Daneshouse, Duke Bar and Stoneyholme Transport Study

Appendices A,B,D,E,F,G,H

Appendix C comprises of two separate documents: Appendix C1 contains recommended scheme drawings and C2 contains sketch drawings.

APPENDIX A

Traffic Model and Associated Analysis

APPENDIX 1 FIGURE A1 STUDY AREA ZONE PLAN DISCUSSED IN SECTION 2

APPENDIX 1 FIGURE A2 SURVEYED TRAFFFIC FLOWS AS REBASED TO 2009 FOR BOTH MORNING AND EVENING PEAKS AS DISCUSSED IN SECTION 2.

APPENDIX 1 FIGURE A2 SURVEYED TRAFFIC FLOWS AS REBASED FOR BOTH THE MORNING AND EVENING PEAKS DISCUSSED IN SECTION 2

AM PEAK FLOWS APPENDIX 1 FIGURE A3 SURVEYED TRAFFIC FLOWS AS REBASED FOR BOTH THE MORNING AND EVENING PEAKS DISCUSSED IN SECTION 2

Barden Lane

265 A682 Colne Rd 149 Waterbarn St

115 Newman St 292 420 275 579 New Hall Street 341 230 167 76 Barden St 32 Tunstill St Thursby Rd Abel St 60 1036 1166 Elm St 160 Briercliffe Rd 958

Oswald St Hebrew Rd 261 257 M65 J11 236 929 349 Daneshouse Rd 837 112 687 86 217 Brougham St 305 63 509 61

B6434 592 Burns St Elm St 1152 Princess Way 904

657 A682 Colne Road

B6434 905 592 Princess Way Canning St Station Curzon St 1008 B6434 1187 A682 Church Street Royle Road 724 A679 Active Way 690

A679

FIGURE A4 Base Traffic Flows AM Peak 2009

Barden Lane

160 A682 Colne Rd 183 Waterbarn St 114 Newman St 189 345 287 518 New Hall Street 459 291 251 36 Barden St 176 Tunstill St Thursby Rd Abel St 178 1313 1179 Elm St 88 Briercliffe Rd 1081

Oswald St Hebrew Rd 132 202 M65 J11 119 1200 327 Daneshouse Rd 1146 94 699 68 135 Brougham St 292 175 623 150

B6434 764 Burns St Elm St 1297 Princess Way 1284

830 A682 Colne Road

B6434 1142 1129 Princess Way Canning St Station Curzon St 1578 B6434 1468 A682 Church Street Royle Road 975 A679 Active Way 877

A679

Figure A5 Base Traffic Flows PM Peak 2009

Barden Lane

A682 Colne Rd 5415 Waterbarn St

5079 Newman St

13570 New Hall Street 9493 6717 Barden St 2289 Tunstill St Thursby Rd Abel St 3477 16775 Elm St Briercliffe Rd

14586

16804 Oswald St Hebrew Rd

6095 M65 J11 Daneshouse Rd 29416 6310 3641 18013 Brougham St 5780 4221 B6434 Princess Way Burns St Elm St 33171 20338 A682 Colne Road

B6434 26955 Princess Way Canning St Station

Curzon St B6434 37492 A682 Church Street Royle Road A679 Active Way 23364

A679

Figure A6 Base Traffic Flows AADT 2009

Barden Lane

267 A682 Colne Rd 150 Waterbarn St

81 Newman St 295 423 278 583 New Hall Street 342 233 167 76 Barden St 32 Tunstill St Thursby Rd Abel St 60 1077 1177 Elm St 161 Briercliffe Rd 965

Oswald St Hebrew Rd 238 118 M65 J11 83 963 257 Daneshouse Rd 982 100 692 90 207 Brougham St 152 95 512 66

B6434 692 Burns St Elm St 1158 Princess Way 1064

598 A682 Colne Road

B6434 858 702 Princess Way Canning St Station Curzon St 1169 B6434 1191 A682 Church Street Royle Road 768 A679 Active Way 693

A679

Figure A7 Do-Minimum Modelled Traffic Flows AM Peak 2019

Barden Lane

162 A682 Colne Rd 183 Waterbarn St 128 Newman St 191 351 289 521 New Hall Street 465 291 253 75 Barden St 166 Tunstill St Thursby Rd Abel St 180 1312 1190 Elm St 89 Briercliffe Rd 1090

Oswald St Hebrew Rd 88 208 M65 J11 133 1253 374 Daneshouse Rd 1151 94 704 115 66 Brougham St 267 169 626 156 B6434 757 Burns St Elm St 1258 Princess Way 1280

790 A682 Colne Road

B6434 1103 1123 Princess Way Canning St Station Curzon St 1577 B6434 1431 A682 Church Street Royle Road 969 A679 Active Way 864

A679

Figure A8 Do-Minimum Modelled Traffic Flows PM Peak 2019

Barden Lane

A682 Colne Rd 5451 Waterbarn St 4972 Newman St

13671 New Hall Street 9593 6753 Barden St 2497 Tunstill St Thursby Rd Abel St 3505 16933 Elm St Briercliffe Rd

14701

17090 Oswald St Hebrew Rd

4664 M65 J11 Daneshouse Rd 31111 5902 3012 18127 Brougham St 4585 3842 B6434 Princess Way Burns St Elm St 34051 20295 A682 Colne Road

B6434 27084 Princess Way Canning St Station

Curzon St B6434 38401 A682 Church Street Royle Road A679 Active Way 23564

A679

Figure A9 Do-Minimum Modelled Traffic Flows AADT 2019

Barden Lane

273 A682 Colne Rd 158 Waterbarn St

13 Newman St 290 450 273 705 New Hall Street 380 244 226 71 Barden St 190 Tunstill St Thursby Rd Abel St 56 1336 1335 Elm St 141 Briercliffe Rd 1140

Oswald St Hebrew Rd 187 12 M65 J11 205 1199 415 Daneshouse Rd 1292 230 708 253 212 Brougham St 266 85 545 239

B6434 703 Burns St Elm St 1181 Princess Way 1148

568 A682 Colne Road B6434 772 638 Princess Way Canning St Station Curzon St 1101 B6434 1288 A682 Church Street Royle Road 892 A679 Active Way 832

A679

Figure A10 Do-Something Modelled Traffic Flows AM Peak 2019

Barden Lane

179 A682 Colne Rd 185 Waterbarn St 56 Newman St 165 395 250 649 New Hall Street 464 358 242 182 Barden St 117 Tunstill St Thursby Rd Abel St 188 1377 1429 Elm St 114 Briercliffe Rd 1168

Oswald St Hebrew Rd 328 336 M65 J11 309 1249 399 Daneshouse Rd 1186 177 765 85 284 Brougham St 485 69 678 171

B6434 763 Burns St Elm St 1531 Princess Way 1273

990 A682 Colne Road

B6434 1252 1096 Princess Way Canning St Station Curzon St 1524 B6434 1690 A682 Church Street Royle Road 940 A679 Active Way 1235

A679

Figure A11 Do-Something M odelled Traffic Flows PM Peak 2019

Barden Lane

A682 Colne Rd 5687 Waterbarn St

3749 Newman St

15724 New Hall Street 9786 7654 Barden St 4006 Tunstill St Thursby Rd Abel St 3570 19773 Elm St Briercliffe Rd

16511

19408 Oswald St Hebrew Rd

6174 M65 J11 Daneshouse Rd 35239 8735 6095 19286 Brougham St 8305 4650 B6434 Princess Way Burns St Elm St 36720 21633 A682 Colne Road

B6434 26883 Princess Way Canning St Station

Curzon St B6434 40082 A682 Church Street Royle Road A679 Active Way 27892

A679

Figure A12 Do-Something Modelled Traffic Flows AADT 2019

APPENDIX 1 TABLE A1 VALIDATION TABLES DISCUSSED IN SECTION 2 OF REPORT

AM peak

am pk hr ONE-WAY VALIDATION Count Lower limit Upper limit Assignment check GEH Active Way e/b to Church St No am pk hr data w/b from Church St e/b to Curzon St 647 520.2633 773.7367 724 ok 2.9 w/b from Curzon St 687 557.2689 816.7311 690 ok 0.1 Colne Road n/b to Hebrew Rd 688 588 788 904 H 7.7 s/b from Hebrew Rd 938 797.3 1078.7 1152 H 6.6 n/b from Hebrew Rd 646 546 746 837 H 7.0 s/b to Hebrew Rd 905 769.25 1040.75 929 ok 0.8 n/b from Active Way No am pk hr data s/b to Active Way n/b to Briercliffe Rd 716 604.9723 827.0277 837 H 4.3 s/b from Briercliffe Rd 1020 861.8321 1178.168 929 ok 2.9 Barden Lane n/b to Newman St 140 40 240 224 ok 6.2 s/b from Newman St 138 38 238 143 ok 0.4 New Hall Street e/b to Barden Ln 45 -55.0356 145.0356 115 ok 7.8 w/b from Barden Ln 186 85.7146 286.2854 292 H 6.9 e/b to Grey St 19 -81.0228 119.0228 2 ok 5.2 w/b from Grey St 36 -64.03 136.03 10 ok 5.4 w/b from Abel St 43 -57 143 10 ok 6.4 e/b to Abel St 34 -66 134 2 ok 7.5 w/b to Abel St 135 35 235 56 ok 8.1 e/b from Abel St 53 -47 153 46 ok 1.0 Hebrew Road n/b to Old Hall St 163 62.77612 263.2239 256 ok 6.4 s/b from Old Hall St 198 97.6793 298.3207 259 ok 4.0 n/b from Colne Rd 187 87 287 68 L 10.5 s/b to Colne Rd 178 78 278 223 ok 3.2 Daneshouse Road e/b to Elm St 210 109.6418 310.3582 234 ok 1.6 w/b from Elm St 228 127.5815 328.4185 81 L 11.8 e/b to Elm St 229 129 329 234 ok 0.3 w/b from Elm St 220 120 320 81 L 11.3 e/b to Hebrew Rd 144 44 244 236 ok 6.7 w/b from Hebrew Rd 183 83 283 86 ok 8.4 Brougham Street e/b from Princess Way 251 151 351 305 ok 3.2 w/b to Princess Way 192 92 292 61 L 11.6 e/b to Oswald St 234 134 334 289 ok 3.4 w/b from Oswald St 182 82 282 42 L 13.2 e/b from Oswald St 231 131 331 226 ok 0.3 w/b to Oswald St 220 120 320 76 L 11.8 Princess Way s/b from Brougham St 829 704.65 953.35 592 L 8.9 n/b to Brougham St 659 559 759 657 ok 0.1 n/b from ASDA rbt 707 571.049 842.951 657 ok 1.9 s/b to ASDA rbt 1120 904.632 1335.368 592 L 18.0 Princess Way (S) n/b to ASDA rbt 791 638.8964 943.1036 905 ok 3.9 s/b from ASDA rbt 1156 933.7095 1378.291 592 L 19.1 Royle Road n/b to Princess Way 795 642.1272 947.8728 378 L 17.2 s/b from Princess Way 704 568.6258 839.3742 149 L 26.9

SCREENLINE VALIDATION Daneshouse Road and Active Way One-way Active Way e/b to Curzon St 647 724 w/b from Curzon St 687 690 Daneshouse Road e/b to Elm St 210 234 w/b from Elm St 228 81

Totals e/b 857 695.34 1018.66 958 ok 3.4 w/b 915 750.945 1079.055 771 ok 5.0 Two-way 1772 1541.679 2002.321 1729 ok 1.0

Colne Road (south of Old Hall Street) and Hebrew Road One-way Colne Road n/b from Hebrew Rd 646 837 s/b to Hebrew Rd 905 929

Hebrew Road n/b to Old Hall St 163 256 s/b from Old Hall St 198 259

Totals s/b 1103 961.4202 1244.58 1188 ok 2.5 n/b 809 640.2034 977.7966 1093 H 9.2 Two-way 1912 1691.689 2132.311 2281 H 8.1

PM peak hour

pm pk hr ONE-WAY VALIDATION Count Lower limit Upper limit Assignment check GEH Active Way e/b to Church St 965 389.5458 1540.454 1578 H 17.2 w/b from Church St 647 260.36 1033.64 1468 H 25.2 e/b to Curzon St 592 469.1935 714.8065 975 H 13.7 w/b from Curzon St 728 588.0108 867.9892 877 H 5.3 Colne Road n/b to Hebrew Rd 939 798.15 1079.85 1284 H 10.3 s/b from Hebrew Rd 772 656.2 887.8 1297 H 16.3 n/b from Hebrew Rd 939 798.15 1079.85 1146 H 6.4 s/b to Hebrew Rd 782 664.7 899.3 1200 H 13.3 n/b from Active Way 1137 458.9778 1815.022 1284 ok 4.2 s/b to Active Way 1157 467.0513 1846.949 1297 ok 4.0 n/b to Briercliffe Rd 935 790.0128 1079.987 1146 H 6.5 s/b from Briercliffe Rd 871 735.937 1006.063 1200 H 10.2 Barden Lane n/b to Newman St 281 181 381 309 ok 1.6 s/b from Newman St 112 12 212 98 ok 1.4 New Hall Street e/b to Barden Ln 105 4.895347 205.1047 114 ok 0.9 w/b from Barden Ln 155 54.79562 255.2044 189 ok 2.6 e/b to Grey St 24 -76.0244 124.0244 9 ok 3.7 w/b from Grey St 27 -73.0256 127.0256 1 ok 6.9 w/b from Abel St 41 -59 141 1 ok 8.7 e/b to Abel St 39 -61 139 9 ok 6.1 w/b to Abel St 115 15 215 34 ok 9.4 e/b from Abel St 109 9 209 175 ok 5.5 Hebrew Road n/b to Old Hall St 279 178.3838 379.6162 183 ok 6.3 s/b from Old Hall St 205 104.6577 305.3423 119 ok 6.8 n/b from Colne Rd 230 130 330 175 ok 3.9 s/b to Colne Rd 242 142 342 135 L 7.8

Daneshouse Road e/b to Elm St 315 214.2207 415.7793 114 L 13.7 w/b from Elm St 224 123.5953 324.4047 51 L 14.8 e/b to Elm St 256 156 356 114 L 10.4 w/b from Elm St 277 177 377 51 L 17.6 e/b to Hebrew Rd 227 127 327 119 L 8.2 w/b from Hebrew Rd 204 104 304 68 L 11.7 Brougham Street e/b from Princess Way 215 115 315 292 ok 4.8 w/b to Princess Way 237 137 337 150 ok 6.3 e/b to Oswald St 207 107 307 160 ok 3.5 w/b from Oswald St 214 114 314 83 L 10.7 e/b from Oswald St 254 154 354 132 L 8.8 w/b to Oswald St 275 175 375 47 L 18.0 Princess Way s/b from Brougham St 765 650.25 879.75 764 ok 0.0 n/b to Brougham St 815 692.75 937.25 830 ok 0.5 n/b from ASDA rbt 958 773.7835 1142.217 830 ok 4.3 s/b to ASDA rbt 954 770.5526 1137.447 764 L 6.5 Princess Way (S) n/b to ASDA rbt 1121 905.4397 1336.56 1142 ok 0.6 s/b from ASDA rbt 1053 850.5156 1255.484 1129 ok 2.3 Royle Road n/b to Princess Way 1001 808.5149 1193.485 442 L 20.8 s/b from Princess Way 681 551.725 810.275 496 L 7.6

SCREENLINE VALIDATION Daneshouse Road and Active Way One-way Active Way e/b to Curzon St 592 975 w/b from Curzon St 728 877 Daneshouse Road e/b to Elm St 315 114 w/b from Elm St 224 51

Totals e/b 907 748.1356 1065.864 1089 H 5.8 w/b 952 779.7267 1124.273 928 ok 0.8 Two-way 1859 1624.658 2093.342 2017 ok 3.6

Colne Road (south of Old Hall Street) and Hebrew Road One-way Colne Road n/b from Hebrew Rd 939 1146 s/b to Hebrew Rd 782 1200 Hebrew Road n/b to Old Hall St 279 183 s/b from Old Hall St 205 119

Totals s/b 987 813.9037 1160.096 1319 H 9.8 n/b 1218 1063.637 1372.363 1329 ok 3.1 Two-way 2205 1973.073 2436.927 2648 H 9.0

Daneshouse, Duke Bar and Stoneyholme Transport Study

APPENDIX B

Accident and Safety Analysis

Location Comments Image RTC History 1 Duke Bar:

Colne Road, The existing junction requires pedestrians to Directional Flow 153416 26/02/05 15:00 2 cars S.I. Hurtley Street, view traffic coming from numerous direction 114422 25/04/05 15:00 1 Ped SER. Tunstill Street which will introduce confusion and thereby the 110507 16/01/04 18:00 2 M/C S.I. risk of a vehicle with pedestrian collision occurring. There is a natural pedestrian desire line along this footway to access local shops and a Post Office further up Colne Road.

This location has a history of three PIA’s (Personal; Injury Accidents) of which one involves a pedestrian with a car which was in the process of turning left into either Tunstill or Hurtley Streets

Colne Road, The existing junction has a left entry No Reported PIA from given register. Barden Lane deceleration lane but has a sweeping entry curvature producing inappropriate transit speeds from vehicles turning in.

There is the risk of pedestrian/vehicle collisions for both visually impaired pedestrian and standard vision pedestrian walking along Colne Road.

Passageway The Passageway between two rows of terraced No Reported PIA from given register. Colne Road, Heap houses, is sometimes used by vehicles travelling Street/Ford Street south on Colne Road. Vehicles have been noted driving over the footway on east side of Colne Road and this creates potential conflict and road safety problems.

Duke Bar: Colne Colne Road is a main distribution road to the Road in vicinity of north of Burnley. It is a 30mph by virtue of street 39902 11/06/04 Sli M/C Post office on lighting, dual laned carriageway in the vicinitny 110883 11/02/04 Sli PED West side and of the district centre with lay-by parking along 135986 30/08/05 Sli Car between the footway kerb line. This road also has an 112602 17/011/04 Sli Car approximately advisory cycle lane on the nearside kerb line on 167409 15/07/08 Sli Cycle Heap Street and both carriageways. On the western side there is 169498 19/11/08 SER M/C Rylands Street on a parade of local shops of which one is the local 135995 06/10/06 Sli Car the east side. Post Office. This causes a potential desire line 112587 08/11/04 Sli Other form any part of the eastern pavement, requiring pedestrians to cross two active lanes of traffic. The mean speed of traffic surveyed at the time of the inspection was seen to be inappropriate (high) for the conditions that prevailed, this was due to open flowing traffic northbound, and reduced flow numbers southbound.

There is a high demand for short parking associated with the shops in the district centre including a post office and other shops in the area causing a momentary obstruction to the cycle lanes on both sides of the carriageway. This in turn forces cyclist out into the path of flowing traffic.

Colne Road Both Rylands and Heap Street are residential Between Barden roads which form a natural short cut to the flow Street and between Colne and Briercliff Roads. Both streets Rylands Street. are formed by terrace housing with only a foot pavement between the front door and the road kerb line. It has been noted that residents from the two roads who wish to access the district centre shops have no formal crossing facility across Colne Road, with the exception of the signal controlled junction phasing at Newman St. Colne

Road

Stanley Mill Stanley Mill area focussing on Cleaver Street, Shackleton Street, Heath Street and Swinless Street.

Thursby Rd

Briercliffe Rd

Swinless St.

Heath St Cleaver St.

Shackleton St. MILL

Ribblesdale St

Stanley Mill area The mill generates a substantial number of 8237 17/08/05 Sli Cyclist focussing on goods vehicle movements through out the day. 153073 24/12/05 Sli Car Cleaver Street, As there is a total lack of any formalised loading 153091 27/09/07 Sli Car (04;00) Shackleton or unloading facility, lorries are dealt with on the Street, Heath road side. This complicated with residential Street and parking introduces a potential risk to young and Swinless Street. inexperienced pedestrians attempting to go about their business.

There are three reported PIA’s in this location with no correlation between them, they are: All classified as slight PIA’s one involved a cyclist, one a car on Christmas Eve and the third involved two cars at 04:00 in the morning.

Brennand Street

Colne Rd

Brennand St

Briercliffe Rd

Brennand Street Brennand Street gives a direct link between Colne Road and Briercliffe Road, thereby introducing a natural short cut for all traffic travelling both north and south into Burnely Town Centre. Traffic calming cushions are in place along this road but the mean speed of free flowing traffic is inappropriately high for a residential street. The Local Highway Authority have put a school crossing patrol on the junction of Briercliffe Road and Brennand Street for the peak school Looking down Brennand St from run periods, both in the morning and Briercliffe Rd 153072 sli car 11/11/05 afternoon/evening periods. 166898 sli PED 01/10/08 The inappropriate driving is not restricted to non- 110902 sli car 19/02/04 local drivers but also to local drivers who were 111121 sli car 29/03/04 seen driving with children going to school. 112487 sli PED 06/10/04 168480 sli car 23/02/08 There is the potential risk of a personal injury 168497 SER Cyclist 11/06/08 accident occurring at any point along Brennand 38739 sli PED 14/01/05 Street, 113088 sli car 31/12/04 113017 sli car 02/12/04 There is already a history of twelve Personal 112080 sli car 27/08/04 Injury Collisions at he junction between 113870 sli Cyclist 03/12/04 Brennand Street and Colne Road of which three involved pedestrians all slight injury, two involved cyclist of which one sustained serious Looking north along Briercliffe Rd with injuries and the other slight injuries, the standard HGV Traffic. remainder resulted from car on car collision with only slight injuries to either driver or passenger.

Barden Lane

Barden Lane Pratt St.

Bright St.

Colne Rd.

Newman St

New Hall St.

Barden Lane Barden Lane is a local distribution road between Pratt connecting Fence, Reedley Hollows and the 8226 26/07/05 Sli Ped Street and New north west to Burnley town centre. 136006 25/10/06 Sli Car Hall Street The mean speed of traffic as seen during the 41154 4/07/04 Sli Car survey would indicate that the 85%tile speeds 39636 24/07/04 Sli PTW were not in keeping and as such inappropriately 8219 18/06/05 Sli Car/Other high for this area. The Eastern side of this road was also extensively used for residential on street parking. There is a history in this area of five reported personal injury collisions taking place, of one was a reported pedestrian casualty. The dates indicate that all collision took place between the June/July/October period and are all classified as Slight PIA’s.

New Hall Street

Grey St. Barden Lane

New Hall St

Colne Rd

North St.

Abel St

Robinson St Hurtley St. Elm St.

New Hall Street New Hall Street has a system of Traffic Calming 153809 18/10/07 Sli Ped which consist mainly of junction tables and full 169453 01/10/08 Ser Car width table humps along its length. This design 148774 27/05/07 Sli Ped is not compatible with a regular bus service 114125 10/03/05 Ser Ped route as there is evidence that drivers may 15545 08/05/06 Sli Ped suffer from a repetitive strain injury complaint. 8225 18/07/05 Sli Other 8226 18/07/05 SLi Ped New Hall Street is a long residential street which invites residential parking to both kerb lines. The main design of this road is to form the northern estate distributor road feeding the north to south tenement street. The 95 pendel Green Line hourly service through this street, with only sporadic bus stop points.

There has been over the last three yearly Collision History a record of seven PIA’s of which five have been classified as pedestrian injuries. Of the seven records there are two which were graded as of a serious nature one a pedestrian and the other a multi vehicle collision in which one or more casualties had received injuries of a serious nature.

Old Hall Street

Elm St. Old Hall St.

Abel St Old Hall St.

Travis St. Hebrew St.

Elm St.

Danes House Rd

Old Hall Old Hall Street s a residential street with limited 133993 02/08/06 Ser Car Street/Abel on street parking facilities, it was observed that 8228 22/07/05 Ser Ped Street/Elm Street there is a problem in the vicinity of the Elm 169469 09/12/08 Sli Ped Street Business Park with several vehicles 38738 13/01/05 Sli Car parking in an inappropriate manor causing a 129857 03/11/05 Sli Car hazard to other traffic. 8277 15/11/05 Sli Ped Traffic was observed to be travelling at a speed 14443 02/04/06 Sli Car that was inappropriate to the conditions prevailing. The sections of road from this survey returned a record of seven reported PIA’s of which three involved a pedestrian injury of which one was classified as serious.

Abel Street This section of road forms the continuation section from Old Hall Street onto Hebrew Road. The priority junction between Hebrew Road and Abel Streets has had remedial work with yellow backed sharp deviation chevrons to indicate the acute nature of the priority route. During the survey it was noted that pedestrians were experiencing difficulty in crossing the main Hebrew Road at this junction, vehicles did not indicate their intension to turn left into Abel from Hebrew and also travelled at a speed which was inappropriate to the conditions prevailing.

Daneshouse Road/ Brougham Street

Abel Street

Danes House Road

Hebrew Road

Colne Road

Brougham Street

Princess Way

Daneshouse This length of road has an approach gradient Danes House Road Section Street/ Brougham that rises to the Leeds and Liverpool Canal Street bridge from both sides, the forward sight 147087 06/04/07 Sli Ped stopping distance is compromised the closer a 144585 17/02/07 Sli Car driver get to the bridge location to a point that a 8333 24/01/06 Sli Car westbound driver will not have sight of the 149605 06/04/07 Sli Car central chicanes until he is approximately 100m from the canal bridge. 112637 27/11/04 Sli Ped 139769 01/11/06 Sli Ped The complete section of both Danes House and Brougham Street has been traffic calmed by Canal Bridge onto Brougham Street means of three strategically located chicanes with the addition of a a speed table hump in the 114162 24/03/05 Sli Cyclist lower section of Brougham Street. This road 112062 21/08/04 Sli Ped table has been recently revamped as the gradient for the approach ramps have been Junction onto Princes Way smoothed to allow for service busses. 168515 09/11/08 Ser Car 166721 14/03/08 Sli Car The length of Danes House Road from Hebrew 8284 11/11/05 Sli Car road to the canal bridge show that there is a 168503 15/08/08 Sli Car history of PIA incidents of the 6 reports there 167371 06/01/08 Sli Car were three involving Pedestrians, and three 166807 20/07/08 Sli Car involving cars. The junction of Travis Street with 135997 07/10/06 Sli Car Danes House Road shows a cluster of four incidents over a length of approximately 20 Approach to this junction on Princess metres with no definable causation factor. Way 114108 10/03/05 Ser Car The length of Brougham Street between the Canal Bridge and the junction with Princess Way show that only two random collisions occurred. One involved a pedestrian and the other a cyclist both of whom received only slight injuries, with no definable causation factor.

The junction between Princess Way and Brougham Street has indicated that there are

eight reported PIA incidents all involving cars at various times of the day also during various weather conditions. This type of cluster is indicative from a failure to give way to approaching traffic. Also from traffic on the main road (Princess Way) driving at a speed inappropriate to the conditions and not giving entering traffic (from Brougham Street) a clear sight distance to judge their approach speed.

Colne Road

Brennand St

Briercliffe Rd.

Thursby Rd.

Hurtley St

Old Hall St.

Hebrew Rd

Colne Road

Duke Bar Colne Road is the main A682 leading to Gyratory and Brierfield and on to Nelson, it is a main inter Point 1 15522 01/03/06 Ser Cyclist Colne Road town route for all classes of vehicles especially 11204 26/09/04 Sli Car good and service traffic. 144590 27/02/07 Sli Cyclist 113451 24/01/05 Sli Car The section under investigation extends from 110925 06/02/04 Sli Car Thursby Gardens north to the junction with 114129 19/03/05 Sli Car Brennand Street, and encompasses several 149618 03/07/07 Sli Ped cluster locations.

Cluster Point 1 Junction Colne Road/ Briercliffe Road

There is a cluster of seven PIA,s at this location, they mainly occur during the non peak traffic flow times of 10:00-13:00 with a two incidents reported at 17:00 and 19:00. There were no

night time reported incidents at this location.

Duke Bar Cluster Point 2 Point 2 Gyratory and Junction Colne Road/Barden Street Southbound 39902 11/06/04 Sli M/C Colne Road near entry onto the gyratory. 141724 30/08/05 SLi Car Barden Street 167417 23/09/08 Sli M/C There are eight reported PIA’s at this location of 139777 28/11/06 Sli Cyclist which two consisted two motor cyclist, one pedal 151072 06/08/07 Sli Car cyclist and five car collisions, all were of a slight 8202 06/05/05 Sli Car injury nature, there is no correlation between the 13083 31/12/04 Sli Car reported incidents. 39410 21/07/04 Sli Car The nature of the location and location of the incidents would be indicative of turning collisions that occurred by drivers who turned too late or drove in an inappropriate manor for the conditions that prevailed.

Duke Bar Cluster Point 3 Point 3 Gyratory and Junction Barden Street/Briercliffe Road 14429 13/02/06 Sli Car Colne Road There are nine reported PIA’s at this location, of 153805 06/10/07 Sli Car Junction Barden which three related to car collisions, two were 148763 02/05/07 Sli Cycle Street/Briercliffe pedestrian collisions a cyclist and the remainder 113039 12/12/04 Sli Ped Road are not known. 114146 18/03/05 Sli Other 11029 06/03/04 Sli Other The spread of the incidents and location are 169444 25/06/04 Sli Other indicative for high entry speed type collisions (a 111033 16/03/04 SER Ped speed that is inappropriate to the localised 8273 18/10/05 Sli Car conditions prevailing at the time of the incident). There is evidence that three of the incidents

could be classed as a failure to give way to oncoming traffic.

This area has recently been upgraded with a controlled pedestrian crossing on the Briercliffe Road traffic slitter island.

Junction Barden Cluster Point 4 Point 4 144609 01/04/07 Sli Car Street/Briercliffe Junction Colne Road with Len’s Street vicinity of 112476 16/04/04 Sli Car Road Library 8268 20/10/05 Sli Ped This cluster has nine PIA incidents which are 113447 29/01/05 Sli Other grouped into two junction patens. They consist 132987 14/07/06 Sli M/C of five car collisions, two motorcycle collisions a 129869 30/03/06 Sli Car pedestrian collision and an undetermined 129867 13/04/06 SER M/C collision. With the exception of 129867 which is 8324 03/01/06 Sli Car a serious incident all others are of a slight injury 135990 24/08/06 Sli Car nature.

The collisions in this paten are instinctive of fail to observe approaching traffic or pulling out into the traffic stream without giving adequate clearance. This is indicative of right turning traffic trying to cross the opposing stream during peak flows

Burnley Central Station on Railway Street off Curzon Street

Existing Car Park to become turning Central Station area

Railway Street

Canning Street Anchor Retail Park

Curzon Street

Canning Street Bridge

Active Way

Burnley Central Central Station is included in the study area. 148767 14/05/07 Sli Car (5 V Col) Station Strong pedestrian flows have been observed and noted at peak times walking between the toen centre and the Railway Station on Eailway Street using Curzon Street, Canning Street or the well trodden link to the supermarket situated in the Anchor Retail Park.

There is a history of a single PIA incident which involved two adults who received slight injuries and also involved 5 motor vehicles no further details are available for this incident.

Curzon Street Curzon Street links the two supermarket Involved Incidents developments of Anchor and Stoneyholme 169443 17/03/08 Sli car Retail Parks to the station and onto Active Way 113031 03/12/04 Sli Car 111006 04/03/04 Ser Car (4 V Col) There is a history of collisions at this point are 153085 08/09/07 Sli Ped indicative to traffic existing Curzon Street onto 8193 16/05/05 Sli Car Active Way and either miss reading the approach speed of traffic or the traffic on Active Way driving in a way that would appear to be inappropriate to the existing speed limit and conditions prevailing at that point in time.

A further cluster point is indicated at the exit point to the Anchor Retail Park which is signal controlled, with a full pedestrian crossing facility.

Elm Street (Between Hurtley and Old Hall Street)

Hurtley Street

Nicholl Street Elm Street

Old Hall Street

Elm Street Elm Street is a terrace housed residential street with on street parking on the northern side of 8227 22/07/05 Ser Ped Hurtley Street. On the southern there is an off 133993 02/08/06 Ser Car street car park for the industrial area and also a lay-by along the western side of the road providing echelon parking.

There are two reported PIA incidents that apply to this section of road both are classified as serious with one involving a pedestrian. Both of the reported incidents happened at night time

Rectory Road

Junction 11 Brougham M65 Street

Rectory Road Princess Way

Stoneyholme Retail Park

Rectory Road / The underpass linking either side of Princess Princess Way / Way will introduce a safe passage for the new Brougham Street technical college. The limited car parking (Subway) available within the college will introduce migration to the Superstore car park on the eastern side of Princess Way, A Sign depicting College parking was located at the entrance into the superstore car park giving the impression that students, visitors and staff would be permitted to park in a designated part of the superstore car park.

This would introduce a requirement for pedestrians to cross Princess Way at either the signalised crossing at the entrance to the superstore or risk the road. Observations on site indicate that pedestrians do cross the dual laned Princess Way.

March Street

Brougham Canning Street Street

Princess Way

Burleigh Street

March Street March Street is a quiet residential street with on- (between Canning street parking along the kerb line. The plan and Oswald highlights a need for a cycle lane running along Street ) March Street to join the College area with the North Eastern side of Burnley. This would introduce a direct cycle link diverting this form of traffic away from the risk and dangers of the standard roads. There is no recorded PIA’s for cyclists along this route at the present, but other routes in the area do show a trend for cyclist injury collisions during the standard College/Working day period.

Oswald Street Coal Yard

Old Hall Street

Leeds and Oswald Street Liverpool Canal and NCN68

Elm Street East Lancashire Railway Canal towpath and NCN68

Daneshouse March Street Road

Brougham Street

Oswald Street Coal The Oswald Street coal yard is a clear site that Yard has been allocated for new residential housing as discussed in section 3 of this report.

To complete the cycle link from the College to the north east sector a link could be introduced across this section of land. This would remove a significant number of vulnerable road users from the active highway system significantly reducing the potential risk of injury to that class of road users. This route would require the introduction of a lightweight bridge to cross the east Lancashire Railway Rail Line.

Gateway to Off There is an existing route which will provide a highway direct link between New Hall Street and walking/Cycleway Daneshouse Road and then further onto the centre of Burnley via Thursby Gardens. This route has the application to provide a safer route than in the open traffic and must be subject to a Non-Motorised User Audit (NMU). This would have further possibilities in producing a direct link for pedestrians thereby avoiding crossing main roads.

Steps to the canal The steps down to the canal route are in need of towpath and maintenance, when they are in a state of good NCN68 repair there are possibilities subject to a full NMU Audit to introduce this route into either a cross town footway or cross town cycle route for inclusion into the regional cycle route of Lancashire.

Daneshouse, Duke Bar and Stoneyholme Transport Study

APPENDIX D

Burnley 6 th Form Barden Campus Proposed Traffic Regulation Order and Mandatory School Keep Clear Markings

Evelyn Street

St Philip Street/James Street/Francis Street

Daneshouse, Duke Bar and Stoneyholme Transport Study

APPENDIX E

Service 94/95 Proposed Working Timetable to Facilitate Bus/Rail Integration for Burnley Central Railway Station

Full Working Timetable Showing Connections at Burnley Central Station

COLNE – Nelson – Brierfield – General Hospital – BURNLEY 94 95 The Pendle Green Line Showing train connections at Burnley Central Station

Service operated by Tyrer Bus Ltd with the financial support of Lancashire County Council

Mondays to Saturdays

Route No. 95 95 95 95 94 95 94 95 94

COLNE Market Street 08.25 09.00 30 00 COLNE Bus Station 06.50 07.15 07.45 08.15 08.50 09.20 50 20 NELSON Interchange arrive 07.20 07.50 08.20 08.50 09.20 09.50 20 50 NELSON Interchange depart 06.43 07.23 07.53 08.23 08.53 09.23 09.53 23 53 BRIERFIELD Town Hall ------09.07 ---- 10.07 07 Mins BURNLEY General Hospital 06.54 07.34 08.04 08.34 09.34 Then 34 Past BURNLEY Curzon St at (for Burnley Central Stn) arrive 07.13 07.53 08.23 08.53 09.53 53 Each Hour TRAIN Burnley Central depart 08.00 09.03 10.03 03 until TRAIN Accrington arrive 08.16 09.19 10.19 19 TRAIN Blackburn arrive 08.27 09.33 10.33 33 TRAIN Preston arrive 09.00 10.00 11.00 00

BURNLEY Curzon St depart 07.13 07.53 08.23 08.53 09.53 53 BURNLEY Bus Station 07.18 07.58 08.30 09.00 09.58 58

Route No. 94 95 94 95 94 95 94 95 94

COLNE Market Street 16.00 16.25 16.55 17.35 18.05 18.35 19.05 19.35 19.55 COLNE Bus Station 16.20 16.45 17.15 17.55 18.20 18.50 19.20 19.50 20.10 NELSON Interchange arrive 16.50 17.20 17.50 18.25 18.50 19.20 19.50 20.20 20.40 NELSON Interchange depart 16.53 17.25 17.53 18.28 BRIERFIELD Town Hall 17.07 ---- 18.07 ---- BURNLEY General Hospital 17.34 18.39 BURNLEY Curzon St (for Burnley Central Stn) arrive 17.53 18.58

TRAIN Burnley Central depart 18.03 19.08 TRAIN Accrington arrive 18.19 19.24 TRAIN Blackburn arrive 18.33 19.34 TRAIN Preston arrive 19.00 20.00

BURNLEY Curzon St depart 17.53 18.58 BURNLEY Bus Station 18.00 19.05

BURNLEY– General Hospital – Brierfield – Nelson - COLNE 94 95 The Pendle Green Line Showing train connections at Burnley Central Station

Service operated by Tyrer Bus Ltd with the financial support of Lancashire County Council

Mondays to Saturdays

Route No. 95 95 95 95 95 94 95 94 94

BURNLEY Bus Station 07.20 07.50 08.20 08.45 09.15 15 BURNLEY Curzon St (for Burnley Central Stn) arrive 07.25 07.55 08.25 08.50 09.20 20

TRAIN Preston depart 06.21 07.22 08.22 22 TRAIN Blackburn depart 06.48 07.51 08.48 48 Mins TRAIN Accrington depart 06.59 08.02 08.59 59 Past TRAIN Burnley Central arrive 07.17 08.18 09.15 Then 15 Each at Hour BURNLEY Curzon St depart 07.25 07.55 08.25 08.50 09.20 20 until BURNLEY General Hospital 07.44 08.14 08.44 09.09 09.39 39 BRIERFIELD Town Hall ------10.10 -- 10 16.10 NELSON Interchange arrive 08.00 08.30 09.00 09.23 09.53 10.23 53 23 16.23 NELSON Interchange depart 08.05 08.35 09.05 09.25 09.55 10.25 55 25 16.25 COLNE Market Street 08.45 09.15 09.40 10.00 10.30 11.00 30 00 17.00 COLNE Market Street 08.58 09.28 09.53 10.13 10.43 11.13 43 13 17.13

Route No. 95 94 95 94 95 94 95 94

BURNLEY Bus Station 16.15 17.20 18.25 19.20 BURNLEY Curzon St (for Burnley Central Stn) arrive 16.20 17.25 18.30 19.25

TRAIN Preston depart 15.22 16.22 17.22 18.24 TRAIN Blackburn depart 15.48 16.50 17.57 18.53 TRAIN Accrington depart 15.59 17.01 18.08 19.04 TRAIN Burnley Central arrive 16.15 17.17 18.24 19.20

BURNLEY Curzon St depart 16.20 17.25 18.30 19.25 BURNLEY General Hospital 16.39 17.44 18.49 19.44 BRIERFIELD Town Hall ---- 17.10 ---- 18.10 ------NELSON Interchange arrive 16.53 17.23 18.01 18.23 19.03 19.58 NELSON Interchange depart 16.55 17.30 18.05 18.30 19.05 19.30 20.00 20.30 COLNE Market Street 17.35 18.10 18.40 19.05 19.35 20.00 20.30 21.00 COLNE Market Street 17.48 18.23 19.18

Daneshouse, Duke Bar and Stoneyholme Transport Study

APPENDIX F

Gateway Highway Improvement Scheme

APPENDIX G

AIR QUALITY ASSESSME NT

Bur nley Borough Council The Town Hall Manchester Road Burnley BB1 1JA

Report No. 16095-AN001 August 2009

DANESHOUSE, DUKE BAR AND STONEYHOLME TRANSPORT STUDY

AIR QUALITY ASSESSME NT

Bur nley Borough Council The Town Hall Manchester Road Burnley BB1 1JA

DANESHOUSE, DUKE BAR AND STONEYHOLME TRANSPORT STUDY

AIR QUALITY ASSESSMENT

Burnley Borough Council Gifford The Town Hall 20 Nicholas Street Manchester Road Chester Burnley CH1 2NX BB1 1JA

DANESHOUSE, DUKE BAR AND STONEYHOLME TRANSPORT STUDY

AIR QUALITY ASSESSMENT

C O N T E N T S

Page

1. INTRODUCTION 1 2. LIMITATIONS 3 3. RELEVANT POLICY AND LEGISLATION 4 4. STUDY AREA LOCATION AND DESCRIPTION 7 5. AREA ACTION PLAN PROPOSALS 8 6. ASSESSMENT METHODOLOGY 10 7. RESULTS AND ASSESSMENT 14 8. CONCLUSIONS 17

Appendices

Appendix A Details of Breeze Road Air Pollutant Dispersion Model Appendix B Model Verification Appendix C Traffic Results

Figures

Figure 4.1 Study Area Figure 7.1 Monitoring Stations Figure 7.2 2008 Baseline Figure 7.3 2019 Do Nothing Figure 7.4 2019 Do Something Figure 7.5 2019 Do Something AQMA Figure 7.6 2019 Difference Figure 7.7 2019 Difference AQMA

Daneshouse, Duke Bar And Stoneyholme Transport Gifford Study Report No. Report No. 16095-AN001 Air Quality Assessment Page i August 2009

1. INTRODUCTION

1.1.1 Gifford has been commissioned by Burnley Borough Council (BBC) to undertake a Transport Study in support of the Area Action Plan (AAP) for the Danehouse, Duke Bar and Stoneyholme areas of Burnley. As part of the Danehouse, Duke Bar and Stoneyholme Transport Study Gifford has considered the impact of changes in traffic flows on the local air quality.

1.1.2 Air Quality is seen by BBC as a key issue in a number of locations within Burnley, particularly around the Duke Bar Gyratory where an Air Quality Management Area (AQMA) was declared in October 2007 as a result of predicted levels of nitrogen dioxide at this junction, and possible exposure of the general public to elevated concentrations of this pollutant.

1.2 Scope of Assessment

1.2.1 This report provides an assessment of the potential effect on local air quality, specifically nitrogen dioxide, resulting from changes in traffic flows associated with the development proposals within the AAP and any proposed modifications to the transport network deemed necessary to facilitate the developments as part of the Transport Study. The assessment identifies areas of predicted change in air quality and highlights areas where these change may be significant enough to exceed the relevant air quality objectives for the pollutants considered, which are set out in the Air Quality Regulations 1,2.

1.2.2 Traffic flow data used in the assessment has been provided from models used to generate information presented in the Daneshouse, Dukebar and Stoneyholme Transport Study.

1.2.3 The following scenarios have been considered within this report:

i) Existing (2008) air quality in the study area; ii) Future air quality (2019) in the study area without the AAP proposals (Do Nothing); iii) Future air quality (2019) in the study area with the impact the AAP proposals (Do Something).

1.3 Description of Potential Impacts

Vehicle Emissions

1.3.1 Vehicle exhaust emissions resulting from traffic generated by AAP proposals may have the potential to affect local pollution levels.

1.3.2 The pollutants of greatest concern in respect of the impact on public health, which are found in the exhaust emissions of road traffic (and which are typically present at the

greatest concentrations in urban areas), are nitrogen dioxide (NO 2), particulate matter (PM 10 ), carbon monoxide (CO) and benzene. Of these pollutants, NO 2 has been identified in previous air quality assessments 3 completed by BBC as the pollutant of most concern in the study area and has therefore been considered in this assessment.

1 The Air Quality (England) Regulations 2000 - Statutory Instrument 2000 No.928 2 The Air Quality (England) (Amendment) Regulations 2002 - Statutory Instrument 2002 No.3043 3 Burley Detailed Air Quality Assessment – Burley Borough Council - 2007

Daneshouse, Duke Bar And Stoneyholme Transport Gifford StudyDaneshouse, Duke Bar And Stoneyholme Report No. Report No. 16095-AN001 Transport StudyDaneshouse, Duke Bar And Stoneyholme Transport Study Air Quality AssessmentAir Quality Assessment Page 1 August 2009

1.3.3 At very high concentrations, NO 2 can irritate the airways of the lungs, particularly in vulnerable sectors of the population (such as the elderly, the very young or the unwell). Standards set in regulations (which form the framework of the assessment criteria applied in this study) reflect the effect of this pollutant to human health.

1.4 Objective of Assessment

1.4.1 The objective of the assessment was to review the existing and future baseline local air quality of the study area and to assess the potential effects the proposals will have on air quality of the study area. Areas where air quality is likely to be most significantly effected by the AAP proposals will be highlighted, as will those which are most sensitive to large changes in air quality as a result of the AAP proposals. This information will inform the development of strategies and policies, aid in local development planning decisions and, provide BBC with important information relating to the effect of the AAP on the delivery of its air quality action plan.

2. LIMITATIONS

2.1.1 This report has been prepared for the benefit of Burnley BC.

2.1.2 The findings and opinions in this report are based upon information derived from a variety of sources. Gifford can not accept any liability for the accuracy or completeness of any information derived from third party sources; however, reasonable measures have been taken to confirm the accuracy of third party data.

2.1.3 This air quality assessment is based on predicted traffic figures developed as part of the Transport Study for the AAP. The findings of this report are intended to inform and assist in the development of the AAP and not identify the specific impact of individual developments.

3. RELEVANT POLICY AND LEGISLATION

3.1 Background

3.1.1 Air quality is monitored and managed under a range of national and international legislation which sets out procedures, guidelines and standard limits for specific, commonly occurring, air pollutants. Legislation is based upon the effects of air pollutants to human health and safety, the environment, ecosystems, and effects to buildings and structures.

3.2 The European Air Quality Framework Directive and Daughter Directives

3.2.1 The European Air Quality Framework Directive (Directive 96/62/EC) establishes a strategic framework for setting European-wide limit values for twelve pollutants. Limit values for each pollutant are established by a series of Daughter Directives 4 and based on recommendations made by the World Health Organization (WHO).

3.2.2 These directives have been transposed into legislation and implemented in England by the Air Quality Standards Regulations 2007 5. Overall responsibility for achieving the limits lies with the Secretary of State, however, local authorities have a role through their duties to work towards meeting the national air quality objectives (detailed in section 3.3) which are similar, or in some cases more stringent than the EU limit values.

3.3 Air Quality Strategy for England, Scotland, Wales & Northern Ireland

3.3.1 The Government's policy on air quality within the UK is set out in the Air Quality Strategy for England, Scotland, Wales and Northern Ireland (AQS) most recently updated in July 2007 6.The AQS sets out a framework for reducing hazards to health from air pollution and ensuring that international commitments are met in the UK.

3.3.2 The AQS covers ten air pollutants. These are ammonia (NH 3), benzene (C 6H6), 1,3 butadiene (C 4H6), carbon monoxide (CO), lead (Pb), oxides of nitrogen (NO x) (including NO 2), particulate matter (PM 10 and PM 2.5 ), sulphur dioxide (SO 2), ozone (O 3), and polycyclic aromatic hydrocarbons (PAHs).

3.3.3 Standards are the concentrations of pollutants in the atmosphere which can broadly be taken to achieve a certain level of environmental quality. The standards are based on the assessment of the effects on human health (including sensitive sub groups) or ecosystems. In general, these are concentration limits, above which sensitive members of the public (e.g. children, the elderly and the unwell) might experience adverse health effects. Objectives are policy targets often expressed as maximum concentrations not to be exceeded either without exception or with a limited number of exceedences within a specified timescale.

3.3.4 For some pollutants, there is both a long-term (e.g. annual mean) standard and a short- term (e.g. one hour mean) standard. These periods reflect the varying impacts on health of differing exposures to pollutants. Long-term standards are generally lower than short-term standards owing to the chronic health effects associated with exposure

4 1999/30/EC, 2000/69/EC, 2002/3/EC, 2004/107/EC. 5 The Air Quality Standards Regulations 2007, Statutory Instrument 2007, No. 64. 6 The Air Quality Strategy for England, Scotland, Wales and Northern Ireland - Defra - July 2007.

to low concentrations of pollutants for longer periods of time.

3.3.5 Of the pollutants included in the AQS, NO 2 is particularly relevant to this project as road traffic is considered to be the predominant pollutant source.. This has been confirmed by work carried out by Burnley BC as part of its own Review and Assessment process, which has led to the designation of an AQMA in the town centre. Concentrations of this pollutant tend to be close to the AQS objectives in built up locations, such as the study area. Local authorities undertaking review and assessments of air quality are finding that, where road traffic is the dominant source of air pollution, the objectives for this pollutant is likely to be the most difficult to achieve.

3.4 Air Quality (England) Regulations

3.4.1 Many of the objectives in the AQS were made statutory in England with the Air Quality (England) Regulations 2000 7 and the Air Quality (England) (Amendment) Regulations 8 2002 for the purpose of Local Air Quality Management (LAQM). The objectives for NO 2 which are relevant to this assessment are as follows:

NO 2 i) The long term objective is an annual mean concentration of 40µg/m3 to be achieved by the 31st December 2005. ii) The short term objective is a 1 hour mean concentration of 200µg/m3 not to be exceeded more than 18 times per year to be achieved by the 31st December 2005.

3.4.2 Objectives included in the Air Quality (England) Regulations are generally more stringent than those included within EU legislation and other English regulations. Throughout this report, reference to statutory standards or objectives means those included within the Air Quality (England) Regulations.

3.5 Local Air Quality Management (LAQM)

3.5.1 Part IV of the Environment Act 1995 requires local authorities to periodically review and assess the quality of air within their administrative area. The reviews have to consider the present and future air quality and whether any air quality objectives prescribed in regulations are being achieved or are likely to be achieved in the future.

3.5.2 Where any of the prescribed air quality objectives are not likely to be achieved the authority concerned must designate an Air Quality Management Area (AQMA).

3.5.3 For each AQMA the local authority has a duty to draw up an Air Quality Action Plan (AQAP) setting out the measures the authority intends to introduce to deliver improvements in local air quality in pursuit of the air quality objectives. Local authorities are not statutorily obliged to meet the objectives, but they must show that they are working towards them.

3.5.4 DEFRA has published technical guidance for use by local authorities in their review and assessment work 9. This guidance, referred to in this report as LAQM.TG(09), has been used where appropriate within the assessment.

7 The Air Quality (England) Regulations 2000 - Statutory Instrument 2000 No.928 8 The Air Quality (England) (Amendment) Regulations 2002 - Statutory Instrument 2002 No.3043 9 Department for Environment, Food and Rural Affairs (DEFRA): Part IV The Environment Act 1995 Local Air Quality

3.6 Planning Policy and Guidance

Planning Policy Statement 23 (PPS23): Planning and Pollution Control

3.6.1 PPS23 10 sets out policies and advice relating to pollution that should be taken into account by planning bodies when preparing development plans and determining individual planning applications.

3.6.2 PPS23 advises that air quality impacts arising from developments can be material planning considerations. This is most likely to be the case in situations where the proposed development could produce a breach of the AQS objectives and result in an AQMA designation, or where development is proposed in AQMA and will therefore result in an increase in public exposure to elevated pollution concentrations, or where a proposed development renders a Local Authority’s AQAP unworkable.

3.6.3 PPS23 also re-iterates that the presence of an AQMA should not result in the sterilisation of a site from development.

Burnley Local Plan Second Review (Adopted in 2006)

3.6.4 A review of Burnley’s Local Plan 11 identified one policy specific to the control of air pollutants within regard to planned development. This policy comprised of:

Policy GP7: New Development And The Control Of Pollution:

“ When appropriate, all new development will be examined, in consultation with the pollution control authorities, to assess the potential for noise, light, air, water, groundwater and soil pollution.

Development will be permitted when:

1. it complies with the advice of the pollution control authorities; 2. the location of the site in relation to other land uses, public transport, pedestrian and cycle links, would not lead to increased vehicle pollution; 3. the risk and impact of any potential pollution on surrounding land uses, including to health, safety, amenity, and natural environment is minimised; 4. there is no detrimental effect on the quality and sensitivity of the local environment, particularly Conservation Areas, Major Open Areas, Rural Areas, and sites with wildlife value; 5. it would not have a detrimental effect on sensitive land uses such as housing and schools to any potential source of pollution; and 6. it includes adequate provision for future restoration of the land for suitable after uses, when appropriate. Development that would result in pollution that would lead to harm to the environment will not be permitted.

The development of sensitive uses, such as housing and schools, in proximity to potential sources of pollution will not be permitted. “

10 Office of the Deputy Prime Minister: Planning Policy Statement 23: Planning and Pollution Control (Oct 2004). 11 http://burnley.devplan.org.uk sourced 06/06/2008

4. STUDY AREA LOCATION AND DESCRIPTION

4.1 Study Area Description

4.1.1 The study area is defined by the geographical scope of the Daneshouse, Duke Bar & Stoneyholme Area Action Plan (AAP) and the associated traffic model. The AAP is located immediately to the north of Burnley town centre and comprises three districts Daneshouse, Duke Bar and Stoneyholme. The AAP covers approximately 1.2km 2, it is bounded to the west by the M65 motorway and the East Lancashire Railway Line, to the south by Burnley town centre and the River Brun and to the east and north by a number of local streets. The boundary of the AAP is shown in Figure 4.1.

4.1.2 The Transport Study has identified key roads that will potentially be affected by the AAP, these roads form the basis of the air quality assessment and further define the Study Area, these roads are shown on Figure 4.1.

4.1.3 Daneshouse, Duke Bar & Stoneyholme is predominantly residential with old mills running alongside the Leeds & Liverpool Canal in western Daneshouse and close to Colne Road/Briercliffe Road in Duke Bar. In Stoneyholme newer industrial premises adjoin junction 11 of the M65 motorway.

4.2 Study Area Land Use

4.2.1 The study area and its surrounding environs comprise a number of land uses, including residential, retail, manufacturing and light industry, open space and public amenities such as libraries, schools and colleges. The East Lancashire Railway Line runs through the southern section of the study area and borders the north western perimeter. As noted above the M65 also borders a section of the eastern perimeter of the study area.

4.2.2 It is understood that there are over 3,300 residential properties in the study area, a number of these are found adjacent to the AQMA which is located in the north eastern quadrant of the study area along Clone Road, Briercliff Road and Thursby Road. The current extent of AQMA designated by Burnley BC following the detailed review and assessment of local air quality in 2007 is also illustrated on Figure 4.1.

4.3 Burnley BC Air Quality Review and Assessment

4.3.1 Burnely BC undertook an air quality assessment 12 for the AQMA in 2009. It is understood from this report that a Screening Assessment of local air quality and consequently a Detailed Air Quality Assessment was undertaken in 2006. These

assessments identified potential exceedences of the annual mean NO 2 AQS objectives and as a result the assessment it was concluded that there was a requirement for an AQMA to be declared at the junction of Briercliffe Road and Clone Road. The AQMA was declared on the 12th October 2007.

4.3.2 It has been noted that the AQMA was declared on a precautionary basis and this approach was agreed by the Defra appraisers.

12 Further Assessment 2009 – June 2009 – Burnley BC (Draft Report)

5. AREA ACTION PLAN PROPOSALS

5.1.1 The AAP is a statutory planning document that forms part of the Local Development Framework (LDF). Burnley is currently preparing the suite of documents that form LDF, which is due to replace the Local Plan in 2012. The LDF The AAP for Danehouse, Duke Bar and Stoneyholme has been developed to outline changes that are envisaged in the local area over the next 10 years. A masterplan has been developed for this area that identifies improvements and regeneration options, the plan will be used to influence the types of development that will be permitted and encouraged in the area.

5.1.2 The Danehouse, Duke Bar and Stoneyholme Transport Study has taken into account a number of proposed developments. Where available, traffic flows have been derived from existing Transport Assessments. Where Transport Assessments have not been produced then traffic forecasts have been developed by Gifford using the TRICS® database, based on the type and scale of development being proposed. The development sites associated with new traffic that have been considered were:-

i) Burnley College , an educational establishment west of Princess Way and north of Ashfield Road, would be accessed from Princess Way along Royle Road. The development will cause a net change to traffic flows, following a consolidation of various sites across Burnley, particularly with the removal of operations on Church Street. The development’s November 2006 Transport Assessment has been used to extract forecast development traffic flows.

ii) Burnley 6th Form College (Barden Campus) would be a mix of Nursery and Junior Schools, 6th Form College and Community Centre to the north of the study area, west of Barden Lane, north of New Hall Street and south of Heald Road. Lancashire County Council’s November 2005 Transport Assessment for the proposed development has been used to extract forecast development traffic flows.

iii) The proposed Bank Hall development would be a change of use to a B1/B2/B8 development. The site is east of Colne Road, and is accessed from an un-named road just to the south of the Hallwell Street junction. The September 2008 Transport Assessment has been used to extract traffic flows. Those traffic flows do not take account of the removal of the current land use, and can therefore be regarded as a worse-case scenario.

iv) A leisure development has been proposed at Crow Wood Farm . Whilst outside the study area, the development would have a traffic impact on Princess Way. There has been no netting-off of traffic flows associated with the incumbent land use. Forecast development traffic flows have been extracted from the July 1999 Traffic Impact Assessment.

v) It has been proposed to redevelop the land between New Hall Street, Hurtley Street, Whalley Street and Colne Road for new residential development. There is no Transport Assessment, so a development of similar density to the surrounding housing stock has been assumed in order to derive development traffic flows using TRICS.

vi) Oswald Street Coal Yard is also earmarked for residential development. Again, there is no Transport Assessment, so assumptions have been made about the size of the development in order to derive development traffic flows using TRICS®.

vii) Just recently, approval has been given to construct 38 houses in an area close to the Elm Street / Cameron Street junction. Traffic flows associated for this development have been derived using TRICS ®.

5.1.3 The Transport Study also includes the reconfiguration of the roads between North Street and Colne Street, this has been taken into account in this assessment.

6. ASSESSMENT METHODOLOGY

6.1 Scope of the Assessment

6.1.1 The scope of the assessment has been determined in the following way:

i) Through consultations with Burnley BC’s Environmental Health Officer to discuss the use of relevant air quality assessment methods, the availability of any local monitoring data and the presence of any recent local assessment reports or action plans; ii) A review of the local air quality data in the vicinity of the AAP, including data from Burnley BC and the UK National Air Quality Information Archive (NAQIA); iii) Desk study to identify locations of local areas which would be sensitive to a change in local air quality resulting from the proposals in the AAP; iv) A review of traffic flow data produced within the Transportation Assessment.

6.1.2 The assessment of existing baseline conditions has been undertaken utilising the following sources of information:

i) Burnley BC website and local air quality reports13 ; ii) NAQIA website 14 ; and iii) Environment Agency website 15 .

6.2 Prediction of Vehicle Emissions

6.2.1 The effect of emissions from vehicles using the road network defined in the study area in each scenario has been assessed using the Breeze Roads CAL3QHC(R) air quality dispersion model and following guidance published by the Department of the Environment and Rural Affairs (DEFRA). The model uses the local traffic survey data and digitised meteorological observation data collected at a Met. Office observation station close enough to the site to be representative of conditions at the site itself. More details on the Breeze Roads model are presented in Appendix A.

6.2.2 Meteorological data, such as wind speed and direction, is used by the model to determine pollutant transportation from the point of release and levels of dilution by the wind, at specific user-selected points, called ‘receptors’. Meteorological data used in the model was obtained from the nearest and most representative Met Office observing station to the application site which was considered to be Bingley, missing cloud cover data from this observing station was sourced from Manchester Airport and Emily Moor Met Office observing stations. Meteorological data used for this assessment was for the year 2008. 2008 is considered to be a ‘typical’ year in terms of meteorological conditions and local air quality, i.e. there were no long periods of anti-cyclonic conditions or temperature inversions that may have resulted in unusually high pollution concentrations occurring for long periods of time. The use of this met data is therefore representative of typical conditions at and around the application site. 2008 is the same year as the traffic baseline data used for model validation.

13 www.burnley.gov.uk sourced July 2009 14 www.airquality.co.uk sourced July 2009 15 www.environment-agency.gov.uk sourced September 2008

Figure 6.1 – 2008 Windrose from Bingley Meteorological Station

6.2.3 Three scenarios were modelled for the assessment, as follows:

i) 2008: Baseline scenario; ii) 2019: Future Baseline scenario; iii) 2019: Future Do-Something scenario.

6.2.4 Breeze Roads outputs modelled annual mean oxides of nitrogen (NO x) these results are then converted to annual mean NO 2 concentrations outside the model, for direct comparison with the AQS objectives. The conversion methodology follows the guidance provided in Local Air Quality Management Technical Guidance document 09 (LAQM.TG (09)).

6.2.5 LAQM.TG (09) does not provide a method for the conversion of annual mean NO 2 16,17 concentrations to 1 hour mean NO 2 concentrations. However, research has concluded that exceedences of the 1 hour mean objective are unlikely to occur where annual mean concentrations do not exceed 60µg/m 3. There are no instances in this assessment where annual mean concentrations greater than 60µg/m 3 have been

predicted. Therefore, the hourly mean objective for NO 2 is not considered further.

6.2.6 A quantitative assessment of the effects on local air quality from road traffic emissions associated with proposals in the AAP has been completed against the current statutory

standards and objectives for NO 2 as set out in section 3.4.

16 D Laxen and B Marner: (July 2003) Analysis of the relationship between 1-hour and annual mean nitrogen dioxide at UK roadside and kerbside monitoring sites July 2003. 17 Cook A (May 2008) Analysis of the relationship between annual mean nitrogen dioxide concentration and exceedences of the 1-hour mean AQS.

Reliance on Modelled Results

6.2.7 The Breeze Roads dispersion model has been widely validated for this type of assessment and is considered to be ‘fit for purpose’. The model is also listed as one of a number of models considered suitable for this purposed in Government guidance document LAQM.TG3 (00) – Review and Assessment: Selection and Use of Dispersion Models.

6.2.8 For the prediction of absolute (i.e. total) pollutant concentrations at a given receptor (or a range of receptors), LAQM.TG(09) sets out a methodology to validate the results of the dispersion modelling process by comparing baseline modelled results with measured results at a given monitoring location and undertaking a correction procedure. This methodology generates a ‘correction factor’ for the component of the total concentration of pollutant (in this case NOx) at a given location which comes from the vehicle emissions and is therefore subject to possible systematic and mathematical errors through the modelling process. The validation calculations are included in Appendix B.

6.2.9 The correction factor derived is applied to modelled results at all receptors for all scenarios (existing and future) considered. Future scenarios are subject to the same correction factor – the rationale for this approach being that systematic and mathematical modelling errors will be common to all scenarios and therefore by deriving a correction factor for the baseline scenario (which can be compared with measured data), greater confidence can be applied to the results for future scenarios. The correction factor was calculated using roadside data from the continuous monitoring station at the junction of Colne Road and Briercliffe Road in line with LAQM.TG(09).

6.3 Road Links Considered in the Assessment

6.3.1 The study area considered all of the roads included in the Danehouse, Duke Bar and Stoneyholme Transport Study that fell into the following categories: i) AADT flows of greater than 5,000 and a change in flow of more than 5% between the 2019 baseline and 2019 do-something scenario; or ii) AADT flows of greater than 10,000.

6.3.2 Connecting links between those identified from the criteria above were also included in the air quality model.

6.3.3 The model was then set up to generate receptors at 20m centres along each of the modelled roads. These nominal receptors were positioned at 2m from the modelled roadside at a height of 1.8m, this is considered an appropriate worse case scenario for a roadside receptor.

6.3.4 LAQM.TG (09) describes in detail typical locations where consideration should be given to pollutants defined in the AQS. Generally, the guidance suggests that all locations ‘where members of the public are regularly present’ should be considered. At such locations, members of the public will be exposed to pollution over the time that they are present, and the most suitable averaging period of the pollutant needs to be used for assessment purposes.

6.3.5 For instance, on a footpath, where exposure will be transient (for the duration of passage along that path) comparison with short-term standard (i.e. 15 minute mean or 1 hour mean) may be relevant. In a school, or adjacent to a private dwelling, however, where exposure may be for longer periods, comparison with a long-term (such as 24 hour mean or annual mean) standard may be most appropriate. In general terms, long- term standards are lower than short-term standards owing to the chronic health effects associated with exposure to low level pollution for longer periods of time.

6.3.6 The model has been set up to generate receptors at regular spacing in order to provide a broad spatial picture of changes in air quality between scenarios. Therefore it is important to take into account the sensitivity of receptors, as well as the predicted change in air quality, when drawing conclusions on the impactions of the proposed developments on human health and effect on local air quality.

6.3.7 Modelled annual mean oxides of nitrogen (NOx) concentrations have been converted to

annual mean NO 2 concentrations using the ‘NOx from NO 2’ calculator downloaded from the UK Air Quality Archive web page 18 .

6.4 Traffic Data

6.4.1 A summary of the traffic data and pollutant emission factors used in the assessment is presented in Appendix C. Existing traffic flows were supplied by Burnley Borough Council and Lancashire County Council, and have been complimented by new Manual Classified Counts commissioned by Gifford in June 2009.

6.4.2 The traffic model developed as part of the Transport Study was based on 2009 morning and evening peak hour traffic flows. This data was converted into annual average daily traffic flows (AADT) for the air quality assessment, a conversion factor of 1.0008 was used to provide flows for 2008. The proportion of Light Duty Vehicles (LDV) and Heavy Goods Vehicles (HGV) was estimated using observed data and predicted development types, the model provided outputs of predicted speeds on the modelled links. Appendix C includes details of annual average daily traffic flows (AADT), average vehicle speeds and the percentage of Heavy Goods Vehicles (HGVs) for the local road network in all assessment years considered.

18 http://www.airquality.co.uk/laqm/tools.php sourced 22/07/09

7. RESULTS AND ASSESSMENT

7.1 Local Air Quality Monitoring Stations

7.1.1 Burnley BC has set up a number of monitoring locations across the borough. Within the

study area are four NO 2 diffusion tubes and one continuous monitoring station which measures NO 2 along with other air pollutants. The locations of these monitoring stations are shown on figure 7.1 and described in table 7.1 below.

Site Name Location Easting Northing Description Burnley 5n Briercliffe Road 384539 433886 Roadside Burnley 8n Princess Way 383760 433228 Roadside Burnley 9n Barden Street 384596 434046 Roadside Burnley 10n Thursby Road 384694 434015 Roadside Duke Bar Junction of Colne Road 384577 433945 Roadside AQMS and Briercliffe Road Table 7.1 - Air quality monitoring locations in study area

7.1.2 The nitrogen dioxide diffusion tube supplier changed during 2008 and therefore whilst the two sets of results are not directly comparable, it is considered that for the purposes of this study an average of the bias adjusted figures will provide a reasonable estimate of the annual mean at each of the diffusion tube locations. Table 7.2 provides the 2008 average annual mean for nitrogen dioxide at each of the monitoring locations in the study area.

Site Name Annual mean 3 NO 2 (µg/m ) Burnley 5n 38.8

Burnley 8n 33.7 Burnley 9n 34.0 Burnley 10n 30.6 Duke Bar AQMS 33.3 Table 7.2 - 2008 annual mean nitrogen dioxide

7.1.3 It can be seen from these results that the AQS objective for NO 2 has not been exceeded in 2008. However, the data at Burnley 5n indicates that the concentrations at this location are close to the AQS objective level.

7.1.4 Annual mean background concentrations for inclusion in the assessment have been obtained from the NAQIA. The data for grid square 384500, 434600 has been used for this assessment, the AQMA is located in this grid square. The estimated 2008 annual 3 mean background concentrations of NO 2 in this grid square is 21.98µg/m .

7.2 Model performance

7.2.1 The results from the dispersion model were predicted at the same location as the 5 monitoring locations in the study area described in section 7.1 above. Table 7.1 shows a

comparison of the monitored and modelled NO 2 concentrations at the 5 monitoring locations. It can be seen that all the results of the modelled data are within 10% of the monitored data and as such the modelled results are considered a reliable representation of air quality in the study area and, in terms of air dispersion modelling generally, is performing well.

Monitoring Monitored 2008 Modelled 2008 % difference station Annual mean Annual mean NO 2 (µg/m3) NO 2 (µg/m3) Burnely 5n 38.8 36.0 7.3

Burnley 8n 33.7 33.9 0.6 Burnley 9n 34.0 34.7 2.0 Burnely 10n 30.6 33.2 7.8 Duke Bar AQMS 33.3 33.3 0.0 Table 7.1 - Comparison of monitored and modelled NO2 results

7.3 2008 Baseline results

7.3.1 The 2008 baseline modelled results are shown in figure 7.2.

7.3.2 These results show that the highest concentrations of NO 2 are experienced along Colne Road and Active Way, with the majority of the receptors along this road are below the AQS annual mean objective of 40µg/m 3 .

7.3.3 A number of modelled receptors along Active Way and Church Lane are shown to exceeded the AQS objective. However, these are not adjacent to residential receptors.

7.3.4 A school and college are situated adjacent to the junction with Colne Road and Church Lane, a location where some of the modelled roadside receptors exceed the AQS objective. To provide a more accurate representation at this location, representative of the façade of the local conditions, an additional receptor was modelled at the façade of the old grammar school, approximately 8m from the road side, no exceedence of the AQS objective was shown at this location.

7.3.5 The modelled results reflect the findings of the Burnley BC air quality assessments in

that relatively high levels of NO 2 are experienced in the AQMA with the highest levels, those above 36µg/m 3, being experienced at the southern end of the AQMA. No exceedence of the AQS objective are shown at the roadside receptors in the AQMA, which accords with the ‘precautionary’ declaration of the AQMA.

7.4 2019 Results

7.4.1 The 2019 Do-nothing and Do-something results are shown in Figure 7.3 and 7.4.

7.4.2 These figures illustrate that the AQS objectives for annual mean NO 2 are not exceeded in either scenario. The highest levels of NO 2 are again experienced along Colne Road and Active Way.

7.4.3 Further detail of the effects of the AAP developments on the AQMA are shown in figure 7.5. It can be seen that in the 2019 do-something scenario that there are no receptors above the AQS objective and that the majority of receptors are below 30µg/m 3.

7.4.4 The difference in NO 2 annual mean concentrations between the do-nothing and do- something scenario’s for the study area is shown on Figure 7.6, Figure 7.7 shows the difference in the AQMA.

7.4.5 The only location that shows a decrease in NO2 concentration is along Church Street where a reduction in 1µg/m 3 is predicted. In the majority of other areas there is either no change or a minor increase of 1µg/m 3. A number of locations are predicted to experience an increase of between 2 and 5µg/m 3, this includes some residential areas to the west of the AQMA. The receptors predicted to have an increase of 5µg/m 3 are located along Barden Lane immediately north west of the AQMA, the maximum 3 predicted concentration of NO 2 at this location is 27µg/m .

7.4.6 Some receptors in the southern section of the AQMA are predicted to increase by up to 2µg/m 3 but remain below the AQS objective.

7.4.7 Receptors along the line of the proposed new road between North Street and Colne Street are predicted to show an increase of between 2 and 3µg/m 3 against predicted background concentrations at this location.

8. CONCLUSIONS

8.1.1 The impact of the proposals assessed as part of the Danehouse, Duke Bar and Stoneyholme Transport Study on local air quality have been assessed. Breeze Roads has been used to model the effect of changes in the predicted traffic flows in 2019.

8.1.2 Burnley BC has been undertaking air quality monitoring at a number of locations within the study area. The results from these monitoring locations have been used to validate the outputs of the model to ensure that the predicted changes in air quality provide a robust estimate for potential future changes in air quality.

8.1.3 This assessment is intended to provide a high level assessment of the proposals included within the AAP, providing an indication of not only the overall predicted

concentrations of NO 2 in the study area but also to highlight areas where the most significant changes in air quality may be experienced.

8.1.4 The results of the modelling indicate that in the do-something scenario in 2019 that the

AQS objective for annual mean NO 2 will be achieved along all of the roads modelled in the study area, including the AQMA.

8.1.5 It should be noted that there are predicted increases in concentrations of NO 2 between the do-nothing and do-something scenario in some areas, some of the highest increases are close to residential areas. However, these increase are nevertheless predicted to be less than 5µg/m 3, and in the majority of cases less than 2µg/m 3 and the predicted concentrations at all sensitive locations are all predicted to remain below the

AQS objective for annual mean NO 2.

APPENDIX A

DETAILS OF BREEZE ROAD AIR POLLUTANT DISPERSION MODEL

DETAILS OF BREEZE ROADS AIR POLLUTANT DISPERSION MODEL

Cal3QHC (R) is a computational dispersion model that is used to model the emissions from road traffic. It is a US EPA regulatory model and its algorithms are based primarily on the line source dispersion model Caline 3. The model permits the inclusion of up to 120 roadway links and 60 receptor locations in each run. It utilises digital hourly meteorological data to predict the dispersion of emissions. The main meteorological parameter that effects dispersion in the model is wind direction. The model uses UK vehicular emission factors from the NAQIA, traffic flow information for individual hours or on an average daily basis, and using these it can calculate pollutant concentrations for queuing traffic and idling vehicles at road junctions with traffic signals. It can be used predict concentrations of carbon monoxide, particulate matter and other inert pollutants along roads and at intersections, such as oxides of nitrogen and nitrogen dioxide. Individual receptor locations can be input into the model so that the effects of road traffic on air quality at sensitive locations, e.g. school and residential properties, can be calculated. The model has some limitations, for example, wind speeds should be at least 1 m/s as lower wind speeds have not been validated. Also, the model is highly sensitive to mixing heights lower than 100m, which would typically occur at night. More detail on these assumptions, and other can be found in the Users’ Guide.

APPENDIX B MODEL VERIFICATION

Burnley Borough Council Gifford The Town Hall 20 Nicholas Street Manchester Road Chester Burnley CH1 2NX BB1 1JA

APPENDIX C

TRAFFIC RESULTS

Burnley Borough Council Gifford The Town Hall 20 Nicholas Street Manchester Road Chester Burnley CH1 2NX BB1 1JA

Daneshouse, Duke Bar And Stoneyholme Transport Gifford Study Report No. Report No. 16095-AN001 Air Quality Assessment Page i August 2009

Daneshouse, Duke Bar And Stoneyholme Transport Gifford Study Report No. Report No. 16095-AN001 Air Quality Assessment Page ii August 2009

Daneshouse, Duke Bar And Stoneyholme Transport Gifford Study Report No. Report No. 16095-AN001 Air Quality Assessment Page iii August 2009

FIGURES

Please note that the figures have been reduced in size for production purposes and are not to scale

Daneshouse, Duke Bar and Stoneyholme Transport Study

APPENDIX H

Outline Strategy Programme As Discussed in Section 8

APPENDIX H: OUTLINE STRATEGY PROGRAMME Year 2009 2010 2011 2012 2013 2014

Quarter of Year and approximate target for start of implementation Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 of the recommended schemes , measures and interventions Recommended Schemes, initatives or interventions

Service 98 Pendle Green Line: change timetable enable connection between in and outbound buses to be made with trains Q4 on East Lancashire Railway. Undertake publicity campaign in conjunciton with community rail partnership to promote this. Curzon Street: upgrade outbound bus stop and environment to Q3 incorporate recommended improvements. Royle Road /Canning Street: provide new inbound bus stop on Royle Road near junction with Canning Street with bus stop pole, Q3 plate, information and raised kerb. Consultation on Service 95 Pendle Green Line on route changes/new bus stops/frequency improvement as part of AAP Q4 consultation Divert service 95 from Abel Street and extend to serve Elm Street and Old Hall Street (subject to favorable consultation Q3 outcomes. 95 route: Introduce 2 new stops on Elm Street comprising new bus stop poles and plates/information cases and recommended Q3 bus stop infrastructure 95 Route: Introduce new stops as recommended (subject to consultation with frontagers) comprising bus stop pole and plate, Q3 information, raised kerbs. Introduce raised half battered kerbs at all stops on route in study area to 150mm to improve access. Increase frequency of service 95 to every 30 minutes in each Q3 direction Publicity campaign for service 95 improvements to be rolled out to coincide with this and: include tie ups with school and work based travel plan initiatives in the study area; and ticketing Q3 marketing /Promotional initiatives undertaken by the Community Rail Partnership/Northern/bus operators.

Curzon Street Railway Bridge Parapet: Provide large sign on bridge to raise awareness of the East Lancashire Railway line and Q3 regular rail serve to key destinations.

Holbeck Street residential development site and associated Q1 measures and initiatives for traffic management, pedestrians and cyclists including Hurtley Street/Tunstill Street/Colne Road Junction Colne Road (Barden Lane-Rylands Street) Pedestrian/ Traffic Q1 Management/Road safety scheme Brennand Street Home Zone type scheme Q1 Stanley Mill and surrounding streets-traffic calming scheme Q1 Burnley 6th Form College (Barden Campus) waiting restrictions Q4 (LCC Proposals) St Philips Street/Francis Street Burnley 6th Form College (Barden Campus) Monitoring of Q4 waitign restrictions Old Hall Street modifications to existing junction plateau (only if frequency of service 95 is increased to 30 minutes). Q3 Daneshouse Road/Brougham Street: modifications to the traffic calming scheme and extend junction plateau on Brougham Street/ Burns Street to cover Oswald Street Elm Street and reversing HGVs: Liaison to be facilitated between SASCO and Wilkinson's to enable SASCO HGVs to travel through Q4 Wilkinson's site to access highway network without reversing manoeuvre Elm Street (east side near junction with Old Hall Road) Introduce bollards on east side of carriageway between junction Q4 with Old Hall Road for a distance of approximately 40 metres. Elm Street Old Hall Street: Proposed car parking scheme Q1 New Hall Street/Abel Street: Junction plateau and improvements for pedestrians Q3 Old Hall Street modifications to existing junction plateau ( only if frequency of service 95 is increased to 30 minutes). Q3 Local signage improvements Phase 1: Improve signage for pedestrians and cyclists between Burnley Railway Station/Bus stops on Curzon Street and Royle Road/Canning Street/ and between Burnley College and subway under Princess Way. Q3 Local signage improvements Phase 2 : Introduce signage between Hobeck Street site and Elm Street/Chai Centre / NCN68/ March Street/ Oswald Street/Daneshouse Road and Thursby Gardens/Burnley Central Railway Station . Q3 Local signage improvements Phase 3 : Introduce signage between Duke Bar Hobeck Street site and Elm Street and Burnley General Hospital Q3