South Northamptonshire Village Transport Appraisal Project 2011

Contents Page

• Introduction and Context 2

• Conclusions and Recommendations 3

1. Blisworth 5

2. Bugbrooke 9

3. Deanshanger 13

4. Greens Norton 17

5. Hackleton 21

6. Hartwell 25

7. Kings Sutton 30

8. Kislingbury 37

9. Middleton Cheney 41

10. Nether Heyford 45

11. Old Stratford 49

12. Paulerspury 53

13. Potterspury 56

14. Roade 60

15. Silverstone 64

16. Yardley Hastings 68

• Acknowledgements and References 72

South Northamptonshire Village Transport Appraisal Project 2011

1.0 Introduction:

The project is based on the village classification identified in the Interim Rural Housing Policy (2009) and seeks to further this work with a highway/transport focus.

The project will assist in the delivery of the following outcomes:

• To identify opportunities for minor transport improvements to the village to further support their future sustainability • To contribute to the evidence base for the preparation of the Rural Settlements DPD and Neighbourhood Plans • To secure the objective of the Transport Strategy of seeking improvements to the transport network in South Northamptonshire • To provide a local evidence base to feed into NCC’s 4 th Local Transport Plan, due for publication in 2012 • To provide an evidence base for negotiating allocated NCC Highway’s spend in the district within the life of their next Local Transport Plan

1.1 Scope of the project:

The project has sought to undertake a qualitative assessment of each village’s transport needs and prioritise these for future action. The project will also enable the identification of opportunities to address transport issues in villages in support of strengthening their sustainability in the medium to long term.

This will include ensuring that where development takers place in a village that the transport needs are addressed.

The Village Audit and Transport Appraisal Project will therefore consider both transport problems and opportunities and seek to ensure that the forthcoming Local Transport Plan which guides the County Councils Transport spending reflects the needs of South Northamptonshire villages.

1.2 Context of the Study:

Under the new National Planning Framework, which the passage of the Localism Bill will introduce, local planning authorities will still be required to prepare Local Plans. These will guide and deliver development that meets the needs of the local area, including housing land allocations and strategic development.

Rural Settlements Development Planning Documents, Neighbourhood Plans and the Village Transport Appraisals will all contribute to this work.

1.3 Overall Conclusions and Recommendations of the Study:

The principle findings from the study are:

• Highway maintenance and service provision issues

Highway maintenance issues are generally minor in nature and relate to items that have been scheduled for attention by the local transport authority (NCC and in one case MKC). Examples include poor pavement, worn road markings and broken or incorrectly sited signs that have been scheduled but not completed. There has been extensive concern about the impact of NCC budget cuts on street lighting, minor works and maintenance. Some parishes report agreed works outstanding for more than three financial years.

In addition there is local concern about the impact of the ‘NCC Bus Subsidy Review’ (April 2011) and its implementation during late 2011.

• Speeding and rat-running

The issue of speeding and rat-running is common to all villages. However it was acknowledged that (a) Speedwatch works well and that support by the Police, Casualty Reduction Partnership and ACRE is generally good; (b) NCC is not in a position to finance major schemes that could solve issues in villages with long straight approaches.

• Development & Growth

In around half of the villages studied, considerable concerns were raised about new development. The principle issue was the perception of new housing development being of inappropriate size for the village setting and/or concerns about transport elements of scheme details such as pedestrian access or visibility for drivers at junctions. These are all issues that this review will enable SNC to draw more systematically to the attention of NCC with a view to securing a more holistic response to village needs now and in the future.

The study identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues within particular villages

The analysis will be used in conjunction with the Community Assessment that Strategic Housing recently conducted in a number of these key villages.

The analysis will also be used by Planning Policy and Economic Development in the consideration of individual planning applications and to identify development constraints.

The analysis will also be used to inform the development of the Local Development Framework.

Under the new National Planning Framework which the passage of the Localism Bill will introduce local planning authorities will still be required to prepare Local Plans.

These will guide and deliver development that meets the needs of the local area, including housing land allocations and strategic development.

Neighbourhood Plans will follow Local Plans, and must be in line with these strategic policies and will not be able to block any new strategic development. Within South Northamptonshire the development of the Rural Settlements DPD which will follow on from the Core Strategy will examine policy for the rural areas of this District, including a comprehensive, detailed review of village confines. This is a detailed and exhaustive process that has now commenced and include consideration of local transport issues.

The writing of policies and the setting of revised village confines will need to be sound and robust, and based on a robust evidence base. The evidence base will be developed from existing studies and documents, District data, County Council data and census information. The evidence base will be common to both the Rural Settlements DPD and Neighbourhood Plans and the Village Transport Analysis will contribute to both exercises.

• Parish Plans

It was evident that a number of villages had high quality Parish Plans clearly demonstrating the preferred future direction for the respective village. However a number of the areas for attention identified in plans dating as far back as 2005 have not been address, specifically in relation to public transport. Further study of the transport elements in these Plans is appropriate to seek ways to support village needs.

• Proposed Actions

Discussion with NCC to raise these concerns, specifically improving communication between NCC and parishes and ways to mitigate the effect of the budget cuts.

Consideration of how to improve communication between parishes and the SNC planning development team on the transport elements of development.

Development of a time-specific Action Plan to assist in the delivery of locally identified issues. The following timetable is proposed:

Activity: Key Date:

SNC Policy Committee guidance September 2011 Contribute to the evidence base for the preparation of October 2011 the Rural Settlements DPD and Neighbourhood Plans

Implementation of Action Plan December 2011

Completion of Action Plan March 2012

Village Transport Appraisal Blisworth

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Blisworth as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is easy access to Northampton.

1.1 Village Profile:

The history has a long tradition as a key transport node, with the Grand Union Canal, railway and more latterly the A43 clearly putting Blisworth on the map. In 1870, John Marius Wilson's Imperial Gazetteer of England and Wales described:

“BLISWORTH, a village and a parish in Towcester district, Northampton. The village stands on the Grand Junction canal, 1 mile SSW of the North western railway, at the junction of the line to Northampton and Peterborough, and 5½ SSW of Northampton; and it has a station, of its own name, at the railway junction, and a post office under Northampton.—The parish comprises 1,980 acres. Real property, £4,314. Pop.,1,022. Houses,199. The property is divided among a few. The Blisworth tunnel on the canal, SSE of the village, is 1 mile long. ...”

The loss of the station, the change in use of the canal and the A43 by-pass has been responsible for significant changes to the village over the last fifty years.

The village continues to benefit from leisure and tourist-related trade from the canal, but still suffers from traffic volumes and traffic speeds on the old A43 which many consider inappropriate for this rural setting.

1.2 Transport availability:

Blisworth has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the quality of the service has suffered in recent years. The principle scheduled services are 86, 88 and 89. The 86 and 88 are fully subsidised and the 89 is part-subsidised by NCC. They are therefore likely to be revised as part of the impending Bus Subsidy Review. The consultation ended in May 2011 and changes will be phased in from September 2011.

• Trains: Blisworth is just five miles from Northampton and services are generally good. However no direct access by bus is available to the railway station. The map overleaf demonstrates the access options available to Blisworth residents with four mainline stations within a 10 mile radius.

• Road: Access by road is good with relatively easy access to Northampton and Towcester, A43 and M1. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes.

• Dial-a-Ride: This is an area of concern since the JaSON service is little known with few current members within the village. Hence awareness-raising of this service and its likely replacement as part of the NCC Bus Subsidy Review (May 2011) is key.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road and a limited number use the nearby canal towpath for leisure purposes.

1.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops being in short supply.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Northampton and Milton Keynes. A high percentage of residents recognise Northampton as the centre of convenience, but Milton Keynes as their principal shopping destination.

1.4 Highways Issues:

• Road casualty statistics: Blisworth has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. The village by-pass constructed more than a decade ago removes a high percentage of traffic from the centre. However the Speedwatch programme has identified Blisworth as having some of the highest speeds recorded for any village in the county with speeds as high as 50mph being common within isolated parts of the 30mph limit.

• Identified rat runs: Some concern still exists regarding access to the A43 south from industrial sites nearby despite the preferred LGV route being via the old A43 through Milton Malsor.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. Concerns remain over the need for:

Ø Footway maintenance on Stoke Road Ø Treatment of ongoing subsidence along Stoke Road above the canal Ø Bollards to control pavement parking opposite the GP surgery Ø Revised camber to footpath crossing at junction of High Street and Stoke Road Ø Fitment of better direction signing at the Mill turn directing traffic towards Towcester

• Signage – concerns remain regarding the need for:

Ø Improved direction signing at the Northampton Road/Courteenhall turn directing traffic towards Towcester Ø Improved direction signing at the Mill turn directing traffic towards Towcester Ø Stop signs at Northampton road, Oak Road and Towcester Road junctions

1.5 Development/growth:

No specific concerns were raised about existing housing development.

1.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: no specific areas were identified during the research.

1.7 Conclusions:

Blisworth is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are identified as being: • Ongoing speeding issues identified through the Speedwatch programme that has now ceased. • Maintenance and signing issues identified above. • Further study of impact of LGV traffic.

Village Transport Appraisal Bugbrooke

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Bugbrooke as one of districts three ‘most sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Northampton

2.1 Village Profile:

Bugbrooke is a large village and civil parish in Northamptonshire, England. It is situated five miles west of Northampton.

The village has a church, three pubs (The Bakers Arms, The Wharf and The Five Bells ), a surgery, a primary school and also a large comprehensive school, Campion School, which serves Bugbrooke and a dozen nearby villages.

The village, named in the Domesday Book (1086) as Buchebroch , is situated on the Hoarestone Brook, which flows through the village from south to north. The name of the stream is supposed to be a corruption of Horse-stone, as an old packhorse route crossed the brook by a simple slab bridge just outside the village. When the stream was widened in the 1970s, the last of the mediaeval pillars was damaged beyond repair. The brook meets the River Nene near Bugbrooke Mill. The first mill on the site was established in 800 AD and by the time of the Domesday Book was the third- highest rated mill in England. It is now the site of Heygate’s flour mill, whose large central tower can be seen for several miles around. Heygate's trucks, with their distinctive maroon markings, can frequently be seen rumbling along Bugbrooke's main road.

A major train track and canal run through Bugbrooke, and it is also not far from the M1, one of the busiest motorways in the United Kingdom. Bugbrooke is also the birthplace of the Jesus Army, which sprang out of the Baptist Chapel in the centre of the village, which it continues to use regularly.

Despite the western part of Northamptonshire being a relatively hilly part of the county, Northampton's Express Lift Tower can easily be seen from the more elevated parts of Bugbrooke, although the village is approximately five miles distant.

2.2 Transport availability:

Bugbrooke has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the quality of the service has suffered considerably is recent years. The principle scheduled services are the 707 and the D3 and 78% of those surveyed as part of the 2007 Parish Plan rated services adequate or better. However almost half said that access to Towcester was not good and the majority of the remainder cited evening and weekend services as inadequate.

However all services are currently subsidised by NCC and is therefore likely to be revised as part of the impending Bus Subsidy Review. The consultation ended in May 2011 and changes will be phased in from September 2011.

• Trains: Bugbrooke is just five miles from Northampton station and services from Northampton are generally good, although access to faster services from Milton Keynes is difficult due to the lack of a public bus service along the A5.

• Road: Access by road is good with relatively easy access to Northampton and Towcester. Local roads are in a generally good state of repair and key village

roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road.

2.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to some local shops being in short supply. Access to the canal is very important to local tourism. Fortunately the Wharf has good parking facilities.

• Distance to nearest major town/supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Northampton and Milton Keynes (16 miles), with a high percentage of residents recognising Northampton as the centre of convenience, but Milton Keynes as their preferred principal shopping destination.

2.4 Highways Issues:

• Road casualty statistics: Bugbrooke has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. The village does however suffer from some inappropriate speeding on the access roads from Gayton and Kislingbury.

• Identified rat runs: no specific issues were identified or raised during the study. However HGV movements from Heygate Mill and traffic around the entrance to Campion cause some concern.

• Existing/proposed road improvement plans in the local area: a 20mph limit has been implemented in the centre of the village and is considered to have been a success.

• Signage – areas for improvement: no specific sites or locations were identified during the study.

2.5 Development/growth:

Concerns exist within the parish about housing development.

Recent small developments have integrated well with the village, but the 80 houses at the top of St. Johns Road is causing concern, specifically in relation to how much traffic might use the access from Pilgrims Lane, a narrow poorly surfaced road that would not cope with heavy traffic movements. The village Parish Plan clearly states the desire ‘to safeguard the village from excessive or inappropriate development’

2.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: although concerns were raised about the size and access to proposed developments, no specific areas for investment were identified during the research.

2.7 Conclusions:

Bugbrooke is rightly identified as one of the districts three ‘most sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Bus service along the A5 • Evening and weekend bus services • Access to new developments and sympathy towards village setting

Village Transport Appraisal Deanshanger

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Deanshanger as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Milton Keynes.

3.1 Village Profile:

Deanshanger used to be called Daneshanger, "Hanger" being an old English word, meaning a clearing in the woods - hence Daneshanger was a clearing in the woods where the Danes lived.

The original population centre of the parish was the hamlet of Passenham. However, from the late 18th century the coming of the grand Union Canal to the east made Deanshanger an agricultural industrial centre causing it to grow quickly. This growth accelerated with the building of the London and Birmingham Railway in the first half of the 19th century which passed through the nearby villages of Wolverton, Bletchley and Roade.

After a fall out with Henry II in 1170 AD, Thomas Becket is said to have sought refuge in the Gilbertine Monastery in Deanshanger (or Dinneshangra as it was then known). Although disguised as a peasant, he was nevertheless recognised by a farm labourer known only as Wayne. At the time the only water supply in the village was foul and brackish, and having heard of the miracle that Becket was said to have performed at nearby Northampton, the farm labourer pleaded with Becket to repeat the performance. Becket is said to have looked towards Heaven, struck the ground with his staff, and immediately a fresh spring appeared. This is one of 703 miracles that is said to have led to his canonisation.

3.2 Transport availability:

Deanshanger has a variety of transport links to access local and wider services, including bus, and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the overall frequency of service has suffered in recent years. The principle scheduled services is the two-hourly Arriva 14 via Stony Stratford and Wicken. The Wicken link is considered critical since it is the only service to the village. The number 89 to Northampton is also highly valued.

• Trains: Deanshanger is one of a handful of villages in the district for which access to railway stations is relatively easy, with the closest being 3 miles away by road. However, the most popular rail destination is Milton Keynes which is 10 minutes away by car and in around 20 by bus. The map below demonstrates the closeness of the village to the mainline at Milton Keynes.

• Road: Access by road is good with relatively easy access to Towcester, Milton Keynes and the M1. Local roads are in a generally good state of repair and the main A5 is part of the principle highways network and as such a ‘priority’ gritting routes.

• Dial-a-Ride: This is an area of concern since the JaSON service is little known with few current members within the village. Hence awareness raising of this

service and its likely replacement as part of the NCC Bus Subsidy Review (May 2011) is key.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the most popular route is that used by secondary aged children travelling to and from home in Old Stratford.

3.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally considered acceptable with parking close to local shops, public houses being sufficient.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Wolverton and Milton Keynes, with a high percentage of residents recognising Wolverton as the centre of convenience, but Milton Keynes as their higher order shopping and leisure destination.

3.4 Highways Issues:

• Road casualty statistics: Deanshanger has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However, the parish considers the Puxley Road/Glebe Road corner a priority for resurfacing work.

• Signage – areas for improvement: no specific sites or locations were identified during the study.

3.5 Development/growth:

Concerns exist within the parish about housing development.

Three developments are currently on hold, but concerns remain over the 74 homes proposed on Old Stratford Road and the 25 business units planned for Hayes Road.

3.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services. The lack of low-floor buses on all services is currently causing concern for those with disabilities and families using pushchairs.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: it is considered essential that should the 74 homes proposed for Old Stratford Road proceed, that a generous sum be apportioned for on and off-site investment in the village.

3.7 Conclusions:

Deanshanger is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • The retention of bus services 14 and 89 currently under review • Resurfacing of Puxley Road/Glebe Road junction • Section 106 funding from the proposed Old Stratford Road housing development

Village Transport Appraisal Greens Norton

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Greens Norton as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Towcester and on to Milton Keynes.

4.1 Village Profile:

Many villages, in this, and other counties, were named with reference to one of the four cardinal points of the compass, and this Norton or 'Nortone' was probably named because of its relatively to King's Sutton, which was another portion of the Saxon royal demesne.

In later times Norton received the addition of Mareschall and Davy or David, and the prefix of Greens from its successive lords; and the latter is still retained to distinguish it from Norton near Daventry.

The Church could have been built as early as AD 650, and certainly the present nave (the stone Saxon Church) would be standing in the 9th Century. Typically long and short work can be seen on the walls; and traces of the head of the original Saxon nave window can be seen above the arch at the southwest corner near the font. The font is Norman, and the stone beside it against the west wall is a Pillow Stone on which the head of the deceased was placed during the Burial Service in the days when coffins were rare. The floor of the Church was originally paved and there was no seating accommodation, except for one or more box pews. There were stone benches round the walls, which is the origin of the saying "the weakest go to the wall".

4.2 Transport availability:

Greens Norton has a variety of transport links to access local and wider services, including bus, and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the overall frequency of service has suffered in recent years. The principle scheduled services is the 87 Northampton-Towcester service. This service is currently fully subsidised by NCC and is likely to suffer reductions in frequency as a result of the review. The bus subsidy review consultation ended in May 2011 and changes will be phased in from September 2011.

• Trains: Greens Norton is one of a handful of villages in the district for which access to railway stations is difficult, with the closest being 10 miles away by road. However, the most popular rail destination is Milton Keynes which is half an hour away by car and in excess of an hour by bus (door to seated in carriage).

• Dial-a-Ride: This is an area of concern since the JaSON service is little known with few current members within the village. Hence awareness raising of this service and its likely replacement as part of the NCC Bus Subsidy Review (May 2011) is key.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the most popular routes are leisure routes to surrounding 18

villages. Only very experienced cyclists access Towcester. Cyclists find it difficult to access the dedicated crossing at Abthorpe roundabout and only the highly experienced attempt the difficult A43 crossing at Tove roundabout (A5)

The map is centred on Greens Norton (Kingthorn Ward) and clearly shows that the village is only just within a 10-mile radius of Northampton and Long Buckby stations

4.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally considered acceptable with parking close to local shops, public houses being sufficient.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Towcester and Milton Keynes, with a high percentage of residents recognising Towcester as the centre of convenience, but Milton Keynes as their higher order shopping and leisure destination.

4.4 Highways Issues:

• Road casualty statistics: Greens Norton has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. However crossing the A43 roundabouts cause concerns and severely limit access by means other than the private car.

Further, speed along Towcester Road past the GP surgery, Village Hall and Recreation Ground are frequently well in excess of the posted 30mph limit.

• Identified rat runs: Duncote was identified as a cut-through to the A5 and the 30mph limit is frequently flouted.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However, two areas require attention: Firstly yellow-lining near the Mill Lane development due to visibility difficulties and the narrowness of the road; and extension of the off-road parking installed in the mid 1990’s in the narrow Church View area.

• Signage – areas for improvement: no specific sites or locations were identified during the study

4.5 Development/growth:

Concerns exist within the parish about housing development. The local opposition to the Mill Lane proposal was strong and the number of proposed dwellings planned has been reduced.

4.6 Areas for improvement and further research:

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

4.7 Conclusions:

Greens Norton is rightly identified as a ‘reasonably sustainable village’ and the range of services and facilities locally, access to them support the villages identified status.

Areas for attention are: • Speeding traffic on Towcester Road close to the recreation ground • The lack of low-floor buses on some services

Village Transport Appraisal Hackleton

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Hackleton as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the public bus service to Northampton.

5.1 Village Profile:

The Hackleton Parish Council includes the villages of Piddington, Hackleton, Preston Deanery and Horton. Situated three miles from the county town of Northampton, the villages are in beautiful rural Northamptonshire countryside. The villages have a long history, Horton being mentioned in the Doomsday Book, the Old Hall, that used to stand by the Wootton Brook was once the family seat of the Parr's. One of whom was the uncle of Catherine Parr, the sixth and last wife of King Henry VIII. It later became the seat of the Montague family, a branch of the Kimbolton family whom were given the Barony of Halifax in 1700. Later the Gummings were resident for many years and sold the hall to Pickering Phipps, the brewer. The hall was later purchased by the Winterbottom family who resided until the hall's demolition in 1936.

The village lies on the busy B526 road (former A50) from Northampton to Newport Pagnell, between Horton and Wootton. The parish area is about 1,030 acres (420 ha). 2011 estimates suggest a population at 1000 in Hackleton, 430 in Horton, 650 in Piddington and 50 in Preston Deanery, a total of more than 2000.

Further urban expansion of Northampton, in an area called "Preston Green" is planned with another 13,500 houses and additional infrastructure in the rural areas around Grange Park, Quinton and Preston Deanery. This may potentially threaten the absorption of the village as well.

5.2 Transport availability:

Hackleton has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the quality of the service has suffered considerably is recent years.

• Trains: Hackleton is just five miles from Northampton and services are generally good. However no direct access by bus is available to the railway station. The map below demonstrates the access options available to Hackleton residents with three mainline stations within a 10 mile radius.

• Road: Access by road is good with relatively easy access to Northampton, M1 and A45. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road. 22

5.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops and the public house being in short supply.

5.4 Highways Issues:

• Road casualty statistics: Hackleton has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. Lack of local willingness to support the Speedwatch programme meant that the village missed out on this important community involvement initiative. However, recent resurfacing work has reduced the incidences of skidding and near-misses.

• Identified rat runs: The village is used as a cut-through from Northampton to Milton Keynes at times when the M1 is busy or closed. Recent traffic counts

have identified more 400 vehicle movements per hour during the Friday evening peak.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. Areas for improvement include resurfacing The Jetty and Chapel Lane.

• Signage – areas for improvement: no specific sites or locations were identified during the study

5.5 Development/growth:

Concerns exist within the parish about housing development. Although the village has currently reached half of its total for affordable housing, a further site is required. There is also considerable local concern regarding the proposed urban expansion of Northampton and concerns about the impact on village life.

5.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

5.7 Conclusions:

Hackleton is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Monitoring of traffic volumes during the Friday evening peak • Management of traffic as a result of the expansion of Northampton • Resurface requirements mentioned in 5.3

Village Transport Appraisal Hartwell

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Hartwell as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service 33 between Northampton and Milton Keynes.

6.1 Village Profile:

Before modern boundary changes the township of Hartwell, part of the ancient parish of Roade, occupied 1,570 acres towards the north-eastern corner of Cleley hundred. The township was roughly triangular in shape, bounded on the south by the Buckinghamshire parish of Hanslope, on the north-west by Ashton (another township of Roade), and on the northeast by Salcey Forest.

The northern part of the forest lay mainly in Piddington parish (with a small portion in Quinton) and on its south-eastern side extended into Hanslope. Most of the south- western half of Salcey, apart from a small area in Hartwell, continued to be extra- parochial until 1879, when the greater part of it was added to Hanslope civil parish, although it remained in Northamptonshire. In 1894 that area, including Salcey Lawn, the mansion in the heart of the forest, was transferred to Hartwell civil parish. A small portion of the extra-parochial lands on the north-western edge of the forest, including Hartwell Clear Copse and Hartwell Lodge, was added to Ashton civil parish, rather than Hanslope.

In 1970, as the built-up area of Hartwell expanded into Ashton, the parish council attempted, without success, to secure a boundary extension that would have placed the whole of the village in Hartwell. A change on these lines was finally achieved in 1994.

Until the enclosure of Ashton and Roade in 1819, the common fields of the three townships were intermixed, and until the enclosure of Hartwell in 1828, some land in that township (known as Ashton tithing) paid tithes to Ashton, although it was never part of Ashton parish.

Hartwell was assessed as part of the township of 'Roade with members' to medieval taxes, although the three villages were distinguished. By the early 16th century Hartwell was assessed separately and presumably relieved its own poor and maintained its highways from the same period, although no records survive to confirm this. Its population was returned separately from 1801 and in the 19th century the township had all the characteristics of a civil parish, including a parish council from 1894.

In 1301 49 householders were assessed to the lay subsidy in Hartwell. By 1801 there were 357 people in 73 houses. The population then rose to a peak of 542 in 1861, before falling steadily to 337 in 1931. A marked increase to 588 by 1961 was followed by a more rapid rise to over 1,100 in the 1970’s. In 1990 the population of the village was around 1,850.

6.2 Transport availability:

Hartwell has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is poor for a medium sized village although the quality of the service has suffered considerably is recent years. The principle scheduled services is the 33/33A between Northampton and Milton Keynes.

• Trains: Hartwell is just five miles from Northampton and services are generally good. However no direct access by bus is available to the railway station. The map below demonstrates the access options available to Hartwell residents with three mainline stations within a 10 mile radius.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road. However, nearby Salcey Forest is very popular for leisure-related cycling.

6.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops and the public house being in short supply.

• From local surveys and discussions with key representatives, the principle shopping destinations are Northampton and Milton Keynes. A high percentage of residents recognise Northampton as the centre of convenience, but Milton Keynes as their principal shopping destination.

6.4 Highways Issues:

• Road casualty statistics: Hartwell has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. However Vehicle-Activated Speed signs (VAS) have been fitted in three locations although speeding remains an issue on the approach from Roade past Oakleaf Brain-Injury Care.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority.

• Signage – areas for improvement: no specific sites or locations were identified during the study

6.5 Development/growth:

Concerns exist within the parish about housing development. Recent developments have integrated well with the village, but recent Section 106 funds were not well spent according to the parish.

6.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: no specific new areas were identified during the research. However recent 106 funds were spent on dropped kerbs despite the parish requesting use for the widening of pavement near the school.

6.7 Conclusions:

Hartwell is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Speeding on the approach from Roade • Communication with NCC highways • Concern about the impact of the NCC Bus Subsidy Review

Village Transport Appraisal Kings Sutton

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Kings Sutton as a ‘reasonably sustainable’ village based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport needs are two-fold: public transport access to Banbury town centre; and the railway station. The biggest transport concerns, and hence areas for improvement, are public transport access to Brackley (one hour for an 8 mile journey) and train frequency (loss of hourly service outside peak times).

7.1 Village Profile:

The Village of King's Sutton (The place name means the King's south estate) lies at the southernmost tip of Northamptonshire and the border of Oxfordshire. It has good transport links by both road and rail to London, Oxford and Birmingham as well as being very close to the Oxford Canal. Historically wealthy, the village takes great pride in the Parish Church of St Peter and St Paul, the Legend of St Rumbold and its own natural bog spring.

Kings Sutton is one of the larger villages in the district with a good range of services appropriate to a settlement of this size.

Population: 2161 Dwellings: 939

• Pre-school Church-chapel (x3) • Primary school Local employment • Village hall Sports ground • Public houses (x3) Play area • Doctors surgery Allotments • Train station (link to London) Mains services • Post Office Village green • General store and other shops Tennis club

7.2 Transport availability:

Kings Sutton has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is generally good for a moderately sized village although bus services are not direct or swift. The principle scheduled services are 508 and 299 and connect the two key market towns of Banbury and Brackley. These also link to Evenley, Croughton, Aynho, Charlton and Calthorpe. However the 508 is currently fully subsidised by NCC and is therefore likely to be reduced as part of the impending Bus Subsidy Review. The consultation commences in April 2011 and changes will be phased in during 2011/12. The early indication low demand days may be lost with strengthened links to Brackley and even Northampton on set days of the week. Hence the 2-hourly service currently considered by the parish to be acceptable rather than good will be further reduced.

The parish council also subsidises a popular Thursday bus direct to Banbury Market at a cost of £2500 p.a. and return of £1000 in tickets for 1000 return journeys a year.

• Trains: The railway station was opened in 1872 and has become a very important part of village life. Services have reduced considerably over the last decade or so, but local services still link to Banbury, Heyford, Tackley and Oxford. Main line service to London Marylebone and Birmingham are very important to the small population of regular train commuters.

• Dial-a-Ride: This is an area of concern since the JaSON service is little known with no current members within the village. Hence awareness-raising of this service and its likely replacement as part of the NCC Bus Subsidy Review (May 2011) is key. However the Brackley Car Service is well used (See Map 1 below)

Map 1: Brackley Car Service operational area

• Cycling: Cycling is not popular in the village as a leisure pursuit, but a survey of more than a 1000 2007 identified that 10% cycled to work locally. In terms of route availability, the vast majority travel by road. Surprisingly the nearby canal tow path is not currently popular with cyclists. However, the increasing of cycling patronage along the canal towpath network is being pursued separately by SNC.

7.3 Access to services:

• Parking facilities at shops and local attractions: parking is generally good, with the exception of the common village issues around the school at peak time. The key area of note is the value put upon the railway station and the expressed need to both maintain services and facilities and support further appropriate development of both the site and the train services.

• Distance to nearest major town / supermarket. Kings Sutton is just five miles from Banbury and eight miles from Brackley. Despite its relatively isolated feel, access to both towns and their retail offer is good, although this is only easy and quick by private car.

7.4 Highways Issues:

• Road casualty statistics: Despite a few minor unreported incidents that were vocalised during site visits, the village has a good casualty record with no injury accidents recorded in the past five years.

Kings Sutton participates in Community Speed Watch, a joint initiative between Northamptonshire Police and Northamptonshire ACRE, and is supported with measures including:

Ø roadside posters encouraging motorists to slow down Ø temporary vehicle activated signage attached to lamp columns Ø training for resident volunteers in use of hand held speed recording guns and loan of guns for six weeks Ø issue of warning letters from Northamptonshire Police to drivers seen exceeding the speed limit Ø visits by a mobile roadside speed indicator display Ø visits by police mobile enforcement vehicles Ø speed data collection Ø back up, support and liaison from PC John McQuaid

The aim is to raise the awareness of motorists travelling through rural communities that they need to observe speed limits.

• Identified rat runs: whilst the village was cited as a ‘cut-through’ the nearby towns and the M40, the evidence is that a very small number of vehicles pass through the length of the village, the majority being of local origin.

• Existing/planned road improvement plans in the local area: No significant improvements are planned or proposed for the village and its immediate local area.

• Signage – areas for improvement: warning, directional, local tourist sites: signing and lining is generally in a good state of repair and the overall level of satisfaction was high.

7.5 Development/growth:

Concerns exist within the parish about housing development.

In particular the 45 dwellings proposed by Banner Homes on Banbury Lane. The local issues surround access onto Banbury Lane and flooding issues due to the height of the water-table at this site.

7.6 Areas for improvement and further research:

• Transport Availability – NCC bus subsidy review is critical to access to services and a high level of concern was raised for the need for maintaining, and ideally improving, the current scheduled bus services to and from the village.

• Access to services – the JaSON service was not known about and there are currently no local members. It was felt that the availability of community transport was poorest at distance from the county town (Northampton).

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: the only issue of some concern were vehicle access and flooding issues at the proposed Banbury Lane development site. Further investigation of how Section 106 funding might address these is required.

7.7 Conclusions:

The most valued local transport needs are two-fold: public transport access to Banbury town centre; and the railway station.

Specific areas for attention are: • Public transport access to Brackley • Train frequency (loss of hourly service outside peak times) • The Banbury Lane development site

Kings Sutton Appendix:

Method of travel to work - Kings Sutton residents

The majority of Kings Sutton residents, 693 (66%) travel to work by car. 103 residents (10%) work from home. Among the 8% of residents who use public transport to travel to work, 72% are also car owners. Table 1 gives a full breakdown of Kings Sutton residents' method of travel to work.

Table 1

Method of travel to work Number % total Work from home 103 10 Public transport 93 8 Car driver 693 66 Car passenger 76 7 Motorcycle 11 1 Bicycle 10 1 Taxi 3 1 On foot 49 5 Other 4 1 Total 1042 100

Distance travelled to work – Kings Sutton residents

A large number of residents (672) are travelling less than 9km to work. This includes those working from home and represents 65% of employed Kings Sutton residents. This is a proportionally high number travelling short distances when compared to the rest of the district. Table 2 provides a full breakdown of distance travelled to work.

Table 2

Distance travelled to work - KS residents Kings % % of Sutton total SNC total Work from home 103 10% 4983 12% Less than 2km 80 8% 6053 14% 2 km - 4km 55 5% 3316 8% 5km - 9km 434 42% 7542 17% 10km - 19km 73 7% 9005 21% 20 - 29km 72 7% 3297 8% 30 - 39km 82 8% 1765 4% 40 - 59km 29 1% 1374 3% 60km or over 60 6% 2586 6% No fixed place of work 50 5% 2060 5% Working outside the UK 3 1% 100 1% Working at offshore installation 0 0% 17 1% Total 1042 100% 42098 100%

Distance travelled to work - workplace population

83% of those employed in Kings Sutton are travelling short distances (less than 9km). These include 153 people (33%) who are working from home. Table 3 contains a full summary of distances people are travelling to work in Kings Sutton.

Table 3

Distance travelled to work - workplace population % % of KS total SNC total Work from home 153 33% 7043 25% Less than 2km 73 16% 5994 21% 2 km - 4km 34 7% 2244 8% 5km - 9km 123 27% 4053 14% 10km - 19km 36 8% 5119 18% 20 - 29km 16 3% 1583 6% 30 - 39km 9 2% 773 3% 40 - 59km 5 1% 602 2% 60km or over 14 3% 953 3% Total 463 100% 28,364 100%

Method of travel to work – workplace population

The majority of those travelling into Kings Sutton to work are using a car or van (57%). Only very small numbers are using other methods of transport. Table 4 provides a summary of how those employed in Kings Sutton are travelling to work.

Table 4

Method of travel to work - workplace population Works mainly at or from home 103 22% Bus, minibus or coach 16 3% Driving a car or van 262 57% Passenger in a car or van 17 4% Motorcycle, scooter or moped 7 2% Bicycle 6 1% On foot 49 11% Total 460 100%

Village Transport Appraisal Kislingbury

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Kislingbury as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Northampton

8.1 Village Profile:

Kislingbury is about 4 miles (6 km) west of Northampton town centre, and close to junctions 15A and 16 of the M1 motorway.

2001 census data shows 1,221 people resident in the parish council area consisting of 591 males and 630 females, in 497 household of which 79.5% were owner occupied or being purchased with a mortgage.

The village is part of Harpole and Grange ward, together with the parishes of Milton Malsor, Harpole, Rothersthorpe and Gayton. It is within the Parliamentary Constituency of Daventry. The MP is currently Chris Heaton-Harris (Conservative). Prior to the 2010 General Election the village was in Northampton South constituency.

The A4500 main road runs just north of the village. The M1 London to Yorkshire Motorway between junctions 15a and 16 passes and makes its presence known, close to the south west of the village, and junction 16 is just two miles distant.

8.2 Transport availability:

Kislingbury has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the frequency of service has suffered in recent years. The principle scheduled services are the D1, D2 and D3 which are currently hourly or better. The provision of a bus shelter in the High Street was considered important by more than 60% of those that returned questionnaires in response to the production of the Parish Plan, a request that has not yet been satisfied.

• Trains: Kislingbury is just five miles from Northampton station and services from Northampton are generally good. The village is also within the 10 mile catchment of Long Buckby that offers free parking and faster access to Birmingham and the North.

• Road: The village is very car dependent and access by road is good with very easy access to the M1, A45 and A5. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road. In the 2005 Parish Plan, a 38

number of residents expressed a desire for a cycle path from the A45 turn through the village to the bridge over the M1.

8.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is satisfactory although parking close to local shops and the public houses being are in short supply. The main issues identified relate to parking on pavements, lighting and footway maintenance.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Northampton and Milton Keynes (17 miles), with a high percentage of residents recognising Northampton as the centre of convenience, but Milton Keynes as their preferred principal shopping destination.

8.4 Highways Issues:

• Road casualty statistics: Kislingbury has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years.

• Identified rat runs: no specific issues were identified or raised during the study. However 900 residents identified heavy lorry traffic as an issue in the Parish Plan survey.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However 400 residents were affected by noise from the M1 and suggestions included resurfacing as had been carried out on sections of the M40 near residential areas.

• Signage – areas for improvement: no specific sites or locations were identified during the study

8.5 Development/growth:

Concerns exist within the parish about housing development.

8.6 Areas for improvement and further research:

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues:

8.7 Conclusions:

Kislingbury is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • The delivery of unmet transport concerns in the 2005 Parish Plan

Village Transport Appraisal Middleton Cheney

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Middleton Cheney as one of the districts three ‘most sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport needs are two-fold: public transport access to the town centres of Banbury and Brackley.

9.1 Village Profile:

Middleton Cheney is one of the largest villages in South Northants District, situated in the south west of Northamptonshire - 3 miles from Banbury, 2 miles from junction 11 on the M40 and 7 miles from Brackley. A variety of shops, a doctor’s surgery and a primary and secondary school serve the local community and the surrounding area. The diverse population, comprising families, young professionals and retired people enjoy the benefits of a wide range of clubs, organisations and activities, many with the encouragement and support of the Parish Council.

Since the relocation of large manufacturers to Banbury in the 1950s the village has developed with much new housing, however many older, 17 th and 18 th century cottages are hidden in the lanes leading away from the main roads. Originally an agricultural village which also supported a cottage textile industry, nowadays the residents are generally employed in nearby towns or commute along the M40 corridor.

Northants place names are mostly Anglo-Saxon and Danish. ‘Tun’ or ‘Ton’ was the saxon word for an enclosed farm, then later a village or town. After the Norman Conquest the lords added their family name to the manor they had been awarded. Simon de Chenduit held the manor in a 12 th century survey; John de Curci held a part in 1205. The name is ultimately derived from medieval latin, ‘casnetum’ (in old French becomes ‘chesnai’), which means oak grove.

Originally the village was divided in two; Upper or Church Middleton, and a hamlet a quarter of a mile to the east; Lower or Nether Middleton. According to the Reverend R.S. Baker, who wrote a history of Northamptonshire in 1889, the village was divided in this way as early as the reign of Henry II (1154-1189).

Middleton is also located near to the prehistoric track-way called Banbury Lane, which runs along the northern boundary. This was the main medieval route from Northampton to Banbury and the important period of its use would have been in the late 12 th century. Much of it is still an important road between the two towns.

9.2 Transport availability:

Middleton Cheney has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is generally good for a medium sized village although few bus services are direct or swift. The principle scheduled services are the 480 (every 30 minutes), and the 501 (2 hourly). The principle area of concern is the lack of service information on buses. A good knowledge of the service is required since these popular Banbury-Brackley services do stop in the village, but do not appear in timetables.

• Trains: Middleton Cheney is just three miles from Banbury station and access to this form of public transport is an important facility for villagers. The main

line service to London Marylebone and Birmingham are very important to the small population of regular train commuters.

• Road: Access by road is good with relatively easy access to Brackley, Banbury and the M40. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes. A comment made during site visits with local parish and district representatives was neatly summarised by the Ward Councillor when discussing transport as ‘the car is king’ .

• Dial-a-Ride: This is an area of concern since the JaSON service is little known with no current members within the village. Hence awareness raising of this service and its likely replacement as part of the NCC Bus Subsidy Review (May 2011) is key.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road.

9.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally good with parking close to local shops, public houses being widely available. Whilst parking close to the schools is more problematic, the issues are well managed locally and there is little cause for concern. It has been suggested that ‘residents’ only parking in Archery road would improve the school parking issues. Access to Horton Hospital is very important to the village.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destination is Banbury, with a very high percentage of residents recognising Banbury as their local Market town.

9.4 Highways Issues:

• Road casualty statistics: Middleton Cheney has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. The village by-pass constructed more than a decade ago removes a high percentage of traffic from the centre, although concerns still exist regarding Banbury Lane which skirts the North of the village. However the ‘Rightracks’ project in 2010 marked the final phase of improvements to the route and both traffic speed and resultant casualty figures have dropped markedly.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: the ‘Rightracks’ project saw a number of minor signing and lining improvements made to Banbury lane, and no improvements are scheduled by the highway authority. Areas of concern are poor pavement surface in Belle Baulk and the lack of enforceable parking/waiting signs close to the school.

• Signage – areas for improvement: no specific sites or locations were identified during the study

9.5 Development/growth:

Concerns exist within the parish about housing development. Two proposed sites are causing some concern for villages and the parish council alike. 140 dwellings to the East of the village centre are currently at ‘appeal stage’, and a potential development site off Chacombe Road (behind Cheney Court) is causing some concern for local residents.

9.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is a concern, although the popularity of the key local services (480 and 501), suggest that these are unlikely to suffer cuts on the same scale as some deep rural services. However concerns remain about the lack of information available on buses and the lack of early and late buses both during the week and at weekends.

• Access to services – JaSON; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Consideration of ‘residents only’ parking in Archery Road and review of all parking/waiting markings and signage.

• Re-surfacing of the footways in Belle Baulk.

9.7 Conclusions:

Middleton Cheney is rightly identified as one of three ‘most sustainable village’, and whilst the strong links to Banbury are key to villagers, the range of services and facilities locally, access to them support the villages identified status.

Specific areas of concern are: • Road markings and signing as identified above • Integration of the proposed 140 dwelling development

Village Transport Appraisal Nether Heyford

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Nether Heyford as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need

10.1 Village Profile:

Nether Heyford is an English village 6 miles west of Northampton off the A45, in South Northamptonshire. It is 1 mile by road to the M1 London to Yorkshire motorway junction 16, 72 miles north of London and 38 miles southeast of Birmingham. The village of Upper Heyford is half-a-mile to the north of the village close to the A45 road and is also part of Nether Heyford Parish.

It has one of the largest village greens in the country, two pubs; The Foresters Arms and The Olde Sun, two churches; one Baptist, a purpose-built youth club, park, village hall, hairdressers, butchers and a local shop. The extensive playing fields have a cricket club; Heyford CC, a football club; Heyford Athletic, tennis courts, a bowls club and a skate ramp. The Grand Union Canal also passes through the village.

10.2 Transport availability:

Nether Heyford has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the frequency of service has suffered in recent years. The principle scheduled service is the D3 which currently has a high frequency of half- hourly.

• Trains: Nether Heyford is just five miles from Northampton station and services from Northampton are generally good. The village is also within the 10 mile catchment of Long Buckby that offers free parking and faster access to Birmingham and the North.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road.

10.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is satisfactory although parking close to local shops and the public houses being are in short supply.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Northampton and Milton Keynes (17 miles), with a high percentage of residents recognising Northampton as the centre of convenience, but Milton Keynes as their preferred principal shopping destination.

10.4 Highways Issues:

• Road casualty statistics: Nether Heyford has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority.

• Signage – areas for improvement: no specific sites or locations were identified during the study

10.5 Development/growth:

Concerns exist within the parish about housing development. The parish council feels that the proposed site on Weedon Road requires a footpath to link it directly to the village on the same side as the development since traffic speeds pass the proposed access have been shown to peak at more than 60mph within the 30mph limit restriction.

10.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services. However the relatively high level of patronage on the key local service, the D3, suggests it is likely to be little affected

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: the specific area identified during the research was the footpath at the Weedon road site.

10.7 Conclusions:

Nether Heyford is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • The speed of traffic on Weedon Road • Footpath from the Weedon Road development • The retention of the D3 bus service

Village Transport Appraisal Old Stratford

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Old Stratford as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Milton Keynes.

11.1 Village Profile:

Old Stratford grew up on either side of the Watling Street where it crossed the River Ouse into Buckinghamshire, with Stony Stratford also developing on the other side. The latter part of both names refers to a river crossing. Early 17th Century maps name the village as Old Stow. As many as seventeen households were assessed to the half tax in 1674 so it is not known if this was the whole population. In the 1830s there were 39 houses in Old Stratford with an estimated population of 150 to 200. By World War I this was closer to 260 and in common with most parishes and the district it grew steadily through the 1950s, 60s and 70s to pass 1,000 people.

The designation of Milton Keynes prevented further major growth until more recent times. It is partly true that Old Stratford has always been a suburb of the larger Stony Stratford, however it has significance and historic focal points in the crossroads. Before the building of the M1, Old Stratford was the point at which all Northampton traffic left the A5, or Watling Street. The village remains a busy junction despite being bypassed on both sides in the 1980s.

As mentioned, both Stony Stratford and Old Stratford derived their names from a river crossing that has been subsequently replaced by a bridge, the first mention of which was in the 13th Century. By the early 17th Century a bridge crossed the Ouse in a single span however this was said to have been partially destroyed in the Civil War and fallen into disrepair. In 1834 the two counties shared responsibility for the building of a new bridge and for tolls to be collected for the next 21 years; tolls having been variously collected since the middle ages.

11.2 Transport availability:

Old Stratford has a variety of transport links to access local and wider services, including bus, and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the overall frequency of service has suffered in recent years. The principle scheduled services is the 89 and the 14, both partly subsidised by NCC. Concerns exist about the loss of weekly the shopping bus to Northampton and limited weekend/evening services. Services are likely to suffer some reduction in frequency as a result of Bus Subsidy Review. The consultation ended in May 2011 and changes will be phased in from September 2011.

• Trains: Old Stratford is at just two miles from Wolverton station and services to London Euston are popular.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the most popular route is to Deanshanger by secondary aged school children.

11.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally considered acceptable with parking close to local shops, public houses being sufficient.

11.4 Highways Issues:

• Road casualty statistics: Old Stratford has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. However both volume and speed of traffic remain an issue. The old A5 has been monitored with 1500 vehicle movements per day. This causes noise, vibration and air quality issues in isolated areas of the old A5.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority.

• Signage – areas for improvement: the 30mph limit sign was due to moved further from the village, work scheduled by Milton Keynes Council in 2008.

11.5 Development/growth:

Concerns exist within the parish about housing development. The Housing Needs assessment is near completion, but concerns remain about housing growth due to the recent loss of key village facilities (shop, petrol station and garage) which limit the ability of the village to support growth.

11.6 Areas for improvement and further research:

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

• Identifies opportunities for securing Section 106 contributions (to both NCC and SNC) from new housing development to resolve particular issues: concerns remain about use of the £95,000 section 106 fund in Falken Drive. The Puffin crossing has been incorrectly sited, a promised bus shelter and a direction sign have not been installed. Further the street lighting installed was not done with the approval of the parish.

• Re-site 30mph limit sign as scheduled by MKC.

11.7 Conclusions:

Old Stratford is rightly identified as a ‘reasonably sustainable village’ and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Traffic speed and volume monitoring on the old A5 • The re-siting of the 30mph limit to the south of the village

Village Transport Appraisal Paulerspury

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Paulerspury as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Milton Keynes.

12.1 Village Profile:

Paulerspury was an important centre for Lace-making. In the 19th century the trade was dominated by a lace-dealer named Elizabeth Rose and her son Edward, and there were at least 2 other lace-dealers in the village, Mary Smith and William Cross. After Edward Rose's death in the 1870s lace-making declined, but Mrs Harrison, the wife of the new Rector, noted the poverty in Paulerspury and re-started the industry using Edward Rose's patterns. Eventually there were 130-180 lace-makers in the village with all the profit of£600-£800 a year being passed on to the lace-makers by Mrs Harrison. She organised an exhibition in Northampton in 1891 (visited by the future Queen Mary) and another at the Victoria & Albert Museum. Lace-making gradually declined due to machine production and by 1931 had almost ceased.

In the 19th century there was a wide range of trades in the village, including two Public Houses, and by the 1840s there was a Post Office. A Carrier went to Northampton and Buckingham each week, and by the 1920s there was a daily run to Towcester. By 1931 the Northampton journey was being carried out by a motor omnibus converted from a lorry by the Lepper family and operated by George Edwards, who also made Bicycles. Post Offices survived in Paulerspury and Pury End until the late 1990’s.

12.2 Transport availability:

Paulerspury has a variety of transport links to access local and wider services, including bus, and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the overall frequency of service has suffered in recent years. The principle scheduled services is the 89 which is part-subsidised by NCC. However all services are currently subsidised by NCC and is therefore likely to be revised as part of the Bus Subsidy Review. The consultation ended in May 2011 and changes will be phased in from September 2011.

• Trains: Paulerspury is around six miles from Wolverton station and ten from Northampton. Services are generally good, but access to the train stations by bus is limited.

• Cycling: Cycling is not popular in the village as a leisure pursuit.

12.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally considered acceptable with parking close to local shops, public houses being sufficient.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Towcester, Wolverton and Milton Keynes, with a high percentage of residents recognising Wolverton as the centre of convenience, but Milton Keynes as their higher order shopping and leisure destination.

12.4 Highways Issues:

• Road casualty statistics: Paulerspury has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority.

• Signage – areas for improvement: no specific sites or locations were identified during the study

12.5 Development/growth:

No major concerns exist within the parish about housing development.

12.6 Areas for improvement and further research:

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

12.7 Conclusions:

Paulerspury is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Areas for attention are: • Retention of the bus service to Milton Keynes

Village Transport Appraisal Potterspury

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Potterspury as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Milton Keynes.

13.1 Village Profile:

The stretch of land comprising the present civic parishes of Paulerspury and Potterspury, was called in the Doomsday Book Pirie or Perye, and later on, Pury. The one part of it which forms the parish of Paulerspury was called "West Perey," to distinguish it from the other, which forms our parish, known then as East Perey or East Pury. East Pury took its present name, Potterspury, from one of the largest and oldest Potteries in these parts.

The village was originally called Pyrie or Estpirie (East Perey), derived from 'pyrige' meaning 'the place where pear tree grow'. Following the introduction of potteries in the 12th century the name was changed to Potters Perry or Potterspury. Several of these ancient potteries have been excavated in recent years.

The parish church is dedicated to St. Nicholas and there has been a church on the site since at least 1087. An Independent church was established in 1690 by the Rev Michael Harrison. The history of the Independents in the 18th century is largely bound up with the name John Heywood and he was held in high esteem by many including the Duke of Grafton, who allowed him to use his library.

The Dukes of Grafton resided at Wakefield Lodge from about 1748, when the 2nd Duke commissioned William Kent to design and build a house on the site of a hunting lodge in the Whittlebury Forest, about a mile south of Potterspury. Kent brought in Capability Brown to landscape the park, who for the first time used water in the landscape. Following the death of the 7th Duke in 1918 the estate was broken up and sold.

13.2 Transport availability:

Potterspury has a variety of transport links to access local and wider services, including bus, and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the overall frequency of service has suffered in recent years. The principle scheduled services is the 89 which is popular within those of all ages, the Saturday services being very popular with young people. The parish raised concerns about their being no bus shelters in the entire village.

• Trains: Potterspury is at just three miles from Wolverton station and services to London Euston are popular.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by using the inappropriate and poor quality footpath alongside the A5.

13.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is generally considered acceptable with parking close to local shops, public houses being sufficient. However concerns were raised about insufficient parking at the village hall and in Blackwell End.

13.4 Highways Issues:

• Road casualty statistics: Potterspury has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. However the junctions with the A5 continue to cause concerns and severely limit access by means other than the private car.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However the need for bus shelters at the most popular stops is a desire of the parish council. Further, the Highways Agency has previously committed to installing a turning refuge on the A5 at the Roman Way Garden centre and the Aquatic Centre, but these have not been completed. Finally resurfacing work on Furtho Lane development.

• Signage – areas for improvement: during the study, it was made apparent that the 30mph limit on Yardley Road (Church End) would benefit from being moved further out of the village due to approach speeds.

13.5 Development/growth:

Concerns exist within the parish about housing development. It was stated during site meetings that the village is already above the guidance for ‘5-year land supply’, and concerns were raised about Poundfield and Potterspury House sites.

13.6 Areas for improvement and further research:

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

13.7 Conclusions:

Potterspury is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Areas for attention are: • Bus shelters at the most popular stops • Re-site the 30mph limit in Yardley Road • Parking difficulties in Blackwell End and at the Village Hall • Turning refuge on the A5 at the Roman Way Garden centre and the Aquatic Centre

Village Transport Appraisal Roade

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Roade as one of the districts three ‘most sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport needs are the bus services to Northampton and Milton Keynes.

14.1 Village Profile:

Roade straddles the busy Northampton to Milton Keynes A508. 2 miles (3 km) south of junction 15 of the M1 motorway, 5 miles (8 km) south of Northampton and 12 miles (19 km) north of Milton Keynes. The road bisects the village into east, the older part, and west, which is mostly 20th-century housing.

The West Coast Mainline railway from London Euston to Manchester and Scotland passes through the village in a deep cutting, known as Roade cutting. The line dates from 1838 and was electrified in the 1960s. It now carries 125 mph trains. The cutting is a geological Site of Special Scientific Interest (SSSI) listed by English Nature. A station serving Roade was situated at the southern end of the village and the cutting, which closed in 1964. A branch, the Northampton Loop, leaves the main line just north of the village. There was a campaign in the 1990s to have the station re- opened for commuter traffic to London, Milton Keynes and Northampton but there are currently no plans to add additional stops on the line.

14.2 Transport availability:

Roade has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is relatively good for a medium sized village although the frequency of the service has suffered in recent years. The principle scheduled services is the X4 along the A508, the rural 33/33A between Northampton and Milton Keynes and the 86.

• Trains: Roade is just five miles from Northampton and services are generally good. However no direct access by bus is available to the railway station. The map below demonstrates the access options available to Roade residents with three mainline stations within a 10 mile radius.

• Road: Access by road is good with relatively easy access to. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes. Locally concerns have been raised about a) the poor state of the railway bridge on the A508 and a temporary footpath with very poor accessibility for wheelchair-users that has remained in place for several years; and b) poor pavement maintenance in Hartwell Road to the South of the primary school.

14.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops and the public house being in short supply.

14.4 Highways Issues:

• Road casualty statistics: Roade has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. However five locations have been identified as areas of concern for speeding, with the Hartwell road of greatest concern due to its long straight approach. A Vehicle-Activated Sign is required at this location.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However concerns were raised about poor pavement in Hartwell Road that had been scheduled for repair by MGWSP in 2009.

• Signage – areas for improvement: no specific sites or locations were identified during the study

14.5 Development/growth:

Concerns exist within the parish about housing development. Recent developments have integrated well with the village, but minor issues remain such as the over- lapping left and right turning lanes near the new development on Stratford Road. This has the potential to cause vehicle collision.

14.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

14.7 Conclusions:

Roade is rightly identified as one of the districts three ‘most sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Speeding on the approach from Hartwell • Pavement repairs in Hartwell Road • Concern about the impact of the NCC Bus Subsidy Review • Condition of the West Coast Main Line railway bridge on the A508 • Incorrectly marked turning lanes at new development on Stratford Road

Village Transport Appraisal Silverstone

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Silverstone as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the Northampton to Oxford bus service and the access it affords local people to Brackley and Banbury.

15.1 Village Profile: Silverstone is a medium sized village in Northamptonshire, England. It lies roughly equidistant from Northampton, Milton Keynes and Banbury, and it has a population of about 2,000. About half-a-mile to the south of the village is the Silverstone Circuit, traditionally the home of the British Grand Prix. The racing circuit is on the site of RAF Silverstone. Silverstone is also known as the highlight of Formula 1, with over 100,000 visitors each year. In the Middle Ages the village trade was primarily in timber from the surrounding Whittlewood forest, through the use of coppicing. Linnell Brothers still operate a woodyard to this day (although the traditional site has now been developed, moving the business to the east of the village). Fish ponds on the north side of the village fed the villagers. The village is listed in the Domesday Book. 15.2 Transport availability:

Silverstone has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Trains: Silverstone is the most isolated village within the sixteen studied in respect of access to rail services. Silverstone is more than 10 from it’s nearest mainline stations and access to this form of public transport is slow by bus. However, services to London and Birmingham from Banbury are used the small population of regular train commuters. Services from Northampton, Bicester and Milton Keynes are also options used by some.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road.

The map is centred on Silverstone and clearly shows that the village is one of just five villages (and the only one of sixteen within the remit of this study) in the district which is not within a 10-mile radius of a mainline train station

15.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops and the public house being in short supply.

• Distance to nearest major town / supermarket: From local surveys and discussions with key representatives, the principle shopping destinations are Brackley and Banbury, with a high percentage of residents recognising Brackley as the centre of convenience, but Banbury as their preferred Market town.

15.4 Highways Issues:

• Road casualty statistics: Silverstone has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years. The village by-pass constructed more than a decade ago removes a high percentage of traffic from the centre, although some concerns still exist regarding access to the Circuit during weekend events. However the traffic management scheme in place during the British

Grand Prix and other major events is one of the most respected and well managed in the country.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority.

• Signage – areas for improvement: no specific sites or locations were identified during the study

15.5 Development/growth:

Concerns exist within the parish about housing development. Recent developments have integrated well with the village, but the Taylor Wimpey development (50 dwellings on Whittlebury Road) was raised as having a number of minor unresolved issues.

15.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services. However the popularity of the key local service (X88), and serious concerns about the quality of the change-over, suggests that the service will be improved rather than reduced.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action. In addition, public service access to the Circuit for employment and education (Moulton College) remain a concern with people needing to rely on the private car for access.

15.7 Conclusions:

Silverstone is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • The much criticised X88 bus service • Access to the circuit by public transport • Access to mainline railway stations due to minimum 13 mile journey

Village Transport Appraisal Yardley Hastings

Executive Summary:

The Interim Rural Housing Policy (SNC 2009) identified Yardley Hastings as one of 13 ‘reasonably sustainable villages’ based on the availability of local services, facilities and amenities. However transport is vital to maintaining that status. The most valued local transport need is the bus service to Northampton and Olney.

16.1 Village Profile:

The affix 'Hastings' is the surname of the Earls of Pembroke of the third creation; it distinguishes the village from nearby Yardley Gobion.

Thomas Dudley was born in Yardley Hastings in 1576. He sailed to New England on the Arbella in 1630 and became Governor of the Massachusetts Bay colony. He signed the charter of Harvard College in 1650.

Yardley Hastings is the village in which Marianne Faithfull's character Maggie lives in the 2007 film Irina Palm.

In 1870-72, John Marius Wilson's Imperial Gazetteer of England and Wales described Yardley Hastings like this:

“A parish, with a village, in Hardingstone district, Northamptonshire; 3¼ miles S of Castle-Ashby r. station, and 8 ESE of Northampton. It has a post-office under Northampton, and a fair on Whit-Monday. Acres, 3,510. Real property, £3,323. Pop., 1,152. Houses, 256. The manor belongs to the Marquis of Northampton. The living is a rectory, united with part of Denton, in the diocese of Peterborough. Value, £400.* Patron, the Marquis of Northampton. The church is partly Norman, partly early English. There are an Independent chapel and a national school”.

16.2 Transport availability:

Yardley Hastings has a variety of transport links to access local and wider services, including bus, train and road links, a summary of which is provided below:

• Buses: Public transport provision is acceptable for a medium sized village although the quality of the service has suffered considerably is recent years. The principle scheduled services

• Trains: Yardley Hastings is just eight miles from Northampton and services are generally good. However no direct access by bus is available to the railway station. The map below demonstrates the access options available to Hackleton residents with two mainline stations within a 10 mile radius (Northampton and Wellingborough)

• Road: Access by road is good with relatively easy access to Northampton, Bedford, the M1 and A45. Local roads are in a generally good state of repair and key village roads and routes to the main town centres are part of the highways authorities ‘adverse weather’ gritting routes.

• Cycling: Cycling is not popular in the village as a leisure pursuit. In terms of route availability, the vast majority travel by road.

16.3 Access to services:

• Parking facilities at shops and local attractions: Parking at local facilities is limited with parking close to local shops and the public house being in short supply. Northampton Road and the Leys Estate cause the most parking difficulties for residents.

16.4 Highways Issues:

• Road casualty statistics: Yardley Hastings has a very low incidence of road casualties with no recorded KSI (Killed or Seriously Injured) recorded within the village in the past three years.

• Identified rat runs: no specific issues were identified or raised during the study.

• Existing/proposed road improvement plans in the local area: no improvements are scheduled by the highway authority. However Chase Park Road is in need of surface repair work due to damage by large goods vehicles (LGV).

• Signage – areas for improvement: no specific sites or locations were identified during the study

16.5 Development/growth:

No concerns were raised during the study.

16.6 Areas for improvement and further research:

• Transport Availability: the NCC Bus Subsidy review completed in May 2011 and due for implementation in September 2011 is important to the future of services.

• Access to services – Jason; concern was raised about the lack of knowledge about community transport services and pending the Bus Subsidy Review, this is an area for action.

16.7 Conclusion:

Yardley Hastings is rightly identified as a ‘reasonably sustainable village’, and the range of services and facilities locally, access to them support the villages identified status.

Specific areas for attention are: • Resurfacing in Chase Park Road • Parking issues on Northampton Road and the Leys Estate • The consideration of smaller ‘hopper’ style buses to negotiate narrow access roads

Study Acknowledgements and References:

I would like to thank the following in support of the production of this report

• The 16 Parish Councils • SNC Ward Members • Authors and contributors to Parish Plans • ACRE • South Northants Volunteer Bureau • NCC Highways • Bus Operators • Sustrans

Websites: • www.blisworth.org.uk • www.bugbrooke-village.co.uk • www.bugbrookelink.co.uk • www.deanshangerpc.net • www.greensnortonvillage.org • www.hackeltonpc.org • www.hartwellvillage.com • http://www.kingssutton.net/ • www.kislingburyonline.co.uk • www.middletoncheney.org • www.parish-council.com/NetherHeyford • www.netherheyford.org.uk • www.oldstratford.org.uk • www.paulerspury.org.uk • www.potterspury.org • www.roadevillage.co.uk • www.silverstonevillage.org • www.yardley-hastings.org.uk

Images: • ‘About my area’ • Paul Balmer

Literature: • 'Hartwell', A History of the County of Northampton: Vol 5: The Hundred of Cleley (2002) • Village Directory (SNC planning policy 2008)

Study Author - David Allen: Lead Officer Transport Policy 15 th August 2011