REPORT RELATING TO AN ASSESSMENT OF NEED & RELATED …

REPORT

RELATING TO AN ASSESSMENT OF NEED & RELATED MATTERS

CONCERNING

PROPOSED SERVICE AREA SITE

A1175 / A15 PETERBOROUGH ROAD, MARKET DEEPING, PETERBOROUGH

PE6 8GY

PREPARED

BY

TIM HANCOCK, B.SC, FRICS, MEI

MARCH 2019

Contents

1.0 Introduction and Purpose of Report

2.0 Qualifications and Experience

3.0 Plans

4.0 The Service Area Concept

5.0 The Service Area Site – Location and Accessibility

6.0 The Service Area Site Proposals

7.0 The Road Network and Current Traffic Flows

8.0 Existing Service Area Facilities

9.0 Alternative Sites Including Allocation DEP.SE1

10.0 Factor Affecting Service Area Potential

11.0 Impact of the Service Area Proposals on Competitor Sites

12.0 The Economic Impact of the Proposed Service Area Site

13.0 Conclusions

Appendices

1 Appendix 1 – Plan No 1 – Location and Local Filling Stations.

2. Appendix 2 – Plan No 2 - Strategic Routes and Existing Services

3 Appendix 3 – Plan No 3 – Proposed Layout Plan - Drawing Reference 180335-03g

4 Appendix 4 - Plan No 4 – Traffic Volumes

5 Appendix 5 – Plan No 5 – DEP SE1 Planning Allocation

1.0 Introduction and Purpose of Report

1.1 This report has been prepared to consider and evaluate the issue of “need” in

relation to proposals by BP Oil UK Limited (“BP”) to develop a new motorists’

service area using an area of land (“the Service Area Site”) adjoining the A15

Peterborough Road, close to the roundabout junction with the A1175 and B1524 in

Market Deeping, Lincolnshire.

1.2 I have been provided with background information in the form of a planning

statement prepared by Robbie Doughty of the Robert Doughty Consultancy and rely

on this information.

1.3 In this report I will describe the concept and purpose of a modern motorists’ service

area and then assess the accessibility and qualities of the location of the Service Area

Site and review the proposed roadside facilities.

1.4 I will then record details of the traffic flows passing the Service Area Site and

consider the extent to which the need for roadside facilities is met by current service

area provision on the road network.

1.5 I will consider the options for satisfying this need and in particular the extent to

which the Service Area Site would do so.

1.6 I will review the economic impact of the proposed Service Area Site on the local

economy.

1.7 I will consider the issue of competition including the effect on an existing filling

station in the vicinity.

1.8 I will then set out my conclusions as to the need for additional service facilities on

this stretch of the network and the ability of the Service Area Site to meet these

needs.

2.0 Qualifications and Experience

2.1 My full name is Timothy David Hancock. I hold the degree of Bachelor of Science in

Geography from the University of Leicester, am a Fellow of the Royal Institution of

Chartered Surveyors and a Member of the Energy Institute. As the Director of Tim

Hancock Associates, established in 1999, I specialise in the acquisition, assessment

and valuation of petrol filling stations and service areas throughout the UK.

2.2 In my professional capacity I have some 39 years’ experience in property matters and

since the late 1980s have worked exclusively in the roadside sector with particular

emphasis on petrol filling stations. I have been employed variously as Investment

Surveyor, Property Manager and Acquisition Manager to Mobil Oil Company

Limited, (“Mobil”), Real Estate Project Manager to BP and Head of Property to City

Centre Restaurants Limited. I specialise in the assessment, valuation, acquisition and

development of petrol filling stations and service areas in the United Kingdom as

well as compulsory purchase and compensation matters, acting for the major oil

companies and dealer groups as well as advising public sector clients including

Highways England and Transport for London in relation to petrol filling stations and

service areas.

3.0 Plans

3.1 Plan No 1 shows the location of the Service Area Site in relation to the strategic road

network in the immediate vicinity. It also shows, for information, the location of

local filling stations. This Plan is provided as Appendix 1 to this report.

3.2 Plan No 2 shows the position of the Service Area Site in relation to the wider strategic

road network and existing service area facilities on the strategic road network. This

Plan is provided as Appendix 2 to this report.

3.3 Plan No 3 shows the proposed layout of the application proposals to be constructed

on the Service Area Site under drawing reference 180335 - PLNG - 03g. This is

provided as Appendix 3 to this report.

3.4 Plan No 4 identifies traffic volumes in the vicinity of the Service Area Site. This is

provided as Appendix 4 to this report.

3.5 Plan No 5 provides details on the electric vehicle charging network in the vicinity of

the Service Area Site. This is provided as Appendix 5 to this report.

4.0 The Service Area Concept

4.1 Since the development of a network of high-speed roads in the United Kingdom the

Department of Transport has consistently promoted the concept of a network of

service areas to meet the needs of the travelling public and commercial vehicles.

Specific policies have been developed to cater for those major roads that form part of

the all-purpose road network, specifically motorways and trunk roads. In many

instances these roads are connected by ‘A’ roads which will often allow high-speed

travel and which will carry high volumes of longer distance traffic. These roads

generally run through open countryside and consequently it follows that to

effectively serve the travelling motorist, service areas serving these routes must on

many occasions be located in the countryside away from existing development.

4.2 Although no specific national policies have been developed to cater for the provision

of services on these county roads it is evident that the same principles of

safeguarding the safety and welfare of road users must apply. In my experience,

where roads are maintained by county councils and the question of the provision of

roadside services applies, county councils will consider national policy in

considering whether to agree to the erection of advance warning signs within the

highway to alert motorists as to the existence of the services.

4.3 The provision of such signage is crucial to the commercial success of the service area

site and consequently crucial to the objectives of meeting the road safety and welfare

needs of motorists.

4.4 Whilst therefore national policy in relation to service areas is not directly relevant to

the provision of such facilities on county roads it is nevertheless helpful to review

this policy in order to understand the objectives of the service area in relation to

meeting the needs of motorists. The current policy for motorways and trunk road

service area sites is contained in Annex B of Circular 2/2013

4.5 Historically, Central Government was involved in the promotion of service areas on

motorway sites but these arrangements were deregulated in the early 1990s.

Similarly, it has always been the intention of the Government that the private sector

would promote service areas to meet the needs of the travelling public.

4.6 Whilst there has been some evolution in policy, the principal approach remains

unchanged. The central objective has been one of road safety and welfare for all

categories of vehicles, including private cars, and commercial vehicles. A network of

appropriately spaced service areas should provide opportunities for rest away from

the road itself, as well as free toilets, and refuelling facilities for a range of vehicle

types and the purchase of hot and cold food. A key requirement is parking provision

which must include two hours free parking. The overall aim is to reduce the risk of

tiredness and fatigue and the dangers of running out of fuel on high speed roads.

4.7 There is now less emphasis on spacing between services with account being taken of

the other factors including levels of congestion.

4.8 It is a well-established principle that access to the service area needs to be

convenient. To be effective the detour should be small; traffic should not have to

travel away from junctions in search of facilities and mixing with local traffic should

be minimal.

4.9 The principal reasons are that motorists do not like the time delay associated with

searching for facilities away from the route and service areas that are a long way off-

line tend to be less successful. As a consequence, where services require a detour,

motorists will tend to travel on through the junction and the safety objective is not so

effectively achieved. Service areas that are too remote from the road they serve are

not commercially successful.

4.10 A second reason for service areas to have convenient access relates to the aim of

keeping traffic close to the trunk road or motorway to avoid congestion on the local

road network. This factor substantially increases highway safety and efficiency. It

also avoids difficulties caused by motorists detouring into urban areas in search of

services, particularly where they are at risk of running out of fuel.

4.11 As a consequence of these factors, service area policy has a preference for on-line

facilities on the basis that they are more attractive and therefore more effective in

encouraging drivers to stop and take a break. In practice however, it is often the case

that opportunities to construct on-line facilities do not arise because of other factors

including the need to observe minimum weaving distances between junctions and

the high economic costs of constructing dedicated slip roads. Where, however, there

is an opportunity to make use of a roundabout location as in the case of the Service

Area Site it is possible to construct an online service area and at the same time satisfy

traffic travelling in both directions with improved efficiency in land-use terms.

4.12 A service area should not be a destination in its own right. It is well established that

a service area should not generate traffic but meet the needs of the passing motorist.

Nevertheless, where local traffic is passing a service area anyway, the facility can

have a dual benefit of serving the local population.

4.13 Over time, the quality of facilities has increased to meet the expectations of the

motorist and the higher volume of traffic which need to use them. The scale and

capacity of the services need to reflect these needs. Access from the main road must

be convenient. The internal road layout must be safe and efficient.

4.14 The motorist now requires a fast and efficient service from service areas as dwell

times have reduced. In many instances there is no longer a requirement for a separate

restaurant building but a single building with a number of tills allowing fuel and

food to be purchased in a single transaction. Toilets are also located within this

control building. Limited seating is provided for those customers with the time to

use them.

4.15 Where the minimum facilities, including free toilets and two hours free parking, are

provided, a service area will generally qualify for advance warning signs on the

adjoining road. Motorists are familiar with these standard services signs and rely on

them.

4.16 On county roads there are no specific minimum opening times to be observed. The

accepted minimum is generally 8am and 8pm on every day except Christmas Day,

Boxing Day and New Year’s Day. In practice most, busy trunk and county road

service area sites will operate on a 24-hour, 365 day a year basis which is the

requirement for MSAs.

4.17 The provision of hotel accommodation is not a requirement of a service area.

4.18 There are no specific standards relating to the number of parking spaces at trunk

road service areas and the same principle would apply to county road service area

sites.

4.19 I am instructed that there are no specific local service area policies to consider. It is

recognised however that the Service Area Site falls outside the settlement boundary.

The purpose of the proposed facilities is however, to directly address the needs of the

passing motorist and to prevent vehicles from detouring away from the main road in

search of the essential facilities of toilets, fuel, refreshment and rest. As noted, such

facilities can only be provided effectively if they are located close to the strategic

road. The needs would not be met by a facility that was remote from the main road

or less prominent.

5.0 The Service Area Site – Location and Accessibility

5.1 The general location of the Service Area Site is shown on Plan No 1 in Appendix 1

whilst further contextual information is given on Plan No 2 in Appendix 2 which also

shows other relevant service areas on the wider strategic road network. The Service

Area Site is located on the edge of the town of Market Deeping, Lincolnshire some 9

miles north of Peterborough, 12 miles south west of Spalding and 7.9 miles east of

Stamford and the A1 trunk road.

5.2 The approximate position of the Service Area Site itself is shown by a red dot on Plan

No 1, from which it will be noted that it enjoys a direct frontage with the roundabout

intersection of the A15 and A1175 strategic roads. The Service Area Site is set at

approximately the same height as the adjoining roundabout. This junction carries

both north and southbound traffic on the A15 and east and westbound traffic on the

A1175 as well as traffic accessing Market Deeping on the B1524.

5.3 At this junction the A15 to the north, the A1175 to the east and B1524 to the south are

all single carriageway two-way roads. The A1175 to the west, which at this point also

carried the A15 route, comprises a two lane dual carriageway.

5.4 As a consequence of the proximity of the Service Area Site to this strategic junction it

is effectively able to serve all traffic using the junction requiring only a minimal

detour onto the A15. Equally, on exiting the Service Area Site vehicles are very

quickly able to regain the junction to allow them to continue on their journey. As a

result of this the Service Area Site is well placed to serve all traffic using the junction.

5.5 Motorists heading to the south on the A15 towards Market Deeping will be able to

turn right into the Service Area Site before turning right out to continue their

journey. Vehicles travelling in the reverse direction on the A15, north, are able to

circumnavigate the junction before using the Service Area Site on a left in left out

basis

5.6 Traffic heading east on the A1175 is able to access the Service Area Site by turning

left at the roundabout onto the A15 and then turning left into the Service Area Site.

Following their visit, motorists are able to turn either left, to continue north on the

A15 or right, regaining the roundabout junction and resuming their journey.

Similarly vehicles travelling west are able to turn right onto the A15 from the

roundabout before turning left into the Service Area Site and turning either left or

right out.

5.7 Given its proximity to Market Deeping town centre, approximately 0.9 miles to the

south, the Service Area Site would also provide a useful facility for local traffic

passing through the junction. Market Deeping is a small traditional market town

with a reported population of 6,000. It was provided with a new bypass in 2011

which removed through traffic from the centre of the town. Prior to this, this traffic

had the opportunity to stop for refreshment in the centre of the town.

5.8 The Service Area Site would be close to the roundabout. The access arrangements

for entering and leaving the Service Area Site would be conventional and convenient.

Compared with many modern service area sites, the detour required to reach the

facilities would be relatively short for all traffic manoeuvres approaching the

roundabout junction.

5.9 In commercial terms these access arrangements would be effective and allow the

Service Area Site to conveniently meet the needs of all passing traffic, at a location

immediately adjoining a fully integrated roundabout junction.

6.0 The Service Area Site Proposals

6.1 The Service Area Site extends to approximately 0.71 Hectares or 1.75 acres or

thereabouts. It is readily capable of accommodating a modern service area facility.

6.2 The proposed development for the Service Area Site involves the construction of a

modern self-serve fuel filling station with an ancillary forecourt building. The

proposals are shown on the attached drawing, reference 180335-03g, which appears

as Plan No 3 in Appendix 3 to this report.

6.3 The proposed forecourt, serving cars and light goods vehicles, would provide a

single row of pumps in a “starter gate” configuration. This would allow the

simultaneous refuelling of 8 vehicles. Between each central refuelling position would

be a passing lane allowing vehicles to flow through the site whilst other vehicles are

refuelling minimising congestion. Each refuelling position would provide all grades

of fuel and extra long hoses allowing all vehicles to refuel in all positions further

minimising congestion.

6.4 Given that HGV movements are relatively light, the Service Area Site proposals do

not provide a dedicated HGV forecourt however there would be the potential for one

of the pumps to include a button to activate high speed refuelling if demand justifies.

6.5 The fuel forecourt is protected by a raised steel canopy with a soffit height of 5.4

meters. This height is designed to accommodate high sided vehicles.

6.6 The forecourt would be served by a dedicated single storey sales building with a

gross internal area of 305 square metres and a retail area of 190 square metres. This

single building is designed to house the retail sales area, customer toilets and back of

house areas. To the rear of the sales building is a dedicated compound providing bin

storage and a plant area. Access to the sales building would be by way of an

automatic door allowing disabled access. The size and shape of the proposed retail

area would allow the facility to provide an offer which is consistent with that

available at high quality service area sites whilst not being of a size that

accommodates wider supermarket style offer.

6.7 The proposals provide for a total of 24 marked parking bays of which 2 would be

dedicated for disabled use. Ten of the spaces, including the disabled bays, are located

directly in front of the sales building whilst the remainder are set out to the east and

west of the forecourt. A further dedicated bay on the south west side of the forecourt

is provided as an air and water point. There are an additional 4 dedicated staff

parking bays.

6.8 The proposed Service Area Site would operate on a clockwise one-way basis with

vehicles entering through the dedicated ingress/egress crossover just after the main

roundabout junction of the A15 and A1175 on the A15. Traffic flows would be well

regulated and larger vehicles are segregated effectively from pedestrian movements.

6.9 It is intended that the proposed facility would trade on a 24 hour basis.

6.10 The facilities would provide a high-quality facility, capable of efficiently serving the

refuelling needs of passing vehicles in large volumes.

7.0 The Road Network and Current Traffic Flows

7.1 Details of traffic flows passing junction on which the Service Area Site is located are

set out in Plan No 4 in Appendix No 4 of this report.

7.2 The two-way traffic flow running north-south on the A15 just to the north of the

Service Area Site is in the region of 15,215 vehicles per day.

7.3 The two-way traffic flow a short distance west of the roundabout junction on the

A15/A1175 is in the region of 15,398 vehicles per day.

7.4 The two-way traffic flow on the A1175 to the east of the Service Area Site is 7,580

vehicles per day.

7.5 Given that the A15 carries the A1175 there is the possibility of double counting and

overestimating the total traffic volume approaching the roundabout junction. Traffic

count point 99300 provides a basis for analysis with over 15,000 vehicles per day but

excludes traffic heading north and south on the A15 which travels directly into

Market Deeping and traffic using the A15 to travel but travelling to and from the east

using the A1175. I would estimate that the total traffic potential is in the region of

18-20,000 vehicles per day.

7.6 I conclude that the traffic flows are strong and readily capable of supporting a new

service area site, generating a substantial need for services including fuel, rest and

refreshment.

8.0 Existing Service Area Facilities

8.1 Plan No 2 in Appendix No 2 provides details of the location of the various existing

facilities on this section of the strategic road network. It is helpful to consider the

various routes taken by traffic approaching the Service Area Site.

8.2 Traffic travelling South via the A15, A1175 and the A15 towards Peterborough

8.3 This route will typically be used by either long distance transient vehicles heading

towards Peterborough from the wider road network or more local northern based

travel along all or part of the route and represents a principal route for traffic flow

passing the Service Area Site.

8.4 The nearest modern facility on this route to the north is the Texaco branded service

station to the south of Bourne, some 5.4 miles north of the Service Area Site. This site

is located at the intersection of the A15 and the local road A151 and is accessible to all

traffic via a roundabout. This is a modern service area which provides a good-quality

development serving the needs of predominantly transient vehicles on the A15. The

offer includes a petrol filling station and associated sales building, a McDonalds

drive-thru unit and a further more traditional restaurant. In terms of the provision of

fuel the site adopts a competitive pricing policy which is consistent with service areas

situated on similar transient routes.

8.5 There are no other modern service area facilities for southbound traffic before the

Service Area Site. The next available filling station for southbound traffic, is some 3.1

miles south of the Service Area Site at Katesbridge Filling Station. This facility

comprises a small dated petrol filling station and associated sales building, with a

similarly dated interior furniture commercial property set adjacent. The petrol filling

station component of this site comprises a traditional petrol filling station providing

a non-expanded ‘starter gate’ layout forecourt with 6 simultaneous refuelling

positions. The site is supported by a small shop with a gross external area in the

order of 100 square metres or thereabouts.

8.6 This is a traditional petrol filling station which offers a relatively small fuel forecourt.

The shop offer is limited in the context of modern petrol filling stations and the size

of the site means that it is not readily possible to deliver a modern offer which caters

to the need of passing trade. In particular, there is only limited parking on the site for

motorists and the site itself does not have the ability to effectively serve larger

vehicles.

8.7 Motorists travelling beyond Katesbridge Filling Station on the A15 in search of a

modern service area site must travel a total of 10.2 miles between Bourne Service

Station and Glinton Service Station on the outskirts of Peterborough. This site is

located at the intersection of the A15 and the local road A151 and is therefore

accessible to all traffic via a roundabout. The site serves HGVs with a dedicated 2

lane HGV forecourt located to the south of the sales building and motorists from a

small 4 square layout forecourt located at the front of the sales building. The

southern boundary site is used as an unsigned lorry park and car park set out in

basic hard standing. The limited retail offer at the site is enhanced by the presence of

an adjacent McDonalds drive-thru restaurant which offers an additional 34

designated car parking spaces.

8.12 In terms of comprehensive facilities with adequate capacity and parking, there is a

significant gap on this section of the strategic road network between Bourne Service

Station and Glinton Filling Station of 10.2 miles. The proposed Service Area Site is

located approximately centrally within this gap.

8.13 Traffic travelling North via the A15, A1175 and A15 towards Bourne

8.14 Vehicles travelling on this route will be undertaking the reverse journey to that

described from 8.2 above and the overall level of provision of services is similar.

Since the A15 is a single carriageway all sites are accessible to offside traffic as well as

for nearside traffic, the gap in provision is effectively the same for northbound traffic

as it is for southbound traffic.

8.16 Motorists travelling this northbound route, once outside of the built-up wider

Peterborough area, have the option to visit Glinton Service Station on the A15. As

previously stated this is a dated facility with a limited retail offer and includes a

motorists’ forecourt, sales building, HGV forecourt, drive-thru restaurant.

8.17 Glinton Service Station is some 4.9 miles south of the Service Area Site and currently

approximately 10.2 miles south of the next modern service station facility, Bourne

Service Station.

8.19 Traffic travelling West from Spalding via the A1175 towards Stamford and the A1

8.20 This route will typically be used by long distance transient vehicles heading towards

Kettering and Corby from the east and beyond.

8.21 A good quality modern service station is the recently developed Applegreen branded

site on Goodison Road, just to the north of the A1175 at the southern extremity of

Spalding. This site provides a comprehensive facility comprising a high capacity

motorists forecourt, large associated sales building, drive thru coffee shop and a

further restaurant. This site is located some 9.3 miles north east of the Service Area

Site.

8.22 Between Spalding Service Station and Stamford, there is only one small traditional

petrol filling station adjoining the eastbound carriageway of the A1175 known as

Tallington Filling Station. This provides a small motorists’ forecourt supported by a

small shop with a limited retail offer. The site provides no facilities for HGVs. The

site principally meets the needs of local traffic.

8.23 Within the settlement boundary of Stamford and along the line of this route there are

two petrol filling station facilities currently operating. These being Hindmarch

Garage and a Morrisons branded petrol filling station within a larger supermarket

development.

8.24 Hindmarch Garage is located at the eastern extremity of Stamford and sits adjacent

to the westbound carriageway of the A1175. The site is Gulf branded and comprises a

dated ‘starter gate’ layout fuel forecourt with a limited retail offer. The site shares

accesses with a car service repair shop and dealership. This site offers very few car

parking spaces. It is not designed to cater for the needs of passing traffic.

8.25 The Morrisons supermarket site is located some 0.3 miles to the west of Hindmarch

Garage and is accessed as part of the larger supermarket development by way of a

roundabout junction of the A1175 with local route Priory Road. This site comprises a

spacious ‘domino six’ refuelling layout with a very small sales building with a gross

external area of approximately 50 metres squared. This facility is principally

designed to meet the needs of supermarket customers, rather than longer distance

traffic.

8.24 Effectively, between the modern site at Spalding and the Morrisons supermarket site

in Stamford, there is a gap of 16.9 miles. This represents a significant gap in service

area provision on this route and the needs of the motorist are not effectively met at

present.

8.25 Traffic travelling East on the A1175 towards Spalding from Stamford

8.26 These vehicles are making the reverse journey to those described from paragraph

8.19 above and the service provision on the route is substantially similar.

8.27 As both the modern facility to west of Spalding and the Morrisons supermarket

facility at Stamford are accessed by way of an adjacent roundabout junction, the

provision along the route is the same and so the relevant gap is also 16.9.

8.28 Again, this analysis confirm that the existing service station provision is limited

when compared with the volumes of traffic using this route.

8.29 Traffic travelling south then west on the A15 and A1175 towards Stamford

8.30 This route will typically be used by either long distance transient vehicles heading

towards Kettering and Corby from the wider road network to the north or more local

southern based travel along all or part of the route.

8.31 This traffic passes the Bourne Service Station, some 5.4 miles north of the Service

Area Site, described at 8.4 above.

8.32 As previously mentioned the next site when travelling south on the A15 is

Katesbridge Filling Station which does not properly serve the needs of passing

traffic.

8.33 The next sites before the Morrisons supermarket site when travelling west along the

A1175 are Tallington Filling Station and Hindmarch Garage, which similarly do not

fulfil the needs of passing traffic.

8.34 Consequently, there is a gap of some 12.9 miles between Bourne Service Station and

the Morrisons facility in service area provision.

8.35 Traffic travelling east then north on the A1175 and A15 towards Bourne

8.36 These vehicles are making the reverse journey to those described from paragraph

8.29 above and the service provision on the route is substantially similar.

8.37 As both the modern facility to the south of Bourne and the Morrisons supermarket

facility at Stamford are accessed by way of an adjacent roundabout junction, the

provision along the route is the same and so the gap is also 12.9 miles.

8.38 Again, this analysis confirm that the existing service station provision is limited

when compared with the volumes of traffic using this route.

8.39 It is evident that there have been recent improvements in service area facilities on

this section of the strategic road network including new sites at Spalding and Bourne

Services. A significant gap exists however in the centre of the routes described and

the Service Area Site would have the advantage of serving all of these various traffic

flows from one location.

9.0 Alternative Sites Including Allocation DEP. SE1

9.1 Having established a gap in provision in terms of traffic flows and quality of existing

facilities it is appropriate to consider whether the Service Area Site is best placed to

satisfy this need.

9.2 I have noted that a key strength of the Service Area Site is that it is located at a

roundabout junction from where it is readily able to serve all traffic flows

approaching the roundabout.

9.3 It will be also noted that existing older style filling stations located within the gaps I

have identified have tended not to receive recent investment. These sites only serve

one traffic flow and investment has not been justified. The modern sites identified

conversely are located where they can serve local settlements like Bourne and

Spalding as well as more transient traffic on the main roads.

9.4 Given the requirement of any new service area to serve all of the identified routes

and also the local Market Deeping traffic I consider that any site capable of achieving

the objective of meeting the identified needs of the motorist would be located on this

junction.

9.5 Plan Number 1 in Appendix 1 shows that this junction has four quadrants formed by

the approaching main roads; the A15 to the west and north, the A1175 to the east and

the B1524 to the south. The Service Area Site sits in the north-western quadrant. The

south-eastern quadrant is effectively bisected by North Field Road a local road

leading into residential areas to the east.

9.6 The north-eastern quadrant has an open aspect but there are likely to be

complications in creating an access into the site from the A15 because of the layby

just to the north. If this did prove the case the alternative of creating an ingress from

the A1175 would be less attractive as a lower volume of traffic would pass directly

outside the entrance to the site. The south-western quadrant stands behind a

substantial hedge line and is not as prominent to approaching traffic.

9.7 I am instructed to specifically consider whether the site forming part of the south-

eastern quadrant would be suitable for service area use. It is understood that this

site has a draft allocation in the draft South Kesteven District Council Local Plan 2011

– 2036.

9.8 The location of this site, allocated under reference DEP. SE1 is shown on Plan

Number 5 in Appendix 5. This site benefits from a draft allocation for employment.

To assist in this assessment, I will briefly consider the factors affecting the potential

of a service area.

10.0 Factors Affecting Service Area Potential

10.1 Within this section I will consider the key criteria which service area operators will

consider when evaluating a possible site and the extent to which the Site meets these

criteria. Since the success of the fuel filling station element is essential to the success

of a service area, many of these factors relate to this use.

10.2 Location and Access to Traffic – A site should have access to a strong passing traffic

flow in absolute terms. Ideally this will include not only local and commuter traffic

but a quantity of commercial traffic represented by light vans. These various types of

traffic tend to reinforce the overall strength of the location. Due to the inter-

relationship between the level of traffic and other factors to be considered when

selecting a site for a service station, it is not possible to be categoric about the size of

the traffic flow required. Petrol retailers would normally seek a flow of between

10,000 and 15,000 vehicles per day.

10.3 DEP. SE1 is situated in close proximity to the same roundabout junction as the

Service Area Site and therefore is accessible to the same volume of traffic. DEP. SE1

would however be accessed from a local road and consequently the traffic actually

passing it would be less. It is considered that it would be less effective in meeting the

need of traffic on the main roads.

10.4 Accessibility and Prominence - The best service station sites are readily accessible and

convenient. Motorists do not like to detour from their journey significantly for the

purchase of fuel. Similarly, they will avoid sites that require access using roads in

congested areas.

10.5 Any petrol filling station constructed on DEP. SE1 would in practice be required to

be located within the north-western portion of the plot giving the best access to the

B1524 and the most roundabout frontage. The development would need to be

accessed by way of a new ingress and egress crossover on the B1524. The location of

this access would mean that a longer detour was required to access the site by the

majority of the traffic using the junction in comparison with the proposed Service

Area Site and particularly those following the principal A15 – A1175 route.

10.6 DEP. SE1 has very limited prominence to motorists using the roundabout junction of

the A15 and A1175 and this is significant detracting factor. In particular it has only a

very limited frontage with the roundabout junction being located between the

turnings for the local road, North Field Road and the B1524. Prominence is further

reduced by established wooded areas on fields to the north and west as well as on

the roundabout itself. These areas, which would be outside of the control of any

petrol filling station on this plot serve to obstruct sight lines for incoming traffic on

the A1175 to the east and west and traffic on the A15. This reduces the motorist

decision making time and tends to reduce the turn in ratio achieved by a service area.

I consider this to be a significant factor which materially reduces the potential of the

DEP. SE1 when compared with the Service Area Site.

10.7 Competition - High quality service station sites occupy a dominant location which is

attractive and convenient to large numbers of customers.

10.8 DEP. SE1 has similar location to the Service Area Site and the overall competition

profile is therefore similar.

10.9 Site Size, Shape and Levels - The service station site needs to be capable of conveniently

incorporating all elements of a modern service station. The shape can vary but must

allow an efficient layout to be constructed which is well related to the accesses. The

levels can usually be adjusted but there are generally limits to what can be

successfully accommodated. The layout must accommodate delivery vehicles

including the fuel tanker.

10.10 DEP. SE1 is generally flat and level and is consistent with the needs of operators in

respect of these points. The overall shape of the plot, including the narrow section of

roundabout frontage between two existing turnings onto North Field Road and the

B1542 reduces the capacity of operators to deliver a high-profile development which

is consistent with the needs of a modern petrol filling station.

10.11 The development of DEP. SE1 as a service area may not provide an effective use of

this parcel. Depending upon access and layout, a service area may adversely affect

the efficient use of the adjoining land.

10.12 Services – Service station sites need to be readily capable of being serviced. The

requirement for electricity, often including a substation is increasingly significant

given the power requirements for modern fuel infrastructure and sales building air

conditioning and refrigeration. In addition to mains water and telephone and IT

connections for remote delivery and wet stock management, modern drainage

connections are needed to deal with complex on site drainage systems required to

manage environmental risk.

10.13 I have not been provided with any information relating to servicing the DEP. SE1

and assume that is capable of connecting to all necessary services.

10.14 Extraordinary Costs – Given the high costs of developing a modern service area it is

essential that any extraordinary costs are identified, assessed and reflected in the

development appraisal. These costs relate to such matters as the abnormal costs in

constructing accesses, managing adjoining land use and associated rights, stopping

up highways and diverting existing services. Where these costs are excessive, a site

can become unviable despite having a high traffic flow.

10.15 I have not been provided with any information relating to the potential costs of

constructing a petrol filling station on DEP. SE1. From a visual inspection however, it

is clear that extraordinary costs will be incurred in relocating power lines which

currently cross the property.

10.16 Having considered DEP. SE1 I am of the opinion that this site does not sufficiently

meet the needs of operators of modern service areas as effectively as the Service Area

Site. This is principally due to its limited potential to serve traffic on the strategic

routes passing through the junction.

10.17 As a separate exercise I have completed a review of other possible locations in the

vicinity of Market Deeping. I have not identified any other location which in my

opinion satisfies the need of vehicles in the area as effectively as the proposed Service

Area Site.

11.0 Impact of the Service Area Proposals on Competitor Sites

11.1 I am instructed to comment on the representation that the development of the Service

Area Site affect the viability of the local competition, particularly Katesbridge Filling

Station.

11.2 I have identified considerable unsatisfied need in service area provision on the

strategic road network. It is my opinion that the limited facilities and dated facilities

do not adequately address the needs of the passing motorist.

11.3 Similar consideration may or could have arisen when the nearby Bourne Service

Station was constructed. Evidently, such considerations of competition were not

considered relevant when the decision was taken to grant planning permission in

respect of the Bourne Service Station.

11.4 In my experience of dealing with service stations such competition matters are not

considered to be directly relevant under planning law.

11.5 In my experience it is the government’s objective to promote competition and choice

in the sector. The industry has also invested heavily to modernise fuel infrastructure

to reduce the risks relating to hydrocarbon contamination from underground fuel

tanks.

11.6 Paragraph B8 of Circular 2/2013 states clearly that in exercising their role of

determining planning applications for new or improved sites, local planning

authorities should not “……seek to prevent competition between operators; rather they

should determine applications on their specific planning merits.”

11.7 Some fuel customers may continue to find the facilities at Katesbridge Service Station

convenient. For those customers travelling southbound on short journeys this site

may remain preferable to turning into the Service Area Site which adjoins the other

side of the carriageway.

12.0 The Economic Impact of the Proposed Service Area Site

12.1 I am instructed to provide some commentary as to the economic impact of the

proposed Service Area Site.

12.2 The principal benefit to the local economy will be in the form of the employment

generated through the operation of the Service Area Site. We are advised that the

total employment delivered by the Service Area Site will be the equivalent of 25 full

time positions. In absolute terms therefore, when part time roles are taken into

account, the number of jobs created will exceed this.

12.3 A key point to be appreciated in terms of petrol filling stations is that they offer

employment in a number of different formats ranging from full time to specific part

time shifts. The work itself is generally low skilled and can be completed by a wide

range of candidates. The availability of shift-based work means that work can be

tailored to suit the schedule of specific people and this means that jobs are open to

people who may otherwise have limited options

12.4 As I have mentioned the Service Area Site is primarily intended to serve the needs of

vehicles travelling on transient routes in the vicinity of Market Deeping. A significant

advantage of the Service Area Site as proposed is that it does not take up allocated

employment land in the town which can be used for other purposes generating

additional employment.

13.0 Conclusions

13.1 I have considered the issue of need on the relevant section of this strategic road

network and concluded that there is presently a deficiency in provision and that

motorists’ requirements in terms of fuel, rest and refreshment are not satisfied.

13.2 Having considered the Service Area Site I have concluded that it would be well

located to satisfy these needs following the construction of the development

proposals.

13.3 Having considered other potential sites including DEP. SE1 I consider that the

Service Area Site is the optimal location to satisfy the unaddressed need.

13.4 I consider that there are strong economic arguments in terms of employment creation

for the development of the Service Area Site and that representations against the

proposals on grounds of competition are not justified.

This concludes my report.

Tim Hancock

Appendix 1: Plan 1 – Location and Local

Competition

Location and Local Competition

REF Brand Name Address Post Code Opening Hours Distance

Service Area Site

- Service Area Site A1175 / A15 Peterborough Road, Market Deeping, Peterborough

PE6 8GY 24 hours -

1 Co-op Co-op Petrol Station Godsey Lane, Market Deeping,

Peterborough PE6 8HT 7am – 9pm 1.3 miles

Supermarket with Fuel

Petrol Filling Station

1

Appendix 2: Plan 2 – Strategic Routes and

Existing Services

Strategic Routes and Existing Services

Bourne Service Station

Morrisons Stamford

Tallington Filling Station

Service Area Site

Glinton Service Station

Katesbridge Filling Station Spalding Service Station

Hindmarch Garage

Modern Service Station

Supermarket With Fuel

Traditional Filling Station

Service Area Site

Co-op Filling Station

Name Brand Address Post Code Distance from

Service Area Site Comments - Access Comments – Facility Quality

Katesbridge Filling Station

BP Katesbridge,

Bourne PE10 0EN 3.1 miles

Accessed directly from the southbound A15. Access from the northbound carriageway is by

a ghosted right turn into the site.

A small dated facility with a limited retail offer.

Bourne Service Station

Texaco

Milestone Road, A15 Roundabout,

Bourne, Lincolnshire

PE10 0DX 5.3 miles Accessed from both directions of the A15 and A151 by a roundabout junction before a right

turn into the site.

Good quality modern facility. Limited filling station retail offer. Offer is

enhanced by the presence of restaurants and a supermarket adjacent.

Spalding Service Station

Applegreen 2 Goodison Road,

Spalding PE12 6FY 9.3 miles

Accessed from both directions of the A16 and A1175 by a roundabout junction before a left

turn into the site.

High quality modern facility with high capacity forecourts. Retail offer is enhanced the presence of several

restaurant facilities.

Glinton Service Station

Esso Glinton Bypass, Peterborough

PE6 7JR 4.9 miles

Only accessible from the northbound A15. The site does however egress back onto the roundabout and can therefore act as a destination site serving all traffic flows.

Reasonable quality facility. Offer is enhanced by the presence of a drive-thru

restaurant.

Tallington Filling Station

Jet A16 Main Road,

Tallington PE9 4RN 3.4 miles Accessible from both directions of the A1175.

Small dated facility with a limited retail offer.

Hindmarch Garage

Gulf Uffington Road,

Stamford PE9 3AA 7.2 miles Accessible from both directions of the A1175.

Dated facility with a limited retail offer. Access is shared with a service garage and

car dealership.

Morrisons Stamford

Morrisons 2 Uffington Road,

Stamford PE9 2EX 7.6 miles

Accessible from both directions of the A1175 via the roundabout junction in the Morrisons

retail park.

Small facility designed to meet the needs of customers using the supermarket.

Co-op Filling Station

Co-op Godsey Lane,

Market Deeping PE6 8HT 1.3 miles Town centre facility, access is poor.

Small dated facility. Very small kiosk type retail offer.

Appendix 3: Plan 3 – Proposed Layout Plan –

Drawing Reference 180335-03g

6.14

6.08

7.08

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SHOP

CANOPY OVER

TANK INSTALLATION

FL

FL

FL

FL

PLANT

CO

NT

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L

ENTRANCENIGHT PAYATM

CUSTOMER PARKING

CU

ST

OM

ER

PA

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ING

TANKVENTS

AIR/WATER BAY

LANDSCAPING

LANDSCAPING

LANDSCAPING

LANDSCAPING

MACADAM SURFACING

MACADAM SURFACING

MACADAM SURFACING

COMPOUND

Drainage Channel

Drainage ChannelDrainage Channel

PETROLINTERCEPTOR

HIGHWAY VERGEHIGHWAY VERGE

HIGHWAY HEDGE / LANDSCAPING

HIGHWAY HEDGE / LANDSCAPING

EXISTING BOUNDARY FENCE

TANKER STAND

G

ID SIGN

ID SIGN

PEDESTRIANACCESS

DCD

Pump Pump PumpPump

Pa

rkin

g S

ign

Petrolinterceptorvent

Drainage Channel

BH

BH

BH BH

BH

NEW

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RB

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Drainage ChannelDrainage Channel

DELIVERY BAY

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NED

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6.810

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6.425 6.425 6.425 6.425

6.3606.3606.3606.360

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CONCRETE SURFACING

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6.285 1:70

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1:70

1:70

New firehydrant - exactlocation tbc

DirectionalSign

DirectionalSign

CU

ST

OM

ER

PA

RK

ING

1.5m high Lincolnshire post and rail timber fence.

12

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M P

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PO

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27.3M PROPOSED SHOP

1.5m high Lincolnshire post and rail timber fence.

1.5

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0 10

SCALE - METRES - 1:200

20

York House, Valley Court, Canal Road, Bradford, West Yorkshire, BD1 4SP.

TEL. No. 01274 395422, FAX. No. 01274 395427, E-mail [email protected]

Scales:

Checked by:

A1ORIGINAL

PLOT SIZE

PLAN NO.

Date:

TITLE

Rev Date

Drawn by:

JENNINGS DESIGN LIMITED

SITELOCATION

PROPOSAL

STATUS

Comments

The difference is our people

PLANNING

Site Redevelopment

Market Deeping Service Station Peterborough Road (A15) / A1175Market Deeping, Peterborough, PE6 8GY

PROPOSED LAYOUT

MDB

October 2018

JHJ

1:200 @ A1

180335-03g

GENERAL NOTES

1. This plan has been prepared for the submission and approval under Town andCountry Planning only.

2. Advertisements are subject to a separate CTA application.

EXISTING FEATURESThe existing site it to be fully stripped of all vegetation and topsoil removed to reducedlevel to allow for formation of the new development as shown.

NEW CROSSINGA New crossing is to be formed from Peterborough Road into the site to allow for accessand egress. This is to designed by specialists.

NOTE - ALL HIGHWAY WORKS ARE SHOWN FOR INDICATIVE PURPOSES ONLY,DETAILED DESIGN TO BE DONE BY SPECIALIST

BUILDING MATERIALS1. Walls - 100mm thk insulated composite wall cladding, vertically jointed, colour-

White 9003, Black Skirting to base - colour - RAL 9005, 600mm Deep strip toperimeters of the building - colour 7005.

2. Roof - 120mm thk Insulated composite roof cladding to be laid to fall to rear guttercolour - Merlin grey Side fascias to be RAL 7005.

3. Shop Front - Aluminium framed and glazed shopfront, to include new automaticsliding door facility and night pay window. All glazing to be 11.5mm LaminatedSafety Glass Frame Colour - Silver anodized.

4. ATM - Internally housed ATM machine within secure room with user panel on front elevation of building.

CANOPY4 Island starter gate canopy arrangement, min 5.4m above highest point of forecourt.Fascia to comprise of 800mm deep steel fascia, to receive signage, AdvertisementApplication to be lodged separately for signage. Canopy to receive 150 watt Phillips HQIrecessed canopy lights.

TANK INSTALLATIONProposed new tank farm to comprise of 2 No new 80,000 litre double skinnedunderground storage tanks encased in pea gravel. (Split 65,000 / 15,000 Litres) Tanks tobe continuously monitored via the site wet stock management system & incorporatingstage 2 vapour return. New below ground offset fills and vent Stack. Tank Vents to beinstalled as shown and are to be 4m high with support framework.

FLOODLIGHTSFloodlighting is shown diagrammatically and is subject to updated layout by specialist.

BH - Denotes bulkhead lighting to the building.

EXTERNAL COMPOUND2000mm High close boarding timber fence on 100x100mm concrete posts. To includedouble steel framed gate entrance with panic bar fire exit. Refuse bins &AC/Refridgeration equipment to be located within the external compound.

BOUNDARY TREATMENTSAll to be retained as existing and protected apart from where affected by the formationof the new entrance / exit crossing.

1.5m high tanalised timber Lincolnshire post and rail timber fence to boundaries wheredenoted.

TRAFFIC MOVEMENT SIGNS

Entry, exit / no entry signs are to be installed at the new crossing and will be compliantwith traffic regulations.

PETROL INTERCEPTORNew 10,000Ltr petrol interceptor to be installed to suit drainage levels, position of P.I tobe confirmed & is to be in accordance with BSP details.

SURFACE FINISHESBUILDING TERRACE - 65mm thick Pre Cast Concrete blockpaving, colour - Charcoal.Remaining building terraced areas & external compound is to receive a 100mm Thkreinforced concrete finish with brushed finish and 100mm trowelled margins toperimeter / Macadam where shown.FORECOURT AREA - Reinforced concrete surfacing with brushed finish and 100mmtrowelled margins to perimeter 175mm thick.TANK FARM - Reinforced concrete surfacing with brushed finish and 100mm trowelledmargins to perimeter 225mm thick.MACADAM TRAFFICED AREAS - To comprise of:30mm SMA Wearing Course130mm base course150mm sub base150mm Capping LayoutCapping to suit site conditions. All noted surfacing is dependent upon existing site soilconditions and subject to engineers recommendations.

BOLLARDS

113mmØ galvanised steel protective bollards to the shop, tank offset fills, DCD, plantand barrier protection to the pumps & vents all to be finished as oil company / clientspecification.

DRAINAGEDrainage strategy to be produced by others.

HAZARDOUS AREAS

SITE SURFACING

Denotes in-situ cast concrete paving, laidto falls. Concrete to have towelled marginsand to have a light brush finish.

Denotes Macadam Surfacing

Denotes in-situ cast concrete paving terraces & Margins

Denotes Blocked Paving

Denotes Landscaping (top quality turf)

DENOTES EXISTING LEVELS

DENOTES PROPOSED LEVELS

6.45

6.450

SCHEDULE OF AREAS

Application Site 0.71 Hectares / 1.75 Acres

Proposed shop GIA 305m² / 3285ft²

Proposed shop Footprint 328m² / 3530ft²

Customer parking 24 Bays (inc 2No. Accessible bay)

Staff Parking 4No. Spaces

Denotes Zone 1 Hazardous Zone

Denotes Zone 2 Hazardous Zone

NO

RTH

A 31.10.18 - MDB

B 22.11.18 - MDB

C 21.11.18 - MDB

D 30.11.18 - MDB

E 21.01.19 For previous revisions, please refer to supersededdrawings.

MDB

F 31.01.19 Minor amendment to pump island levels. JHJ

G 14.03.19 Site entrance redesigned & repositioned to suithighway comments. Shop, Forecourt relocated to suit.

MDB

Appendix 4: Plan 4 – Traffic Volumes

Market Deeping - Traffic Volumes

A1175 / A15 Peterborough Road, Market Deeping, Peterborough, Lincolnshire PE6 8GY

Site: 81533

Location: A15

%∆ 2010 to 17 = 5.6

Year AADF

2017 15,215

Site: 81536

Location: A1175

%∆ 2011 to 17 = -12.7

Year AADF

2017 7,580

Site: 99300

Location: A15

%∆ 2010 to 17 = 4.0

Year AADF

2017 15,398

Site: 56226

Location: A1175

%∆ 2010 to 17 = -9.0

Year AADF

2017 7,398

Site: 73749

Location: A15

%∆ 2010 to 17 = 4.7

Year AADF

2017 16,046

Service Area Site



100

102

104

106

108

110

112

114

116

118

120

122

124

126

128

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018

Traffic Volume Index - LincolnshireIndex Year 2000 = 100



Count Point 81533

Location A15, From A151 to A16

Year M/cycles Cars LGVs HGVs All

2006 113 11620 1397 952 14223

2007 117 11713 1583 1013 14580

2008 123 11338 1643 995 14263

2009 124 11304 1639 923 14160

2010 67 11952 1530 790 14414

2011 73 11880 1571 776 14377

2012 68 11786 1625 777 14335

2013 70 11759 1681 782 14371

2014 77 11729 1751 778 14416

2015 97 12358 1512 779 14834

2016 97 12511 1632 794 15122

2017 94 12496 1727 812 15215

%∆ from 2010 to 2017 = 5.6



Count Point 81536

Location A1175, From A15 to A16


2011 76 6371 1028 1154 8683

2012 70 6320 1063 1166 8675

2013 10 5540 934 378 6908

2014 11 5611 984 386 7040

2015 11 5793 1076 406 7337

2016 11 5865 1161 420 7509

2017 11 5858 1229 432 7580

%∆ from 2011 to 2017 = -12.7



Count Point 99300

Location A15, From A15S to A15N


2000 279 21176 2796 3100 27404

2001 287 22086 2829 3198 28457

2002 228 10322 1755 1444 13787

2003 248 10456 1969 1464 14171

2004 277 10467 2078 1519 14371

2005 245 10530 2150 1495 14450

2006 67 11318 1187 2298 14898

2007 69 11408 1345 2386 15238

2008 72 11043 1395 2310 14852

2009 72 11010 1393 2141 14649

2010 115 11467 1605 1569 14805

2011 125 11398 1648 1547 14769

2012 116 11307 1704 1552 14732

2013 120 11282 1764 1579 14796

2014 131 11253 1836 1575 14850

2015 121 11882 1754 1171 14945

2016 121 12029 1894 1212 15274

2017 118 12014 2004 1245 15398

%∆ from 2010 to 2017 = 4.0



Count Point 73749

Location A15, From LA Boundary to A16


2000 9678 11 1198 1207 12288

2001 9707 11 1239 1209 12382

2002 10210 59 1200 1636 13299

2003 10302 61 1352 1618 13571

2004 11775 58 1546 1637 15082

2005 11763 59 1623 1584 15090

2006 10531 48 1624 1951 14273

2007 11232 46 1762 1951 15107

2008 12517 31 1635 1747 16030

2009 12210 43 1597 1624 15605

2010 11917 45 1639 1608 15325

2011 11845 45 1677 1608 15289

2012 11616 24 1664 1028 14473

2013 11477 24 1767 1047 14464

2014 11741 27 1896 1041 14859

2015 12095 27 2108 1100 15489

2016 12246 27 2276 1130 15838

2017 12864 18 1840 1154 16046

%∆ from 2010 to 2017 = 4.7



Count Point 56226

Location A16, From Priory Road to A15


2000 127 7891 1285 1159 10542

2001 54 7808 812 537 9272

2002 41 6876 887 454 8308

2003 71 8160 1031 530 9866

2004 80 8168 1087 555 9954

2005 93 6189 868 524 7734

2006 93 6189 932 519 7799

2007 95 6758 928 586 8434

2008 100 6542 964 584 8261

2009 100 6522 962 545 8202

2010 90 6430 992 543 8130

2011 98 6392 1019 535 8121

2012 91 6341 1054 538 8104

2013 94 6327 1091 538 8128

2014 103 6311 1135 537 8168

2015 103 6267 1236 570 8258

2016 74 6141 936 166 7349

2017 72 6134 990 171 7398

%∆ from 2010 to 2017 = -9.0

Appendix 5: Plan 5 – DEP.SE1 Planning

Allocation

DEP.SE1 Planning Allocation

Information and Maps obtained from the South Kesteven Pre Submission Local Plan 2018:

E1 – Strategic Employment Sites These sites are considered to be of strategic employment importance given their relationship to principal areas of growth and their accessibility via the strategic road network. Proposals will not be supported that cause harm to the strategic employment focus of these sites. Appropriate proposals for new B1, B2 and/or B8 uses and/or redevelopment of for B1, B2 and/or B8 uses on the Strategic Employment Sites identified on the Policies Map and listed below will be supported where proposals:

• do not conflict with neighbouring land uses;

• scale does not harm the character and/or amenities of the locality; and

• do not impact unacceptably on the local and/or strategic highway network. Other employment generating uses outside of the B-use classes may also be appropriate and will be considered where the promoter actively engages with the Council and an end-user for the proposal has been secured. To encourage the delivery of these sites, the Council will consider supporting initial infrastructure provision that enables the first buildings to be bought forward.

Service Area Site

Extract relating to DEP.SE1 from Site Assessment Appraisals supplementary document.

Documents

REPORT RELATING TO AN ASSESSMENT OF NEED & RELATED …