Burtonwood Transport - Warrington

Burtonwood Transport Study

Final Report

May 2015

Warrington Borough Council

345129 ITD ITN 1 A

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07 April 2015


Final Report


Final Report

May 2015

Warrington Borough Council

New Town House, Buttermarket Street, Warrington WA1 2NH

Mott MacDonald, 9th Floor, Royal Liver Building, Pier Head, Liverpool L3 1JH, United Kingdom T +44 (0)151 482 9910 F +44 (0)151 236 2985 W www.mottmac.com

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Burtonwood Transport Study Final Report

Revision Date Originator Checker Approver Description A 24/04/2015 LMC PMC DMC First Issue

B 13/05/2015 LMC PMC DMC Second Issue

C 21/05/2015 LMC PMC DMC Third Issue

Issue and revision record

Information Class: Standard

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.



Chapter Title Page

Executive Summary i

1 Introduction 1 1.1 Study Scope _______________________________________________________________________ 1 1.2 Funding __________________________________________________________________________ 1 1.3 Report Structure ____________________________________________________________________ 1

2 Background 3 2.1 Location __________________________________________________________________________ 3 2.2 Study Area ________________________________________________________________________ 3 2.3 Burtonwood History _________________________________________________________________ 4 2.4 Transport Context ___________________________________________________________________ 5 2.4.1 Vehicular Access ___________________________________________________________________ 5 2.4.2 Public Transport ____________________________________________________________________ 8 2.4.3 Pedestrians ______________________________________________________________________ 11 2.4.4 Cyclists __________________________________________________________________________ 11

3 Initial Stakeholder Engagement 13 3.1 Introduction _______________________________________________________________________ 13 3.2 Methodology ______________________________________________________________________ 13 3.3 Main Findings _____________________________________________________________________ 13 3.3.1 Profile ___________________________________________________________________________ 13 3.3.2 Key Themes ______________________________________________________________________ 14 3.3.3 Summary ________________________________________________________________________ 16

4 Initial Public Consultation 17 4.1 Introduction _______________________________________________________________________ 17 4.2 Methodology ______________________________________________________________________ 17 4.3 Main Findings _____________________________________________________________________ 20 4.3.1 Profile ___________________________________________________________________________ 20 4.3.2 Participant Status __________________________________________________________________ 20 4.3.3 Key Themes ______________________________________________________________________ 22 4.3.4 Summary ________________________________________________________________________ 26 4.4 Additional Comments _______________________________________________________________ 26

5 Main Issues 29 5.1 Introduction _______________________________________________________________________ 29 5.2 HGVs ___________________________________________________________________________ 29 5.3 Vehicle Speeds ___________________________________________________________________ 31 5.4 Volume of Traffic __________________________________________________________________ 32 5.5 Pedestrian and Cyclist Facilities _______________________________________________________ 33

Contents



5.6 Public Transport ___________________________________________________________________ 33 5.7 On-Street Car Parking ______________________________________________________________ 34

6 Concept Proposals 35 6.1 HGVs ___________________________________________________________________________ 35 6.1.1 Strategic Highway Authority Signage ___________________________________________________ 35 6.1.2 Local Highway Authority Signage ______________________________________________________ 35 6.1.3 Gateway Warning __________________________________________________________________ 35 6.1.4 Summary ________________________________________________________________________ 36 6.2 Traffic Calming and Management _____________________________________________________ 36 6.2.1 Speed Limit Reduction ______________________________________________________________ 38 6.2.2 Existing Traffic Calming _____________________________________________________________ 42 6.2.3 Lumber Lane/Forshaw’s Lane Junction _________________________________________________ 42 6.2.4 On-Street Car Parking ______________________________________________________________ 42 6.2.5 Bends ___________________________________________________________________________ 43 6.2.6 Kerb Bollards on Gorsey Lane ________________________________________________________ 43 6.2.7 Possible Mini Roundabout at Chapel Lane and Farmers Lane _______________________________ 43 6.2.8 Junction Protection _________________________________________________________________ 44 6.2.9 Summary ________________________________________________________________________ 44 6.3 Public Transport ___________________________________________________________________ 44 6.3.1 Bus _____________________________________________________________________________ 44 6.3.2 Summary ________________________________________________________________________ 45 6.4 Pedestrians and Cyclists ____________________________________________________________ 46 6.4.2 Summary ________________________________________________________________________ 47 6.5 Appraisal of Proposals ______________________________________________________________ 47 6.5.1 Appraisal Matrix ___________________________________________________________________ 47 6.5.2 Scheme Costs ____________________________________________________________________ 48 6.5.3 Priority Schemes __________________________________________________________________ 49

7 Further Stakeholder Engagement 51 7.1 Methodology ______________________________________________________________________ 51 7.2 Feedback ________________________________________________________________________ 51 7.2.1 St. Helens Council _________________________________________________________________ 51 7.2.2 Highways England _________________________________________________________________ 51 7.2.3 British Motorcycle Federation _________________________________________________________ 51

8 Further Public Consultation 52 8.1 Methodology ______________________________________________________________________ 52 8.2 Feedback ________________________________________________________________________ 52

9 Conclusions and Recommendations 53 9.1 Conclusions ______________________________________________________________________ 53 9.1.1 Main Transport Issues Identified ______________________________________________________ 53 9.1.2 Proposals ________________________________________________________________________ 54



9.2 Recommendations _________________________________________________________________ 54

Appendices 55 Appendix A. Collision Summary _________________________________________________________________ 56 Appendix B. Stakeholder Engagement Interview Proforma ____________________________________________ 57 Appendix C. Initial Consultation Leaflet ___________________________________________________________ 58 Appendix D. Consultation Questionnaire __________________________________________________________ 59 Appendix E. HGV Proposals ____________________________________________________________________ 60 Appendix F. Traffic Calming Proposals ___________________________________________________________ 61 F.1 Burtonwood ______________________________________________________________________ 61 F.2 Collins Green _____________________________________________________________________ 62 Appendix G. Non-Motorised Users Proposals _______________________________________________________ 63 Appendix H. Appraisal Matrix ___________________________________________________________________ 64 Appendix I. St. Helens Council Briefing Note ______________________________________________________ 65 Appendix J. Highways Agency Correspondence ____________________________________________________ 66 Appendix K. Further Consultation Leaflet __________________________________________________________ 67

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Mott MacDonald was commissioned by Warrington Borough Council (WBC) to undertake a Transport Study for Burtonwood and its wider area in September 2014. This report fully documents the significant engagement, scheme identification and appraisal work undertaken to date and presents a comprehensive package of potential transport infrastructure, safety and accessibility enhancements that will benefit both Burtonwood and the wider community. A share of funding obtained by redeeming Section 106 payments from Omega will be used to fund a selection of these enhancements.

Based on consultation with stakeholders and residents, site observations and a review of available data, the main transport issues in the study area are: HGVs (volume and speed) Vehicle speeds Volume of traffic Pedestrian and cyclist infrastructure Public transport provision Nuisance on-street car parking

Following identification of the key transport issues, the following concept measures are proposed as mitigation and enhancement: HGVs – A three tiered strategy for the provision of advance HGV strategic, local route and gateway

signage is proposed to promote appropriate alternative routes and thereby reduce the volume of HGVs in contravention of the weight restriction across the study area.

Speed Management – Self-enforcing traffic calming measures are proposed to reduce vehicle speeds and change the road environment throughout the study area. These measures will be accompanied by a reduction in speed limit from 30mph to 20mph along each of the main roads through Burtonwood and Collins Green. In addition, speed limits along approaches to the proposed 20mph sections will be further stepped-down to provide appropriate safe transition from the high speed feeder roads.

Volume of Traffic – It is envisaged the HGV and traffic calming proposals referenced above will make the study area less appropriate and desirable for use by commuter though traffic.

Pedestrian and Cyclist Provision – The upgrade of several Public Rights of Way are proposed together with improved pedestrian crossings. It is intended that these will facilitate modal shift and encourage better access to amenities across the study area including pedestrian and cycle access to and from Omega and Gemini. In addition, a review of access to Burtonwood Community Primary School and New Bold Forest Park for pedestrians and cyclists is proposed.

Public Transport (Bus) – The routing, frequency and reliability of the existing 33A service is currently under review by WBC. It is intended that changes will benefit accessibility to both Omega and the wider Warrington area. The upgrade and possible addition of bus stops is also proposed.

On-Street Parking – To alleviate pinch-points and visibility hotspots caused by indiscriminate on-street car parking, a range of measures are proposed including kerbside parking restrictions, provision of dedicated inset parking bays and possible one-way traffic working where appropriate.

Executive Summary

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To progress the proposals the following next steps are recommended: Feasibility studies Progression to Preliminary and Detailed design Further stakeholder engagement and public consultation Further prioritisation and development of improvements



1

Mott MacDonald was commissioned by Warrington Borough Council (WBC) to undertake a Transport Study for Burtonwood and its wider area in September 2014. Burtonwood is a small village located in the north west of Warrington, situated adjacent to recent and expanding major development including Omega, Chapelford Urban Village and Gemini Retail Park. The village experiences a number of transport issues due in part to its proximity to the motorway network, to adjacent development and from its semi-rural location. This report documents work undertaken and presents a comprehensive package of potential transport infrastructure, safety and accessibility enhancements that will benefit the wider Burtonwood community.

1.1 Study Scope

The scope of this study was to:

Identify current transport issues experienced by residents, businesses and other stakeholders through engagement, data review, site visits and best practice;

Identify potential solutions to identified transport issues;

Consult the community and wider stakeholders on potential solutions;

Provide a prioritised list of potential schemes and indicative costs; and

Provide recommendations for the delivery of potential schemes within available funding budgets.

1.2 Funding

In 2006, outline planning consent was secured for phase 1 (Warehousing/logistics) and phase 2 (office) of Omega. As part of the planning consent developers signed up to a Section 106 agreement through which contributions to a range of transport mitigation measures were secured linked to a number of development/traffic generation triggers. Due to the economic downturn, no offices have been constructed, only warehouse and distribution development to the north and south of the M62. However, the current development has meant the first two trigger points in the Section 106 agreement have been passed, which has resulted in the following payments being due to the Council in relation to transport:

HGV issues in Burtonwood - £50,000

Contribution towards ‘traffic calming’ measures in Burtonwood - £500,000

Contribution towards access improvements for pedestrians and cyclists travelling to/from the Omega site - £100,000

Contribution towards subsidy of bus services serving the Omega site - £200,000

A share of these contributions from Omega will be used to fund transport improvements in the Burtonwood area.

1.3 Report Structure

The remainder of this report is structured as follows:

Section 2 provides background on the study area and baseline transport information

1 Introduction



2

Section 3 discusses how the stakeholder consultation was conducted and the feedback received

Section 4 details how the public consultation was conducted and provides a summary of the feedback received

Section 5 discusses the main transport issues within the study area to be addressed

Section 6 outlines the proposed transport enhancements for the study area

Section 7 provides details of further engagement with stakeholders

Section 8 discusses feedback received from the local community on the concept proposals at the further public consultation events.

Section 9 summarises the work undertaken as part of this study and provides recommendations how to take the study forward to the next stage.



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2.1 Location

Burtonwood is located to the north west of Warrington, approximately a mile from junction 8 of the M62. The village is located in close proximity of the St. Helens Boundary. Figure 2.1 below shows the strategic location of the village.

Figure 2.1: Burtonwood Strategic Context

2.2 Study Area

WBC recognises the transport Issues faced by residents and businesses in Burtonwood and nearby settlement of Collins Green, the study area is defined in Figure 2.2 overleaf. The study area is located within the Burtonwood and Winwick Ward.

2 Background



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Figure 2.2: Study Area

2.3 Burtonwood History

Burtonwood has undergone major change in the past 80 years, firstly with the development of the RAF Burtonwood airbase which opened in 1939 which then became an American airbase in 1942. The American airbase stationed 35,000 people at its peak and remained active up to its closure in 1993.

Following closure of the airbase, considerable redevelopment has taken place on the airbase site and within its surrounding areas, including:

Chapelford Urban Village (2,200 dwellings)

Gemini Retail Park

Lingley Mere Business Park

Omega



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The current population of the Burtonwood area is approximately 6,000. Almost a quarter of the population is aged 65 and over1, the majority (approximately 37%) of residents are aged between 25 and 49. Approximately 88% of households have access to a vehicle, this compares with 80.7% in Warrington and 72% for the north west region2. Presumably this high car ownership is due to the semi-rural nature of the Burtonwood area.

2.4 Transport Context

2.4.1 Vehicular Access

2.4.1.1 Motorway

Burtonwood Village is located approximately a mile from junction 8 of the M62. The M57 and M6 motorways are also in close proximity.

A new motorway intersection (M62 junction 8) was constructed to facilitate new development and provide better access to west Warrington. However, this junction was designed in the 1990’s when Omega was envisaged to be the site for a Daewoo car plant rather than the large mixed-use site that is developing today.

Prior to commissioning of this area-wide study, WBC had allocated capital funding and secured provisional funding of £7.5 million from the local growth fund for improvements to junction 8. These improvements are subject to a full business case being produced and if feasible improvements are currently planned to be delivered in 2016/2017. This work is being undertaken with delivery partners the Highways England and the Omega developers, via the consultant Atkins. As part of this work a series of traffic modelling scenarios are being undertaken with the various areas/phases of local development being incorporated through to a forecast year for full build out of 2027. This is with the intention of understanding how a remodelled junction 8 copes with the demands of the additional development and natural background traffic growth.

2.4.1.2 Strategic Roads

The study area is well connected to the classified road network. The study area is bound by the A572 to the north which links to the A58 to the west and the A49 to the east in the vicinity of the study area.

The A58 runs between Prescot in Knowsley and Wetherby in Yorkshire. Locally, the A58 and A572 connect with the A580 which connects Liverpool with Manchester and the M62. The A49 is located to the east of the study area and runs between Whitchurch and Ashton in Makerfield. Locally the A49 connects with the junction 23 of the M6 and junction 9 of the M62.

1 ONS: Mid 2011 Population Estimate (area 003C) 2 ONS: Car or Van Availability (March 2011). Table KS404EW



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2.4.1.3 Local roads

Figure 2.3 shows the main local routes throughout the study area. All the roads in the study area are unclassified single carriageway roads. Speed limits vary from 20mph in residential streets to 60mph on the approach to Burtonwood Village and Collins Green.

Figure 2.3: Local Roads

Limited traffic calming is provided throughout the study area in the following locations:

Clay Lane - concrete speed cushions.

Clay Lane/Gorsey Lane - speed table at junction adjacent to playing fields

Clay lane - high friction red coloured surfacing adjacent to Cotton Tails nursery

Chapel Lane - high friction buff coloured surfacing on the approaches to the pelican crossing adjacent to the Library

Broad Lane – chicane and speed cushion

Broad Lane – high friction red coloured surfacing and dragons teeth

Green Lane – speed table outside of Burtonwood Community Primary School



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A572 – vehicle activated signage

A 7.5T weight limit (except for access) is in operation throughout the study area. The signage gateways are located on:

Clay Lane, immediately north of Joy Lane

Tan House Lane, at Clay Lane end

Gorsey Lane, approximately 240m from its junction with Clay Lane

Broad Lane, approximately 500m from Fleet Lane

Back Lane, at its’ junction with Bold Lane

Bold Lane, to the North of the Thomas Hard Brewery

Penkford Lane, immediately south of its’ junction with Pennington Lane

Hollins Lane, at A49 end

The quality of local roads is mixed, some roads have been recently resurfaced (Penkford Lane and Penny Lane) whilst other roads have visible damage e.g. Burtonwood Road, particularly on the approach to Omega North.

2.4.1.4 Collision data

Personal injury collision data was obtained for the study area for the period 1st January 2009 to 31st December 2014. Over this period 52 collisions occurred within the study area resulting in 4 fatal, 5 serious and 69 slight injury casualties. A summary of the fatal and serious injury collisions occurring within the study area is presented in Table 2.1.



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Table 2.1: Fatal and Serious Injury Collision Summary

Ref Date Time Location Description Contributory Factors

Fatal

6 01/04/09 23:30 Clay Lane 40m west of Mercer Street

Witness heard sound of 2 vehicles travelling at high speed through village. Vehicle 1 travels straight ahead at 90% left hand bend and exits carriageway to offside, travels through fence and tree line entering recreational field before overturning turning and becoming alight. 2 occupants of vehicle 2 remove driver of vehicle 1 and leave him at road side, then flee scene.

Excess speed Travelling too fast for conditions Aggressive driving

41 17/08/11 23:24 Alder Lane 492m west of Hall Lane

Vehicle 1 carrying a passenger fails to negotiate a left hand bend, collides with offside kerb, rebounds and leaves the carriageway to the nearside.

M/C loss of control Inexperience Defective tyres

44 04/09/11 03:45 Lumber Lane at Junction with Forshaw’s Lane

Vehicle 1 leaves carriageway to offside, enters residential garden and collides with tree.

Loss of control Alcohol impaired

Serious

5 15/03/09 20:20 Lumber Lane 167m south east of Forshaw Lane

Vehicle 1 leaves carriageway nearside and collides with lamppost Alcohol impaired

8 29/07/09 07:01 Burtonwood Road at junction with Tanhouse Lane

Vehicle 1 is Being followed by vehicle 2. Vehicle 1 loses control on left hand bend, crosses onto offside lane and collides with oncoming vehicle three. Vehicle 2 swerves and leaves carriageway to the nearside colliding with a fence.

Loss of control Travelling too close Careless driving

13 24/10/09 12:41 Burtonwood Road, 100m west of Tanhouse Lane

Vehicle 1 loses control on left hand bend, crosses onto offside lane and collides head on with oncoming vehicle.

Travelling too fast Poor manoeuvre Loss of control

29 18/01/11 07:10 Broad Lane, 131m north west of Forshaws Lane

Vehicle 1 travelling in north west direction along Broad Lane loses control of vehicle and collides with tree.

Slippery road (ice)

56 26/10/12 21:54 Chapel Lane, 31m east of Perrins Road

Vehicle 1 travelling along Chapel Lane. Vehicle 1 Collides with vehicle 2 then collides with vehicle 3. Vehicle 2 and Vehicle 3 parked unattended outside owners’ addresses.

Parked vehicles Alcohol impaired Failure to look

Source: Warrington Borough Council Accident Records (20/10/14)

Further analysis of the collision data has been undertaken and is included in Appendix A of this report.

2.4.2 Public Transport

2.4.2.1 Bus Services

Public transport provision is reasonable throughout the study area. Table 2.2 overleaf provides a summary of the bus services that operate within the study area.



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Table 2.2: Bus Services Operating in the Study Area

Service No. Route

Hours of Service/Frequency Operator

Mon-Fri Sat Sun

33A Westbrook – Burtonwood/Collins Green (Via Gemini Retail Park)

09:54 – 17:59 Hourly

09:54 – 17:59 Hourly

No Service Warrington Coachways

141 St Helens – Newton-le-Willows

07:58 – 23:26 Hourly

08:25 – 23:26 Hourly

No Service Hattons/HTL

329 Warrington Bus Interchange – St. Helens Bus Station

06:20 – 19:41 Every 30 minutes



Arriva

Source: Warrington Borough Council, March 2015

2.4.2.2 Infrastructure

Figure 2.4 shows the location of bus stops and service routes throughout the study area. It can be seen, there are several stops throughout the study area, these are a mix of posts and signs and shelters of varying quality. There are a small number of that stops have been located in inappropriate locations i.e. in the verge with no suitable waiting area.



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Figure 2.4: Location of Stops and Routes

2.4.2.3 School Travel

Pupils that live within the study area that attend Sankey High School receive free school transport due to the distance of the School from the study area. Dedicated school services 271 and 273 serve the study area.

2.4.2.4 Community Transport

Dial a Ride provides accessible transport for anyone of any age group with a registered disability or anyone over the age 75 across WBC’s administrative area. The Dial a Ride scheme provides accessible door-to-door journeys for a range of purposes including; shopping, community activities, education, employment, church services etc.

Dial-a-Ride operates Monday to Friday 8.30am to 4.30pm and weekends 9.30am to 4pm. It is covered by the Concessionary Fare Scheme where, travel is free after 9.30am Monday to Friday and all weekend. Before 9.30am a fare is payable.



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2.4.3 Pedestrians

The study area is situated in a semi-rural location and as a result has some mixed quality pedestrian links. Good pedestrian facilities (pavement, dropped kerbs) are provided within the main residential areas but links beyond these areas are often lacking or substandard.

One controlled crossing point is provided within the study area, this is on Chapel Lane, adjacent to the library.

There are several Public Rights of Way in and around the study area (Figure 2.5). There are opportunities to upgrade and increase usage of these routes.

Figure 2.5: Public Rights of Way

2.4.4 Cyclists

Dedicated cycle infrastructure is poor within the study area. Figure 2.6 shows the location of on-street and traffic free cycle paths within and in the vicinity of the study area.



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Figure 2.6: Cycle Routes



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3.1 Introduction

Consultation with key stakeholders has been a crucial component of this study; helping facilitate the identification of key transport and traffic issues across the local area. The methodology adopted for undertaking the consultation, analysis and key findings is presented below.

3.2 Methodology

Stakeholder consultation was undertaken in order to provide insight into key transport issues in Burtonwood from the perspective of local organisations such as transport operators, voluntary and community groups and representatives from public bodies such as the emergency services and neighbouring local authorities.

A database of stakeholder contact details was provided by WBC, which formed the basis of initial contact to notify representatives of these organisations of the transport study, the associated consultation process and how they could participate.

Contact was initially established via an introductory email, outlining the purpose of the study and seeking to schedule an appointment at the representative’s convenience.

Stakeholder consultation was undertaken via both telephone and face-to-face interviews.

The central focus of these stakeholder interviews was the exploration of key transport and traffic issues in Burtonwood, with participants asked to provide details of their top three issues in order of importance to them and their organisation. The interview pro-forma which formed the basis of these stakeholder interviews is provided in Appendix B.

Over 30 stakeholders were contacted as part of this study with the results of interviews collated and explored further later within this report.

3.3 Main Findings

The outcome of the stakeholder element of the consultation process, including an overview of those groups engaged within the study and key emergent themes are discussed below.

3.3.1 Profile

Following initial contact with all stakeholders, interviews were scheduled with those who responded, these are highlighted in Table 3.1 overleaf.

3 Initial Stakeholder Engagement



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Table 3.1: Stakeholder Groups

Stakeholder Group

1 20’s Plenty Campaign/Warrington Cycle Forum

2 Arriva

3 Warrington Cycle Campaign

4 Network Warrington

5 St Helens Council 6 Cheshire Police

7 Cheshire Fire Service

8 Campaign to Protect Rural England

9 British Motorcycle Federation

10 Local Councillors

11 Warrington Disability Partnership

12 Warrington Community Transport

3.3.2 Key Themes

Across this diverse group of respondents, a number of key themes emerged with regard to transport and traffic issues across the Burtonwood area and these are summarised as follows.

3.3.2.1 Vehicles

A range of general vehicular issues were identified by stakeholders as affecting the study area, including:

Traffic speeds High volumes of through traffic Congestion as a result of issues on the wider road network Obstructive parking Rat-running

Each of these issues was seen to have a wider knock-on effect upon the village with impacts felt by the local community and other road users travelling within the area.

In the case of issues such as speeding and the volume of traffic in the local area, safety was raised as a key concern on all road users and the wider community.

3.3.2.2 Heavy Goods Vehicles (HGVs)

The movement of Heavy Goods Vehicles (HGVs) throughout the village, despite formal access restrictions, was identified as a concern amongst stakeholders.

In addition to the unsuitability of very large vehicles for local roads and the disregard of existing weight restrictions across the study area, HGVs were noted to be using the village as a through-route from major adjacent developments, contributing to high levels of through traffic.



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3.3.2.3 Public Transport

For those responsible for operating bus services in the local area, commercial viability and a perceived lack of demand was a key point noted in explaining the current level of service provision. This lack of demand was highlighted both in terms of commercial and community services with a suggestion that members of the community are having to use alternatives to public transport.

Key areas requiring more direct public transport coverage were also identified within stakeholder interviews with a current lack of direct routes to key employment sites such as Warrington Town Centre highlighted. In terms of routing, from a transport provider perspective, there was a perceived need for an orbital service to connect the village to other destinations in and around the wider Warrington area, with services linking Burtonwood to other locations, rather than simply radiating from the village directly to one other location.

Issues with reliability, some as a result of congestion in surrounding areas, were also identified as a problem in delivering effective public transport services to Burtonwood and one which would need to be addressed in order to improve patronage levels.

The accessibility of buses for all members of the community, including disabled access, was another key point highlighted in terms of suggested public transport improvements for Burtonwood.

3.3.2.4 Pedestrians

Stakeholders raised the need to focus on both safety and accessibility for pedestrians within the village and surrounding areas. Links to development for the purpose of employment and leisure in and around the local area was highlighted as a key consideration, as was ensuring that this access was delivered safely through the introduction of additional measures such as a new footway along Clay Lane/Burtonwood Road and/or improved lighting along this and other key pedestrian routes.

In addition to improving accessibility, stakeholders raised that specific consideration should be given to those with additional mobility requirements such as wheelchair users in order to ensure that new and improved links are suitable for all members of the community.

3.3.2.5 Transport Infrastructure

The need to make better provision for emergency vehicles servicing the local community was a key point highlighted in terms of existing pinch-points and problems with the stability of road verges for large vehicle requirements and movements.

Similar problems with restricted spaces were noted in terms of large Heavy Goods Vehicles. When met with restriction signs indicating that they are prohibited from travelling through the village, these vehicles are often unable to turn around due to limited space and therefore have no option other than to proceed through Burtonwood and Collins Green compounding further the existing issues with these vehicles travelling via unsuitable routes through the village.



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Other stakeholders indicated a preference for softer traffic calming measures, with a request for the introduction of improved, vehicle-activated signage as a potential solution to transport issues in the local area.

3.3.2.6 Access to Employment

Access to employment was a recurring theme within stakeholder interviews; with transport requirements as a result of current and upcoming developments in the local area, such as Omega, a key consideration.

Ensuring that members of the local community are equally able to gain access to these employment sites and opportunities, and notably do so via sustainable modes such as walking, cycling and public transport, was recognised as a key transport issue for the village and one with potentially widespread impacts in terms of facilitating individual access to employment and also the contributing to the local economy.

3.3.2.7 Cycling

Cycling, and a lack of appropriate infrastructure provision, emerged as a key theme amongst stakeholder interviews. Key points underpinning this theme included the lack of suitable, dedicated cycle routes in the local area, alongside issues with existing on-road routes, such as lighting and conflict with other road users, particularly in the context of high vehicle speeds within the local area.

The rural nature of Burtonwood was also seen to pose a key challenge to those wishing to travel by this mode, with the narrow road layout seen as potentially off-putting to those who are neither confident nor regular cyclists. Whilst the introduction of dedicated cycle routes was encouraged amongst stakeholders, there was a sense that this would need to be carefully considered in the context of road layouts given that the introduction of specific cycle lanes would further reduce the road width for other vehicles within the local area.

The importance of cycling as a means of facilitating access to new developments, including employment, education and leisure facilities, was recognised with stakeholders suggesting that careful consideration should be required to facilitate greater uptake of this sustainable mode amongst local residents whilst also ensuring that this is a safe and viable way to travel in and around Burtonwood.

3.3.3 Summary

Both accessibility and safety emerged as recurring themes throughout these comments, with stakeholders recognising the importance of Burtonwood being a well-connected and safe place to travel in and around. Key challenges noted by stakeholders include overcoming existing issues with vehicular movements in the area, the volume and speed of traffic, rat-running and the inappropriate use of rural roads by large Heavy Goods Vehicles.

Possible infrastructure improvements to address the issues highlighted by stakeholders included establishing safe pedestrian and cyclist routes, considering the implementation of additional traffic calming measures, improved signage and improvements to road layouts to provide safe access and exit points throughout the village, particularly for those entering restricted areas and currently left with little alternative but to progress via unsuitable routes.



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4.1 Introduction

Consultation with members of the local community has been a key component of this study; helping facilitate the identification of key transport and traffic issues across the local area. The methodology adopted for undertaking the consultation, analysis and key findings are presented below.

4.2 Methodology

The local community was subsequently invited (through the distribution of circa 1,800 leaflets) to participate in a formal consultation event to provide their views on key transport issues in and around the Burtonwood area. This was undertaken via two sessions attended by the project team and supported by an online survey. A copy of the consultation leaflet is included in Appendix C.

Details of the venue and scheduling of the two public consultation events are outlined in Table 4.1 below:

Table 4.1: Public Consultation Event Details

Venue Date Time

Burtonwood Library Thursday 4th December 2014 2pm-7pm

Burtonwood Library Saturday 6th December 2014 10am-1pm

Burtonwood Library was selected as the venue for the public consultation events due to its central location within the study area, ensuring that the events were accessible to the local community. Both a weekday evening and weekend session were included in the consultation schedule in order to maximise participation, considering those with other commitments such as employment.

Consultation materials were also left in-situ at the venue in between the two consultation events, so those unable to visit during one of the hosted events were able to obtain information about the study and submit their response, either online or by completing a paper form at the display stand, at their convenience.

Figure 4.1 overleaf illustrates the exhibition stand displayed throughout the public consultation period, providing details of the study area, purpose of the study and examples of existing transport infrastructure and signage in the local area:

4 Initial Public Consultation



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Figure 4.1: Public Consultation Display Boards

Source: Mott MacDonald

The questionnaire distributed at the consultation events was designed by Mott MacDonald and WBC, in order to explore residents’ views of the most important transport and traffic issues in the Burtonwood and Collins Green area. A copy of this questionnaire is provided in Appendix D of this report.

An online version of the consultation questionnaire was also hosted by WBC alongside a web-page detailing the purpose of the study and how local residents could participate (see Figure 4.2). This was live from Wednesday 19th November to Tuesday 16th December 2014.



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Figure 4.2: Burtonwood Transport Study – Consultation Webpage

Source: Warrington Borough Council



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A total of 77 responses were received via both the online survey and paper submissions during the consultation period. This was disappointingly low but nevertheless provided some key transport and accessibility themes against which the subsequent scheme identification was undertaken.

4.3 Main Findings

4.3.1 Profile

Within the public consultation questionnaire, participants were asked to provide some information about themselves, in order to create a demographic profile of those who participated in the consultation

4.3.2 Participant Status

Those who participated in the consultation were asked to provide details of the capacity in which they were taking part, and whether this was on an individual basis or as the representative of an organisation, as detailed in Figure 4.3 below.

Figure 4.3: Participant Status

Base: 74

The vast majority of participants (93%) identified themselves as responding to the consultation as a resident of Burtonwood.

69

4 1 0

10

20

30

40

50

60

70

80

A Burtonwood resident A resident from outsideof Burtonwood

A representative of avoluntary/community

organisation



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4.3.2.1 Age

Participants from a range of age groups contributed to the consultation, as presented Figure 4.4 below:

Figure 4.4: Age of Consultation Participants

Base: 70

Approximately half (56%) of those who participated in the consultation and provided details of their age were aged 55 years or over and this accords broadly with the population of the Burtonwood and Winwick ward.

4.3.2.2 Gender

Of a total of 71 consultation participants who provided details of their gender, 40 were female and 31 were male.

4.3.2.3 Disability

Around ten percent of consultation participants indicated that they considered themselves to have a disability or long-term illness.

1

5

12

13

18

14

7

0 5 10 15 20

17 - 24

25 - 34

35 - 44

45 - 54

55 - 64

65 - 74

75 - 84



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4.3.2.4 Usual mode of transport

Consultation participants were asked to indicate how they usually travel in and around Burtonwood. Whilst asked to indicate their main mode, a number of participants also provided details of alternative modes regularly used to travel in and around the local area, as presented in Figure 4.5 below.

Figure 4.5: Usual mode of transport

Respondents: Main Mode: 73; Secondary Mode: 11; Additional Mode: 5

A high level of car use is evident in the village, with 81% of respondents citing car use within their top three modes of travel. The second most popular mode amongst respondents was walking (22%).

4.3.3 Key Themes

Within public consultation, participants were also asked to identify their top three transport and traffic issues in the Burtonwood area. This question was designed to provide an overview of residents’ primary concerns in this respect and for these to be ranked in order to give a sense of main priorities.

Figure 4.6 overleaf provides details of the top rated issues identified, and the order in which these were ranked by participants with issue 1 reflecting the most important.

52

15

4 1 1 4 1 5

1 2 1 2 0

10

20

30

40

50

60

Main Mode Secondary Mode Additional Mode



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Figure 4.6: Key Transport Issues

Respondents: Issue 1: 77; Issue 2: 68; Issue 3: 64

The movement of heavy goods vehicles, vehicle speeds and the volume of traffic in the local area were identified as the key issues within Burtonwood, with around half of the 77 respondents highlighting these within their top three.

Of those who cited ‘other’ traffic and transport issues, ten respondents highlighted that they considered there to be more than three top transport issues in the local area, with a number of these participants indicating that all or most of the listed options were currently issues in the locality.

Additional points raised in terms of other transport and traffic issues in Burtonwood included:

Need for general improvements in Burtonwood (including non-transport issues such as internet connectivity, services and investment) (2 participants)

Need to be aware of motorcyclists in local area (1 participant)

Traffic light/signal improvements (1 participant)

Linkages to other area/routes (specifically link road between Burtonwood and M62) (1 participant)

Need for greater prioritisation of other areas e.g. Kingswood/Chapelford/Whittle Hall rather than Burtonwood (1 participant)

Current restrictions and measures are ineffective (1 participant)

15 14 13

9 7

5 4 4

2 2 1

1

16 11 15

4

1 4

2 6

4 2 3

10 12 7

6 7

3 5

1 3 6

2 2

0 5 10 15 20 25 30 35 40 45

Movement of Heavy Goods Vehicles…Vehicle speeds

Volume of trafficBus services and routes

OtherCar parking

Safe pedestrian routes and crossingsCondition of road surface

Safe cycling routes and crossingsStandard and condition of footpaths

Accessibility and standard of bus stopsStreet lighting

Secure cycle parking

Issue 1 Issue 2 Issue 3



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Consultation participants were then invited to provide further details of their most important transport issues via open ended comments, in order to provide context to these ranked issues.

Table 4.2 below summarises key themes which emerged within these open ended comments, and the number of consultation participants who highlighted these points.

Table 4.2: Details of Main Transport Issues

Theme Number

HGVs - roads not suitable for these vehicles/safety issues (other road users) 15

Volume of traffic 14

Burtonwood used as through route 12

Vehicle speeds - Safety concerns e.g. children, pedestrians 11

Speed limits/traffic calming ignored/ineffective 10

Cars parked inappropriately (e.g. road width issues) 8

No safe crossing points 8

Footpaths too narrow/not safe to walk along 7

Lack of/issues with public transport provision 5

Lack of footpaths/non-car routes to key local amenities/developments 5

Signage not clear to/ignored by HGV drivers 5

Problems accessing/exiting driveways due to traffic 5

Penalties for HGVs using route ineffective/not implemented by authorities 4

Issues with road surface/condition 4 Other areas receiving benefits of Omega/benefits not felt in Burtonwood 3

HGV collisions with buildings/houses - damage to property 2

Unsafe driving on/near motorway e.g. cutting across lanes/sharp turns 2

No safe cycle paths in/around Burtonwood 2

Increased/unacceptable journey times 2

Cleanliness of local area/Litter/Overgrown foliage 2

Reliability of buses 2

Safety issues cyclists/motorcyclists 2

Problems entering/exiting village due to traffic 1

Noise - traffic/HGVs 1

Obstruction of other roads/routes at junctions 1

Traffic lights ignored 1

Lack of parking 1

Unsafe driving of HGVs e.g. drivers using mobile phones 1

Lorries blocking roundabout at Omega 1

Movement of bus stop due to planning application - negative view 1

Community Lorry Watch Scheme ineffective 1

Buses too full/busy 1

Footpaths in disrepair/need improvements 1

Need for more shops/retailers in local area 1

Speeding during peak times 1



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Theme Number

Speeding due to removal of traffic calming measures 1 Difficulty travelling at peak times 1

Respondents: 62

Similar to the key issues highlighted previously, specific points relating to HGVs, the volume of traffic, inappropriate use of the study area as a through-route and vehicle speeds all emerged as recurring themes within participants’ comments.

A number of consultation participants also suggested specific improvements they would like to see introduced within the Burtonwood area in order to address some of the transport and traffic issues highlighted. Details of these proposed solutions are provided in Table 4.3 below:

Table 4.3: Proposed Solutions

Theme Number

Greater enforcement of/penalties for breaching restrictions (speeding/HGV access) 7 Improvements to public transport/bus services 3

Improved footpaths/cycle paths (linking Burtonwood/Gemini/Sankey) 2

Need for bypass/relief road 2

Box Junctions 1

Speed Cameras 1

Create low traffic route to local developments (restricted access from Motorway) 1

Mini roundabout at junction of Farmers Lane/Fir Tree Lane 1

Need for parking restrictions (whilst maintaining access to local businesses) 1

Increased monitoring of HGVs in village 1

Improvements to signage 1

Traffic calming - build outs 1

Traffic calming - speed bumps 1

Pelican crossing point/s 1

Police and local authorities need more involvement to address HGV issues 1

Encourage greater use of sustainable transport (public transport/walking/cycling) 1

Respondents: 21

In terms of the specific reported locations of current transport and traffic issues within Burtonwood, Table 4.4 overleaf details specific locations and routes which were highlighted within participants’ comments as the primary locations of concern within the local area.



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Table 4.4: Location of Specific Transport and Traffic Issues in Burtonwood and Surrounding Areas

Theme Number

Roundabout (M62 junction 8) 3

Collins Green - Penkford Lane 2

Alder Lane 2

Fir Tree Lane 2

Clay Lane 2 Lumber Lane 2

Fir Tree Lane/Chapel Lane/Alder Lane 1

Fir Tree Lane - Collins Green to Alder Lane 1

Reginald Road Industrial Estate 1

Farmers Lane to Fir Tree Lane 1

Pear Tree (Traffic Lights) 1

Collins Green 1

Melrose Avenue 1

Farmers Lane/Burtonwood Road 1

No major impacts in Burtonwood itself (Issues experienced outside of Burtonwood) 1

Kingswood/Chapelford/Lingley Mere 1

Burtonwood/Winwick 1

Respondents: 21

4.3.4 Summary

Within the public consultation, the top three transport and traffic issues identified within Burtonwood were: 1. Movement of Heavy Goods Vehicles

– (Total: 41 participants – Priority Ranking: 1st: 15 participants, 2nd: 16 participants, 3rd: 10 participants)

2. Vehicle Speeds – (Total: 37 participants – Priority Ranking: 1st: 14 participants, 2nd: 11 participants, 3rd: 12

participants) 3. Volume of Traffic

– (Total: 35 participants – Priority Ranking: 1st: 13 participants, 2nd: 15 participants, 3rd: 7 participants)

These points can also be seen to be interrelated to some extent, with the volume of traffic in the local area seen to be compounded by the number of HGVs using the roads despite formal restrictions being in place for such vehicles.

4.4 Additional Comments

In addition to responses submitted via the consultation questionnaire, a number of additional comments were received from local residents through engagement events; the key emergent themes of which are summarised in Table 4.5 overleaf.



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Table 4.5: Additional Comments

No. Participant Status Key Feedback

1 Resident - Dangerous speeds by cars, vans and HGVs in Burtonwood - HGVs illegally entering 7.5 tonne zone - Danger of HGVs speeding, particularly on Penkford Lane - Increase in traffic since resurfacing of Penkford Lane (‘increased 10 fold’) – causing increase in pollution and danger and decrease in quality of life - Removal of ‘build outs’ during resurfacing – lobbied local MPs to have them put in, should be replaced following refurbishment of road - 50mph sign on Penkford Lane not appropriate for village lane – causes cars and HGVs to speed - Police and ambulances driving at speed in area – potential for collision with HGVs driving illegally in area - Need for greater monitoring/enforcement of HGV restrictions, and greater deterrents (current fines not enough, and drivers from some companies continuing to use route despite being advised not to) - Vehicles going through red lights in area in order to maintain speeds – need for greater monitoring (e.g. cameras) - Need to engage older people in consultation – may not be able to complete online or attend consultation events - Road signage – Positioning of signing not clear or easily visible (e.g. Lorry Watch sign on Penkford Lane) – signs should be clearer and more visible (e.g. position HGV restriction sign clearly outside of village before HGVs enter) - Large 30mph signs removed – not clear to drivers that speed limit is in force (only visible sign is 50mph) - Should be 20mph speed limit sign on the bend (Penkford Lane) - Accidents not recorded/reported - Issue with vans parking and blocking pavements and bus stop – causing problems for those flagging down buses, and having to step into road to do so – dangerous - Need for improvements to signage for children’s play area to make drivers aware of this and reduce speeds – should introduce solar, light up signage - could be funded by fines from HGVs

2 Resident - Traffic humps in disrepair – HGV companies should pay for repairs as cause damage by driving over these, also causes damage to surrounding properties and vehicles - HGVs driving over traffic humps - Noise and pollution caused by HGVs - Need to introduce 30mph signage near Brewery and Collins Green – current signage obstructed by trees - Need for ‘build outs’ at bend in road and not traffic humps

3 Resident - Use of build outs to reduce speeds, rather than traffic humps - Vibration from HGVs causing damage to buildings and noise at night - Clearance of vegetation on paths – pedestrians forced to walk in road - Signage – suitable size and location - Community lorry watch sign next to bridge, not good place to put it, prams/mobility scooters can’t pass - Recreation ground – Speed issue - Pear Tree – Signalled Junction, should retain 30mph, signs obstructed by trees - Still a 50mph sign, should be 30mph up to main road - Accident black spot at junction - Confusion over speed limit – Penkford Lane - Want camera at lights – red light jumping



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No. Participant Status Key Feedback - Lorries

4 Resident - Put blocking on the pavement (Penkford Lane) - Traffic (Penkford Lane) – Exhaust Fumes - Traffic humps broken up and loose - Noise - HGVs causing ‘havoc’ - issue on Penkford Lane for 20 years - Speed most urgent issue

5 Resident Speeding - 15 years ago, Collins Green residents lobbied council for speed reduction/traffic management solution – measures introduced including speed cushions and road build outs. - Measures removed due to disrepair/road works and not replaced - Speed cushions ineffective as vehicles drive over them (central cushions) - Build outs worked, but were removed due to road works and not replaced – residents informed won’t be replaced until area wide traffic study completed - Speeding ‘frightening’ following removal of speed control measures (cushions and build outs) - Made request to police to undertake speed control – for three days in August introduced mobile flashing speed sign and recorded all speeds - top speed 54mph in a 30mph zone - Residents complained to council and had flashing 30mph sign installed but ineffective – police checks confirmed top speed recorded in October 2014 was 57mph - Trying to cross road or access/exit drives is dangerous - Road is an ‘accident waiting to happen’ Congestion - Build-up of traffic during peak times most week days – particularly vehicles trying to join A572 to Penkford Lane/Pennington Lane - 07:30am-09:00am and 16:30pm-18:00pm - build up on Penkford Lane - Congestion causing environmental/noise issue for local residents – exhaust fumes and noise pollution from car radios Heavy Goods Vehicles - 2008, HGV 7.5 tonne access restriction in Burtonwood extended to Collins Green - When first introduced, Police enforcement and HGV reporting system set up - registrations recorded by residents and provided to Police who would issue warning, and signage installed in village relating to Lorry Watch Scheme - Current situation – lack of Police enforcement, reporting system still in place and reported to Police weekly but repeat offenders not followed up - HGV vehicles affecting road surfaces, structures and underground services and causing air and noise pollution - Safety hazards for other road users and pedestrians, particularly children - Lot of development in Burtonwood and Collins Green area in recent years but road infrastructure not kept pace with these developments and causing problems Provision of speed camera figures, indicating no reduction in speeds following introduction of vehicle activated 30mph sign

6 Resident Parking on Fir Tree Lane, northbound – causing obstruction – suggestion is double yellow lines between Alder Lane and Melrose Avenue



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5.1 Introduction

Based on engagement with stakeholders and formal consultation with the local community together with site observations and a review of available data, the main transport issues in the study area are discussed below.

5.2 HGVs

The study area is in close proximity to three motorways (M57, M6 and M62) and several industrial areas and large development sites. As a result, there is high volume of HGV traffic in the vicinity of the study area. Residents have reported the 7.5T weight restriction (except for access) is regularly abused and that HGV drivers use Burtonwood and Collins Green as a ‘rat run’.

WBC commissioned independent HGV surveys in 2013 to monitor the origin, destination and volumes and of HGV traffic across the study area. Automatic Traffic Counters were placed at the following locations on the 7th August 2013 and captured volume and speed data over a week period:

Clay Lane between Hayley Road North and Hayley Road South;

Phipps Lane adjacent to its’ junction with Green Lane; and

Penny Lane between Broad Lane and Collins Green Lane.

A summary of the results are presented in Table 5.1 below.

Table 5.1: HGV Survey Results Summary - Volume

Location Direction No. HGVs(Weekday Average)

Clay Lane

North 11

South 11

Two-Way 22

Phipps Lane

North 5

South 4

Two-Way 9

Penny Lane

North 6

South 8

Two-Way 14

Source: Burtonwood ATC Survey Report, NDC Data Collection (August 2013)

The data shows the volume of HGV traffic varied between 9 and 22 on an average weekday on route sections surveyed.

A further survey was undertaken on the 25th September 2013 to capture information on the possible origins and destinations of HGVs travelling through the study area. 18 checkpoints were located throughout the village where HGV registration numbers were recorded between 7am and 7pm. Registrations were then

5 Main Issues



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matched to trace the path of HGVs throughout the study area. Figure 5.1 below presents the results of this additional survey.

Figure 5.1: HGV Origin-Destination Survey Results

Source: National Data Collection, 25/09/13

On the survey day, 64 HGVs were recorded travelling within the study area and passing through the HGV weight restriction signage. Approximately half of these HGVs passed through multiple check points. The timings within this data indicates there are instances of HGV drivers abusing the weight restriction.

A Community Lorry Watch scheme is in operation and supported by the local police. However, resourcing limitations often limit the ability to enforce. Police and local residents collect the registration numbers of offenders and can pass these on to the Vehicle and Operator Services Agency (VOSA) for them to issue a fixed penalty notice. In addition, warning letters have been issued to registered keepers of the HGVs found to be in breech of the ‘Except for Access’ restrictions. However, there are a number of locations HGV drivers arrive at the restriction signage with nowhere to turn their vehicle around and therefore resulting in drivers passing through the village. This matter can make it more difficult for the police to enforce the restrictions.



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Residents have reported HGVs involuntary causing damage to property and highway infrastructure such as bridge parapets and bollards. HGV drivers reportedly get lost within the study area and there have been multiple occasions where they have to ask residents for directions.

5.3 Vehicle Speeds

The study area of Burtonwood and Collins Green are served and accessed via some high speed roads owing to its semi-rural nature. Along the main routes through Burtonwood and Collins Green, a 30mph speed limit is in operation. An adjacent 20mph limit is in operation on all residential side streets. However, residents report large numbers of drivers persistently exceeding these limits. Limited traffic calming exists within the study area (such as Clay Lane).

WBC commissioned an independent traffic survey to monitor traffic speeds within the study area. The survey took place between 7th -13th August 2013. Automatic traffic counters were placed on Clay Lane, Phipps Lane and Penny Lane. Table 5.2 below provides a summary of the data.

Table 5.2: ATC Survey Results Summary (August 2013) - Speed

Location Direction

Mean Speed (mph)

85th %ile Speed (mph)

Clay Lane

North 28.7 33.1

South 31.2 36.0

Two-Way 30.0 34.7

Phipps Lane

North 30.6 35.3

South 30.5 34.9

Two-Way 30.6 35.1

Penny Lane

North 25.8 31.3

South 26.0 31.3

Two-Way 25.9 31.3


The 85th percentile speed (operating speed) is higher than the posted 30mph speed limit which is inappropriate for the environment. The 85th percentile speed is defined as the speed at which 85% of vehicles are operating at or below under free flow traffic conditions. The

In Collins Green, previous traffic calming measures were removed in May 2014 and not reinstated along Penkford Lane and Penny Lane as part of a structural maintenance scheme. A series of concrete speed cushions and a chicane were removed as part of the works. WBC commissioned speed surveys before and after the removal of the traffic calming. The results of the speed survey are provided in Table 5.3.



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Table 5.3: Penkford Lane Recorded Speeds Before and After Traffic Calming Removal

Location Time Period Dates Average

speed (mph) 85th %ile

Speed (mph)

Penkford Lane

Before Saturday 1st March 2014 to Sunday 9th March 2014 25.8 30.4

After Friday 5th September 2014 to

Thursday 11th September 2014

29.3 33.1

Source: Warrington Borough Council

Automatic traffic counters were placed on Penkford Lane by Nationwide Data Collection (NDC) to record traffic speeds. This speed data shows average speeds along the route increased by 14% after the traffic calming measures were removed. Although, the recorded average speed remains with the speed limit, the 85th percentile speed is above the limit.

Table 5.4 below contains speed data for Penkford Lane and Fir Tree Lane provided by the police. The average speeds recorded on Penkford Lane are slightly higher than those recorded by NDC but in the same region. The current speed limit on Fir Tree Lane is 30mph with an average recorded speed of 32mph.

Table 5.4: Penkford Lane and Fir Tree Lane Recorded Speeds

Location Date Average speed (mph)

Penkford Lane 07/08/2014 30

20/10/2014 31

Fir Tree Lane 18/10/2014 32

Source: Burtonwood PCSO

5.4 Volume of Traffic

At peak times and particularly with congestion on the strategic network, it is known that the study area is used by commuters. Residents have reported they find it difficult to emerge from their driveways and from residential side streets during peak times as a result of the volume of traffic passing along the main routes through the study area.

The independent survey commissioned by WBC described above to monitor the volume of HGVs through the village in August 2013 also recorded vehicle movements in the study area. Table 5.5 overleaf provides a summary of the results.



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Table 5.5: ATC Survey Results Summary (August 2013) – All Vehicles Volume

Location Direction

No. Vehicles (Weekday (5

Day) Average)

No. Vehicles (Week (7 Day)

Average)

No. Vehicles (Average

Weekend)

Clay Lane

North 2846 2572 1886

South 2779 2523 1883

Two-Way 5626 5095 3769

Phipps Lane

North 1727 1576 1196

South 1836 1681 1293

Two-Way 3564 3257 2489

Penny Lane

North 2451 2230 1677

South 2453 2218 1630

Two-Way 4905 4448 3307


A comparison of the 5 day weekday, 7 day weekly and weekend daily average traffic flows reveals weekend flows are much lower than weekday flows. A difference of approximately 1000 vehicles (2 way) is recorded. This suggests commuter traffic accounts for in the region of 1000 trips per day on week days within the study area.

5.5 Pedestrian and Cyclist Facilities

Residents would like to walk to a range of local amenities for leisure and employment purposes but due to the lack of desirable safe pedestrian and cycle routes, this is not possible for much of the population of the study area. Footways are provided for travel within Burtonwood Village but do not link with the wider area. Residents have reported some difficulty crossing the main routes due to the volume of traffic, particularly in the vicinity of Burtonwood Community Primary. There are several Public Rights of Way within the study area, predominantly to the south. Residents are generally uncomfortable with using these due to the absence of surfacing, lighting and the relative isolated locations of the paths.

5.6 Public Transport

Three commercial bus routes serve the study area, only one of which (route 329) provides access to Warrington Town Centre which is reported by residents as being overcrowded at peak times. Two services provide access to St. Helens (routes 141 and 329), but only one of these operates on a Sunday. Route 33A provides access to Gemini Retail Park from the study area, but this service is reported to be unreliable and does not operate during early morning, late evening or on a Sunday.

Although the development of Omega North is almost complete, there is no bus service from the study area directly serving this site. An extended reliable service to encompass Omega, Gemini Retail Park, Lingley Mere Business Park would greatly improve resident access to employment and other opportunities.

The quality of bus infrastructure varies throughout the study area. A number of stops are in need of upgrading to include all or a combination of new signs, posts and timetable information. In some areas,



34

particularly in Burtonwood Village, the spacing between stops could be reviewed and potentially increased to improve accessibility to bus services.

5.7 On-Street Car Parking

Residents have reported obstructive and indiscriminate on-street car parking in the following locations across the study area:

Green Lane – during school drop-off and pick-up times

Fir Tree Lane – when events are held on the rugby pitches

Fir Tree Lane – adjacent to the Old Vicarage Nursing Home

Clay Lane – between Hayley Road South and Hayley Road North

Milnthorpe Road – during school drop-off and pick-up times



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Funding for the proposals will be provided from a share of Section 106 payments already received from the developers of Omega, the payments are allocated to:

Traffic calming and management- £500,000 (Specifically for the Burtonwood area)

Subsidy of bus services serving the Omega site - £200,000

Access Improvements for pedestrians and Cyclists - £100,000

HGV Issues - £50,000 (Specifically for the Burtonwood area)

The proposals have been developed through site observations, data review and extensive community engagement and have been split into the four funding categories. At this stage the proposals are at the concept stage which are to be developed following further feasibility studies, design and consultation. Not all proposals may be feasible following further investigation and consultation.

6.1 HGVs

A three-tiered approach is proposed to mitigate the issue of HGV drivers contravening the 7.5T ‘Except for Access’ restrictions. The proposals are discussed below and a supporting plan is included in Appendix E. The principles and early detail of this approach have been discussed with Highways England and St. Helens MBC.

6.1.1 Strategic Highway Authority Signage

At present there is no advanced warning/directional signage on the M62 motorway to advise HGV drivers of the weight restriction (except for access) through Burtonwood. It is proposed therefore to provide directional signage for HGVs prior to M62 Junctions 7 and Junction 9 to direct drivers to use these junctions for access to St. Helens and the wider area. The wording of this signing is to be agreed with Highways England.

For drivers that miss or ignore this advance warning, it is proposed that this will be supplemented with additional signage at the Junction 8 roundabout reinforcing the message that there is no through access through Burtonwood.

6.1.2 Local Highway Authority Signage

Once drivers leave the M62 at Junctions 7 or 9, local HGV directional signage is proposed along the main A570 and A49 routes to direct drivers to St. Helens and specific industrial destinations along the most appropriate route.

6.1.3 Gateway Warning

Some of the existing weight/access restriction signage located in Burtonwood and Collins Green is situated in areas where there isn’t sufficient room for HGVs to turn. Therefore, it is proposed existing HGV restriction gateways within the Warrington boundary are relocated to more appropriate locations and advanced notification of the signage is provided within the St. Helens boundary to give drivers the opportunity to vary their route without breaching the restriction.

6 Concept Proposals



36

These proposals affect boundary signing currently at the following locations; the proposed alternatives are illustrated in Appendix E:

Joy Lane

Gorsey Lane

Back Lane

Bold Lane

Penkford Lane

Broad Lane

In addition, to facilitate HGVs being able to change direction in advance of the restriction signage, a mini-roundabout is proposed at the junction of Travers’ Entry/Neills Road.

Furthermore, it is also proposed to improve the current restriction signage at Hollins Lane to enhance conspicuity.

6.1.4 Summary

Table 6.1 provides a summary of the HGV proposals.

Table 6.1: HGV Proposals

Proposal

Strategic signage on the M62 mainline and the Junction 8 roundabout.

Local route signage along the A570 and A49 main routes

Relocation/Advance Warning of 7.5T weight restriction signage with appropriate amendments to traffic regulation orders as required

Mini-roundabout at junction of Travers’ Entry/Neills Road

Cleaning/replacement of Hollins Lane HGV signs

6.2 Traffic Calming and Management

Several traffic calming measures are proposed to reduce vehicle speeds and volumes throughout the study area, each measure is discussed overleaf. Plans of the traffic calming proposals in Burtonwood and Collins Green are included in Appendix F.1 and F.2. A summary of a number of common traffic calming measures is provided in Figure 6.1.



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Figure 6.1: Traffic Calming Measures Summary



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6.2.1 Speed Limit Reduction

It is the intention to calm traffic with self-enforcing measures supported by a 20mph speed limit. 20mph speed limits are currently in operation within the study area along many residential side streets. It is proposed to extend this initiative by reducing the speed limit from 30mph to 20mph on the main routes listed below.

Clay Lane adjacent to Clay Lane Farm

Chapel Lane

Fir Tree Lane

Collins Green Lane

Penny Lane between Collins Green Lane and approximately 100m south of Broad Lane

Penkford Lane between Collins Green Lane and the existing 30mph boundary sign (near Collins Green Farm)

Gorsey Lane between Clay Lane and the existing 30mph boundary sign (south of recreation ground)

It is envisaged the reduction in speed limits and traffic calming measures will change the highway environment of the main village areas making the route less attractive to commuters and reducing both the volume and speeds of traffic passing through.

In addition to the 20mph speed limits, further speed limit reductions are being promoted to step-down vehicle speeds along the approach to the proposed 20mph sections in the following locations:

Clay Lane, south of the S-bend, reduction in speed limit from 60mph to 30mph

Gorsey Lane at the existing 50mph speed limit boundary, east of the Warrington and St. Helens administrative border with a reduction in speed limit from 50mph to 30mph

It is acknowledged that 20mph speed limits need to be relatively self-enforcing and therefore, a suite of traffic calming measures is proposed throughout the study area to compliment the 20mph proposals as follows. It is not proposed to implement the 20mph speed limits as a stand alone scheme.

6.2.1.1 Speed Limit Gateways

The purpose of creating a gateway is to make drivers more aware of a change in driving environment and positively influence their driving behaviour (i.e. reduce vehicle speeds and increase awareness of pedestrians, cyclists and other road users).

Gateways are proposed in the following locations:

Clay Lane

Gorsey Lane

Alder Lane

Penkford Lane



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Bold Lane

Broad Lane

Gateways comprise a number of measures and in this location; may contain a combination of the following:

Gateway priority working chicane or kerbed/walled build out

More visible speed limit signage i.e. yellow backed board

‘Dragons Teeth’ road markings

Rumble strip markings

Coloured carriageway surfacing

Yellow bar carriageway markings

The on-going maintenance requirement will be reviewed for each potential measure to ensure compliance with the asset maintenance programme. Some examples of these measures are presented in Figure 6.2 and Figure 6.3 below.

Figure 6.2: Existing Gateway on Clay Lane, Burtonwood Figure 6.3: Typical Gateway Signage

6.2.1.2 Chicanes

Priority working chicanes are a familiar feature of the study area. Chicanes are formed by providing a build-out on the carriageway to reduce a section of the carriageway to one-way working. One direction of traffic has priority over the other. Chicanes are very effective at reducing vehicle speeds.

Additional chicanes are proposed throughout the study area to supplement the 20mph speed reduction. The location of proposed chicanes is to be confirmed. Examples of chicanes are provided in Figure 6.4 and Figure 6.5 overleaf.



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Figure 6.4: Existing Study Area Chicane Figure 6.5: Typical Chicane

6.2.1.3 Raised Tables

A raised table is currently provided at the junction of Clay Lane and Gorsey Lane. Raised tables are effective at reducing vehicle speeds on the approach to a junction and the speed at which turning manoeuvres are undertaken. Tables are often used when there is increased pedestrian activity.

Additional raised tables could be included within the study area to supplement the 20mph speed reduction. The location of these however has yet to be confirmed. Examples of raised tables are provided in Figure 6.6 and Figure 6.7.

Figure 6.6: Typical Raised Table Figure 6.7: Typical Raised Table

6.2.1.4 Pedestrian Crossings

Residents have reported that it can be difficult to cross main roads in the study area due to the speed and volume of traffic. Additional pedestrian crossing refuges are proposed throughout the study area. These additional pedestrian refuge islands will not only facilitate pedestrians crossing but could also help to



41

reduce vehicle speeds through carriageway narrowing (Figure 6.8). The specific location of pedestrian crossings has yet to be confirmed.

Figure 6.8: Typical Pedestrian Refuge with associated Hatch Markings

6.2.1.5 Vehicle Activated Signage

Vehicle Activated Signage (VAS) displaying vehicle speeds and other related measures are popular traffic calming measure amongst residents. The signage provides a secondary speed warning to drivers in whereby drivers travelling over the speed limit are presented with their speed and/or other related information. Additional VAS is proposed within the study area with appropriate locations to be confirmed.

6.2.1.6 Road Markings

Carriageway road markings can be very effective in reducing vehicle speeds by reinforcing route changes, hazards ahead and changes in alignment. Proposed road marking enhancements that may be applied throughout the study area (dependent upon compliance with the asset maintenance programme) include:

Coloured carriageway surfacing

White line hatching

The specific location of new and/or renewed road markings is yet to be confirmed. An example of how road markings can be used to reduced vehicle speeds is presented in Figure 6.9.



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Figure 6.9: Example of Traffic Calming with Road Markings

6.2.2 Existing Traffic Calming

It is proposed to review the existing traffic calming within the village and undertake any remedial works to restore condition as required.

6.2.3 Lumber Lane/Forshaw’s Lane Junction

The junction of Lumber Lane and Forshaw’s Lane lies along a sweeping bend. Data and resident feedback suggest that drivers do take this bend at speed and therefore warning signage and possible localised carriageway kerbline adjustment is proposed.

6.2.4 On-Street Car Parking

6.2.4.1 Fir Tree Lane

On-street car parking frequently occurs on Fir Tree Lane on both sides of the carriageway when events are played on the rugby pitches and during visiting times at the Old Vicarage nursing home. Residential properties are located along the opposing northbound carriageway of Fir Tree Lane opposite the rugby pitches and nursing home. These properties do have driveways but, without restrictions visitors and those with multiple cars park along the kerb. With an already narrow carriageway in the vicinity of these locations, car parking on both sides of the carriageway can cause potential obstruction. To mitigate this, the following measures are proposed on Fir Tree Lane:

Possible provision of double yellow lines (No Waiting at Any Time restrictions) along the southbound carriageway between Melrose Avenue and Alder Lane

Provision of inset parking bays adjacent to the rugby pitches, utilising a strip of the playing field (subject to land availability)

These measures aim to reduce parking related congestion on Fir Tree Lane by effectively increasing operational carriageway width past these pinch points.



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6.2.4.2 Clay Lane

A mix of on-street and verge parking occurs on the northbound carriageway of Clay Lane between Hayley Road South and Hayley Road North. It is proposed to replace sections of the verge with formal inset parking bays in this area to reduce indiscriminate car parking both along the grass verge and adjacent carriageway subject to land availability and residents requirements.

6.2.4.3 Schools

During Burtonwood Community Primary School pick-up and drop-off times, severe congestion occurs along Green Lane. The effective carriageway is reduced to one lane due to on-street car parking which poses an operational safety issue. One option is to convert Green Lane to one-way traffic flow to reduce vehicular conflict and formalise car parking along the northbound carriageway. Consultation with the local community and Burtonwood Community Primary School would be undertaken as part of any scheme development.

Parking surveys will be required to validate and quantify the issues above before any of the concept proposals are taken further. Care must be undertaken not to displace parking to other unsafe or obstructive locations.

6.2.5 Bends

There are three sharp and/or sweeping bends in the study area at which several collisions (including a fatality) have occurred, located on Clay Lane and Gorsey Lane. It is proposed to reduce the speed limits through these bends as part of the speed limit reduction proposals detailed in Section 6.2.1. In addition, it is proposed to provide additional warning of these hazards using a combination of signage and road markings. These measures will aim to collectively reduce the number and severity of collisions in these particular locations.

6.2.6 Kerb Bollards on Gorsey Lane

Two iron kerb bollards are located at the junction of Clay Lane and Gorsey Lane to protect the corner of the adjacent property from being struck by HGVs. According to residents, these bollards are frequently struck by cars resulting in punctures. It is proposed to paint the bollards to make them more visible. This measure will increase the conspicuity of the junction and the bend and should reduce the instance of vehicle strikes and speeds at this location. In addition, striking incidents should reduce due to the proposed HGV and traffic calming measures.

6.2.7 Possible Mini Roundabout at Chapel Lane and Farmers Lane

During the initial public consultation, a number of residents requested a mini-roundabout at the junction of Chapel Lane and Farmers Lane. The feasibility of a such an arrangement at this location is yet to be reviewed.



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6.2.8 Junction Protection

From site observations and during the initial consultation, a number of residents reported poor visibility pulling out of residential streets on to the main road due to parked vehicles and the volume of through traffic. The visibility from residential streets such as Mercer Street and Karen Close is to be reviewed with potential measures to possibly include the provision of double yellow lines (No Waiting at Any Time), the clearance of vegetation to enhance and protect visibility splays and additional main route junction warning signs where appropriate.

6.2.9 Summary

Table 6.2 provides a summary of the traffic calming proposals.

Table 6.2: Traffic Calming Proposals

Proposal

Speed limit gateways

Priority working chicanes

Raised junction tables

Additional pedestrian crossings

Speed limit reduction throughout much of the study area Vehicle activated signage

Road marking and carriageway surfacing enhancements

Review existing traffic calming features

Advance warning of major/minor junctions

No Waiting at Any Time restrictions on Fir Tree Lane in the vicinity of the Old Vicarage

Provision of formal inset parking bays along the northbound verge of Clay Lane between Hayley Road South and North

Convert operation of Green Lane to one-way

Additional warning of sharp and sweeping bends along Clay Lane and Gorsey Lane

Improve the conspicuity of kerb bollards on corner of Clay Lane and Gorsey Lane

Review the feasibility of a mini-roundabout at the junction of Chapel Lane and Farmers Lane

Review and enhance the visibility for vehicles exiting residential streets onto main roads

6.3 Public Transport

Access to employment, education and leisure by public transport, walking and cycling is sub-standard from within the study area. Plans of the proposals for non-motorised users are included in Appendix G.

6.3.1 Bus

Limited service provision, need for additional routing and requirements for enhanced infrastructure have been identified within the study area. The following public transport improvements are proposed:

Possible improvements to current 33A service

Upgraded bus stop infrastructure



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Additional bus stops where required

Each of these improvements is discussed below.

6.3.1.1 Improved 33A Service

The existing 33A service is in need of improvement; the route covers a small area, is reported to be relatively unreliable and does not operate during the early morning, late evening or Sundays. The existing 33A service is understood to currently be under review by WBC.

It is envisaged any improved service routing will include additional stops at Omega and within St. Helens. To maximise patronage of the service, it is envisaged early morning, evening and Sunday services will be available.

6.3.1.2 Upgraded Bus Stops

A number of bus stops are in need of upgrading within the study area. Upgrades proposed include one or a combination of the following:

New sign post

New sign

Provision of or replacement timetable

Improved passenger waiting facilities

New shelter

6.3.1.3 Additional Bus Stops

A reduction in the spacing between bus stops on Clay Lane (in the vicinity of Hayley Road North) and Chapel Lane (between Farmers Lane and Alder Lane) is also proposed for consideration to further improve accessibility to public transport for residents of the study area.

6.3.2 Summary

Table 6.3 below provides a summary of the proposals for public transport.

Table 6.3: Public Transport

Proposal

Improved 33A bus service and routing

Upgraded bus stop infrastructure where required

Consideration of additional bus stops on Clay Lane and Chapel Lane



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6.4 Pedestrians and Cyclists

The following pedestrian and cycle infrastructure improvements are proposed within the study area:

Upgraded Public Rights of Way to enhance safe walk routes for employment, education and leisure

Additional pedestrian crossing facilities

Possible future pedestrian and cycle link over the M62 motorway

Each of these improvements is discussed below and illustrated on a proposals plan in Appendix G.

6.4.1.1 Upgraded Public Rights of Way

There are several Public Rights of Way within the study area that link to a much wider off-road network. Several of these routes are proposed for upgrade to make the route more attractive to pedestrians and cyclists including:

Number 25 – Between Clay Lane and Joy Lane

Number 28 – Between Chapel Lane and Clay Lane s-bend

Number 29 - Between Chapel Lane and Clay Lane s-bend

Number 32 – Between Bradley Lane and Sankey Industrial Estate

Number 51 – Between Joy Lane and Gorsey Lane

Potential improvements to these routes include:

Changes of alignment

Provision of lighting

Provision of appropriate resurfacing

Wayfinding signage

6.4.1.2 Additional pedestrian crossing facilities

Links between the existing public footpath network and the upgraded Public Rights of Way will be required to create a wider network of pedestrian and cycle routes. It is proposed to provide additional pedestrian crossings and pedestrian links in the form of new footway and pedestrian crossings in the following locations:

Between the upgraded Public Right of Way on Barn Lane and Clay Lane

Between Burtonwood Road, Omega North and Public Right of Way 28

Between the study area and Bold Forrest Park

In addition, residents have reported a lack of suitable pedestrian crossing facilities in the vicinity of Burtonwood Community Primary School. It is proposed to undertake a review of pedestrian facilities in the vicinity of the school.



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6.4.1.3 Pedestrian/Cycle Link over M62

Historically and long term, there has been a potential aspiration to possibly provide a pedestrian and cycle bridge across the M62 to link Omega North and South. Tying in to the Public Rights of Way noted above, the bridge would provide improved access to Omega for residents of both the study area and Westbrook. The potential cost however will exclude the bridge from inclusion within this current available funding.

6.4.2 Summary

Table 6.4 provides a summary of the proposals for non-motorised users.

Table 6.4: Pedestrians and Cyclists

Proposal

Upgraded Public Rights of Way (Numbers 25, 28, 29, 32 and 51)

Additional pedestrian crossing facilities to compliment upgraded Public Rights of Way to the wider public footpath network

Review pedestrian crossing facilities in the vicinity of Burtonwood Community Primary School

Review the feasibility of a pedestrian and cycle bridge across the M62 to Link Omega North and South to the communities of Burtonwood and Westbrook

6.5 Appraisal of Proposals

At present a share of funding is available from an Omega Section 106 Agreement for transport improvements but not all the proposals discussed herein could be delivered within this budget. In order to assess the relative performance and priority of each of the proposals, a scheme appraisal matrix has been produced. The matrix, scheme costing and prioritised schemes are discussed below and a copy of the appraisal matrix is included in Appendix H.

6.5.1 Appraisal Matrix

Each scheme has been assessed against five main benefit criteria with multiple sub-categories (each allocated a score of between 0-10) and then ranked in order of priority. Schemes with the highest outturn score have a higher priority. Table 6.5 overleaf presents the benefits criteria and available scoring.



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Table 6.5: Appraisal Matrix

Benefit Criteria Sub-Category Appraisal Criteria Available Score

Economy

Relative cost of investment maintenance Low Medium High

10 6 2

Impact of traffic on the local community Positive No change Negative

10 3 0

Safety Road safety benefits in study area

Positive contribution No change

10 0

Identified collision issue Identified Not identified

10 0

Inclusion Improving access to employment and services

Positive contribution No change

10 0

Promoting sustainable travel Positive contribution No change

10 0

Environment

Noise and vibration in study area Improvement No change Deterioration

10 3 0

Air quality in study area Improvement No change Deterioration

10 3 0

Deliverability

Public/stakeholder support Identified Potential

10 5

Third party risk None Potential Definite

10 3 0

6.5.2 Scheme Costs

An estimate of the possible scheme costs has been calculated for each concept proposal. As neither Preliminary or Detailed design has yet been undertaken, the costs provided are indicative only and based on current industry average rates from recently tendered works. Table 6.6 contains a number of cost assumptions made in the estimation of the scheme costs.



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Table 6.6: Cost Assumptions

Item Assumed Cost

Traffic regulation Order £2,500/site

Removal of traffic signs £50

New illuminated sign (assuming a low voltage supply available) £250

New non-illuminated sign £150

Red slurry surfacing £35/m2

New flexible footway £75/m2

Road markings £1/m

Traffic management £500-1000/site

Lighting £1,500/column

Excavation (200mm depth) £45/m3

Edging Kerbs £10/linear m

Cost estimates for each scheme are included in the appraisal matrix in Appendix H.

6.5.3 Priority Schemes

As an overview, the five highest ranked schemes in each of the funding categories are presented in Table 6.7 overleaf with the full ranking of all proposed enhancements provided within the appraisal matrix in Appendix H.



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Table 6.7: Priority Schemes

Rank Proposal

HGVs 1 Relocation of existing HGV 7.5T gateway restriction from Joy Lane to Omega North mini-roundabout with

enhanced boundary and associated TRO change

2 Relocation of existing HGV 7.5T gateway restriction from Broad Lane to existing roundabout at Fleet Lane with enhanced boundary and associated TRO change

3 Provision of complementary HGV route continuation signage from M62 J9 along the A49 towards Newton-le-Willows

4 Relocation of existing HGV 7.5T gateway restriction from Broad Lane and Penny Lane routes to Travers Entry with enhanced boundary and associated TRO change

5 Advance notification of HGV restriction and positive alternative route signage at M62 J8 roundabout

TRAFFIC CALMING 1 Implement traffic calming measures throughout the study area

1 Introduce 20mph speed limit through study area

3 Revise speed limits on approach to Burtonwood and Collins Green to compliment 20mph speed limits

4 Introduce TRO restriction on waiting and loading along Fir Tree Lane southbound between Melrose Avenue and Alder Lane

5 Increase advance warning and conspicuity of the junction of Forshaw Lane / Collins Green Lane

PUBLIC TRANSPORT

1 Provision of bus stops and associated passenger / vehicle infrastructure within Omega North

2 Outbound to St. Helens bus stop upgrade at Perrins Road with provison of a new shelter

3 Provide intermediate stops in the vicinity of Cambourne Road, Forshaw’s Lane and Hayley Road South

4 Instigate through WBC routing modification and service enhancement to current Route 33 service to include access to Omega North

5 Upgrade existing bus stops as required (i.e. new posts, signs and timetables)

PEDESTRIANS AND CYCLISTS 1 Creation of a Bridleway through landscaped buffer between Limekiln Lane and Joy Lane 2 Provision of a formal road crossing along Clay Lane

3 Provision of a formal road crossing along on Burtonwood Road

4 Review pedestrian crossing Phipps Lane / Green Lane

5 Upgrade of Barn Lane Public Footpath No. 29 to a lit Bridleway route from Burtonwood village to Clay Lane



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Following earlier engagement, initial public consultation and the subsequent identification of potential transport improvements, key stakeholders were then contacted again in Spring 2015 for feedback on the emerging concept proposals.

7.1 Methodology

An email communication was issued to more than 30 stakeholders contacted originally to update them on the emerging transport schemes and seeking their further feedback through a second public consultation event (discussed in more detail in Section 8). Separate meetings were however held in the interim with St. Helens Council and Highways England to discuss the specific HGV proposals.

7.2 Feedback

Feedback received from three stakeholders is documented below.

7.2.1 St. Helens Council

The study area borders St. Helens MBC who also experience similar issues with HGVs in this general location. A number of the HGV signing and traffic management proposals are located within St. Helens MBC administrative area and this was discussed with appropriate council representatives.

A meeting was held on the 2nd March 2015 with representatives from Mott MacDonald, WBC and St. Helens MBC to present the HGV concept proposals. In principle, St. Helens had no issues with the proposals but requested a briefing note be produced which could be shared with interested parties of the authority. This was issued on the 13th April 2015 and is included within Appendix I of this report.

7.2.2 Highways England

As strategic signage is proposed on the M62, Highways England has been engaged in discussion on the emerging proposals. A meeting was held on the 26th February 2015 with representatives from Mott MacDonald and WBC where Highways England were open to the proposals and requested that designs for directional signage should refer to specific developments / industrial estates rather than just geographical areas. An email outlining the discussion was sent to Highways England on 6th March 2015, a copy of which is included in Appendix J of this report.

7.2.3 British Motorcycle Federation

A representative from the British Motorcycle Federation (BMF) attended the second round of detailed public consultation in March 2015. The transport improvements for the study area were presented and the feedback received was positive. They welcomed the proposals and discussed how carriageway width restrictions at village gateways had been successful at reducing vehicle speeds in other areas of the country.

7 Further Stakeholder Engagement



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Following-on from the initial public consultation and subsequent scheme identification and prioritisation exercise, the local community was then further engaged for feedback and buy-in to the proposals.

8.1 Methodology

In March 2015, the local community was again invited through the distribution of circa 1,800 leaflets to participate in a further formal consultation event for the project team to seek views and opinion on the potential transport proposals. This was undertaken through two sessions attended by the project team. A copy of the consultation leaflet is included in Appendix K.

Details of the venue and scheduling of the two public consultation events are outlined in Table 8.1 below:

Table 8.1: Further Public Consultation Event Details

Venue Date Time

Burtonwood Library Thursday 26th March 2015 2pm-7pm

Burtonwood Library Saturday 28th March 2015 10am-1pm

Display boards were again used to present the study proposals with copies of plans for each of the following scheme elements: HGVs Potential improvements through Burtonwood Potential improvements through Collins Green Provision for Non-Motorised Users

8.2 Feedback

Approximately 90 members of the community attended the event. In general, the majority of the local community were supportive of the concept proposals and thought the potential measures proposed would be effective at addressing their main transport concerns. Additional comments expressed at this second round of consultation included:

Vast majority supported traffic calming measures so long as it is not in the form of speed cushions. Support for bus access to Omega and improved non-car access in general. Argos HGVs are persistently in breach of the 7.5T restriction and using Alder Lane and Tan House

Lane to cut-through to the M62 and wider Warrington area. Two residents viewed the 20mph speed limit proposals as an attack on motorists and stated the money

allocated for this and the non-motorised users should be spent on improving infrastructure for motorists.

A handful of residents were not in favour of a proposed mini-roundabout at the junction of Fir Tree Lane and Farmers Lane.

This feedback has been taken on board and considered within the selection of potential enhancements.

8 Further Public Consultation



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9.1 Conclusions

This report fully documents the significant engagement; scheme identification and appraisal work undertaken to date and presents a comprehensive package of potential transport infrastructure, safety and accessibility enhancements that will benefit both Burtonwood and the wider community.

9.1.1 Main Transport Issues Identified

Based on extensive consultation with stakeholders and the local community together with our own site observations and a review of available data, the main transport issues in the study area are summarised as follows:

HGVs – Although a 7.5T weight restriction (except for access) is operational throughout the Burtonwood area, it is reported by residents that many HGVs within the study area are contravening the access restrictions. For some HGV drivers who either mis-interpret or ignore the boundary restrictions, in some locations there is no opportunity to safely turn leaving them with no option other than to travel through the study area.

Speed Management – Residents reported general vehicle speeds within the study area to be typically in-excess of the posted speed limit and available data has been shown to some extent to substantiate this. The study area is served and bordered by high speed roads and as a result it is reported drivers continue through the village at speeds higher than the appropriate limit.

Volume of Traffic – Given the proximity of the study area to large residential areas within Warrington and St. Helens together with the M6 and M62 motorways and adjacent major development, there is acknowledgment that Burtonwood and Collins Green are often used as a ‘rat-run’ by commuters during the AM and PM peaks to avoid congestion on the strategic road network. In addition, given the semi-rural location of the study area, the vast majority of residents use a car to travel for employment and leisure purposes.

Pedestrian and Cyclist Provision– Pedestrian infrastructure within the main residential areas is reasonable but pedestrian access to employment and local amenities outside the study area is more difficult due to its semi-rural location and infrastructure limitations. Several Public Rights of Way exist through the village providing off-road access to the wider area but some of these are unpopular with residents due to the routing and level of infrastructure currently provided. Very limited dedicated cyclist infrastructure exists within the study area and when combined with relatively high traffic volumes and speeds, this constrains / deters cycle use within the local community.

Public Transport (Bus) – There is the opportunity to improve the extent and frequency of bus services within the study area to link with key employment and leisure developments. Only one service operates on a Sunday and the remaining services do not operate throughout the evening. In addition, there are opportunities to upgrade bus waiting facilities throughout the study area.

On-Street Parking – As in many areas of the UK, on-street car parking frequently causes a nuisance within the study area. Within the study area, on-street car parking is particularly an issue on Green Lane and on Fir Tree Lane adjacent to the rugby pitches and the Old Vicarage nursing home.

9 Conclusions and Recommendations



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9.1.2 Proposals

Following identification of the key transport issues, the following concept measures are proposed as mitigation and enhancement:

HGVs – A three-tiered strategy for the provision of advance HGV strategic, local route and gateway signage is proposed to promote appropriate alternative routes and thereby reduce the volume of HGVs in contravention of the weight restriction across the study area.

Speed Management – Self-enforcing traffic calming measures are proposed to reduce vehicle speeds and change the road environment throughout the study area. These measures will be accompanied by a reduction in speed limit from 30mph to 20mph along each of the main roads through Burtonwood and Collins Green. In addition, speed limits along approaches to the proposed 20mph sections will be further stepped-down to provide appropriate safe transition from the high speed feeder roads.

Volume of Traffic – It is envisaged the HGV and traffic calming proposals referenced above will make the study area less appropriate and desirable for use by commuter though traffic.

Pedestrian and Cyclist Provision – The upgrade of several Public Rights of Way are proposed together with improved pedestrian crossing links. It is intended that these will facilitate modal shift and encourage better access to amenities across the study area. In addition, a review of access to Burtonwood Community Primary School and New Bold Forest Park for pedestrians and cyclists is proposed.

Public Transport (Bus) – The routing, frequency and reliability of the existing 33A service is currently under review by WBC. It is intended that changes will benefit accessibility to both Omega and the wider Warrington area. The upgrade and possible addition of bus stops is also proposed.

On-Street Parking – To alleviate pinch-points and visibility hotspots caused by indiscriminate on-street car parking, a range of measures are proposed including kerbside parking restrictions, provision of dedicated inset parking bays and possible one-way traffic working.

9.2 Recommendations

To progress this concept study and associated proposals, the following next steps are recommended:

Feasibility Studies – A number of the proposals require further investigation to establish the feasibility or otherwise of particular measures. This includes possible mini-roundabouts at Fir Tree Lane / Farmers Lane and Travers’ Entry / Neills Road junctions and a review of pedestrian access to Burtonwood Community Primary School and New Bold Forest Park.

Progression to Preliminary and Detailed Design – At this stage the proposals are concepts. Further design development, costing, appraisal and engagement is required to confirm the detail and possible delivery of measures.

Further stakeholder engagement and public consultation – Proposals that directly impact on individuals and or groups of stakeholders will require further consultation (either statutory or locally required).

Further prioritisation and development of longer-term improvements for as-and-when additional funding becomes available.



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Appendices

Appendix A. Collision Summary _________________________________________________________________ 56 Appendix B. Stakeholder Engagement Interview Proforma _____________________________________________ 57 Appendix C. Initial Consultation Leaflet ____________________________________________________________ 58 Appendix D. Consultation Questionnaire ___________________________________________________________ 59 Appendix E. HGV Proposals ____________________________________________________________________ 60 Appendix F. Traffic Calming Proposals ____________________________________________________________ 61 Appendix G. Non-Motorised Users Proposals _______________________________________________________ 63 Appendix H. Appraisal Matrix ___________________________________________________________________ 64 Appendix I. St. Helens Council Briefing Note _______________________________________________________ 65 Appendix J. Highways Agency Correspondence ____________________________________________________ 66 Appendix K. Further Consultation Leaflet __________________________________________________________ 67



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Appendix A. Collision Summary



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Appendix B. Stakeholder Engagement Interview Proforma



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Appendix C. Initial Consultation Leaflet



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Appendix D. Consultation Questionnaire



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Appendix E. HGV Proposals



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F.1 Burtonwood

Appendix F. Traffic Calming Proposals



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F.2 Collins Green



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Appendix G. Non-Motorised Users Proposals



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Appendix H. Appraisal Matrix



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Appendix I. St. Helens Council Briefing Note



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Appendix J. Highways Agency Correspondence



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Appendix K. Further Consultation Leaflet

Burtonwood Transport - Warrington

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