BARROW BROOK, CLITHEROE - Ribble Valley · main vehicular route connecting Barrow with Clitheroe to...

BARROW BROOK, CLITHEROE TRANSPORT ASSESSMENT

SK21402_TA02 FEBRUARY 2014

BARROW BROOK, CLITHEROE

AL WAKRA

TRANSPORT ASSESSMENT

SK21402_TA02 FEBRUARY 2014

DOCUMENT CONTROL

Project Title: Barrow Brook, Clitheroe

Client: Barnfield Construction Ltd and Edward Hine, LPA Receiver for Papillion Properties Limited

Project Manager: Michael Kitching

Project Number: SK21402

Document Reference: SK21402_TA02

Document Type: Transport Assessment

Authors: Michael Kitching

Directory & File Name: P:\2014 PROJECT FOLDERS\SK21402\Technical\Reports\SK21402_TA02

Issue Date Distribution Comments 01 21/02/14 Project Team Draft Report 02 27/02/14 Project Team Final Report

© SK Transport Planning Ltd 2014

No part of this publication may be reproduced by any means without the prior permission of SK Transport Planning Ltd.


SK21402_TA02 1 FEBRUARY 2014

CONTENTS

Page

1.0 INTRODUCTION & DEVELOPMENT SUMMARY 2

2.0 EXISTING SITUATION, ACCESSIBILITY & SITE CHARACTERISTICS 3

3.0 EXISTING TRAFFIC CONDITIONS & SITE TRAFFIC PATTERNS 5

4.0 TRANSPORT POLICY SUMMARY 6

5.0 DEVELOPMENT PROPOSALS 9

6.0 TRAFFIC GENERATION & DEVELOPMENT IMPACT 11

7.0 IMPACT ASSESSMENT 12

8.0 FRAMEWORK TRAVEL PLAN 16

9.0 CONCLUSIONS 24

Plans:

Plan 1: Location Plan & Local Highway Network

Plan 2:

Plan 3:

Local Facilities

Agreed Study Area

Plan 4: Walking and Cycling Routes

Plan 5:

Plan 6:

Walking and Cycling Isochrone Plan

Public Transport Accessibility

Appendices:

Appendix A: Local Authority Scoping Correspondence

Appendix B: Personal Injury Accident Data/Correspondence

Appendix C:

Appendix D:

Appendix E:

Appendix F:

Appendix G:

Development Proposals

Swept Path Analysis

LCC Accessibility Indicator

Manual Classified Turning Counts

2015 & 2020 Base Traffic Flows

Appendix H: 2015 & 2020 Base and Development Traffic Flows

Appendix I: Printworks ARCADY Modelling Outputs

Appendix J: A59 ARCADY Modelling Outputs



1.0 INTRODUCTION & DEVELOPMENT SUMMARY

Overview

1.1 SK Transport Planning Ltd (SKTP) has been commissioned by Barnfield Construction Ltd and Edward Hine, LPA Receiver for Papillion Properties Limited to prepare a Transport Assessment (TA) in support of a planning application on land at Barrow Brook Business Village, Barrow near Clitheroe. The location of the development site is shown on plan 1.

1.2 The TA has been produced in line with the following national and local guidance:

• Department for Transport (DfT) Transport Assessment Guidance • DfT Manual for Streets (Volumes 1 and 2) • National Planning Policy Framework (NPPF) • DfT Smarter Choices: Influencing the way we travel • Institution of Highways & Transportation (IHT) Providing for Journeys on Foot • PPG13 Guide to Better Practice • TRICS Good Practice Guide

1.3 Whilst the following documents have now been superseded by the NPPF they still provide useful advice and guidance on sustainable development and ways to promote sustainable transport to, from and within the site.

• Planning Policy Statement 1: Sustainable Development (PPS1) • Planning Policy Guidance Note 13: Transport (PPG13)

1.4 Discussions regarding the appraisal (in traffic and transport terms) have taken place with representatives of the highway authority (Lancashire County Council) and Ribble Valley Borough Council. This correspondence is provided in appendix a. The agreed study area for the purposes of the TA includes:

• The Printworks four-arm roundabout on the western access road from the A59 (roundabout 1) • The three-arm roundabout on the A59 (roundabout 2)

1.5 It has been agreed with the highway authority that an assessment will also be made of the increase in traffic at the two roundabouts to the north and south of the three-armed roundabout on the A59.

1.6 The agreed study area is shown on plan 2.

Summary of Site Characteristics & Development Proposals

1.7 A summary of the development location, existing use and proposals is outlined below.

Location: Part of the Barrow Brook Business Village, Holm Road, Barrow, near Clitheroe (plan 1)

Historic Uses: Greenfield site

Development Schedule: Development to provide new self-storage (B8) facility with ancillary B1(a) office accommodation



Provision of new vehicular access onto northern spur on Holm Road, with 103 car parking spaces

Travel Plan Framework

2.0 EXISTING SITUATION, ACCESSIBILITY & SITE CHARACTERISTICS

Site Location & Characteristics

2.1 The application site is located on the eastern side of Barrow, to the west of the A59. The site is undeveloped land and forms part of the Barrow Brook Business Village (BBBV). Development has already taken place on the BBBV, namely the Printworks office building on the southern side of Holm Road, a McDonalds and Petrol Filling Station (PFS) (with associated foodstore) immediately to the east of the application site and a B1/B2/B8 industrial facility immediately to the north of the site.

2.2 In addition a residential development comprising circa 55 residential units has been built on land to the west of Holm Road and east of Whalley Road. Whilst this development does not connect the aforementioned two vehicular routes it does provide the BBBV with pedestrian and cycle connectivity to the village to the west.

2.3 Whilst still to be formally adopted as public highway Holm Road as been designed as a 30mph speed route and benefits from standard street lighting. Standard width footways are provided on both sides of the carriageway, which will link the proposed development to the McDonalds/PFS to the east and to the village (via the residential development) to the west.

2.4 The A59 is to the east of the application site. This classified road acts as a distributor road linking with Preston to the west with Skipton to the north-east. The A59 is a dual-carriageway route and is subject to the national speed limit (70mph) on the section immediately to the east of the application site.

2.5 To the west the site connects through a recently constructed residential development to Whalley Road. Until the opening of the A59 Whalley Road would have been the main vehicular route connecting Barrow with Clitheroe to the north and Whalley to the south.

2.6 Whalley Road is an existing bus route, with existing stops being a circa 400m walk distance from the edge of the application site. Commentary is provided later in this document on existing bus services that use this route. The site location is shown on plan 1.

Accessibility on Foot

2.7 There is a good quality pedestrian network on Holm Road to the south of the application site, which connects the development to the McDonalds/PFS immediately to the east and also to Barrow (via the residential development) to the west. These footways are standard width and benefit from being lit from the site to the aforementioned destinations.

2.8 Whilst superseded by the NPPF in 2012, PPG13 confirmed that walking offers the greatest potential for replacing short car trips, particularly for journeys under 2km. The IHT document, Guidelines for Providing for Journeys on Foot, and DfT document, PPG13 – Best Practice Guidance, provides further details of accepted walking distances.

Town Centre (m) Commuting/School (m)

Preferred Maximum 800 – 1250 2000 Table 2.1: IHT & DfT Acceptable Walking Distances



2.9 A pedestrian isochrone plan has been produced to demonstrate the accessibility of the site by foot. The isochrone is based on an average walk speed of 1.33 m/s up to a maximum journey time of 25 minutes (2km). The pedestrian isochrone plan is attached as plan 5.

2.10 Plan 5 demonstrates that the site is well located in relation to the local residential area and other employment areas in the locality. Although outside of the recommended 2km travel distance to Clitheroe rail station, this facility is within the recommended cycle distance. Further commentary is provided on this later in the assessment.

2.11 This assessment confirms that the application site is well located to allow employees living in the nearby residential areas pedestrian access to the scheme. In addition employees have the opportunity to walk to a range of other local facilities that are located immediately adjacent to the application site, within a 240m walk, a 3-minute walk time (based on the IHT recommended 80m/minute walk speed).

Accessibility by Cycle

2.12 The location of existing cycle routes and residential streets suitable for cycle trips is shown on plan 4.

2.13 The application site benefits from being located adjacent to an existing residential area with vehicular routes being considered suitable for cycling to and from key local destinations. The delivery of the A59 has effectively bypassed Barrow and Clitheroe, making the Whalley Road a lightly trafficked route connecting north to Clitheroe.

2.14 The application site also benefits from being located within 2km of longer distance cycle routes. The following routes are within 2km of the development site.

• Lancashire Cycleway - Northern Route (route 90)

• Lancashire Cycleway – Southern Route (route 91)

2.15 Historically PPG13 confirmed that cycling has the potential to substitute for car trips under 5km and to form part of a wider public transport trip. Plan 5 shows a cycling isochrone based on an average cycling speed of 12kph. Plan 5 demonstrates that the residential areas and local facilities in Barrow, Clitheroe and Whalley are all located within this accepted cycling distance of the site. In addition Clitheroe railway station also falls within a 5km cycle ride from the site.

Accessibility by Public Transport

2.16 The nearest bus stops to the site are located on Whalley Road, approximately 400m from the south-western edge of the application site. The stops are directional, accommodating services running in north and south directions. As recommended in the IHT document Planning for Public Transport In Developments recommends that development should be located within 400m from bus stops, which equates to a five-minute walk time.

2.17 Plan 6 and table 2.2 shows the bus service and frequency to these local bus stops.

Service Operator

First Weekday

Bus

Average Weekday Daytime

Frequency

Last Weekday

Bus Route

22 Transdev 0557 2 buses each hour 2313

Clitheroe- Whalley- Langho – Wilpshire –

Blackburn - Shadsworth



26/27 (27 via Sabden)

Mainline 0601 2 buses each hour 2213

Burnley – (Sabden) – Whalley – Clitheroe –

Blackburn

180/X80/280 Transdev 0628 1 bus every hour 1900

Skipton – Clitheroe -Whalley – Preston

Table 2.2: Existing Public Transport Corridors

2.18 Table 2.2 demonstrates that the site benefits from five buses serving the nearest stops each day. Services 22 and 26/27 all offer two buses/hour between circa 0600 and 2300 hours. In addition the 180/X80/280 hourly bus service routes through Barrow between 0628 and 1900 hours.

2.19 Although outside the recommended 2km walk distance the site also benefits from being 2.7 km from Whalley railway station and 3.6km from Clitheroe railway station. Both stations are accessible either by cycle or by bus. A summary of the rail services from the closest station (Whalley) is provided in table 2.3.

Rail Station

Service Destination

First Weekday Service

Average Weekday Daytime

Frequency

Last Weekday Service Route

Whalley

Manchester Victoria 0645

1 direct train per

hour 2330

Whalley – Langho - Blackburn – Darwen -

Bolton – Salford - Manchester

Clitheroe 0706 1 direct

trains per hour

2305 Whalley - Clitheroe

Table 2.3: Existing Rail Services (Whalley Station)

2.20 This review confirms that the application site is well located to allow employees and visitors a realistic alternative to the private car. Whalley railway station is a 3km cycle distance from the site. The site is also located 400m of existing bus stops served by five buses, as well as close to established walking and cycling routes. It is realistic to assume that employees and visitors to the site could access the development by these sustainable modes of transport.

3.0 EXISTING TRAFFIC CONDITIONS & SITE TRAFFIC PATTERNS

Traffic Conditions on Holm Road and A59

3.3 To assess the existing conditions in the vicinity of the site access onto the public highway a review of Personal Injury Accident (PIA) data has been undertaken on Holm Road and the A59. The PIA study area corresponds to the study area agreed with the highway authority.

Historic Accident Patterns

3.4 Personal Injury Accident (PIA) data for the period February 2011 to February 2014 has been sourced from the LCC’s highways department. The study area, PIA data and officer correspondence is provided in appendix b.

3.5 The officer correspondence confirms that no PIA’s were recorded between December February 2011 and February 2014. Even by extending the time period search from December 2007 to February 2014 recorded only two slight PIA’s. These PIA’s were recorded in 2007 and 2010 respectively and on the northern and southern approaches to the A59 roundabout.



3.6 Whilst all accidents are regrettable LCC’s PIA data confirms the low number of recorded PIA’s on the adopted highway adjacent to the site, even with an extended time period search. Accordingly there is no evidence to suggest there are any existing highway issues within the agreed study area.

Existing Site Traffic Movements

3.7 As part of the assessment of the proposed development a review of the existing traffic movements within the study area has been undertaken. As discussed earlier in this TA the application site is Greenfield, but is surrounded by recent development. This includes:

• the Printworks B1 Office Development

• 55 unit residential scheme (western end of Holm Road)

• PFS with associated foodstore, and McDonalds restaurant

• A B1/B2/B8 scheme immediately to the north of the application site

3.8 All the above development is operational, meaning that all traffic associated with these developments is already on the highway network. This traffic will have been captured in in the agreed traffic survey locations at the Printworks and A59 roundabout.

3.9 The highway authority has not requested that any additional developments in the area need to be included as committed development.

4.0 TRANSPORT POLICY SUMMARY

4.1 This section outlines the local, regional and national policy guidelines that should be considered as part of the development proposals at the Barrow Brook site.

National Planning Policy Framework

4.2 The National Planning Policy Framework (NPPF), published in 2012 confirms that developments should be located and designed where practical to give priority to pedestrian and cycle movement, as well as having access to high quality public transport facilities. The NPPF also recognises that different policies and measures will be required in different communities and opportunities to maximise sustainable transport solutions in urban and rural areas.

4.3 The NPPF confirms that developments should be located and designed where practical to:

• accommodate the efficient delivery of goods and supplies; • give priority to pedestrian and cycle movements, and have access to high quality public

transport facilities; • consider the needs of people with disabilities by all modes of transport.

4.4 With respect to the above points taken from the NPPF this TA demonstrates that the application site is located to allow employees working at the site the opportunity to walk, cycle or travel by public transport. In addition the NPPF highlights that a key tool to facilitate the above measures is a Travel Plan. In line with NPPF advice this scheme is supported by a framework travel plan.



Planning Policy Guidance Note 13 (PPG13)

4.5 Historically the Government’s transport planning policy guidance was set out in PPG13. Whilst now superceded by the NPPF one of the principal aims of PPG13 was to integrate planning and transport at all levels to:

• promote more sustainable transport choices for both people and for moving freight • promote accessibility to jobs, shopping, leisure facilities and services by public transport,

walking and cycling • reduce the need to travel, especially by car

4.6 The location of the Barrow Brook Business Park is clearly in line with above objectives. The site is well located to allow employees and visitors the opportunity to travel by sustainable modes. It is also located in close proximity to established residential areas. PPG13 also confirmed that:

Walking is the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under 2 kilometres.

4.7 The application site has been shown to be located close to existing residential areas and benefits from being within walking distance of a range of local facilities, including the nearby retail foodstore and restaurant. This means employees who live close to the site will not be dependant on use of the private car to travel to the site. PPG13 also highlighted the importance of cycling as a mode of travel. It stated:

Cycling also has potential to substitute for short car trips, particularly those under 5km, and to form part of a longer journey by public transport

4.8 The cycle isochrone plan shown in plan 5 shows that the residential areas in Barrow, Clitheroe and Whalley lie well within a circa 25 minute cycle ride of the site. Therefore cycling would be a practical means of travelling from these residential areas without reliance on the private car. The provision of safe and secure cycle parking facilities on the site for employees and their visitors will also encourage cycling for journeys under 5km.

Ribble Valley Local Plan (1998)

4.9 The Ribble Valley Local Plan (the Districtwide Local Plan) was adopted in 1998 and sets out detailed policies and specific proposals for the development and use of land in the area. The current Local Plan was adopted by the Council in 1998 and is currently under a review. As part of this review a number of relevant traffic/transport policies have been saved. These are:

• T1 – Development Proposals

• T7 – Parking Provision

4.10 All other relevant transport and mobility policies have either been revoked or superseded by other LCC highways policies.

4.11 As a starting point in the Transport and Mobility Chapter of the Local Plan the Council identifies that:



‘maximum use is made of public transport opportunities and cycling and walking for travel and that unnecessary travel is reduced as much as possible by land-use planning.’

4.12 As demonstrated earlier in this assessment the application site benefits from being in a location where there are five established bus services accessing stops that are a five minute walk from the site. In addition the site is well within industry-standard cycle distances to Whalley and Clitheroe rail stations, and close to existing residential areas.

4.13 With regard to Policy T1 this states that the Local Authority will attach considerable weight to:

a) the availability and adequacy of public transport to serve those moving to and from the development

b) the relationship of the site to the primary route network

c) the provision made for access to the development by pedestrian, cyclists and those with reduced mobility

d) proposals which promote development within existing developed areas at locations which are highly accessible by means other than the private car

e) proposals with strengthen existing town and village centres which offer a range of everyday community shopping and employment opportunities by protecting and enhancing their viability and vitality

f) proposals which locate developments in areas which maintain and improve choice for people to walk, cycle or catch public transport rather than drive between homes and facilities which they need to visit regularly

g) proposals which limit parking provision for developments and other on or off street parking provision to discourage reliance on the car for work and other journeys where there are effective alternatives

4.14 With regard to (a) this assessment confirms that the application site is located close to five existing bus services that route through Barrow. These services run on half hourly or hourly timetables from circa 0600 to 2300 hours. In addition the site is within appropriate cycle distances to the Whalley and Clitheroe rail stations. With reference to (b) the site is 150m from the A59, which forms part of the primary route network linking Preston north-eastwards towards Skipton.

4.15 Points (c) and (d) cover the need for the site to be accessible by means other than the private car. Earlier in this assessment it has been confirmed that the site benefits from being in a location with excellent pedestrian connectivity to the surrounding area, with continuous lit footways from the site to key destinations. The site also benefits from established public transport links within appropriate walking and cycling distances from the site.

4.16 As the development proposals will bring new employment to Barrow it is considered that the proposals will strengthen the village. Employees will have easy and direct access to the nearby local convenience store and restaurant, as well as potentially increasing the patronage on local public transport services. Accordingly the development proposals are in line with points (e) and (f) listed above.

4.17 With regard to parking (g) the scheme has been designed to comply with the highway authorities parking standard calculator. Further commentary on this is provided later in this assessment.

4.18 Policy T7 of the Plan states that:



All development proposals will be required to provide adequate car parking and servicing space.

4.19 The scheme layout discussed in section 5 of this assessment provides parking and servicing space in line with the LCC car parking calculator. The use of this car parking will be continually reviewed and spaces allocated for car sharers (in line with the proposed measures in the Travel Plan Framework discussed later in this document).

4.20 This section of the assessment confirms that the application site is in an appropriate location for development. The site benefits from being located adjacent to an established residential area that benefits from being accessed by five bus services. In addition the site is within appropriate cycle distances to facilities in Clitheroe as well as the rail stations at Whalley and Clitheroe.

4.21 The site is also located immediately adjacent to recently consented B1 office accommodation (the Printworks building), a PFS, restaurant, local convenience store and a circa 55 unit residential unit scheme. The delivery of an additional employment facility in an established location will maintain and enhance the vitality in the area.

5.0 DEVELOPMENT PROPOSALS

Development Schedule

5.1 The development proposals look to deliver a new B8 self-storage facility together with ancillary B1 office accommodation, associated car parking and landscaping.

5.2 The scheme will provide 103 car parking spaces on site, along with four spaces for the mobility impaired. Ten cycle parking spaces will also be provided. A summary of the proposed development proposals are provided in table 5.1 and the development proposals are shown in appendix c.

Use Class/Type of Use GFAs B1 (a) Office 2,602 sqm

B8 Storage & Distribution 2,788 sqm Total 5,390 sqm

Table 5.1: Proposed Development B1(a) and B8 GFA’s

5.3 Table 5.1 confirms that the development proposals will deliver 5,390 sqm of floor area on the site.

5.4 As part of the traffic and transport scoping discussions with the planning and highway authority the applicant has confirmed that the development model is for a new storage and distribution facility with ancillary office accommodation that is only available to those who rent storage space in the building. This model has already been accepted by other planning authorities on schemes in Preston (Millennium City Park) and Glasgow (Linwood Point) implemented by Store First. This is discussed further in the application submission, and is also referred to in the sequential assessment letter prepared by Indigo Planning. Notwithstanding this this assessment has considered two scenarios for the development, which are:

a) B8 Storage and Distribution, with ancillary B1 (a) office accommodation

b) Separate B8 Storage and Distribution and B1 (a) office accommodation

5.5 Further commentary on the trip rates for the abovementioned scenarios is provided later in this assessment.



Access Proposals

5.6 Pedestrian access to the site is provided directly from Holm Road via two dedicated pedestrian routes. These provide access to the office accommodation as well as the parking and storage and distribution element of the scheme. With regard to vehicular access this is provided from a single 8m wide access on the northern arm of the Printworks roundabout. This access is already used to access the recently constructed B1/B2/B8 development to the north of the application site.

5.7 Although Holm Road has yet to adopted as public highway by the highway authority the road has been designed as a 30mph speed limit route. Accordingly the proposed vehicular access to the site has visibility splays of 2.4m by 43m in both the leading and trailing traffic directions

5.8 Swept path analysis showing a 16.5m articulated vehicle entering and leaving the site in a forward gear is provided in appendix d.

Parking Proposals

5.9 Earlier in this assessment it was confirmed that the parking provision has been based on the highway authority’s own online parking standard calculator. The recommended parking provision for the B1 and B8 uses are based on the authority’s accessibility indicator, which has been completed and is provided in appendix e.

5.10 A summary of the recommended parking provision (based on the authority’s parking standard calculator) is provided in table 5.2.

Use Class/ Type of Use Total GFA

Motorcycle Parking (Min)

Cycle Parking (Min)

Mobility Impaired Spaces (Min)

Standard Parking

(Max)

B8 Storage with ancillary B1 (a) office

5.390 sqm 1 2 2 27

Separate B8 & B1 Uses

2,602 sqm (B1 (a) 3 8 8 87

2,788 sqm (B8) 1 1 1 14

Table 5.2: Proposed Parking Provision (Indicative Layout)

5.11 Table 5.2 confirms that with the applicant’s proposal for the B8 storage and distribution to only have ancillary B1 (a) office accommodation the scheme requires a maximum of 27 standard parking spaces and a minimum of two mobility impaired spaces. In addition a minimum of two cycle parking spaces should be provided, along with a minimum of one motorcycle space. The layout in appendix c shows that this number of spaces can be provided on the site with ease.

5.12 With reference to the Council’s alternative request that the scheme should consider the B1 and B8 uses as separate entities for the purpose of the TA, the development will require a maximum of 101 standard spaces and a minimum of 9 mobility impaired spaces. A minimum of four motorcycle parking spaces should also be provided, along with a minimum of nine cycle parking spaces. As shown on the layout in appendix c a total of 94 standard spaces and 9 mobility impaired spaces are proposed. This vehicular parking requirement can be provided on site with appropriate turning and manoeuvring space.



6.0 TRAFFIC GENERATION

Total Development Traffic

6.1 As the development is on a Greenfield site an assessment of the expected trip generation from the development proposals has been undertaken using the TRICS database. A summary of the TRICS vehicle flows for the B8 storage and distribution (with ancillary B1 (a) office) is provided in tables 6.1 and 6.2. Note that this use has its busiest time period in the morning between 0830 and 0930 and then between 1630 and 1730 in the afternoon.

Planning Use Class

Gross Floor Area

AM Site Peak Trip

Rate (Arrivals)

AM Site Peak Trip Rate

(Departures)

AM Site Peak Trip Rate

(Two-Way)

AM Site Peak Vehicle

Movements (0830 – 0930)

B8 with ancillary B1

5,390 sqm 0.128 0.103 0.231 13

Table 6.1: Site AM Peak Trip Rates

Planning Use Class

Gross Floor Area

PM Site Peak Trip

Rate (Arrivals)

PM Site Peak Trip Rate

(Departures)

PM Site Peak Trip Rate

(Two-Way)

PM Site Peak Vehicle

Movements (1600 – 1700)

B8 with ancillary B1

5,390 sqm 0.091 0.117 0.208 11

Table 6.2: Site PM Peak Trip Rates

6.2 Tables 6.1 and 6.2 confirm that during the busiest time periods in the morning and evening peak the development proposals will lead to a predicted increase of 13 and 11 two-way vehicle movements respectively. This change in vehicle movements is considered to be well within the day-to-day variation of traffic flow in the surrounding area, and would not lead to any material change in network performance of highway safety on the surrounding highway network.

6.3 In terms of generated vehicle movements from the proposed development in the network AM and PM peaks these are provided in tables 6.3 and 6.4 below. For information, and as demonstrated from the traffic surveys provided in appendix f the network AM peak is 0745 to 0845 and the PM peak 1645 to 1745.

Planning Use Class

Gross Floor Area

AM Peak Trip Rate (Arrivals)

AM Peak Trip Rate

(Departures)

AM Peak Trip Rate (Two-

Way)

AM Peak Vehicle Movements

(0830 – 0930) B8 with

ancillary B1 5,390 sqm 0.096 0.079 0.175 10

Table 6.3: Network AM Peak Trip Rates

Planning Use Class

Gross Floor Area

PM Peak Trip Rate (Arrivals)

PM Peak Trip Rate

(Departures)

PM Peak Trip Rate (Two-

Way)

PM Peak Vehicle Movements

(1600 – 1700) B8 with

ancillary B1 5,390 sqm 0.088 0.100 0.188 10

Table 6.4: Network PM Peak Trip Rates

6.4 Tables 6.3 and 6.4 confirm the proposed development is expected to generate 10 two-way vehicle movements in the AM peak and PM peak respectively. Based on the existing traffic flows shown in appendix f these additional vehicle movements are



well within the day-to-day variation of flow at this junction and will not materially change the traffic movements to and from the site over the historic use of the site.

6.5 At the request of the Council this assessment has also considered the B1 and B8 elements operating independently of one another. Tables 6.5 and 6.6 provide a summary of the development trip rates for the AM and PM peak trip rates respectively.

Planning Use Class

Gross Floor Area

AM Peak Trip Rate (Arrivals)

AM Peak Trip Rate

(Departures)

AM Peak Trip Rate (Two-

Way)

AM Peak Vehicle Movements

(0830 – 0930)

B1 (a) Office 2,602 sqm 1.276 0.218 1.494 39

B8 Storage & Distribution

2,788 sqm 0.096 0.079 0.175 5

Table 6.5: Network AM Peak Trip Rates

Planning Use Class

Gross Floor Area

PM Peak Trip Rate (Arrivals)

PM Peak Trip Rate

(Departures)

PM Peak Trip Rate (Two-

Way)

PM Peak Vehicle Movements

(1600 – 1700)

B1 (a) 2,602 sqm 0.178 0.962 1.14 30

B8 Storage & Distribution

2,788 sqm 0.088 0.100 0.188 5

Table 6.4: Network PM Peak Trip Rates

6.6 Tables 6.5 and 6.6 confirm that the development is expected to generate 44 and 35 two-way vehicle movements in the AM and PM peak periods respectively.

6.7 At the request of the highway authority the impact of the development proposals has been modelled at the two roundabout junctions. These junctions are:

• The Printworks four-arm roundabout on the western access road from the A59 (roundabout 1) • The three-arm roundabout on the A59 (roundabout 2)

Base Traffic Flows

6.8 To ensure a robust assessment the 2014 traffic survey data has been growthed to 2015 and 2020 using the TEMPRO adjusted National Traffic Model 2009. In line with latest webtag guidance the TEMPRO database (National Trip End Model), the latest version of the TEMPRO model and datasets have been used (version 6.2).

6.9 The TEMPRO version 6.2 software now benefits from an integral calculator, which estimates TEMPRO adjusted NTM09 factors on the user’s behalf. A summary of the local adjusted growth factors is provided below:

2014-2015: 1.0046 (AM peak) 2014-2015: 1.0049 (PM peak) 2015-2020: 1.0772 (AM peak) 2015-2020: 1.0790 (PM peak)

6.10 The resulting 2015 and 2020 base traffic flows for the AM and PM peak hours are attached as appendix g.



Trip Distribution & Assignment

6.11 The vehicular trips have been assigned to the network in line with the surveyed turning movements recorded in the manual classified traffic counts. The 2015 and 2020 base and development peak hour traffic flows are attached as appendix h.

7.0 IMPACT ASSESSMENT

7.1 This section of the TA outlines the forecast traffic and sustainable accessibility impact of the development proposals. The traffic impact of the development proposals has been assessed in terms of changes in average delay per vehicle.

Modelling Scenarios

7.2 In line with the 2007 Guidance on Transport Assessments, the following scenarios have been modelled in both the AM and PM peak hours:

• 2015 base • 2015 base and development • 2020 base • 2020 base and development

Scenario 1 – B8 Storage & Distribution with Ancillary B1 Office

The Printworks Four-Arm Roundabout

7.3 The impact of the proposals has been modeled using ARCADY. The base and ‘with development’ scenarios have been modelled using the existing highway layout.

7.4 Tables 7.1 and 7.2 show a summary of the anticipated max RFC and queuing on each arm for the base and base with development scenarios. The full ARCADY outputs are attached in appendix i.

2015 B 2015 B+D 2020 B 2020 B+D

Max RFC Max Q Max RFC Max Q Max RFC Max Q Max RFC Max Q

Printworks (S) 0.003 0.0 0.003 0.0 0.003 0.0 0.003 0.1

Holm Rd (W) 0.035 0.0 0.035 0.0 0.038 0.0 0.038 0.0

Northern Arm (Dev Access) 0.014 0.0 0.021 0.0 0.014 0.0 0.021 0.0

Holm Rd (E) 0.035 0.0 0.041 0.0 0.037 0.0 0.043 0.0

Table 7.1: AM Peak Inclusive Delay (min/veh) Printworks R/A B8 with Ancillary B1

2015 B 2015 B+D 2020 B 2020 B+D


Printworks (S) 0.001 0.0 0.001 0.0 0.001 0.0 0.001 0.0

Holm Rd (W) 0.054 0.1 0.054 0.1 0.059 0.1 0.059 0.1


Holm Rd (E) 0.040 0.0 0.044 0.0 0.044 0.0 0.048 0.0

Table 7.2: PM Peak Inclusive Delay (min/veh) Printworks R/A B8 with Ancillary B1



7.5 Tables 7.1 and 7.2 demonstrates that the additional traffic generated by the B8 use on the application site will have a minimal effect on the existing performance of the Printworks roundabout junction, which currently and will continue to operate with spare capacity.

7.6 The ARCADY outputs supplied in appendix i show that even in the 2020 Base and Development scenario the junction continues to perform with significant levels of spare capacity and minimal queuing on each junction arm.

The A59 Three-Arm Roundabout

7.7 Tables 7.3 and 7.4 show a summary of the anticipated RFC and maximum queue lengths for the base and base with development scenarios for the A59 roundabout. The full ARCADY outputs are attached in appendix j.

2015 B 2015 B+D 2020 B 2020 B+D


A59 (N) 0.701 2.3 0.703 1.3 0.755 3.0 0.757 3.1

A59 (S) 0.614 1.6 0.617 1.0 0.660 1.9 0.662 1.9

Holm Road 0.273 0.4 0.281 0.2 0.320 0.5 0.329 0.5

Table 7.3: AM Peak Inclusive Delay (min/veh) A59 R/A B8 with Ancillary B1

2015 B 2015 B+D 2020 B 2020 B+D


A59 (N) 0.716 1.4 0.719 2.5 0.774 3.4 0.776 3.3

A59 (S) 0.613 1.0 0.615 1.6 0.660 1.9 0.662 1.9

Holm Road 0.328 0.3 0.335 0.5 0.384 0.6 0.391 0.6

Table 7.4: PM Peak Inclusive Delay (min/veh) A59 R/A B8 with Ancillary B1

7.8 Tables 7.3 and 7.4 confirm that the B8 use (with ancillary B1 office) will have a minimal impact on the operation of the A59 roundabout.

Scenario 2 – Separate B1 Office and B8 Storage & Distribution Uses

The Printworks Four-Arm Roundabout

7.9 Tables 7.5 and 7.6 provide a summary of the anticipated max RFC and queuing on each arm of the Printworks roundabout for the separate B1 and B8 uses for the base and base with development scenarios. The full ARCADY outputs are attached in appendix i.

2015 B 2015 B+D 2020 B 2020 B+D


Printworks (S) 0.003 0.0 0.003 0.0 0.003 0.0 0.003 0.0

Holm Rd (W) 0.035 0.0 0.036 0.0 0.038 0.0 0.039 0.0


Holm Rd (E) 0.035 0.0 0.064 0.1 0.037 0.0 0.066 0.1

Table 7.5: AM Peak Inclusive Delay (min/veh) Printworks R/A Separate B1 & B8 Uses



2015 B 2015 B+D 2020 B 2020 B+D


Printworks (S) 0.001 0.0 0.001 0.0 0.001 0.0 0.001 0.0

Holm Rd (W) 0.054 0.1 0.055 0.1 0.059 0.1 0.059 0.1


Holm Rd (E) 0.040 0.0 0.046 0.0 0.044 0.0 0.049 0.1

Table 7.6: PM Peak Inclusive Delay (min/veh) Printworks R/A Separate B1 & B8 Uses

7.10 Tables 7.5 and 7.6 demonstrates that the additional traffic generated by the Council’s requested scenario of independent B1 and B8 uses on the application site will have a minimal effect on the existing performance of the Printworks roundabout junction, which currently and will continue to operate with spare capacity.

The A59 Three-Arm Roundabout

7.11 Tables 7.7 and 7.8 show a summary of the anticipated RFC and maximum queue lengths for the above scenario for the base and base with development scenarios for the A59 roundabout. The full ARCADY outputs are attached in appendix j.

2015 B 2015 B+D 2020 B 2020 B+D


A59 (N) 0.701 2.3 0.708 2.4 0.755 3.0 0.762 3.1

A59 (S) 0.614 1.6 0.628 1.7 0.660 1.9 0.674 2.1

Holm Road 0.273 0.4 0.284 0.4 0.320 0.5 0.332 0.5

Table 7.7: AM Peak Inclusive Delay (min/veh) A59 R/A Separate B1 & B8 Uses

2015 B 2015 B+D 2020 B 2020 B+D


A59 (N) 0.716 1.4 0.724 2.5 0.774 3.4 0.781 3.5

A59 (S) 0.613 1.0 0.658 1.9 0.660 1.9 0.663 2.0

Holm Road 0.328 0.3 0.365 0.6 0.384 0.6 0.424 0.7

Table 7.8: PM Peak Inclusive Delay (min/veh) A59 R/A Separate B1 & B8 Uses

7.12 Tables 7.7 and 7.8 confirm that separate B1 and B8 uses will have a minimal impact on the operation of the A59 roundabout.

Modeling Summary

7.13 The modeling provided in this TA confirms that the development proposals will not lead to any material change in highway performance in terms of congestion, delay or queuing. As a reminder the NPPF states:

‘Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe’

7.14 The modelling confirms that the residential cumulative impacts of the development proposals will not be materially different to the existing situation. The development impacts will not be severe, which is the NPPF test.



8.0 FRAMEWORK TRAVEL PLAN

Introduction

8.1 The TA has demonstrated that the application site is well located in relation to existing local destinations and sustainable transport corridors. To promote the site’s sustainable location a Framework Travel Plan (FTP) has been prepared to reduce the reliance on the private car for local trips. This section of the TA includes the FTP proposals.

8.2 It should be noted that no allowance has been made in this TA for the trip reducing impact of the Framework Travel Plan. For information the sites used in the TRICS analysis did not have Travel Plans in place when analysed.

8.3 This FTP recommends best practice measures for improving accessibility and reducing the dominance of the private car. Significant research has been undertaken by the Department for Transport (DfT) on the car trip reducing impact of travel planning and smart choice measures. This FTP recommends measures that have been proven to give the best value for money and to maximise returns in terms of car trip reductions.

Travel Plan Policy Background

8.4 Recent government transport and planning policy statements have formalised guidelines for the production of TPs. The TP has been produced within this context. The following guidance has been referred to when formulating this FTP:

• White Paper on the Future of Transport ‘A New Deal for Transport: Better for Everyone’ • White Paper ‘Cutting Carbon, Creating Growth’ • National Planning Policy Framework (NPPF) • The Department for Transport, Local Government & the Regions ‘Walk In to Walk Out’ • The Department for Environment, Transport & the Regions ‘Preparing your Organisation for

Transport in the Future: The Benefits of Green Transport Plans’ • The Energy Efficiency Best Practice Programme ‘A Travel Plan Resource Pack for Employers’ • Department for Transport ‘Making Travel Plans Work’ • Department for Transport ‘Essential Guide to Travel Planning’ • Department for Transport ‘Effects of Smarter Choice Programme in Sustainable Travel Towns’ • Department for Transport ‘Smarter Choices – Changing the Way we Travel’ • Transport for Quality of Life ‘Tools for Travel Planning in Urban Areas’

8.5 Although now superseded by the NPPF, reference has been made to the Department for Transport’s document titled ‘Planning Policy Guidance Note 13: Transport’. The following websites have also been referred to for examples of best practice:

• www.dft.gov.uk • www.nbtn.org.uk • www.greenerfleet.org.uk • www.energyefficiency.gov.uk • www.sustrans.org.uk • www.transportenergy.org.uk/bestpractice

8.6 This FTP has been prepared in recognition of the importance of Government planning policy aimed at reducing the reliance upon the private car, as set out in the ‘NPPF’ and ‘Creating Growth, Cutting Carbon’. The overall aim of the FTP is to minimise the total travel distance associated with trips to and from the site. However, it does also takes into account the size, type and location of the development, and considers realistic travel options that can be used by employees and visitors of the site.

Travel Planning Requirements



8.7 The FTP is being promoted to ensure that the development conforms to national, regional and local planning and transport policies that look to encourage sustainable development and less reliance on the private car. The travel planning measures for the site will be implemented by identifying a lead contact at the Store First site. This person will be nominated as the Travel Plan Co-ordinator (TPC).

8.8 Monitoring is also a key element of the success of the FTP, as assessing the relative benefits of the various FTP measures is important to refine the document over future years. A suggested travel monitoring strategy is provided later in this section.

Monitoring Mechanisms

8.9 The establishment of a clear hierarchy of responsibility and monitoring methods are critical to the success of the FTP. This section details mechanisms that will be used to monitor the effectiveness and efficiency of the FTP.

8.10 In attempting to change employee and visitor travel patterns and overcome natural resistance to measures that discourage car use, it is essential that these parties are included within the whole FTP process. Consultation will therefore be essential for the success of the TP. The TPC will be encouraged to liaise regularly with employees and visitors to the site, to understand their particular needs and concerns and to examine ways of addressing them. They will be provided with a web link to the online copy of the final TP, to ensure that people are fully aware of the objectives of the plan and of the full range of measures proposed.

8.11 The final TP will need to be monitored to ensure it is still relevant, up-to-date and having an effect on sustainable travel use on the site. The plan will also be monitored by the planning and highway authorities at least every 18 months and the TPC should continue to do so regularly for as long as the final TP is actively used within the site.

8.12 As the redevelopment proposals are not expected to be complete and occupied until early 2015 the monitoring strategy will not commence before this date. This will then enable site-specific measures to be reviewed and appropriate targets to be set. Continuous monitoring and review of the TP is important to ensure that the chosen measures are meeting staff, visitor and client needs. It is recommended that following the initial survey that these are undertaken annually for a minimum period of 5 years.

8.13 The monitoring strategy is summarised below in table 8.1:

Monitoring Strategy Timescale Mechanism for Delivery

Travel Surveys By mid-2015 and then annually

Site Travel Plan Coordinator

Table 8.1: Proposed Monitoring Strategy

Forecast Mode Shares

8.14 Once the modal split for the site is known more detailed initiatives can be constructed, and targets set. Until the findings of the initial surveys are known initial targets are set in line with best practice advice, as discussed below.

Targets

8.15 Targets set out in a TP should be Specific, Measurable, Achievable, Realistic, and Time-bound (SMART). At this stage completed it is recommended that final targets



are set once the travel surveys have been undertaken, to be undertaken by mid-2015.

8.16 Notwithstanding the above considerable research has been undertaken by DfT into the benefits and impacts of introducing TPs at new and existing developments. The DfT (2005) document, Smarter Choices – Changing the Way We Travel examined the effects of the implementation of soft measures (i.e. those measures influencing change in travel behaviour that do not require infrastructure changes).

8.17 Further research undertaken by DfT in 2005, reported in the document Making Travel Plans Work – Lessons from UK Case Studies, further demonstrated the significant impact that TPs can have on car trips. This research demonstrates that:

• between 6% and 30% reduction in car use with basic walking and cycling measures

• between 17% and 33% reduction in car use upon the introduction of car sharing initiatives

8.18 The Transport for Quality of Life (on behalf of DfT) looked at the best tools for travel planning in urban areas. Their findings were reported in the document Tools for Travel Planning in Urban Areas. This study found that the introduction of workplace TPs can reduce car use by between 10% and 20%.

8.19 The research findings outlined above have been further strengthened by the results of the Sustainable Towns Initiatives. This initiative concentrated spending on raising awareness of sustainable modes of travel and the introduction of smarter choice measures. The 2009 DfT document, Effects of Smarter Choice Programme in Sustainable Travel Towns, found that the measures introduced produced an average reduction in car use of 7% over the study programme.

8.20 Based on the above the following interim FTP target for the Store First scheme is:

• a 5% reduction in single occupancy car trips to and from the site by the end of 2016

8.21 This target should be reviewed once the FTP surveys have been undertaken in mid-2015 and when the FTP measures have been agreed with the planning and highway authorities.

Remedial/Failsafe Measures

8.22 A TP is not a one-off static event; it is a constantly evolving process. The TPC will be responsible for monitoring and reviewing the effectiveness of the FTP and evolution to the final TP. In line with DfT guidance, it is recommended that if the surveys indicate that the finalised targets are not being met then a revised package of measures should be introduced, funded by the developer from an agreed financial contribution. These measures could include:

• additional personalised travel planning

• providing a guaranteed lift from the site to local train stations

• funding for discounted public transport season tickets

• additional promotion of cycle and car-sharing schemes

Benefits & Objectives

8.23 This section lays out the benefits and objectives that will guide the development of the FTP and its implementation. It is these objectives that will ultimately give the



final TP meaning and purpose and ensure that actions within the TP relate to specific outputs.

8.24 The FTP outlines measures that will enable employees at the Store First facility and its visitors to the site to make informed, realistic choices with regard their trips to/from the site. It should also be remembered that the adoption of TP practices has financial, environmental, health, safety and community benefits that should not be overlooked. These benefits include:

• reducing vehicular traffic movements to and from the site • improved health and well-being of staff • reduced impact on nearby local communities • reduced impact on local air quality and noise pollution • contribution to national environmental targets

8.25 Table 8.2 sets out the global objectives and targets that will be used to measure the progress and success of the FTP. It should be stressed that these objectives and targets are very much the high level aims of the plan. If required failsafe measures (as mentioned earlier in this report) will be agreed if the FTP monitoring shows that the relevant targets are not being met.

Objectives Targets Indicator

Achieve awareness of sustainable travel options amongst employees and visitors

To achieve at least 75% awareness and maintain during the occupation of the site

Travel Plan survey results

To meet the interim mode share targets

A 5% reduction in single occupancy car trips to and from the site by the end of 2016

Data for traffic count monitoring and travel survey results

To increase the proportion of active travel (cycling)

To achieve a mode shift from car trips to cycling to support the reduction in external car driver trips

Data from travel surveys

Table 8.2: Global Objectives, Targets and Indicators

Recommended Soft Travel Plan Measures

8.26 Following the analysis of the initial site travel surveys (to be carried out by the TPC in mid-2015) a package of soft measures will be implemented to promote the objectives of the FTP and reinforce the infrastructure measures listed above.

8.27 This section outlines measures that will be considered for delivery by mid-2015. To encourage modal shift to sustainable modes throughout the site, a wide range of measures will be implemented. These measures will include making best use of the proposed parking facilities, as well as creating incentives for employees to use sustainable modes of travel. This section outlines the measures that could be implemented. Whilst the list is comprehensive there may be further measures that the TPC considers introducing once the development works are complete.

Travel Plan Measures

8.28 The recommended TP measures have been drawn from best practice, DfT guidance and case studies throughout the UK.

Travel Awareness & Promotion



8.29 Research undertaken by DfT and Sustrans as part of the Cycle Demonstration and Sustainable Towns initiatives demonstrated that marketing and promotion are as important as the provision of actual sustainable transport infrastructure. The research shows that people will more readily make sustainable trips if information on available routes and mode choice is provided.

8.30 The travel awareness and promotion measures shown in table 8.3 will be considered for delivery as part of this FTP:

Travel Awareness and Promotion Measures Timescale Mechanism for Delivery

Appointment of Site Travel Plan Coordinator By early-2015 Store First

Travel Plan Newsletter

Within two months or 50%

occupation of the development

works, then bi-monthly cycle

Travel Plan Coordinator

Personalised journey planning for staff





Employee welcome pack, detailing existing public transport, walking and cycling maps and information

relating to the location of local amenities





Promotion and marketing events led by the TPC





Table 8.3: Travel Plan Awareness & Promotional Measures

8.31 DfT and Sustrans research has also shown that personalised journey planning is an effective tool in encouraging sustainable trip making. The TP will include business travel interviews to alert employees on the travel modes available. During these interviews data could be collected relating to each specific business travel needs and current habits.

Walking & Cycling Measures

8.32 With the likely number of staff employed at the site a local cycle group could be set up. This could involve other local businesses near to the site, as well as from local surrounding areas as appropriate. Advertisement for this club would be initiated by the TPC.

8.33 Marketing information would be provided to demonstrate the sustainable travel choices available, in the form of maps and public transport information. The site website should include maps of safe cycle routes, with indications of journey times.

8.34 A car-free day to encourage employees to experience the benefits of travelling by other modes to work will be organised. Incentives will be offered to employees who



partake in these campaigns. It is also recommended that lockers could be provided to store a change of shoes or clothes.

8.35 The following walking and cycling measures are included in the TP:

Walking and Cycling Measures Timescale Mechanism for Delivery

Delivery of improved cycle parking facilities at development




Store First

Discount/vouchers for bikes and equipment (as part of Government Cycle to Work Scheme)





Employee welcome pack, detailing existing public transport, walking and cycling maps and information

relating to the location of local amenities





Development of site-wide bicycle user group





Table 8.4: Walking & Cycling Measures

Public Transport Measures

8.36 Local bus routes will be promoted through on-site promotional material, personalised journey planning and the Store First website. Timetables and bus route maps will be made available from the TPC and will also be displayed on notice boards in communal areas. In addition the potential of an in-house travel buddy scheme will be explored. This could benefit those using public transport to travel to and from work either late at night or early morning. Not only would the scheme look to address any personal safety concerns on public transport but would also address any concerns walking to/from and waiting at the nearby bus stops on Whalley Road.

8.37 The following public transport measures are recommended for inclusion in this FTP:

Public Transport Measures Estimated Delivery Phase

Mechanism for Delivery

Promotion of local bus routes and ‘in house’ travel buddy scheme







Public Transport Measures Estimated Delivery Phase

Mechanism for Delivery

Promotion of interest free public transport season tickets





Provision of one month bus “taster” ticket (if requested) for employees





Table 8.5: Public Transport Measures

Car-share scheme

8.38 Based on the geographic location of the application site a car-sharing scheme, which needs only two members to help reduce the number of car trips to a site should be considered. The site could join the liftshare.com scheme, and the TPC will advertise this scheme to all employees via the newsletter or the website.

Car Share Measure Timescale Mechanism for Delivery

Development to join established liftshare.com scheme and advertise membership to staff





Table 8.6: Car Share Measure

Recruitment and Travel Awareness

8.39 As Store First is a large employer in the area every effort should be made to recruit staff locally to the scheme. This will ensure that staff have the opportunity to travel to and from the development by sustainable modes and have the maximum opportunity to benefit from the FTP measures.

8.40 To increase travel awareness amongst employees they should be made aware of the existence of the FTP and its objectives. They will also be advised by the TPC of the benefits to themselves and the local community of using more sustainable means of travelling to and from work and on company business.

8.41 A hard or digital copy of the FTP will be provided to staff at their induction. A hard copy of the TP will also be made available at the main reception and strategic communal areas in the buildings. Information will also be provided on display boards around the facility and also circulated via emails, leaflets, flyers, posters and the internet. All travel plan information circulated to staff will be kept up to date by the TPC.

8.42 To encourage employees to cycle to work, maps showing safe cycling routes in the vicinity of the site will be produced. The cycle maps will include safe routes to popular destinations, public transport nodes and local neighbourhoods. The maps will



be displayed in prominent locations around the site. Cycling to work can be encouraged through the participation of national events such as Bike Week.

8.43 The TPC will investigate the possibility of providing free or subsidised cycle training for employees. Cycle training is offered by ‘CTC – The national cyclist’s organisation’. This would greatly benefit employees who are interested in cycling to work but who lack the confidence and skills and further encourage them to cycle to work.

8.44 The TPC will also organise local cycling companies to come in and sell cycle-related equipment, possibly at a discounted rate depending on orders. Consideration could also be given to providing interest free loans to staff for the purchase of a bike (www.cyclescheme.co.uk).

Car and Taxi Sharing

8.45 The TPC will look to join the liftshare.com car-sharing scheme. To encourage employees to sign up to this scheme, the TPC would need to ensure that promotional materials such as leaflets and posters are displayed and provided in appropriate locations around the site. For those that join the scheme preferential car sharing parking will be provided for car sharers.

8.46 The TPC will also consider implementing a taxi-sharing scheme for staff travel. For example members of staff living in the same area, wanting to travel home late in the evening can share a taxi. TaxiBUDI is a scheme operated by Liftshare, which is used to match potential taxi sharers and can be set up for private businesses.

8.47 TaxiBUDI can also be used to minimise the environmental impact of business travel. The adoption of this scheme would negate the need for employees having to drive to work for the purpose of using their cars for business travel during the working day.

8.48 The following employment car and taxi sharing measures are included in the FTP:

Car and Taxi Share Measures Timescale Mechanism for Delivery

Join the liftshare.com car share database to reduce single occupancy car use





Implement a taxi sharing scheme to reduce single occupancy car use





Table 8.7: Car and Taxi Share Measures

Visitor Measures

8.49 Although it can be difficult to influence the behaviour of visitors to a site, several measures could be put in place to increase awareness and encourage them to change their mode of travel by making the site as accessible as possible.

8.50 With respect to providing travel information a notice board and website will be provided within the building to publicise up-to-date public transport information, cycle and pedestrian route maps, and any local initiatives they could get involved in. Free leaflets will be available within the building for visitors to pick up and this will give an immediate advertising tool for sustainable travel. With respect to cycle parking the site will make available secure and dry cycle parking close to the entrance of the development.



8.51 Visitor travel plan measures will include:

Visitor Measures Timescale Mechanism for Delivery

Provision of travel plan information on the Store First website





Provision of cycle parking on the Store First site





Table 8.8: Visitor Travel Plan Measures

Framework Travel Plan Summary

8.52 This FTP builds on the sustainable credentials of the site outlined earlier in this Statement. The application site has been shown to be located close to existing sustainable transport corridors and local trip attractors. The proposed FTP seeks to build upon the sustainable location of the site and reduce the reliance on the private car. It is concluded that the combination of the site’s location, coupled with a robust FTP will have a positive impact upon encouraging sustainable travel to the site by employees and visitors.

9.0 CONCLUSIONS

9.1 SK Transport Planning Ltd (SKTP) has been commissioned by Barnfield Construction Ltd and Edward Hine, LPA Receiver for Papillion Properties Limited, to prepare a Transport Assessment (TA) in support of a planning application on land at Barrow Brook Business Village, Barrow near Clitheroe. The Transport Assessment has been produced in line with local and national transport assessment guidance. The development proposals also include a Travel Plan Framework.

9.2 This document has demonstrated that the site is located where there are good pedestrian and cycle links to the surrounding area and residential areas. The site also benefits from being located near to an established bus route with regular clock face frequency services. The assessment has also confirmed that the site is less than the recommended 5km cycle distance to Whalley and Clitheroe railway stations.

9.3 This document confirms that the proposed B8 Storage and Distribution and ancillary B1 use will not have a material impact on the performance of the surrounding highway network. The minor increase in vehicular traffic generated by the proposed development will be well within the day to day variation of traffic flow on the highway network.

9.4 The development proposals include measures to maximise the location of the site in close proximity to existing sustainable route corridors and local trip attractors. The Transport Assessment includes a Framework Travel Plan to encourage sustainable employee and visitor travel to and from the site, reducing the reliance on the private car.



9.5 Based on the findings of the Transport Assessment, it is concluded that the redevelopment proposals will not generate any adverse traffic, transport or highways issues that will impact on the surrounding highway network.

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