BURNLEY HIGH SCHOOL Transport Assessment 0270... · 2015. 7. 8. · 15 June 2015 TRANSPORT ASSESSMENT INFRA-PB3763-RP-D1.0- Burnley High School 2 2 EXISTING CONDITIONS 2.1 Existing

BURNLEY HIGH SCHOOL

Transport Assessment

Client: Eric Wright Construction Ltd

Reference: INFRA-PB3763-RP-D1.0-Burnley High School

Revision: 01/Draft

Date: 15 June 2015

15 June 2015 TRANSPORT ASSESSMENT INFRA-PB3763-RP-D1.0-Burnley High School

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HASKONINGDHV UK LTD.

Manchester One

Portland Street

Manchester

M1 3LF

United Kingdom

Infrastructure

VAT registration number: 792428892

+44 161 2361018

+44 161 2361041

[email protected]

royalhaskoningdhv.com

T

F

E

W

Document title: Transport Assessment

Document short title: Transport Assessment

Reference: INFRA-PB3763-RP-D1.0-Burnley High School

Revision: 01/Draft

Date: 15 June 2015

Project name: Burnley High School

Project number: PB3763

Author(s): Kateryna Kryshkevych

Drafted by: Kateryna Kryshkevych

Checked by: Brian Laird

Date / initials: 15.06.2015

Approved by: Brian Laird

Date / initials: 15.06.2015

Disclaimer

No part of these specifications/printed matter may be reproduced and/or published by print, photocopy, microfilm or by

any other means, without the prior written permission of HaskoningDHV UK Ltd.; nor may they be used, without such

permission, for any purposes other than that for which they were produced. HaskoningDHV UK Ltd. accepts no

responsibility or liability for these specifications/printed matter to any party other than the persons by whom it was

commissioned and as concluded under that Appointment. The quality management system of HaskoningDHV UK Ltd.

has been certified in accordance with ISO 9001, ISO 14001 and OHSAS 18001.


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TABLE OF CONTENTS

1 Introduction 1

1.1 Background 1

1.2 Scope of the Report 1

2 Existing conditions 2

2.1 Existing Site 2

2.2 Local Highway Network 2

2.3 Road Safety 3

3 Development Proposals 5

3.1 Proposed Development 5

3.2 Proposed Site Access 5

3.3 Pedestrian/Cycle Access 5

3.4 Parking 6

4 Transportation policies 7

4.1 Background 7

4.2 National Planning Policy Framework 7

4.3 Local Transport Plan 2011-2021 A Strategy for Lancashire (May 2011) 9

4.4 Burnley’s Adopted Local Plan Second Review (2001-2016) 10

5 Accessibility by Sustainable Modes of Transport 12

5.1 Introduction 12

5.2 Accessibility on Foot 12

5.3 Accessibility by Cycle 13

5.4 Accessibility by Public Transport 14

5.5 Accessibility by Rail 16

5.6 Accessibility Summary 16

6 Trafffic Flow Analysis 17

6.1 Background 17

6.2 Existing Traffic Flows 17

6.3 Background Traffic Flows 17

7 Trip Generation 18

7.1 Background 18

7.2 The Proposed Development Trip Generation 18

7.3 Trip Distribution and Trip Generation 19

7.4 Assessment Traffic Flows 19


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8 Highway network assessment 20

8.1 Background 20

9 Summary and Conclusions 21

9.1 Summary 21

9.2 Conclusions 22

TABLE OF TABLES

Table 1: Summary of Accident Statistics ..................................................................................... 4

Table 2 : Summary of Bus Services Accessible from the Site ................................................... 15

Table 3: TEMPRO Growth Factors Adjusted by NTM - Padiham ............................................... 17

Table 4: Trip Rates and Trip Generation of Proposed School Development (650 pupils) .......... 19

Table 5: Padiham Road/Byron Street Junctios8 Results Summary ........................................... 20

PLANS

Plan 1 Site Location

Plan 2 Local Highway Network

Plan 3 Proposed Site Layout

Plan 4 Swept Path Analysis – Refuse Vehicle

Plan 5 Swept Path Analysis – Single Deck Bus

Plan 6 Swept Path Analysis – Fire Tender

Plan 7 1km and 2km Walking Catchment

Plan 8 3km and 5km Cycle Catchment

Plan 9 Existing Public Transport Service Provision

Plan 10 Existing Layout of Padiham Road/Byron Street Junction

FIGURES

Figure 1: 2015 Surveyed Traffic Flows

Figure 2: 2021 Base Traffic Flows

Figure 3: Trip Distribution

Figure 4: Trip Generation

Figure 5: 2021 Assessment Traffic Flows


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FIGURES

Appendix A Personal Injury Accident Data

Appendix B Padiham Road/Byron Street Traffic Survey

Appendix C Secondary School TRICS Output

Appendix D Junctions8 Padiham Road/Byron Street Junction Results


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1 INTRODUCTION

1.1 Background

1.1.1 Royal HaskoningDHV has been appointed by Eric Wright Construction Ltd to prepare a

Transport Assessment (TA) to consider the potential transportation and highway issues

associated with a proposed new build secondary and sixth form Burnley High School on the

site of the former Hameldon Community College located off Byron Street in Burnley.

1.1.2 This TA has been produced in support of the full planning application for the proposed

development, which would accommodate up to a maximum of 650 pupils. A Travel Plan

Framework (ref: INFRA-PB3763-RP-D2.0-Burnley High School) has also been produced by

RHDHV in support of the proposed new build secondary and sixth form school and should

be read in conjunction with this TA.

1.1.3 The existing Burnley High School is currently located at temporary facilities housed in the

Parkhill Business Centre on the opposite side of Padiham Road.

1.1.4 At present approximately 40 pupils attend Year 7 only of the temporary school, with 12 full

time equivalent staff. From September 2015, the proposed school would cater for 90 new

pupils per year up to a maximum of 650 pupils, in 2021.

1.1.5 The new school would be a complete new build facility located on the current site, with the

existing building demolished.

1.2 Scope of the Report

1.2.1 Prior to the preparation of this TA, RHDHV discussed the scheme with Lancashire County

Council, as Local Highway Authority (LHA), and the following scope for the TA has been

agreed:

Provide a description of the existing site and surrounding highway network;

Provide a review of the accident history on Padiham Road, in the vicinity of the site, and

on Byron Street;

Provide a description of the proposed development, including access strategy/geometry

and parking provision;

Provide swept path analysis to demonstrate that a refuse vehicle, a fire tender and a

coach can access the site;

Provide a review of transport planning policy in relation to the proposed development;

Provide a review of the accessibility of the site by non-car mode; and

Provide an assessment of trip generation associated with the proposed development.


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2 EXISTING CONDITIONS

2.1 Existing Site

2.1.1 The proposed development is located off Byron Street in Burnley, Lancashire,

approximately 4km to the northwest of Burnley town centre. Plan 1 illustrates the site

location in a general context and Plan 2 shows the site location in context with the local

highway network.

2.1.2 It can be seen from Plan 2 that the site is located immediately to the east off Byron Street in

a predominantly residential area. The proposed development is bounded by Byron Street

and a residential area to the west, the A671 Padiham Road and a residential area to the

north, by playing fields to the east and a former school which has been vacant for a number

of years to the south.

2.1.3 The site is surrounded by residential areas. Further east of the playing fields, residential

areas extend to Burnley and the residential areas to the west extend to Padiham.

2.1.4 The proposed site contains the former Hameldon Community College. The existing building

is to be demolished as it is considered unsafe due to historic mine works beneath the site

which are potentially unstable and therefore even minor works to the building could create

significant risk. A separate application has been submitted to Burnley Borough Council

(planning portal reference number: PP-04121331) for permission to demolish the existing

building along with a Construction Management Plan (which includes demolition method

statement) along with other required reports.

2.2 Local Highway Network

2.2.1 Padiham Road (A671) runs in a west/east direction to the north of the site. The A671 is a

main road connecting Burnley to the southeast of the site and Padiham to the northwest of

the site. In the vicinity of the site, Padiham Road is a wide single carriageway road with

hatching and right turn facilities along the centre of the road, and is subject to a 30mph

speed limit. There is a shared cycleway/footway on both sides of the road, street lighting is

provided on both sides of the road and parking is prohibited at all times.

2.2.2 Pedestrian crossing facilities are provided immediately to the east and approximately 100m

west of the Byron Street junction, in the form of pedestrian refuges and dropped crossings.

There are also controlled pedestrian crossing facilities on all arms of the Padiham

Road/Kiddrow Lane traffic signal junction, which is approximately 245m to the east of the

Byron Street junction.

2.2.3 Regarding a wider highway network, the A671 Padiham Road connects the proposed

development with the M65 motorway at Junction 10, running in a southwest/northeast

direction to the south of the proposed site connecting Burnley and Preston to the southwest

and Nelson, and Colne to the northeast.


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2.2.4 Byron Street is a residential street, which also serves the former Hameldon Community

College, leading south of Padiham Road via a ghost island right turn priority junction and

terminates to the south of the former college building. The road is subject to a 30mph

speed limit and parking is permitted along both sides of the road. There are footways on

both sides of Byron Street. Access to the former Hameldon Community College is on the

east side of Byron Street, with separate entry and exit points via simple priority junctions

approximately 40m apart.

2.2.5 Kiddrow Lane (A646) commences at a signalised junction with Padiham Road and runs in

south direction to the east of the site bordering the playfields of the proposed development.

The A646 is a main road connecting the proposed development with Rose Grove train

station, located approximately 1.4km to the south of the site. Kiddrow Lane is subject to

30mph speed limit, benefiting from street lighting and footways provided on both sides of

the road. Parking is restricted along some sections of the road. At the traffic signal junction

with Padiham Road, Kiddrow Lane has an advanced cycle stop line.

2.3 Road Safety

2.3.1 Personal Injury Accident data for the most recent three year period from 2011 to 2013 has

been obtained from the CrashMap database, which is an official database for personal

injury accident data in Great Britain.

2.3.2 The accident data was requested for the surrounding area, covering the following key offsite

locations:

Link: Padiham Road between the junction with Moore Street and A646 Kiddrow Lane;

Byron Street;

Link: Kiddrow Lane between the junction with Padiham Road and Hewart Street

2.3.3 The raw accident data, including a plan showing the location of each accident, is provided in

Appendix A and the accident data for the area of interest is summarised in Table 1.


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Table 1: Summary of Accident Statistics

Area of Interest Slight Serious Fatal

Link: Padiham Road between the junction with Moore Street and A646 Kiddrow Lane;

1 1 0

Byron Street; 1 0 0

Link: Kiddrow Lane between the junction with Padiham Road and Hewart Street

0 0 0

2.3.4 In total one serious, two slight and no fatal injury accidents were reported within the

specified area, over the most recent 3 year period.

2.3.5 In the vicinity of the site, one serious accident (ref: 201304FB13027 shown on plan in

Appendix A) occurred on June 27, 2013 (at 5:45 pm) on the A671 Padiham Road. The

data states that Vehicle 1 proceeding normally along the carriageway, not on a bend,

collided with a young pedestrian (between 6 and 10 years old) that crossed the road not at

the pedestrian crossing. It appears from the data that the pedestrian crossed between

parked cars.

2.3.6 A slight accident (ref: 2013304FB13026 shown on plan in Appendix A) occurred on June

19, 2013 (at 9:00pm) on the A671 Padiham Road. The data states that Vehicle 1 was

proceeding normally along the carriageway, not on a bend, and collided with a young cyclist

(between 11 and 15 years old) who was also proceeding normally along the carriageway,

not on a bend. It should be noted that Padiham Road has a shared cycleway/footway on

both sides of the road.

2.3.7 The last slight accident (ref: 201104FB11048 shown on plan in Appendix A) reported in the

area of interest occurred on Byron Street on September 3, 2011. A collision occurred

between a car which was moving along the carriageway and a pedestrian who was

stationary in the carriageway and not crossing.

2.3.8 The two slight accidents and one serious accident occurred at different time periods and at

different locations. The accident data therefore does not indicate any inherent road safety

issues associated with the layout of the roads in the area of interest.


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3 DEVELOPMENT PROPOSALS

3.1 Proposed Development

3.1.1 The proposed site currently accommodates the former Hameldon Community College. The

existing building is to be demolished as it is considered unsafe due to historic mine works

beneath the site which are potentially unstable and therefore even minor works to the

existing building could create significant risk. A separate application has been submitted to

Burnley Borough Council (planning portal reference number: PP-04121331) for permission

to demolish the existing building along with a Construction Management Plan (which

includes a demolition method statement) along with other required reports.

3.1.2 The proposed school would cater for 650 pupils (450 secondary and 200 sixth form pupils)

and up to 100 staff when the new school is fully occupied. The target date for opening of

the new school is September 2015, when the proposed school would cater for 90 new

pupils per year up to a maximum of 650 pupils, in 2021.

3.1.3 It is proposed that the school would comprise a gross floor area (GFA) of 5,635sqm,

accommodating 40 classrooms/activity spaces.

3.1.4 The proposed site layout is shown on Plan 3.

3.2 Proposed Site Access

3.2.1 Access to the existing Hameldon Community College site is on the east side of Byron

Street, with separate entry and exit points via simple priority junctions approximately 40m

apart.

3.2.2 The proposed development would be accessed from the existing site access points off

Byron Street, which would be retained and improved to accommodate refuse vehicles

accessing the site. The vehicular access would operate as the existing one way system with

a separate in and out entrance/exit off Byron Street.

3.2.3 Swept path analysis has been carried out for a large refuse vehicle (11.347m long), a single

deck bus (9.795m long) and a fire tender (7.700m long) to demonstrate that the vehicles

could enter and exit the site in forward gear, as shown on Plan 4 to Plan 6 respectively.

3.3 Pedestrian/Cycle Access

3.3.1 Pedestrian accesses to the site would be provided from Byron Street, A671 Padiham Road

and A646 Kiddrow Lane.

3.3.2 The existing pedestrian access into the site from Byron Street is located immediately to the

south of the vehicular site access. It is proposed that this pedestrian route is removed and

a new pedestrian route is provided immediately north of the vehicular entry access, which is

closer to Padiham Road.


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3.3.3 The existing pedestrian access provided off the A671 Padiham Road is located

approximately 70m east of the Byron Street junction, adjacent to the existing bus stop. The

existing pedestrian access provided along the A646 Kiddrow Lane is located approximately

265m to the south of the A671 Padiham Road/A646 Kiddrow Lane junction. These

pedestrian access points would be retained, although improved.

3.3.4 At present the existing pedestrian access points taken from the A671 Padiham Road and

the A646 Kiddrow Lane include steps due to the level difference. As part of the proposals

the steps would be removed and replaced with ramps to improve access for cyclists and the

mobility impaired.

3.3.5 All accesses would be gated, which would be closed outside of school times.

3.4 Parking

3.4.1 It is proposed provide a total of 38 parking bays, including 2 disabled spaces, which would

be for staff parking only.

3.4.2 The Local Authority’s car parking standards for Primary and Secondary Schools is 1 parking

space per classroom / activity space for gross floor areas (GFA) above 500sqm. The

proposed GFA of the school would be 5,635sqm, accommodating a total of 40

classrooms/activity spaces and therefore the current 38 spaces would achieve this

requirement.

3.4.3 Cycle parking would be provided to the front and rear of the building. A total of 40 spaces

would be provided, with 20 spaces provided at the front and 20 spaces provided at the rear.


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4 TRANSPORTATION POLICIES

4.1 Background

4.1.1 This section sets out the relevant national and local transportation related policies and

guidance against which the proposed development should be assessed, comprising the

following documents:

National Planning Policy Framework (NPPF), March 2012

Local Transport Plan 2011-2021 A Strategy for Lancashire (May 2011)

Burnley’s Adopted Local Plan Second Review (2001-2016)

4.2 National Planning Policy Framework

4.2.1 The Department for Communities and Local Government published its National Planning

Policy Framework (NPPF) on 27th March 2012.

4.2.2 The NPPF replaces all Planning Policy Guidance (PPG) Notes and Planning Policy

Statements (PPS) with a single document of under 60 pages. This is in line with the

Government’s ‘Localism’ reforms to reduce the role of central guidance.

4.2.3 The NPPF incorporates sustainable transport policy as a key plan for achieving sustainable

development. At the heart of the NPPF is a:

‘…presumption in favour of sustainable development…’ (paragraph 14)

4.2.4 The NPPF states at paragraph 15 that policies in Local Plans should follow the approach of

the presumption in favour of sustainable development so that it is clear that development

which is sustainable can be approved without delay. All plans should be based upon and

reflect the presumption in favour of sustainable development, with clear policies that will

guide how the presumption should be applied locally.

4.2.5 Local authorities will be required to grant permission, using the NPPF as guidance, where

the Local Plan is absent, silent, indeterminate or where relevant policies are out of date.

Local Plans will therefore need to be prepared to take into account the content of NPPF.

4.2.6 With regards to the integration of transport and land-use planning the overarching principle

is that planning should (see paragraph 17 of the NPPF):

‘actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable”


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4.2.7 In terms of promoting sustainable transport, the NPPF states at paragraph 29 that transport

policies have an important role to play in facilitating sustainable development but also in

contributing to wider sustainability and health objectives.

4.2.8 At paragraph 32 the NPPF confirms that all developments that generate significant amounts

of movement should be supported by a Transport Statement or Transport Assessment.

Plans and decisions should take account of whether:

the opportunities for sustainable transport modes have been taken up depending on

the nature and location of the site, to reduce the need for major transport

infrastructure;

safe and suitable access to the site can be achieved for all people; and

improvements can be undertaken within the transport network that cost effectively

limit the significant impacts of the development.

4.2.9 NPPF confirms that development should only be prevented or refused on transport grounds

where the residual impacts of development are severe.

4.2.10 The NPPF goes on to state at paragraph 35 that Local Plans should protect and exploit

opportunities for the use of sustainable transport modes for the movement of goods or

people. Therefore developments should be located and designed where practical to:

give priority to pedestrian and cycle movements, and have access to high quality

public transport facilities;

create safe and secure layouts which minimise conflicts between traffic and cyclists or

pedestrians, avoiding street clutter and where appropriate establishing home zones;

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

4.2.11 As regards to school development, NPPF states at paragraph 38 that key facilities such as

schools should be located within walking distance of most properties.

4.2.12 In respect of car parking provision NPPF states at paragraph 39 that if setting local parking

standards for residential and non-residential development, Local Planning Authorities

should take into account the following:

the accessibility of the development;

the type, mix and use of development;

the availability of and opportunities for public transport;

local car ownership levels; and

an overall need to reduce the use of high-emission vehicles.


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4.2.13 The LTP3 places emphasis on ensuring the new developments are located and designed in

such a way to encourage access by sustainable modes of transport.

4.2.14 The site is located in a location where it could be accessed by non-car modes (discussed in

Section 5) and therefore the proposed development contributes towards the realisation of

the above goals.

4.3 Local Transport Plan 2011-2021 A Strategy for Lancashire (May 2011)

4.3.1 Local Transport Plan 2011-2021 (LTP3) states that between now and 2021 Lancashire’s

main centres for employment and education will be served by attractive, reliable, profitable,

accessible and well used bus and rail services, which will enable users to travel safely,

affordably and in good time to get to education.

4.3.2 Lancashire County Council will develop innovative ways of promoting and implementing

travel plans with major secondary schools to deliver more journeys by sustainable transport.

Burnley was specified among the areas which will be the focus for this activity.

4.3.3 In Section 4 – Our Transport Goals and Early Priorities Lancashire County Council identifies

the following Transport Goals:

“To provide all sections of the community with safe and convenient access to the services, jobs, health, leisure and educational opportunities that they need.

To improve the accessibility, availability and affordability of transport as a contribution to the development of strong and cohesive communities.

To create more attractive neighbourhoods by reducing the impact of transport on our quality of life and by improving our public realm.

To make walking and cycling more safe, convenient and attractive, particularly in the more disadvantaged areas of Lancashire, bringing improvements in the health of Lancashire’s residents.”

4.3.4 Section 5 - Our Priorities and Activities highlights an importance of improving the safety of

streets for most vulnerable residents:

“Our public consultation reveals that levels of road casualties amongst young people is one of the most significant for the people of Lancashire. Local community representatives at district and parish levels also raise the issue of road safety, especially in relation to improved safety measures that serve and benefit schools.”


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4.3.5 LTP3 states that walking, cycling, and travel by buses and trains will all play a full and

appropriate part in Lancashire's future transport system. In order to do so, services and

infrastructure that promote these alternatives to private car journeys must be seen as safe and

reliable. They must prove to be affordable and convenient to fit in with modern day expectations

and they must meet the needs of all sections of society including children, young people, elderly

and those with disabilities. Walking and cycling routes need to be direct and attractive to use

and public transport services need to be joined up and competitive in terms of journey times.

4.3.6 As according to Section 5 of the LTP3 Lancashire County Council will “Provide safe and

convenient new infrastructure for walking and cycling where it will reduce reliance on private car

journeys between home and work, schools, and leisure activities, and particularly along

congested routes, and improve opportunities for regular exercise.”

4.3.7 LTP3 will improve the range of sustainable transport options available, including trains,

buses, coaches, trams, cycling and walking, ensuring that these are as affordable and

convenient as possible.

4.4 Burnley’s Adopted Local Plan Second Review (2001-2016)

4.4.1 The Burnley’s Adopted Local Plan Second Review, adopted in April 2006 contains borough

wide and site specific policies on general development issues, economy, housing and

neighbourhoods, the built and natural environment, community facilities, transport and

Burnley and Padiham Town Centre. The Burnley Local Plan Second Review together with

two other documents Joint Minerals and Wate Local Plan Core Strategy (Feb 2009) and

Site Allocations and Development Plan Policies (September 2013) comprise The

Development Plan for Burnley.

4.4.2 Under the provisions of the 2004 Act, the Council requested that the Secretary of State

consider making a direction to save all the policies of The Burnley’s Adopted Local Plan

beyond the date they were automatically saved i.e. April 2009. The Secretary of State

agreed to the Council’s request and the policies have been saved and remain in force,

insofar as they are consistent with the NPPF, until they are replaced by policies in the new

local plan.

4.4.3 In relation to the proposed development, Burnley’s Adopted Local Plan sets the following

Community Facilities Proposal CF17-Provision for Educational Facilities as follows:

“The Council will permit proposals for the enhancement, consolidation and improvement of existing school when

(b) wherever possible, new or enhanced facilities are located in or adjacent to, district or local centres;

(c) the new or enhanced facilities do not create local traffic or parking problems;

(d) there will not be a detrimental effect on residential amenity;

(e) the new or enhanced school includes opportunities to develop linkages with other service providers”


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4.4.4 Burnley’s Adopted Local Plan in policy TM3 – Travel Plans (TPs) states that School Travel

Plans (STPs) will be required for new schools or major extensions (defined as two or more

new classrooms). STPs will be expected to promote safe cycle and walking routes; restrict

parking and car access at and around schools and include on-site changing and cycle

storage facilities.

4.4.5 In Policy TM 5-Footpaths and Walking within the Urban Boundary Burnley’s Adopted Local

Plan states that

“A strategic network of routes will be established with priority being given to the following:

(c) links to schools and other community facilities”

4.4.6 At the moment of producing this TA Burnley Council is currently drawing up a new planning

framework for Burnley – a new Local Plan to replace the Burnley Local Plan which was

adopted in 2006. A document called ‘Burnley’s Local Plan: Issues and Options’ has been

prepared. This sets out a series of options for growth, policies and sites for development in

the borough over the next 15 years.

4.4.7 In Section 11.3.2 of Burnley’s Local Plan: Issues and Options Burnley Council states that

there is a need to explore every opportunity for the co-location and integration of services of

existing infrastructure, although there has been significant in some facilities as schools…”


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5 ACCESSIBILITY BY SUSTAINABLE MODES OF TRANSPORT

5.1 Introduction

5.1.1 Current national and local policy on transportation states that new developments should

promote more sustainable transport choices for people.

5.1.2 The policy also states that new developments should be located where need to travel by car

is minimised and the use of sustainable transport modes can be maximised.

5.1.3 In view of the current transport policy requirements, this section considers the accessibility

of the proposed development site by non-car modes.

5.2 Accessibility on Foot

5.2.1 In terms of accessibility on foot, it is widely recognised that walking is the most important

mode of travel at the local level and offers the greatest potential to replace short car trips,

particularly those under two kilometres.

5.2.2 Footways are provided on both sides Byron Street, Padiham Road and Kiddrow Lane. To

the east of the Byron Street junction there is an uncontrolled pedestrian crossing on

Padiham Road in the form of dropped kerbs and a pedestrian refuge. In addition there is an

uncontrolled pedestrian crossing in the form of dropped kerbs and pedestrian refuge on

Padiham Road, approximately 100m west of the Byron Street junction. Controlled

pedestrian crossings are also provided on all arms of the Padiham Road/Kiddrow Lane

traffic signal junction.

5.2.3 A new gated pedestrian access would be provided which would be located approximately

70m south of the A671 Padiham Road/Byron Street junction adjacent to entry only vehicular

access. The existing pedestrian access off Byron Street located adjacent to vehicular exit

only would be closed.

5.2.4 There are also pedestrian access from Padiham Road and Kidrow Lane. The A671

Padiham Road pedestrian access is located approximately 70m east of the Byron Street

junction and the pedestrian access on the A646 Kiddrow Lane is located approximately

265m to the south of the A671 Padiham Road junction.

5.2.5 The existing pedestrian accesses provided off the A671 Padiham Road and the A676

Kiddrow Lane would be retained, although the existing steps wold be replaced with ramps to

improve access for the mobility impaired.

5.2.6 With regard to walking distances to the site, reference has been made to the Institute of

Highways and Transportation (IHT) publication ‘Guidelines for Providing Journeys on Foot’.

The general accepted walking distances for commuting, school and sight-seeing suggested

by the IHT is 1,000m with a preferred maximum of 2,000m.


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5.2.7 Plan 7 has been prepared to illustrate the 1km (12 minutes) and 2km (24 minutes) walk

catchments from the site. An indicative walking speed has been taken from the IHT

‘Guidelines for Providing for Journeys on Foot’, which states that an average walking speed

of approximately 1.4 m/s can be assumed in most cases. This has been used to illustrate

the area that is accessible on foot from the centre of the site.

5.2.8 The 1km walking catchment covers all residential properties located in Habergham and

Lowerhouse areas extending to Hambledon Street to the west, Middlesex Avenue to the

east, Gawthorpe Edge to the north and Printers Fold to the south of the proposed school.

5.2.9 The 2km walking catchment covers further residential areas extending to East Street/West

Street in Padiham to the northwest, Ighentenhill Park Lane to the east, to Rosegrove

Lane/Gannow Lane in Rose Grove extending further east and southeast of the proposed

school.

5.2.10 It has been demonstrated that the site is highly accessible on foot.

5.3 Accessibility by Cycle

5.3.1 It is recognized that cycling has the potential to replace short car journeys, particularly those

under 5 kilometers.

5.3.2 As part of the proposed development, cycle parking would be provided to the front and rear

of the building. A total of 40 spaces would be provided, with 20 spaces provided at the front

and 20 spaces provided at the rear.

5.3.3 Plan 8 illustrates the 3km (15 minutes) and 5km (25 minutes) cycling catchment from the

site, recognised as acceptable cycling distances at a speed of 3.3 m/s. In addition, it also

illustrates the existing on-road and off-road cycle routes present in the vicinity of the

proposed site.

5.3.4 There is a footway/cycleway provided along both sides of the A671 Padiham Road

extending from South Drive to the west to Lakeland Way to the east. The road also benefits

from street lighting.

5.3.5 The A671 Padiham Road/A676 Kiddrow Lane traffic signal junction also benefits from

controlled crossing on all arms of the junction with particular provision of a Toucan Crossing

on the eastern Padiham Road arm and an advanced cycle stop line on the A676 Kiddrow

Lane arm.

5.3.6 There is an off-road cycle route to the south of the proposed site on, running from Scott

Street at the western end to Kiddrow Lane at the eastern end, serving residential areas of

Lowerhouse.

5.3.7 To the west of the site there is an on road cycle route running south of Padiham Road along

Cowley Crescent, Scott Street and Knotts Lane. There are numerous other off-road cycle

routes located to the south, west and east of the proposed site as illustrated on Plan 8.


14

5.3.8 In terms of catchment areas, Plan 8 shows the 3km catchment area extends to the entire

area of Padiham to the west, Lowerhouse to the south, and the M65 to the east. In

additional residential areas to the north of Padiham road, between Padiham to the west and

the M65 to the east can be reached within a 3km catchment area.

5.3.9 Plan 8 also shows that the Rose Grove Railway Station located to the south of the site and

Burnley Barracks Railway Station located to the southeast of the site are located within the

3km cycling catchment.

5.3.10 The 5km catchment area extends further west to Altham and the edge of Simonstone,

Higham to the north, Burnley to the east and Hapton and Rose Hill to the south.

5.3.11 It has been demonstrated that the site is highly accessible by cycle to large residential

population to the west, north, east and south of the site.

5.4 Accessibility by Public Transport

5.4.1 The IHT document “Guidelines for Planning for Public Transport in Development” (March

1999) states that new developments should be located so that public transport trips involve

a walking distance of less than 400m from the nearest bus stop. However, this is only

guidance to be achieved where possible by services that operate at regular frequencies.

The document states that it is more important to provide services easy and attractive to

passengers than to slavishly adhere to arbitrary criteria for walking distances.

5.4.2 There are sheltered bus stops on both sides of Padiham Road, 70m to the east and

approximately 150m to the west of the A671 Padiham Road/Byron Street junction.

5.4.3 The bus stops to the east of the Byron Street junction are located in the vicinity of the

Padiham Road pedestrian access. There is also an uncontrolled pedestrian crossing with a

pedestrian refuge island immediately located to the east of the A671 Padiham Road/Byron

Street junction to assist bus users.

5.4.4 There is also a bus stop on Sycamore Avenue, which runs east of Kiddrow Lane,

approximately a 400m walking distance from the site.

5.4.5 The bus services that are currently accessible from the site along the A671 Padiham Road

and Sycamore Avenue are illustrated on Plan 9. Table 2 summarises the frequency of the

bus services.


15

Table 2 : Summary of Bus Services Accessible from the Site

5.4.6 As it can be seen from Table 2 there are eight bus services running along A671 Padiham

Road located to the east of Byron Street. Services 22 and 152 operate every 30 minutes

serving the areas of Preston, Burnley, Blackburn and Padiham Slade. Services 21 and 521

operate every 15 to 20 minutes serving the areas of Padiham and Burnley.

5.4.7 There are other services 23, 27, 26 and 521 which serves the areas of Clitheroe, Acrrington,

Whalley, Burnley and Padiham.

5.4.8 In addition service 65 operates from the bus stops on Padiham Road located to the west of

Byron Street, which serves the areas of Brierfield, Nelson, Burnley, Higham and Padiham.

5.4.9 Service 4 operates from the Sycamore Avenue bus stop located approximately and runs

every 20 minutes serving the areas of Boundary Mill, Nelson, Burnley.

5.4.10 It has therefore been demonstrated that the site is highly accessible by bus.

Padiham Road (East of Byron Street) Frequency

Monday-Friday

Bus No Route Morning Day Evening

22 Burnley-Padiham Slade Lane

Every 30 min (Between 0516 and 2226)

152 Preston-Blackburn-Burnley Every 30 min (Between 0601 and 2214)

20 Altham-Shuttleworth Mead-Padiham-Burnley

One service per day at 0616

n/a n/a

23 Accrington-Padiham-Burnley


27 Clitheroe-Whalley-Read-Padiham-Burnley


521 Accrington-Padiham-Burnley



n/a

26 Clitheroe-Whalley-Read-Padiham-Burnley

Every 60min (Between 0931 and 2340)

21 Padiham-Burnley Every 20min (Between 0920 and 1521) n/a

Additional service (Along Padiham Road to the west and Scott Street to the south of the proposed development)

65 Brierfield-Nelson-Higham-Padiham-Burnley


Kiddrow Lane

4 Boundary Mill-Nelson-Harle Syke-Burnley



16

5.5 Accessibility by Rail

5.5.1 Rose Grove and Burnley Barracks Railway Stations respectively are located to the south

and southwest of the proposed site are within 3km cycle catchment.

5.5.2 There is an hourly frequency on a weekday from Rose Grove and Burnley Barracks Railway

Station to Colne and Blackpool South via Preston.

5.5.3 Bus Services 4, 20, 21, 22, 23, 26, 27, 65, 152 and 521 serves Burnley Barracks Railway

Station. Service 65 serves Rose Grove Railway Station.

5.5.4 Therefore, it can be concluded that the site can also be connected via rail services as part

of a longer journey buy public transport.

5.6 Accessibility Summary

5.6.1 In conclusion, it has been demonstrated that the site is highly accessible to a range of

community facilities by walking, cycling and public transport in accordance with national and

local transport policies


17

6 TRAFFFIC FLOW ANALYSIS

6.1 Background

6.1.1 In order to fully understand the impact associated with the proposed new-build Burnley High

School on the local highway network, it was agreed with the LHA that the existing Padiham

Road/Byron Street priority junction would be assessed.

6.2 Existing Traffic Flows

6.2.1 To determine the existing traffic flows on the local highway network, a Manual Classified

Traffic Count survey was undertaken at the existing Padiham Road/Byron Street junction on

Thursday 4th June 2015 during the morning and evening peak periods. The results of the

surveys are contained in Appendix B.

6.2.2 The survey was carried out between 07:30 and 09:30 to cover the morning peak hour when

pupils and staff arrive at the school and between 15.00 and 17.00 to cover the evening peak

hour when pupils and staff leave the school.

6.2.3 It has been confirmed that the proposed Burnley High School would be open from 09:00 to

16:00, the morning and evening peak hours used in the assessment are therefore from

08:00 to 09:00 to cover the morning peak hour when pupils and staff arrive at the school

and from 16:00 to 17:00 to cover the evening peak hour when pupils and staff leave the

school. The 2015 weekday morning and evening peak hour surveyed traffic flows are

illustrated in Figure 1.

6.3 Background Traffic Flows

6.3.1 The developer has confirmed that the proposed Burnley High School would be fully

operational in 2021 and would cater for up to a maximum of 650 pupils and 100 staff. 2021

has therefore been considered as the assessment year.

6.3.2 TEMPRO growth factors adjusted by National Transport Model (NTM) have been used to

derive the “growthed” surveyed traffic flows in the assessment year. The growth factors are

summarised in Table 3.

Table 3: TEMPRO Growth Factors Adjusted by NTM - Padiham

6.3.3 The surveyed traffic flows shown in Figure 1 have been factored using the growth rates

summarised in Table 3 to derive the 2021 background traffic flows.

6.3.4 The 2021 weekday morning and evening peak hour background traffic flows are illustrated

in Figure 2.

Padiham Morning Peak Hour Evening Peak Hour

2015-2021 1.0664 1.0666


18

7 TRIP GENERATION

7.1 Background

7.1.1 A trip generation exercise has been undertaken to estimate the likely trip generation of the

proposed Burnley High School, which would cater for up to a maximum of 650 pupils and

100 staff.

7.1.2 The industry-standard Trip Rate Information Computer System (TRICS) database has been

interrogated to establish an average trip rate for the proposed Burnley High School, based

on the surveys conducted at similar sites.

7.1.3 The TRICS sites have been selected in line with the best practice guidelines from the

TRICS Good Practice Guide 2013. The methodology used to derive appropriate trips for

the site’s land use is as follows:

The education-secondary land use category was selected from the main menu;

Sites in mainland UK have been considered;

Any surveys which have taken place on a Saturday or Sunday were deselected as trip

rates are required for the weekday morning and evening peak periods;

In location type the proposed school site is considered to be ‘Suburban Area’, ‘Edge

of Town’, or ‘Neighbourhood Centre’, and all the other location type were deselected;

and

As the proposed Burnley High School would not provide visitor parking spaces, sites

providing visitor parking facilities or having no parking information available were

deselected. Sites containing other educational uses except from secondary

education were also deselected.

7.2 The Proposed Development Trip Generation

7.2.1 The TRICS database has been interrogated to establish an average trip rate for ‘secondary

education’ category. The full TRICS output can be seen in Appendix C.

7.2.2 The TRICS database identified the morning peak hour as being between 08:00 and 09:00

and the evening peak hour between 15:00 and 16:00, the time when the majority of

secondary schools start and finish. With reference to Section 6.2 of this TA, the developer

has confirmed school opening hours between 09:00 and 16:00. It is therefore envisaged

that pupils and staff would be leaving school between 16:00 and 17:00. To provide a robust

assessment TRICS rates for 08:00 to 09:00 morning peak hour and 15:00 and 16:00

evening peak hour have been used.

7.2.3 The resulting trip rates and trip generations for the proposed development for a weekday

morning and evening peak hour are shown in Table 4.


19

Table 4: Trip Rates and Trip Generation of Proposed School Development (650 pupils)

Period Trip Rate Total Trips (Trips per Pupil)

Arrival Departure Total Arrival Departure Total

AM Peak: 0800-0900 0.134 0.078 0.212 87 51 138

PM Peak: 1500-1600 0.063 0.086 0.149 41 56 97

7.2.4 As shown in Table 4, the proposed Burnley High School could be expected to generate 138

two-way trips during the morning peak hour and 97 two-way trips during the evening peak

hour.

7.2.5 It is also pertinent to mention that the proposed school development would be supported by

a TPF, which would positively encourage travel by sustainable modes.

7.3 Trip Distribution and Trip Generation

7.3.1 The trip distribution has been calculated in direct proportion to the 2015 surveyed traffic

flows (Figure 1). Figure 3 shows the trip distribution for the weekday morning and evening

peak hours.

7.3.2 Using the trip generation shown in Table 4, the proposed trips during a weekday morning

and evening peak hour have been applied to the highway network in accordance with the

trip distribution derived in Figure 3. The trip generation for the proposed development

during a weekday morning and evening peak hour is shown in Figure 4.

7.4 Assessment Traffic Flows

7.4.1 The 2021 weekday morning and evening peak hour background traffic flows have been

added to the development traffic flows associated with the proposed development to

calculate the 2021 Assessment Traffic Flows. The 2021 Assessment Traffic Flows for the

weekday morning and evening peak hour are shown in Figure 5.


20

8 HIGHWAY NETWORK ASSESSMENT

8.1 Background

8.1.1 This section assessed the operational capacity of the Padiham Road/Byron Street priority

junction. The priority junction assessment has been undertaken using industry standard

software Junctions 8. The key operational parameters of Junctions8 are summarised as

follows:

The ratio of flow to capacity (RFC), where RFC values less than 1.0 indicate the

junction is operating within its ultimate capacity; and

Queues in Passenger Car Units (PCU), which indicates the forecast length of traffic

queues.

1.2 Padiham Road/Byron Street Junction

8.1.2 The existing layout of the Padiham Road/Byron Street junction is shown on Plan 10 and has

been assessed using the Junctions8 computer software.

8.1.3 Table 5 provides a summary of the results during a weekday morning and evening peak

hour for the 2021 Base and Assessment scenarios. The full Junctions 8 output is provided

in Appendix D.

Table 5: Padiham Road/Byron Street Junctios8 Results Summary

Arm AM Peak Hour PM Peak Hour

RFC Queue RFC Queue

2021 Base

Byron Street 0.02 1 0.00 0

Padiham Road 0.01 1 0.01 1

2021 Assessment

Byron Street 0.19 1 0.17 1

Padiham Road 0.10 1 0.04 1

8.1.4 As it can be seen from Table 5, the existing Padiham Road/Byron Street junction would

operate with significant spare capacity during the weekday morning and evening peak hour

for both the 2021 Base and Assessment Traffic Flow scenarios.

8.1.5 It can therefore be concluded that the additional traffic generated by the proposed

development would not have a material adverse traffic impact on the local highway network.


21

9 SUMMARY AND CONCLUSIONS

9.1 Summary

9.1.1 Royal HaskoningDHV has been appointed by Eric Wright Construction Ltd to prepare a

Transport Assessment to consider the potential transportation and highway issues

associated with a proposed new build secondary and sixth form Burnley High School on the

site of the former Hameldon Community College located off Byron Street in Burnley.

9.1.2 The existing Burnley High School is currently located at temporary facilities housed in the

Parkhill Business Centre on the opposite side of Padiham Road. At present approximately

40 pupils attend Year 7 only of the temporary school, with 12 full time equivalent staff.

9.1.3 From September 2015, the proposed school would cater for 90 new pupils per year up to a

maximum of 650 pupils, in 2021. The new school would be a complete new build facility

located on the current site, with the existing building demolished.

9.1.4 The proposed gross floor area of the school would be 5,635sqm, accommodating a total of

40 classrooms/activity spaces, and accommodating a total of 38 parking bays, including 2

disabled spaces, which would be for staff parking only. Cycle parking would be provided to

the front and rear of the building. A total of 40 spaces would be provided, with 20 spaces

provided at the front and 20 spaces provided at the rear.

9.1.5 Vehicular access to the site is proposed from Byron Street via separate entry and exit

simple priority junctions. Pedestrian access is proposed from Padiham Road, Kiddrow Lane

and also Byron Street.

9.1.6 The site is located immediately to the east off Byron Street in a predominantly residential

area. The proposed development is bounded by Byron Street and a residential area to the

west, the A671 Padiham Road and a residential area to the north, by playing fields to the

east and a former school which has been vacant for a number of years to the south.

Further east of the playing fields, residential areas extend to Burnley and the residential

areas to the west extend to Padiham.

9.1.7 Personal Injury Accident data for the most recent three year period from 2011 to 2013 has

been obtained from the CrashMap database, which is an official database for personal

injury accident data in Great Britain. In the vicinity of the site, two slight accidents and one

serious accident occurred at different time periods and at different locations. The accident

data therefore does not indicate any inherent road safety issues associated with the layout

of the roads in the area of interest.


22

9.1.8 An assessment of the accessibility of the site has demonstrated that the site is highly

accessible on foot, by cycle and by public transport. There are footways provided on both

sides of the surrounding highway network, with combined footway/cycleways provided along

both sides of Padiham Road. There are also a number of pedestrian crossing points along

Padiham Road in the vicinity of the Byron Street junction and on Kiddrow Lane at the

Padiham Road traffic signal junction. In addition there are bus stops provided on Padiham

Road in the vicinity of the junction with Byron Street that are served by 8 bus routes during

the day.

9.1.9 A Travel Plan would also be implemented as part of the proposed development to

encourage the travel by sustainable modes of transport.

9.1.10 As agreed with Lancashire County Council, as Local Highway Authority, the trip generation

associated with the proposed development has been calculated and the existing Padiham

Road/Byron Street junction has been assessed. The assessment demonstrated that the

additional traffic associated with the proposed development would not have an adverse

traffic impact on the local highway network.

9.2 Conclusions

9.2.1 The proposed development is located in a sustainable location and would be highly

accessible on foot, by cycle and public transport.

9.2.2 The additional traffic generated by the proposed development would not have a material

adverse traffic impact on the local highway network.

9.2.3 In view of the above positive findings it is considered that the proposed development is

acceptable in highway, traffic and transportation terms.

PLANS

Proposed Burnley High School

Job No: PB3763

Plan 1: Site Location

This drawing is reproduced with the consent of the

Ordnance Survey under Licence No. Al100017728

HASKONING UK LTD.

9th Floor, Manchester One53 Portland Street, Manchester M1 3LF+44(0)161 236 1018+44(0)161 236 [email protected]

Site Location

N

Telephone:Fax:Email:Internet

HASKONINGDHV UK LTD.

(TRANSPORT UK NORTH) INFRASTRUCTURE

9th Floor, Manchester One53 Portland Street, Manchester M1 3LF+44(0)161 236 [email protected]

Telephone:Email:Internet

Site Location

N


Job No: PB3763

Plan 2: Local Highway Network

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1.82 1.75 3.352 1.396

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Overall Length 11.347m

Overall Width 2.500m

Overall Body Height 3.751m

Min Body Ground Clearance 0.304m

Track Width 2.500m

Lock to Lock Time 6.00s

Wall to Wall Turning Radius 11.330m

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A

REFUSE VEHICLE LEAVING THE SITE

BURNLEY HIGH

SCHOOL

NOTES

Copyright 2011 © Haskoning UK Ltd.

KK BL BL

09.06.2015

1:500

09.06.2015 09.06.2015

For Information

ERIC WRIGHT

CONSTRUCTION LTD

REFUSE VEHICLE ENTERING THE SITE

KK BL BLPROPOSED FOOTWAY REVISED09.06.15B

THIS DRAWING IS BASED ON DEP LANDSCAPE

ARCHITECTURE LTD DRAWING NO. 3293 03. ROYAL

HASKONING DHV DOES NOT TAKE RESPONSIBILITY

FOR THE ACCURACY OF THIS DATA.

FORWARD GEAR

REVERSE GEAR

KK BL BLFIRST ISSUE09.06.15A

KK BLBLPROPOSED FOOTWAY REVISED

15.06.15C

SWEPT PATH ANALYSIS

LARGE REFUSE VEHICLE

CPB3763/TR002

PB3763/TR002C

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

Plan 4

9.795

2.07 6.25

Single Deck Bus





Track Width 2.322m


Kerb to Kerb Turning Radius 10.111m

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A

FIRE TENDER LEAVING THE SITE

BURNLEY HIGH

SCHOOL

NOTES


ERIC WRIGHT

CONSTRUCTION LTD

FIRE TENDER ENTERING THE SITE





FORWARD GEAR

REVERSE GEAR

RO BL BLFIRST ISSUE15.06.15A

SWEPT PATH ANALYSIS

FIRE TENDER

APB3763/TR003

PB3763/TR003A

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

RO BL BL

15.06.2015

1:500

15.06.2015 15.06.2015

For Information

Plan 5

7.7

1.382 4.2

Dennis Sabre Fire Tender (LWB)





Track Width 2.380m


Kerb to Kerb Turning Radius 7.400m

M

H

M

H

M

H

M

H

M

H

S

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A

FIRE TENDER LEAVING THE SITE

BURNLEY HIGH

SCHOOL

NOTES


ERIC WRIGHT

CONSTRUCTION LTD

FIRE TENDER ENTERING THE SITE





FORWARD GEAR

REVERSE GEAR

RO BL BLFIRST ISSUE15.06.15A

SWEPT PATH ANALYSIS

FIRE TENDER

APB3763/TR004

PB3763/TR004A

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED 2m

WIDE FOOTWAY

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

PROPOSED KERB

RO BL BL

15.06.2015

1:500

15.06.2015 15.06.2015

For Information

Plan 6

This drawing is reproduced with the consent of the

Ordnance Survey under Licence No. Al100017728

Job No: PB3763


Plan 7: 1km and 2km Walk Catchment Areas

HASKONING UK LTD.

TRANSPORT & ASSET MANAGEMENT

9th Floor, Manchester One53 Portland Street, Manchester M1 3LF+44(0)161 236 1018+44(0)161 236 [email protected]

Telephone:Fax:Email:Internet

Key

1 km (12 min) Walk Catchment

2 km (24min) Walk Catchment

N

Nearest Bus Stops

Site Location

Documents

BURNLEY HIGH SCHOOL Transport Assessment 0270... · 2015. 7. 8. · 15 June 2015 TRANSPORT ASSESSMENT INFRA-PB3763-RP-D1.0- Burnley High School 2 2 EXISTING CONDITIONS 2.1 Existing