Preston Road, Longridge - Transport Assessment Addendum ... · Proposed Residential Development, Preston Road, Longridge Transport Assessment Addendum Issue 01 Page 1 1 Introduction

JWPC LIMITED PROPOSED RESIDENTIAL DEVELOPMENT PRESTON ROAD, LONGRIDGE TRANSPORT ASSESSMENT ADDENDUM JUNE 2016

JWPC LIMITED PROPOSED RESIDENTIAL DEVELOPMENT PRESTON ROAD, LONGRIDGE TRANSPORT ASSESSMENT ADDENDUM JUNE 2016

Project Code: X/JWPCLongridge.1

Prepared by: HI

Approved by: PZ

Issue Date: June 2016

Status: Issue 01

Mayer Brown Limited, Suite 501, City Point, Temple Gate, Bristol BS1 6PL Telephone 0117 925 1027 Fax 0117 925 1029 [email protected] www.mayerbrown.co.uk

JWPC Limited Proposed Residential Development

Preston Road, Longridge Transport Assessment Addendum

List of Contents

Sections 1 Introduction .......................................................................................................... 1

2 Development Amendments.................................................................................. 3

3 Traffic Calculations .............................................................................................. 6

4 Traffic Impact ....................................................................................................... 7

Tables Table 4.1: PICADY Summary - Proposed Northern Site Access .................................... 8

Table 4.2: PICADY Summary - Proposed Southern Site Access ................................... 9

Table 4.3: ARCADY Summary - Existing B6244 Preston Road/Chapel Hill ................. 10

Table 4.4: PICADY Summary - Existing B6243 Preston Road/Whittingham Lane ....... 12

Table 4.5: PICADY Summary - Proposed B6243 Preston Road/Whittingham Lane .... 13

Table 4.6: Percentage Impact – Existing M6 Junction 31a ........................................... 14

Table 4.7: ARCADY Summary - Existing Preston Rd/Kestor Ln (Stone Bridge) .......... 15

Table 4.8: ARCADY Summary - Existing Longridge Road / Bluebell Way Junction ..... 16

Table 4.9: Percentage Impact - Proposed Development Traffic at Skew Bridge .......... 17

Appendices APPENDIX A: LCC Consultation response

APPENDIX B: Indicative site layout

APPENDIX C: Preston Road drawings - site access & bus stop

APPENDIX D: Whittingham Lane junction alterations

APPENDIX E: Traffic flow diagrams

APPENDIX F: PICADY output – Site access junctions

APPENDIX G: ARCADY output – Preston Road / Chapel Hill

APPENDIX H: PICADY output – Preston Road / Whittingham Lane

APPENDIX I: ARCADY output – Preston Road / Kestor Lane

APPENDIX J: ARCADY output – Longridge Road / Bluebell Way

JWPC Limited Proposed Residential Development, Preston Road, Longridge Transport Assessment Addendum Issue 01

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1 Introduction

Background

1.1 Mayer Brown Limited was commissioned by JWPC Limited in July 2014 to provide

highway consultancy input for a proposed development to the south of Longridge.

1.2 A Transport Assessment (TA) dated February 2015 was submitted as part of a

proposed outline planning application for up to 305 residential dwellings with a small,

local retail centre (to serve the development) and creation of a new access junction on

the B6243 Preston Road.

1.3 The application was submitted to Ribble Valley Borough Council (RVBC) under

reference 3/2015/0393 but was subsequently refused in January 2016. Refusal

reasons included development levels in relation to the Core Strategy, built form in the

open countryside, harmful precedent for acceptance of other similar sites, and two

highway objections:

“3: The proposal is considered contrary to Key Statement DMI2 and Policies DMG1

and DMG3 of the Ribble Valley Core Strategy in that it fails to adequately

demonstrate that the operation of the proposed main vehicular access would

provide safe and adequate site access for all highway users and would not be of

detriment to the safe operation of the immediate and wider highway network.

4: The proposal is considered contrary to Key Statement DMI2 and Policy DMG3 of

the Ribble Valley Core Strategy in that it fails to provide/ support sustainable

transport measures to address the issues relating to the provision for public

transport infrastructure and fails to provide adequate provision for usable cycling

and walking connections that would successfully integrate the proposed

development with the existing settlement of Longridge.”

Highway authority consultation response

1.4 A response to the proposals was provided by David Allen of Lancashire County Council

(LCC) through the consultation period, dated 17th September 2015. A full copy of the

consultation response is included in Appendix A.

1.5 This indicated that certain elements expected following scoping discussions had not

been addressed and that further alterations to the submitted work would be required

before a comprehensive review could be undertaken.


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1.6 Issues raised included:

Concerns about the usage of Water Meadows for 45% of residences – preference

for whole site to be accessed from Preston Road, with a separate emergency

access, including revised junction analysis to assess this;

Amendments required to Preston Road access arrangement, including extension of

30mph limit;

Financial contributions required for off-site pedestrian, cyclist and public transport

improvements;

Drawing showing relocated bus stops on Preston Road will be required, with

pedestrian refuge;

Additional committed developments to be included in traffic calculations and

junction analyses;

Capacity assessments to be undertaken for Preston Road / Kestor Lane

roundabout and Preston Road / Bluebell Way junction.


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2 Development Amendments

2.1 Following receipt of comments from the highway officer, a number of alterations have

been made to the access arrangements and off-site highway alterations. This has also

affected the indicative site layout, and a copy of the revised layout is included as

Appendix B.

Access junctions

2.2 The site has been redesigned so that all general site vehicular traffic will use access

junctions directly from Preston Road. The entrance to/from Water Meadows will be for

use by emergency vehicles (if required), pedestrians and cyclists only, providing a

shortcut for existing residents wishing to access facilities and open space within the

development site.

Southern site access

2.3 In line with the highway comments, the main junction arrangement has been altered in

line with Design Manual for Roads and Bridges (DMRB) standards, including 10m kerb

radii and provision of a pedestrian refuge on the site arm.

2.4 The location of the access junction was chosen to be 40m north of Pinfold Lane, in line

with local design guidance. As a result, third party land to the north acts as a constraint

to the widening of the Preston Road carriageway to fit in the ghosted right turn lane.

The right turn lane is 2.5m in width, in line with the minimum standard in DMRB, with

3.25m through lanes, in line with DMRB standards which requires a width between 3m

and 3.65m.

2.5 The southern footway from the site has been widened from 2m as previously shown to

3m to enable use as a shared surface by pedestrian and cyclists. This has been

continued out of the site, ending opposite Pinfold Lane. There is an existing dropped

kerb at this location, providing access to a field gate, and this will be replaced on the

current alignment opposite Pinfold Lane, although the kerb will be adjusted slightly here

on the approach to the junction.

2.6 As requested, the 30mph speed limit will be extended past the site, and it is proposed

to extend this approximately 80m beyond Pinfold Lane, to the extent of the southwards

120m visibility splay from the site, so that traffic has slowed by the time it reaches the

site entrance and the cyclist crossing locations.


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2.7 The amendments at the southern site access are shown in drawing

X/JWPCLongridge.1/01 Rev C in Appendix C.

Northern site access

2.8 The original Transport Assessment for the site set out that a single access onto

Preston Road could not accommodate in capacity the traffic demand from the whole

development, due to heavy traffic flows along Preston Road; hence the proposed use

of Water Meadows to take some of the site traffic.

2.9 Following closure of Water Meadows to site traffic in the current site proposals, a

second direct access onto Preston Road is proposed further to the north, to enable

traffic to split between the two junctions, as required for capacity reasons.

2.10 The second access will be located approximately 230m to the north of the originally

proposed access. It has been designed in line with DMRB standards for a 30mph road,

taking account of comments received on the previous access, and includes a ghosted

right turn lane, flare for two vehicles to exit the site and a pedestrian crossing island

over the site access junction arm.

2.11 The proposed northern site access is shown on drawing X/JWPCLongridge.1/01 Rev C

in Appendix C.

Bus stops

2.12 The TA set out that the existing northbound stop on Preston Road is located at the

proposed access junction, and therefore it is proposed to provide new north and

southbound stops further to the north, close to the existing Longridge gateway signage

as shown in Figure 6.1 of the TA.

2.13 This is also in the vicinity of the newly proposed northern site access junction, with

associated pedestrian footways into the site providing convenient access to the new

bus stops for future residents.

2.14 As requested by LCC, a drawing has been produced to show these new bus stops in

the proposed location, along with a central pedestrian refuge on Preston Road. As a

ghosted right turn lane is being provided for traffic turning right into the development

site, this provides sufficient space to accommodate the pedestrian crossing island.

2.15 The bus stop proposals are shown in drawing X/JWPCLongridge.1/03 Rev B in

Appendix C. Swept path analysis for a Transit-type van passing the bus stops is also shown, as drawing X/JWPCLongridge.1/04 Rev B, to demonstrate that cars and such

vehicles will be able to pass a stopped bus without coming into conflict with vehicles


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using the ghosted right turn lane and despite the provision of the crossing island. New

sections of footway will be provided as required to link to the new bus stops.

Preston Road / Whittingham Lane

2.16 The TA makes reference to alterations to white lining at the Preston Road /

Whittingham Lane junction, to allow a right turning car to wait in a widened lane without

blocking through traffic, which will improve capacity. LCC has requested a drawing

showing this, along with tracking of a large goods vehicle to demonstrate that this can

safely negotiate the bend in the road.

2.17 These improvement works are shown on drawing JWPCLong.1/02 in Appendix D and illustrates a white lining alteration which should improve the operation of this junction.

Pedestrian/cycle links to surrounding areas

2.18 The TA and indicative site layout set out that links would be provided from the site to

the Public Right of Way to the southwest and to the playing fields to the west. This will

comprise informal footpaths through the southern wildlife area, and a suitable

pedestrian gate in the southwest boundary of the site, with similar provision through the

public open space in the northwest of the site to give access to the adjacent playing

fields.

2.19 It is not proposed by the developer to provide continuous paved and lit routes from the

site to Mardale Road or Shay Lane, as queried by LCC, as such provision would be off-

site and across third party land.

2.20 The developer is open to paying reasonable financial contributions towards off-site

improvements for pedestrians, cyclists and public transport users. We would welcome

advice from LCC on exactly what provision they would consider necessary in relation to

the site.


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3 Traffic Calculations

Trip generation and distribution

3.1 The LCC consultation response indicates that trip generation, distribution and

assignment set out in the TA are acceptable.

3.2 The only exception to this is the request for all site traffic to use the main site entrance,

rather than splitting it with the Water Meadow entrance which will be for emergency,

pedestrian and cycle use only.

3.3 This has been amended in the traffic flow diagrams provided in Appendix E.

Committed traffic

3.4 The TA for the application included committed traffic from nine developments in the

vicinity. LCC have requested that traffic from two additional schemes is included in the

analysis:

Application 3/2015/0065 by Taylor Wimpey for 193 residential dwellings on land to

the north of Dilworth Lane; and

Application 3/2014/0764 by Barratt for 363 residential dwellings on land to the east

of Chipping Lane

3.5 The TAs for these developments have been accessed from the RVBC planning portal

and used to apply their traffic generation to the committed traffic considered in the

assessment for the Preston Road site.

3.6 Where these TAs only include part of the network under assessment for the Preston

Road site and there is no wider network assignment of trips, engineering judgement

and knowledge of the local highway network has been utilised to distribute trips around

the remaining area of the network.

3.7 A summary of the committed development traffic flows for the local highway network is

presented in Appendix E within the traffic flow diagrams. This includes the additional committed traffic from the developments listed above as well as total committed traffic

including the developments assessed previously.


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4 Traffic Impact

Operational Assessments

4.1 Based on the updated traffic calculations, incorporating all traffic using the new access

and inclusion of additional committed traffic, revised capacity assessments have been

conducted at the following junctions:

Proposed New Site Accesses (Northern and Southern);

B6244 Preston Road/B6243 Chapel Hill junction;

B6243 Preston Road/Whittingham Lane junction; and

M6 Junction 31a (percentage assessment only).

4.2 In addition new assessment has been carried out for the following two junctions as

requested by LCC:

B6244 Preston Road/B5269 Kestor Lane junction; and

B6243 Preston Road/B6242 Bluebell Way junction.

Scenarios

4.3 The following scenarios have been considered as appropriate in this addendum for the

weekday morning and evening peak hours:

2014 without Proposed Development (inc. Committed Development)

2014 with Proposed Development (inc. Committed Development)

2024 without Proposed Development (inc. Committed Development)

2024 with Proposed Development (inc. Committed Development)

4.4 The year of previous assessment has not been changed; inclusion of the various

committed development, including the 556 units not previously assessed, will ensure

that this remains a robust analysis.

4.5 Tempro data for Longridge for 2014-2026 assumes just 278 new households, which is

more than exceeded by the proposed and committed development, and therefore no

additional growth has been added to the background traffic.

4.6 Traffic flow diagrams for each modelled scenario are presented in Appendix E.


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Proposed New Site Accesses

4.1 The proposed new site accesses has been modelled using PICADY to assess the

operation of the immediate access to the local highway network.

4.2 Preliminary capacity assessments demonstrated that a single access onto Preston

Road would not operate within capacity, due mainly to the high background traffic flows

in both directions along Preston Road in the peak hours. The revised site design

therefore includes two access junctions, and traffic has been assigned 50% to the

southern junction and 50% to the northern junction, based upon the current indicative

site layout.

4.3 Residents are likely to use the closest junction and also consider whether they are

travelling north or south when choosing a junction, particularly for those living in the

western area of the site who live equidistant from the two junctions.

4.4 As the application is outline only, the internal site layout is likely to change through the

forthcoming reserved matters applications but a 50/50 split is considered a reasonable

estimate at this stage and both junctions demonstrate spare capacity should the

assignment vary day to day.

Northern Site Access

4.5 A summary of the modelling results for the northern site access for the 2024 with

proposed development scenario is presented in Table 4.1 with the full PICADY output file provided in Appendix F.

Arm Morning Peak (0800-0900hrs) Evening Peak (1700-1800hrs)

RFC Queue (Veh) RFC Queue (Veh)

2024 With Development Arm A (B6243

Preston Road South) - - - -

Arm B (New Site Access) 0.77 2 0.20 0

Arm C (B6243 Preston Road North) 0.02 0 0.07 0

Table 4.1: PICADY Summary - Proposed Northern Site Access

4.6 Table 4.1 demonstrates that the northern site access junction is predicted to operate at around 77% of capacity during the weekday morning peak in the most robust 2024 with

development scenario.


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Southern Site Access

4.7 A summary of the modelling results for the southern site access for the 2024 with

proposed development scenario is presented in Table 4.2 with the full PICADY output file provided in Appendix F.




Preston Road South) - - - -

Arm B (New Site Access) 0.82 3 0.21 0

Arm C (B6243 Preston Road North) 0.03 0 0.07 0

Table 4.2: PICADY Summary - Proposed Southern Site Access

4.8 Table 4.2 demonstrates that the southern site access junction is predicted to operate at around 82% of capacity during the weekday morning peak in the most robust 2024 with

development scenario.

4.9 Consequently, the proposed northern and southern site access junctions are

considered appropriate to accommodate predicted background and development traffic

during the most robust 2024 with development scenario with minimal queuing or delay.

B6244 Preston Road/Chapel Hill 3-Arm Roundabout

4.10 The existing 3-arm roundabout at the B6244 Preston Road/Chapel Hill has been

modelled using ARCADY to assess the operation of the local highway network.

4.11 Upon initial model construction and entry of geometric and flow data, it became

apparent that the model was underestimating the capacity at the junction and predicted

levels of queueing and delay that were not observed during data collection.

4.12 Following further review, it is understood that this junction has been the subject of other

assessments for development in the local area, with similar overall findings that the

base models (based on actual geometric design parameters) underestimate capacity.

4.13 As previously noted, in the morning peak the junction has been observed to operate

with occasional queueing that clears quickly and does not persist for any length of time.

In both the morning and evening peak hours, there were periods where there was no

queueing at the junction. This is likely to be a result of the flow at the junction being

regulated by other junctions to the north and east which controls the inflow on each

arm. This assists with the operation of the junction and management of vehicles during

peak times.


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4.14 As a result of the discrepancies between the modelled and observed flows, the

geometric parameters have been calibrated to best replicate observed levels of

queueing recorded during the data collection period. Following this calibration, it is

considered that the base model is more appropriate to assess the future impact of

development but still overestimates the level of queueing on the B6243 Preston Road

southern arm.

4.15 Generally the calibrated model better replicates the operation of the base and is

considered to be suitable to assess the impact of development at this location. To

provide further comfort that the model is suitable for use, the base model results for

2014 are broadly similar to results obtained during other assessments of this junction

(associated with other developments) which suggest that there is limited queueing and

operation is currently within capacity.

4.16 A summary of the calibrated traffic modelling results is presented in Table 4.3 with the full ARCADY output files provided in Appendix G.



2014 Base Arm A (B6244

Preston Road North) 0.72 2.62 0.55 1.29

Arm B (B6243 Chapel Hill) 0.50 1.04 0.28 0.39

Arm C (B6243 Preston Road South) 0.66 2.01 0.80 3.96

2014 with Development Arm A (B6244




2024 without Development Arm A (B6244








Table 4.3: ARCADY Summary - Existing B6244 Preston Road/Chapel Hill


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4.17 The proposed development is predicted to increase the level of traffic travelling through

the junction in 2024 by approximately 3% in the morning peak and 4% in the evening

peak.

4.18 The results summarised in Table 4.3 suggest that in 2024, the junction is expected to exceed capacity in the morning peak hour prior to addition of the development traffic.

The addition of the development traffic is predicted to increase RFC by 0.02 and

queuing is predicted to increase too. In the evening peak hour, the junction is predicted

to operate with an RFC of less than 1.00.

4.19 It should also be noted that the maximum RFC only exceeds the 1.00 RFC for two 15-

minute segments within the peak hours with queues clearing following this period. This

is based on the ODTAB (ONEHOUR) modelling approach within ARCADY which is

considered to be a worst case.

4.20 When compared with the 2024 without development scenario, it is considered that

there may be a slight increase in the level of queueing, particularly in the morning peak

hour, but not sufficient to be considered severe as the main queuing is due to

background and committed traffic.

B6243 Preston Road/Whittingham Lane 3-Arm Priority Junction

4.21 The existing B6243 Preston Road/Whittingham Lane junction has been modelled using

PICADY. The base model reflects levels of queueing and delay recorded on site

during the time that the surveys were recorded. Based on observations recorded in

July 2014, there is some queueing and delay for short periods associated with vehicles

waiting to turn right blocking the main ahead flow.

4.22 A summary of the modelling results is presented in Table 4.4 with the full PICADY output files provided in Appendix H.


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2014 Base Arm A (B6243

Preston Road West) - - - -

Arm B (Whittingham Lane) 0.40 1 0.53 1

Arm C (B6243 Preston Road East) 0.84 9 0.48 2





2024 without Development Arm A (B6243




Table 4.4: PICADY Summary - Existing B6243 Preston Road/Whittingham Lane

4.23 Table 4.4 indicates that the modelling suggests that the junction is likely to experience a high level of queueing and delay in the 2024 without development scenario as a

result of traffic growth and committed development in the local area and would require

some form of improvement to accommodate 2024 baseline traffic flows prior.

4.24 Vehicular trips associated with the proposed development are anticipated to result in

an increase in traffic on the main ahead flows on the B6243 Preston Road.

4.25 It is considered that an improvement could be accommodated at the junction by

adjusting the white lines and lane widths. By adjusting the lane widths slightly, it may

be possible to provide space for a vehicle to wait to turn right without blocking the main

ahead flow on the B6243 Preston Road.

4.26 Based on Ordnance Survey data, it would appear possible to provide a westbound

(towards Preston) running lane of 5.2 metres at its widest point which would provide

space for a light vehicle to wait to turn right into Whittingham Lane without blocking the

main ahead flow. This would also provide an eastbound (towards Longridge) running

lane of around 4 metres at its widest point to accommodate the tracking of large goods

vehicles at the curve.


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4.27 The revised arrangement for the B6243 Preston Road/Whittingham Lane junction has

been modelled in PICADY with the summary results for the 2024 with development

scenario presented in Table 4.5.







Table 4.5: PICADY Summary - Proposed B6243 Preston Road/Whittingham Lane

4.28 Modelling results outlined in Table 4.5 suggests that the proposed changes to provide space for a single light vehicle to wait without obstructing the main ahead flow would

considerably improve the operation of the junction in the morning peak hour compared

to the base situation.

4.29 Although Whittingham Lane is shown still to operate over capacity in the morning peak

hour for two 15 minute periods, it is considered that the proposed changes would be

sufficient to mitigate the impact of development at this location, given the model has

been tested using the ODTAB option which provides a worst case scenario.

4.30 In the evening peak hour, the proposed changes would improve the operation of the

main road resulting in a slight increase in queueing on Whittingham Lane. Overall,

given the constraints at this location, the improvement is considered to assist with

overall network operations in 2024.

4.31 To further quantify the impact, the proposed development is contributing to the main

ahead flow with very little additional turning traffic into and out of Whittingham Lane.

When analysing the development trip impact in line with other committed developments

in the area, the proposed development in 2024 is predicted to increase the total volume

of traffic passing through the junction by 5% in the morning peak and 6% in the evening

peak.

4.32 Overall, it is considered that operation of the local network in the future scenario could

be improved with a simple change to existing infrastructure.


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M6 Junction 31A

4.33 Previous modelling undertaken at the M6 Junction 31a junction indicates that during

the 2024 with development scenario the:

M6 Junction 31a ‘off-slip’ junction is predicted to operate with a positive Practical

Reserve Capacity (PRC) value for the 2024 with development scenario;

M6 Junction 31a ‘on-slip’ junction currently operates over capacity with a negative

PRC value in both the morning and evening peak hours

Proposed development impact at this location would be minimal.

4.34 Although development flows at this location are not predicted to change as part of the

amended development proposals outlined within this addendum, a revised proposed

development percentage impact assessment has been undertaken at the M6 Junction

31a, following addition of the extra committed traffic, presented in Table 4.6.

Junction Morning Peak (0800-0900hrs) Evening Peak (1700-1800hrs)

2024 Base Flows Dev. Flows % Impact

2024 Base Flows Dev. Flows % Impact

M6 J31a Off-Slip 3351 35 1.0% 3046 51 1.7%

M6 J31a On-Slip 3319 57 1.7% 3607 63 1.7%

Table 4.6: Percentage Impact – Existing M6 Junction 31a

4.35 It is considered that the predicted impact of the proposed development at the M6

Junction 31 outlined in Table 4.6 is unlikely to have a severe impact at the junction. This level of traffic increase is less than 2% above 2024 baseline levels at the on-slip

roundabout in the morning and evening peak. At the off-slip roundabout, the level of

traffic increase is some 1-2% above 2024 baseline levels. Overall, the development

itself will only have a marginal impact on the level of queueing and delay and will not

cause a severe worsening of junction performance.

4.36 Whilst the HA are aware that at present the M6 Junction 31a suffers from congestion

and delay, and that this is predicted to worsen in the future, it is understood that the HA

have previously considered a development trip impact of around 2% not to be severe.

4.37 Based on the predicted impact of the proposed development at this location and in line

with the HA’s previous assessment criteria, it is concluded that the development

proposals would not have a severe impact on the strategic road network.


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B6243 Preston Road/Kestor Lane roundabout

4.38 The TA set out that the proposed development would only result in an increase of 1%

in traffic at the B6243 Preston Road/Kestor Lane roundabout and therefore was not

previously modelled.

4.39 At the request of LCC, ARCADY junction modelling has been undertaken for t the

B6243 Preston Road/Kestor Lane roundabout. Geometry and intercept corrections for

the junction were taken from the TA for the approved Barratt 363-dwelling scheme in

Longridge to ensure consistency of modelling.

4.40 Table 4.7 sets out a summary of the junction modelling results with the full ARCADY output files provided in Appendix I.



2014 Base

Arm A (Derby road) 0.55 1.26 0.51 1.09

Arm B (Kestor Lane) 0.68 2.13 0.55 1.25

Arm C (Preston Road) 0.79 3.84 0.94 10.37 Arm D (Whittingham

road) 0.70 2.36 0.71 2.42

2014 with Development

Arm A (Derby road) 0.55 1.28 0.53 1.14

Arm B (Kestor Lane) 0.68 2.15 0.56 1.27


road) 0.71 2.43 0.45 2.49

2024 without Development

Arm A (Derby road) 0.76 3.22 0.62 1.68

Arm B (Kestor Lane) 1.05 19.41 0.71 2.42


road) 1.22 69.39 0.88 5.90

2024 With Development

Arm A (Derby road) 0.77 3.29 0.63 1.76

Arm B (Kestor Lane) 1.05 19.84 0.72 2.49


road) 1.23 71.86 0.88 6.04

Table 4.7: ARCADY Summary - Existing Preston Rd/Kestor Ln (Stone Bridge)


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4.41 The results in Table 4.7 demonstrate that the junction is predicted to operate overcapacity in 2024, prior to the addition of proposed development traffic. Additional

traffic associated with the proposed development has only a marginal impact on the

RFC and queuing values at this junction and is not considered to be a severe effect.

B6243 Longridge Road/Bluebell Way roundabout

4.42 The submitted TA set out that the development is only predicted to increase traffic at

the B6243 Preston Road/Bluebell Way junction by around 4% and therefore was not

previously modelled.

4.43 At the request of LCC, ARCADY modelling has been undertaken for this junction and is

summarised in Table 4.8 with the full ARCADY output files provided in Appendix J.



2014 Base Arm A (Longridge

road West) 0.34 0.57 0.40 0.71

Arm B (Bluebell Way) 0.45 0.88 0.44 0.80 Arm C (Longridge

road East) 0.62 1.72 0.62 1.70

2014 with Development Arm A (Longridge

road West) 0.36 0.61 0.43 0.78


road East) 0.68 2.15 0.65 1.91

2024 without Development Arm A (Longridge

road West) 0.45 0.88 0.48 0.96


road East) 0.88 7.13 0.72 2.67

2024 With Development Arm A (Longridge

road West) 0.46 0.94 0.50 1.07


road East) 0.93 11.81 0.75 3.07

Table 4.8: ARCADY Summary - Existing Longridge Road / Bluebell Way Junction

4.44 Modelling results shown in Table 4.8 indicate that this junction is predicted to work

within capacity in all scenarios and that traffic associated with the proposed

development has only a marginal impact, which cannot be considered to be severe.


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Simple Skew Bridge Capacity Analysis (Grimsargh)

4.45 As highlighted within the TA and consultation response, there is a pinch point on the

B6243 Preston Road in Grimsargh, known as Skew Bridge.

4.46 Predicted levels of traffic associated with the proposed development and utilising Skew

Bridge following the revised trip calculations/distribution development remains

consistent with that outlined within the TA. However, following the addition of additional

committed traffic at this location, the percentage impact of the proposed development

has reduced slightly.

4.47 A summary of the revised percentage impact at Skew Bridge is shown in Table 4.9.

Scenario Morning Peak (0800-0900hrs) Evening Peak (1700-1800hrs)

2024 Base Flows Dev Flows % Impact

2024 Base Flows Dev Flows % Impact

Northbound 799 28 3.6% 1013 73 7.2%

Southbound 1130 78 6.9% 643 43 6.7%

Total 1929 106 5.5% 1654 117 7.1%

Table 4.9: Percentage Impact - Proposed Development Traffic at Skew Bridge

4.48 Predicted changes in traffic levels through Skew Bridge as a result of the proposed

development are not considered significant or severe as it is generally within the daily

variation of traffic flows and therefore such a change in trips may not be discernible to

the highway user. It is considered that the proposed development is unlikely to

increase queues at Skew Bridge by more than 1-2 vehicles on average in the peak

hours.

4.49 The TA set out that peak spreading may occur on the link and is widely acknowledged

as a feature of driver behaviour as congestion occurs in the typical peak hours, and

that measures set out in the Travel Plan may reduce demand for travel by private car.

The TA did not propose any physical improvement works to the Skew Bridge pinch

point, as the traffic changes did not warrant this.

4.50 The revised traffic figures, taking account of the extra committed traffic, still

demonstrate that additional queuing at this location will not be severe and therefore

there are still no proposals to alter this highway arrangement as part of the current

development proposals.

APPENDIX A: LCC Consultation response

APPENDIX B: Indicative site layout

1:750 @ A0

indicative site layout

05 Q

revisions:

c

a r c h i t e c t s

campbells u r v e y o r s

email: [email protected]

copyright in this drawing is vested in campbell driver partnership limited

partnershipdriverd e s i g n e r s

client:

project:

sheet:

dwg no:

scale:

date:

drawn:

capricorn parkblakewater road

blackburn bb1 5qrt: 01254 297700f: 01254 297701

10.192

preston road longridge

residential development

grimbaldeston farm trustees/s+n forshaw

Spo

ut

Farm

85.6

m

B 6243

Cha

rnle

y

82.3

m

138

86.5

m

80.8

m

Issu

es

Farm

140

83.2

m

82.0

m

pla

yin

g f

ield

s

mil

ler

ho

me

s

new

sit

eac

cess

pede

strian

and

cyc

le li

nk o

nly

to e

xist

ing

deve

lopm

ent

foot

path

link

appr

ox r

oute

of

exis

ting

gas

mai

n

appr

ox r

oute

of

exis

ting

gas

mai

n

over

hea

d ca

bles

B6243 preston roa

d

the

sta

ble

s

foot

path

link

DDDD

DD

DD

AA

AA

AA

AA

AA

AA

tota

l 30

5 n

o. h

ouse

s

38

no.

Typ

e C

2

stor

ey 3

bed

96s

qm

68

no.

T

ype

D

2 st

orey

2 b

ed 9

0sqm

9

3 no

. T

ype

A

2 st

orey

3 b

ed 1

50sq

m

53

no.

T

ype

E 3

sto

rey

3 be

d 13

5sqm

46 n

o. T

ype

B

bung

alow

2 b

ed 6

0sqm

3

no.

Typ

e F

2 s

tore

y 5

bed

188s

qm

4 no

. T

ype

H

2 st

orey

4 b

ed 1

70sq

m

cycl

e lin

ksfo

otpa

ths

exis

tin

g tr

ees

reta

ined

prop

osed

tre

es/p

lan

tin

g

publ

ic o

pen

spa

ce/w

ildlif

eco

rrid

ors

site

bou

nda

ry

vege

tate

d bo

unda

ry t

o be

ret

aine

d an

d en

hanc

ed in

acc

orfa

nce

with

the

adja

cent

dev

elop

men

ts N

atur

al E

ngla

nd g

reat

cre

sted

new

tm

itiga

tion

licen

ce a

gree

men

t to

mai

ntai

n th

is f

eatu

re for

gre

at c

rest

ed n

ewt

wil

dli

fe a

rea

wil

dli

fe a

rea

wil

dli

fe a

rea

we

tla

nd

/re

ed

be

d a

rea

vege

tatio

n an

d pl

antin

g th

roug

hout

the

ope

n sp

aces

will

be

desi

gned

with

mai

ntai

ning

to

incr

ease

am

phib

ian

mov

emen

t be

twee

n th

e ne

wan

d ex

istin

g po

nds

cycl

e lin

k to

pin

fold

lane

cycle

link

to d

isus

ed ra

ilway

rou

te

foot

path

link

to p

ublic

foot

path

net

wor

k

PRESTON ROAD

85.6

m

82.3

m

86.5

m

GP

80.8

m83.

2m

82.0

m

77.7

m

BUS

STOP

BUS

STOP

new

sit

eac

cess

exis

tin

gp

on

dexis

tin

gp

on

d

exis

tin

gp

on

d exis

tin

gp

on

d

rom

ans

cros

sing

app

rove

d ho

usin

g

appr

oved

hous

ing

AA

AA

AAA

A

A

A

A

A

A

A

A

AA

A

A

A

A

A

B

A

A

A

AA

A

A

A

A

A

A

A

A

A

A

A

A

A

A

A

A

A

AA

A

A

A

A

A

A

A

AA

A

AA

AA

A

AA

A

A

A

A

A

A

A

A

A

A

A

A

CC

C C C C

CC

CC

CC

C

C

CC

C C

CC

CCCC

CCC C

CC

CC

BB

BB

BB

B

BB

BB

B

BB

BB

BB

B

DDDD

DD

DD

DD

DD

D D D D

DD

DD

DD

DD

DD

DD

EE

E

EE

EE

DD

DD

DDD

D

DD

DD

F

F

F

BB

BB

BB

neig

hbou

rhoo

dce

ntre

publ

ic o

pen

spac

e

publ

ic o

pen

spac

e

publ

ic o

pen

spac

e

BB

BB

BH

H

publ

ic o

pen

spac

e

DD

DD

CC

DD

DD

DD

DD

EE E

E

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

EE

B

HH

milb

eck

close

thirl

mer

e dr

ive

butte

rmere

road

lindale road

A

A

pylo

n

pylo

n

pro

po

sed

po

nd

CC

DD

DD

B

BB

B

B

DD

DD

BB

BB

BB

BB

B

CC

pro

po

sed

po

nd

wil

dli

fe c

orr

ido

r

wil

dli

fe c

orr

ido

r

A

A

AA

0 sca

le 1

:750

1020

3040

50m

Nor

th

pr

op

os

ed

re

sid

en

tia

l d

ev

elo

pm

en

tG

rim

ba

lde

st

on

Fa

rm

Lo

ng

rid

ge

rev a: cn 06.05.16 access to site amended and note altered to link to adjacent site

cn

25.09.2014

APPENDIX C: Preston Road drawings - site access & bus stop

2.4m x 90m VISIBILITY SPLAY

HEDGEROW TO BE REMOVED AND

RE-PLANTED TO THE REAR OF

THE VISIBILITY SPLAYS


HEDGEROW TO BE REMOVED AND

RE-PLANTED TO THE REAR OF

THE VISIBILITY SPLAYS

7.5

m

2m

3m

R

1

0

m

R10m

2.5m

3.25m

3.25m

EXTENT OF EXTENDED 30MPH

SPEED LIMIT. PROPOSED 30MPH

AND 40MPH BACK TO BACK SIGNS

TS1

TS2

DK

EXISTING DROPPED KERB TO BE REPLACED

P

I

N

F

O

L

D

L

A

N

E


CU

T LIN

E

CU

T LIN

E



CU

T LIN

E

CU

T LIN

E

7.5m

2m

2m

R

1

0

m

2.7m

3.25

m

3.2

5m

10m

10m CLEARANCE TO PYLON

7.5m

2m

2m

R

1

0

m

2.7m

3.25m

3.25m

10m

drawing number

cad file

scale @ A3

date

project

client title

rev.

drawn by checked by

rev. amendment chkddate

JWPC Limited

Proposed Residential Development, Longridge

Potential Site Access

September 2014

1:1000

X_JWPCLongridge.1_01.dwg

GB

X/JWPCLongridge.1/01

C

PW

B

SECOND ACCESS ADDED 16.05.16

HI

KEY

PROPOSED DROPPED KERB

PROPOSED TACTILE PAVING

PROPOSED TRAFFIC SIGN

VISIBILITY SPLAY 2.4m X 90m

HIGHWAY BOUNDARY

DK

TS1

A

AMENDED AS PER LA COMMENTS 28.04.16

HI

OVERVIEW PLAN

SCALE : NTS

VIEWPORT 1

VIEWPORT 2

VIEWPORT 1

SCALE 1:1000

VIEWPORT 2

SCALE 1:1000

C

SECOND ACCESS RELOCATED 08.06.16

HI

RELOCATED BUS STOPS. PROPOSED BUS

SHELTERS PROVISIONS AND RAISED BUS KERBS

DK

DK

PROPOSED PEDESTRIAN

CROSSINGS WITH DROPPED KERBS

KK

KK

RELOCATED BUS STOPS. PROPOSED

BUS SHELTERS PROVISIONS

AND RAISED BUS KERBS

drawing number

cad file

scale @ A3

date

project

client title

rev.

drawn by checked by


JWPC Limited


Bus Stop Relocation

September 2014

1:500

X/JWPCLongridge.1_03.dwg

RR


B

HI

KEY

PROPOSED BUS STOP KASSEL KERB

PROPOSED DROPPED KERB

PROPOSED TACTILE PAVING

KK

DK

LOCATION PLAN

SCALE 1:2000

A


HI

B


HI

drawing number

cad file

scale @ A3

date

project

client title

rev.

drawn by checked by


JWPC Limited


TRACKING AROUND BUS STOP

September 2014

1:500

X/JWPCLongridge.1_04.dwg

RR


B

HI

LOCATION PLAN

SCALE 1:2500

7.21

0.82 4.25

7.5t Panel Van

Overall Length 7.210m

Overall Width 2.192m

Overall Body Height 2.544m

Min Body Ground Clearance 0.316m

Track Width 1.865m

Lock to Lock Time 4.00s

Kerb to Kerb Turning Radius 7.400m

VEHICLE PROFILE

A


HI

B


HI

APPENDIX D: Whittingham Lane junction alterations

drawing number

cad file

scale @ A3

date

project

client title

rev.

drawn by checked by


JWPC LTD

PROPOSED RESIDENTIAL DEVELOPMENT,

LONGRIDGE

POSSIBLE JUNCTION IMPROVEMENT

OCT 2014

1:500

jwpclong.1_02.dwg

SO

JWPCLONG.1/02

PW

APPENDIX E: Traffic flow diagrams

Base 2014 AM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network

Whittingham Lane Berry Lane Higher Road

1 1 Derby Road36 188

1 65 Preston Road38 502 175 2 Dilworth Lane

695 43 1 50 4 21 0Whittingham Road 10 82 63 291 53 Kestor Lane

8 205 46 2

Preston Road 156 260 86 128 9 7 14 14 85 5 Blackburn Road

LONGRIDGE

Preston Road/Bluebell Way Junction

29 5 Chapel Hill516 54

Bluebell Way 36 1

15 446 235 325 1638 517 Preston Road 34 9

230

425 18 Preston Road38 163 470 25

22 362 45 841

Northern Site Access Longridge Road

68143

Preston Road

45 841


68143

Base 2014 PM






6 108 49 0


LONGRIDGE



Bluebell Way 39 0

14 540 309 212 319 555 Preston Road 22 8

171

518 18 Preston Road20 227 422 10

16 396 26 601

Northern Site Access Longridge Road

84930

Preston Road

26 601


84930

Additional Committed AM



0 00 0 Derby Road0 0

0 0 0 Preston Road21 25 46 0 0 0 0 59 0 Dilworth Lane

117 58 59 0 0 0 0 0 0Whittingham Road 0 4 4 0 59 0 Kestor La 0 4 4

0 0 0 0 0 0 8 8 0 29 11 40 0 0 0 0 0 0 0 0 0

Preston Road 0 21 0 8 8 0 0 0 37 26 110 0 0 0 0 0 0 0 0 0 0 25 58 58 0 Blackburn Road0 21 0 LONGRIDGE 0 0 0 0 0 25

0 0 0 0

0 0 0 Lower LanePreston Road/Bluebell Way Junction 0 25 25 0 0 0

58 58 059 00 0 Chapel Hill59 0

Bluebell Way 7 0 0 0

0 8 21 25 58 58 00 15 Preston Road 0 250 21 0

36 17 19 Preston Road0 0 0 76 36 40 0 59

14 16 30 0 580 0 0 0 117

Northern Site Access 0 0 0 Longridge Road

0 460 250 21

Preston Road0 590 58

Ref Description Arr Dep 0 0 0 0 1173/2015/0065 195 dwellings 46 104 Southern Site Access 0 0 0 3/2014/0764 363 dwellings 58 160

0 460 250 21

AM

Additional Committed PM



0 00 0 Derby Road0 0

0 0 0 Preston Road54 68 122 0 0 0 0 31 0 Dilworth Lane

76 45 31 0 0 0 0 0 0Whittingham Road 0 10 10 0 31 0 Kestor La 0 10 10

0 0 0 0 0 0 7 7 0 15 30 45 0 0 0 0 0 0 0 0 0

Preston Road 0 54 0 7 7 0 0 0 47 20 270 0 0 0 0 0 0 0 0 0 0 68 45 45 0 Blackburn Road0 54 0 LONGRIDGE 0 0 0 0 0 68

0 0 0 0

0 0 0 Preston Road/Bluebell Way Junction 0 68 68 0 0 0

45 45 031 00 0 Chapel Hill31 0

Bluebell Way 18 0 0 0

0 21 54 68 45 45 00 39 Preston Road 0 680 54 0

24 14 10 Preston Road0 0 0 49 28 21 0 31

36 42 78 0 450 0 0 0 76

Northern Site Access 0 0 0 Longridge Road

0 1220 680 54

Preston Road0 310 45

Ref Description Arr Dep 0 0 0 0 763/2015/0065 195 dwellings 126 84 Southern Site Access 0 0 0 3/2014/0764 363 dwellings 148 83

0 1220 680 54

PM

All Committed AM



Derby Road17 8

18 Preston Road94 13 Dilworth Lane

235 16 Whittingham Road 50 8 61 0 Kestor Lane 4

126 0 8 40 0 0 7

Preston Road 52 25 0 39 0 0 37 0 3 40 64 Blackburn Road

LONGRIDGE0 0

0 Preston Road/Bluebell Way Junction 25 0

58

Chapel Hill146 1

Bluebell Way 266 41 84

44 Preston Road0

100 Preston Road0 142

52 0 0 248

Northern Site Access 0 Longridge Road

0 102

Preston Road

0 0 248Southern Site Access 0

0 102

All Committed PM



Derby Road16 17



78 0 7 45 0 0 4


LONGRIDGE0 0

0 Preston Road/Bluebell Way Junction 68 0

45

Chapel Hill89 4

Bluebell Way 1

136 97 63108 Preston Road

0

59 Preston Road0 85

131 0 0 158


0 249

Preston Road

0 0 158Southern Site Access 0

0 249

Dev Flow AM


5%3%

Whittingham Lane 8% Berry Lane Higher Road

Derby Road0 3



1% 0 0 0 0 10% 0 1 0


LONGRIDGE58% 1 0

Note: 18 of trips stay in Alston and Hothersall and do not reach Keston Lane junction 4

Preston Road/Bluebell Way Junction 14 0 5

Chapel Hill11 0 Note: 2 of trips stay in Alston and Hothersall

31% Bluebell Way and do not reach Higher Road junction 030 20 7

15 Preston Road0

N S 42 37% 63% Preston Road

0 36 ARR 25 9 1613 DEP 67 25 42

25 9 9Northern Site Access 42

Longridge Road 50% 16 25

27%N S

37% 63% Preston RoadARR 24 9 15DEP 67 25 42

25 9 4250% 50% Southern Site Access 42

305 TRICS Trip Generation Northern Access Southern Access 50% Units AM AM AM 15 16

Arrivals 49 25 24Departures 134 67 67

63%

Dev Flow PM


5%3%

Whittingham Lane 8% Berry Lane Higher Road

Derby Road0 7



1% 1 0 0 0 10% 0 4 0


LONGRIDGE58% 4 0

Note: 10 of trips stay in Alston and Hothersall and do not reach Keston Lane junction 2

Preston Road/Bluebell Way Junction 8 0 13

Chapel Hill28 0 Note: 1 of trips stay in Alston and Hothersall

31% Bluebell Way and do not reach Higher Road junction 017 11 18

40 Preston Road0

N S 24 37% 63% Preston Road

0 20 ARR 63 23 4034 DEP 38 14 24

14 23 24Northern Site Access 24

Longridge Road 0% 50% 40 14

27%N S

37% 63% Preston RoadARR 64 24 40DEP 37 14 23

14 24 2450% 50% Southern Site Access 23

305 TRICS Trip Generation Northern Access Southern Access 0% 50% Units PM PM PM 40 40

Arrivals 127 63 64Departures 75 38 37

63%

Dev 2014 AM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network AM (0800-0900hrs)Dev 2014





8 205 46 2


LONGRIDGE



Bluebell Way 36 1

15 476 255 332 1638 532 Preston Road 34 9

230

467 18 Preston Road38 163 506 25

22 375 4525 9 850


16 70643

Preston Road

4525 9 883

Southern Site Access 42

15 69743

Dev 2014 PM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network PM (1700-1800hrs)Dev 2014





6 109 49 0


LONGRIDGE



Bluebell Way 39 0

14 557 320 230 319 595 Preston Road 22 8

171

542 18 Preston Road20 227 442 10

16 430 2614 23 625


40 86330

Preston Road

2614 24 625


40 88930

No Dev 2024 AM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network AM (0800-0900hrs)No Dev 2014





9 358 52 2


LONGRIDGE



Bluebell Way 43 1

17 572 308 452 1843 630 Preston Road 39 10

261

582 20 Preston Road43 185 675 28

25 462 510 0 1201


0 87449

Preston Road

510 0 1202


0 87449

No Dev 2024 PM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network PM (1700-1800hrs)No Dev 2014





7 128 62 0


LONGRIDGE



Bluebell Way 50 0

16 618 356 246 322 635 Preston Road 25 9

200

593 20 Preston Road23 263 484 11

18 455 290 0 687


0 96834

Preston Road

290 0 687


0 96834

Dev 2024 AM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network AM (0800-0900hrs)Dev 2024





9 358 52 2


LONGRIDGE



Bluebell Way 43 1

17 602 327 459 1843 645 Preston Road 39 10

261

624 20 Preston Road43 185 711 28

25 475 5125 9 1210


16 89949

Preston Road

5125 9 1244


15 89049

Dev 2024 PM

Preston Road/Whittingham Lane Junction Longridge Preston Road Network PM (1700-1800hrs)Dev 2024





7 130 62 0


LONGRIDGE



Bluebell Way 50 0

16 635 367 265 322 675 Preston Road 25 9

200

617 20 Preston Road23 263 504 11

18 489 2914 23 711


40 98234

Preston Road

2914 24 711


40 100834

APPENDIX F: PICADY output – Site access junctions

-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 1 -------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2010 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 5.1 ANALYSIS PROGRAM RELEASE 5.0 (JUNE 2010) (Patch 15 Apr 2011) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE SALES TEL: CROWTHORNE (01344) 770758, FAX: 770356 EMAIL: [email protected] -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS/HER RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "H:\_MISC & NON-BRISTOL\MB BIRMINGHAM\Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpi"(drive-on-the-left) at 12:41:21 on Wednesday, 15 June 2016

RUN INFORMATION *************** RUN TITLE : Longridge - Southern Site Access LOCATION : Preston Rd DATE : 15/06/16 CLIENT : JWPC ENUMERATOR : rbroad JOB NUMBER : X/JWPCLongridge.1 STATUS : TIA DESCRIPTION :

MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Preston Rd South ARM B IS Southern Site Access ARM C IS Preston Rd North

STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.

-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 2 -------------------------------------------------------------------------------- GEOMETRIC DATA -------------- -------------------------------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I -------------------------------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 7.00 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.50 M. I I - VISIBILITY I (VC-B)131.00 M. I I - BLOCKS TRAFFIC (SPACES) I YES ( 7) I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 35.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 34.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I WIDTH AT 0 M FROM JUNCTION I 10.00 M. I I WIDTH AT 5 M FROM JUNCTION I 8.00 M. I I WIDTH AT 10 M FROM JUNCTION I 6.00 M. I I WIDTH AT 15 M FROM JUNCTION I 5.50 M. I I WIDTH AT 20 M FROM JUNCTION I 4.90 M. I I - LENGTH OF FLARED SECTION I DERIVED: 3 PCU I -------------------------------------------------------------------------------------- .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 671.04 0.25 0.25 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)

TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------

Demand set: 2014 Dev AM TIME PERIOD BEGINS 07.45 AND ENDS 09.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.

-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 3 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 9.44 I 14.16 I 9.44 I I ARM B I 15.00 I 45.00 I 75.00 I 0.84 I 1.26 I 0.84 I I ARM C I 15.00 I 45.00 I 75.00 I 11.71 I 17.57 I 11.71 I ------------------------------------------------------------------------------------

Demand set: 2014 Dev AM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.45 - 09.15 I I I I I I I ARM A I 0.000 I 0.020 I 0.980 I I I I 0.0 I 15.0 I 740.0 I I I I ( 0.0)I ( 0.0)I ( 5.8)I I I I I I I I I ARM B I 0.627 I 0.000 I 0.373 I I I I 42.0 I 0.0 I 25.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.990 I 0.010 I 0.000 I I I I 928.0 I 9.0 I 0.0 I I I I ( 4.8)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS

QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2014 Dev AM AND FOR TIME PERIOD 1

------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 0.31 8.02 0.039 0.00 0.04 0.6 0.13 I I B-A 0.53 4.95 0.106 0.00 0.12 1.7 0.23 I I C-AB 0.11 8.69 0.013 0.00 0.01 0.2 0.12 I I A-B 0.19 I I A-C 9.29 I I I

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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 4 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 0.46 6.67 0.069 0.07 0.07 1.1 0.16 I I B-A 0.77 2.93 0.263 0.34 0.35 5.2 0.46 I I C-AB 0.17 7.54 0.022 0.02 0.02 0.3 0.14 I I A-B 0.28 I I A-C 13.58 I I I

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------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR

QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 08.00 0.0 08.15 0.1 08.30 0.1 08.45 0.1 09.00 0.1 09.15 0.0

QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 08.00 0.1 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.1

QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 5 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 34.4 I 22.9 I 5.0 I 0.14 I 5.0 I 0.14 I I B-A I 57.8 I 38.5 I 19.0 I 0.33 I 19.0 I 0.33 I I C-AB I 12.4 I 8.3 I 1.6 I 0.13 I 1.6 I 0.13 I I A-B I 20.6 I 13.8 I I I I I I A-C I 1018.6 I 679.0 I I I I I --------------------------------------------------------------------------- I ALL I 2421.1 I 1614.1 I 25.6 I 0.01 I 25.6 I 0.01 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 671.04 0.25 0.25 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)

TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------

Demand set: 2024 Dev AM TIME PERIOD BEGINS 07.45 AND ENDS 09.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.

-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG H:\.. \Birmingham - Longridge, Lancashire\Southern Site Access - rev. C.vpo - Page 6 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 11.93 I 17.89 I 11.93 I I ARM B I 15.00 I 45.00 I 75.00 I 0.84 I 1.26 I 0.84 I I ARM C I 15.00 I 45.00 I 75.00 I 16.30 I 24.45 I 16.30 I ------------------------------------------------------------------------------------

Demand set: 2024 Dev AM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.45 - 09.15 I I I I I I I ARM A I 0.000 I 0.016 I 0.984 I I I I 0.0 I 15.0 I 939.0 I I I I ( 0.0)I ( 0.0)I ( 5.2)I I I I I I I I I ARM B I 0.627 I 0.000 I 0.373 I I I I 42.0 I 0.0 I 25.0 I I

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Preston Road, Longridge - Transport Assessment Addendum ... · Proposed Residential Development, Preston Road, Longridge Transport Assessment Addendum Issue 01 Page 1 1 Introduction