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PROPOSED HOTEL EXTENSION

STANLEY HOUSE, PRESTON NEW ROAD,

BLACKBURN

Transport Statement

June 2008

Version 4

Project Code: NW/JWPC/STANLEY.1

Prepared by: Maria Barry

Position: Senior Transport Planner

Approved by: Mark Butt

Issue Date: June 2008

Status: VERSION 4

Mayer Brown Limited Premier House Church Street Preston PR1 3BQ

Telephone 0870 011 7656 Fax 0870 011 7650 [email protected] www.mayerbrown.co.uk

PROPOSED HOTEL EXTENSION

STANLEY HOUSE, PRESTON NEW ROAD,

BLACKBURN

Transport Statement

June 2008

Proposed Hotel Extension

Stanley House, Preston New Road, Blackburn

Contents

1.0 Introduction

2.0 Existing Transport Context of Site

3.0 Access and Parking

4.0 Trip Assessment

5.0 Travel Plan

6.0 Summary and Conclusions

List Of Figures

Figure 1.1 Site Location Plan

Figure 2.1 Walking Accessibility

Figure 2.2 Public Right of Way Through the Site

Figure 2.3 Cycling Accessibility

Figure 2.4 Cycle Routes Adjacent to Site

Figure 2.5 Cycle Routes in Wider Area

Figure 2.6 Bus Stop Locations

Figure 2.7 Accident Locations

List Of Tables

Table 2.1 Bus Service Information

Table 2.2 On Site Parking Survey Results

Table 2.3 Accident Data Summary

Table 4.1 Hotel Complex Trip Rates (per bedroom)

Table 4.2 Predicted Vehicle Trip Levels

List of Appendices

Appendix A Site Plan

Appendix B Site Accessibility Review

Appendix C Parking Levels for the Development Site

Appendix D TRICS Database Outputs

Proposed Hotel Extension Stanley House, Preston New Road, Blackburn Transport Statement – Version 4

Page 1

1.0 INTRODUCTION

1.1 Mayer Brown Ltd has been instructed by JWPC to provide a Transport Statement in

relation to a proposed extension to an existing hotel and conference centre at Stanley

House on Preston New Road, Blackburn.

1.2 The site is located just to the south west of the village of Mellor and to the north west of

Blackburn. A plan showing the location of the site is shown in Figure 1.1.

Figure 1.1: Site Location Plan

1.3 Stanley House currently consists of the following facilities:

• Functions held for up to 250 people (wedding/conference);

• 12 bedroom hotel;

• Cassis fine dining restaurant with 65 seats;

• Bar;

• 195 space car park.


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1.4 As explained in the TRI Hospitality Consulting report, the existing business is restricted

due to the limited hotel capacity on site (only 12 rooms). In addition the site currently

cannot offer standard restaurant and spa/fitness facilities, as required by guests. This has

not only has limited the sites operations but has lead to unnecessary trips being made off

site by conference, hotel and wedding guests.

1.5 The proposed extension to Stanley House includes the following:

• 38 new hotel bedrooms;

• New 90 seat general dining restaurant (brasserie) – to provide food/beverage to

hotel guests including breakfast/lunch/evening meals;

• Cassis fine dining restaurant reduced to 45 seats;

• Spa complex to support the hotel and conference facilities with gym, swimming

pool and 10 treatment rooms;

• Additional first floor office plus 2 meeting rooms seating a maximum of 8 people

each.

1.6 A plan of the proposed site plan is contained in Appendix A.

1.7 This report considers the transport issues associated with the proposed development.

Section 2 considers the existing accessibility of the development site.

Section 3 contains information on site access and parking provision.

Section 4 provides an assessment of trip levels.

Section 5 outlines the Travel Plan for the site.

Section 6 has conclusions and a summary.


Page 3

2.0 EXISTING TRANSPORT CONTEXT OF THE SITE

2.1 This section provides an overview of access to the site by a range of transport modes.

2.2 The development site is located off Preston New Road (A677) which links Preston and

Blackburn.

2.3 The immediate surrounding area is predominantly farmland with British Aerospace’s

Samlesbury site boundary and the Blackburn urban area borough boundary just over a

kilometre from the site. Local shops and facilities are located in the villages of Mellor and

Mellor Brook, which provides a range of services including pubs, post office and library.

2.4 The site accessibility has been assessed using the Lancashire County Council (LCC)

point scoring system, set out in the Joint Lancashire Structure Plan for non-residential

developments. The results are contained in Appendix B and show the development site

has a rating of 20, which reflects medium accessibility.

Pedestrian facilities

2.5 Paragraph 75 of PPG13 states that walking is a suitable mode of transport for journeys

under 2km, including the last part of a journey by public transport. Figure 2.1 provides

walking distances of 1km and 2km, in relation to the development site. The site is located

within a 1 kilometre walking distance of the villages of Mellor and Mellor Brook and within

2 kilometres walk distance of the north west area of Blackburn, British Aerospace

Aerospace’s Samlesbury site and employment and residential areas.

2.6 Footpath no. 68 (public right of way) runs through the site – Figure 2.2. The footpath

follows the sites historic vehicle access (now used as a pedestrian route), which connects

to Preston New Road opposite its junction with Mire Ash Brow. This also provides the

direct pedestrian link between the site and local bus stops on Preston New Road.

2.7 An alternative pedestrian access is available via Further Lane, where the sites new

vehicle access is located.


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2.8 Local off site pedestrian facilities include a footway from the site entrance on Further Lane

to Preston New Road. A pedestrian refuge is provided on Preston New Road to link the

site and this facility to the footway on the northern side of Preston New Road.

2.9 Also on the western side of Mire Ash Brow a footpath provides a pedestrian link between

Preston New Road and Mellor.

2.10 Overall the site benefits from good pedestrian linkage to local bus stops and surrounding

residential areas and businesses.

Figure 2.1: Walking Accessibility


Page 5

Figure 2.2: Public Right of Way Through the Site

Source: Lancashire County Council MARIO GIS Database 25/10/07.

Cycle facilities

2.11 Paragraph 78 of PPG13 explains that cycling is a suitable mode of transport to substitute

car trips, particularly for journeys under 5km. It is estimated that to cycle 5km takes

approximately 20 minutes and 2.5km can be cycled in about 10 minutes. Figure 2.3

showing cycle accessibility of 10 and 20 minutes in relation to the development site.

2.12 Within the Lancashire area, almost 50% of all trips are under 5km. A significant

proportion of Blackburn, including the town centre and rail station, is within an acceptable

cycle ride distance of the site.


Page 6

Figure 2.3: Cycling Accessibility

2.13 Local cycle facilities in the vicinity of the site include a signed cycle route (Lancashire

cycleway route 91) on Further Lane, Preston New Road and Mire Ash Brow. This

provides a direct link to the local rail station at Ramsgreave. Traffic signs are provided on

Preston New Road to warn drivers of cyclists crossing the link as part of the Lancashire

Cycleway. In addition, on carriageway advisory cycle lane markings are provided in the

vicinity of the Further Lane/Preston New Road junction to aid cycle movements.

2.14 A plan of the cycle routes in the area is shown in Figures 2.4 and 2.5. The wider

Blackburn area provides links to the national cycle network (NCN 6) and other local

routes. Cycle access is therefore good, with links to the local rail station, facilities in

Mellor and Blackburn and local residential areas.


Page 7

Figure 2.4: Cycle Routes Adjacent to Site

Key

Other signed on-road cycle route

Source: www.sustrans.org.uk 08/08/07

Figure 2.5: Cycle Routes in Wider Area

Source: Blackburn with Darwen Borough Council Cycle Routes Map


Page 8

Public Transport facilities - Bus

2.15 The development site is located adjacent to a bus route which runs along Preston New

Road. This provides a regular service between Blackburn and Preston. In addition bus

services are also provided via Mellor to Preston and Blackburn.

2.16 Table 2.1 notes the service details for the buses which serve the development site.

Table 2.1 – Bus Service Information

Service Destinations Served Mon – Sat daytime

Frequency

Sunday

Frequency

X59 Preston bus station – Mellor Brook – Blackburn Boulevard

1 hour 90 minutes

13 Blackburn – Mellor – Mellor Brook 1 hour -

217 Preston - Mellor 2 per day Wednesday

and Friday -

Source: www.traveline.org.uk 09/10/07

2.17 There are bus stops situated adjacent to the site on Preston New Road, in the vicinity of

its junction with Mire Ash Brow. These bus stops are approximately 200 metres from the

development. The locations of the bus stops are shown in Figure 2.6 (represented by red

dots). The bus stop on the north side of Preston New Road has a bus shelter, seating

pole and flag.

Figure 2.6: Bus Stop Locations



Page 9

2.18 Stanley House also operates a mini bus service for guests upon request, predominately

operating between the site and Blackburn bus/rail interchange.

Public Transport facilities - Rail

2.19 The site benefits from several local rail stations within reasonable travel distance by

various modes:

• Ramsgreave & Wilpshire rail station is situated on the Manchester Victoria to

Clitheroe rail line;

• Blackburn rail station serves the Manchester to Victoria, Blackpool South to Colne

and Blackpool North to York rail lines;

• Mill Hill, Cherry Tree and Pleasington rail stations are on the Blackpool South to

Colne rail line.

2.20 All the stations have hourly rail services to these destinations. Blackburn rail station is

also connected directly to the site via the X59 bus service. Ramsgreave & Wilpshire rail

station is directly linked to the site via a signed, on carriageway cycle route. The Mill Hill,

Cherry Tree and Pleasington rail stations are all within 20 minute cycle ride of the site.

The site has good links to the local rail network and therefore to surrounding urban areas,

regional centres and the main UK rail network.

Local Highway network

2.21 Preston New Road (A677) is an S2 classified, primary route which is lit and subject to a

50mph speed limit in the vicinity of the site. It links Blackburn in the east and Preston in

the west.

2.22 The site access to Further Lane is via a priority junction (completed in the last 3 years as

part of a previous planning application), which connects to a recently improved Preston

New Road/Further Lane priority junction, at the northern edge of the development.

2.23 There is a historic access point onto Preston New Road in the vicinity of the Preston New

Road/Mire Ash Brow junction. This access, formerly the vehicular access to Stanley

House, is now used as a pedestrian/cycle link to the local cycle network and bus stops.


Page 10

2.24 Mire Ash Brow is a minor road link, with white centre line and lighting, connecting the site

to Mellor. The link is subject to a 30mph speed limit.

Traffic Flows

2.25 On site observations by Mayer Brown established that the site access/Further Lane and

Further Lane/Preston New Road priority junctions are lightly trafficked and there are no

problems associated with traffic flow and capacity.

On Site Observations

2.26 Mayer Brown’s site visit and discussions with the owner of the site have identified that the

car park at Stanley House operates below capacity and adequately caters for existing site

operations. Table 2.2 below contains the results of parking surveys completed during

March and April 2008 and demonstrates the car park operates at well within capacity.

Table 2.2: On Site Parking Survey Results

Number of Cars in Week

Beginning 24/03/2008

Number of Cars in Week

Beginning 14/04/2008

09:00 14:00 22:00 09:00 14:00 22:00

Monday 5 12 1 10 5 8

Tuesday 12 15 56 35 80 5

Wednesday 10 17 10 5 10 10

Thursday 5 10 3 5 33 38

Friday 6 22 40 22 23 25

Saturday 18 55 55 9 15 47

Sunday 20 8 3 15 15 1

Daily

Average 11 20 24 14 26 19

Source: Stanley House staff

2.27 It is noted that the existing car parking levels on the site reflect a reduction from maximum

parking standards. This followed a previous request from LCC to limit car park provision

on the site to reflect Stanley House’s sustainable transport and car sharing policies. The

operation of the car park has demonstrated that their approach to car parking provision on

the site has been correct.


Page 11

2.28 We can confirm that existing access for service and refuse vehicles is acceptable with no

operational issues.

2.29 There is accommodation within 10 minutes walk of the site, for 18 staff at present, with

plans for accommodating up to 22 staff in the future.

2.30 It is understood that conference and hotel visitors to the site are frequently utilising off site

leisure and restaurant facilities. These trips could be removed following the proposed

development.

Accident Review

2.31 A review of accident records has been completed using Lancashire County Council’s GIS

database. Over a 3 year period the database has identified a total of 2 slight injury

accidents along Preston New Road in the vicinity of its junction with Mire Ash Brow

(approximately 200 metres south of the Further Lane/Preston New Road junction). There

were no accidents recorded involving children, pedestrians or cyclists.

2.32 The accident records do not highlight any particular accident trends or safety issues on

Preston New Road or in the vicinity of the site. The accidents from the last 3 years have

been summarised in Table 2.3 with their locations shown in Figure 2.7. It should be

noted that the plan in Figure 2.7 shows accident data beyond the last 3 year period and

therefore reflect the accidents at the old Further Lane/Preston New Road junction. Since

the highway improvements have been completed there are no recorded accidents at the

Further Lane junction.


Page 12

Figure 2.7: Accident Locations


NOTE: Some of the accidents shown occurred more than 3 years ago and are therefore excluded from the accident

data summary in the following table.

Table 2.3: Accident Data Summary

Date Time Location Casualties Vehicles Involved

Weather

29/04/2005 21:30 Preston New Road south of Mire Ash Brow

2 slight adults 1 car, 1 motorcycle

Fine, no winds

21/08/2004 12:18 Preston New Road at Mire Ash Brow junction

2 slight adults 3 cars Fine, no winds

Air Quality Management Areas

2.33 The site is not located within an Air Quality Management Area (AQMA).

Local Development

2.34 It is noted that locally new development is currently progressing at British Aerospace’s

Samlesbury site. Construction of approximately 1,000,000 sqft of extension to their

existing aerospace manufacturing and engineering facility is ongoing. The development it

noted as adding an additional 3,000 employees to the existing 3,800 already on site. This

phase of the development is due to be completed over the next couple of years and could

link well with the supporting hotel facilities proposed at Stanley House.

2.35 In addition there are also proposals for an Aeropark on the site, which would be regionally

significant, although no exact details of the development or its timescales are currently

known.


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3.0 ACCESS & PARKING

3.1 This section reviews access and parking for the new development in relation to all modes

of travel. A plan showing the layout of the proposed development scheme is provided in

Appendix A.

Pedestrian Access

3.2 The principal pedestrian accesses to the site will be via the historic access road from

Preston New Road. This forms a link to the existing footway on the north side of Preston

New Road.

3.3 The site will also retain Footpath Number 68 with a connection through the site. There will

be a requirement for a diversion of approximately 250 metres of the existing footpath route

within the site to accommodate development plans. These works will be subject to

standard footpath diversion procedure and approval from the Local Authority.

3.4 The proposed development benefits from new pedestrian routes around the grounds and

internally through the buildings to connect facilities. The aim is to provide attractive and

pleasant walking environments within the site to limit the need for guests to travel off site.

Cycle Access

3.5 Cyclists can access the development from Preston New Road via the existing vehicle site

access or the historic vehicle access.

Public Transport Access

3.6 Existing access to public transport to/from the site is good with bus stops located on

Preston New Road adjacent to the site. The existing local routes provide a good level of

service to Preston, Blackburn and local centres and rail stations.

Vehicle Access

3.7 Vehicular access to the site will be via the recently improved site access road onto Further

Lane, and via the Further Lane/Preston New Road priority junction.

3.8 There is no requirement for modifications to this junction or the existing site access due to:

• Recent improvements to the junction layout;


Page 14

• No recorded accidents at the junction for the last 3 years (since

improvement);

• No capacity issues with the junction operation;

• Confirmation from the hotel owner that there are no access issues for the

site.

3.9 Within the site, part of the existing access road is to be enhanced in the vicinity of the

existing service and car parking area (see plan in Appendix A) in order to accommodate

new development.

3.10 Visibility onto the access drive from the car parks will be in accordance with design

standards (2.4 metres by 22 metes).

3.11 Gates are to be provided at the eastern end of the car park, close to the Cassis

Restaurant. The gates provide flexibility in the design to enable larger vehicles to gain

access the main building entrance as required, whilst remaining closed at all other times

to control traffic movements near the main entrance to the hotel.

Deliveries and refuse collection

3.12 The site current operations work well for deliveries/refuse collection, with a separate area

located within the staff parking area. It is envisaged that there will be only minor changes

in the number of service vehicles visiting the site and that the vehicle types will remain as

existing. The existing arrangement for servicing is therefore reflected within the new

layout.

3.13 A service yard is proposed on the western side of the development adjacent to the barn

and new brasserie. This will allow servicing to be completed with minimal interaction with

visitors to the site. The majority of commercial vehicles to the site will access and egress

the service area in forward gear. It is noted that the dray lorry and refuse vehicle will

reverse into the service area for each delivery/collection (reflecting current operations).

Parking

3.14 The Joint Lancashire Structure Plan parking standards (adopted in March 2005) has been

used to calculate the maximum level of parking for the site – assuming each element of

the development is separate. However, the various proposed site facilities interlink with


Page 15

attendees at functions also using the hotel, food/beverage and leisure facilities. Therefore

a correction for this internal trip pattern is included within this parking assessment. It has

also been useful to reflect existing site operations within the parking space calculations to

provide a robust assessment.

3.15 Appendix C sets out the parking levels for the site for existing, LCC maximum (reflecting

a site with medium accessibility) and proposed numbers of car parking bays. The existing

level of usage of the car park is shown in Table 2.2.

3.16 The proposed car parking provision for the site is 267 spaces – an increase in 72 spaces

from current levels.

3.17 The development will include disabled car parking provision of 26 spaces (10% of the total

number of spaces) as stated in the Joint Lancashire Structure Plan. This includes an

improved provision of disabled parking within the site. Disabled spaces will be provided

close to all building entrances, including 2 bays located adjacent to disabled friendly

bedrooms.

3.18 There are 22 dedicated staff parking bays located in the vicinity of the servicing area,

which benefit from close proximity to the main staff locker rooms. The remaining staff

parking will be accommodated within the general on site car park areas.

3.19 A drop off area is provided outside the new hotel entrance to accommodate 2 light

vehicles.

Calculation of parking requirements

Function

3.20 The proposed number of parking bays is calculated from a worst case scenario ie when

the complex is operating at capacity with a maximum of 250 people for a function. The

split of use between hotel, function guests and non resident has been estimated on

existing information for the site use and proposals identified within the business plan.

3.21 Currently the site is at its busiest on a Saturday. A car parking survey conducted by the

hotel staff demonstrates that the existing 195 space car park is approximately two thirds


Page 16

full during a wedding (approximately 130 spaces) – with approximately 200 guests (ie it

reflects 0.65 spaces per guest).

3.22 Due to the fact that an additional 50 guests can be accommodated on the site for a

conference rather than a wedding, the assessment has reflected this worst case scenario.

From informal on site observations conducted by the site manager it is considered that the

demand averages at 0.7 spaces per conference delegate.

3.23 The maximum capacity for a conference on the site is 250 people, which will equate to a

maximum of 175 car parking bays (at a car space ratio of 0.7 per delegate), based on

current site operations.

Hotel

3.24 If the hotel was fully occupied it would probably generate 1 vehicle trip per room, which

would require 50 parking spaces – in line with LCC parking standards. However, this

does not take account of linked trips with the hotel guests attending a conference or

wedding at the site. Assuming 50% of rooms on site would be taken by conference or

wedding guests, it is therefore proposed that 25 parking spaces would be needed for the

hotel during a conference event.

Food/beverage

3.25 It is planned that the on site food and beverage facilities will mainly service hotel,

conference and wedding guests. As their parking needs have been accounted for above,

the restaurants are estimated to require only a proportion of LCC standard parking levels.

3.26 There are 65 seats at the fine dining Cassis restaurant at present - which is being reduced

to 45 seats within the development proposals. At present, approximately 75% of its trade

(evening only) is by non hotel or conference guests; although it is used by hotel guests for

breakfast. It is estimated that approximately 20 spaces are utilised by the Cassis

restaurant currently and that this is likely to be reflected in the future.

3.27 A new 90 seat brasserie is to be used for general dining, which will include breakfast for

hotel guests and lunch - currently served in the bar. Assuming 20% of the Brasserie

business will be from non hotel or conference guests an additional 9 parking spaces are

predicted to be required – assuming a car occupancy of 2 people for 18 seats.


Page 17

Leisure

3.28 A significant amount of the business for the spa/leisure facilities is also predicted to be

generated by the hotel, wedding and conference guests. However, some additional

parking provision would be needed for staff and guests to the site. With 10 treatment

rooms it is predicted that 20 new spaces would be required for the spa/leisure facilities for

staff and guests.

Staff

3.29 In terms of employees for the complex there are approximately 60 existing staff (full-time

and part-time) plus on average just under 60 casual staff who can be called upon for

special events as required. On average the existing staffing levels for the site require 20

spaces at any one time; reflecting staff shift patterns.

3.30 As the extension to the site will require more staff – estimated at approximately 30 extra

full and part time staff, with no requirement for extra casual staff, some additional parking

will need to be provided. Based on the current utilisation of parking the 30 extra staff

would require an additional 10 spaces.

Cycle, Motorcycle and Coach Parking

3.31 There will be a minimum of 26 cycle parking spaces (1 per 10 car parking spaces) and 13

motorcycle spaces located close to the building entrances, and which is above the

standard 1 per 25 car parking spaces. The cycle and motorcycle parking will be long-stay,

covered and secure – reflecting the requirement for all developments employing more

than 30 full or part-time staff.

3.32 In line with LCC standards, coach and minibus parking will be provided adjacent to the

main access road. A coach drop off space is also proposed in the vicinity of the new hotel

entrance.

3.33 The level of parking provision on the site is within LCC maximum parking standards, and

together with the access to alternative modes of travel, is predicted to encourage non car

based travel at the site, whilst supporting the sites travel plan.


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4.0 TRIP ASSESSMENT

4.1 This assessment reviews the predicted travel patterns associated with the development.

Trip Rates

4.2 The impact of the proposed development on the adjacent highway network is to be

considered for the weekday AM and PM peak hours, when levels of background traffic on

the network is at its highest. However, the nature of the site is such that the trips

generated will be spread out over a long period of time throughout the day and evening.

4.3 The traffic movements relating to conferences, focus on the weekday periods and

weddings on Fridays and Saturdays – mid morning to evening. There is a limit on 250

attendees to such events on site.

4.4 The TRICS database version 2007(b) was used to assess the potential trip generation of

the development during the peak hours. A TRICS run was completed to consider only

those sites that were similar in size and nature to the Stanley House development in the

category for 06 A Hotel, Food & Drink – Hotels. This TRICS database output, including

filter information, is available in Appendix D.

4.5 The average trip rates and trip levels for the development in the AM and PM peak hours

are contained in Table 4.1 and Table 4.2 respectively, and have been agreed by

Lancashire County Council as part of the scoping excise for the site. The TRICS sites

used were for hotel complexes (up to 150 rooms) with conference, spa, leisure and

restaurants.

Table 4.1: Hotel Complex Trip Rates (per bedroom)

Peak Hour Arrivals Departures Totals

Weekday AM Peak

(0800-0900) 0.49 0.29 0.78

Weekday PM Peak

(1700-1800) 0.44 0.45 0.89

Source: TRICS version 2007(b)


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Table 4.2: Predicted Vehicle Trip Levels

Peak Hour Arrivals Departures Totals

6 (existing) 3 (existing) 9 (existing) Weekday AM Peak

(0800-0900) 19 (proposed) 11 (proposed) 30 (proposed)

5 (existing) 5 (existing) 10 (existing) Weekday PM Peak

(1700-1800) 17 (proposed) 18 (proposed) 35 (proposed)

Source: TRICS version 2007(b)

4.6 It is predicted that there will be approximately 30 to 35 trips in and out of the site during

the AM and PM peak hours. This reflects between 20-25 new trips compared to the

existing site operations in the peak hours.

4.7 The traffic generated by the development is slight and is considered to be too small to

warrant any assessment of the Preston New Road junction, which is observed to operate

well within capacity.

4.8 During the off peak periods it is likely that the site may experience a slight drop in trip

numbers from existing use. This is due to the provision of additional accommodation

within the site and an improved range of leisure and restaurant facilities, attracting visitors

to stay within the site.

Transport Statement Summary

4.9 Based on the information above, it is evident that vehicle trips from the proposed

development are slight and can be accommodated within the existing highway network.


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5.0 TRAVEL PLAN

5.1 The development will benefit from good accessibility for a range of sustainable transport

facilities, including walking, cycling and public transport – as outlined earlier in the report.

5.2 Encouraging travel by sustainable modes can be achieved by offering realistic alternatives

to travelling by car. However, the success of alternative modes of transport often

depends on their promotion.

5.3 To maximise awareness, travel information will be provided to visitors and staff via the

hotels website and reception. Local facilities and amenities (both on site and in the local

area) will also be promoted to encourage local trips by sustainable modes.

5.4 The car park surveys of the site have shown a significant degree of car sharing and

organised transport. The management are keen to continue this approach and this is

reflected in the travel plan and proposed car parking levels.

Car-sharing

5.5 Car-sharing involves people sharing a lift, be it to work, on a shopping trip or travel to a

particular location or event. It can take place either as a regular occurrence or just a one-

off journey.

5.6 The benefits of car-sharing can include the following:

• Cost savings – for both the driver and passengers as the total cost of the journey

is often divided equally between those travelling, making the trip cheaper for

everyone;

• Parking space – for those travelling to work in similar locations, the dependency on

the car is reduced, potentially removing the need to own a car and therefore

helping to reduce the car parking requirements;

• Environmental – reducing the total number of vehicles on the road will reduce the

level of congestion and pollution;

• Community – car-sharing can help people get to know each other, thus fostering a

sense of community; and


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• Relieving social exclusion – car-sharing can improve accessibility for those who do

not own a car. For those who are struggling to pay for their car and maintenance,

offering lifts can help offset the cost.

5.7 Car sharing is currently operating informally at the site and will continue to be encouraged.

Lancashire County Council sponsors a car share website for the Lancashire area,

www.sharedwheels.co.uk, which could be highlighted to staff and visitors via the hotels

website.

Travel Information

5.8 Marketing the alternative modes of travel is important to their utilisation. Travel

information will be provided via the hotels website and leaflets available at reception.

Information could include:

• Bus timetables;

• Plans of local cycle routes which neighbour the site;

• Local walks.

5.9 Information on local facilities and amenities in the area can also be provided.

5.10 Contact details and website addresses for car-sharing organisations will be provided.

5.11 The development will also include provision for shower and changing facilities for

employees within the development who cycle.

5.12 To summarise, the Travel Plan will be developed to encourage staff and visitors to the site

to reduce car dependency and encourage a switch to sustainable modes of travel or make

more efficient use of existing trips through car-sharing, linked trips or local trip promotion.


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6.0 SUMMARY AND CONCLUSIONS

6.1 This report has been prepared by Mayer Brown Limited in relation to the proposed

extension to the existing hotel and conference centre at Stanley House on Preston New

Road, Blackburn. The nature of the development is to encourage trip movements to be

retained on site. This is likely to remove some current trips from the network.

6.2 This report is summarised as follows:-

• The site has a good mix of uses, local staff accommodation and is well located to

maximise sustainable transport modes thereby minimising dependence on the

private car;

• The site proposes a greater variety of on site facilities to minimise off site trips by

hotel, conference and wedding guests, which currently occur;

• Car parking for the proposed development is within the maximum level specified in

Lancashire County Council standards. The parking assessment in this report is

based on the worst case scenario in terms of maximum conference use. It is noted

that the existing car parking levels on the site currently reflect a reduction from

standards. This followed a request from LCC to limit car park provision on the site

to reflect Stanley House’s sustainable transport and car sharing policies. Their

approach to car parking provision on the site has been proved correct;

• Bus stops are located within 200 metres of the site providing services to Blackburn

and Preston town centres;

• There is a signed cycle route on the carriageway along Further Lane, Preston New

Road and Mire Ash Brow in the vicinity of the site;

• The trips generated by the development are predicted as slight during peak hours –

below 25 vehicles;

• The recently improved site access and new junction onto Preston New Road is

operating well within capacity with no recorded accidents.

6.3 We conclude that the development is acceptable from a transport perspective.

Appendix A

Site Plan

INSERT PLAN IN PLACE OF THIS SHEET

Appendix B

Site Accessibility Review

5

0

3

5

2

1

2

2

Total – 20 Medium Accessibility

Appendix C

Parking Levels for the Development Site

Car Parking Levels – existing split, LCC standards and proposed

Existing car park

usage split

(approximate)

LCC standard if facilities were

developed in isolation –

maximum car parking bays

Proposed - car

parking bays

Function (D1) 143* 57 - 63 163*

Hotel (C1) 12 50 25

Food & Beverage

(A3)

20 (Cassis

only) 157 - 175 29

Spa/Leisure

(Other D2) - 74 - 83 20

Staff 20 - 30

TOTAL SPACES 195 339 - 372 267

Note: * Function guests linked to hotel, restaurant and spa facilities resulting in lower car parking demands across the

whole site. For ease of calculation of worst case parking demands, table shows full occupation of function followed by ‘non function’

demands on parking for each use.

Appendix D

TRICS Database Outputs

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