metes).
3.11 Gates are to be provided at the eastern end of the car park, close to the Cassis Restaurant. The gates provide flexibility in the design to enable larger vehicles to gain access the main building entrance as required, whilst remaining closed at all other times to control traffic movements near the main entrance to the hotel.
Deliveries and refuse collection 3.12 The site current operations work well for deliveries/refuse collection, with a separate area located within the staff parking area. It is envisaged that there will be only minor changes in the number of service vehicles visiting the site and that the vehicle types will remain as existing. The existing arrangement for servicing is therefore reflected within the new layout.
3.13 A service yard is proposed on the western side of the development adjacent to the barn and new brasserie. This will allow servicing to be completed with minimal interaction with visitors to the site. The majority of commercial vehicles to the site will access and egress the service area in forward gear. It is noted that the dray lorry and refuse vehicle will reverse into the service area for each delivery/collection (reflecting current operations).
Parking 3.14 The Joint Lancashire Structure Plan parking standards (adopted in March 2005) has been used to calculate the maximum level of parking for the site – assuming each element of the development is separate. However, the various proposed site facilities interlink with
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Proposed Hotel Extension Stanley House, Preston New Road, Blackburn Transport Statement – Version 4
attendees at functions also using the hotel, food/beverage and leisure facilities. Therefore a correction for this internal trip pattern is included within this parking assessment. It has also been useful to reflect existing site operations within the parking space calculations to provide a robust assessment.
3.15 Appendix C sets out the parking levels for the site for existing, LCC maximum (reflecting a site with medium accessibility) and proposed numbers of car parking bays. The existing level of usage of the car park is shown in Table 2.2 .
3.16 The proposed car parking provision for the site is 267 spaces – an increase in 72 spaces from current levels.
3.17 The development will include disabled car parking provision of 26 spaces (10% of the total number of spaces) as stated in the Joint Lancashire Structure Plan. This includes an improved provision of disabled parking within the site. Disabled spaces will be provided close to all building entrances, including 2 bays located adjacent to disabled friendly bedrooms.
3.18 There are 22 dedicated staff parking bays located in the vicinity of the servicing area, which benefit from close proximity to the main staff locker rooms. The remaining staff parking will be accommodated within the general on site car park areas.
3.19 A drop off area is provided outside the new hotel entrance to accommodate 2 light vehicles.
Calculation of parking requirements
Function 3.20 The proposed number of parking bays is calculated from a worst case scenario ie when the complex is operating at capacity with a maximum of 250 people for a function. The split of use between hotel, function guests and non resident has been estimated on existing information for the site use and proposals identified within the business plan.
3.21 Currently the site is at its busiest on a Saturday. A car parking survey conducted by the hotel staff demonstrates that the existing 195 space car park is approximately two thirds
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full during a wedding (approximately 130 spaces) – with approximately 200 guests (ie it reflects 0.65 spaces per guest).
3.22 Due to the fact that an additional 50 guests can be accommodated on the site for a conference rather than a wedding, the assessment has reflected this worst case scenario. From informal on site observations conducted by the site manager it is considered that the demand averages at 0.7 spaces per conference delegate.
3.23 The maximum capacity for a conference on the site is 250 people, which will equate to a maximum of 175 car parking bays (at a car space ratio of 0.7 per delegate), based on current site operations.
Hotel 3.24 If the hotel was fully occupied it would probably generate 1 vehicle trip per room, which would require 50 parking spaces – in line with LCC parking standards. However, this does not take account of linked trips with the hotel guests attending a conference or wedding at the site. Assuming 50% of rooms on site would be taken by conference or wedding guests, it is therefore proposed that 25 parking spaces would be needed for the hotel during a conference event.
Food/beverage 3.25 It is planned that the on site food and beverage facilities will mainly service hotel, conference and wedding guests. As their parking needs have been accounted for above, the restaurants are estimated to require only a proportion of LCC standard parking levels.
3.26 There are 65 seats at the fine dining Cassis restaurant at present - which is being reduced to 45 seats within the development proposals. At present, approximately 75% of its trade (evening only) is by non hotel or conference guests; although it is used by hotel guests for breakfast. It is estimated that approximately 20 spaces are utilised by the Cassis restaurant currently and that this is likely to be reflected in the future.
3.27 A new 90 seat brasserie is to be used for general dining, which will include breakfast for hotel guests and lunch - currently served in the bar. Assuming 20% of the Brasserie business will be from non hotel or conference guests an additional 9 parking spaces are predicted to be required – assuming a car occupancy of 2 people for 18 seats.
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Leisure 3.28 A significant amount of the business for the spa/leisure facilities is also predicted to be generated by the hotel, wedding and conference guests. However, some additional parking provision would be needed for staff and guests to the site. With 10 treatment rooms it is predicted that 20 new spaces would be required for the spa/leisure facilities for staff and guests.
Staff 3.29 In terms of employees for the complex there are approximately 60 existing staff (full-time and part-time) plus on average just under 60 casual staff who can be called upon for special events as required. On average the existing staffing levels for the site require 20 spaces at any one time; reflecting staff shift patterns.
3.30 As the extension to the site will require more staff – estimated at approximately 30 extra full and part time staff, with no requirement for extra casual staff, some additional parking will need to be provided. Based on the current utilisation of parking the 30 extra staff would require an additional 10 spaces.
Cycle, Motorcycle and Coach Parking
3.31 There will be a minimum of 26 cycle parking spaces (1 per 10 car parking spaces) and 13 motorcycle spaces located close to the building entrances, and which is above the standard 1 per 25 car parking spaces. The cycle and motorcycle parking will be long-stay, covered and secure – reflecting the requirement for all developments employing more than 30 full or part-time staff.
3.32 In line with LCC standards, coach and minibus parking will be provided adjacent to the main access road. A coach drop off space is also proposed in the vicinity of the new hotel entrance.
3.33 The level of parking provision on the site is within LCC maximum parking standards, and together with the access to alternative modes of travel, is predicted to encourage non car based travel at the site, whilst supporting the sites travel plan.
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4.0 TRIP ASSESSMENT
4.1 This assessment reviews the predicted travel patterns associated with the development.
Trip Rates 4.2 The impact of the proposed development on the adjacent highway network is to be considered for the weekday AM and PM peak hours, when levels of background traffic on the network is at its highest. However, the nature of the site is such that the trips generated will be spread out over a long period of time throughout the day and evening.
4.3 The traffic movements relating to conferences, focus on the weekday periods and weddings on Fridays and Saturdays – mid morning to evening. There is a limit on 250 attendees to such events on site.
4.4 The TRICS database version 2007(b) was used to assess the potential trip generation of the development during the peak hours. A TRICS run was completed to consider only those sites that were similar in size and nature to the Stanley House development in the category for 06 A Hotel, Food & Drink – Hotels. This TRICS database output, including filter information, is available in Appendix D.
4.5 The average trip rates and trip levels for the development in the AM and PM peak hours are contained in Table 4.1 and Table 4.2 respectively, and have been agreed by Lancashire County Council as part of the scoping excise for the site. The TRICS sites used were for hotel complexes (up to 150 rooms) with conference, spa, leisure and restaurants.
Table 4.1: Hotel Complex Trip Rates (per bedroom) Peak Hour Arrivals Departures Totals Weekday AM Peak 0.49 0.29 0.78 (0800-0900) Weekday PM Peak 0.44 0.45 0.89 (1700-1800) Source: TRICS version 2007(b)
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Table 4.2: Predicted Vehicle Trip Levels Peak Hour Arrivals Departures Totals Weekday AM Peak 6 (existing) 3 (existing) 9 (existing) (0800-0900) 19 (proposed) 11 (proposed) 30 (proposed) Weekday PM Peak 5 (existing) 5 (existing) 10 (existing) (1700-1800) 17 (proposed) 18 (proposed) 35 (proposed) Source: TRICS version 2007(b)
4.6 It is predicted that there will be approximately 30 to 35 trips in and out of the site during the AM and PM peak hours. This reflects between 20-25 new trips compared to the existing site operations in the peak hours.
4.7 The traffic generated by the development is slight and is considered to be too small to warrant any assessment of the Preston New Road junction, which is observed to operate well within capacity.
4.8 During the off peak periods it is likely that the site may experience a slight drop in trip numbers from existing use. This is due to the provision of additional accommodation within the site and an improved range of leisure and restaurant facilities, attracting visitors to stay within the site.
Transport Statement Summary 4.9 Based on the information above, it is evident that vehicle trips from the proposed development are slight and can be accommodated within the existing highway network.
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5.0 TRAVEL PLAN
5.1 The development will benefit from good accessibility for a range of sustainable transport facilities, including walking, cycling and public transport – as outlined earlier in the report.
5.2 Encouraging travel by sustainable modes can be achieved by offering realistic alternatives to travelling by car. However, the success of alternative modes of transport often depends on their promotion.
5.3 To maximise awareness, travel information will be provided to visitors and staff via the hotels website and reception. Local facilities and amenities (both on site and in the local area) will also be promoted to encourage local trips by sustainable modes.
5.4 The car park surveys of the site have shown a significant degree of car sharing and organised transport. The management are keen to continue this approach and this is reflected in the travel plan and proposed car parking levels.
Car-sharing 5.5 Car-sharing involves people sharing a lift, be it to work, on a shopping trip or travel to a particular location or event. It can take place either as a regular occurrence or just a one- off journey.
5.6 The benefits of car-sharing can include the following:
• Cost savings – for both the driver and passengers as the total cost of the journey is often divided equally between those travelling, making the trip cheaper for everyone; • Parking space – for those travelling to work in similar locations, the dependency on the car is reduced, potentially removing the need to own a car and therefore helping to reduce the car parking requirements; • Environmental – reducing the total number of vehicles on the road will reduce the level of congestion and pollution; • Community – car-sharing can help people get to know each other, thus fostering a sense of community; and
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• Relieving social exclusion – car-sharing can improve accessibility for those who do not own a car. For those who are struggling to pay for their car and maintenance, offering lifts can help offset the cost.
5.7 Car sharing is currently operating informally at the site and will continue to be encouraged. Lancashire County Council sponsors a car share website for the Lancashire area, www.sharedwheels.co.uk , which could be highlighted to staff and visitors via the hotels website.
Travel Information 5.8 Marketing the alternative modes of travel is important to their utilisation. Travel information will be provided via the hotels website and leaflets available at reception. Information could include: • Bus timetables; • Plans of local cycle routes which neighbour the site; • Local walks.
5.9 Information on local facilities and amenities in the area can also be provided.
5.10 Contact details and website addresses for car-sharing organisations will be provided.
5.11 The development will also include provision for shower and changing facilities for employees within the development who cycle.
5.12 To summarise, the Travel Plan will be developed to encourage staff and visitors to the site to reduce car dependency and encourage a switch to sustainable modes of travel or make more efficient use of existing trips through car-sharing, linked trips or local trip promotion.
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6.0 SUMMARY AND CONCLUSIONS
6.1 This report has been prepared by Mayer Brown Limited in relation to the proposed extension to the existing hotel and conference centre at Stanley House on Preston New Road, Blackburn. The nature of the development is to encourage trip movements to be retained on site. This is likely to remove some current trips from the network.
6.2 This report is summarised as follows:- • The site has a good mix of uses, local staff accommodation and is well located to maximise sustainable transport modes thereby minimising dependence on the private car; • The site proposes a greater variety of on site facilities to minimise off site trips by hotel, conference and wedding guests, which currently occur; • Car parking for the proposed development is within the maximum level specified in Lancashire County Council standards. The parking assessment in this report is based on the worst case scenario in terms of maximum conference use. It is noted that the existing car parking levels on the site currently reflect a reduction from standards. This followed a request from LCC to limit car park provision on the site to reflect Stanley House’s sustainable transport and car sharing policies. Their approach to car parking provision on the site has been proved correct; • Bus stops are located within 200 metres of the site providing services to Blackburn and Preston town centres; • There is a signed cycle route on the carriageway along Further Lane, Preston New Road and Mire Ash Brow in the vicinity of the site; • The trips generated by the development are predicted as slight during peak hours – below 25 vehicles; • The recently improved site access and new junction onto Preston New Road is operating well within capacity with no recorded accidents.
6.3 We conclude that the development is acceptable from a transport perspective.
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Appendix A
Site Plan
INSERT PLAN IN PLACE OF THIS SHEET
Appendix B
Site Accessibility Review
5
0
3
5
2
1
2
2
Total – 20 Medium Accessibility
Appendix C
Parking Levels for the Development Site
Car Parking Levels – existing split, LCC standards and proposed
Existing car park LCC standard if facilities were Proposed - car usage split developed in isolation – parking bays (approximate) maximum car parking bays Function (D1) 143* 57 - 63 163* Hotel (C1) 12 50 25 Food & Beverage 20 (Cassis 157 - 175 29 (A3) only) Spa/Leisure - 74 - 83 20 (Other D2) Staff 20 - 30 TOTAL SPACES 195 339 - 372 267
Note: * Function guests linked to hotel, restaurant and spa facilities resulting in lower car parking demands across the whole site. For ease of calculation of worst case parking demands, table shows full occupation of function followed by ‘non function’ demands on parking for each use.
Appendix D
TRICS Database Outputs