Gleeson Homes and Regeneration Proposed

GLEESON HOMES AND REGENERATION

PROPOSED RESIDENTIAL DEVELEOPMENT MANCHESTER ROAD, HAPTON

TRANSPORT ASSESSMENT

WESTGATE CONSULTING (LEEDS) LIMITED 64 WESTGATE GUISELEY LEEDS LS20 8HJ

Westgate Consulting Ref: 41 v 5

Date: January 2016

COPYRIGHT The contents of this document must not be copied or reproduced in whole or in part without the written consent of Westgate Consulting (Leeds) Limited

CONTENTS

1.0 INTRODUCTION AND BACKGROUND INFORMATION ...... 1

2.0 TRANSPORT POLICY CONSIDERATIONS ...... 3

3.0 THE LOCAL HIGHWAY NETWORK AND ITS CURRENT USAGE ...... 6

5.0 THE PROPOSED DEVELOPMENT...... 13

6.0 TRIP GENERATION AND MODAL SPLIT ...... 15

7.0 TRAFFIC IMPACT ...... 17

8.0 SUMMARY AND CONCLUSIONS ...... 20

LIST OF APPENDICES

Appendix 1 – Location Plan

Appendix 2 – Existing Site Plan

Appendix 3 – Bus Service Details

Appendix 4 – Train Service Information

Appendix 5 – Personal Injury Accident details

Appendix 6 – Traffic Survey Results

Appendix 7 – Diagrams Showing Peak Usage of the local Highway Network

Appendix 8 – Computer Analyses of Current Peak Hour Usage of Local Junctions

Appendix 9 – Walking Accessibility Plan

Appendix 10 – Cycling Accessibility Plan

Appendix 11 – Proposed Site Layout Plan

Appendix 12 – Plans Showing Proposed Site Access and Highway Improvements at Leeds Liverpool Canal Bridge and Traffic Calming Measures

Appendix 13 – TRICS Data

Appendix 14 – Census Data Summary and Traffic Distribution Diagram

Appendix 15 – Development Generated Flows

Appendix 16 – Base 2026 Peak Hour Flows

Appendix 17 – TEMPRO Local Growth Factors

Appendix 18 – Predicted 2026 Peak Hour Flows

Appendix 19 – Computer Analyses of 2026 Base and Predicted Peak Hour Usage of Local Junctions

Appendix 20 – Computer Analyses of 2026 Predicted Peak Hour Usage of Site Access Junction

Appendix 21 – Computer Analyses of Proposed Traffic Signals at Leeds Liverpool Canal Bridge Manchester Road, Hapton Transport Assessment

1.0 INTRODUCTION AND BACKGROUND INFORMATION

1.1 This Transport Assessment forms part of a planning application submitted by Gleeson Homes & Regeneration to build 202 residential units at the former William Blythe chemical works, off Manchester Road in the Hapton area of Burnley. The application site is approximately 5.0 kilometres to the west of Burnley town centre and is within the Hapton with Park ward.

1.2 The site has been cleared of buildings and is now vacant. The application for the development of houses includes a mix of two, three and four bedroom houses. Access is proposed by way of a simple priority junction at the same location as the existing access onto Manchester Road.

1.3 This Transport Assessment, the scope and content of which has been agreed with the Local Highway Authority, will provide the necessary information to assist the Local Planning and Highway Authorities to assess the planning applications.

1.4 This Transport Assessment will consider the transport implications of the proposals to achieve a sustainable development and identify any residual impacts together with appropriate mitigation measures. In particular, based upon national guidance and trip data from the TRICS Consortium database, it will consider the access arrangements and likely transport impact on the surrounding highway network, including on the adjacent hump back canal bridge.

1.5 It will be demonstrated that that the site can be satisfactorily accessed and that with appropriate off-site mitigation measures, the traffic likely to be generated by the development proposals can be safely and satisfactorily accommodated on the local highway network. It will also be demonstrated that the site is well located to encourage trips by more environmentally friendly modes of travel than the private car.

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V5 Gleeson Homes & Regeneration 1 Manchester Road, Hapton Transport Assessment

1.6 A separate Residential Travel Plan has been produced in conjunction with this Transport Assessment both of which demonstrate the development will accord with Local and Central Government advice.

1.7 This Transport Assessment will conclude that there are no highways or transportation reasons which would prevent the proposed development being granted planning consent.

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V5 Gleeson Homes & Regeneration 2 Manchester Road, Hapton Transport Assessment

2.0 TRANSPORT POLICY CONSIDERATIONS

National Planning Policy Framework, March 2012 2.1 The National Planning Policy Framework (NPPF) sets out the Government’s planning policies for England and how they are expected to be applied. At the heart of the NPPF is a presumption in favour of sustainable development which the document indicates should be seen as a ‘golden thread’ running through the decision making process.

2.2 Within the overarching roles that the planning system ought to play the NPPF indicates that there are a set of core land use planning principles which should underpin the decision making process. Specifically in relation to transport these principles include:  Actively managing patterns of growth to make the fullest possible use of public transport, walking and cycling, and focussing significant development in locations which are or can be made sustainable.

2.3 Paragraph 32 of NPPF states that:- All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:  the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;  safe and suitable access to the site can be achieved for all people; and  Improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.

2.4 NPPF indicates that development should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people and suggests that a key tool to facilitate this will be a Travel Plan. The

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V5 Gleeson Homes & Regeneration 3 Manchester Road, Hapton Transport Assessment

application includes a separate Residential Travel Plan prepared by TPS on behalf of Gleeson Homes and Regeneration.

Lancashire’s Transport Plan 2011 – 2015 (LTP3) 2.6 Lancashire’s third Local Transport Plan (LTP3) has three component parts: the Transport Strategy, the Implementation Plan and the Annual Delivery Programme which sets out in detail the agreed prioritised delivery programme for the next financial year as well as briefly outlining the proposed four year programme.

2.7 The Transport Strategy has seven main goals. The primary goal is to support the economic growth in the Region. At the same time it aims to enhance social inclusion and health, reduce greenhouse gas emissions and maximise safety.

2.8 In translating the Transport Strategy into action, it follows four cross-cutting principles:- Improving access into areas of economic growth and regeneration – To help secure a strong economic future by making transport and travel into and between our major economic areas and beyond; Providing better access to education and employment – To provide all sections of the community with safe and convenient access to the services, jobs, health, leisure and educational opportunities that they need; Improving people’s quality of life and wellbeing– To create more attractive neighbourhoods by reducing the impact of our transport on the quality of life and by improving the public space; Improving the safety of the highway network for vulnerable residents – To make walking and cycling more safe, convenient and attractive particularly in the more disadvantaged areas of Lancashire, bringing improvements in the health of Lancashire’s residents. Providing safe, reliable, convenient and affordable transport alternatives to the car- To improve the accessibility, availability and

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V5 Gleeson Homes & Regeneration 4 Manchester Road, Hapton Transport Assessment

affordability of transport of transport as a contribution to the development of strong and cohesive communities; Maintaining existing assets- To provide value for money by prioritising the maintenance and improvement of Lancashire existing transport infrastructure where it can help to deliver our transport goals; and. Reducing carbon emissions and its effects – To reduce the carbon impact of Lancashire transport requirements, whilst delivering sustainable value for money transport options to those who them

2.9 Relevant Transport strategy policies include: To improve connectivity between major Settlements; To focus new development along key public transport corridors and in places adjacent to existing shops and services; To apply parking policies to promote efficient car use, while remaining sensitive to the vulnerability of urban economies; To develop public transport that connects people to jobs and training in both urban and rural areas; To develop user-friendly public transport, covering all parts of SCR, with high quality of integration between different modes; To ensure public transport is accessible to all; To encourage active travel and develop high-quality cycling and walking networks; and To provide information and travel advice for the users of all modes of transport, so that they can make informed travel choices.

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V5 Gleeson Homes & Regeneration 5 Manchester Road, Hapton Transport Assessment

3.0 THE LOCAL HIGHWAY NETWORK AND ITS CURRENT USAGE

The Application Site 3.1 The development site is located some 5.0 km. to the west of Burnley town centre and to the immediate north of the settlement of Hapton, as shown on the location plan at Appendix 1. It was the former William Blyth chemical works however the site has now been cleared of all former buildings and structures and is now vacant. Access to the site’s former use was by way of simple priority controlled junction onto the eastern kerb line of Manchester Road, as shown on the plan at Appendix 2.

3.2 To the south, the site is bounded by the Leeds – Liverpool canal, to the east by Burnley Bridge Business Park, to the north by green field land and to the west by Manchester Road, which runs from Padiham to Hapton.

The local highway network 3.3 Manchester Road runs through the centre of Hapton in a north/south direction and performs the function of a local distributor road linking Padiham some 2.4km. to the north with A679 Accrington Road some 1.3km to the south. In turn, A679 connects with A56 and M65 to the west with Burnley to the east. The site is therefore readily accessible to both the local and national road networks.

3.4 Within Hapton, Manchester Road also provides access to houses on both sides and to a number of other residential streets off it including Whitefield Street, Simpson Street, East Street and Ruskin Grove.

3.5 In the vicinity of the site, Manchester Road has a carriageway some 7.6m wide with a single footway some 1.8m wide on the far side of the road. The road is lit by street lighting, is subject to a 30 mph speed limit and is marked with centre line road markings.

3.6 Immediately south of the site, Manchester Road crosses the Leeds – Liverpool canal at a road bridge where the carriageway width reduces to some 6.2m and the far side footway reduces to some 0.5m. At the bridge, the forward visibility

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V5 Gleeson Homes & Regeneration 6 Manchester Road, Hapton Transport Assessment

available to drivers on Manchester Road is only some 27m, which is significantly less than the new construction standard of 43m for a road subject to a 30 mph speed limit.

Public Transport 3.7 Manchester Road is a bus route used by services 2 and 23 which together provide connections to the local area with a 30 minute frequency for services to Burnley and Accrington, as detailed at Appendix 3. The 23 route is a bus service operated by Mainline Services that runs from Burnley to Accrington and also stops at Padiham, Hapton and Huncoat. The 23 bus service runs at frequency of 2 services per hour, an evening service thats runs at one bus per hour. Other services that stop here are the numbers 100, 888, 907 and 972 however; these are all school bus services and unavailable to the public. Bus stops for these services are located opposite each other at the Manchester Road/ Simpson Street junction, some 100 m from the south western edge of the development site.

3.8 Hapton railway station is located some 400m from the site access as shown on the plan at Appendix 1. Hapton Railway Station is a request only stop and provides services between Blackpool South and Colne whilst also stopping at stations such as Nelson, Brierfield, Burnley, Rose Grove, Hapton, Huncoat, Accrington, Church & Oswaldtwistle, Rishton, Blackburn, Mill Hill, Cherry Tree, Pleasington, Bamber Bridge, Lostock Bridge, Preston, Kirkham & Wesham, Moss Side, Lytham, Ansdell & Fairhaven, St Annes-on-sea, Squires Gate and Blackpool. Services between Colne and Blackpool run at a frequency of 1 service every 60 minutes, as detailed at Appendix 4.

Accident Record 3.9 The record of personal injury accidents that have occurred on the local highway network within the study area during the five year period from 1st October 2009 to 30th September 2014 has been obtained from the Local Highway Authority. The study area extends from the junction of Manchester Road/Accrington Road to the south of Hapton, to Green Lane/A671 Burney Road within Padiham to the

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V5 Gleeson Homes & Regeneration 7 Manchester Road, Hapton Transport Assessment

north. A plot of the locations and summary of accidents is attached at Appendix 5, and the record can be summarised as follows:

3.10 One accident has occurred in the vicinity of the site access junction within the last five years, which was classified as fatal in severity. The accident involved a car travelling along Manchester Road northbound towards Padiham, the young driver of which attempted to negotiate the left hand bend over the canal bridge at excessive speed. The vehicle lost control and collided with the wall adjacent to the site access, causing fatal injuries to the front seat passenger.

3.11 Although this accident resulted in a fatality, the cause of the accident can be attributed to the driver of the vehicle not driving to the conditions of the road, i.e. not slowing down sufficiently to safely negotiate the left hand bend over the canal bridge. Therefore, given that this was an isolated incident that has occurred once in the last five years, it is not considered that this fatal accident raises any safety concerns in the vicinity of the site access.

3.12 One accident has occurred at the Manchester Road/Hameldon Road/A679 Accrington Road/A679 Burnley Road junction in Hapton to the south of the site within the last five years, which was classified as slight in severity. The accident involved a car travelling on the A679 failing to slow for the car in front which was waiting to turn right. This accident can therefore be attributed to driver error.

3.13 Four accidents have occurred at the Green Lane/A671 Burnley Road junction in Padiham to the north of the site within the last five years, all of which were classified as slight in severity. Three of the accidents can be attributed to driver error due to pulling out in front of or across the path of oncoming vehicles. The fourth accident has no descriptive text in the records obtained.

3.14 After reviewing the accident data, it can be concluded that there are no trends which would give rise to any highway safety concerns in the vicinity of the site access, nor at the two surveyed junctions of Manchester Road/Hameldon

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V5 Gleeson Homes & Regeneration 8 Manchester Road, Hapton Transport Assessment

Road/A679 Accrington Road/A679 Burnley Road and Green Lane/A671 Burnley Road.

Usage of the local highway network 3.15 Video traffic surveys of the usage of the following junctions were undertaken by Road Data Services Ltd. on Tuesday 17 March 2015 between the hours 07:00 - 10:00 and 16:00 – 19:00: Manchester Road/Accrington Road Green Lane/A671 Burney Road, Padiham At the same time, a video survey was also undertaken of the pedestrian usage of the canal bridge and in addition, an Automatic Traffic Counter was installed on Manchester Road in the vicinity of the site between 13/03/2015 and 19/03/2015.

3.16 The survey results, which are attached at Appendix 6, show that the peak usage of the network occurred between 8:15am to 9:15am and between 4:30pm to 5:30pm. Diagrams showing the flows on the network during these two periods are at Appendix 7.

3.17 During the AM Peak hour Manchester Road, in the vicinity of the site access, carried a maximum 2-way flow of 296 vehicles during the morning peak hour and 374 vehicles during the evening peak hour.

3.18 The Advice Note TA79/99 ‘Traffic Capacity of Urban Roads’ sets out the capacity for varying standards of urban roads. For a road carrying mixed traffic, with frontage access, side roads and bus stops, such as Manchester Road, the Advice Note advises a two way capacity of 2167 vehicles, from which it can be deduced that currently the road operates well within its theoretical capacity, even at peak times.

3.19 Computer analyses of the current peak hour performances of the two junctions set out at paragraph 3.11 has been undertaken using the programme Junctions 8 (which contains PICADY8 and ARCADY8). The results which are attached at

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V5 Gleeson Homes & Regeneration 9 Manchester Road, Hapton Transport Assessment

Appendix 8 and summarised in tables 3.1 – 3.2 below, confirm that both junctions currently operate with reserve capacity, even at peak times.

Table 3.1: Manchester Road/Accrington Road 2015 Existing 2015 Existing Morning Peak Evening Peak Movement Hour Hour RFC Queue RFC Queue Hameldon Road 0.00 0 0.03 0 A679 Accrington Road right turn to Manchester Road 0.20 0 0.21 0 Manchester Road 0.32 0 0.26 0 A679 Burnley Road 0.01 0 0.00 0

Table 3.2: Green Lane/A671 Burney Road, Padiham 2015 Existing 2015 Existing Morning Peak Evening Peak Movement Hour Hour RFC Queue RFC Queue Green Lane left to A671 Burnley Road 0.18 0 0.33 0 Green Lane right to A671 Burnley Road 0.25 0 0.28 0 A671 Burnley Road right to Green Lane 0.11 0 0.14 0

3.20 At the canal bridge, the surveys show that a total of some 15 pedestrians crossed the bridge during two 3 hour survey periods, and all of these had to walk on the carriageway of Manchester Road.

3.21 The ATC showed that Manchester Road typically carries an AADT of some 4,010 vehicles, of which 7.4% occurs during the AM peak period and 9.3% during the PM peak period. The ATC also shows that the 85%ile wet weather speed of southbound traffic on Manchester Road some 80m north of the proposed site access is some 37 mph, which equates to a design speed of 60 kph.

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V5 Gleeson Homes & Regeneration 10 Manchester Road, Hapton Transport Assessment

4.0 ACCESS TO THE DEVELOPMENT SITE BY SUSTAINABLE FORMS OF TRANSPORT

4.1 Current national planning policy set out in NPPF places significant emphasis on the availability and use of alternative means of access to the private car to developments.

4.2 The site is located within 800 metres of key services such as bus stops and a train station.

Accessibility on foot 4.3 As regards walking to local facilities, the Institution of Highways and Transportation (IHT) Guidelines for Providing for Journeys on Foot sets out the following suggested acceptable walking distance to and from the development for commuting and other journeys. IHT Recommended Walking Distances

Trip Purpose Commuting/School Other Journeys Desirable Maximum 500 metres 400 metres Distance Acceptable Maximum 1,000 metres 800 metres Distance Preferred Maximum 2,000 metres 1200 metres Distance Table 4.1

4.4 Furthermore ‘Better Places to Live - A Companion Guide to PPG3’ states that residents can access comfortably on foot facilities within an 800.0 metre walking distance. Also, PPG13 advises that “...... walking is the most important mode of travel at local levels and offers greatest potential to replace short car trips, particularly under 2.0 kilometres”.

4.5 The proposed development will provide a number of convenient pedestrian links to the surrounding residential areas that will encourage walking trips. The plan at Appendix 9 shows the 800 metre, 1,200 metre and 2,000 metre walking catchment areas from the centre of the application site. Within the 800 metre

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V5 Gleeson Homes & Regeneration 11 Manchester Road, Hapton Transport Assessment

catchment area lies Hapton railway station, the local fish and chip shop, a convenience store, a public house and bus stops.

Accessibility by Cycle 4.6 Cycling has clear potential to substitute for short car trips, particularly those under 5km and up to 8km, and to form part of a longer journey by public transport. The plan at Appendix 10 shows that within 8.0 km the majority of Burnley is accessible by cycle. Surrounding areas such as Padiham and Accrington are also accessible by cycle.

Accessibility by Bus 4.7 The Institution of Highways and Transportation publication, Guidelines for Planning for Public Transport in Developments advises that the maximum walking distance to a bus stop should not exceed 400.0 metres. As outlined in paragraph 3.7, bus stops are located on both sides of the carriageway of Manchester Road within 400m of the site.

Accessibility by Rail 4.8 The railway station at Hapton, which does not have a car park, is located some 400 m from the site, as shown on the plan at Appendix 1. It provides rail links with Burnley, Blackburn, Blackpool and Preston. The site will therefore be accessible by train to residents of the site.

Summary 4.9 It is concluded that the application site is in a sustainable location and offers a wide opportunity for sustainable travel, hence reducing reliance on the private car.

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V5 Gleeson Homes & Regeneration 12 Manchester Road, Hapton Transport Assessment

5.0 THE PROPOSED DEVELOPMENT

5.1 The planning application by Gleeson Homes & Regeneration seeks permission to build 202 residential units at the former William Blythe chemical works off Manchester Road in the Hapton area of Burnley, as shown on the site layout plan at Appendix 11.

5.2 The site has been cleared of buildings and is now vacant. The application includes a mix of two, three and four bedroom houses, all accessed by way a single simple priority access onto Manchester Road. The internal layout has been designed with a 5.5m wide principal spine road running into the site, with a hierarchy of roads branching off it which provide access to properties. The internal access roads have been designed to achieve low vehicle speeds within the site, incorporating appropriate changes in the road alignment which assist in providing a safe environment for pedestrians and cyclists within the site. The proposals have also taken into account the needs of refuse vehicles.

5.3 The new access will be sited at the same location as the existing site one where the visibility available to emerging drivers is some 2.4m x 45m to the right. This level of visibility is consistent with the prevailing 30mph speed limit on Manchester Road but is less than the road’s southbound design speed of 37mph which was determined from the speed survey (paragraph 3.21). The development proposals therefore include a package of traffic calming measures on Manchester Road to reduce the speed of southbound traffic, as shown on the plans at Appendix 12.

5.4 Also off site, it is proposed to narrow the carriageway of Manchester Road where it crosses the Leeds – Liverpool canal to one 4.5m wide traffic lane and introduce traffic signal control, also as shown at Appendix 12. This will enable the construction of a 2m wide footway on the western side of Manchester Road on the bridge which will connect with the existing footways to the north and south of the bridge. The proposed traffic signal layout will include a pedestrian crossing facility to enable pedestrians generated by the site to cross Manchester Road safely. These measures will be of significant benefit to existing users of

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V5 Gleeson Homes & Regeneration 13 Manchester Road, Hapton Transport Assessment

Manchester Road, both pedestrian and vehicular, and also ensure that the development site has satisfactory pedestrian links to Hapton village and the local public transport facilities.

5.5 The proposed development will include both car and cycle parking spaces consistent with relevant national and local policies. The proposed development will link into existing roads and footways.

5.6 The planning application also includes a separate Framework Travel Plan which reflects changes in national and local transport policy and sets out a package of measures aimed at promoting sustainable travel.

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V5 Gleeson Homes & Regeneration 14 Manchester Road, Hapton Transport Assessment

6.0 TRIP GENERATION AND MODAL SPLIT

Trip Generation 6.1 The Trip Rate Information Computer System (TRICS) has been used to assess the trip generation and modal split of the proposed development and then validated against the trip rates of the existing houses off Manchester Road.

6.2 Under the ‘Houses Privately Owned’ category, all the multimodal sites, excluding ‘Ireland’ and ‘central London’ have been interrogated to establish average ‘Person Trip Rates’ and “Modal Splits” for residential development, and these are summarised in tables 6.1 and 6.2 below with the full TRICS output attached at Appendix 13.

Table 6.1 Residential Average Person Trip Rate Morning Peak Hour Evening Peak Hour Land Use Arrivals Departures Total Arrivals Departures Total Residential 0.244 0.763 1.007 0.622 0.391 1.013

Table 6.2 Residential Modal Splits Mode of Travel Modal Splits Foot 9% Cycle 1% Bus 7% Train 1% Car Driver 74% Car Passenger 7% Motorcycle 1% Total 100%

6.3 Combining the two tables provides predicted peak hour trips by transport mode for the residential elements of the detailed application, as shown on table 6.3 below.

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V5 Gleeson Homes & Regeneration 15 Manchester Road, Hapton Transport Assessment

Table 6.3 Residential Trip Generation Mode of Morning Peak Hour Evening Peak Hour Travel Arrivals Departures Total Arrivals Departures Total

Foot 4 14 18 11 7 18 Cycle 0 2 2 1 1 2 Bus 3 11 14 9 6 15 Train 0 2 2 1 1 2 Car Driver 36 114 150 93 58 151 Car Passenger 3 11 14 9 6 15 Motorcycle 0 2 2 1 1 2 Total 49 154 203 126 79 205

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V5 Gleeson Homes & Regeneration 16 Manchester Road, Hapton Transport Assessment

7.0 TRAFFIC IMPACT

Distribution 7.1 In order to establish the likely distribution pattern of traffic generated by the development site, travel patterns from the 2001 census journey to work data, have been intergraded for the Hapton with Park ward. From this data, an assessment has been made of the likely distribution of the peak hour traffic for the detailed application, assuming that the travel to work patterns will be broadly similar to those documented within the 2001 census. A summary of the census data and diagrams showing the distributions are attached at Appendix 14. Based upon these distributions, the diagrams at Appendix 15 show the likely additional vehicle turning movements that the development will generate at the two surveyed junctions.

7.2 It is likely that development will commence in 2016 and take some 5 years to complete. As agreed within the TA Scoping Study, the traffic impact of the development will be assessed 5 years post completion, i.e. at 2026. The diagrams at Appendix 16 show base peak hour flows at 2026 which have been derived by applying NTM factors (which have been adjusted using Tempro local growth factors) at Appendix 17, to the existing peak hour flows at Appendix 7.

Predicted Flows 7.3 The generated peak hour development traffic shown on the diagrams at Appendix 15 have been added to the base flows shown at Appendix 16 to give predicted traffic flows on the network as a result of the proposed development and these are shown on the diagrams at Appendix 18.

7.4 The diagrams at Appendix 18 show that at 2026, the maximum traffic flow on Manchester Road will rise to 510 vehs/hr. during the PM peak period. This flow will be lower than the previously determined capacity of Manchester Road, thereby confirming that the road will continue to operate within its theoretical capacity.

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V5 Gleeson Homes & Regeneration 17 Manchester Road, Hapton Transport Assessment

7.5 Based upon the previously validated computer model, analyses of both the base and predicted 2026 peak hour performance of the two junctions set out at paragraph 3.11 have been undertaken. The results, which are at Appendix 19 and summarised in tables 7.1 and 7.2 below, confirm that the junctions will continue to operate with reserve capacity, both with and without the development.

Table 7.1: Manchester Road/Accrington Road 2026 Base 2026 Base PM 2026 Pred AM 2026 Pred PM Movement Am Peak Hour Peak Hour Peak Hour Peak Hour RFC Q RFC Q RFC Q RFC Q Hameldon Road 0.00 0 0.04 0 0.00 0 0.04 0 A679 Accrington Road right turn 0.23 0 0.24 0 0.27 0 0.35 1 to Manchester Road Manchester Road 0.39 1 0.32 0 0.53 1 0.41 1 A679 Burnley Road 0.01 0 0.00 0 0.01 0 0.00 0

Table 7.2: Green Lane/A671 Burney Road, Padiham 2026 Base 2026 Base PM 2026 Pred AM 2026 Pred PM Movement Am Peak Hour Peak Hour Peak Hour Peak Hour RFC Q RFC Q RFC Q RFC Q Green Lane left to A671 Burnley 0.22 0 0.40 1 0.27 0 0.43 1 Road Green Lane right to A671 0.31 0 0.37 1 0.36 1 0.40 1 Burnley Road A671 Burnley Road right to 0.12 0 0.17 0 0.14 0 0.20 0 Green Lane

Site Access Junction 7.6 An analysis of the site access junction for the predicted 2026 peak hour has also been undertaken. The results, which are at Appendix 20 and summarised in table 7.3 below, confirm that the junction will operate with reserve capacity with development generated traffic.

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V5 Gleeson Homes & Regeneration 18 Manchester Road, Hapton Transport Assessment

Table 7.3: Site Access Junction 2026 Predicted 2026 Predicted Movement Morning Peak Hour Evening Peak Hour RFC Q RFC Q

Site Access 0.24 0 0.12 0

Manchester Road right turn into Site Access 0.06 0 0.16 0

Leeds Liverpool Canal Bridge 7.7 Linsig analyses have also been undertaken at the proposed traffic signal controlled one way traffic flow at the Leeds – Liverpool canal bridge to the south of the development site, and these are included at Appendix 21 and summarised in table 7.3 below.

7.8 The proposed development is likely to generate in the order of some 30 two way pedestrian movements between the site and the village at peak times. The analyses have therefore assumed that at peak times, the signals will operate on a circa 60 second cycle time with an exclusive pedestrian stage on Manchester Road operating every other cycle. The analyses show that the proposed layout will operate with a maximum Degree of Saturation (DoS) of 52.2% which is well below the 90% capacity threshold, and hence the proposals will have more than adequate capacity to accommodate the predicted peak hour flows.

Table 7.4: Proposed Traffic Signal Control on Leeds Liverpool Canal Bridge 2026 Predicted 2026 Predicted Link Link Description Morning Peak Hour Evening Peak Hour No. DoS (%) Queue DoS (%) Queue 1/1 Manchester Road (north bound) 43.1 3 52.2 5 1/2 Manchester Road (south bound) 43.4 4 51.6 4 PRC/Total Delay (pcuHr) 107.4 3 72.4 4

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V5 Gleeson Homes & Regeneration 19 Manchester Road, Hapton Transport Assessment

8.0 SUMMARY AND CONCLUSIONS

8.1 This Transport Assessment forms part of a planning application submitted by Gleeson Homes & Regeneration to build 202 residential units at the former William Blythe chemical works, off Manchester Road in the Hapton area of Burnley. The application site is approximately 5.0 kilometres to the west of Burnley town centre and is within the Hapton with Park ward.

8.2 The site has been cleared of buildings and is now vacant. The application for the development of houses includes a mix of two, three and four bedroom houses. Access is proposed by way of a simple priority junction at the same location as the existing access onto Manchester Road.

8.3 This Transport Assessment, the scope and content of which has been agreed with the Local Highway Authority, provides the necessary information to assist the Local Planning and Highway Authorities to assess the planning applications.

8.4 This Transport Assessment has considered the transport implications of the proposals to achieve a sustainable development. Based upon national guidance and trip data from the TRICS Consortium database, this TA has considered the access arrangements and likely transport impact on the surrounding highway network, including at the adjacent hump back canal bridge.

8.5 It has been demonstrated that that the site can be satisfactorily accessed and that with appropriate off-site mitigation measures, the traffic likely to be generated by the development proposals can be safely and satisfactorily accommodated on the local highway network. It has also been demonstrated that the site is well located to encourage trips by more environmentally friendly modes of travel than the private car and that the proposed off-site works will be of benefit to existing highways users. 8.6 A separate Residential Travel Plan has been produced in conjunction with this Transport Assessment both of which demonstrate the development will accord with Local and Central Government advice.

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V5 Gleeson Homes & Regeneration 20 Manchester Road, Hapton Transport Assessment

8.7 Overall it is considered that the site is a suitable location for the proposed development and there are no highways or transport reasons that should prevent the granting of planning consent for the proposals.

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V5 Gleeson Homes & Regeneration 21

Appendix 1

Appendix 2

Appendix 3 EXISTING BUS SERVICES

Monday - Friday Saturday Sunday Service Operator Stop Route Daytime Evening Daytime Evening Daytime Evening 23 Mainline Manchester Road Accrington - Hapton - Burnley - Colne 30 minutes Hourly 30 minutes Hourly Hourly Hourly

Appendix 4 EXISTING TRAIN SERVICES

Monday - Friday Saturday Sunday Line Operator Stop Route Daytime Evening Daytime Evening Daytime Evening East Lancashire Northern Rail Hapton (on request only) Colne - Preston - Blackpool Hourly Hourly Hourly Hourly Every 2 hours Every 2 hours

Appendix 5

Appendix 6 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (2) Manchester Road / A679 / Hameldon Road

Approach: Manchester Road

Left to A679 (East) Ahead to Hameldon Road Right to A679 (West) TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 9 1 0 0 0 10 0 0 0 0 0 0 0 0 0 0 13 3 0 0 0 16 0715 - 0730 0 0 13 2 0 0 1 16 0 0 0 0 0 0 0 0 0 0 16 2 0 0 0 18 0730 - 0745 0 0 13 2 0 0 0 15 0 0 0 0 0 0 0 0 0 0 15 2 0 2 4 23 0745 - 0800 0 0 11 3 0 1 0 15 0 0 0 0 0 0 0 0 0 0 12 3 0 1 0 16 Hourly Total0 0 46 8 0 1 1 56 0 0 0 0 0 0 0 0 0 0 56 10 0 3 4 73 0800 - 0815 0 0 15 1 1 1 1 19 0 0 0 0 0 0 0 0 0 0 19 5 0 2 0 26 0815 - 0830 0 0 14 2 0 0 0 16 0 0 0 0 0 0 0 0 0 0 22 1 0 0 1 24 0830 - 0845 0 0 21 3 0 1 0 25 0 0 0 0 0 0 0 0 0 0 17 3 1 0 0 21 0845 - 0900 0 0 22 1 0 0 0 23 0 0 0 0 0 0 0 0 0 0 22 2 0 0 0 24 Hourly Total0 0 72 7 1 2 1 83 0 0 0 0 0 0 0 0 0 0 80 11 1 2 1 95 0900 - 0915 0 0 16 2 0 0 0 18 0 0 0 0 0 0 0 0 0 0 11 1 1 1 0 14 0915 - 0930 0 0 13 1 0 0 0 14 0 0 0 0 0 0 0 0 0 0 11 1 0 0 0 12 0930 - 0945 0 0 17 4 0 3 0 24 0 0 0 0 0 0 0 0 0 0 13 1 0 0 0 14 0945 - 1000 0 0 12 2 1 0 0 15 0 0 1 0 0 0 0 1 0 0 12 1 0 0 0 13 Hourly Total0 0 58 9 1 3 0 71 0 0 1 0 0 0 0 1 0 0 47 4 1 1 0 53

Session Total 0 0 176 24 2 6 2 210 0 0 1 0 0 0 0 1 0 0 183 25 2 6 5 221

1600 - 1615 0 0 10 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 7 1 0 0 0 8 1615 - 1630 0 0 14 1 1 0 0 16 0 0 0 0 0 0 0 0 0 0 13 0 0 2 0 15 1630 - 1645 0 0 12 2 0 2 2 18 0 0 0 0 0 0 0 0 0 0 16 1 0 1 0 18 1645 - 1700 0 0 9 3 1 0 0 13 0 0 1 0 0 0 0 1 0 0 14 0 0 0 1 15 Hourly Total0 0 45 6 2 2 2 57 0 0 1 0 0 0 0 1 0 0 50 2 0 3 1 56 1700 - 1715 0 0 13 1 1 1 0 16 0 0 0 0 0 0 0 0 0 0 17 1 0 2 0 20 1715 - 1730 0 0 16 1 0 0 0 17 0 0 0 0 0 0 0 0 0 0 11 1 0 0 0 12 1730 - 1745 0 0 11 1 0 1 1 14 0 0 1 0 0 0 0 1 0 0 15 0 0 0 0 15 1745 - 1800 0 0 14 2 0 0 0 16 0 0 0 0 0 0 0 0 0 0 12 2 0 0 0 14 Hourly Total0 0 54 5 1 2 1 63 0 0 1 0 0 0 0 1 0 0 55 4 0 2 0 61 1800 - 1815 0 0 10 2 0 0 0 12 0 0 0 0 0 0 0 0 0 0 18 0 0 0 0 18 1815 - 1830 0 0 15 0 0 0 0 15 0 0 0 0 0 0 0 0 0 0 14 1 0 0 2 17 1830 - 1845 0 0 16 0 0 0 0 16 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 9 1845 - 1900 0 0 9 1 0 0 1 11 0 0 0 0 0 0 0 0 0 0 6 1 0 0 0 7 Hourly Total0 0 50 3 0 0 1 54 0 0 0 0 0 0 0 0 0 0 47 2 0 0 2 51

Session Total 0 0 149 14 3 4 4 174 0 0 2 0 0 0 0 2 0 0 152 8 0 5 3 168 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (2) Manchester Road / A679 / Hameldon Road

Approach: A679 (East)

Left to Hameldon Road Ahead to A679 (West) Right to Manchester Road TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 0 0 0 0 0 0 0 0 65 7 0 1 0 73 0 0 9 0 0 0 0 9 0715 - 0730 0 0 0 0 0 0 0 0 0 0 77 9 1 2 0 89 0 0 10 1 0 0 0 11 0730 - 0745 0 0 0 0 0 0 0 0 0 0 73 7 0 3 0 83 0 0 9 1 0 1 3 14 0745 - 0800 0 0 1 0 0 0 0 1 0 0 80 8 1 2 1 92 0 0 12 2 0 0 0 14 Hourly Total0 0 1 0 0 0 0 1 0 0 295 31 2 8 1 337 0 0 40 4 0 1 3 48 0800 - 0815 0 0 0 0 0 0 0 0 0 1 75 13 0 2 1 92 0 0 16 2 0 0 0 18 0815 - 0830 0 0 0 0 0 0 0 0 0 0 81 7 0 0 1 89 0 0 21 0 0 0 1 22 0830 - 0845 0 0 0 0 0 0 0 0 0 0 81 12 0 1 0 94 0 0 24 4 0 1 1 30 0845 - 0900 0 0 1 0 0 0 0 1 0 0 89 12 1 1 0 103 0 0 17 1 0 0 0 18 Hourly Total0 0 1 0 0 0 0 1 0 1 326 44 1 4 2 378 0 0 78 7 0 1 2 88 0900 - 0915 0 0 1 0 0 0 0 1 0 0 76 9 0 1 2 88 0 0 12 1 0 1 0 14 0915 - 0930 0 0 0 0 0 0 0 0 0 0 84 11 0 0 1 96 0 0 13 1 0 0 0 14 0930 - 0945 0 0 1 0 0 0 0 1 0 0 71 9 0 2 1 83 0 0 10 1 0 0 0 11 0945 - 1000 0 0 0 0 0 0 0 0 0 0 77 11 0 2 0 90 0 0 7 1 1 0 0 9 Hourly Total0 0 2 0 0 0 0 2 0 0 308 40 0 5 4 357 0 0 42 4 1 1 0 48

Session Total 0 0 4 0 0 0 0 4 0 1 929 115 3 17 7 1072 0 0 160 15 1 3 5 184

1600 - 1615 0 0 1 0 0 0 0 1 0 0 81 7 0 0 0 88 0 0 8 1 0 0 0 9 1615 - 1630 0 0 0 0 0 0 0 0 0 0 87 7 0 0 1 95 0 0 13 4 0 2 0 19 1630 - 1645 0 0 0 0 0 0 0 0 0 0 101 9 0 0 1 111 0 0 17 2 0 0 0 19 1645 - 1700 0 0 0 0 0 0 0 0 0 1 102 6 0 0 0 109 0 1 15 4 0 0 1 21 Hourly Total 0 0 1 0 0 0 0 1 0 1 371 29 0 0 2 403 0 1 53 11 0 2 1 68 1700 - 1715 0 0 1 0 0 0 0 1 0 1 104 11 0 0 1 117 0 0 23 1 0 1 0 25 1715 - 1730 0 0 1 1 0 0 0 2 0 1 117 13 0 0 0 131 0 0 22 5 0 0 0 27 1730 - 1745 0 0 0 0 0 0 0 0 0 2 127 7 2 0 0 138 0 0 26 3 0 0 0 29 1745 - 1800 0 0 0 0 0 0 0 0 0 0 114 4 1 0 0 119 0 0 21 3 0 0 0 24 Hourly Total 0 0 2 1 0 0 0 3 0 4 462 35 3 0 1 505 0 0 92 12 0 1 0 105 1800 - 1815 0 0 0 1 0 0 0 1 0 0 100 9 0 1 0 110 0 0 15 4 0 2 1 22 1815 - 1830 0 0 0 0 0 0 0 0 0 0 103 6 0 0 0 109 0 0 21 1 0 0 0 22 1830 - 1845 0 0 0 0 0 0 0 0 0 0 77 8 0 0 0 85 0 0 17 1 0 1 0 19 1845 - 1900 0 0 0 1 0 0 0 1 0 0 83 4 0 0 0 87 0 0 14 2 0 0 0 16 Hourly Total0 0 0 2 0 0 0 2 0 0 363 27 0 1 0 391 0 0 67 8 0 3 1 79

Session Total 0 0 3 3 0 0 0 6 0 5 1196 91 3 1 3 1299 0 1 212 31 0 6 2 252 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (2) Manchester Road / A679 / Hameldon Road

Approach: Hameldon Road

Left to A679 (West) Ahead to Manchester Road Right to A679 (East) TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0715 - 0730 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0730 - 0745 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0745 - 0800 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 Hourly Total0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0800 - 0815 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0815 - 0830 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0830 - 0845 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0845 - 0900 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 Hourly Total0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0900 - 0915 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0915 - 0930 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0930 - 0945 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0945 - 1000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Total0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1

Session Total0 0 3 0 0 0 0 3 0 0 1 0 0 0 0 1 0 0 3 1 0 0 0 4

1600 - 1615 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1615 - 1630 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 1630 - 1645 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1645 - 1700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 Hourly Total0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4 1 0 0 0 5 1700 - 1715 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1715 - 1730 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1730 - 1745 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 1745 - 1800 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 1 0 0 0 2 Hourly Total0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0 0 6 1 0 0 0 7 1800 - 1815 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1815 - 1830 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1830 - 1845 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1845 - 1900 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Hourly Total0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

Session Total0 0 1 0 0 0 0 1 0 0 1 1 0 0 0 2 0 0 12 2 0 0 0 14 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (2) Manchester Road / A679 / Hameldon Road

Approach: A679 (West)

Left to Manchester Road Ahead to A679 (East) Right to Hameldon Road TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 18 1 1 0 0 20 0 0 78 3 0 1 0 82 0 0 0 0 0 0 0 0 0715 - 0730 0 0 16 1 0 2 0 19 0 0 67 4 1 3 0 75 0 0 0 0 0 0 0 0 0730 - 0745 0 0 12 0 0 2 3 17 0 0 71 6 0 1 0 78 0 0 1 0 0 0 0 1 0745 - 0800 0 0 9 2 1 0 0 12 0 0 87 6 0 0 1 94 0 0 1 0 0 0 0 1 Hourly Total0 0 55 4 2 4 3 68 0 0 303 19 1 5 1 329 0 0 2 0 0 0 0 2 0800 - 0815 0 0 15 1 0 3 1 20 0 0 74 7 1 2 0 84 0 0 1 0 0 0 0 1 0815 - 0830 0 0 11 0 0 0 0 11 0 0 90 11 0 1 0 102 0 0 1 0 0 0 0 1 0830 - 0845 0 0 16 1 0 1 0 18 0 0 109 9 0 2 0 120 0 0 1 0 0 0 0 1 0845 - 0900 0 0 12 0 0 0 0 12 0 0 112 12 0 1 1 126 0 0 0 0 0 0 0 0 Hourly Total0 0 54 2 0 4 1 61 0 0 385 39 1 6 1 432 0 0 3 0 0 0 0 3 0900 - 0915 0 0 11 1 0 4 0 16 0 1 114 13 1 2 2 133 0 0 1 0 0 0 0 1 0915 - 0930 0 0 12 1 0 0 0 13 0 0 101 11 0 1 0 113 0 0 0 0 0 0 0 0 0930 - 0945 0 0 11 2 0 0 0 13 0 0 67 4 0 1 1 73 0 0 0 0 0 0 0 0 0945 - 1000 0 0 10 1 0 0 1 12 0 0 77 6 0 1 0 84 0 0 0 0 0 0 0 0 Hourly Total0 0 44 5 0 4 1 54 0 1 359 34 1 5 3 403 0 0 1 0 0 0 0 1

Session Total 0 0 153 11 2 12 5 183 0 1 1047 92 3 16 5 1164 0 0 6 0 0 0 0 6

1600 - 1615 0 0 16 2 0 0 0 18 0 1 80 6 0 0 1 88 0 0 1 0 0 0 0 1 1615 - 1630 0 0 21 0 1 0 0 22 0 1 107 9 0 0 1 118 0 0 0 0 0 0 0 0 1630 - 1645 0 0 22 3 0 2 1 28 0 0 110 11 0 0 1 122 0 0 0 1 0 0 0 1 1645 - 1700 0 0 26 3 0 0 0 29 0 0 94 9 0 0 0 103 0 0 0 0 0 0 0 0 Hourly Total0 0 85 8 1 2 1 97 0 2 391 35 0 0 3 431 0 0 1 1 0 0 0 2 1700 - 1715 0 0 25 5 0 0 0 30 0 0 87 6 0 1 1 95 0 0 0 0 0 0 0 0 1715 - 1730 0 0 21 6 0 0 0 27 0 0 101 7 0 0 0 108 0 0 0 0 0 0 0 0 1730 - 1745 0 0 21 3 0 1 0 25 0 0 72 4 0 0 0 76 0 0 1 0 0 0 0 1 1745 - 1800 0 0 27 1 0 0 0 28 0 1 90 2 0 1 0 94 0 0 2 0 0 0 0 2 Hourly Total 0 0 94 15 0 1 0 110 0 1 350 19 0 2 1 373 0 0 3 0 0 0 0 3 1800 - 1815 0 0 12 0 0 0 0 12 0 0 77 4 0 0 0 81 0 0 1 0 0 0 0 1 1815 - 1830 0 0 17 1 0 0 0 18 0 0 81 4 0 0 0 85 0 0 1 0 0 0 0 1 1830 - 1845 0 0 13 1 0 1 0 15 0 0 87 2 0 0 0 89 0 0 0 0 0 0 0 0 1845 - 1900 0 0 14 0 0 0 0 14 0 0 71 8 0 0 0 79 0 0 0 0 0 0 0 0 Hourly Total0 0 56 2 0 1 0 59 0 0 316 18 0 0 0 334 0 0 2 0 0 0 0 2

Session Total 0 0 235 25 1 4 1 266 0 3 1057 72 0 2 4 1138 0 0 6 1 0 0 0 7 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (1) A671 / Green Lane

Approach: A671 (East)

Left to Green Lane Ahead to A671 (West) TIME P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 17 3 0 0 1 21 0 0 106 10 0 1 1 118 0715 - 0730 0 0 22 1 0 0 0 23 0 0 139 11 0 0 0 150 0730 - 0745 0 0 28 2 0 1 0 31 0 0 141 13 0 1 0 155 0745 - 0800 0 0 31 2 0 0 2 35 0 0 114 10 0 2 0 126 Hourly Total 0 0 98 8 0 1 3 110 0 0 500 44 0 4 1 549 0800 - 0815 0 0 26 1 0 1 0 28 0 0 122 9 0 1 1 133 0815 - 0830 0 0 34 2 0 0 0 36 0 1 157 7 0 0 1 166 0830 - 0845 0 0 22 0 0 1 0 23 0 0 147 12 0 0 2 161 0845 - 0900 0 0 21 1 0 0 0 22 0 0 123 13 0 2 1 139 Hourly Total 0 0 103 4 0 2 0 109 0 1 549 41 0 3 5 599 0900 - 0915 0 0 19 2 0 0 0 21 0 0 121 10 0 1 1 133 0915 - 0930 0 0 20 0 0 0 1 21 0 0 113 9 0 0 1 123 0930 - 0945 0 0 17 1 0 0 0 18 0 0 107 7 0 0 1 115 0945 - 1000 0 0 21 1 0 0 0 22 0 0 104 9 0 0 0 113 Hourly Total 0 0 77 4 0 0 1 82 0 0 445 35 0 1 3 484

Session Total 0 0 278 16 0 3 4 301 0 1 1494 120 0 8 9 1632

1600 - 1615 0 1 15 3 0 0 0 19 0 0 136 8 0 2 2 148 1615 - 1630 0 0 19 3 0 0 0 22 0 0 131 8 0 0 2 141 1630 - 1645 0 0 27 1 0 0 0 28 0 0 152 12 0 0 0 164 1645 - 1700 0 0 26 4 0 1 1 32 0 0 122 10 0 0 0 132 Hourly Total 0 1 87 11 0 1 1 101 0 0 541 38 0 2 4 585 1700 - 1715 0 0 21 1 0 0 0 22 0 0 129 11 0 1 1 142 1715 - 1730 0 0 18 3 0 0 0 21 0 0 150 9 0 0 0 159 1730 - 1745 0 0 17 2 0 0 0 19 0 1 113 11 0 0 0 125 1745 - 1800 0 0 19 1 0 1 0 21 0 0 107 8 0 1 2 118 Hourly Total 0 0 75 7 0 1 0 83 0 1 499 39 0 2 3 544 1800 - 1815 0 1 16 1 0 0 0 18 0 0 105 5 0 0 1 111 1815 - 1830 0 0 18 2 0 0 1 21 0 0 112 7 0 0 0 119 1830 - 1845 0 0 19 2 0 0 0 21 0 0 77 6 0 0 0 83 1845 - 1900 0 0 13 0 0 0 0 13 0 0 84 6 0 0 0 90 Hourly Total 0 1 66 5 0 0 1 73 0 0 378 24 0 0 1 403

Session Total 0 2 228 23 0 2 2 257 0 1 1418 101 0 4 8 1532 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (1) A671 / Green Lane

Approach: Green Lane

Left to A671 (West) Right to A671 (East) TIME P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 1 21 1 0 1 1 25 0 0 14 1 0 0 0 15 0715 - 0730 0 1 26 5 0 0 0 32 0 0 16 0 0 0 0 16 0730 - 0745 0 0 22 3 0 1 0 26 0 0 9 0 0 0 1 10 0745 - 0800 0 0 27 1 0 1 1 30 0 0 11 0 0 0 0 11 Hourly Total 0 2 96 10 0 3 2 113 0 0 50 1 0 0 1 52 0800 - 0815 0 0 21 2 0 0 0 23 0 0 11 0 0 0 0 11 0815 - 0830 0 0 28 1 0 0 0 29 0 0 12 0 0 0 0 12 0830 - 0845 0 0 15 3 0 1 0 19 0 0 15 0 0 0 0 15 0845 - 0900 0 0 16 0 0 1 1 18 0 0 13 0 0 0 0 13 Hourly Total 0 0 80 6 0 2 1 89 0 0 51 0 0 0 0 51 0900 - 0915 0 0 11 1 0 0 0 12 0 0 11 1 0 0 1 13 0915 - 0930 0 0 12 1 0 0 0 13 0 0 12 0 0 0 0 12 0930 - 0945 0 0 10 1 0 0 0 11 0 0 10 1 0 0 0 11 0945 - 1000 0 0 14 3 0 0 0 17 0 0 12 0 0 0 0 12 Hourly Total 0 0 47 6 0 0 0 53 0 0 45 2 0 0 1 48

Session Total 0 2 223 22 0 5 3 255 0 0 146 3 0 0 2 151

1600 - 1615 0 0 28 3 0 0 2 33 0 0 9 1 0 0 0 10 1615 - 1630 0 0 31 3 0 0 0 34 0 0 9 1 0 0 0 10 1630 - 1645 0 0 36 1 0 1 0 38 0 0 15 1 0 1 0 17 1645 - 1700 0 0 37 3 0 0 0 40 0 0 9 0 0 0 1 10 Hourly Total 0 0 132 10 0 1 2 145 0 0 42 3 0 1 1 47 1700 - 1715 0 0 31 3 0 0 0 34 0 0 16 1 0 0 0 17 1715 - 1730 0 0 28 2 0 1 1 32 0 0 11 0 0 0 0 11 1730 - 1745 0 0 22 0 0 0 0 22 0 0 10 0 0 0 0 10 1745 - 1800 0 0 24 2 0 1 0 27 0 0 10 0 0 0 0 10 Hourly Total 0 0 105 7 0 2 1 115 0 0 47 1 0 0 0 48 1800 - 1815 0 0 17 1 0 0 0 18 0 0 5 0 0 1 0 6 1815 - 1830 0 0 18 1 0 0 0 19 0 0 6 1 0 0 0 7 1830 - 1845 0 0 21 0 0 0 0 21 0 0 7 0 0 0 1 8 1845 - 1900 0 0 17 1 0 0 0 18 0 0 4 1 0 0 0 5 Hourly Total 0 0 73 3 0 0 0 76 0 0 22 2 0 1 1 26

Session Total 0 0 310 20 0 3 3 336 0 0 111 6 0 2 2 121 Padiham - Manual Traffic Survey, Tuesday 17th March 2015

Produced by Road Data Services Ltd.

Junction: (1) A671 / Green Lane

Approach: A671 (West)

Ahead to A671 (East) Right to Green Lane TIME P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLEM/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL 0700 - 0715 0 0 123 9 0 4 0 136 0 0 18 0 0 0 0 18 0715 - 0730 0 0 116 11 0 1 0 128 0 0 19 0 0 1 0 20 0730 - 0745 0 0 131 20 0 2 0 153 0 0 10 1 0 0 0 11 0745 - 0800 0 0 129 15 0 0 1 145 0 0 10 0 0 0 0 10 Hourly Total 0 0 499 55 0 7 1 562 0 0 57 1 0 1 0 59 0800 - 0815 0 0 124 13 1 1 0 139 0 0 16 1 0 0 0 17 0815 - 0830 0 0 139 12 0 3 1 155 0 0 11 2 0 0 0 13 0830 - 0845 0 0 129 15 0 4 2 150 0 0 16 1 0 0 0 17 0845 - 0900 0 2 131 14 0 3 2 152 0 0 8 1 0 2 1 12 Hourly Total 0 2 523 54 1 11 5 596 0 0 51 5 0 2 1 59 0900 - 0915 0 0 126 11 1 1 3 142 0 0 9 2 0 0 0 11 0915 - 0930 0 0 135 10 1 4 2 152 0 0 12 4 0 0 0 16 0930 - 0945 0 0 112 6 0 2 2 122 0 0 7 3 0 0 0 10 0945 - 1000 0 1 113 9 0 2 1 126 0 0 9 2 0 0 0 11 Hourly Total 0 1 486 36 2 9 8 542 0 0 37 11 0 0 0 48

Session Total 0 3 1508 145 3 27 14 1700 0 0 145 17 0 3 1 166

1600 - 1615 0 0 132 17 0 0 2 151 0 0 9 3 0 1 0 13 1615 - 1630 0 0 117 13 1 0 1 132 0 0 9 5 0 1 0 15 1630 - 1645 0 0 112 15 0 0 1 128 0 0 11 2 0 1 0 14 1645 - 1700 0 1 149 16 0 1 0 167 0 0 9 1 0 0 0 10 Hourly Total 0 1 510 61 1 1 4 578 0 0 38 11 0 3 0 52 1700 - 1715 0 1 140 15 1 1 1 159 0 0 19 5 0 0 1 25 1715 - 1730 0 0 152 16 0 0 0 168 0 0 21 1 0 1 0 23 1730 - 1745 0 0 118 12 0 1 0 131 0 0 14 3 0 1 0 18 1745 - 1800 0 0 83 8 0 0 1 92 0 0 14 5 0 1 0 20 Hourly Total 0 1 493 51 1 2 2 550 0 0 68 14 0 3 1 86 1800 - 1815 0 0 74 7 0 0 1 82 0 0 13 3 1 0 0 17 1815 - 1830 0 0 81 6 0 0 1 88 0 0 14 3 0 0 0 17 1830 - 1845 0 0 66 4 0 0 1 71 0 0 10 4 0 0 0 14 1845 - 1900 0 0 61 6 0 0 0 67 0 0 12 2 0 0 0 14 Hourly Total 0 0 282 23 0 0 3 308 0 0 49 12 1 0 0 62

Session Total 0 2 1285 135 2 3 9 1436 0 0 155 37 1 6 1 200 Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 1 - Northbound Vehicle Flow Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 5 Day Ave 7 Day Ave 1 9 6 15 6 7 3 6 6 7 2 1 11 12 0 4 1 8 3 5 3 2 3 2 1 1 1 1 1 2 4 5 5 8 2 1 2 1 2 3 5 5 8 4 4 6 3 1 4 4 6 9 7 5 10 10 11 14 11 9 7 20 13 7 15 11 15 15 15 14 8 106 26 18 94 103 67 96 93 73 9 170 48 17 185 168 134 137 159 123 10 100 57 45 88 95 67 88 88 77 11 87 127 88 64 78 67 68 73 83 12 94 120 114 74 67 67 66 74 86 13 108 133 132 90 90 65 82 87 100 14 130 119 121 99 80 73 78 92 100 15 166 136 118 105 106 133 112 124 125 16 194 107 116 150 166 121 118 150 139 17 210 135 78 182 178 186 162 184 162 18 218 110 104 213 236 209 191 213 183 19 131 74 75 113 124 101 127 119 106 20 98 82 58 72 52 71 72 73 72 21 56 61 57 61 59 41 52 54 55 22 34 43 28 25 29 26 35 30 31 23 26 26 12 14 18 23 20 20 20 24 24 22 11 10 12 9 16 14 15

7-19 1714 1192 1026 1457 1491 1290 1325 1455 1356 6-22 1922 1391 1176 1630 1642 1443 1499 1627 1529 6-24 1972 1439 1199 1654 1672 1475 1535 1662 1564 0-24 2003 1479 1245 1677 1701 1496 1566 1689 1595

Vehicle Flow (Channel 1)

2500

2000

1500

1000

500

Number of Vehicles of Number 0-24 0 6-24 13/03/2015 6-22 14/03/2015 15/03/2015 16/03/2015 7-19 17/03/2015 18/03/2015 19/03/2015 Date

7-19 6-22 6-24 0-24 Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 1 - Northbound Average Speed Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 1 35.4 34.0 36.6 36.0 32.4 20.0 24.0 - 2 36.0 32.5 37.6 - 40.8 18.0 27.6 - 3 39.0 38.7 30.0 33.0 36.0 25.0 27.0 - 4 32.0 31.8 32.1 35.5 27.0 23.0 27.0 - 5 35.4 32.9 36.8 32.3 31.8 28.7 30.0 - 6 36.0 34.6 38.8 36.4 25.2 20.0 27.1 - 7 34.7 34.2 35.4 36.1 24.3 22.4 28.5 - 8 33.9 34.0 33.9 33.4 23.0 18.4 25.2 - 9 32.8 34.2 35.1 29.1 22.6 17.4 22.6 - 10 32.5 32.4 34.8 22.6 23.1 18.0 19.1 - 11 32.2 33.8 33.8 21.7 23.7 19.2 16.6 - 12 32.8 32.7 32.8 22.1 22.7 19.7 18.8 - 13 33.2 33.8 33.1 24.0 24.5 19.2 20.0 - 14 32.8 32.8 33.4 22.2 20.3 18.9 17.2 - 15 33.5 34.2 32.8 21.6 21.6 20.0 22.3 - 16 33.5 32.4 34.3 24.0 23.1 19.4 18.0 - 17 34.2 33.5 34.9 22.9 22.3 21.6 20.2 - 18 34.6 33.6 33.4 22.3 23.2 21.6 22.5 - 19 34.4 33.8 36.1 22.8 22.7 20.9 24.4 - 20 34.3 33.2 35.0 25.3 24.3 23.5 27.1 - 21 32.6 35.3 34.5 24.4 24.6 24.0 26.3 - 22 32.7 34.1 32.8 26.6 22.6 24.9 26.0 - 23 34.1 34.3 37.2 26.1 17.1 28.7 25.7 - 24 34.2 33.6 37.6 23.7 17.8 27.8 27.4 -

10-12 32.5 33.3 33.2 21.9 23.3 19.5 17.7 - 14-16 33.5 33.4 33.5 23.1 22.5 19.7 20.1 - 0-24 33.6 33.5 34.0 24.6 22.9 20.5 21.9 -

7 Day Ave 27.3

Channel 1 - Northbound 85th Percentile

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 1 41.0 38.0 41.9 38.8 34.7 22.8 26.8 - 2 - 34.5 43.7 - 49.3 - 36.6 - 3 41.1 48.5 30.7 - - - - - 4 34.6 34.6 34.0 38.0 - 26.5 - - 5 42.0 37.0 39.3 35.8 37.3 34.5 - - 6 41.0 38.2 44.6 43.3 33.9 24.0 36.0 - 7 40.2 40.2 41.1 40.0 31.5 26.9 36.9 - 8 38.0 38.3 37.9 38.1 32.7 25.0 34.0 - 9 38.0 39.0 38.0 37.0 32.0 24.0 33.0 - 10 38.0 37.6 40.4 30.0 31.0 21.2 26.0 - 11 38.0 38.1 38.0 30.0 32.0 24.1 20.0 - 12 39.0 37.0 37.1 31.0 32.0 29.0 24.0 - 13 38.0 39.0 39.0 32.0 31.0 27.4 29.0 - 14 39.7 38.3 39.0 31.0 28.2 25.0 20.5 - 15 38.0 39.0 37.0 30.0 30.0 29.0 34.4 - 16 38.0 37.0 39.0 32.0 32.0 27.0 23.0 - 17 39.0 38.0 39.0 31.9 32.5 31.0 29.9 - 18 39.0 38.7 38.0 33.0 33.0 30.0 32.0 - 19 40.0 39.0 41.9 32.2 33.0 28.0 33.0 - 20 41.0 38.0 39.5 33.4 33.0 31.5 35.0 - 21 38.0 41.0 39.6 32.0 32.0 33.0 34.4 - 22 38.0 41.7 37.0 34.4 29.8 33.3 31.9 - 23 39.5 39.0 41.7 34.4 24.5 33.0 32.2 - 24 39.6 40.6 47.5 28.0 25.0 30.6 38.0 -

10-12 38.0 38.1 38.0 30.0 32.0 24.1 20.0 - 14-16 38.0 38.0 38.1 31.0 31.0 29.0 31.0 - 0-24 39.0 38.0 39.0 33.0 32.0 29.0 32.0 -

7 Day Ave 37.0 Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 1 - Northbound Speed Summary Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Speed (MPH) Friday Saturday Sunday Monday Tuesday Wednesday Thursday 0-25 47 49 33 863 1058 1148 1081 26-40 1772 1288 1072 774 607 336 454 41-55 184 138 138 40 36 11 31 56- 0 4 2 0 0 1 0

TOTAL 2003 1479 1245 1677 1701 1496 1566

Speed Summary (MPH)

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0% 13/03/2015 14/03/2015 15/03/2015Date 16/03/2015 17/03/2015 18/03/2015 19/03/2015

0-25 26-40 41-55 56- Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 1 - Northbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 13/03/2015 7-19 1570 141 3 1714 6-22 1767 152 3 1922 6-24 1814 155 3 1972 0-24 1842 158 3 2003 14/03/2015 7-19 1108 84 0 1192 6-22 1300 91 0 1391 6-24 1346 93 0 1439 0-24 1383 96 0 1479 15/03/2015 7-19 974 51 1 1026 6-22 1118 57 1 1176 6-24 1139 59 1 1199 0-24 1183 61 1 1245 16/03/2015 7-19 1344 108 5 1457 6-22 1510 115 5 1630 6-24 1532 117 5 1654 0-24 1552 120 5 1677 17/03/2015 7-19 1378 111 2 1491 6-22 1524 115 3 1642 6-24 1551 118 3 1672 0-24 1576 122 3 1701 18/03/2015 7-19 1216 74 0 1290 6-22 1360 83 0 1443 6-24 1389 86 0 1475 0-24 1407 89 0 1496 19/03/2015 7-19 1258 66 1 1325 6-22 1416 82 1 1499 6-24 1450 84 1 1535 0-24 1475 90 1 1566

Average 7-19 1264 91 2 1356 6-22 1428 99 2 1529 6-24 1460 102 2 1564 0-24 1488 105 2 1595

Total Vehicle Class Distribution

0% 7%

93% Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 2 - Southbound Vehicle Flow Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 5 Day Ave 7 Day Ave 1 5 6 15 4 1 6 5 4 6 2 3 5 11 2 2 1 0 2 3 3 2 6 9 4 2 0 0 2 3 4 1 2 5 0 5 1 2 2 2 5 4 1 1 2 2 2 5 3 2 6 26 9 1 23 23 29 27 26 20 7 47 15 10 45 48 44 66 50 39 8 129 36 21 142 129 75 174 130 101 9 165 56 25 138 141 129 176 150 119 10 110 69 54 102 92 95 132 106 93 11 106 125 78 74 80 86 98 89 92 12 90 117 105 88 79 81 110 90 96 13 99 129 134 77 82 80 82 84 98 14 115 160 121 87 89 111 93 99 111 15 114 103 103 82 97 90 91 95 97 16 170 98 119 136 149 157 149 152 140 17 161 108 87 136 126 143 118 137 126 18 145 96 79 115 117 135 132 129 117 19 126 74 88 107 106 100 104 109 101 20 91 77 43 74 79 88 73 81 75 21 58 67 50 45 41 74 65 57 57 22 38 49 25 33 18 31 48 34 35 23 28 25 11 13 17 18 30 21 20 24 23 29 7 10 6 10 18 13 15

7-19 1530 1171 1014 1284 1287 1282 1459 1368 1290 6-22 1764 1379 1142 1481 1473 1519 1711 1590 1496 6-24 1815 1433 1160 1504 1496 1547 1759 1624 1531 0-24 1856 1462 1202 1539 1531 1586 1798 1662 1568

Vehicle Flow (Channel 2)

2000

1800

1600

1400

1200

1000

800

600 400 200 Number of Vehicles of Number 0-24 0 6-24 13/03/2015 6-22 14/03/2015 15/03/2015 16/03/2015 7-19 17/03/2015 18/03/2015 19/03/2015 Date

7-19 6-22 6-24 0-24 Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 2 - Southbound Average Speed Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 1 38.2 34.8 37.5 37.5 32.0 26.7 29.2 - 2 37.0 34.8 39.2 29.5 34.5 37.0 - - 3 35.0 41.5 37.9 34.8 34.5 - - - 4 39.0 30.0 40.0 - 30.0 34.0 27.5 - 5 34.0 36.0 39.0 44.0 28.5 33.0 34.6 - 6 36.0 35.6 37.0 34.8 31.0 30.9 34.3 - 7 37.6 37.8 34.7 36.0 32.1 34.0 33.3 - 8 35.0 37.7 37.4 36.1 31.6 28.5 30.3 - 9 34.3 35.8 37.7 33.4 27.9 27.8 28.3 - 10 35.2 34.7 36.4 28.5 27.4 28.2 27.8 - 11 34.7 34.9 34.7 29.0 28.5 27.7 29.8 - 12 33.5 35.3 35.4 28.5 26.4 28.3 28.0 - 13 35.6 35.3 35.8 27.4 29.8 28.8 29.2 - 14 34.5 34.3 35.7 27.9 26.6 27.5 29.8 - 15 34.4 34.2 36.4 28.2 27.1 27.9 29.4 - 16 33.7 35.5 36.2 26.8 27.9 27.5 27.9 - 17 35.6 34.4 37.1 27.9 27.9 27.0 28.5 - 18 35.0 35.5 36.4 29.0 28.9 27.8 27.4 - 19 34.6 38.6 33.9 29.2 29.0 28.0 27.7 - 20 36.5 34.3 36.2 29.2 29.0 28.1 28.3 - 21 34.4 36.4 33.3 27.8 29.3 26.8 27.6 - 22 34.3 36.8 34.0 29.1 32.2 29.5 30.4 - 23 34.8 36.1 37.5 34.2 28.7 31.3 29.4 - 24 36.0 37.5 37.6 32.2 23.5 28.8 28.2 -

10-12 34.1 35.1 35.1 28.7 27.5 28.0 28.9 - 14-16 34.0 34.8 36.3 27.3 27.6 27.7 28.5 - 0-24 34.9 35.4 35.8 29.9 28.6 28.1 28.9 -

7 Day Ave 31.5

Channel 2 - Southbound 85th Percentile

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 1 42.8 40.8 42.9 41.9 - 31.3 31.0 - 2 39.8 44.2 41.0 33.4 34.9 - - - 3 38.5 50.5 39.8 37.6 34.9 - - - 4 - 31.4 40.8 - 32.0 - 28.6 - 5 37.1 - - 46.8 28.9 33.7 35.8 - 6 42.0 39.8 - 39.0 36.7 36.8 37.0 - 7 42.1 42.9 38.0 40.0 37.0 38.0 36.3 - 8 40.0 42.8 43.0 40.9 37.0 36.0 34.0 - 9 40.0 40.8 44.4 39.0 33.0 33.0 31.0 - 10 40.0 41.0 40.0 34.0 30.0 34.0 33.4 - 11 40.0 40.0 40.5 34.0 34.0 30.0 34.0 - 12 37.0 40.0 40.0 34.0 30.0 34.0 33.0 - 13 40.0 40.0 41.0 34.0 35.0 34.0 35.0 - 14 40.0 40.0 40.0 33.0 30.0 31.5 35.0 - 15 40.0 39.0 41.0 31.0 33.0 33.0 34.0 - 16 39.0 40.5 41.0 30.0 31.0 30.0 32.0 - 17 40.0 40.0 43.2 33.0 32.0 32.0 33.5 - 18 39.0 43.0 40.0 34.0 33.0 32.9 33.0 - 19 39.0 44.0 40.0 33.0 34.0 33.2 30.0 - 20 42.5 39.0 41.4 34.1 34.0 31.9 31.4 - 21 40.5 43.2 39.0 33.0 34.0 30.1 32.0 - 22 39.0 42.8 40.4 34.0 39.5 33.5 35.0 - 23 39.9 42.8 43.0 37.0 35.0 36.4 34.7 - 24 39.0 43.0 40.2 36.7 25.0 32.7 30.0 -

10-12 40.0 40.0 40.5 34.0 34.0 30.0 34.0 - 14-16 40.0 40.0 41.0 31.0 32.0 30.0 34.0 - 0-24 40.0 41.0 41.0 35.0 34.0 33.0 34.0 -

7 Day Ave 38.0 Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 2 - Southbound Speed Summary Week 1

13/03/2015 14/03/2015 15/03/2015 16/03/2015 17/03/2015 18/03/2015 19/03/2015 Speed (MPH) Friday Saturday Sunday Monday Tuesday Wednesday Thursday 0-25 49 42 30 365 431 495 427 26-40 1570 1168 969 1122 1077 1069 1349 41-55 234 248 201 52 23 22 21 56- 3 4 2 0 0 0 1

TOTAL 1856 1462 1202 1539 1531 1586 1798

Speed Summary (MPH)

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0% 13/03/2015 14/03/2015 15/03/2015Date 16/03/2015 17/03/2015 18/03/2015 19/03/2015

0-25 26-40 41-55 56- Padiham ATC, Manchester Road

Produced by Road Data Services Ltd.

Channel 2 - Southbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 13/03/2015 7-19 1427 101 2 1530 6-22 1646 116 2 1764 6-24 1692 121 2 1815 0-24 1729 125 2 1856 14/03/2015 7-19 1101 68 2 1171 6-22 1302 75 2 1379 6-24 1353 78 2 1433 0-24 1379 81 2 1462 15/03/2015 7-19 961 53 0 1014 6-22 1084 58 0 1142 6-24 1101 59 0 1160 0-24 1142 60 0 1202 16/03/2015 7-19 1180 101 3 1284 6-22 1361 116 4 1481 6-24 1383 117 4 1504 0-24 1418 117 4 1539 17/03/2015 7-19 1193 91 3 1287 6-22 1369 101 3 1473 6-24 1388 105 3 1496 0-24 1421 107 3 1531 18/03/2015 7-19 1213 68 1 1282 6-22 1444 74 1 1519 6-24 1470 76 1 1547 0-24 1505 80 1 1586 19/03/2015 7-19 1367 88 4 1459 6-22 1612 95 4 1711 6-24 1659 96 4 1759 0-24 1698 96 4 1798

Average 7-19 1206 81 2 1290 6-22 1403 91 2 1496 6-24 1435 93 2 1531 0-24 1470 95 2 1568

Total Vehicle Class Distribution

0% 6%

94% Padiham Pedestrian Survey Tuesday 17th March 2015 Produced by Road Data Services Ltd

Manchester Road Canal Bridge Northbound Southbound Time Pedestrians 7:00 - 7:15 0 1 7:15 - 7:30 0 0 7:30 - 7:45 0 0 7:45 - 8:00 1 1 Total 1 2 8:00 - 8:15 0 1 8:15 - 8:30 1 0 8:30 - 8:45 2 0 8:45 - 9:00 0 1 Total 3 2 9:00 - 9:15 0 0 9:15 - 9:30 1 0 9:30 - 9:45 0 1 9:45 - 10:00 0 0 Total 1 1

16:00 - 16:15 0 0 16:15 - 16:30 1 0 16:30 - 16:45 1 0 16:45 - 17:00 0 1 Total 2 1 17:00 - 17:15 1 0 17:15 - 17:30 0 0 17:30 - 17:45 0 0 17:45 - 18:00 0 0 Total 1 0 18:00 - 18:15 0 0 18:15 - 18:30 1 0 18:30 - 18:45 0 0 18:45 - 19:00 0 0 Total 1 0

Daily Total 9 6

Appendix 7 EXISTING 2015 VEHICULAR FLOWS HAPTON, BURNLEY TUESDAY 17 MARCH 2015 8:15am - 9:15am AM PEAK A671 Burnley Road 652 23

53 599 3 20

A671 Burnley Road

599 8 78 53 701 3 1 9 102 1 131 4

Green Lane

165 5

Manchester Road

131 4

Manchester Road

57 5 165 5 541 481 15 10 83 0 82 4 0 1 3 0 Burnley Road Accrington Road

84 4 1 0 2 0 0 0 374 460 7 11 3 KEY 0 2 Total Vehicles 0 Total HGVs

Hameldon Road EXISTING 2015 VEHICULAR FLOWS HAPTON, BURNLEY TUESDAY 17 MARCH 2015 4:30pm - 5:30pm PM PEAK A671 Burnley Road 694 8

72 622 3 5

A671 Burnley Road

597 2 144 55 700 3 2 4 103 2 199 5

Green Lane

175 5

Manchester Road

199 5

Manchester Road

114 3 130 11 543 428 6 3 65 1 64 4 0 7 1 0 Burnley Road Accrington Road

92 2 1 0 7 0 0 0 468 563 2 4 8 KEY 0 3 Total Vehicles 0 Total HGVs

Hameldon Road

Appendix 8 Page 1 of 6

Junctions 8 PICADY 8 - Priority Intersection Module Version: 8.0.2.316 [14 Feb 2013] © Copyright TRL Limited, 2015 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 E-mail: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:30:54

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Existing 2015 Stream B-ACD 0.00 0.00 0.00 A Stream A-B --- - Stream A-C --- - Stream A-D 0.24 9.05 0.20 A Stream D-AB 0.24 9.71 0.20 A Stream D-BC 0.46 17.52 0.32 C Stream C-ABD 0.01 4.39 0.01 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak " model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:30:53

File summary File Description

Title Manchester Road/A679 Accrington Road/Hameldon Road/.A679 Burnley Road Priority Crossroads Junctions Location Hapton, Burnley Site Number Date 08/04/2015 Version Status (new file) Identifier Client Gleeson Regeneration and Homes Jobnumber 15-148 Enumerator RD Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Existing 2015, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Existing Existing ONE 2015, AM AM Peak 08:00 09:30 90 15 2015 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 11.93 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) A 8.00 0.00 2.20 100.00 C 8.00 0.00 2.20 100.00 V 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Lane Lane Minor Lane Width at Width Width Width Width Estimate Flare Visibility Width Width Visibility Arm Arm Width give-way at 5m at 10m at 15m at 20m Flare Length To Right (Left) (Right) To Left (m) Type (m) (m) (m) (m) (m) (m) Length (PCU) (m) (m) (m) One B 2.80 12 20 lane

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 630.973 ------0.223 - 0.088 - - - 1 D-B, nearside lane 505.544 0.134 0.134 0.304 - - - 0.212 0.212 0.084 - - - 1 D-B, offside lane 510.017 0.135 0.135 0.306 - - - 0.214 0.214 0.085 - - - 1 D-C 510.017 - 0.135 0.306 0.107 0.214 0.214 0.214 0.214 0.085 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Default Vehicle Mix Factor from Proportions Proportions Proportions Vehicle Varies Varies Varies Turning Source for a HV entry/exit Vary Over Vary Over Vary Over Mix Over Over Over Proportions (PCU) counts Time Turn Entry Time Turn Entry HV 2.00 V V Percentages V V

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 471.00 100.000 B ONE HOUR V 3.00 100.000 C ONE HOUR V 556.00 100.000 D ONE HOUR V 170.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 2.000 381.000 88.000 B 2.000 0.000 1.000 0.000 From C 491.000 3.000 0.000 62.000 D 83.000 0.000 87.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.81 0.19 From B 0.67 0.00 0.33 0.00 C 0.88 0.01 0.00 0.11 D 0.49 0.00 0.51 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.00 0.00 0.00 A A-B - - - - A-C - - - - A-D 0.20 9.05 0.24 A D-AB 0.20 9.71 0.24 A D-BC 0.32 17.52 0.46 C C-ABD 0.01 4.39 0.01 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 387.81 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 286.84 286.84 0.00 - - - - -

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A-D 66.25 65.69 0.00 538.10 0.123 0.14 7.615 A D-AB 62.49 61.95 0.00 520.03 0.120 0.14 7.853 A D-BC 65.50 64.64 0.00 367.35 0.178 0.21 11.860 B C-ABD 4.20 4.17 0.00 824.17 0.005 0.01 4.390 A C-D 46.46 46.46 0.00 - - - - - C-A 367.93 367.93 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 363.01 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 342.51 342.51 0.00 - - - - - A-D 79.11 78.96 0.00 519.89 0.152 0.18 8.162 A D-AB 74.62 74.46 0.00 496.46 0.150 0.17 8.531 A D-BC 78.21 77.89 0.00 339.59 0.230 0.29 13.740 B C-ABD 5.61 5.60 0.00 860.59 0.007 0.01 4.210 A C-D 55.41 55.41 0.00 - - - - - C-A 438.82 438.82 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 328.37 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 419.49 419.49 0.00 - - - - - A-D 96.89 96.64 0.00 494.72 0.196 0.24 9.038 A D-AB 91.38 91.11 0.00 462.59 0.198 0.24 9.684 A D-BC 95.79 95.15 0.00 301.21 0.318 0.45 17.415 C C-ABD 7.96 7.95 0.00 909.55 0.009 0.01 3.992 A C-D 67.74 67.74 0.00 - - - - - C-A 536.47 536.47 0.00 - - - - -

Main results: (08:45-09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 328.28 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 419.49 419.49 0.00 - - - - - A-D 96.89 96.88 0.00 494.72 0.196 0.24 9.048 A D-AB 91.38 91.38 0.00 462.13 0.198 0.24 9.709 A D-BC 95.79 95.77 0.00 301.23 0.318 0.46 17.516 C C-ABD 7.96 7.96 0.00 909.50 0.009 0.01 3.994 A C-D 67.74 67.74 0.00 - - - - - C-A 536.47 536.47 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 362.87 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 342.51 342.51 0.00 - - - - - A-D 79.11 79.35 0.00 519.88 0.152 0.18 8.177 A D-AB 74.62 74.88 0.00 495.77 0.151 0.18 8.558 A D-BC 78.21 78.83 0.00 339.67 0.230 0.30 13.836 B C-ABD 5.61 5.62 0.00 860.50 0.007 0.01 4.210 A C-D 55.41 55.41 0.00 - - - - - C-A 438.81 438.81 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 387.59 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 286.84 286.84 0.00 - - - - - A-D 66.25 66.41 0.00 538.09 0.123 0.14 7.636 A

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D-AB 62.49 62.65 0.00 519.23 0.120 0.14 7.888 A D-BC 65.50 65.84 0.00 367.37 0.178 0.22 11.954 B C-ABD 4.21 4.21 0.00 824.00 0.005 0.01 4.391 A C-D 46.46 46.46 0.00 - - - - - C-A 367.92 367.92 0.00 - - - - -

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Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:31:49

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Existing 2015 Stream B-ACD 0.03 12.92 0.03 B Stream A-B --- - Stream A-C --- - Stream A-D 0.26 9.16 0.21 A Stream D-AB 0.20 9.01 0.16 A Stream D-BC 0.35 16.63 0.26 C Stream C-ABD 0.00 4.46 0.00 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak " model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:31:48

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Existing 2015, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 11.31 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Minor Arm Geometry

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 634.606 ------0.224 - 0.089 - - - 1 D-B, nearside lane 508.455 0.134 0.134 0.305 - - - 0.214 0.214 0.085 - - - 1 D-B, offside lane 507.106 0.134 0.134 0.304 - - - 0.213 0.213 0.084 - - - 1 D-C 507.106 - 0.134 0.304 0.107 0.213 0.213 0.213 0.213 0.084 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 566.00 100.000 B ONE HOUR V 8.00 100.000 C ONE HOUR V 549.00 100.000 D ONE HOUR V 141.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 2.000 470.000 94.000 B 7.000 0.000 1.000 0.000 From C 431.000 1.000 0.000 117.000 D 71.000 1.000 69.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.83 0.17 From B 0.88 0.00 0.13 0.00 C 0.79 0.00 0.00 0.21 D 0.50 0.01 0.49 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.03 12.92 0.03 B A-B - - - - A-C - - - - A-D 0.21 9.16 0.26 A D-AB 0.16 9.01 0.20 A D-BC 0.26 16.63 0.35 C C-ABD 0.00 4.46 0.00 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.02 5.95 0.00 354.59 0.017 0.02 10.326 B A-B 1.51 1.51 0.00 - - - - - A-C 353.84 353.84 0.00 - - - - -

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A-D 70.77 70.17 0.00 539.42 0.131 0.15 7.663 A D-AB 53.88 53.44 0.00 531.60 0.101 0.11 7.523 A D-BC 52.27 51.60 0.00 360.64 0.145 0.17 11.625 B C-ABD 1.41 1.41 0.00 809.04 0.002 0.00 4.457 A C-D 87.94 87.94 0.00 - - - - - C-A 323.96 323.96 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 7.19 7.17 0.00 326.50 0.022 0.02 11.273 B A-B 1.80 1.80 0.00 - - - - - A-C 422.52 422.52 0.00 - - - - - A-D 84.50 84.34 0.00 521.47 0.162 0.19 8.229 A D-AB 64.36 64.24 0.00 509.89 0.126 0.14 8.076 A D-BC 62.39 62.15 0.00 332.13 0.188 0.23 13.322 B C-ABD 1.90 1.90 0.00 843.34 0.002 0.00 4.278 A C-D 104.97 104.97 0.00 - - - - - C-A 386.67 386.67 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.81 8.77 0.00 287.67 0.031 0.03 12.906 B A-B 2.20 2.20 0.00 - - - - - A-C 517.48 517.48 0.00 - - - - - A-D 103.50 103.22 0.00 496.66 0.208 0.26 9.143 A D-AB 78.87 78.66 0.00 478.79 0.165 0.19 8.992 A D-BC 76.38 75.91 0.00 292.75 0.261 0.34 16.564 C C-ABD 2.72 2.71 0.00 889.80 0.003 0.00 4.057 A C-D 128.47 128.47 0.00 - - - - - C-A 473.27 473.27 0.00 - - - - -

Main results: (17:00-17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.81 8.81 0.00 287.52 0.031 0.03 12.915 B A-B 2.20 2.20 0.00 - - - - - A-C 517.48 517.48 0.00 - - - - - A-D 103.50 103.49 0.00 496.66 0.208 0.26 9.156 A D-AB 78.87 78.86 0.00 478.42 0.165 0.20 9.009 A D-BC 76.38 76.36 0.00 292.76 0.261 0.35 16.633 C C-ABD 2.72 2.72 0.00 889.74 0.003 0.00 4.059 A C-D 128.47 128.47 0.00 - - - - - C-A 473.27 473.27 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 7.19 7.23 0.00 326.27 0.022 0.02 11.286 B A-B 1.80 1.80 0.00 - - - - - A-C 422.52 422.52 0.00 - - - - - A-D 84.50 84.77 0.00 521.47 0.162 0.20 8.250 A D-AB 64.36 64.56 0.00 509.29 0.126 0.15 8.099 A D-BC 62.39 62.85 0.00 332.18 0.188 0.24 13.390 B C-ABD 1.90 1.90 0.00 843.24 0.002 0.00 4.278 A C-D 104.97 104.97 0.00 - - - - - C-A 386.67 386.67 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.02 6.04 0.00 354.23 0.017 0.02 10.341 B A-B 1.51 1.51 0.00 - - - - - A-C 353.84 353.84 0.00 - - - - - A-D 70.77 70.94 0.00 539.42 0.131 0.15 7.687 A

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D-AB 53.88 54.01 0.00 530.88 0.102 0.11 7.550 A D-BC 52.27 52.52 0.00 360.63 0.145 0.17 11.693 B C-ABD 1.42 1.42 0.00 808.85 0.002 0.00 4.458 A C-D 87.94 87.94 0.00 - - - - - C-A 323.96 323.96 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:18:55

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Existing 2015 Stream B-C 0.22 9.07 0.18 A Stream B-A 0.32 19.75 0.25 C Stream C-AB 0.12 6.93 0.11 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

Run using Junctions 8.0.2.316 at 28/04/2015 09:18:55

File summary File Description

Title Green Lane/A679 Burnley Road Priority T-junction Location Padiham, Burnley Site Number Date 08/04/2015 Version Status (new file) Identifier Client Gleeson Regeneration and Homes Jobnumber 15-148 Enumerator RD Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Existing 2015, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 11.45 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 491.839 0.080 0.202 0.127 0.288 1 B-C 698.772 0.095 0.241 - - 1 C-B 790.044 0.273 0.273 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 710.00 100.000 B ONE HOUR V 135.00 100.000 C ONE HOUR V 675.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 103.000 607.000 From B 54.000 0.000 81.000 C 619.000 56.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.15 0.85 From B 0.40 0.00 0.60 C 0.92 0.08 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.18 9.07 0.22 A B-A 0.25 19.75 0.32 C C-AB 0.11 6.93 0.12 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 60.98 60.50 0.00 561.58 0.109 0.12 7.179 A B-A 40.65 40.08 0.00 321.61 0.126 0.14 12.762 B C-AB 42.29 42.01 0.00 645.50 0.066 0.07 5.962 A C-A 465.89 465.89 0.00 - - - - - A-B 77.54 77.54 0.00 - - - - - A-C 456.98 456.98 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 72.82 72.67 0.00 531.74 0.137 0.16 7.839 A B-A 48.54 48.32 0.00 288.22 0.168 0.20 14.992 B C-AB 50.65 50.57 0.00 618.36 0.082 0.09 6.340 A C-A 556.16 556.16 0.00 - - - - - A-B 92.59 92.59 0.00 - - - - - A-C 545.68 545.68 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 89.18 88.92 0.00 486.55 0.183 0.22 9.048 A B-A 59.46 58.98 0.00 241.63 0.246 0.32 19.659 C C-AB 62.49 62.36 0.00 582.05 0.107 0.12 6.925 A C-A 680.70 680.70 0.00 - - - - - A-B 113.41 113.41 0.00 - - - - - A-C 668.32 668.32 0.00 - - - - -

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Main results: (08:45 -09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 89.18 89.18 0.00 486.02 0.184 0.22 9.071 A B-A 59.46 59.44 0.00 241.64 0.246 0.32 19.754 C C-AB 62.49 62.49 0.00 582.05 0.107 0.12 6.928 A C-A 680.70 680.70 0.00 - - - - - A-B 113.41 113.41 0.00 - - - - - A-C 668.32 668.32 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 72.82 73.07 0.00 531.05 0.137 0.16 7.864 A B-A 48.54 49.01 0.00 288.29 0.168 0.21 15.075 C C-AB 50.65 50.77 0.00 618.36 0.082 0.09 6.345 A C-A 556.16 556.16 0.00 - - - - - A-B 92.59 92.59 0.00 - - - - - A-C 545.68 545.68 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 60.98 61.13 0.00 560.87 0.109 0.12 7.207 A B-A 40.65 40.89 0.00 321.66 0.126 0.15 12.832 B C-AB 42.29 42.37 0.00 645.50 0.066 0.07 5.971 A C-A 465.89 465.89 0.00 - - - - - A-B 77.54 77.54 0.00 - - - - - A-C 456.98 456.98 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:20:36

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Existing 2015 Stream B-C 0.49 10.94 0.33 B Stream B-A 0.39 22.47 0.28 C Stream C-AB 0.17 7.15 0.14 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak " model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:20:36

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Existing 2015, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 12.26 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 477.642 0.078 0.196 0.123 0.280 1 B-C 716.605 0.098 0.247 - - 1 C-B 790.044 0.273 0.273 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 704.00 100.000 B ONE HOUR V 204.00 100.000 C ONE HOUR V 702.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 105.000 599.000 From B 57.000 0.000 147.000 C 627.000 75.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.15 0.85 From B 0.28 0.00 0.72 C 0.89 0.11 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.33 10.94 0.49 B B-A 0.28 22.47 0.39 C C-AB 0.14 7.15 0.17 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 110.67 109.72 0.00 574.44 0.193 0.24 7.731 A B-A 42.91 42.27 0.00 306.97 0.140 0.16 13.568 B C-AB 56.78 56.40 0.00 647.76 0.088 0.10 6.083 A C-A 471.72 471.72 0.00 - - - - - A-B 79.05 79.05 0.00 - - - - - A-C 450.96 450.96 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 132.15 131.82 0.00 542.33 0.244 0.32 8.762 A B-A 51.24 50.97 0.00 272.38 0.188 0.23 16.239 C C-AB 68.16 68.05 0.00 621.79 0.110 0.12 6.501 A C-A 562.93 562.93 0.00 - - - - - A-B 94.39 94.39 0.00 - - - - - A-C 538.49 538.49 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 161.85 161.19 0.00 491.68 0.329 0.48 10.871 B B-A 62.76 62.15 0.00 222.97 0.281 0.38 22.298 C C-AB 84.58 84.40 0.00 588.05 0.144 0.17 7.146 A C-A 688.33 688.33 0.00 - - - - - A-B 115.61 115.61 0.00 - - - - - A-C 659.51 659.51 0.00 - - - - -

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Main results: (17:00 -17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 161.85 161.83 0.00 490.88 0.330 0.49 10.938 B B-A 62.76 62.73 0.00 222.84 0.282 0.39 22.473 C C-AB 84.58 84.58 0.00 588.05 0.144 0.17 7.152 A C-A 688.33 688.33 0.00 - - - - - A-B 115.61 115.61 0.00 - - - - - A-C 659.51 659.51 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 132.15 132.79 0.00 541.43 0.244 0.33 8.825 A B-A 51.24 51.84 0.00 272.31 0.188 0.24 16.372 C C-AB 68.16 68.34 0.00 621.79 0.110 0.12 6.506 A C-A 562.93 562.93 0.00 - - - - - A-B 94.39 94.39 0.00 - - - - - A-C 538.49 538.49 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 110.67 111.01 0.00 573.62 0.193 0.24 7.787 A B-A 42.91 43.20 0.00 306.90 0.140 0.17 13.665 B C-AB 56.78 56.89 0.00 647.76 0.088 0.10 6.095 A C-A 471.72 471.72 0.00 - - - - - A-B 79.05 79.05 0.00 - - - - - A-C 450.96 450.96 0.00 - - - - -

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Appendix 9 &RQWDLQV2UGQDQFH6XUYH\GDWD&URZQFRS\ULJKWDQGGDWDEDVHULJKW

Client: Project:

E [email protected] W www.bryanghall.co.uk Rev: Amendment: Drn: Chk: Date: B R Y A N G H A L L Job No: Drawn: Checked: Date: Suite E15 | Josephs Well Lighterman House Title CONSULTING CIVIL & TRANSPORTATION PLANNING ENGINEERS Hanover Walk | LEEDS | LS3 1AB 26/36 Wharfdale Road Copyright Reserved Bryan G Hall Ltd. T LONDON | N1 9RY Scale: Drawing No: Revision: F 0113 234 2201 T A3 - 420 x 297

Appendix 10 &RQWDLQV2UGQDQFH6XUYH\GDWD&URZQFRS\ULJKWDQGGDWDEDVHULJKW

Client: Project:

Appendix 11

Appendix 12 Site Access

Proposed new village gateway 'Welcome to Hapton' signs. Location and design to be agreed, subject to confirmation of the extent of highway boundary.

Proposed improvements to existing 'SLOW' road marking to provide village NOTES: gateway feature with rumble strip type 1. Carriageway reduced to 4.5m wide over canal bridge. red thermoplastic screed and 'dragon's tooth' style markings. Exact location 2. New 2.0m footway provided on western side over canal bridge. and design to be agreed. SCALE = 1:500 @ A3 SCALE = 1:1000 @ A3 3. Drawing to be read in conjunction with 15/148/TR/002

Client: Project: B Revised site access to architects layout NC AM 20.08.15 A Revised site access to residential standard NC AM 20.07.15

1. Carriageway reduced to 4.5m wide over canal bridge.

2. New 2.0m footway provided on western side over canal bridge.

Existing Bus Stop Existing Bus Stop

New footway

Proposed new vehicle activated VMS sign. Location and design to be agreed. New signalised pedestrian crossing 2.4m x 43m Visibility Splay

Proposed new yellow box marking

Service Layby 2.4m x 45m Visibility Splay (to 1 metre from edge of carriageway)

Site Access

Client: Project: F Revised site access to architects layout NC AM 20.08.15 E Revised site access to residential standard NC AM 20.07.15

Appendix 13 TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 1 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

Calculation Reference: AUDIT-604801-150424-0443 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES

Selected regions and areas: 03 SOUTH WEST CW CORNWALL 1 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 1 days NF NORFOLK 2 days SF SUFFOLK 2 days 05 EAST MIDLANDS LN LINCOLNSHIRE 2 days 06 WEST MIDLANDS SH SHROPSHIRE 1 days ST STAFFORDSHIRE 1 days WK WARWICKSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NY NORTH YORKSHIRE 3 days SY SOUTH YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 2 days MS MERSEYSIDE 1 days 09 NORTH TW TYNE & WEAR 1 days 10 WALES CF CARDIFF 1 days 11 SCOTLAND AD ABERDEEN CITY 1 days AG ANGUS 1 days FA FALKIRK 2 days HI HIGHLAND 1 days PK PERTH & KINROSS 1 days SR STIRLING 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 2 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 6 to 186 (units: ) Range Selected by User: 6 to 491 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/07 to 11/12/14

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 7 days Tuesday 8 days Wednesday 5 days Thursday 2 days Friday 5 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 27 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 27

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 25 No Sub Category 2

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Filtering Stage 3 selection:

Use Class: C 3 26 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 1,001 to 5,000 3 days 5,001 to 10,000 4 days 10,001 to 15,000 3 days 15,001 to 20,000 9 days 20,001 to 25,000 5 days 25,001 to 50,000 3 days

This data displays the number of selected surveys within stated 1-mile radii of population. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 3 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

Filtering Stage 3 selection (Cont.):

Population within 5 miles: 5,001 to 25,000 1 days 25,001 to 50,000 3 days 50,001 to 75,000 3 days 75,001 to 100,000 5 days 100,001 to 125,000 4 days 125,001 to 250,000 6 days 250,001 to 500,000 5 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 11 days 1.1 to 1.5 16 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: No 27 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 4 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

LIST OF SITES relevant to selection parameters

1 AD-03-A-01 SEMI-DETACHED ABERDEEN CITY SPRINGFIELD ROAD

ABERDEEN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 9 Survey date: FRIDAY 18/05/12 Survey Type: MANUAL 2 AG-03-A-01 BUNGALOWS/DET. ANGUS KEPTIE ROAD

ARBROATH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 Survey date: TUESDAY 22/05/12 Survey Type: MANUAL 3 CA-03-A-04 DETACHED CAMBRIDGESHIRE

THORPE PARK ROAD PETERBOROUGH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 4 CF-03-A-03 DETACHED CARDIFF LLANTRISANT ROAD

CARDIFF Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 9 Survey date: MONDAY 08/10/07 Survey Type: MANUAL 5 CH-03-A-06 SEMI-DET./BUNGALOWS CHESHIRE CREWE ROAD

CREWE Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 2 9 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 6 CH-03-A-08 DETACHED CHESHIRE WHITCHURCH ROAD BOUGHTON HEATH CHESTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 Survey date: TUESDAY 22/05/12 Survey Type: MANUAL 7 CW-03-A-02 SEMI D./DETATCHED CORNWALL BOSVEAN GARDENS

TRURO Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 3 Survey date: TUESDAY 18/09/07 Survey Type: MANUAL TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 5 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

LIST OF SITES relevant to selection parameters (Cont.)

8 FA-03-A-01 SEMI-DETACHED/TERRACED FALKIRK MANDELA AVENUE

FALKIRK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 7 Survey date: THURSDAY 30/05/13 Survey Type: MANUAL 9 FA-03-A-02 MIXED HOUSES FALKIRK ROSEBANK AVENUE & SPRINGFIELD DRIVE

FALKIRK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 1 Survey date: WEDNESDAY 29/05/13 Survey Type: MANUAL 10 HI-03-A-14 SEMI-DETACHED HIGHLAND CALEDONIAN ROAD DALNEIGH INVERNESS Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 3 Survey date: FRIDAY 13/05/11 Survey Type: MANUAL 11 LN-03-A-02 MIXED HOUSES LINCOLNSHIRE HYKEHAM ROAD

LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 8 6 Survey date: MONDAY 14/05/07 Survey Type: MANUAL 12 LN-03-A-03 SEMI DETACHED LINCOLNSHIRE ROOKERY LANE BOULTHAM LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 2 Survey date: TUESDAY 18/09/12 Survey Type: MANUAL 13 MS-03-A-03 DETACHED MERSEYSIDE BEMPTON ROAD OTTERSPOOL LIVERPOOL Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 5 Survey date: FRIDAY 21/06/13 Survey Type: MANUAL 14 NF-03-A-01 SEMI DET. & BUNGALOWS NORFOLK YARMOUTH ROAD

CAISTER-ON-SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 7 Survey date: TUESDAY 16/10/12 Survey Type: MANUAL TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 6 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

LIST OF SITES relevant to selection parameters (Cont.)

15 NF-03-A-02 HOUSES & FLATS NORFOLK DEREHAM ROAD

NORWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 8 Survey date: MONDAY 22/10/12 Survey Type: MANUAL 16 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: FRIDAY 14/10/11 Survey Type: MANUAL 17 NY-03-A-08 TERRACED HOUSES NORTH YORKSHIRE NICHOLAS STREET

YORK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 1 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 18 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE GRAMMAR SCHOOL LANE

NORTHALLERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 2 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 19 PK-03-A-01 DETAC. & BUNGALOWS PERTH & KINROSS TULLYLUMB TERRACE GORNHILL PERTH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 6 Survey date: WEDNESDAY 11/05/11 Survey Type: MANUAL 20 SF-03-A-01 SEMI DETACHED SUFFOLK A1156 FELIXSTOWE ROAD RACECOURSE IPSWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 7 Survey date: WEDNESDAY 23/05/07 Survey Type: MANUAL 21 SF-03-A-04 DETACHED & BUNGALOWS SUFFOLK NORMANSTON DRIVE

LOWESTOFT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 Survey date: TUESDAY 23/10/12 Survey Type: MANUAL TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 7 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

LIST OF SITES relevant to selection parameters (Cont.)

22 SH-03-A-04 TERRACED SHROPSHIRE ST MICHAEL'S STREET

SHREWSBURY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 0 8 Survey date: THURSDAY 11/06/09 Survey Type: MANUAL 23 SR-03-A-01 DETACHED STIRLING BENVIEW

STIRLING Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: MONDAY 23/04/07 Survey Type: MANUAL 24 ST-03-A-05 TERRACED & DETACHED STAFFORDSHIRE WATERMEET GROVE ETRURIA STOKE-ON-TRENT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 4 Survey date: WEDNESDAY 26/11/08 Survey Type: MANUAL 25 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE A19 BENTLEY ROAD BENTLEY RISE DONCASTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 4 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 26 TW-03-A-02 SEMI-DETACHED TYNE & WEAR WEST PARK ROAD

GATESHEAD Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 Survey date: MONDAY 07/10/13 Survey Type: MANUAL 27 WK-03-A-01 TERRACED/SEMI/DET. WARWICKSHIRE ARLINGTON AVENUE

LEAMINGTON SPA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 6 Survey date: FRIDAY 21/10/11 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 8 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.068 27 58 0.250 27 58 0.318 08:00 - 09:00 27 58 0.152 27 58 0.378 27 58 0.530 09:00 - 10:00 27 58 0.154 27 58 0.207 27 58 0.361 10:00 - 11:00 27 58 0.142 27 58 0.145 27 58 0.287 11:00 - 12:00 27 58 0.153 27 58 0.171 27 58 0.324 12:00 - 13:00 27 58 0.190 27 58 0.170 27 58 0.360 13:00 - 14:00 27 58 0.184 27 58 0.188 27 58 0.372 14:00 - 15:00 27 58 0.170 27 58 0.196 27 58 0.366 15:00 - 16:00 27 58 0.232 27 58 0.180 27 58 0.412 16:00 - 17:00 27 58 0.302 27 58 0.180 27 58 0.482 17:00 - 18:00 27 58 0.349 27 58 0.224 27 58 0.573 18:00 - 19:00 27 58 0.230 27 58 0.173 27 58 0.403 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.326 2.462 4.788

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 186 (units: ) Survey date date range: 01/01/07 - 11/12/14 Number of weekdays (Monday-Friday): 27 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 1

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 9 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.008 27 58 0.025 27 58 0.033 08:00 - 09:00 27 58 0.005 27 58 0.034 27 58 0.039 09:00 - 10:00 27 58 0.006 27 58 0.008 27 58 0.014 10:00 - 11:00 27 58 0.006 27 58 0.008 27 58 0.014 11:00 - 12:00 27 58 0.004 27 58 0.004 27 58 0.008 12:00 - 13:00 27 58 0.006 27 58 0.010 27 58 0.016 13:00 - 14:00 27 58 0.007 27 58 0.004 27 58 0.011 14:00 - 15:00 27 58 0.009 27 58 0.006 27 58 0.015 15:00 - 16:00 27 58 0.022 27 58 0.007 27 58 0.029 16:00 - 17:00 27 58 0.026 27 58 0.019 27 58 0.045 17:00 - 18:00 27 58 0.024 27 58 0.012 27 58 0.036 18:00 - 19:00 27 58 0.015 27 58 0.003 27 58 0.018 19:00 - 20:00 1 7 0.000 1 7 0.000 1 7 0.000 20:00 - 21:00 1 7 0.000 1 7 0.000 1 7 0.000 21:00 - 22:00 1 7 0.000 1 7 0.000 1 7 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.138 0.140 0.278

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 10 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PEDESTRIANS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.032 27 58 0.073 27 58 0.105 08:00 - 09:00 27 58 0.051 27 58 0.178 27 58 0.229 09:00 - 10:00 27 58 0.061 27 58 0.065 27 58 0.126 10:00 - 11:00 27 58 0.053 27 58 0.071 27 58 0.124 11:00 - 12:00 27 58 0.046 27 58 0.044 27 58 0.090 12:00 - 13:00 27 58 0.051 27 58 0.043 27 58 0.094 13:00 - 14:00 27 58 0.035 27 58 0.049 27 58 0.084 14:00 - 15:00 27 58 0.049 27 58 0.060 27 58 0.109 15:00 - 16:00 27 58 0.136 27 58 0.089 27 58 0.225 16:00 - 17:00 27 58 0.109 27 58 0.067 27 58 0.176 17:00 - 18:00 27 58 0.106 27 58 0.062 27 58 0.168 18:00 - 19:00 27 58 0.083 27 58 0.048 27 58 0.131 19:00 - 20:00 1 29 0.069 1 29 0.034 1 29 0.103 20:00 - 21:00 1 29 0.034 1 29 0.000 1 29 0.034 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.915 0.883 1.798

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 11 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL BUS/TRAM PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.003 27 58 0.006 27 58 0.009 08:00 - 09:00 27 58 0.001 27 58 0.021 27 58 0.022 09:00 - 10:00 27 58 0.002 27 58 0.009 27 58 0.011 10:00 - 11:00 27 58 0.005 27 58 0.005 27 58 0.010 11:00 - 12:00 27 58 0.006 27 58 0.008 27 58 0.014 12:00 - 13:00 27 58 0.006 27 58 0.014 27 58 0.020 13:00 - 14:00 27 58 0.005 27 58 0.006 27 58 0.011 14:00 - 15:00 27 58 0.010 27 58 0.007 27 58 0.017 15:00 - 16:00 27 58 0.008 27 58 0.006 27 58 0.014 16:00 - 17:00 27 58 0.011 27 58 0.006 27 58 0.017 17:00 - 18:00 27 58 0.020 27 58 0.005 27 58 0.025 18:00 - 19:00 27 58 0.007 27 58 0.000 27 58 0.007 19:00 - 20:00 1 73 0.000 1 73 0.000 1 73 0.000 20:00 - 21:00 1 73 0.000 1 73 0.000 1 73 0.000 21:00 - 22:00 1 73 0.000 1 73 0.000 1 73 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.084 0.093 0.177

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 12 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL RAIL PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.000 27 58 0.002 27 58 0.002 08:00 - 09:00 27 58 0.000 27 58 0.002 27 58 0.002 09:00 - 10:00 27 58 0.000 27 58 0.001 27 58 0.001 10:00 - 11:00 27 58 0.000 27 58 0.001 27 58 0.001 11:00 - 12:00 27 58 0.000 27 58 0.000 27 58 0.000 12:00 - 13:00 27 58 0.000 27 58 0.000 27 58 0.000 13:00 - 14:00 27 58 0.000 27 58 0.000 27 58 0.000 14:00 - 15:00 27 58 0.000 27 58 0.000 27 58 0.000 15:00 - 16:00 27 58 0.001 27 58 0.002 27 58 0.003 16:00 - 17:00 27 58 0.000 27 58 0.000 27 58 0.000 17:00 - 18:00 27 58 0.002 27 58 0.000 27 58 0.002 18:00 - 19:00 27 58 0.003 27 58 0.000 27 58 0.003 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.006 0.008 0.014

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 13 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL COACH PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.000 27 58 0.000 27 58 0.000 08:00 - 09:00 27 58 0.001 27 58 0.003 27 58 0.004 09:00 - 10:00 27 58 0.000 27 58 0.000 27 58 0.000 10:00 - 11:00 27 58 0.000 27 58 0.000 27 58 0.000 11:00 - 12:00 27 58 0.003 27 58 0.001 27 58 0.004 12:00 - 13:00 27 58 0.000 27 58 0.000 27 58 0.000 13:00 - 14:00 27 58 0.000 27 58 0.000 27 58 0.000 14:00 - 15:00 27 58 0.000 27 58 0.000 27 58 0.000 15:00 - 16:00 27 58 0.000 27 58 0.000 27 58 0.000 16:00 - 17:00 27 58 0.000 27 58 0.000 27 58 0.000 17:00 - 18:00 27 58 0.000 27 58 0.000 27 58 0.000 18:00 - 19:00 27 58 0.000 27 58 0.000 27 58 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.004 0.004 0.008

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 14 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.003 27 58 0.008 27 58 0.011 08:00 - 09:00 27 58 0.001 27 58 0.026 27 58 0.027 09:00 - 10:00 27 58 0.002 27 58 0.010 27 58 0.012 10:00 - 11:00 27 58 0.005 27 58 0.006 27 58 0.011 11:00 - 12:00 27 58 0.008 27 58 0.009 27 58 0.017 12:00 - 13:00 27 58 0.006 27 58 0.014 27 58 0.020 13:00 - 14:00 27 58 0.005 27 58 0.006 27 58 0.011 14:00 - 15:00 27 58 0.010 27 58 0.007 27 58 0.017 15:00 - 16:00 27 58 0.008 27 58 0.008 27 58 0.016 16:00 - 17:00 27 58 0.011 27 58 0.006 27 58 0.017 17:00 - 18:00 27 58 0.022 27 58 0.005 27 58 0.027 18:00 - 19:00 27 58 0.010 27 58 0.000 27 58 0.010 19:00 - 20:00 1 73 0.000 1 73 0.000 1 73 0.000 20:00 - 21:00 1 73 0.000 1 73 0.000 1 73 0.000 21:00 - 22:00 1 73 0.000 1 73 0.000 1 73 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.091 0.105 0.196

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Friday 24/04/15 Multi Modal - Residential - Houses Privately Owned Page 15 OFF-LINE VERSION Bryan G Hall Leeds Leeds Licence No: 604801

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 27 58 0.127 27 58 0.405 27 58 0.532 08:00 - 09:00 27 58 0.244 27 58 0.763 27 58 1.007 09:00 - 10:00 27 58 0.252 27 58 0.352 27 58 0.604 10:00 - 11:00 27 58 0.241 27 58 0.276 27 58 0.517 11:00 - 12:00 27 58 0.247 27 58 0.277 27 58 0.524 12:00 - 13:00 27 58 0.305 27 58 0.292 27 58 0.597 13:00 - 14:00 27 58 0.272 27 58 0.301 27 58 0.573 14:00 - 15:00 27 58 0.288 27 58 0.333 27 58 0.621 15:00 - 16:00 27 58 0.505 27 58 0.336 27 58 0.841 16:00 - 17:00 27 58 0.561 27 58 0.347 27 58 0.908 17:00 - 18:00 27 58 0.622 27 58 0.391 27 58 1.013 18:00 - 19:00 27 58 0.407 27 58 0.293 27 58 0.700 19:00 - 20:00 3 36 0.018 3 36 0.009 3 36 0.027 20:00 - 21:00 3 36 0.009 3 36 0.000 3 36 0.009 21:00 - 22:00 2 40 0.000 2 40 0.000 2 40 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 4.098 4.375 8.473

Parameter summary

Appendix 14 Total Ward of Work Working %age Working in Ward A B C D Total in Ward 30UDGZ : Hapton with Park 150 10% 25% 10% 65% 100% 30UDGW : Daneshouse with Stoneyholme 134 9% 100% 100% 30UDGU : Coal Clough with Deerplay 84 6% 100% 100% 30UDGY : Gawthorpe 80 5% 60% 40% 100% 30UGFT : Altham 74 5% 50% 50% 100% 30UDHB : Queensgate 67 5% 30% 70% 100% 30UDHC : Rosegrove with Lowerhouse 63 4% 40% 60% 100% 30UDHA : Lanehead 56 4% 100% 100% 30UGFU : Barnfield 36 2% 100% 100% 30ULGS : Read and Simonstone 35 2% 100% 100% 30UGFX : Central 34 2% 100% 100% 30UDGQ : Bank Hall 29 2% 100% 100% 30UJGQ : Waterside 29 2% 10% 70% 20% 100% 30UDHE : Trinity 28 2% 100% 100% 30UJFZ : Bradley 27 2% 10% 50% 40% 100% 30UJGA : Brierfield 27 2% 10% 50% 40% 100% 00EXNJ : Little Harwood 26 2% 20% 80% 100% 30UDGX : Gannow 23 2% 50% 50% 100% 00EXNT : Shear Brow 21 1% 20% 80% 100% 30UJGC : Coates 20 1% 10% 70% 20% 100% 30UGFY : Church 19 1% 20% 80% 100% 30UJGR : Whitefield 19 1% 20% 40% 40% 100% 30UMGD : Worsley 19 1% 100% 100% 00EXMZ : Audley 18 1% 20% 80% 100% 00EXNQ : Queen's Park 16 1% 20% 80% 100% 30UGFZ : Clayton-le-Moors 14 1% 100% 100% 30UDGR : Briercliffe 13 1% 100% 100% 30UJGB : Clover Hill 13 1% 10% 50% 40% 100% 30UMFW : Hareholme 13 1% 100% 100% 30UDHD : Rosehill with Burnley Wood 12 1% 100% 100% 30ULGX : Salthill 12 1% 100% 100% 30ULGZ : Whalley 12 1% 100% 100% 30UGGK : Spring Hill 11 1% 100% 100% 30UJGG : Higham and Pendleside 11 1% 100% 100% 30UKGR : Town Centre 11 1% 100% 100% 00BMFM : Redvales 10 1% 100% 100% 30UGGC : Milnshaw 9 1% 100% 100% 30UMFP : Cribden 9 1% 50% 50% 100% 00EXNX : Wensley Fold 8 1% 20% 80% 100% 00BNGK : Woodhouse Park 8 1% 100% 100% 30ULGW : St Mary's 8 1% 100% 100% 00EXNS : Shadsworth with Whitebirk 7 0% 20% 80% 100% 30UGGJ : St Oswald's 7 0% 20% 80% 100% 30UJFW : Barrowford 7 0% 10% 70% 20% 100% 30UJGJ : Marsden 7 0% 10% 70% 20% 100% 30ULGM : Gisburn, Rimington 7 0% 10% 70% 20% 100% 30UMFY : Helmshore 7 0% 100% 100% 30UMGA : Longholme 7 0% 100% 100% 30UMGB : Stacksteads 7 0% 60% 40% 100% 00DAFH : City and Holbeck 7 0% 100% 100% 00EXNF : Ewood 6 0% 20% 80% 100% 00BNFA : Ardwick 6 0% 100% 100% 30UDHF : Whittlefield with Ightenhill 6 0% 50% 50% 100% 30UKGQ : Sharoe Green 6 0% 20% 80% 100% 30ULGP : Littlemoor 6 0% 100% 100% 00EXNH : Higher Croft 5 0% 20% 80% 100% 30UGGF : Peel 5 0% 100% 100% 30UGGH : St Andrew's 5 0% 20% 80% 100% 30UJGE : Earby 5 0% 10% 50% 40% 100% 30UJGH : Horsfield 5 0% 10% 50% 40% 100% 30UJGN : Vivary Bridge 5 0% 10% 50% 40% 100% 30UKGM : Riversway 5 0% 20% 80% 100% 30ULGU : Sabden 5 0% 100% 100% 30UMFT : Greenfield 5 0% 100% 100% 00EXNK : Livesey with Pleasington 4 0% 20% 80% 100% 00BLFG : Central 4 0% 100% 100% 00BMFL : Ramsbottom 4 0% 100% 100% 00BRFL : Ordsall 4 0% 100% 100% 30UGGD : Netherton 4 0% 100% 100% 30UJGK : Old Laund Booth 4 0% 100% 100% 30UNFZ : Bamber Bridge East 4 0% 20% 80% 100% 30UNGX : New Longton and Hutton East 4 0% 20% 80% 100% 1,478 100% Junction Route %age Assigned

A A671 Burnley Road (North West) 16%

B A671 Burnley Road (East) 6%

C A679 Burnley Road 26%

D A679 Accrington Road 50% DISTRIBUTION OF GENERATED TRAFFIC HAPTON, BURNLEY

A671 Burnley Road 16%

16%

A671 Burnley Road

16% 6% 6%

23%

Green Lane

23%

Site Access

23%

77% 100%

77%

Manchester Road

26%

77%

26%

26% 0% 50%

Burnley Road Accrington Road

50%

0% KEY

Total Vehicles Total HGVs

Hameldon Road

Appendix 15 DEVELOPMENT GENERATED FLOWS HAPTON, BURNLEY 8:15am - 9:15am AM PEAK

A671 Burnley Road 6

A671 Burnley Road

18 8 2

Green Lane

Site Access

28 113

Manchester Road

30 0 57

Burnley Road Accrington Road

0 KEY

Total Vehicles Total HGVs

Hameldon Road DEVELOPMENT GENERATED FLOWS HAPTON, BURNLEY 4:30pm - 5:30pm PM PEAK

A671 Burnley Road 15

A671 Burnley Road

9 4 6

Green Lane

Site Access

72 58

Manchester Road

45 0 25

15 0 29

Burnley Road Accrington Road

0 KEY

Total Vehicles Total HGVs

Hameldon Road

Appendix 16 BASE 2026 VEHICULAR FLOWS HAPTON, BURNLEY 8:15am - 9:15am AM PEAK

A671 Burnley Road 728 26

59 669 3 22

A671 Burnley Road

669 9 87 59 782 3 1 10 114 1 146 4

Green Lane

184 6

Manchester Road

146 4

Manchester Road

64 6 184 6 604 537 17 11 93 0 92 4 0 1 3 0 Burnley Road Accrington Road

94 4 1 0 2 0 0 0 417 513 8 12 3 KEY 0 2 Total Vehicles 0 Total HGVs

Hameldon Road BASE 2026 VEHICULAR FLOWS HAPTON, BURNLEY 4:30pm - 5:30pm PM PEAK

A671 Burnley Road 775 9

80 695 3 6

A671 Burnley Road

667 2 161 61 782 3 2 4 115 2 222 6

Green Lane

196 6

Manchester Road

222 6

Manchester Road

127 3 145 12 607 478 7 3 73 1 72 4 0 8 1 0 Burnley Road Accrington Road

103 2 1 0 8 0 0 0 523 629 2 4 9 KEY 0 3 Total Vehicles 0 Total HGVs

Hameldon Road

Appendix 17 Growth Factors

Weekday AM Peak 2015 - 2026

Level Area Local Growth Figure 30UD2 Padiham 1.116157768

Weekday PM Peak 2015 - 2026

Level Area Local Growth Figure 30UD2 Padiham 1.117250915

Appendix 18 PREDICTED 2026 VEHICULAR FLOWS HAPTON, BURNLEY 8:15am - 9:15am AM PEAK

A671 Burnley Road 734 26

65 669 3 22

A671 Burnley Road

669 9 105 67 785 3 1 10 116 1 173 4

Green Lane

192 6

184 8 6 0

Site Access

26 0 147 28 113 4 0 0 87 0 175 4

Manchester Road

73 6 272 6 613 537 17 11 123 0 149 4 0 1 3 0 Burnley Road Accrington Road

112 4 1 0 2 0 0 0 417 532 8 12 3 KEY 0 2 Total Vehicles 0 Total HGVs

Hameldon Road PREDICTED 2026 VEHICULAR FLOWS HAPTON, BURNLEY 4:30pm - 5:30pm PM PEAK

A671 Burnley Road 790 9

95 695 3 6

A671 Burnley Road

667 2 170 65 788 3 2 4 121 2 236 6

Green Lane

216 6

196 21 6 0

Site Access

13 0 222 72 58 6 0 0 45 0 294 6

Manchester Road

152 3 190 12 631 478 7 3 88 1 101 4 0 8 1 0 Burnley Road Accrington Road

150 2 1 0 8 0 0 0 523 676 2 4 9 KEY 0 3 Total Vehicles 0 Total HGVs

Hameldon Road

Appendix 19 Page 1 of 6

Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:52:33

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Base 2026 Stream B-ACD 0.00 0.00 0.00 A Stream A-B --- - Stream A-C --- - Stream A-D 0.29 9.71 0.23 A Stream D-AB 0.30 10.71 0.23 B Stream D-BC 0.62 21.15 0.39 C Stream C-ABD 0.01 4.28 0.01 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak " model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:52:32

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Base 2026, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Base ONE 2026, AM Base 2026 AM Peak 08:00 09:30 90 15 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 13.66 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Minor Arm Geometry

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 631.266 ------0.223 - 0.088 - - - 1 D-B, nearside lane 505.779 0.134 0.134 0.304 - - - 0.213 0.213 0.084 - - - 1 D-B, offside lane 509.782 0.135 0.135 0.306 - - - 0.214 0.214 0.085 - - - 1 D-C 509.782 - 0.135 0.306 0.107 0.214 0.214 0.214 0.214 0.085 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 525.00 100.000 B ONE HOUR V 3.00 100.000 C ONE HOUR V 621.00 100.000 D ONE HOUR V 190.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 2.000 425.000 98.000 B 2.000 0.000 1.000 0.000 From C 548.000 3.000 0.000 70.000 D 93.000 0.000 97.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.81 0.19 From B 0.67 0.00 0.33 0.00 C 0.88 0.00 0.00 0.11 D 0.49 0.00 0.51 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.00 0.00 0.00 A A-B - - - - A-C - - - - A-D 0.23 9.71 0.29 A D-AB 0.23 10.71 0.30 B D-BC 0.39 21.15 0.62 C C-ABD 0.01 4.28 0.01 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 373.21 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 319.96 319.96 0.00 - - - - -

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A-D 73.78 73.14 0.00 527.16 0.140 0.16 7.918 A D-AB 70.02 69.38 0.00 506.55 0.138 0.16 8.223 A D-BC 73.03 71.99 0.00 350.70 0.208 0.26 12.870 B C-ABD 4.49 4.46 0.00 846.60 0.005 0.01 4.274 A C-D 52.45 52.45 0.00 - - - - - C-A 410.59 410.59 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 345.31 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 382.07 382.07 0.00 - - - - - A-D 88.10 87.91 0.00 506.83 0.174 0.21 8.590 A D-AB 83.61 83.41 0.00 479.49 0.174 0.21 9.084 A D-BC 87.20 86.77 0.00 319.72 0.273 0.37 15.423 C C-ABD 6.06 6.05 0.00 886.66 0.007 0.01 4.087 A C-D 62.55 62.55 0.00 - - - - - C-A 489.66 489.66 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 306.21 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 467.93 467.93 0.00 - - - - - A-D 107.90 107.58 0.00 478.72 0.225 0.29 9.692 A D-AB 102.39 102.03 0.00 439.31 0.233 0.30 10.661 B D-BC 106.80 105.84 0.00 276.85 0.386 0.61 20.931 C C-ABD 8.72 8.71 0.00 940.05 0.009 0.01 3.865 A C-D 76.46 76.46 0.00 - - - - - C-A 598.56 598.56 0.00 - - - - -

Main results: (08:45-09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 306.09 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 467.93 467.93 0.00 - - - - - A-D 107.90 107.89 0.00 478.72 0.225 0.29 9.707 A D-AB 102.39 102.38 0.00 438.57 0.233 0.30 10.708 B D-BC 106.80 106.76 0.00 276.88 0.386 0.62 21.147 C C-ABD 8.72 8.72 0.00 939.98 0.009 0.01 3.867 A C-D 76.46 76.46 0.00 - - - - - C-A 598.55 598.55 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 345.12 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 382.07 382.07 0.00 - - - - - A-D 88.10 88.40 0.00 506.82 0.174 0.21 8.611 A D-AB 83.61 83.96 0.00 478.47 0.175 0.21 9.134 A D-BC 87.20 88.13 0.00 319.83 0.273 0.38 15.600 C C-ABD 6.06 6.08 0.00 886.55 0.007 0.01 4.090 A C-D 62.55 62.55 0.00 - - - - - C-A 489.65 489.65 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 372.94 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 319.96 319.96 0.00 - - - - - A-D 73.78 73.97 0.00 527.15 0.140 0.16 7.948 A

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D-AB 70.02 70.22 0.00 505.54 0.139 0.16 8.273 A D-BC 73.03 73.49 0.00 350.72 0.208 0.27 13.009 B C-ABD 4.50 4.51 0.00 846.40 0.005 0.01 4.275 A C-D 52.45 52.45 0.00 - - - - - C-A 410.58 410.58 0.00 - - - - -

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Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:58:19

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Base 2026 Stream B-ACD 0.04 14.37 0.04 B Stream A-B --- - Stream A-C --- - Stream A-D 0.31 9.85 0.24 A Stream D-AB 0.24 9.75 0.19 A Stream D-BC 0.46 19.73 0.32 C Stream C-ABD 0.00 4.35 0.00 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak " model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:58:18

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Base 2026, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Base ONE 2026, PM Base 2026 PM Peak 16:15 17:45 90 15 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 12.71 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Minor Arm Geometry

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 635.266 ------0.225 - 0.089 - - - 1 D-B, nearside lane 508.984 0.135 0.135 0.306 - - - 0.214 0.214 0.085 - - - 1 D-B, offside lane 506.577 0.134 0.134 0.304 - - - 0.213 0.213 0.084 - - - 1 D-C 506.577 - 0.134 0.304 0.106 0.213 0.213 0.213 0.213 0.084 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 633.00 100.000 B ONE HOUR V 9.00 100.000 C ONE HOUR V 612.00 100.000 D ONE HOUR V 158.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 3.000 525.000 105.000 B 8.000 0.000 1.000 0.000 From C 481.000 1.000 0.000 130.000 D 80.000 1.000 77.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.83 0.17 From B 0.89 0.00 0.11 0.00 C 0.79 0.00 0.00 0.21 D 0.51 0.01 0.49 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.04 14.37 0.04 B A-B - - - - A-C - - - - A-D 0.24 9.85 0.31 A D-AB 0.19 9.75 0.24 A D-BC 0.32 19.73 0.46 C C-ABD 0.00 4.35 0.00 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.78 6.69 0.00 335.80 0.020 0.02 10.936 B A-B 2.26 2.26 0.00 - - - - - A-C 395.25 395.25 0.00 - - - - -

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A-D 79.05 78.35 0.00 528.82 0.149 0.17 7.980 A D-AB 60.67 60.14 0.00 519.83 0.117 0.13 7.823 A D-BC 58.28 57.48 0.00 343.28 0.170 0.20 12.562 B C-ABD 1.51 1.51 0.00 829.25 0.002 0.00 4.348 A C-D 97.71 97.71 0.00 - - - - - C-A 361.52 361.52 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.09 8.06 0.00 304.26 0.027 0.03 12.154 B A-B 2.70 2.70 0.00 - - - - - A-C 471.96 471.96 0.00 - - - - - A-D 94.39 94.19 0.00 508.81 0.186 0.23 8.678 A D-AB 72.47 72.31 0.00 494.96 0.146 0.17 8.515 A D-BC 69.57 69.25 0.00 311.47 0.223 0.28 14.839 B C-ABD 2.06 2.06 0.00 867.00 0.002 0.00 4.161 A C-D 116.62 116.62 0.00 - - - - - C-A 431.50 431.50 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 9.91 9.86 0.00 260.64 0.038 0.04 14.355 B A-B 3.30 3.30 0.00 - - - - - A-C 578.04 578.04 0.00 - - - - - A-D 115.61 115.26 0.00 481.15 0.240 0.31 9.830 A D-AB 88.81 88.54 0.00 458.52 0.194 0.24 9.723 A D-BC 85.15 84.47 0.00 267.54 0.318 0.45 19.589 C C-ABD 2.99 2.99 0.00 917.71 0.003 0.00 3.935 A C-D 142.73 142.73 0.00 - - - - - C-A 528.10 528.10 0.00 - - - - -

Main results: (17:00-17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 9.91 9.91 0.00 260.45 0.038 0.04 14.368 B A-B 3.30 3.30 0.00 - - - - - A-C 578.04 578.04 0.00 - - - - - A-D 115.61 115.60 0.00 481.15 0.240 0.31 9.847 A D-AB 88.81 88.80 0.00 457.94 0.194 0.24 9.752 A D-BC 85.15 85.12 0.00 267.55 0.318 0.46 19.727 C C-ABD 3.00 3.00 0.00 917.64 0.003 0.00 3.935 A C-D 142.73 142.73 0.00 - - - - - C-A 528.10 528.10 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.09 8.14 0.00 303.96 0.027 0.03 12.172 B A-B 2.70 2.70 0.00 - - - - - A-C 471.96 471.96 0.00 - - - - - A-D 94.39 94.73 0.00 508.81 0.186 0.23 8.700 A D-AB 72.47 72.73 0.00 494.11 0.147 0.17 8.550 A D-BC 69.57 70.23 0.00 311.54 0.223 0.29 14.961 B C-ABD 2.06 2.06 0.00 866.88 0.002 0.00 4.164 A C-D 116.62 116.62 0.00 - - - - - C-A 431.50 431.50 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.78 6.80 0.00 335.37 0.020 0.02 10.957 B A-B 2.26 2.26 0.00 - - - - - A-C 395.25 395.25 0.00 - - - - - A-D 79.05 79.26 0.00 528.81 0.149 0.18 8.011 A

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D-AB 60.67 60.83 0.00 518.93 0.117 0.13 7.862 A D-BC 58.28 58.62 0.00 343.25 0.170 0.21 12.662 B C-ABD 1.52 1.52 0.00 829.03 0.002 0.00 4.350 A C-D 97.71 97.71 0.00 - - - - - C-A 361.52 361.52 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:21:36

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Base 2026 Stream B-C 0.28 10.20 0.22 B Stream B-A 0.44 24.68 0.31 C Stream C-AB 0.14 7.35 0.12 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak " model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:21:36

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Base 2026, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Base ONE 2026, AM Base 2026 AM Peak 08:00 09:30 90 15 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 13.44 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 793.00 100.000 B ONE HOUR V 150.00 100.000 C ONE HOUR V 753.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 115.000 678.000 From B 60.000 0.000 90.000 C 691.000 62.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.15 0.85 From B 0.40 0.00 0.60 C 0.92 0.08 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.22 10.20 0.28 B B-A 0.31 24.68 0.44 C C-AB 0.12 7.35 0.14 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 67.76 67.19 0.00 544.27 0.124 0.14 7.540 A B-A 45.17 44.48 0.00 301.70 0.150 0.17 13.961 B C-AB 46.89 46.57 0.00 629.05 0.075 0.08 6.178 A C-A 520.01 520.01 0.00 - - - - - A-B 86.58 86.58 0.00 - - - - - A-C 510.43 510.43 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 80.91 80.72 0.00 509.32 0.159 0.19 8.396 A B-A 53.94 53.63 0.00 264.27 0.204 0.25 17.065 C C-AB 56.25 56.15 0.00 599.19 0.094 0.10 6.629 A C-A 620.69 620.69 0.00 - - - - - A-B 103.38 103.38 0.00 - - - - - A-C 609.51 609.51 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 99.09 98.73 0.00 453.06 0.219 0.28 10.150 B B-A 66.06 65.32 0.00 211.82 0.312 0.44 24.447 C C-AB 69.70 69.55 0.00 559.87 0.125 0.14 7.340 A C-A 759.37 759.37 0.00 - - - - - A-B 126.62 126.62 0.00 - - - - - A-C 746.49 746.49 0.00 - - - - -

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Main results: (08:45 -09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 99.09 99.08 0.00 452.04 0.219 0.28 10.199 B B-A 66.06 66.03 0.00 211.81 0.312 0.44 24.680 C C-AB 69.70 69.70 0.00 559.87 0.125 0.14 7.346 A C-A 759.37 759.37 0.00 - - - - - A-B 126.62 126.62 0.00 - - - - - A-C 746.49 746.49 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 80.91 81.26 0.00 508.20 0.159 0.19 8.440 A B-A 53.94 54.67 0.00 264.35 0.204 0.26 17.226 C C-AB 56.25 56.40 0.00 599.19 0.094 0.11 6.636 A C-A 620.69 620.69 0.00 - - - - - A-B 103.38 103.38 0.00 - - - - - A-C 609.51 609.51 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 67.76 67.95 0.00 543.34 0.125 0.14 7.574 A B-A 45.17 45.50 0.00 301.75 0.150 0.18 14.069 B C-AB 46.89 46.99 0.00 629.05 0.075 0.08 6.187 A C-A 520.01 520.01 0.00 - - - - - A-B 86.58 86.58 0.00 - - - - - A-C 510.43 510.43 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:24:02

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Base 2026 Stream B-C 0.66 13.32 0.40 B Stream B-A 0.56 29.81 0.37 D Stream C-AB 0.20 7.61 0.17 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak " model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:24:02

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Base 2026, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Base ONE 2026, PM Base 2026 PM Peak 16:15 17:45 90 15 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 15.09 C

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 477.420 0.077 0.196 0.123 0.280 1 B-C 716.882 0.098 0.248 - - 1 C-B 790.044 0.273 0.273 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 786.00 100.000 B ONE HOUR V 227.00 100.000 C ONE HOUR V 784.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 117.000 669.000 From B 63.000 0.000 164.000 C 701.000 83.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.15 0.85 From B 0.28 0.00 0.72 C 0.89 0.11 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.40 13.32 0.66 B B-A 0.37 29.81 0.56 D C-AB 0.17 7.61 0.20 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 123.47 122.34 0.00 556.37 0.222 0.28 8.273 A B-A 47.43 46.65 0.00 286.32 0.166 0.19 14.974 B C-AB 63.01 62.56 0.00 631.99 0.100 0.11 6.318 A C-A 527.23 527.23 0.00 - - - - - A-B 88.08 88.08 0.00 - - - - - A-C 503.66 503.66 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 147.43 146.99 0.00 518.08 0.285 0.39 9.689 A B-A 56.64 56.25 0.00 247.04 0.229 0.29 18.830 C C-AB 75.84 75.71 0.00 603.81 0.126 0.14 6.815 A C-A 628.96 628.96 0.00 - - - - - A-B 105.18 105.18 0.00 - - - - - A-C 601.42 601.42 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 180.57 179.54 0.00 452.49 0.399 0.65 13.139 B B-A 69.36 68.34 0.00 190.20 0.365 0.55 29.293 D C-AB 94.85 94.61 0.00 568.33 0.167 0.20 7.596 A C-A 768.35 768.35 0.00 - - - - - A-B 128.82 128.82 0.00 - - - - - A-C 736.58 736.58 0.00 - - - - -

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Main results: (17:00 -17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 180.57 180.52 0.00 450.75 0.401 0.66 13.318 B B-A 69.36 69.31 0.00 189.91 0.365 0.56 29.812 D C-AB 94.85 94.85 0.00 568.33 0.167 0.20 7.605 A C-A 768.35 768.35 0.00 - - - - - A-B 128.82 128.82 0.00 - - - - - A-C 736.58 736.58 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 147.43 148.45 0.00 516.44 0.285 0.41 9.809 A B-A 56.64 57.66 0.00 246.88 0.229 0.31 19.122 C C-AB 75.84 76.07 0.00 603.81 0.126 0.15 6.823 A C-A 628.96 628.96 0.00 - - - - - A-B 105.18 105.18 0.00 - - - - - A-C 601.42 601.42 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 123.47 123.93 0.00 555.24 0.222 0.29 8.357 A B-A 47.43 47.84 0.00 286.19 0.166 0.20 15.132 C C-AB 63.01 63.14 0.00 631.99 0.100 0.11 6.329 A C-A 527.23 527.23 0.00 - - - - - A-B 88.08 88.08 0.00 - - - - - A-C 503.66 503.66 0.00 - - - - -

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Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 10:01:48

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Predicted 2026 Stream B-ACD 0.00 0.00 0.00 A Stream A-B --- - Stream A-C --- - Stream A-D 0.36 10.32 0.27 B Stream D-AB 0.64 14.20 0.39 B Stream D-BC 1.10 29.10 0.53 D Stream C-ABD 0.01 4.27 0.01 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak " model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 10:01:47

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Predicted 2026, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Predicted Predicted ONE 2026, AM AM Peak 08:00 09:30 90 15 2026 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 17.63 C

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Minor Arm Geometry

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 643.616 ------0.228 - 0.090 - - - 1 D-B, nearside lane 515.674 0.136 0.136 0.310 - - - 0.217 0.217 0.086 - - - 1 D-B, offside lane 499.887 0.132 0.132 0.300 - - - 0.210 0.210 0.083 - - - 1 D-C 499.887 - 0.132 0.300 0.105 0.210 0.210 0.210 0.210 0.083 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 543.00 100.000 B ONE HOUR V 3.00 100.000 C ONE HOUR V 630.00 100.000 D ONE HOUR V 277.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 2.000 425.000 116.000 B 2.000 0.000 1.000 0.000 From C 548.000 3.000 0.000 79.000 D 150.000 0.000 127.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.78 0.21 From B 0.67 0.00 0.33 0.00 C 0.87 0.00 0.00 0.13 D 0.54 0.00 0.46 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.00 0.00 0.00 A A-B - - - - A-C - - - - A-D 0.27 10.32 0.36 B D-AB 0.39 14.20 0.64 B D-BC 0.53 29.10 1.10 D C-ABD 0.01 4.27 0.01 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 366.50 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 319.96 319.96 0.00 - - - - -

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A-D 87.33 86.54 0.00 525.64 0.166 0.20 8.184 A D-AB 112.93 111.79 0.00 505.47 0.223 0.28 9.118 A D-BC 95.61 94.08 0.00 339.14 0.282 0.38 14.602 B C-ABD 4.54 4.52 0.00 847.44 0.005 0.01 4.270 A C-D 59.19 59.19 0.00 - - - - - C-A 410.57 410.57 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 336.93 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 382.07 382.07 0.00 - - - - - A-D 104.28 104.04 0.00 505.02 0.206 0.26 8.972 A D-AB 134.85 134.41 0.00 473.51 0.285 0.39 10.602 B D-BC 114.17 113.42 0.00 307.57 0.371 0.57 18.466 C C-ABD 6.15 6.14 0.00 887.68 0.007 0.01 4.083 A C-D 70.58 70.58 0.00 - - - - - C-A 489.62 489.62 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 295.34 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 467.93 467.93 0.00 - - - - - A-D 127.72 127.30 0.00 476.51 0.268 0.36 10.296 B D-AB 165.15 164.20 0.00 420.41 0.393 0.63 13.997 B D-BC 139.83 137.85 0.00 263.06 0.532 1.07 28.302 D C-ABD 8.88 8.87 0.00 941.32 0.009 0.01 3.860 A C-D 86.28 86.28 0.00 - - - - - C-A 598.49 598.49 0.00 - - - - -

Main results: (08:45-09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 295.10 0.000 0.00 0.000 A A-B 2.20 2.20 0.00 - - - - - A-C 467.93 467.93 0.00 - - - - - A-D 127.72 127.71 0.00 476.50 0.268 0.36 10.320 B D-AB 165.15 165.11 0.00 418.45 0.395 0.64 14.203 B D-BC 139.83 139.70 0.00 263.05 0.532 1.10 29.104 D C-ABD 8.88 8.88 0.00 941.24 0.009 0.01 3.860 A C-D 86.28 86.28 0.00 - - - - - C-A 598.48 598.48 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 336.59 0.000 0.00 0.000 A A-B 1.80 1.80 0.00 - - - - - A-C 382.07 382.07 0.00 - - - - - A-D 104.28 104.68 0.00 505.01 0.206 0.26 9.001 A D-AB 134.85 135.79 0.00 471.48 0.286 0.41 10.755 B D-BC 114.17 116.13 0.00 307.73 0.371 0.61 18.973 C C-ABD 6.15 6.17 0.00 887.54 0.007 0.01 4.084 A C-D 70.58 70.58 0.00 - - - - - C-A 489.62 489.62 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 0.00 0.00 0.00 366.10 0.000 0.00 0.000 A A-B 1.51 1.51 0.00 - - - - - A-C 319.96 319.96 0.00 - - - - - A-D 87.33 87.58 0.00 525.64 0.166 0.20 8.224 A

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D-AB 112.93 113.39 0.00 503.93 0.224 0.29 9.228 A D-BC 95.61 96.44 0.00 339.16 0.282 0.40 14.881 B C-ABD 4.55 4.56 0.00 847.20 0.005 0.01 4.273 A C-D 59.19 59.19 0.00 - - - - - C-A 410.56 410.56 0.00 - - - - -

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Filename: Manchester Road-A679-Hameldon Road Priority Crossroads.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 10:02:40

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Predicted 2026 Stream B-ACD 0.04 15.55 0.04 C Stream A-B --- - Stream A-C --- - Stream A-D 0.54 11.70 0.35 B Stream D-AB 0.37 11.05 0.27 B Stream D-BC 0.69 24.91 0.41 C Stream C-ABD 0.00 4.33 0.00 A Stream C-D --- - Stream C-A --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak " model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 10:02:39

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

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Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Existing Layout - Predicted 2026, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Predicted Predicted ONE 2026, PM PM Peak 16:15 17:45 90 15 2026 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) Crossroads Two-way A,B,C,D 14.89 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A679 Accrington Road Major B Hameldon Road Minor C A679 Burnley Road Major D Manchester Road Minor

Major Arm Geometry

Minor Arm Geometry

One

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lane D plus 10.00 4.80 4.60 4.50 4.50 V 3.00 70 32 flare

Pedestrian Crossings

Arm Crossing Type A None B None C None D None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 631.874 ------0.224 0.319 0.224 - - - 1 B-A 481.513 0.080 0.202 0.202 - - - 0.127 0.289 - 0.202 0.202 0.101 1 B-C 623.782 0.087 0.221 ------1 B-D, nearside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 B-D, offside lane 481.513 0.080 0.202 0.202 - - - 0.127 0.289 0.127 - - - 1 C-B 631.874 0.224 0.224 0.319 ------1 D-A 643.162 ------0.228 - 0.090 - - - 1 D-B, nearside lane 515.310 0.136 0.136 0.309 - - - 0.217 0.217 0.086 - - - 1 D-B, offside lane 500.251 0.132 0.132 0.300 - - - 0.210 0.210 0.083 - - - 1 D-C 500.251 - 0.132 0.300 0.105 0.210 0.210 0.210 0.210 0.083 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 680.00 100.000 B ONE HOUR V 9.00 100.000 C ONE HOUR V 637.00 100.000 D ONE HOUR V 202.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C D

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A 0.000 3.000 525.000 152.000 B 8.000 0.000 1.000 0.000 From C 481.000 1.000 0.000 155.000 D 109.000 1.000 92.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C D A 0.00 0.00 0.77 0.22 From B 0.89 0.00 0.11 0.00 C 0.76 0.00 0.00 0.24 D 0.54 0.00 0.46 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C D A 1.000 1.000 1.000 1.000 From B 1.000 1.000 1.000 1.000 C 1.000 1.000 1.000 1.000 D 1.000 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C D A 0.000 0.000 0.000 0.000 From B 0.000 0.000 0.000 0.000 C 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-ACD 0.04 15.55 0.04 C A-B - - - - A-C - - - - A-D 0.35 11.70 0.54 B D-AB 0.27 11.05 0.37 B D-BC 0.41 24.91 0.69 C C-ABD 0.00 4.33 0.00 A C-D - - - - C-A - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.78 6.69 0.00 323.38 0.021 0.02 11.365 B A-B 2.26 2.26 0.00 - - - - - A-C 395.25 395.25 0.00 - - - - -

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A-D 114.43 113.33 0.00 524.61 0.218 0.28 8.730 A D-AB 82.52 81.77 0.00 519.05 0.159 0.19 8.219 A D-BC 69.56 68.50 0.00 326.77 0.213 0.27 13.883 B C-ABD 1.57 1.56 0.00 832.36 0.002 0.00 4.332 A C-D 116.49 116.49 0.00 - - - - - C-A 361.51 361.51 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.09 8.06 0.00 289.12 0.028 0.03 12.806 B A-B 2.70 2.70 0.00 - - - - - A-C 471.96 471.96 0.00 - - - - - A-D 136.64 136.28 0.00 503.79 0.271 0.37 9.785 A D-AB 98.57 98.32 0.00 491.08 0.201 0.25 9.160 A D-BC 83.03 82.54 0.00 292.85 0.284 0.39 17.063 C C-ABD 2.15 2.14 0.00 870.73 0.002 0.00 4.144 A C-D 139.04 139.04 0.00 - - - - - C-A 431.47 431.47 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 9.91 9.85 0.00 241.78 0.041 0.04 15.519 C A-B 3.30 3.30 0.00 - - - - - A-C 578.04 578.04 0.00 - - - - - A-D 167.36 166.69 0.00 475.00 0.352 0.53 11.650 B D-AB 120.79 120.33 0.00 447.68 0.270 0.36 10.982 B D-BC 101.61 100.46 0.00 245.97 0.413 0.67 24.542 C C-ABD 3.16 3.15 0.00 922.31 0.003 0.00 3.916 A C-D 170.16 170.16 0.00 - - - - - C-A 528.04 528.04 0.00 - - - - -

Main results: (17:00-17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 9.91 9.91 0.00 241.43 0.041 0.04 15.548 C A-B 3.30 3.30 0.00 - - - - - A-C 578.04 578.04 0.00 - - - - - A-D 167.36 167.34 0.00 475.00 0.352 0.54 11.698 B D-AB 120.79 120.78 0.00 446.58 0.270 0.37 11.049 B D-BC 101.61 101.55 0.00 245.92 0.413 0.69 24.908 C C-ABD 3.16 3.16 0.00 922.17 0.003 0.00 3.916 A C-D 170.16 170.16 0.00 - - - - - C-A 528.03 528.03 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 8.09 8.14 0.00 288.60 0.028 0.03 12.840 B A-B 2.70 2.70 0.00 - - - - - A-C 471.96 471.96 0.00 - - - - - A-D 136.64 137.29 0.00 503.79 0.271 0.38 9.841 A D-AB 98.57 99.02 0.00 489.67 0.201 0.26 9.227 A D-BC 83.02 84.15 0.00 292.87 0.283 0.41 17.340 C C-ABD 2.15 2.15 0.00 870.50 0.002 0.00 4.147 A C-D 139.04 139.04 0.00 - - - - - C-A 431.46 431.46 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-ACD 6.78 6.81 0.00 322.71 0.021 0.02 11.398 B A-B 2.26 2.26 0.00 - - - - - A-C 395.25 395.25 0.00 - - - - - A-D 114.43 114.81 0.00 524.61 0.218 0.28 8.792 A

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D-AB 82.52 82.77 0.00 517.81 0.159 0.19 8.279 A D-BC 69.56 70.08 0.00 326.63 0.213 0.28 14.062 B C-ABD 1.57 1.57 0.00 832.00 0.002 0.00 4.334 A C-D 116.49 116.49 0.00 - - - - - C-A 361.50 361.50 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:25:17

Summary of junction performance

AM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Predicted 2026 Stream B-C 0.37 11.23 0.27 B Stream B-A 0.55 27.23 0.36 D Stream C-AB 0.16 7.44 0.14 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak " model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak" model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:25:16

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Predicted 2026, AM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Predicted Predicted ONE 2026, AM AM Peak 08:00 09:30 90 15 2026 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 14.60 B

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 490.234 0.080 0.201 0.127 0.287 1 B-C 700.789 0.096 0.242 - - 1 C-B 790.044 0.273 0.273 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 795.00 100.000 B ONE HOUR V 176.00 100.000 C ONE HOUR V 759.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 117.000 678.000 From B 68.000 0.000 108.000 C 691.000 68.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.15 0.85 From B 0.39 0.00 0.61 C 0.91 0.09 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.27 11.23 0.37 B B-A 0.36 27.23 0.55 D C-AB 0.14 7.44 0.16 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (08:00-08:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 81.31 80.61 0.00 541.71 0.150 0.17 7.796 A B-A 51.19 50.38 0.00 298.81 0.171 0.20 14.447 B C-AB 51.48 51.12 0.00 629.02 0.082 0.09 6.225 A C-A 519.94 519.94 0.00 - - - - - A-B 88.08 88.08 0.00 - - - - - A-C 510.43 510.43 0.00 - - - - -

Main results: (08:15-08:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 97.09 96.85 0.00 504.25 0.193 0.24 8.831 A B-A 61.13 60.75 0.00 260.75 0.234 0.30 17.963 C C-AB 61.80 61.70 0.00 599.44 0.103 0.11 6.695 A C-A 620.52 620.52 0.00 - - - - - A-B 105.18 105.18 0.00 - - - - - A-C 609.51 609.51 0.00 - - - - -

Main results: (08:30-08:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 118.91 118.40 0.00 441.04 0.270 0.36 11.140 B B-A 74.87 73.89 0.00 206.96 0.362 0.54 26.855 D C-AB 76.78 76.60 0.00 560.91 0.137 0.16 7.432 A C-A 758.90 758.90 0.00 - - - - - A-B 128.82 128.82 0.00 - - - - - A-C 746.49 746.49 0.00 - - - - -

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Main results: (08:45 -09:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 118.91 118.89 0.00 439.55 0.271 0.37 11.226 B B-A 74.87 74.82 0.00 206.90 0.362 0.55 27.231 D C-AB 76.78 76.77 0.00 560.91 0.137 0.16 7.438 A C-A 758.90 758.90 0.00 - - - - - A-B 128.82 128.82 0.00 - - - - - A-C 746.49 746.49 0.00 - - - - -

Main results: (09:00-09:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 97.09 97.59 0.00 502.75 0.193 0.24 8.897 A B-A 61.13 62.09 0.00 260.80 0.234 0.31 18.201 C C-AB 61.80 61.98 0.00 599.44 0.103 0.12 6.699 A C-A 620.52 620.52 0.00 - - - - - A-B 105.18 105.18 0.00 - - - - - A-C 609.51 609.51 0.00 - - - - -

Main results: (09:15-09:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 81.31 81.56 0.00 540.59 0.150 0.18 7.846 A B-A 51.19 51.61 0.00 298.83 0.171 0.21 14.588 B C-AB 51.48 51.58 0.00 629.02 0.082 0.09 6.237 A C-A 519.94 519.94 0.00 - - - - - A-B 88.08 88.08 0.00 - - - - - A-C 510.43 510.43 0.00 - - - - -

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Filename: Green Lane-A671 Ghost Island Priority T-junction.arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 28/04/2015 09:27:57

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Existing Layout - Predicted 2026 Stream B-C 0.76 14.49 0.43 B Stream B-A 0.66 33.08 0.40 D Stream C-AB 0.25 7.85 0.20 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Existing 2015, AM Peak" model duration: 08:00 - 09:30 "D2 - Existing 2015, PM Peak" model duration: 16:15 - 17:45 "D3 - Base 2026, AM Peak" model duration: 08:00 - 09:30 "D4 - Base 2026, PM Peak" model duration: 16:15 - 17:45 "D5 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D6 - Predicted 2026, PM Peak " model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 28/04/2015 09:27:56

File summary File Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

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Existing Layout - Predicted 2026, PM Peak

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Existing Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Predicted Predicted ONE 2026, PM PM Peak 16:15 17:45 90 15 2026 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 16.17 C

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A A671 Burnley Road (East) Major B Green Lane Minor C A671 Burnley Road (North West) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 8.50 0.00 V 4.50 100.00 V 2.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type

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A None B None C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 477.613 0.078 0.196 0.123 0.280 1 B-C 716.641 0.098 0.247 - - 1 C-B 790.044 0.273 0.273 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 792.00 100.000 B ONE HOUR V 240.00 100.000 C ONE HOUR V 799.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 123.000 669.000 From B 67.000 0.000 173.000 C 701.000 98.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.16 0.84 From B 0.28 0.00 0.72 C 0.88 0.12 0.00

Vehicle Mix

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Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-C 0.43 14.49 0.76 B B-A 0.40 33.08 0.66 D C-AB 0.20 7.85 0.25 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 130.24 129.03 0.00 553.19 0.235 0.30 8.464 A B-A 50.44 49.59 0.00 282.37 0.179 0.21 15.411 C C-AB 74.64 74.10 0.00 632.11 0.118 0.13 6.446 A C-A 526.89 526.89 0.00 - - - - - A-B 92.60 92.60 0.00 - - - - - A-C 503.66 503.66 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 155.52 155.03 0.00 512.92 0.303 0.43 10.044 B B-A 60.23 59.79 0.00 241.85 0.249 0.32 19.724 C C-AB 90.14 89.97 0.00 604.95 0.149 0.18 6.989 A C-A 628.15 628.15 0.00 - - - - - A-B 110.57 110.57 0.00 - - - - - A-C 601.42 601.42 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 190.48 189.23 0.00 441.11 0.432 0.74 14.222 B B-A 73.77 72.50 0.00 182.75 0.404 0.64 32.285 D C-AB 113.66 113.35 0.00 572.25 0.199 0.25 7.840 A C-A 766.06 766.06 0.00 - - - - - A-B 135.43 135.43 0.00 - - - - - A-C 736.58 736.58 0.00 - - - - -

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Main results: (17:00 -17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 190.48 190.42 0.00 438.73 0.434 0.76 14.489 B B-A 73.77 73.69 0.00 182.33 0.405 0.66 33.077 D C-AB 113.66 113.65 0.00 572.25 0.199 0.25 7.850 A C-A 766.06 766.06 0.00 - - - - - A-B 135.43 135.43 0.00 - - - - - A-C 736.58 736.58 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 155.52 156.77 0.00 510.81 0.304 0.44 10.204 B B-A 60.23 61.50 0.00 241.59 0.249 0.34 20.123 C C-AB 90.14 90.44 0.00 604.95 0.149 0.18 7.000 A C-A 628.15 628.15 0.00 - - - - - A-B 110.57 110.57 0.00 - - - - - A-C 601.42 601.42 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-C 130.24 130.77 0.00 551.89 0.236 0.31 8.559 A B-A 50.44 50.92 0.00 282.17 0.179 0.22 15.600 C C-AB 74.64 74.81 0.00 632.11 0.118 0.14 6.461 A C-A 526.89 526.89 0.00 - - - - - A-B 92.60 92.60 0.00 - - - - - A-C 503.66 503.66 0.00 - - - - -

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Appendix 20 Page 1 of 5

Filename: Site Access (assumed geometry).arc8 Path: Y:\2015\15-126 to 15-150\15-148 Hapton, Burnley\Technical\PICADY Report generation date: 27/04/2015 17:58:39

Summary of junction performance

PM Peak Queue (PCU) Delay (s) RFC LOS Proposed Layout - Predicted 2026 Stream B-AC 0.14 8.01 0.12 A Stream C-AB 0.28 5.75 0.16 A Stream C-A --- - Stream A-B --- - Stream A-C --- -

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Predicted 2026, AM Peak" model duration: 08:00 - 09:30 "D2 - Predicted 2026, PM Peak " model duration: 16:15 - 17:45

Run using Junctions 8.0.2.316 at 27/04/2015 17:58:38

File summary File Description

Title Site Access Priority T-Junction Location Hapton, Burnley Site Number Date 09/04/2015 Version Status (new file) Identifier Client Gleeson Regeneration and Homes Jobnumber 15-148 Enumerator RD Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity RFC Average Delay Queue Threshold (m) Variations Capacity Criteria Type Threshold Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Proposed Layout - Predicted 2026, PM Peak

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Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors Proposed Layout 100.000

Demand Set Details

Time Traffic Model Start Model Finish Model Time Time Single Time Scenario Name Period Description Profile Time Time Period Segment Segment Locked Name Name Type (HH:mm) (HH:mm) Length (min) Length (min) Only Predicted Predicted ONE 2026, PM PM Peak 16:15 17:45 90 15 2026 HOUR Peak

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS (untitled) T-Junction Two-way A,B,C 6.57 A

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Name Description Arm Type A Manchester Road (North) Major B Site Access Minor C Manchester Road (South) Major

Major Arm Geometry

Width of Has kerbed Width of kerbed Has right Width For Visibility For Blocking Arm Blocks? carriageway (m) central reserve central reserve (m) turn bay Right Turn (m) Right Turn (m) Queue (PCU) C 7.60 0.00 2.20 100.00 V 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Pedestrian Crossings

Arm Crossing Type A None B None C None

Slope / Intercept / Capacity

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Priority Intersection Slopes and Intercepts

Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 483.942 0.082 0.207 0.130 0.296 1 B-C 623.664 0.089 0.225 - - 1 C-B 631.874 0.228 0.228 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR V 223.00 100.000 B ONE HOUR V 58.00 100.000 C ONE HOUR V 300.00 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To A B C A 0.000 21.000 202.000 From B 13.000 0.000 45.000 C 228.000 72.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To A B C A 0.00 0.09 0.91 From B 0.22 0.00 0.78 C 0.76 0.24 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period)

To A B C A 0.000 0.000 0.000 From B 0.000 0.000 0.000 C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Queue (PCU) Max LOS B-AC 0.12 8.01 0.14 A C-AB 0.16 5.75 0.28 A C-A - - - - A-B - - - - A-C - - - -

Main Results for each time segment

Main results: (16:15-16:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 43.67 43.31 0.00 536.92 0.081 0.09 7.288 A C-AB 70.79 70.19 0.00 707.73 0.100 0.15 5.644 A C-A 155.07 155.07 0.00 - - - - - A-B 15.81 15.81 0.00 - - - - - A-C 152.08 152.08 0.00 - - - - -

Main results: (16:30-16:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 52.14 52.06 0.00 527.09 0.099 0.11 7.578 A C-AB 90.29 90.10 0.00 724.34 0.125 0.20 5.677 A C-A 179.40 179.40 0.00 - - - - - A-B 18.88 18.88 0.00 - - - - - A-C 181.59 181.59 0.00 - - - - -

Main results: (16:45-17:00)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 63.86 63.73 0.00 513.38 0.124 0.14 8.005 A C-AB 119.33 119.02 0.00 746.41 0.160 0.27 5.743 A C-A 210.98 210.98 0.00 - - - - - A-B 23.12 23.12 0.00 - - - - - A-C 222.41 222.41 0.00 - - - - -

Main results: (17:00-17:15)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 63.86 63.86 0.00 513.35 0.124 0.14 8.008 A C-AB 119.41 119.40 0.00 746.51 0.160 0.28 5.748 A C-A 210.89 210.89 0.00 - - - - - A-B 23.12 23.12 0.00 - - - - - A-C 222.41 222.41 0.00 - - - - -

Main results: (17:15-17:30)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 52.14 52.26 0.00 527.05 0.099 0.11 7.583 A

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C-AB 90.40 90.70 0.00 724.49 0.125 0.20 5.686 A C-A 179.29 179.29 0.00 - - - - - A-B 18.88 18.88 0.00 - - - - - A-C 181.59 181.59 0.00 - - - - -

Main results: (17:30-17:45)

Stream Total Demand (PCU/hr) Entry Flow (PCU/hr) Pedestrian Demand (Ped/hr) Capacity (PCU/hr) RFC End Queue (PCU) Delay (s) LOS B-AC 43.67 43.75 0.00 536.85 0.081 0.09 7.301 A C-AB 70.96 71.16 0.00 707.88 0.100 0.15 5.658 A C-A 154.89 154.89 0.00 - - - - - A-B 15.81 15.81 0.00 - - - - - A-C 152.08 152.08 0.00 - - - - -

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Appendix 21 Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

User and Project Details Project: Hapton, Burnley Title: Manchester Road Canal Bridge Proposed Signals Location: File name: Manchester Road Canal Bridge, Hapton.lsg3x Author: RD Company: Bryan G Hall Address: Notes:

Network Layout Diagram

Manchester Road Canal Bridge, Hapton

B 1

/1 3 ) E N ( d - a 3 o R m r r te A s e h c n a M - 1 rm A /1 1

/1 ) 2 W S ( d a o R r e st e ch n a - M 4 - 2 rm A rm A

/1 4

A 1

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Phase Diagram

Phase Input Data Phase Name Phase Type Assoc. Phase Street Min Cont Min

A Traffic 7 7

B Traffic 7 7 C Pedestrian 7 7 Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Phase Intergreens Matrix Starting Phase

A B C

Terminating A - 11 5 Phase B 11 - 11

C 7 7 -

Phases in Stage Stage No. Phases in Stage

1 A

2 B 3 C

Stage Diagram 1 Min >= 7 2 Min >= 7 3 Min >= 7 A A A

C C C

B B B

Phase Delays Term. Stage Start Stage Phase Type Value Cont value

There are no Phase Delays defined

Prohibited Stage Change To Stage

1 2 3

From 1 11 5 Stage 2 11 11

3 7 7

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Give-Way Lane Input Data Junction: Manchester Road Canal Bridge, Hapton

There are no Opposed Lanes in this Junction

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Lane Input Data Junction: Manchester Road Canal Bridge, Hapton

Def User Physical Sat Lane Turning Lane Start End Saturation Nearside Lane Phases Length Flow Width Gradient Turns Radius Type Disp. Disp. Flow Lane (PCU) Type (m) (m) (PCU/Hr)

1/1 Arm 4 (Manchester U A 2 3 60.0 Geom - 3.00 0.00 Y Inf Ahead Road (NE))

2/1 Arm 3 (Manchester U B 2 3 60.0 Geom - 3.00 0.00 Y Inf Ahead Road (SW))

3/1 U 2 3 60.0 Inf ------

4/1 U 2 3 60.0 Inf ------

Traffic Flow Groups Flow Group Start Time End Time Duration Formula

1: '2026 Predicted AM Peak Flows' 08:15 09:15 01:00

2: '2026 Predicted PM Peak Flows' 16:30 17:30 01:00

Scenario 1: '2019 PredOp AM Peak' (FG1: '2026 Predicted AM Peak Flows', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination

A B Tot.

A 0 179 179 Origin B 277 0 277

Tot. 277 179 456

Traffic Lane Flows Scenario 1: Lane 2019 PredOp AM Peak

Junction: Manchester Road Canal Bridge, Hapton

1/1 277

2/1 179

3/1 179

4/1 277

Lane Saturation Flows Junction: Manchester Road Canal Bridge, Hapton

Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)

1/1 3.00 0.00 Y Arm 4 Ahead Inf 100.0 % 1915 1915 (Manchester Road (NE))

2/1 3.00 0.00 Y Arm 3 Ahead Inf 100.0 % 1915 1915 (Manchester Road (SW))

3/1 Infinite Saturation Flow Inf Inf

4/1 Infinite Saturation Flow Inf Inf

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Scenario 2: '2019 PredOp PM Peak' (FG2: '2026 Predicted PM Peak Flows', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination

A B Tot.

A 0 300 300 Origin B 247 0 247

Tot. 247 300 547

Traffic Lane Flows Scenario 2: Lane 2019 PredOp PM Peak

Junction: Manchester Road Canal Bridge, Hapton

1/1 247

2/1 300

3/1 300

4/1 247

Lane Saturation Flows Junction: Manchester Road Canal Bridge, Hapton

Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)

1/1 3.00 0.00 Y Arm 4 Ahead Inf 100.0 % 1915 1915 (Manchester Road (NE))

2/1 3.00 0.00 Y Arm 3 Ahead Inf 100.0 % 1915 1915 (Manchester Road (SW))

3/1 Infinite Saturation Flow Inf Inf

4/1 Infinite Saturation Flow Inf Inf

Scenario 1: '2019 PredOp AM Peak' (FG1: '2026 Predicted AM Peak Flows', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 1 Min: 7 2 Min: 7 A A

B B 11 26s 11 7s 11 7s 7 12s 11 17s

Stage Timings Stage 1 2 3 1 2

Duration 26 7 7 12 17

Change Point 0 37 55 73 92 Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120

0 37 55 73 92 1 11 : 26 2 11 : 7 3 11 : 7 1 7 : 12 2 11 : 17 A A B B Phases C C

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Network Layout Diagram

Manchester Road Canal Bridge, Hapton PRC: 107.4 % Total Traffic Delay: 3.0 pcuHr Ave. Route Delay Per Ped: 0.0 s/Ped B 1

) E N ( d - a 3 o R m r r te A s e h c n A a M - 1 rm A

) W S ( d a o R r B e st e ch n a - M 4 - rm 2 A rm A

A 1

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)

Network: Manchester Road - - N/A ------43.4% Canal Bridge Proposed Signals

Manchester Road Canal Bridge, - - N/A ------43.4% Hapton

Manchester 1/1 Road (NE) U N/A N/A A 2 38 - 277 1915 638 43.4% Ahead

Manchester 2/1 Road (SW) U N/A N/A B 2 24 - 179 1915 415 43.1% Ahead

3/1 U N/A N/A - - - - 179 Inf Inf 0.0%

4/1 U N/A N/A - - - - 277 Inf Inf 0.0%

Ped Link: P1 Ped Crossing - - - 0 0 - 0 - 0 0.0%

Rand + Storage Area Mean Turners When Turners In Uniform Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Uniform Max Item Arriving (pcu) Unopposed Intergreen Delay Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Delay Queue (pcu) (pcu) (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcuHr) (pcu)

Network: Manchester Road - - 0 0 0 2.2 0.8 0.0 3.0 - - - - Canal Bridge Proposed Signals

Manchester Road Canal Bridge, - - 0 0 0 2.2 0.8 0.0 3.0 - - - - Hapton

1/1 277 277 - - - 1.2 0.4 - 1.6 20.6 3.8 0.4 4.2

2/1 179 179 - - - 1.0 0.4 - 1.4 27.9 2.5 0.4 2.9

3/1 179 179 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

4/1 277 277 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

Ped Link: P1 0 0 ------Inf Inf - - Inf

C1 PRC for Signalled Lanes (%): 107.4 Total Delay for Signalled Lanes (pcuHr): 2.97 Cycle Time (s): 120 PRC Over All Lanes (%): 107.4 Total Delay Over All Lanes(pcuHr): 2.97

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Scenario 2: '2019 PredOp PM Peak' (FG2: '2026 Predicted PM Peak Flows', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 1 Min: 7 2 Min: 7 A A

B B 11 21s 11 10s 11 7s 7 7s 11 24s

Stage Timings Stage 1 2 3 1 2

Duration 21 10 7 7 24 Change Point 0 32 53 71 85

Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120

0 32 53 71 85 1 11 : 21 2 11 : 10 3 11 : 7 1 7 : 7 2 11 : 24 A A B B Phases C C

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026 Network Layout Diagram

Manchester Road Canal Bridge, Hapton PRC: 72.4 % Total Traffic Delay: 3.9 pcuHr Ave. Route Delay Per Ped: 0.0 s/Ped B 1

) E N ( d - a 3 o R m r r te A s e h c n A a M - 1 rm A

) W S ( d a o R r B e st e ch n a - M 4 - rm 2 A rm A

A 1

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026

Network: Manchester Road - - N/A ------52.2% Canal Bridge Proposed Signals

Manchester Road Canal Bridge, - - N/A ------52.2% Hapton

Manchester 1/1 Road (NE) U N/A N/A A 2 28 - 247 1915 479 51.6% Ahead

Manchester 2/1 Road (SW) U N/A N/A B 2 34 - 300 1915 574 52.2% Ahead

3/1 U N/A N/A - - - - 300 Inf Inf 0.0%

4/1 U N/A N/A - - - - 247 Inf Inf 0.0%

Ped Link: P1 Ped Crossing - - - 0 0 - 0 - 0 0.0%

Network: Manchester Road - - 0 0 0 2.8 1.1 0.0 3.9 - - - - Canal Bridge Proposed Signals

Manchester Road Canal Bridge, - - 0 0 0 2.8 1.1 0.0 3.9 - - - - Hapton

1/1 247 247 - - - 1.3 0.5 - 1.9 27.1 3.5 0.5 4.0

2/1 300 300 - - - 1.5 0.5 - 2.0 24.0 4.1 0.5 4.6

3/1 300 300 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

4/1 247 247 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

Ped Link: P1 0 0 ------Inf Inf - - Inf

C1 PRC for Signalled Lanes (%): 72.4 Total Delay for Signalled Lanes (pcuHr): 3.86 Cycle Time (s): 120 PRC Over All Lanes (%): 72.4 Total Delay Over All Lanes(pcuHr): 3.86

Manchester Road Canal Bridge Shuttle Working, Hapton, Predicted 2026