Intended for St. Helens Metropolitan Borough Council
Document type Report
Date October 2020
PARKSIDE LINK ROAD A PROPOSED LINK ROAD BY ST. HELENS COUNCIL ECONOMICS REPORT 2020
PARKSIDE LINK ROAD ECONOMICS REPORT 2020
Revision B Date 16/10/2020 Made by Nigel Roberts Checked by Nicola Evans Approved by Steve Chewins Description Economics Report
PD-RAM-03-00-REP-TR-0020
Ramboll 2nd Floor, The Exchange St. John Street Chester CH1 1DA United Kingdom T +44 (0)1244 311855 www.ramboll.co.uk
PARKSIDE LINK ROAD ECONOMICS REPORT 2019
CONTENTS
1. INTRODUCTION 1 1.1 Forecasting Scenarios 2 1.2 Structure of Report 3 2. SCHEME COSTS 4 2.1 Maintenance Costs 6 3. LEVEL 1, INITIAL ECONOMIC ASSESSMENT 7 3.1 Methodology 7 3.2 Analysis of Monetised Costs and Benefits 11 3.3 Accident Benefits 11 4. LEVEL 2, ADDITIONAL BENEFITS 14 4.1 Wider Economic Benefits 14 4.2 Appraisal Summary Table 16 5. DEPENDENT DEVELOPMENT 17 6. VALUE FOR MONEY SUMMARY 18
APPENDICES
APPENDIX 1 COST SUMMARY
APPENDIX 2 TUBA OUTPUTS
APPENDIX 3 APPRAISAL SUMMARY TABLE TAG WORKSHEET
APPENDIX 4 TRAFFIC COUNT DATA/ANNUALISATION FACTORS
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1. INTRODUCTION
Ramboll has been commissioned by Balfour Beatty on behalf of St. Helens Metropolitan Borough Council (SHMBC) to develop a SATURN (Simulation and Assignment of Traffic to Urban Road Networks) Transport Model in support of the Full Business Case (FBC) and Planning Application for the development of the Parkside Link Road (PLR) project in St. Helens, Merseyside (hereafter referred to as ‘the Scheme’ or PLR).
The Parkside Link Road Transport Model (PLRTM) is used to understand current traffic conditions in the area, to provide evidence for the planning of changes to the transport network and to produce traffic forecasts that are used in the detailed economic, social and environmental appraisal of proposed interventions in the transport system.
The purpose of the Economics Report is to describe and justify the methodology and the data inputs and to present the results of the Economic Assessment. The economic assessment uses the Department for Transport (DfT) TUBA (Transport Users Benefit Assessment) software and Cost and Benefit to Accidents – Light Touch (COBA-LT) software. The assessment has been undertaken in accordance with published DfT guidance and is WebTAG compliant.
The proposed Scheme is located to the east of the town of Newton-le-Willows in Lancashire and comprises a new road to link a proposed logistics development comprised of the Parkside Regeneration Development (PRD) (Phase 1 and Phase 2) and the Parkside Strategic Rail Freight Interchange (SRFI) (Phase 3), to the A49 road and the M6 motorway. In addition to this, the Proposed Scheme will link the A49 and the M6 at Junction 22.
As the Proposed Scheme crosses two local planning authority areas, that of SHMBC and Warrington Borough Council (WBC), applications have been made to both borough councils. In March 2018 the planning applications were submitted to SHMBC and Warrington Borough Council (WBC) planning references P/2018/0249/FUL & 2018/32514 respectively, and following the submission of additional supporting information in March 2019 (referred to as ES Addendum 2019 - P/2018/0249/FUL & ES Addendum 2019 - 2018/32514) to address comments received from Statutory Consultees. The Scheme was considered at planning committee meetings held by SHMBC on 17 December 2019 and WBC on 18 December 2019. At these meetings, both Councils approved the Scheme subject to confirmation from the Secretary of State. Subsequently, the Proposed Scheme was called in on 21 May 2020 by the Secretary of State for Public Inquiry.
Wigan Metropolitan Borough Council (WMBC) introduced a weight restriction on the A579 from its junction with the A572 to its constitutional boundary with Warrington, in a southbound direction only (Wigan B.C Order 17/120). The Order came into effect on 19 April 2020.
Subsequently, the PLR Traffic Model (PLRTM) has been updated to take into account network changes, specifically the HGV restriction. In addition, the WebTAG modelling parameters have been updated in accordance with latest DfT guidance and a revised scheme opening year of 2024 and design year of 2034 have been incorporated. The previously issued reports have since been updated with the revised modelling and assessments which has been reflected accordingly in the following reports:
• Local Model Validation Report 2020 – PD-RAM-03-00-TR-REP-0017; • Forecasting Report 2020 – PD-RAM-03-00-TR-REP-0018; • Updated Transport Assessment 2020 – PD-RAM-03-00-TR-REP-0019; • Economic Report 2020 – PD-RAM-03-00-TR-REP-0020;
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• Operational Assessment Report 2020 – PD-RAM-03-00-TR-REP-021; and • 2020 Further Environmental Information – PD-RAM-02-00-REP-EN-0007, incorporating updates to Environmental Statement Chapters.
The PLR scheme is shown on the location plan in Figure 1.1 below.
Figure 1.1: Parkside Regeneration Development (Phases 1-3)
1.1 Forecasting Scenarios
In order to assess the impact of the Scheme on the highway network, the Core Plus Scenario has been considered:
1) Core Plus Scenario – This scenario considers the most likely estimate of trip generation for the full PRD (phases 1, 2 and 3) and all committed development classified as ‘near certain’ and ‘more than likely’ within the study area as detailed in the Parkside Uncertainty Log (as agreed with SHMBC and WBC). This scenario includes Phase 1 of the PRD in the OY (2024) and Phases 1, 2 and 3 in the DY (2034) and considers the most likely estimates of traffic growth as described in Section 4. This scenario assesses the potential impact on the highway network of traffic redistribution due to the PLR and the incorporation of future local development.
This assessment has balanced the WebTAG guidance against a real-world view of the likely scenario. An assessment of the Core Plus Scenario has been undertaken to assess the potential impact from traffic on the local junctions of both the PLR and future associated development (including Phases
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2 and 3 in 2034). Whilst it is recognised that there are no current proposals for Phases 2 and 3, SHMBC have a strong aspiration for the PLR to facilitate future development and, therefore, in order to assist the Planning Authority, the assessment of traffic has considered potential trips from these future developments within the Transport Assessment (ref PD-RAM-03-00-REP-TR-0019 and the Operational Assessment Report (Ref: PD-RAM-03-00-REP-TR-0021).
1.2 Structure of Report
This report presents the economic case development of the PLR for the four economic assessments scenarios and is split into the following sections:
• Section 2: Scheme Costs – presents the Scheme Costs on which the economic assessment has been based; • Section 3: Level 1, Initial Economic Assessment – this chapter presents the Transport User Benefit Appraisal (TUBA) and Transport Economic Efficiency (TEE); • Section 3: Level 2, Additional Benefits – this section considers Accident Benefits (COBALT), Wider Economic Benefits and Assessment Summary Table (AST); • Section 4: Dependent Development – this chapter presents the results of the dependent development test; and • Section 5: Value for Money Summary – this chapter provides an overview of the full economic assessment undertaken for all four scenarios.
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2. SCHEME COSTS
This chapter presents the scheme costs included within the Economic Assessment and Full Business Case.
Status of Funding Project Funding Summary Capital Revenue Total (confirmed etc.)
Grant £23,790,786.28 £23,790,786.28 Awaiting decision Total SIF Loan
Private and/or voluntary sectors £0.00 £0.00 Confirmed
Public sector (St. Helen’s Council) £16,020,000.00 £16,020,000.00 Confirmed
Total project cost £39,810,786.28 £39,810,786.28
Table 2.1: Project Funding Summary (2020 prices)
Public Sector funding has been secured from St. Helens Council; this reflects the maximum available from the council resources to support the scheme and makes over 40% of the overall scheme showing the commitment. This reflects the benefit that delivering the Parkside Link Road brings in terms of improvements to the highway network serving the borough and the potential to enable and facilitate development within the borough. Table 2.1 identifies the sources of funding for the proposed scheme.
No private sector contribution has been specifically confirmed for funding elements of the scheme, although the council has set up the Parkside Regeneration Joint Venture (St. Helens Council and Langtree). An application for a phase 1 development for a section of the Parkside site has been submitted for planning approval.
Thus, due to potential Private Sector funding arrangements not being fully confirmed, this economic assessment of the Parkside Link Road scheme makes the assumption that this contribution is zero.
The cost breakdown below demonstrates the summary costs from the Activity Schedule. The costs have been developed from previous schemes recorded under the Scape Procure process. These have been market tested, which is required under the Scape process, by at least 3 suppliers. This provides confidence in the budget cost going forwards to the Target Cost developed following the detailed design phase.
Fees added are in line with the Scape framework agreement and Risk has been identified and costed within team workshops. Inflation over the construction period of the scheme has been calculated from the Building Cost Information Service (BCIS) of the Royal Institution of Chartered Surveyors (RICS) calculator tool. The generated inflation values are applied to the amount of work (preliminaries and measured works) completed in that year and subsequently added to give a total inflation figure. This total inflation figure is shown in the summary of costs shown in Table 2.2.
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For clarity the rates used are as follows:
Year BCIS Value (%) Value Applied (%)
2017-2018 2.8 In the rates
2018-2019 3.0 5.8
2019-2020 5.0 10.8
Table 2.2: Inflation Costs
The project cost breakdown is as follows (in 2020 prices):
Project Cost Breakdown (in 2020 prices)
Preliminaries £3,263,903.07
Bill of Quantities – Civils £17,340,959.76
Inflation £1,382,268.75
£21,987,131.58
Working Area Overhead @ 9.00% £1,978,841,84
£23,965,973.72
Pre-Construction Works £392,000.30
Fee @ 2.50% £24,357,973.42
Design £608,949.34
£1,675,517.66
£26,642,440.72
Scape Fee @ 0.50% £133,212.20
£26,775,652.93
Construction Risk £2,534,000.00
Total Construction Cost £29,309,652.93
Statutory Undertakers £978,216.49
Public Bodies -
Land Fees £6,944,813.40
Project Risk £5,047,000.00
Total Scheme Costs £42,279,682.82
Scheme Opportunity £2,468,896.54 Total Scheme Costs £39,810,786.28
Table 2.3: Project Cost Breakdown (in 2020 prices)
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Construction costs have been calculated by Balfour Beatty based upon extensive previous experience, best practice guidance and market tested rates. A detailed breakdown of construction costs is provided in Table 2.3.
The costs include developing a detailed design, delivering supporting documents required to submit for planning permission, including Environmental Statement and associated surveys. It includes for public consultation and liaison with stakeholders. The costs also include a breakdown of construction costs to deliver the highway and associated works including drainage, earthworks and a shared cycleway/footway. There is also an allowance for inflation, and project/construction risk. The estimated £5m risk is approximately 12.5% of the scheme costs and includes 3% optimism bias in accordance with WebTAG guidance. Additional risk has also been included based upon Balfour Beatty’s extensive experience on calculating costs on similar schemes.
These are the scheme costs that have been taken forward into the Economic Appraisal. The distribution of these scheme costs, assumed for the TUBA economic appraisal, is shown in Table 2.4.
Scheme Cost Distribution (2020 prices)
Year Preparation Supervision Construction Land Total
2021 £609,000 £148,000 £0 £764,000 £1,521,000
2022 £3,194,000 £1,435,000 £1,076,000 £5,486,000 £11,191,000
2023 £0 £402,000 £15,360,000 £694,000 £16,456,000
2024 £0 £133,000 £9,970,000 £0 £10,103,000
2025 £0 £0 £539,000 £0 £539,000
Total £3,803,000 £2,118,000 £26,945,000 £6,944,000 £39,810,000
Table 2.4: Project Cost Breakdown (2020 prices)
A summary of cost by section and series in presented in Appendix 1.
2.1 Maintenance Costs
As well as the construction costs of the highway scheme, ongoing minor maintenance costs have also been considered in the economic appraisal. These costs have been estimated for the additional lengths of highway resulting from the scheme and accrued over the full 60-year appraisal period of the economic assessment.
For the purposes of this economic appraisal the maintenance costs have been estimated as £1m. The spend profile has been determined as 1.7% on an annual basis with a 3.4% spend every 10 years. This reflects the need for more in-depth maintenance on a 10-year basis and is typical of a maintenance regime for a road of this nature.
These costs and spend profiles have been included in the TUBA appraisal of scheme costs and benefits.
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3. LEVEL 1, INITIAL ECONOMIC ASSESSMENT
3.1 Methodology
The initial economic assessment for the 4 scenarios has been carried out in line with WebTAG Guidance, Unit A1.3 User and Provider Impacts. The output from these assessments will be a summary of Public Accounts benefits and Transport Economic Efficiency benefits for each of the modelled scenarios. Each of the 4 scenarios has been modelled and assessed using SATURN modelling software and processes and impacts discussed in the Traffic Forecasting Report (PD-RAM- 03-00-REP-TR-0018).
The model has been split into 5 user classes:
1) Car Employer’s Business (or Car Work); 2) Car Commute; 3) Car Other; 4) LGV’s; and 5) HGV’s.
The transport economic assessment has been undertaken using the TUBA 1.9.13 (July 2019) program which carries out an economic assessment in accordance with published DfT guidance. This uses the latest economic parameters, as noted in the WebTAG Databook July 2020 v1.13.1.
A sector to sector analysis has not been undertaken; this approach was agreed at meeting on 2 August 2018 attended by all parties.
Further details of the assumptions, sources of information and approach taken when undertaking the revised Traffic Modelling for the Parkside Link Road is available in the Design Input Plan Traffic Modelling Report (PD-RAM-03-00-REP-TR-0011) which was circulated to all interested parties following meeting on 2 August 2018.
3.1.1 Assessment Period
The PLR scheme will impact on both local and strategic traffic movements. On this basis, the WebTAG recommended assessment period of 60 years has been adopted. The Base Year for the traffic modelling assessment is 2016.
3.1.2 Modelled Years
The scheme is due for implementation during 2024. In order to be proportionate in the modelling effort for the assessment, the economic assessment has been based on revised traffic modelling of 2024 and 2034, where data is readily available from SATURN. These results are then interpolated and extrapolated accordingly in the TUBA appraisal software to obtain economic benefits for all other years, which are then discounted to 2010.
3.1.3 Modelled Time Periods
The traffic modelling has been undertaken for the following weekday time periods:
• AM Peak (08:00 – 09:00); • Inter Peak (Average Hour 10:00 – 16:00); and
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• PM Peak (17:00 – 19:00).
For assessment, time period factors are used to convert the model outputs to be representative of annual totals. These are based on interrogation of local traffic counts undertaken on both the local highway network and the strategic highway network within the area modelled.
Annualisation factors, presented in Table 3.1, convert benefits calculated for each model time period into totals for the full year. Local traffic count data has been used to determine how many hours are associated with each peak period. These have been incorporated into the Annualisation factors shown below. Data was obtained from a representative coverage of 10 count sites within the model area. These are shown on Figure 3.1 below.
Microsoft product screen shot reprinted with permission from Microsoft Corporation
Figure 3.1: Count Sites used to Calculate Annualisation Factors
The traffic count data from the 10 sites is shown in Appendix 4. The data for each site is tabulated in 15-minute periods throughout the day. Average values for each 15-minute period have been calculated.
The mean value for traffic volume was calculated for the 3-hour morning period, 6 hour Inter Peak period and 3-hour evening peak period. 15-minute periods where traffic flows were within 10% of the mean value for respective peak periods were representative of that period. Expressed as hours, the total number, were then multiplied by 253 to determine the equivalent number of hours of that type in the year. These are the Annualisation Factors shown in Table 3.1.
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Time Period Factor
AM Peak 696
Inter Peak 1708
PM Peak 569
Table 3.1: Annualisation Factors
The appraisal does not include any assessment of scheme benefits in the evenings and weekends. Benefits from these periods of the day are generally small and the scheme does not rely on them to demonstrate high value for money.
3.1.4 Model Inputs
Traffic growth for the PLRTM has been derived using TEMPro version 7.2b for the North West region for cars and the National Transport Model (NTM) forecasts for LGV’s and HGV’s from the 2016 base year to the 2024 and 2034 forecast years.
Trips associated to committed developments and the PRD across the forecast years have been derived and are presented in the Traffic Forecasting Report 2020 (TFR) (Ref: PD-RAM-03-00-REP- TR-0018). These trips have been constrained to TEMPRO trip values and provide a robust assessment of forecast traffic growth and its impacts on the local highway network.
SATURN model assignments have been run for both ‘Do Minimum’ and ‘Do Something’ scenarios for 2024 and 2034 as described the TFR. Traffic volumes, time and distance skims from these assignments have been passed through to the economic appraisal in TUBA.
This chapter presents the economic assessment of the Core Plus Scenario as identified in Section 1.
3.1.5 TUBA Validation
As a check on the validity of the TUBA analysis, an analysis of TUBA Warnings was undertaken to determine if any extraneous benefits were being derived through model noise or unrealistic routing patterns.
This check showed there were a large number of warnings referring to zone pairs with very small (less than 1) numbers of trips. These values are far too small to influence the calculation of scheme benefits and do not impact the robustness of the model.
However, there were a very small number of trip pairs (8 No.) where warnings referred to trip numbers between 1 and 10. These were checked to determine that the modelled routes between these zone pairs were sensible. In all cases they were found to be logical routing patterns. Examples of such trips between zone 4 and zone 12, and zone 11 and zone 73, are shown on the screenshots below.
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Figure 3.2: Route between zone 4 and zone 12 The above figure shows that the routing between zone 4 and zone 12 is logical and thus helps to establish the robustness of the assignment model.
Figure 3.3: Route between zone 11 and zone 73 The above figure shows that the routing between zone 11 and zone 73 is logical and thus helps to establish the robustness of the assignment model.
The checks carried out demonstrated that there were no unusual routing patterns within the model that may unduly affect the derived scheme benefits. Therefore, the warnings relate to model noise but these effects are extremely small and do not adversely impact the calculation of scheme benefits. Thus, the model is shown to be a robust assessment of traffic movements and the resulting benefits.
3.1.6 Transport Economic Efficiency
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The completed Transport Economic Efficiency (TEE) table is included in Appendix 2 for the Core Plus Scenario. The transport modelling has shown that the PLR scheme produces reductions in overall delay and journey time for traffic. The TEE tables reflect this and show that the transport interventions result in significant benefits for all roads users.
Table 3.2 presents the overall Present Value of Transport Economic Efficiency Benefits for the Core Plus Scenario. Prices are shown as £1,000’s.
Scenario TEE (2010 prices, discounted to 2010)
Core Plus £34,625
Table 3.2: Present Value of Transport Economic Efficiency Benefits (2010 prices, discounted to 2010); this is shown in Appendix 2 3.2 Analysis of Monetised Costs and Benefits
The Analysis of Monetised Costs and Benefits (AMCB) details are set out in Table 3.3 and Appendix 2. These show an overall Present Value of Cost (PVC) of the scheme as £25.722m. The Present Value of Benefits (PVB) are £32.842m, having allowed for impacts of indirect taxation on the economy and greenhouse gases. This gives an initial BCR value for the scheme of 1.277. Costs are quoted as 2010 prices, except where shown otherwise.
TUBA Appraisal Summary Table – Core Plus Scenario (2010 prices discounted to 2010)
Costs (£000)
Land Costs in 2020 prices £6,945
Remaining Scheme Costs in 2020 prices £32,866
Analysis of Monetised Costs and Benefits (AMCB)
Greenhouse Gases £1,979
Economic Efficiency: Consumer Users, Commuting £6,990
Economic Efficiency: Consumer Users, Other £6,769
Economic Efficiency: Business Users and Providers £20,866
Wider Public Finances (Indirect Taxation Revenues) -£3,762
Value for Money Summary
Present Value of Costs (PVC) £25,722
Present Value of Benefits (PVB) £32,842
Net Present Value (NPV) £7,120
Benefit to Cost Ratio (BCR) 1.277
Table 3.3: Core Plus Scenario Analysis of Monetised Costs and Benefits 3.3 Accident Benefits
The COBALT (COst and Benefit to Accidents – Light Touch) program has been used to derive the accident benefits of the scheme. COBALT compares the predicted numbers of accidents with and
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without a scheme and converts them into monetary values by multiplying the numbers of accidents by their monetised costs. The benefits for each year are discounted to 2010 prices and summed over the 60-year assessment period.
3.3.1 COBALT Network
COBALT uses nodes and links to represent the Base, ‘Do Minimum’ and ‘Do Something’ highway networks.
The COBALT network for the PLR Scheme covers all roads included in the SATURN model for the ‘Do Minimum’ and ‘Do Something’ scenarios. Coding of links and nodes was carried out in accordance with the COBALT User Manual. Link and junction parameters including speed limits, distances, road class and junction type were obtained from survey data, GIS and Google Earth.
3.3.2 Accident Rates
COBALT calculates the number of accidents over a 60-year period from either default (national average) or observed (local) accident rates.
Observed accident rates were calculated in COBALT from personal injury accident (PIA) data for the five-year period from 2014 to 2018. The data was obtained from the DfT ‘Road Safety Data’ website (www.data.gov.uk/dataset/road-accidents-safety-data), specifically the dataset named 'Road Safety Data - Accidents'. This data was used to create a scheme input text file (one of two COBALT input files) which contains the number of accidents within the study area over the five-year period and references the COBALT parameter input file (second COBALT input file) to produce accident rates that are assigned to the COBALT links and junctions within the network. Where a modelled link or junction had no accidents over the five-year period, the default COBA accident rate was applied.
Figure 3.4 presents a plot of the collated accident data by severity within the Parkside study area over the five-year period from 2014 to 2018.
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Figure 3.4: Accidents by Severity (2014-2018) Traffic flows used in the calculation of accident benefits are Annual Average Daily Traffic (AADT) flows based on outputs from the SATURN traffic model. Using interpolation of the flow data for the Base Year and the two future assessment years (2024 and 2034), COBALT derives the flows and number of accidents for each year over a 60-year period.
3.3.3 Accident Benefits Results
The COBALT output shows accident benefits for the PLRTM based upon the Core Plus scenario. With the scheme, local traffic redistributes along the new road due to improved road conditions (as the road is designed to modern standards) which results in a reduction in accidents within the study area creating an accident benefit. Table 3.4 summarises the predicted number of accidents and casualties over the 60-year appraisal period for the Core Plus Scenario.
The monetary value of this overall benefit creates a Present Value of Benefits of £4.956m for the Core Plus Scenario. All values are 2010 prices, discounted to 2010.
Summary of Accident Benefits Core Plus
Total Accidents saved by Scheme 118
Total Casualties Saved by Scheme
Slight 146
Serious 15
Fatal 1
Table 3.4: Summary of Accident Benefits
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4. LEVEL 2, ADDITIONAL BENEFITS
This chapter presents a review of the additional benefits considered within the economic assessment including wider economic benefits and the AST.
4.1 Wider Economic Benefits
4.1.1 Employment and GVA Impact
The employment density assumption has been based upon research relating to the logistics sector and existing national benchmarks. The HCA’s employment densities guide identifies a benchmark density range for B8 uses of between 70 sqm (‘final mile’ distribution centre) and 95 sqm (national distribution centres). The guide, however, recognises that “as logistics becomes more specialised both a greater number of employees and range of skills are required to operate a modern distribution facility”. This is supported by recent data relating to Omega in terms of employment secured to date. According to Warrington & Co., since 2013 the development build-out and consented to date at Omega is some 358,747 sqm, while the number of permanent secured jobs is 7,785. This would give an average employment density of 46 sqm per job, albeit it should be recognised that there is a wide variance between different developments.
The British Property Federation’s (BPF’s) study on the economic impact of the UK logistics sector also points towards increasing employment densities within logistics floorspace “meaning that, in some developments, a greater number of people are employed than national guidance would suggest”. Case studies highlighted within BPF’s report include DPD Group UK’s employment density at Hinckley, which is equivalent to 48 sqm per FTE job when office floorspace, office staff and drivers are taken into account. Similarly, the office floorspace within Sainsbury’s national distribution centre supports one FTE job for every 34 sqm. On balance, therefore, the overall assumed employment density for the Proposed Development of 70 m2 per FTE job is believed to be reasonable.
As identified in the business case, it is noted that following development of the GVA analysis, the transport model has been further developed and refined in consultation with the local highway authority stakeholders. The transport model forecast flows were developed using a 20% B2 land use (general industrial) and 80% B8 land use (storage or distribution) split. If this approach was applied to the GVA analysis and the assessment of jobs, the effect would be to increase the overall GVA and employment impact. However, in order to be prudent and reflecting that there is still a degree of uncertainty in terms of the final mix of uses, the assumption that all of the floorspace will be for B8 use has been retained.
For illustrative purposes, an assessment has been undertaken that assumes a 20% (B2) and 80% (B8) split in line with the trip distribution modelling. The results of this scenario are set out in the table below in terms of the operational phase employment and GVA impact of Option 3. It should be noted that a higher level of displacement (40%) has been applied to B2 uses.
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Employment and GVA Impact (operational phase) – Option 3
100% B8 20% B2, 80% B8
Employment floorspace created (sqm) 486,600 486,600
Gross FTE jobs 6,952 8,265
Net additional FTE jobs 4,872 5,318
Net additional cumulative impact £912m £1,081m
Table 4.1: Comparison of Percentage of B8 Use The decay of 10% assumption was taken from the LCR CA SIF Appraisal Guide – Calculating the BCR. This information is presented for information only and does not form part of the Value for Money Statement.
4.1.2 Output Change in Imperfectly Competitive Markets
The potential for wider economic benefits associated with an increase in GDP as a result of the scheme being built are discussed in WebTAG Unit A2.1. Section 4.4 of this Unit suggests that an estimate of the value of change in GDP can be determined as 10% of the Business User benefits.
This benefit of output change in imperfectly competitive markets has been applied to the Core Plus scenario to produce the benefits shown in Table 4.2 below. Values are in £1,000 in 2010 prices discounted to 2010.
Change in Imperfectly Business User Benefits Competitive Markets benefits
Core Plus Scenario £20,866 £2,087
Table 4.2: Output Change in Imperfectly Competitive Markets
4.1.3 Agglomeration Impacts
WebTAG Unit A2.4 discusses the potential for Agglomeration benefits to be included within the Wider Economic analysis of the scheme. In order for benefits to be determined for these criteria, the scheme must lie within, or within the hinterland of, a Functional Urban Region as defined by the Department for Transport.
The areas of St. Helens and Warrington included in the model area both fall within the hinterland of the Merseyside Functional Urban Area, as defined by the Unit A2.4 Worksheet. As suggested in Unit A2.4, potential increases in Productivity can be estimated as between 10% and 30% of the TEE user benefits. In order to consider the worst case and not attempt to overstate the potential impacts of this metric, the Agglomeration benefits of the Core Plus scenario have been determined as 10% of the TEE benefits.
The resulting Wider Economic Agglomeration benefits are shown in Table 4.3. Values are in £1,000 in 2010 prices discounted to 2010.
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TEE User Benefits Agglomeration benefits
Core Plus Scenario £34,625 £3,463
Table 4.3: Wider Economic Agglomeration Benefits
4.2 Appraisal Summary Table
The Appraisal Summary Table (AST) provides details of the economic, environmental, social and cost impacts of the scheme. These include both qualitative and quantitative benefits as required by DfT guidance. An AST, incorporating quantitative and qualitative benefits associated with the Core Plus Scenario, is presented in Appendix 3. This gives a robust appraisal of the overall impacts of the scheme.
TAG Worksheets for the following assessments are also included in Appendix 3:
• Air Quality; • Biodiversity; • Historic Environment; • Journey Quality; • Landscape; • Noise; • Physical Activity; • Security; • Severance; and • Water Environment.
This summary is consistent with the assessments undertaken and presented within the Environmental Statement.
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5. DEPENDENT DEVELOPMENT
The development dependency test has been undertaken in accordance with TAG Unit A2.2 (DfT September 2016). The ’Dependency test demonstrates the extent to which a development is dependent upon a complementary transport investment. A dependency is likely to occur where a development will breach ‘a reasonable level of service’ on the transport network.’
The assessment has compared the transport flows and costs on the existing transport network, with and without the proposed development. With additional development of Phases 2 and 3, traffic flows on the local highway network will increase. To demonstrate dependency, this increase must be exceptional to show that the network has reached a critical point.
The guidance in WebTAG Unit A2.2: ‘Induced Investment’ was followed to assess the potential nature of the dependency of Phases 2 and 3 of the PRD. Using the advice in Appendix A of Unit 2.2, a dependency test was carried out that compared the travel costs on the existing network without the traffic associated with Phases 2 and 3, against the situation on the same network with the traffic associated with Phases 2 and 3 included.
If the network was at a critical point where it was essentially at capacity without the extra development traffic, it would be expected that travel costs would increase when the extra development traffic was added. This would result in negative overall benefits when the economic comparison was made.
A review of network volume/capacity records was undertaken in order to try to determine the likely impact of the development traffic. This concluded that whilst there were a few junctions where capacity was being reached, overall the network appeared to be offering a reasonable level of service.
In order to quantify and verify this assumption, the economic dependency test was carried out. The result of this process gave a positive benefit of £5,300,000 in 2010 prices discounted to 2010, for the 60-year appraisal period.
This result confirmed that the network could operate at a reasonable level of service with Phases 2 and 3 of the PRD included. This evidence suggests that Phase 2 and 3 developments of the PRD are not ‘dependent’ on the highway scheme, using WebTAG definitions of dependency.
Because the developments are not seen as dependent, the Value for Money Statement excludes any benefits arising from this assessment, and the Parkside Link Road is assessed, in economic terms, as a standard highway scheme.
PARKSIDE LINK ROAD ECONOMICS REPORT 2020 18
6. VALUE FOR MONEY SUMMARY
The Value for Money Statement builds on the Initial BCR assessment and adds the benefits from the accident savings to present the final Value for Money summary for the Core Plus scenario. This summary is shown in the table below. All values are presented in 2010 prices discounted to 2010.
The estimated additional benefits calculated for ‘Output change in imperfectly competitive markets’ and ‘Agglomeration’ provide an indication of potential additional benefits related to the scheme, but they are estimates and have not been surveyed, and as such, are not included in this Value for Money Statement, which only includes calculated values.
TUBA Appraisal Summary Table – Core Plus Scenario (2010 prices)
Costs (£000)
Land Costs in 2020 prices £6,945
Remaining Scheme Costs in 2020 prices £32,866
Analysis of Monetised Costs and Benefits (AMCB)
Greenhouse Gases £1,979
Economic Efficiency: Consumer Users, Commuting £6,990
Economic Efficiency: Consumer Users, Other £6,769
Economic Efficiency: Business Users and Providers £20,866
Wider Public Finances (Indirect Taxation Revenues) -£3,762
Accident Benefits £4,956
Value for Money Summary
Present Value of Costs (PVC) £25,722
Present Value of Benefits (PVB) £37,798
Net Present Value (NPV) £12,076
Benefit to Cost Ratio (BCR) 1.469
Table 6.1: Core Plus Scenario Analysis of Monetised Costs and Benefits
It can be concluded from these range of benefits that the quantifiable elements of the benefits for the PLR scheme produce a good Value for Money Case. Considerations of additional Wider Economic benefits would make the economic case for the PLR scheme stronger. The quantitative benefits of the scheme are set out in Appendix 2 where the AMCB, Public Accounts and the TEE tables are presented. Appendix 3 presents the AST and accompanying TAG Worksheets.
PARKSIDE LINK ROAD ECONOMICS REPORT 2020
APPENDIX 1 COST SUMMARY
SUMMARY OF COSTS PER SECTION
Description Total Winwick Road Junction (Ch.0m – Ch.50m) £ 359,529.86 Section 2 (Ch.050 – Ch.760m) £ 1,669,307.29 Section 3 (Ch.760 – Ch.1360m) £ 1,268,993.41 Parkside Road Junction £ 432,029.45 Parkside Road South (Ch.0 – Ch.250m) £ 1,298,949.01 Parkside Link Road East (Ch.700 – Ch.135m) £ 857,081.61 A479 Junction (Winwick Lane North & South) £ 1,963,264.40 Drainage Networks £ 1,947,720.57 Earthworks £ 7,216,990.27 Existing M6 Bridge £ 327,093.90 Structure 2 £ - Structure 3 £ - Summary £ 17,340,959.76 Services
(NOTE: To be recorded below the line – paid for by Client) £
1/2
Figure: Scheme Chainage
COST SUMMARY BY SERIES
Description Total Roads Preliminaries £ 537,871.68 Site Clearance £ 230,319.55 Fencing £ 220,844.58 VRS £ 51,818.00 Drainage £ 1,947,720.57 Earthworks £ 7,216,990.27 Pavements £ 3,204,356.50 Kerbs, Footways and Paved Areas £ 1,071,214.50 Traffic Signs £ 327,874.29 Traffic Signals £ 234,240.75 Road Markings £ 41,340.00 Street Lighting £ 321,936.81 Electrical Work for Road Lighting and Traffic Signs £ 621,811.77 Special Structures £ 12,773.28 Accommodation Works and Stats £ - Landscaping and Ecology £ 927,752.82 Sub Total £ 17,013,865.87 Structures Structures £ 327,093.90 Sub Total £ 327,093.90 Utility Services Utilities £ - Sub Total £ -
Total £ 17,340,959.76
PARKSIDE LINK ROAD ECONOMICS REPORT 2020
APPENDIX 2 TUBA OUTPUTS
Parkside Core Plus Scenario
Ecnomic Efficiency of the Transport System (TEE) Public Accounts (PA) Table TUBA Appraisal Summary Table
ALL MODES TUBA Appraisal Summary Table Non-business: Commuting ALL MODES ROAD Local Government Funding TOTAL ROAD Costs (£000) User Benefits TOTAL Private Cars & LGVs Revenue 0 0 Land Costs in 2020 prices £6,945 Travel Time 5,345 5,345 Operating Costs 267 267 Scheme Costs in 2020 prices £32,866 Vehicle Operating Costs 1,644 1,644 Investment Costs 10,479 10,479 Analysis of Monetised Costs and Benefits (AMCB) User Charges 0 0 Developer and Other Contributions 0 0 Greenhouse Gases £1,979 During Construction / Maintenance 0 0 Grant / Subsidy Payments 0 0 Economic Efficiency: Consumer Users, Commuting £6,990 COMMUTING 6,989 6,989 NET IMPACT 10,746 10,746 Economic Efficiency: Consumer Users, Other £6,769 Economic Efficiency: Business Users and Providers £20,866 Wider Public Finances (Indirect Taxation Revenues) -£3,762 Non-business: Other ALL MODES ROAD ALL MODES Value for Money Summary User Benefits TOTAL Private Cars & LGVs Central Government Funding TOTAL ROAD Present Value of Costs (PVC) £25,722 Travel Time 4,628 4,628 Revenue 0 0 Present Value of Benefits (PVB) £32,842 Vehicle Operating Costs 2,141 2,141 Operating Costs 0 0 Net Present Value (NPV) £7,120 User Charges 0 0 Investment Costs 14,976 14,976 Benefit to Cost Ratio (BCR) 1.277 During Construction / Maintenance 0 0 Developer and Other Contributions 0 0 OTHER 6,769 6,769 Grant / Subsidy Payments 0 0 NET IMPACT 14,976 14,976 Sum Benefits Indirect Tax Revenues -3,762 -3,762 Imperfectly Agglomeration £1,979 Business ALL MODES £6,990 User Benefits TOTAL LGVs HGVs £2,087 £3,463 £6,769 Travel Time 11,392 2,323 9,069 Total Present Value of Costs (PVC) 25,722 £20,866 Vehicle Operating Costs 9,474 619 8,854 Accidents -£3,762 User Charges 0 0 0 £7,620 During Construction / Maintenance 0 0 0 £7,620 £2,087 BUSINESS 20,866 2,942 17,923 £3,463
£46,011 PVB Private Sector Provider Impacts £20,289 NPV Revenue 0 1.789 BCR Operating Costs 0 Investment Costs 0 Grant / Subsidy 0 Sub-Total 0
Other Business Impacts Developer Contributions 0 NET BUSINESS IMPACT 20,866
TOTAL Present Value of Transport Economic Efficiency Benefit (TEE) 34,625
All entries are discounted present values in 2010 prices and value PARKSIDE LINK ROAD ECONOMICS REPORT 2020
APPENDIX 3 APPRAISAL SUMMARY TABLE TAG WORKSHEET
Appraisal Summary Table Date produced: 28 6 2019 Contact:
Name of scheme: Parkside Link Road - Summary Assessment Name Steve Littler Description of scheme: The Link Road connects A49 to Parkside Road, south of Newton-le-Willows, and provides a further link from Parkside Road to Winwick Lane and M6 JUNCTION 22. It provides access to the ParksideOrganisation St Helens Council Colliery development site, both west and east of M6. Role Promoter/Official Impacts Summary of key impacts Assessment Quantitative Qualitative Monetary Distributional £(NPV) 7-pt scale/ vulnerable grp Business users & transport Value of journey time changes(£) providers Net journey time changes (£) Core Values calculated through TUBA assessment of changes in travel costs. n/a £22.4m n/a 0 to 2min 2 to 5min > 5min £14.1m £0.5m £0.9m Reliability impact on Not assessed n/a n/a n/a Business users Regeneration Not assessed n/a n/a n/a Wider Impacts Estimated based on TUBA Outputs . £6.5m n/a £6.5m Business users & transport Values calculated through TUBA assessment of changes in travel costs. n/a Value of journey time changes(£) providers n/a
Net journey time changes (£) £26.1m
Core Plus Core 0 to 2min 2 to 5min > 5min £14.6m £1.9m £0.7m Reliability impact on Not assessed n/a n/a n/a Business users Regeneration Not assessed n/a n/a n/a Wider Impacts Estimated based on TUBA Outputs . £7.8m n/a £7.8m Business users & transport Values calculated through TUBA assessment of changes in travel costs. n/a Value of journey time changes(£) n/a providers
Net journey time changes (£) £15.7m 0 to 2min 2 to 5min > 5min £6.8m £1.8m £0.0m Reliability impact on Not assessed n/a n/a n/a Business users Regeneration Not assessed n/a n/a n/a Wider Impacts Estimated based on TUBA Outputs . £4.2m n/a £4.2m Business users & transport Values calculated through TUBA assessment of changes in travel costs. n/a Value of journey time changes(£) providers n/a High Low Net journey time changes (£) £35.4m 0 to 2min 2 to 5min > 5min £21.4m £4.8m £1.4m Reliability impact on Not assessed n/a n/a n/a Business users Regeneration Not assessed n/a n/a n/a Wider Impacts Estimated based on TUBA Outputs . £10.5m n/a £10.5m
Households experiencing increased daytime noise in Noise (based on an earlier Changes in noise from operational traffic affecting properties located along the highway forecast year: 61 version of the Core Plus network. Households experiencing reduced daytime noise in
Environmental Growth Scenario as agreed) forecast year: 47
PM10 Number of properties with an improvement 1,726 Air Quality (based on an Number of properties with no change 4 earlier version of the Core Changes in pollutant concentrations from operational traffic affecting properties located along Number of properties with a deterioration 1,397 n/a Plus Growth Scenario as the highway network. NO2 agreed) Number of properties with an improvement 1,726 Number of properties with no change 0 Number of properties with a deterioration 1,401 Greenhouse gases have been determined through TUBA assessment of changes in vehicle Change in non-traded carbon over 60y (CO2e) £1.1m £1.1m Greenhouse gases Core n/a operating efficiencies and travel distances. Change in traded carbon over 60y (CO2e) £0.0m Greenhouse gases Core Greenhouse gases have been determined through TUBA assessment of changes in vehicle Change in non-traded carbon over 60y (CO2e) £1.5m £1.5m n/a Plus operating efficiencies and travel distances. Change in traded carbon over 60y (CO2e) £0.0m Greenhouse gases have been determined through TUBA assessment of changes in vehicle Change in non-traded carbon over 60y (CO2e) £1.3m £1.3m Greenhouse gases Low n/a operating efficiencies and travel distances. Change in traded carbon over 60y (CO2e) £0.0m Change in non-traded carbon over 60y (CO2e) £0.6m Greenhouse gases have been determined through TUBA assessment of changes in vehicle Greenhouse gases High n/a £0.6m operating efficiencies and travel distances. Change in traded carbon over 60y (CO2e) £0.0m
Across farmland, the Proposed Scheme would not quite fit the character of the landscape, and would have an adverse effect on characteristic features including open arable farmland, Residual landscape effects would be no greater than roadside trees and hedgerow, and mature trees at affected farms / property. The proposed moderate to slight adverse in the long-term. The greatest Landscape (based on an road would also dissect the raised landform of the colliery spoil heap in the immediate context adverse landscape effect of moderate to slight adverse is earlier version of the Core of arable farmland. The majority of the adverse landscape effects anticipated within the n/a predicted across LLCA 4. Slight beneficial landscape n/a Plus Growth Scenario as former Parkside Colliery site would be localised due to screening by built form along the A49, effects are predicted as a result of the Ecological Area agreed) mature trees, and landform separating the Proposed Scheme from the surrounding proposed on farmland within LLCA 3. Overall, a slight landscape. adverse landscape effect is anticipated in the long-term. A beneficial landscape effect would arise as the Proposed Scheme would introduce new Townscape (based on an n/a n/a earlier version of the Core n/a n/a Plus Growth Scenario as agreed) The Proposed Scheme will impact upon a post-medieval Registered Battlefield, and a range of largely 18th/19th century historic assets; only two of which are designated. However the embedded Landscape Strategy, as part of the Proposed Scheme, will ensure that there will be a neutral impact upon the Listed Buildings, the Construction Environmental Management Plan (CEMP) will ensure that there will be a neutral impact upon the locally listed buildings, and archaeological evaluation has been undertaken to mitigate against any impact on archaeological remains associated with the post-medieval agricultural activity in the impacted Historic Environment area. Those non-designated heritage assets which are proposed to be demolished as part of (based on an earlier version the Proposed Scheme will have mitigation applied, of Level 2-3 historic building recording, n/a Slight adverse (negative) effect. n/a of the Core Plus Growth which will achieve preservation by record. The route which runs through the top of the north Scenario as agreed) section of the Registered Battlefield will not impact the historic landscape elements of this asset, and will largely run through previously disturbed ground associated with the workings of Parkside Colliery, and along the line of the existing colliery road. The north-west section of the battlefield appears to have remained somewhat undisturbed by modern activity, therefore there still remains the potential for the route to impact upon surviving archaeological remains associated with the post-medieval activity in this area. Mitigation measures proposed include watching briefs for the impacted area within the Registered Battlefield, as well as further There are a number of designated sites near the application site and a number of protected species and notable habitats within the application site. A series of scheme design elements and additional mitigation have been proposed in order to minimise and/or enhance ecological With the exception of broadleaved plantation that is effects. These are reported in the Environmental Statement and Environmental Statement Biodiversity (based on an assessed as having an overall score of slight beneficial and Addendum for Parkside Link Road. The only habitats impacted upon are plantation woodland earlier version of the Core hedgerows that are assessed as having an overall score of where there is a slight beneficial effect and hedgerows where there is a moderate beneficial n/a n/a Plus Growth Scenario as moderate beneficial, the remainder of the habitats and effect. Although effects are predominantly neutral, there are small positive benefits. There agreed) species across the site are assessed as neutral. The are therefore no concerns in terms of biodiversity for development of this site. overall summary assessment score is: Neutral.
There are a number of groundwater and surface water features within and/or near the application site. A series of scheme design elements (in particular a drainage strategy) and standard mitigation measures (in particular through implementation of CEMP) have been Water Environment (based proposed in order to minimise effects on the water environment (including flood risk and on an earlier version of the pollution). n/a Insignificant' to 'Low Significance' n/a Core Plus Growth Scenario as agreed) It was determined that Highfield Moss Site of Special Scientific Interest (SSSI) (wetland) was hydrologically isolated from the underlying Sherwood Sandstone aquifer by Devensian till clay beneath the peat strata. Additionally, groundwater flow was identified as flowing from Highfield Moss towards the Proposed Scheme. It is therefore considered highly unlikely the Commuting and Other users Value of journey time changes(£) Core Net journey time changes (£) £20.4m Social Social 0 to 2min 2 to 5min > 5min £13.7m £0.6m £3.8m Commuting and Other users Value of journey time changes(£) Core Plus Net journey time changes (£) £22.8m 0 to 2min 2 to 5min > 5min £16.9m £2.1m £3.8m Commuting and Other users Value of journey time changes(£) Low Net journey time changes (£) £10.6m 0 to 2min 2 to 5min > 5min £6.0m £1.9m £0.0m Commuting and Other users Value of journey time changes(£) High Net journey time changes (£) £34.3m 0 to 2min 2 to 5min > 5min £21.3m £5.9m £5.5m Reliability impact on Commuting and Other users Not assessed Physical activity (based on A shared cycle and footway will run along the south side of A shared cycle and footway will run along the south side of the proposed link road, Core Plus) the proposed link road, connecting to the Parkside connecting to the Parkside regeneration site. This will provide slight positive benefit for regeneration site. This will provide slight positive benefit for residents who live and work locally. residents who live and work locally. Journey quality (based on scheme has been designed to current standards, there are a Core Plus) The proposed new road is to modern standards and will improve network flows in the vicinity. number of relaxations and departure from standards as This provides an improvement in traveller stress due to reduced fear of potential accidents identified. However the scheme provides a new link road and reduced frustration. between the A49 and the M6 J22 and will assist in reducing congestion across the local highway network.
Accident Savings
Total Accidents Core Accidents assessed using local accident data and COBA-LT £4.9m Fatal Serious Slight accident s saved
2 13 127 102
Accidents assessed using local accident data and COBA-LT Accident Savings
Accidents Core Plus Total £7.6m Fatal Serious Slight accident s saved 3 20 196 156
Accidents assessed using local accident data and COBA-LT Accident Savings
Accidents Low Total £3.7m Fatal Serious Slight accident s saved 1 10 94 75
Accidents assessed using local accident data and COBA-LT Accident Savings
Accidents High Total £9.0m Fatal Serious Slight accident s saved 4 24 231 184 Security (based on Core The scheme includes lighting and good visibility is designed Plus) in. This provides a moderate security benefit for the lighting and visibility indicator, with not all ‘alternative’ routes lit. the The scheme includes lighting and good visibility is designed in. This provides a moderate scheme has been designed to consider the surounding area, security benefit for the lighting and visibility indicator. with the inclusion of cuttings etc. Entrances to the scheme have been designed to standard and will be lit. the site perimeters will be well defined. Access to services n/a Affordability n/a Severance (based on Core On review it is considered that overall the proposed Scheme Plus) will not result in significant transport related issues or impact on the operation, safety or amenity of local transport networks. In general, there is traffic relief and benefit in the northern area of Newton-Le-Willows and M6 J23, relief throughout the Winwick area and marginal relief around The proposed scheme has a neutral severance effect. Lowton on A580. There are however, increases in traffic along the northern section of Parkside Road, Winwick Lane and M6 J22, and impacts in central and southern areas of Newton-le-Willows. M6 and M62 junctions have not been considered in this assesment due to a lack of pedestrian movements in these areas. Option and non-use values n/a
e Cost to Broad Transport Transport budget determined through TUBA assessment £29.8m
Cor BudgetIndirect Tax Revenues Tax Revenues determined through TUBA assessment £2.4m
e e Cost to Broad Transport Transport budget determined through TUBA assessment £29.8m
Cor Budget Indirect Tax Revenues Tax Revenues determined through TUBA assessment £3.3m Cost to Broad Transport Transport budget determined through TUBA assessment £29.8m Budget
Low Indirect Tax Revenues Tax Revenues determined through TUBA assessment £3.0m Cost to Broad Transport Transport budget determined through TUBA assessment £29.8m Budget High Indirect Tax Revenues Tax Revenues determined through TUBA assessment £1.5m Noise Workbook - Worksheet 1
Proposal Name: Parkside Link Road
Present Value Base Year 2010
Current Year 2019
Proposal Opening year: 2020
Project (Road, Rail or Aviation): road
Net present value of change in noise (£): £110,038
*positive value reflects a net benefit (i.e. a reduction in noise)
Net present value of impact on sleep disturbance (£): £0 Net present value of impact on amenity (£): £67,812 Net present value of impact on AMI (£): £41,529 Net present value of impact on stroke (£): £299 Net present value of impact on dementia (£): £398
Quantitative results
Households experiencing increased daytime noise in forecast year: 61 Households experiencing reduced daytime noise in forecast year: 47 Households experiencing increased night time noise in forecast year: n/a Households experiencing reduced night time noise in forecast year: n/a
Qualitative Comments:
Data Sources: PM10, SUMMARY OF ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m THE AGGREGATED TABLE (i) (ii) (iii) (iv) (v=i+ii+iii+iv) Total properties across all routes (min) 866 743 708 811 3128 Total properties across all routes (some) 865 743 708 811 3127 Do-minimum PM10 assessment Total assessment PM10 (I): across all routes 11567.59 9326.69 8740.10 10085.04 39719.42 Do-something PM10 assessment Total assessment PM10 (II): across all routes 11507.06 9496.07 8949.81 10208.98 40161.92 Net total assessment for PM10, all routes (II-I) 442.50 Number of properties with an improvement 1726 Number of properties with no change 4 Number of properties with a deterioration 1397
NO2, SUMMARY OF ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m THE AGGREGATED TABLE (i) (ii) (iii) (iv) (v=i+ii+iii+iv) Total properties across all routes (min) 866 743 708 811 3128 Total properties across all routes (some) 865 743 708 811 3127
Do-minimum NO2 assessment Total assessment NO2 (I): across all routes 12568.91 9345.40 8517.42 9721.63 40153.36
Do-something NO2 assessment Total assessment NO2 (II): across all routes 12451.97 9510.88 8718.06 9840.31 40521.22
Net total assessment for NO2, all routes (II-I) 367.86 Number of properties with an improvement 1726 Number of properties with no change 0 Number of properties with a deterioration 1401 TAG Landscape Impacts Worksheet
Step 2 Step 3 Step 4 Features Description Scale it matters Rarity Importance Substitutability Impact
Four Local Landscape Character Areas (LLCA) have been identified Locally. Generally There are no Replacement trees Moderate to slight within the 2km Proposed Scheme area. commonplace to designations and hedgerows would adverse residual effect the locality with the relating to become established in (after 15 years) across LLCA 1 includes residential development on the eastern edge of exception of the landscape quality the medium and long- LLCA 4. Newton-le-Willows, and is defined by the A49 Winwick Road and the former Parkside within the term. There would be West Coast Main Line (WCM) railway. Colliery site (within Proposed a permanent loss of Slight adverse across LLCA 2); and Scheme area or agricultural land in a LLCA 3 with slight LLCA 2 encompasses the former Parkside Colliery site defined by Highfield Moss and within the wider landscape already beneficial landscape the A49 and WCM railway to the west. The central and eastern parts wooded moss pits landscape study affected by human effects resulting from of the former Parkside Colliery site generally are open and (within LLCA 4). area. activity. the proposed Ecological unmanaged, comprising hardstanding, a redundant internal road The pattern of the Area. network, and an electricity substation. The wider former Parkside landscape is of Proposals within the Colliery site is enclosed by mature trees, and by the raised vegetated medium ES Environmental Slight beneficial to spoil heap to the east. Landform rising northwards to Newton Park importance at a Masterplan would neutral effect on LLCA Pattern Farm and mature dense tree cover to the south of this farm also local level. assist in minimising 2. contain the site to the north. adverse landscape effects in the long- Neutral effect on LLCA LLCA 3 includes gently undulating arable farmland between the term. 1. former Parkside Colliery site and the A573 Parkside Road. Wood Head Farm on a localised knoll to the south of the Proposed Overall, a slight Scheme, is a characteristic feature of this landscape. adverse effect on landscape pattern is LLCA 4 includes relatively flat and open arable farmland. There is an anticipated. absence of hedgerow and tree field boundaries within this area, resulting in larger arable field sizes. However, there are continuous and well maintained hedgerows along the A573 Parkside Road and the A579 Winwick Lane.
This landscape is not tranquil. Passing trains on the West Coast Locally. Generally Tranquility is of The ES Environmental Traffic and new road Main Line railway, the Manchester to Liverpool Railway Line, traffic commonplace to low importance at Masterplan would infrastructure, including on the M6, A573 Parkside Road, A579 Winwick Lane, and A49 the locality. a local level. assist in minimising lighting would further Winwick Road result in frequent disturbance. adverse landscape reduce tranquility effects in the long- resulting in a slight The landscape is influenced by human activity, including intensive term. adverse landscape Tranquillity farming, and traffic infrastructure. The former Parkside Colliery site effect. has a more tranquil and abandoned feel, isolated from its surroundings by development along the A49 Winwick Road, by mature trees and by landform. Background noise of road traffic and trains and light spillage provides a connection with human activity in the surrounding landscape.
This landscape is not associated with renowned work of art or Locally. Generally The former Replacement trees Slight beneficial to writing, which took inspiration from the landscape. commonplace to Parkside Colliery and hedgerows would neutral long-term effect the locality. site is of low become established in on the colliery In 1648 a civil war battle between Cromwell and the Scots forces importance at a the medium and long- landscape. took place on land to the north of St Oswald’s Church in Winwick, local level. term. within the 2km landscape study area. Opposing forces met at Red Bank, on the A49 Winwick Road, close to where St Oswald’s Brook The Proposed meets Newton Brook. The civil war Registered Battlefield is important Scheme would Cultural in historic terms, but does not relate to and is not influenced by introduce new human landscape quality and does not impart anything to the landscape activity onto a derelict character. unmanaged brownfield site and would ‘open The former Parkside Colliery site has connections with historical up’ and reconnect part mining activity. Coal extraction began on site in 1957 and continued of the isolated until 1993 when it could not remain competitive. It was the last of the brownfield site to the Lancashire coal pits to close. agricultural landscape to the east.
The most western part of the landscape study area encompasses Locally. Generally There are no Replacement trees The greatest adverse built development within Newton-le-Willows, defined along its eastern commonplace to designations and hedgerows would long-term effect boundary by the West Coast Main Line railway and the A49 Winwick the locality. relating to become established in (moderate to slight Road. landscape quality the medium and long- adverse) would be within the term. There would be across the agricultural There is naturally regenerated brownfield land within the former Proposed a permanent loss of landscape. The lowest Parkside Colliery site enclosed by landform and trees, and enclosed Scheme area or agricultural land in a adverse effect would be by a vegetated colliery spoil heap to the east. Beyond the former within the wider landscape already across brownfield land colliery site agricultural farmland is dissected by the M6 motorway, A landscape study affected by human on the settlement edge. roads and railway lines. Arable farmland is undulating, and generally area. activity. enclosed to the east of the former Parside Colliery site. There are Overall, landcover farms on localised high ground, including Wood Head Farm, Newton is of low Proposals within the Park Farm, and Cop Holt Farm. To the east of the M6, arable fields importance at a ES Environmental Landcover are open and generally large, where farming has resulted in field local level. Masterplan would boundary hedgerows being removed or fragmented. assist in minimising adverse landscape Vegetation comprises mature trees along St Oswald’s Brook to the effects in the long- south of the Proposed Scheme within LLCA 2 and 3; mature trees term. along the M6 and along part of the A49 Winwick Road; roadside hedgerows along the A573 Parkside Road and A579 Winwick Lane; and mature trees and or hedgerow around individual farmsteads. Woodland is associated with moss pits to the north of the eastern extent of the Proposed Scheme area, and is alongside the Manchester to Liverpool railway.
Naturally regenerated brownfield land within the former Parkside Locally. Generally There are no Replacement trees Overall, slight adverse Colliery site on the Newton-le-Willows settlement edge, and commonplace to designations and hedgerows would effect in the long-term. agricultural farmland dissected and influenced by A roads, the M6 the locality. relating to become established in motorway, and railway lines, and modified by farming. Electricity landscape quality the medium and long- overhead lines are clearly visible across the landscape. within the term. There would be Proposed a permanent loss of Views from the west towards the former Parkside Colliery site are Scheme area or agricultural land in a mostly screened by mature trees, but include the site entrance from a within the wider landscape already short section of the A49 Winwick Road. Generally, views looking landscape study affected by human west are shortened by the vegetated spoil heap within the eastern area. activity. extent of the former Parkside Colliery site. Overall, the landscape is of Proposals within the There are pleasant views from Hermitage Green across undulating medium ES Environmental farmland and towards the former Parkside Colliery site, although the importance at a Masterplan would manmade spoil heap forms a backdrop in these views. The scenic local level. assist in minimising Summary of quality of the landscape immediately surrounding the Proposed adverse landscape character Scheme area is also partly influenced by electricity overhead lines, effects in the long- visibly rising over the manmade landform. There are open views term. northwards beyond the M6 and views from higher ground in the vicinity of Wood Head Farm across the undulating landscape to the south.
Lighting columns along the A579 Winwick Lane past Rough Farm and Rough Cottage and residential properties close to the M6 Junction 22 have an urbanising influence that affects the scenic qualities of the local landscape.
There are pleasant long views across the flat arable farmland for example, from the PROW network to the north-east, including from Highfield Moss. Trees associated with Highfield Moss and pockets of woodland associated with the moss pits shorten some views southwards towards the Proposed Scheme area. Reference Sources
TAG Unit A3, Chapter 6 Impacts on Landscape; Parkside Link Road Environmental Statement Volume 1, Chapter 7 Landscape and Visual Assessment; and Parkside Link Road Environmental Statement Addendum Volume 1, Chapter A4 Design Developments and Review of Environmental Effects and Chapter A7 Landscape and Visual Assessment
Step 5 - Summary Assessment Score
Residual landscape effects would be no greater than moderate to slight adverse in the long-term. The greatest adverse landscape effect of moderate to slight adverse is predicted across LLCA 4. Slight beneficial landscape effects are predicted as a result of the Ecological Area proposed on farmland within LLCA 3. Overall, aslight adverse landscape effect is anticipated in the long-term.
Qualitative Comments
Across farmland, the Proposed Scheme would not quite fit the character of the landscape, and would have an adverse effect on characteristic features including open arable farmland, roadside trees and hedgerow, and mature trees at affected farms / property. The proposed road would also dissect the raised landform of the colliery spoil heap in the immediate context of arable farmland. The majority of the adverse landscape effects anticipated within the former Parkside Colliery site would be localised due to screening by built form along the A49, mature trees, and landform separating the Proposed Scheme from the surrounding landscape. A beneficial landscape effect would arise as the Proposed Scheme would introduce new human activity onto a derelict unmanaged brownfield site and would ‘open up’ and reconnect part of the isolated brownfield site to the agricultural landscape to the east. Planting proposals would also provide an attractive green framework to assist with integrating the Proposed Scheme into the adjacent landscape. Beneficial landscape effects are also anticipated as a result of new landscape features within the proposed Ecological Area. After 15 years, it is anticipated that the landscape structure proposed as part of the Environmental Masterplan, would be establishing to provide a ‘green’ edge to the Proposed Scheme integrating it into its surroundings. In addition, the Proposed Scheme would have become an established feature in the landscape, which comprises existing A roads and the M6 motorway. TAG Historic Environment Impacts Worksheet Step 2 Step 3 Step 4 Feature Description Scale it matters Significance Rarity Impact The extant landscape features which The route will adversely impact upon the setting and context of the Registered Battlefield. However, the degree The Registered Battlefield of The Battle of Winwick. The site of the Red Bank Civil War feature in documentary sources help of impact will be low to negligible, as the route will only affect the northern portion of the battlefield at the very Battle. 19th August 1648 (also known as the Battle of Winwick and the Battle of Winwick identify the battlefield site, therefore the Rare. The Battle of Winwick is registered as it edge, and will be of a similar character to the existing road in the north, and the route will be constructed largely Pass). The registered area comprises mostly open agricultural land with specific extant areas topographical integrity allows appreciation National. High is the only battlefield from the Second English through an area of previously disturbed ground. identified where the main battle took place at the sandstone bank, along Newton Brook and of this historic event. The fighting here significance. Civil War which appears to survive in a It is possible that buried remains of battlefield archaeology are extant in the north-west corner of the registered Hermitage Brook, down the A49 road, and across the fields to the south towards Winwick. was the last battle of the Second English reasonably good state of preservation. area, which has been relatively undisturbed in the modern period. Archaeological mitigation of watching briefs Hedgerows in the fields south of Hermitage Green and trees along the brooks are still extant Civil War, an event of national historical would lessen the impact on any unknown archaeological remains, therefore there would result in a slight in ta similar layout to the post-medieval period. significance. adverse (negative) effect. The non-designated heritage asset of the Location of Gallows, East of Mill Lane, Newton-in- Consultation with United Utilities has confirmed that the drainage can be connected to existing pipework beneath Makerfield. The place name 'Gawlehille' occurs in the Newton estate survey of 1465, which Moderately rare. Common place name which the A49 Winwick Road. On this basis there is no requirement for the originally proposed western drain extending suggests that it was the site of the baronial gallows tree. The location comprises a wooded Local. Local. Low significance. records historic sites of execution. to the south to connect to St Oswald's Brook. This heritage asset is no longer affected by groundworks during area above St Oswald's Brook, near to the intersection of the A49 (Newton Road) and the construction phase due to removal of this western drain. The impact would be none. Hermitage Green Lane. The grade II listed building of Woodhead Farmhouse. A late-18th century building, built of brick with stone dressings and a slate roof. Listed Buildings matter on a National Moderately rare taking into consideration their It is anticipated that the embedded Landscape Strategy, as part of the Proposed Scheme, will ensure that there National. High significance scale. survival and condition will be a neutral impact upon these Listed Buildings. The grade II listed building of Barn to north of Woodhead Farmhouse. A late-18th century barn with loft and cow house. Also built of brick, with stone dressings and a slate roof. The non-designated heritage asset of Rough Farm Barn. A mid-19th century rebuilt barn (originally mid -18th century in date). Constructed of red brick with stone dressings with thin Form grey slate roof, a circular stone-lined hay loft 'window', and large cart door. Has undergone Regional (moderate The route requires demolition of these two non-designated heritage assets, which would be a moderate adverse modern alterations. Local. significance) and Local Not rare. (negative) effect. The mitigation measure proposed to lessen the impact of total loss of these assets is historic (low significance) building recording, assessed as Historic England Level 2-3. The non-designated heritage asset of Rough Cottage. A two-storey mid-18th century brick cottage, originally two dwellings. White washed and rendered. All windows and porch are modern. The route will have a minor impact upon the setting of these assets, given that the setting of these assets The locally listed mid-18th century building of Monk House, Parkside Road. includes existing roads, including the M6 route and roundabout Junction 22. It is anticipated that the construction Local. Local. Low significance. Not rare. environmental management plan (CEMP) will ensure that there will be a neutral impact upon these locally listed The locally listed mid-18th century building of Oven Back Farm, Winwick Lane. buildings. The non-designated heritage asset of the Former site of a barn. 18th century outbuildings noted on historic mapping and aerial images to east of modern farmhouse, including barn of The Former site of a barn appears to be located outside of the landscaping area associated with the Proposed small handmade bricks. No longer extant. Scheme, however, it may be directly affected by clearance works during the construction phase. The precise Very little surviving location of the asset known as the Former possible site of a house, Newton Park is unknown, it may be directly The non-designated heritage asset of a Former possible site of a house, Newton Park. The Local. archaeological interest. Not rare. affected by clearance works during the construction phase. These assets are of negligible significance, therefore Tithe map of 1839 records a field in this location as No. 355, Stone House Field. No building Negligible. the Proposed Scheme would result in at most a slight adverse (negative) effect. Appropriate archaeological is recorded in this area, and no features or structures are shown on 18th century mapping. mitigation will be undertaken, if encountered. May relate to a possible stone quarry in the eastern corner of this field. Precise location of this asset is unknown. The course of the route may also impact locally upon any unknown surviving archaeological remains. Any Low potential for unknown archaeological remains in undeveloped areas. Not known. Undesignated. Unknown. archaeology if found is expected to be of low (local) significance, therefore this would result in at most a slight adverse (negative) effect The route will not physically affect the survival of the most important historic landscape features as the section of The Registered Battlefield appears to survive in a reasonably good state of preservation, the route which passes through the registered site falls mainly within the former Parkside Colliery road and mainly to the south of Hermitage Green Lane. The boundary of the registered area has been previous colliery workings. In these areas previously impacted by the former Parkside Colliery, it is anticipated formed as a result of documentary sources and existing landscape features. The existing historic landscape features Rare. The Battle of Winwick is registered as it that the impact will be neutral. are the most important element in is the only battlefield from the Second English High significance. The area in the north section of the Registered Battlefield to the west appears to have identifying the site of the Battle of Civil War which appears to survive in a In the north-west section of the Registered Battlefield where the land appears to be relatively undisturbed by remained unaffected by the workings of Parkside Colliery, therefore it is possible that Winwick. reasonably good state of preservation modern activity, archaeological mitigation in the form of watching briefs are proposed. It is anticipated that this archaeological remains are present within this area. will result in a slight adverse (negative) effect on this section of the registered area.
The possible location of a gallows survives as a visible landscape feature. The sandstone bank at the intersection between Newton Road and Hermitage Green Lane, stands above St Moderately rare. Common place name which Local. Low significance. The route will not impact upon remains of the this asset. Impact will be neutral. Oswald's Brook. It is possible that there was a medieval gallows-tree in this location, and records historic sites of execution. trees still line the top of the bank. Farmhouses of a 18th century date are The two grade II listed buildings of Woodhead Farmhouse and Barn to north of Woodhead relatively common across the North West Listed Buildings matter on a National Survival Farmhouse are standing buildings, which are relatively intact with some later modifications, High significance. region. The survival of original features in the Impact will be neutral upon both historic buildings. scale. within a post-medieval planned farmstead. large barn at Woodhead Farm is less common. Impact will be moderate adverse (negative) upon both historic buildings. The mitigation measure proposed of The two non-designated assets of Rough Farm Barn and Rough Cottage are standing Farm buildings of a 19th century date are Moderate to Low historic building recording at Historic England Level 2-3 will provide a descriptive and analytic record of these buildings, which are intact, however the barn has several phases of modification since its Local. relatively common across the North West significance. heritage assets prior to demolition, achieving preservation by record, resulting in a slight adverse (negative) original construction. region. effect. Farm buildings of a 19th century date are The two locally listed buildings Monk House, Parkside Road, and Oven Back Farm, Winwick As above. Low significance. relatively common across the North West Impact will be neutral upon both historic buildings. Lane are standing buildings, which are relatively intact with some later modifications. region The survival of the two non-designated heritage assets of negligible significance; the Former Upstanding remains do not survive in this As above. Negligible significance. It is calculated that the overall impact of the route will be neutral. site of a barn, and Former possible site of a house, Newton Park is currently unknown. area. Taking into consideration the landscape character of enclosed fields in the eastern end of the Geophysical survey and trial trenching across Proposed Scheme, it is possible that unknown archaeological remains may survive. In the It is calculated that the overall impact of the route is likely to be neutral, as the impact of the Proposed Scheme Not known. Undesignated. the impacted area have revealed no western end of the Proposed Scheme the area has largely been truncated by the earlier in the eastern area has largely been mitigated against by earlier archaeological works. significant remains. colliery works and existing road. The northern section of the Registered Battlefield area has been impacted upon on in the past by the modern Parkside Colliery. The southern section of the Registered Battlefield area National High significance. Rare. The route will not physically affect the condition of the Registered Battlefield. Impact will be neutral. survives in good condition, comprising mainly post-medieval enclosed agricultural fields. The possible location of a gallows survives as a visible landscape feature which has been Moderately rare. Common place name which slightly impacted upon in the past by the realignment of the A49 (Newton Road) in the west, Local. Low significance. The route will not impact upon remains of this asset. Impact will be neutral. records historic sites of execution. with the removal of part of the sandstone bank. The two grade II listed buildings of Woodhead Farmhouse and Barn to north of Woodhead Listed Buildings matter on a National High significance. Moderately rare. The overall condition on these two historic assets will be neutral. Farmhouse survive in relatively good condition as part of a working farm. scale.
Major direct impact. The proposed route requires total demolition of these assets, however the HE Level 2-3 Rough Farm Barn survives in poor to fair condition, in its current use as a store with several Moderate to Low building recording proposed will document the current condition of these assets of low (local) to moderate unsympathetic modern alterations. Rough Cottage survives in fair to good condition, with Local. Not rare. Condition significance. (regional) heritage significance, and provide a record which will better understand their historic development and some modern additions, and is in use as a dwelling. significance. This will result in a residual slight adverse (negative) effect. The two locally listed buildings Monk House, Parkside Road, and Oven Back Farm, Winwick As above. Low significance. As above. The overall condition on these two historic assets will be neutral. Lane survive in relatively good condition. The condition of the two non-designated heritage assets of; the Former site of a barn, and Former possible site of a house, Newton Park is currently unknown. No standing remains are As above. Negligible significance. As above. As above. visible. Geophysical survey and trial trenching has been undertaken to test the potential condition of surviving remains in the western end of the proposed scheme. No significant remains have Minimal direct impact. The route is not likely to impact upon further unknown remains. It is calculated that the been recorded. Excavation revealed linear ditches with some post-medieval pottery which are Local and Not Known. Undesignated. Unknown. overall impact of the route will be neutral. believe to relate to post-medieval drainage ditches or field boundaries. No archaeological evaluation has been undertaken in the north-west area of the Registered Battlefield
The Registered Battlefield mainly comprises agricultural land with gently-sloping fields now under plough and pasture to either side of the A49. It is bounded by the A573 road to the east, the route of Newton Road runs though the registered area north to south. Hermitage Green Lane joins these two road in the east and west. There are two post-medieval farmstead in the The route will enter the northern edge of the battlefield, however it is likely to have minimal adverse impact upon National. High significance. Rare. west and Hermitage Farm and other small houses along Hermitage Green Lane. In the south, the legibility of this historic landscape. the registered area takes in a northern section of the village of Winwick, including St Oswald Church. In the north, St Oswald's Brook and areas of reinstated land from Parkside Colliery are included. The possible location of a gallows comprises the sandstone bank, trees along the ridgeline Local. Low significance. Moderately rare. Impact will be neutral. and St Oswald's Brook. Farmhouses of a 18th century date are From available documentary evidence the historic buildings on Woodhead Farm date from relatively common across the North West Listed Buildings matter on a National the late-18th century, and represent two phases of construction from the post-medieval High significance. region. The survival of original features in the Impact will be neutral. scale. period. Some later 20th century additions. large barn at Woodhead Farm is less common, showing phases of development.
From available documentary evidence the historic buildings on Rough Farm date from the late- Major direct impact. The proposed route requires total demolition of these assets, however the HE Level 2-3 18th and 19th century, and represent several phases of construction from the post-medieval Moderate to Low building recording proposed will document the current condition of these assets of low (local) to moderate Local. Not rare. Complexity period. Some later 20th century additions, as well as demolition of original farmhouse and significance. (regional) heritage significance, and provide a record which will better understand their historic development and other farmstead buildings within the post-medieval farmyard. heritage significance. Therefore a slight adverse (negative) effect is predicted. From available documentary evidence the locally listed buildings of Monk House, Parkside Road, and Oven Back Farm, Winwick Lane Rough Farm date from the late-18th and 19th century, and represent several phases of construction from the post-medieval period. Some As above. Low significance. As above. Impact will be neutral. later 20th century additions, as well as demolition of contemporary farm buildings within the post-medieval farmyard. The two non-designated heritage assets of; the Former site of a barn, and Former possible site of a house, Newton Park are dated to the post-medieval period, with the site of a barn appearing on historic mapping, alongside a farmhouse. The possible site of a house at As above. Negligible significance. As above. Minimal adverse impact, which would be a slight adverse (negative) effect. Newton Park is based on a field name and its precise location is unknown. Within a landscape of extant 19th century barns and houses, these assets not add significantly to the historic character of the area. Previous archaeological evaluation undertaken in the area suggests the archaeology of the Archaeological mitigation measures of archaeological watching briefs in the area of the Registered Battlefield eastern end of the route primarily relates to local post-medieval agricultural use of the rural and further targeted trenching in the eastern end of the route are proposed. This archaeological investigation will landscape. The results so far suggest a low to negligible potential for any further unknown help better understand the development of the historical rural landscape in this area, and determine what, if any, Not known. Undesignated. Unknown. archaeological remains of moderate to high significance. At the western end of the route, remains of battlefield archaeology are present within the registered area in the west. This proposed investigation there is a low potential for unknown archaeological remains within the north-west corner of the will mitigate in part against adverse effects on the archaeological resource, therefore there would result in only Registered Battlefield. an overall slight adverse (negative) effect,
The Registered Battlefield area sits within a wide band of agricultural land south of Newton-le- Willows, and north of Winwick. To the south is the M62 road and the large urban settlement of Warrington. The setting of the Registered Battlefield has been negatively impacted by housing constructed along Newton Road to the east, the M6 road in the west, and the modern The route will adversely impact upon the context of the Registered Battlefield. However, the degree of impact will Parkside Colliery in the north. The 17th century landscape, which would have been present at National High significance. Rare. be low to negligible, as the route will only affect the northern portion of the battlefield at the very edge, and will the time of the Battle of Winwick is still legible, seen south of the registered area, which be of a similar character to the existing road in the north. retains the post-medieval piecemeal enclosure, in the centre at the sandstone bank along St Oswald's Brook, as well as the presence of Hermitage Green Lane and Newton Road to the south, along with several extant post-medieval farmsteads in the surrounding area.
Context The possible location of a gallows is recorded from a medieval place name of 'Gawlehille', from the Newton estate survey of 1465. The Barons of Newton are recorded to have owned the land here, and may have had a baronial gallows-tree. The location of such a tree is likely to have been elevated above a crossroads, or intersection seen here at Newton Road, and Moderately rare. Common place name which Local. Low significance. The route would not impact upon the context of this asset, therefore the impact will be neutral. Hermitage Green Lane, above the brook. The medieval landscape of the Proposed Scheme records historic sites of execution area was characteristically rural, interspersed with farmsteads and with the small settlement of Newton-le-Willows to the north. Currently the landscape around this asset is similarly rural, with a small line of residential development to the north.
The two grade II listed buildings of Woodhead Farmhouse and Barn to north of Woodhead The extant historic buildings sit within an Farmhouse are located within the curtilage of a post-medieval farmstead. The historic immediate rural setting, however of some The route will adversely impact upon the context of these historic buildings. However, the degree of impact will buildings sit within a surrounding area of agricultural land, however there has been a large Moderate significance. Moderately rare. of the assets' wider context has been lost be low, given the existing M6 road, and the route will join with the existing Parkside Road loss of historic field boundaries and the remains of Parkside Colliery and its spoil heap is through 20th century development. located to the west and the M6 road to their east. Context The historic buildings on Rough Farm are located within the curtilage of a post-medieval The route will directly impact upon the context of these historic buildings as it requires total demolition of these farmstead. The historic buildings sit within a surrounding area of agricultural land, however The extant historic buildings sit within an assets, and a new route will constructed in its place. The HE Level 2-3 building recording proposed will provide a there has been a large loss of historic field boundaries to the north, construction of modern immediate rural setting, however some of Low significance. Not rare. record which documents the setting of these assets, as it is presently, as well as detail what the historic setting dwellings to the south, as well as the M6 road and the Junction 22 roundabout. Since the 20th the assets' wider context has been lost of these buildings would have been within the historic background of the report. Therefore only a residual slight century, there has been the loss of the Rough Farmhouse, and other earlier post-medieval through 20th century development. adverse (negative) effect is predicted. farmstead buildings The locally listed buildings of Monk House, Parkside Road, and Oven Back Farm, Winwick The extant historic buildings sit within an Lane Rough Farm sit within an area of garden, with some modern outbuildings, having lost The route will adversely impact upon the context of these historic buildings. However, the degree of impact will immediate rural setting, however of some the majority of contemporary 19th century farm buildings, and their farmyard. There has also Low significance. As above. be low, given the existing M6 road and Winwick Lane, and that the route will join with the existing roads on which of the assets' wider context has been lost been a large loss of historic field boundaries in the surrounding areas, as well as the these assets are located. through 20th century development. construction of the M6 road and the Junction 22 roundabout close by.
The two non-designated heritage assets of negligible significance; the Former site of a barn, and Former possible site of a house, Newton Park would have been part of a post-medieval rural landscape. The site of a barn is located just east of the line of the A573 (Parkside Road) The route will adversely impact upon the context of these historic buildings. However, the degree of impact will where it crosses the M6, just above an area of banking. The associated buildings appear to Local. Negligible significance. As above be low, given that the existing M6 road and the old colliery road are located adjacent to these assets. no longer be extant due to the construction of the M6, and the context of this asset has largely been lost. The location of the possible site of a house is unknown, however it appears to be just north of the Registered Battlefield in an area truncated by the colliery workings.
Previous archaeological evaluation suggests a low to negligible potential for any further Previous archaeological evaluation suggests low potential for associated archaeological remains. unknown archaeological remains of moderate to high significance at the eastern end of the Archaeological mitigation measures of archaeological watching briefs in the area of the Registered Battlefield Not known. Undesignated. Unknown. route, set within a rural landscape. At the western end of the route, there is a low potential for and further targeted trenching in the eastern end of the route are proposed, which would result in an overall unknown archaeological remains set within the north-west corner of the Registered Battlefield. slight adverse (negative) effect,
The Registered Battlefield dates to the Second English Civil War of the 17th century. National High significance. Rare. N/A The non-designated heritage asset, of a possible location of a gallows dates to the medieval Local Low significance. Moderately rare. N/A period. The two grade II listed buildings of Woodhead Farmhouse and Barn to north of Woodhead National High significance. Moderately rare. N/A Farmhouse date to the post-medieval period. The two non-designated historic buildings of Rough Farm Barn and Rough Cottage date to Moderate to Low Period Local Not rare throughout the county. N/A the post medieval period. significance. The two locally listed buildings of Monk House, Parkside Road, and Oven Back Farm, As above. Low significance. As above. N/A Winwick Lane date to the post-medieval period. The two non-designated heritage assets of the Former site of a barn, and Former possible As above. Negligible. As above. N/A site of a house, Newton Park date to the post-medieval period. Unknown archaeological remains are likely to date to the medieval and post-medieval period. Local Undesignated. As above. N/A Reference Sources Historic England; National Monuments Record Google Earth; Modern aerial images Merseyside Environmental Advisory Service and Cheshire West and Chester Council; Historic Environment Records (HER) National Library of Scotland: Ordnance Survey historic mapping Oxford Archaeology North; 2018, Parkside Link, Newton-le-Willows Archaeological Evaluation Report Parkside Link Road Environmental Statement, Volume 1, Chapter 6 Step 5 - Summary Assessment Score Overall Slight adverse (negative) effect. Qualitative Comments The Proposed Scheme will impact upon a post-medieval Registered Battlefield, and a range of largely 18th/19th century historic assets; only two of which are designated. However the embedded Landscape Strategy, as part of the Proposed Scheme, will ensure that there will be a neutral impact upon the Listed Buildings, the Construction Environmental Management Plan (CEMP) will ensure that there will be a neutral impact upon the locally listed buildings, and archaeological evaluation has been undertaken to mitigate against any impact on archaeological remains associated with the post-medieval agricultural activity in the impacted area. Those non-designated heritage assets TAG Biodiversity Impacts Worksheet Step 2 Step 3 Step 4 Step 5 Area Description of feature/ attribute Scale (at which Importance (of attribute) Trend (in relation to target) Biodiversity and Magnitude of Assessment attribute matters) earth heritage impact Score value Highfield Moss Site of Mixed valley mire, acidic marshy grassland and National High ecological importance - best remaining Designated a SSSI because is the best example High Neutral Neutral Special Scientific Interest unimproved acidic grassland, rare marsh gentian example of raised mires in Greater Manchester of raised mire in Greater Manchester and (SSSI) Gentiana pneumonanthe, good dragonfly and Merseyside and is the major stronghold in Merseyside and is the major stronghold in NW populations including the locally scarce black darter North West (NW) England for the marsh gentian. England for the marsh gentian Sympetrum scoticum and representative breeding and wintering bird populations. Highfield Moss Site of Mixed mire communities, important for winter and County High ecological importance due to mire habitats S41 and Local Biodiversity Action Plan (LBAP) Medium Neutral Neutral Biological Interest (SBI) breeding bird populations and also dragonflys. and importance for dragonflys, winter and mire habitats are rare, with key issue being breeding birds. dessication. Protection aims to maintain and restore this habitat. Gallows Croft Local Wildlife Mature broad-leaved woodland on the banks of a County Medium ecological importance due to woodland S41 and LBAP habitat with aim to maintain, Medium Neutral Neutral Site (LWS) stream. habitats and associated flora and fauna. restore and bring into management.
Newton Brook 03 LWS A section of Newton Brook providing good habitat County Medium ecological importance with respect to the Supporting habitat for water vole, this section of Medium Neutral Neutral for water voles. habitats it provides for water vole. particular importance for profile and habitats present. Newton Brook 05 LWS This section of the brook is diverse and includes County Medium ecological importance with respect to Protection as a LWS indicates relative quality of Medium Neutral Neutral stream, marginal vegetation, scrub and sandstone habitats present and the flora and fauna it this feature and the need to maintain and enhance bank habitats. The site supports a number of supports. through management where possible. nationally, regionally and locally important species. Several blocks of broad-leaved semi-natural Local This habitat is difficult to replace once lost and is LBAP priority habitat with aim to increase Medium Neutral Neutral Notable habitat: woodland in the western part of the application site of value for its functional role as a wildlife woodland area and bring existing woodland into Broad-leaved semi-natural corridor and as nesting, roosting and foraging management to increase quality and diversity. woodland habitat for birds, bats and other wildlife. Several blocks of broad-leaved plantation woodland Local This habitat is of less intrinsic value than semi- Maintenance of woodland cover of importance for Low Positive Slight Beneficial Notable habitat: in the western and eatsern parts of the application natural woodland, but is also of value for its wildlife corridors and provision of habitat for a Broad-leaved plantation site. functional role as a wildlife corridor and as number of species. woodland nesting, roosting and foraging habitat for birds, bats and other wildlife. Young and semi-mature scattered trees are present Local Functional role as nesting and foraging habitat No key trends available, although scattered trees Low Neutral Neutral Notable habitat: within the application site. for birds, bats and other wildlife and their are relatively widespread in the area. Scattered broad-leaved potential role as a wildlife corridor for more trees mobile species. Species-poor intact and defunct hedgerows and Local Functional role as nesting and foraging habitat S41 and LBAP priority habitat with aim of Medium Positive Moderate Notable habitat: also hedgerows with trees are present within the for birds, bats and other wildlife and their maintaining and increasing extent and condition. Beneficial Hedgerows application site, mainly in the east. potential role as a wildlife corridor. St Oswald's Brook intersects with parts of the Local Small watercourses flanked by semi-natural No key trends available, although the Low Neutral Neutral Notable habitat: southern boundary and Cockshot Brook is adjacent vegetation making them likely to act as important maintenance of water quality is key to maintaining Running water to the eastern boundary of the site. wildlife corridors. the viability of watercourses. One pond within 250m of the application site had a Local Medium importance for GCN as a combination of As an EPS species (and LBAP priority species), High Neutral Neutral Protected species: small population of great crested newts (GCN) its European protected species (EPS) status and protection and enhancement of GCN populations Amphibians during surveys. Common toad was recorded under prevalence in the area, low importance for S41 is key due to loss of habitat. Similar for the S41 reptile refugia. common toad. common toad. No roost opportunities present. Low numbers of five Local The assemblage is typical for the area, All bats are EPS and LBAP priority group, High Neutral Neutral Protected species: species of bat use the site for foraging/dispersal, comprising widespread and common species in maintenance and enhancement of roosting, Bats with common pipistrelle being most commonly the UK. foraging and commuting habitats is priority, due recorded. to loss of habitat. Evidence of water vole found on St Oswald’s Brook, Local Medium importance; this Schedule 5 (WCA Decline in population due to habitat loss and High Neutral Neutral Protected species: west of M6 and potential for water vole on Cockshot 1981) protected species is sparsely distributed in fragmentation. Protected, S41 and LBAP priority Water vole Brook, east of M6 area. species status aims to maintain and enhance habitats. 57 species recorded with one S41 species and five Local Low to medium importance as the majority of Decline in many species populations, hence Medium Neutral Neutral Protected species: common species confirmed as breeding. breeding birds are widespread and common in protection when nesting. LBAP for farmland birds Breeding birds area. for farming practices to benefit these species. Barn owl recorded foraging over the application site. Local Medium importance; this Schedule 1 (WCA Special protection as a Schedule 1 species to aid Medium Neutral Neutral 1981) species is sparsely distributed in the area. breeding success and boost population following Protected species: historic decline. LBAP priority species with aim of Barn Owl maintaining and enhancing nesting and foraging habitat. Cinnabar moth Tyria jacobaeae (S41), nationally Local Low importance for cinnabar moth as common No known population or conservation trends. No Low Neutral Neutral Notable fauna: rare Alder leaf beetle Agelastica alni and nationally and widespread. Medium importance for the alder LBAP status. Invertebrates rare fruit fly Acanthiophilus helianthi. leaf beetle and fruit fly due to rarity of the species and specificity of the habitats they are found in.
Notable fauna: Likely presence within the application site, given the Local Medium importance as a S41 species, although S41 status as a result of population declines Medium Neutral Neutral Hedgehog prevalence of suitable scrub habitats. likely to be widespread in area. mainly due to habitat loss. No LBAP status.
Reference Sources http://www.merseysidebiodiversity.org.uk/species-plans/ https://www.cheshirewildlife trust.org.uk/biodiversity Site habitat and species surveys PD-RAM-02-00-REP-EN-0004 – Parkside Link Road Environmental Statement PD-RAM-xx-xx-REP-EN-xxxx- Parkside Link Road Environmental Statement Addendum
Summary Assessment Score
With the exception of broadleaved plantation that is assessed as having an overall score of slight beneficial and hedgerows that are assessed as having an overall score of moderate beneficial, the remainder of the habitats and species across the site are assessed as neutral. The overall summary assessment score is: Neutral.
Qualitative Comments
There are a number of designated sites near the application site and a number of protected species and notable habitats within the application site. A series of scheme design elements and additional mitigation have been proposed in order to minimise and/or enhance ecological effects. These are reported in the Environmental Statement and Environmental Statement Addendum for Parkside Link Road. The only habitats impacted upon are plantation woodland where there is a slight beneficial effect and hedgerows where there is a moderate beneficial effect. Although effects are predominantly neutral, there are small positive benefits. There are therefore no concerns in terms of biodiversity for development of this site. TAG Water Environment Impacts Worksheet Description of study area/ Key environmental Features Quality Scale Rarity Substitutability Importance Magnitude Significance summary of potential impacts resource
Sherwood Sandstone Water supply High Local Common Low High Negligible to Insignificant to Study Area: Parkside Link Road principal aquifer and Minor Low Significance associated SPZ Potential Impacts: Potential changes in groundwater quantity and quality Highfield Moss SSSI Biodiversity High Local Rare Low High Negligible Insignificant Study area: Parkside Link Road
Potential Impact: Potential changes in groundwater quantity and quality that may directly or indirectly affect Highfield Moss SSSI
Cockshot Brook Conveyance and Moderate Local Common Medium Medium Minor Insignificant Study Area: Parkside Link Road (i.e. flow of material the Proposed Scheme). The eastern half of the proposed scheme is Watercourses B1 and Conveyance and Low Local Common High Low Minor Insignificant located within Cockshot Brook B2 (tributaries to flow of material Catchment and the western half of Cockshot Brook) the Proposed Scheme is located Newton Brook Conveyance and Moderate Local Common Medium Medium Minor Insignificant within Millingford (Newton) Brook. flow of material St. Oswald's Brook Conveyance and Low Local Common Medium Medium Moderate Low significance Potential Impacts: Pollution of water flow of material resources and runoff during Watercourse A1 Conveyance and Low Local Common High Negligible Minor Insignificant construction and operation. (tributary to St flow of material Changes to local stream discharge Oswald's Brook) and water balance.
Reference Sources PD-RAM-02-00-REP-EN-0004 – Parkside Link Road Environmental Statement, Volume 1, Chapter 12 (2018) PD-RAM-xx-xx-REP-EN-xxxx - Parkside Link Road Environmental Statement Addendum, Volume 1, Chapters A4 and A12 (2019) PD-RAM-05-ZZ-REP-D-0002 - Drainage Strategy and Flood Risk Assessment (2019) PD-RAM-02-00-REP-EN-0004 – ES Supporting Hydrological Assessment (2018)
Summary Assessment Score This assessment determines the impact upon water resources and features to be 'Insignificant' to 'Low Significance'.
Qualitative Comments Change to groundwater elevation and flow resulting from the Proposed Scheme's infiltration basins would be highly localised and small. The north drainage basin will infiltrate to ground, with a medium risk of detrimental impact to groundwater quality in the underlying SPZ, mitigation measures have been developed to address the risks in this regard, these will be subject to approval by the EA and can be managed via the planning and/or environmental permitting regimes. Based upon the results of soil and leachate testing undertaken, concentrations of potential contaminants which may leach from spoil into groundwater are low. The proposed relocation of colliery spoil is therefore unlikely to have a significant detrimental effect upon water quality of the Sherwood Sandston aquifer and associated SPZ.
The hydrological assessment of the potential impacts to Highfield Moss determined that the wetland was hydrologically isolated from the underlying Sherwood Sandstone aquifer by Devensian till clay beneath the peat strata. Additionally, groundwater flow was identified as flowing from Highfield Moss towards the Proposed Scheme. Due to this clay barrier and to the flow direction, it is considered highly unlikely the Proposed Scheme will have any adverse hydrological impacts upon the Highfield Moss SSSI.
To manage potential effects during the construction phase, a Construction Environmental Management Plan will be implemented to ensure that good site practice is followed at all times. This will include standard pollution mitigation measures compliant with EA Guidance, such as oil interceptors and silt traps, along with a temporary drainage system to manage overland flows. The CEMP will include a Surface Water Management Plan that will detail the temporary drainage infrastructure to control surface water runoff.
An outline Drainage Strategy has been developed for the Proposed Scheme in consultation with the Local Flood Authority and the Environment Agency. Adequate storage for surface water runoff from the Proposed Scheme, including allowances for the predicted effects of climate change over the lifetime of the Proposed Scheme, is included within the proposed drainage strategy for the application site. This will ensure that surface water flood risk both within the application site and to downstream receptors, including people and properties) does not increase following development.
A Highways Agency Water Risk Assessment Tool (HAWRAT) and spillage risk assessment has been undertaken for all proposed surface water drainage networks to be included within the Proposed Scheme. The results of the assessments have been used to inform the proposed drainage strategy to ensure there is no detrimental impact to the water quality of downstream hydrological receptors. TAG Physical Activity Impacts Worksheet (Basic) Equestrians and Pedestrians (i) Cyclists (ii) Others (iii) Numbers affected (a) Change in journey time in minutes (b) Combined impact (c=a*b)
Reference Source
Summary Assessment Score
Slight benefit
Qualitative Comments
A shared cycle and footway will run along the south side of the proposed link road, connecting to the Parkside regeneration site. This will provide slight positive benefit for residents who live and work locally. TAG Journey Quality Impacts Worksheet
Factor Sub-factor Better Neutral Worse
Traveller Care Cleanliness Not Applicable
Facilities Not Applicable
Information Not Applicable
Environment Not Applicable Views from the road will overlook surrounding countryside, with some minor cuttings only. Travellers’ Views -
The scheme has been designed in accordacne with current standards. There are minor Traveller Stress Frustration relaxations along short sections of the main route, with departures at the PLR/Parkside Road junction.
The scheme will be lit, with clearly designated pedestrian and cycle facilities. The road width and sight lines are considered appropriate for the road. There will be an increase in traffic volumes on roads feeding into the amended Proposed Scheme (i.e. the Link 31 A573 Parkside Road north of the PLR and Link 23 A579 Winwick Lane south of PLR, the section Fear of potential of A579 north of the M6 J22 ) will result in slight increases in driver stress. On the other accidents hand, the level of driver stress will significantly reduce along the sections of A573 and A49 south of the Parkside Link Road, as traffic diverts onto the proposed Parkside Link Road in future. On balance, it is concluded that, as a result of the proposed Parkside Link Road, there will be a neutral effect on driver stress.
Route uncertainty the route will be clearly signed at each junction.
Reference Source
Parkside Design
Summary Assessment Score
Neutral
Qualitative Comments scheme has been designed to current standards, there are a number of relaxations and departure from standards as identified. However the scheme provides a new link road between the A49 and the M6 J22 and will assist in reducing congestion across the local highway network. TAG Security Impacts Worksheet Security Indicator Relative importance Without scheme With scheme
(High/Medium/Low) (Poor/Moderate/High) (Poor/Moderate/High)
Site perimeters, low n/a moderate entrances and exits medium n/a moderate
Formal surveillance low n/a poor
Informal surveillance medium n/a poor.
Landscaping medium n/a moderate
Lighting and visibility medium n/a moderate
Emergency call medium n/a pool
Approximate Number of Users Affected
Reference Source
General Arrangement Scheme plans
Summary Assessment Score moderate
Qualitative Comments The scheme includes lighting and good visibility is designed in. This provides a moderate security benefit for the lighting and visibility indicator, with not all ‘alternative’ routes lit. the scheme has been designed to consider the surounding area, with the inclusion of cuttings etc. Entrances to the scheme have been designed to standard and will be lit. the site perimeters will be well defined. TAG Severance Impacts Worksheet
Population Affected Change in Severance Hermitage Green Newton-le-Willows Lane Head Total Affected (Parkside Road)
Large negative
Moderate negative
Slight negative
Neutral ✓ ✓ ✓ ✓
Slight positive
Moderate positive
Large positive
Reference Source
Transport Assessment - SATURN model outputs
Summary Assessment Score
Neutral
Qualitative Comments On review it is considered that overall the proposed Scheme will not result in significant transport related issues or impact on the operation, safety or amenity of local transport networks. In general, there is traffic relief and benefit in the northern area of Newton-Le-Willows and M6 J23, relief throughout the Winwick area and marginal relief around Lowton on A580. There are however, increases in traffic along the northern section of Parkside Road, Winwick Lane and M6 J22, and impacts in central and southern areas of Newton-le-Willows. M6 and M62 junctions have not been considered in this assesment due to a lack of pedestrian movements in these areas. PARKSIDE LINK ROAD ECONOMICS REPORT 2020
APPENDIX 4 TRAFFIC COUNT DATA/ANNUALISATION FACTORS
Derivation of Annualisation Factors
Site 1 2 3 4 5 6 7 8 9 10 A49 Winwick Winwick Golborne Myddleton Golborne Southworth A49 A580 A572 Total Two Proportion Average Time NM62 Link Lane N Rd Ln Dale Ashton Rd Newton Flows 1/4h Flow 06:00 302 219 197 73 37 59 41 61 273 185 144.7 0.009075799 1447 408 257 246 110 61 72 56 70 370 289 193.9 0.012161696 1939 535 373 378 184 110 116 75 108 525 307 271.1 0.017003795 2711 745 451 403 258 179 136 118 137 630 308 336.5 0.02110578 3365 07:00 762 487 412 277 224 153 139 176 666 356 365.2 0.022905886 3652 723 479 436 308 215 169 158 202 642 325 365.7 0.022937247 3657 782 499 409 278 233 131 188 202 679 329 373 0.023395114 3730 765 457 392 294 224 135 220 177 640 307 361.1 0.022648728 3611 08:00 735 444 402 279 214 125 218 226 677 331 365.1 0.022899614 3651 730 490 469 308 258 121 219 236 658 296 378.5 0.023740082 3785 717 463 402 320 274 99 191 296 707 296 376.5 0.023614639 3765 673 427 336 273 237 104 174 179 624 318 334.5 0.020980337 3345 09:00 723 379 368 276 216 107 135 166 561 333 326.4 0.020472293 3264 644 310 307 212 165 110 132 147 586 314 292.7 0.018358579 2927 618 319 317 188 122 87 90 140 497 280 265.8 0.016671371 2658 501 263 262 192 131 94 94 137 456 281 241.1 0.01512215 2411 10:00 525 273 235 151 107 75 109 129 418 258 228 0.014300499 2280 547 315 281 162 115 77 96 119 437 265 241.4 0.015140967 2414 557 291 246 159 123 76 100 128 427 251 235.8 0.014789726 2358 545 255 251 167 133 77 107 117 444 236 233.2 0.01462665 2332 11:00 521 270 245 159 121 83 98 120 416 261 229.4 0.014388309 2294 577 275 226 159 109 75 108 143 406 275 235.3 0.014758365 2353 535 284 233 162 110 81 110 111 406 268 230 0.014425942 2300 546 272 243 151 114 82 108 135 414 225 229 0.01436322 2290 12:00 534 254 260 189 132 81 107 120 436 239 235.2 0.014752093 2352 608 274 254 193 147 88 122 113 441 256 249.6 0.015655283 2496 606 303 257 180 136 90 102 99 493 278 254.4 0.015956346 2544 587 278 239 212 148 102 116 155 431 244 251.2 0.015755637 2512 13:00 565 267 267 186 124 100 112 132 516 280 254.9 0.015987707 2549 571 299 248 182 148 93 112 127 503 286 256.9 0.01611315 2569 587 256 257 194 144 121 135 143 514 292 264.3 0.016577289 2643 568 308 272 212 159 107 102 134 462 283 260.7 0.016351491 2607 14:00 540 242 221 188 130 105 116 128 567 261 249.8 0.015667827 2498 562 265 251 183 147 99 134 137 509 302 258.9 0.016238593 2589 536 272 275 208 153 105 122 123 531 317 264.2 0.016571016 2642 514 233 265 201 154 109 130 126 545 318 259.5 0.016276225 2595 15:00 659 338 283 272 189 112 138 179 528 328 302.6 0.018979521 3026 655 319 292 247 183 100 156 192 500 285 292.9 0.018371123 2929 701 347 309 267 209 113 167 197 492 325 312.7 0.019613008 3127 706 342 280 224 162 115 160 183 581 354 310.7 0.019487565 3107 16:00 728 353 298 277 186 114 167 184 610 358 327.5 0.020541286 3275 752 418 342 337 257 135 218 208 641 362 367 0.023018785 3670 862 367 306 313 234 130 213 220 678 348 367.1 0.023025057 3671 791 350 331 292 222 103 246 221 654 362 357.2 0.022404115 3572 17:00 761 368 306 298 197 105 218 237 703 366 355.9 0.022322577 3559 754 390 314 301 253 134 255 214 634 362 361.1 0.022648728 3611 753 376 322 309 226 103 249 238 630 363 356.9 0.022385298 3569 768 403 329 294 211 120 229 226 588 356 352.4 0.022103051 3524 18:00 774 363 257 304 221 133 222 201 539 339 335.3 0.021030514 3353 726 348 275 279 191 134 181 187 531 308 316 0.019819989 3160 623 261 190 222 156 103 131 136 491 325 263.8 0.016545928 2638 582 279 204 194 143 90 124 184 437 255 249.2 0.015630194 2492 19:00 525 241 180 180 124 79 92 202 417 317 235.7 0.014783454 2357 502 226 184 180 130 90 88 121 367 251 213.9 0.013416126 2139 382 180 154 144 95 62 71 136 412 212 184.8 0.01159093 1848 374 187 123 133 96 45 54 129 367 165 167.3 0.010493304 1673 15943.5 Total Two Way Flow Derivation of Annualisation Factors Count Site Daily Profile No. of 1/4h Ann. Chart Title Periods Factor 11 695.75 1000 27 1707.75 9 569.25 900
800
700
600
500
400
300
200
100
0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55
A49 NM62 Winwick Link Winwick Lane N Golborne Rd Myddleton Ln Golborne Dale Southworth A49 Ashton Rd A580 A572 Newton Rd