former barkeers nurs ery, clitheroe transpo rt … · nt can be fety of the inable mod s: evelopmen...

FORME

RA

R BARKE

TRANSPO

PREPARE

AWDON IN

ERS NURS

ORT ASSE

ED ON BE

NVESTMEN

SERY, CLIT

ESSMENT

EHALF OF

NTS LIMIT

THEROE

T

:

TED

W

Newcas

Windsor Ho

5a King S

stle under L

ST5

ouse

treet

Lyme

1EH

CON

1.0 2.0 3.0 4.0 5.0 6.0

7.0

8.0 9.0

FIG2-1 2-2 2-3 5-1 5-2 5-3

5-4

5-5

6-1

6-2 6-3 6-4 6-5 6-6 6-7

NTENTS

GURES

INTRODTHE DEVTRANSPTHE PRBASELIDEVELODISTRIBIMPACTOPERATHIGHWASENSITSUMMA

SITE LOWALKICYCLIN2013 S2019 DCOMMAPPLICCOMMAPPLIC2019 BFLOWSNEW ADISTRIPROPOPROPOPASS BPROPOPROPO2019 BTRAFF

DUCTION .VELOPMEPORT PLAOPOSED NE TRAFF

OPMENT TBUTION ...T OF DEVETIONAL PAY NETWOIVITY ASS

ARY AND C

OCATION PNG ISOCH

NG ISOCHRURVEY TRESIGN YEAITTED DEVCATION 3/2ITTED DEVCATION 3/2ASE PLUS

S AND TRANS

BUTION OSED NEWOSED TRANBY TRIP DEOSED PASSOSED TOTAASE PLUS

FIC FLOWS

................ENT SITEANNING PDEVELOPFIC CONDTRIP ATTR................

ELOPMENPERFORMAORK ........SESSMENCONCLUS

PLAN HRONE RONE

RAFFIC FLOAR TRAFFVELOPMEN2011/1/64 VELOPMEN2010/0719

S COMMITT

SFERRED T

W TRIP ASSNSFERREDEVELOPMES BY TRIP AL TRIP AS

S COMMITTS

RawdFormer Ba

................

................POLICY COPMENT ....DITIONS ...RACTION,................

NT PROPOANCE OF ................T .............

SIONS ......

OWS IC FLOWS

NT TRAFFIC

NT TRAFFIC

TED DEVEL

TRIP DEVE

SIGNMENT D TRIP ASSENT DISTRASSIGNM

SSIGNMENTED PLUS

don Investarkers Nurs

Transpor

................

................ONTEXT .................................., ASSIGNM................

OSALS ONTHE LOC................................................

C FLOWS –

C FLOWS –

LOPMENT T

ELOPMENT

SIGNMENT

RIBUTION ENT

NT DEVELOPM

tments Limsery, Clithert Assessm

................

................

................

................

................MENT AND................

N THE CAL

................

................

................

– PLANNIN

– PLANNIN

TRAFFIC

T

T

MENT

mited eroe ment

... 1

... 3

... 9

..14

..20 D ..25

..34

..40

..45

NG

NG

8-1

8-2

8-3

8-4

8-5

TAB2-1 2-2 4-1 4-2 5-1 6-1 6-2 6-3 6-4 6-5 6-6 6-7 6-8 6-9 7-1 7-2 7-3

7-4

7-5

7-6

BLES

POTEN3/2012/POTEN3/2012/POTEN3/2012/POTEN3/2013/SENSITPLUS DTRAFF

BUS SERAIL SPREDICPREDICGROWDISCOFOOD NON FONON FOTOTALLINKEDPROPOVEHICLPROPOWHALLWHALLWHALLPICADYWOONPICADYWHALLPICADYWHALLRESUL

NTIAL DEVE/0630

NTIAL DEVE/0913

NTIAL DEVE/0942

NTIAL DEVE/0137 TIVITY ASSDEVELOPM

FIC FLOWS

ERVICES ASERVICES ACTED CARCTED CAR

WTH FACTOUNT FOODSTORE VEOOD RETAOOD RETA

L TRIP ATTD TRIP PROORTION OFLE TRIP ATOSED TRIPLEY ROADLEY ROADLEY ROADY RESULTSE LANE/ EY RESULTSLEY ROADY RESULTSLEY ROADLTS

ELOPMEN

ELOPMEN

ELOPMEN

ELOPMEN

SESSMENTMENT PLUSS

AND HEADAND HEAD

R PARK ACR PARK ACORS D STORE VEHICULAR AIL VEHICUAIL VEHICUTRACTIONOPORTIONF TRIP TYPTTRACTIO

P DISTRIBUD/ SITE ACCD/ PRIMROSD/ LITTLEM

S SHTON TES

D/ GREENAS

D/ QUEENSW

RawdFormer Ba

T – PLANN

T – PLANN

T – PLANN

T – PLANN

T - 2019 BAS POTENT

WAYS DWAYS CCUMULATCCUMULAT

VEHICULARTRIP ATTR

ULAR TRIPULAR TRIP

NS PES N BY TRIP

UTION BY WCESS – PICSE ROAD –OOR ROAD

ERRACE/ G

ACRE STRE

WAY/ MOO


Transpor

NING APPL

NING APPL

NING APPL

NING APPL

ASE PLUS CIAL DEVEL

TION – WEETION – SAT

R TRIP RATRACTION P RATES P ATTRACT

TYPE WARD CADY RESU– PICADY RD/ BEVERL

GREENACR

EET (ONE-W

OR LANE –


LICATION

LICATION

LICATION

LICATION

COMMITTELOPMENT

EKDAY TURDAY

TES

TION

ULTS RESULTS LEY DRIVE

RE STREET

WAY) –

– ARCADY

mited eroe ment

ED

E –

T –

8-1 APPA B C

D E F G H I J

K L M N

PENDICES

SENSIT

SCOPINDEVELSITE AAUTOTINTERIACCESPARKINSERVICTRAFFTEMPRCOMMGENERTRICS GRAVITMODELSENSIT

TIVITY ASS

NG STUDYLOPMENT PACCESS ARTRACK ANAM TRAVEL

SSIBILITY QNG ACCUMCING STRA

FIC COUNTRO GROWTITTED DEV

RATION CADATA TY MODELL OUTPUTSTIVITY ASS

SESSMENT

Y PROPOSARRANGEMEALYSIS

L PLAN QUESTIONMULATIONATEGY

T DATA TH FACTORVELOPMENALCULATIO

L S SESSMENT

RawdFormer Ba

T RESULTS

LS ENT AND S

NNAIRE N CALCULA

RS NTS SATURONS

TS – MODE


Transpor

S

SWEPT PA

ATIONS

RDAY TRIP

EL OUTPUT


ATH

P

TS

mited eroe ment

131

1.0

1.1

1.1.

1.1.

1.1.

1.1.

1.1.

1.1.

1-01/TA01

INTROD

Backgr

1 This Tra

on beh

and tra

site of t

2 The sit

develop

bed nur

dwelling

3 This Tr

applicat

existing

transpo

network

to acc

proposa

4 Details

quantum

this rep

of the d

5 The rep

Departm

followin

(LCC) a

relation

6 A public

and som

incorpo

applicat

DUCTION

round

ansport Ass

alf of Rawd

nsportation

the former B

te was the

pment, whic

rsing home

gs with asso

ransport A

tion for the

g transport p

ort facilities

k. This ass

ommodate

als.

of the pr

m of car an

port, togethe

developmen

port has bee

ment for Tra

ng detailed

as local Hig

n to the scop

c consultati

me of the c

orated into

tion.

sessment h

don Investm

issues ass

Barkers Nur

subject of

ch was app

, 30 apartm

ociated car

ssessment

e proposed

provision w

, traffic flow

sessment c

the futur

oposed pe

nd cycle pa

er with a de

nt proposals

en prepared

ansports ‘G

scoping di

ghway Auth

ping study is

ion event w

comments ra

the schem

has been pr

ments Limit

sociated wi

rsery in Clith

a previous

roved in 20

ments in two

parking.

has been

developm

within the vic

ws and the

considers th

re demand

edestrian a

arking and s

etailed asse

s on the sur

d in line with

Guidance on

iscussion h

hority. A c

s included i

was also att

aised by lo

me which is

RawdFormer Ba

epared by C

ted, in orde

th the prop

heroe.

s planning

010. The a

o separate

n prepared

ent and inc

cinity of the

e operation

he adequac

ds associat

nd vehicul

servicing ar

essment of

rounding lo

h Governme

n Transport

held with La

copy of cor

in Appendi

tended by C

cal resident

s to be the


Transpor

Cameron R

er to examin

posed deve

application

pplication c

blocks and

to suppor

cludes an

site, includ

n of the ex

y of this ex

ted with t

ar access

rrangements

the potenti

cal highway

ent guidanc

Assessme

ancashire C

rrespondenc

x A.

Cameron R

ts at that ev

e subject o


Rose Associ

ne the high

elopment, at

n for reside

comprised a

d two reside

rt the plan

analysis of

ding sustain

xisting high

xisting prov

the applica

arrangeme

s are set o

al traffic im

y network.

ce set out in

ents’ (2007)

County Co

ce with LC

Rose Associ

vent have b

of the plan

mited eroe ment

1

iates

hway

t the

ential

a 40-

ential

nning

f the

nable

hway

ision

ation

ents,

ut in

mpact

n the

and

uncil

C in

iates

been

nning

131

1.1.

1.2

1.2.

1.2.

1-01/TA01

7 This rep

without

network

Structu

1 The stru

2 The re

develop

third pa

develop

port conclud

detriment

k and that it

ure

ucture of th

Section 2.0

highway n

sustainable

Section 3.0

relevant to

Section 4.0

access, par

Section 5.0

network;

Section 6.0

developme

Section 7.

highway ne

developme

Section 8

considering

highway ne

Section 9.0

from the an

eport has b

pment as st

arty for all

pment

des that the

to the ope

t can be rea

e report he

0 considers

network an

e modes of t

0 examines

the propose

0 sets out

rking provis

0 presents

0 deals wit

nt consider

0 consider

etwork for a

nt in operat

.0 present

g the impac

etwork with

0 provides a

nalysis pres

been prepa

tated above

or any part

e proposed

rational cap

adily access

rein is set o

s the locatio

nd the ex

transport;

s national a

ed develop

the details

sion and ser

the basel

th the pote

ring the vari

rs the ope

a future as

tion;

ts the res

ct of poten

the propose

a summary

sented in the

ared solely

e. As such

t of this rep

RawdFormer Ba

developme

pacity or sa

sed by susta

out as follow

on of the d

xisting infr

and local t

ment;

s of the dev

rvicing arra

ine conditio

ential trip a

ous trip typ

erational p

sessment y

sults of a

ntial future

ed developm

and conclu

e above cha

y in conne

h, no respon

port, or in c


Transpor

ent can be

afety of the

ainable mod

ws:

evelopmen

rastructure

transport po

velopment

ngements;

ons of the

attraction of

es;

performance

year, with a

sensitivity

developme

ment in plac

usion to the

apters.

ection with

nsibility is a

connection


accommod

e local high

des.

nt site, the

provision

olicy object

proposals,

local high

f the propo

e of the

and without

y assessm

ent on the

ce; and

e report der

the propo

accepted to

with any o

mited eroe ment

2

ated

hway

local

for

tives

site

hway

osed

local

t the

ment,

local

rived

osed

any

other

131

2.0

2.1

2.1.

2.1.

2.1.

2.2

2.2.

1-01/TA01

THE DE

Site Lo

1 The sit

Lancas

provide

2 The pro

1,490sq

on the

describ

3 The sit

filling st

Littlemo

the site

Figure

Local H

1 The stu

pre-app

site:

EVELOPME

ocation and

te is locate

hire. The

es the main

oposed dev

qm and a no

site of the

ed in furthe

e is bound

tation beyo

oor Road an

in relation

2-1: Site L

Highway Ne

udy area, w

plication dis

ENT SITE

d Surround

ed in Clith

site lies to

route into C

velopment

on-food reta

former Bar

er detail in S

ded to the

nd, to the e

nd to the w

to the local

ocation

etwork

which was a

scussions, i

ding Area

heroe withi

o the east

Clitheroe fro

includes a

ail unit, with

rkers Nurse

Section 4.0

north by re

east by res

west by the

highway ne

agreed with

includes the

RawdFormer Ba

n the Boro

t of the A6

om the A49

discount fo

h a GFA of 5

ery. The d

.

esidential d

idential dev

A671 Whal

etwork is illu

h the local

e following


Transpor

ough of R

671 Whalle

to the south

ood store,

593sqm, wh

evelopment

evelopmen

velopment,

ley Road.

ustrated in F

Highway A

junctions s


ibble Valle

ey Road, w

h.

with a GF

hich will be

t proposals

nt, with a p

to the sout

The locatio

Figure 2-1.

Authority du

surrounding

mited eroe ment

3

ey in

which

A of

built

s are

etrol

th by

on of

.

uring

g the

131

2.2.

2.2.

2.2.

2.2.

1-01/TA01

j

2 The A6

to the s

speed l

the wid

Footwa

excess

3 The ju

junction

speed l

4 The jun

controll

Greena

priority

5 The jun

junction

exit onl

located

Whalley Ro

Whalley Ro

Whalley Ro

staggered j

Woone Lan

crossroads

Whalley R

junction; an

Whalley Ro

671 Whalley

south. Wha

limit, within

dth of Wha

ays are pro

of 2.0 metr

nction of P

n. Primrose

imit.

nction of W

ed crossro

acre Street a

over Woon

nction of W

n. Greenac

y from the

on Whalley

oad/ Site Ac

oad/ Primros

oad/ Littlem

junction;

ne/ Eshton

;

Road/ Gree

nd

oad/ Queen

y Road prov

alley Road i

the study a

alley Road

ovided on

res

Primerose

e Road is a

oone Lane/

oads. Gre

and Eshton

e Lane. Wo

Whalley Roa

cre Street is

junction. T

y Road, app

ccess – prio

se Road –

moor Road/

Terrace/ G

enacre Stre

sway/ Moo

vides the m

s a single c

area. In th

varies be

both sides

Road/ Wh

a single ca

/ Eshton Te

eenacre Str

n Street are

oone Lane

ad/ Greena

s one-way

There is a

proximately

RawdFormer Ba

ority controll

priority cont

/ Beverley

Greenacre S

eet (one-w

r Lane – mi

main route in

carriageway

e vicinity of

etween 7.5

of the ca

halley Road

arriageway

errace/ Gre

reet operat

designated

operates w

acre Street

in a westbo

controlled p

y 25 metres


Transpor

ed junction

trolled junct

Drive – pri

Street – pr

way) – prio

ni-roundabo

nto Clithero

y road subje

f the propos

metres an

rriageway,

d is a prio

road subjec

eenacre Str

tes as a o

d as the maj

with ‘stop line

is a priorit

ound direct

pedestrian c

south of the


n;

tion;

iority contro

riority contro

ority contro

out.

oe from the

ect to a 30

sed site acc

nd 9.0 me

with width

ority contro

ct to a 30

reet is a pri

one-way e

jor road, ha

e’ control.

ty controlle

tion, forming

crossing fa

e junction.

mited eroe ment

4

olled

olled

olled

A49

mph

cess

tres.

hs in

olled

mph

iority

entry.

aving

d T-

g an

cility

131

2.2.

2.2.

2.3

2.3.

2.3.

2.3.

1-01/TA01

6 The jun

Cycle

Queens

side of

Monday

7 Traffic

indepen

2013, a

Access

1 The pro

potentia

existing

due reg

Walkin

2 An acce

cancelle

Policy G

source

‘Walking

greates

3 The site

areas o

This ma

viable o

nction of Wh

lanes are

sway entry.

f Moor Lan

y to Saturda

counts on

ndent traffic

at all junctio

sibility by S

oposal site

al to reduce

g sustainabl

gard to the f

walking and

bus networ

rail infrastru

g

eptable wal

ed and rep

Guidance N

of guidance

g is the mo

st potential t

e is located

of Clitheroe,

akes journe

option, in ad

halley Road

present on

A time-lim

ne, limiting

ay to 30 min

the local h

c count und

ns within th

Sustainable

is accessib

e private ca

le transport

following:

d cycling ne

rk; and

ucture.

lking distan

placed by

Note 13 on

e and states

ost importan

to replace s

d within a 2

, in addition

eys on foot

ddition to en

d/ Queensw

n the Moo

mited parkin

parking be

nutes, with

highway ne

dertaken on

he study are

e Modes

le by a num

ar use. This

t network su

etwork;

nce is gener

National P

Transport

s:

nt mode of

short car trip

2km walking

n to the tow

t between l

ncouraging

RawdFormer Ba

way/ Moor L

or Lane so

ng bay is al

etween the

no return fo

etwork have

Friday 6 a

ea.

mber of non

s section pr

urrounding

rally consid

lanning Po

(PPG13) is

travel at the

ps particular

g distance

wn centre, a

ocal reside

linked trips


Transpor

Lane is a m

outhbound

so present

hours of 8

or two hours

e been obt

and Saturda

-car modes

rovides an a

the develop

ered to be

licy Framew

s still viewed

e local leve

rly under tw

of a numbe

s illustrated

ential areas

.


mini-roundab

entry and

on the wes

8am and 6

s.

tained from

ay 7 Septem

s, providing

appraisal o

pment site,

2km. Altho

ework, Plan

d as a rele

el and offers

wo kilometre

er of reside

d in Figure and the s

mited eroe ment

5

bout.

the

stern

6pm,

m an

mber

real

f the

with

ough

nning

evant

s the

es’.

ential

2-2.

ite a

131

2.3.

2.3.

2.3.

2.3.

2.3.

2.3.

2.3.

1-01/TA01

4 Along

carriage

infrastru

600m f

Whalley

5 Street l

pedestr

provide

6 An unc

betwee

pedestr

metres

Cycling

7 Advisor

A671 W

Road.

8 An acc

that:

‘Cycling

those u

9 A five k

Waddin

also en

the loca

and em

10 Within t

part of

route’ in

route 9

develop

Whalley R

eway prov

ucture beyo

from the sit

y Road.

ighting is p

rian securit

ed at all junc

controlled p

n its junctio

rian crossin

south of the

g

ry cycle lan

Whalley Roa

eptable cyc

g also has

under 5km a

kilometre ra

ngton and W

ncompasses

ation of the

mployees to

the vicinity

the Lancas

n Lancashir

91, known

pment site.

Road there

iding links

ond. Acce

te) and the

rovided alo

ty and enh

ctions for th

pedestrian

on with Prim

ng facility is

e junction w

nes are pre

ad, between

cle distance

the potent

and to form p

adius of the

West Bradfo

s the antici

e proposed

access the

of the site

shire cyclew

re is located

as the ‘s

are existi

between

ess to the

Railway S

ong all road

hancing roa

e convenie

crossing f

mrose Roa

s located o

with Greena

esent on bo

n its junctio

e is conside

tial to subs

part of a lon

e site; inclu

ford, this is

pated catch

site would

developme

there are

way. Regio

d to the we

southern ro

RawdFormer Ba

ng footway

the site a

main shopp

Station (c. 1

s within the

ad safety.

nce of pede

facility is lo

d and Little

on Whalley

acre Street.

oth sides o

on with Prim

ered to be

stitute for s

nger journe

udes the ar

illustrated

hment of th

provide the

ent by bicyc

two regiona

onal route 9

est of the de

oute’ is loc


Transpor

ys on both

and the ex

ping area o

.4km from

e vicinity of

Dropped

estrians.

ocated on

emoor Road

y Road, ap

of the carria

mrose Road

up to 5km

short car tri

y by public

eas of Cha

in Figure 2he propose

e opportuni

cle.

al cycling ro

90, known a

evelopment

cated to th


h sides of

xisting foot

of Clitheroe

the site) is

the site, ai

kerbs are

Whalley R

d. A contro

pproximately

ageway on

d and Littlem

m. PPG13 n

rips, particu

transport.’

atburn, Wis

2-3. This

ed store. T

ty for shop

outes that

as the ‘nort

t site. Regi

he east of

mited eroe ment

6

the

tway

e (c.

s via

iding

also

Road

olled

y 25

n the

moor

notes

ularly

well,

area

Thus,

pers

form

hern

ional

the

131

2.3.

2.3.

2.3.

2.3.

2.3.

1-01/TA01

11 As part

up to 1

store e

staff. S

transpo

Public

12 Access

Institute

Develop

bus sto

13 Severa

stop loc

A671 W

Table 2

Serv

280

231

26

22

27

Source: ww

14 The tab

the A67

services

linking t

15 Clithero

approxi

seating

at the s

t of the trav

0 bicycles

ntrances, c

Such measu

ort by emplo

Transport

to the site

e of Highw

pments’ (19

p should be

l bus servic

cated adjac

Whalley Roa

2-1: Bus Se

ice

0 Cl

1 Clith– C

6 Shu

Wha

2 ClitWil

7 ClitWil

ww.lancashirebus.

ble demons

71 Whalley

s provide c

to other sur

oe Railway

mately 1.4k

. Cycle loc

station is de

vel planning

will be pro

changing an

ures will inc

oyees and c

by public tr

ways and T

999) recom

e 400m, equ

ces are acce

cent to the

ad are detai

ervices and

Destin

itheroe – Wheroe – Whallayton-le-Mouttleworth M

alley – ClitherPre

theroe – Whapshire – Bla

Shadstheroe – Whapshire – Bla

Shads.co.uk

strates that

Road, thro

connections

rrounding re

y Station

km from the

ckers are p

tailed in Ta

g process fo

ovided with

nd locker fa

crease the a

customers o

ransport is e

Transportatio

mends that

uating to an

essible with

e site acces

led in Table

d Headway

nation

halley - Prestley – Gt Har

oors – Accrinead – Sabderoe – Blackbston alley – Langhckburn – RBsworth alley – Langhckburn – RBsworth

there are a

oughout the

s into Clithe

esidential ar

is located

e site. The

resent at th

able 2-2.

RawdFormer Ba

or the deve

in the deve

acilities will

attractivene

of the site.

excellent. G

on ‘Plannin

t the maxim

n approxima

hin a short w

ss. Service

e 2-1.

s

Monton 6wood gton

en – burn – 3

ho – BH – 3

ho – BH – 6

a number o

e week and

eroe and W

reas.

d on Stat

e station ha

he station.


Transpor

elopment, cy

elopment si

also be pr

ss of cyclin

Guidance p

ng for Publ

mum walkin

ate five minu

walk of the

es that ope

Bus Headwn – Fri Sat60

6 se

30

30

60

f services o

during wee

Whalley cent

tion Road

s a shelter,

The rail se


ycle parking

ite close to

rovided for

ng as a mod

published by

lic Transpo

ng distance

ute walk.

site, with a

erate along

way (minuteturday Su60

ervices

60

30

60

operating a

ekends. Th

tres, as we

in Clithe

, ticket hall

ervice opera

mited eroe ment

7

g for

o the

Aldi

de of

y the

ort in

to a

a bus

g the

es) unday 120

120

60

120

along

hese

ell as

eroe,

and

ating

131

2.3.

2.3.

2.3.

2.3.

2.4

2.4.

2.4.

2.5

2.5.

1-01/TA01

Table 2

C

*more freq

16 The st

develop

services

accessi

17 Bus sto

Street.

18 Althoug

the pro

site to t

19 The Tra

and cus

Append

Access

1 As per

for no

Plannin

propose

2 The sc

comple

Summa

1 Overall

users o

to prom

2-2: Rail Se

Rout

Clitheroe – BlManche

uent services dur

tation is w

pment. It

s permit tr

ibility to the

ops for the R

gh the use o

posed store

travel by rai

avel Plan fo

stomers to

dix D.

sibility Sco

Lancashire

n-residentia

ng Guidanc

ed developm

core for the

ted questio

ary

it is evide

of public tra

mote the use

ervice and H

te

ackburn – ester ring morning & e

with an ac

is also with

ravel for u

station by

Railway Sta

of rail for ret

e to the rail

l.

or the retail

use public

ore Calculat

e County Co

al develop

ce ‘Access

ment.

e developm

nnaire is co

ent that the

ansport. Th

e of such su

Headways

RaMon –

60*evening peaks

cceptable

hin cycling

up to two

bicycle.

ation are loc

tail food sho

station offe

units would

transport.

tor

ouncil’s gui

ments, co

s and Park

ment is 17

ontained in A

e site is ac

he proposed

ustainable m

RawdFormer Ba

ail Headways– Fri Satur

* 60

walking di

distance o

bicycles o

cated on Ra

opping trips

ers the pote

d include me

An Interim

idance the

ontained w

king’, has

– medium

Appendix E

cessible to

d developm

modes of tra


Transpor

s (minutes) rday Sund

0 60

stance of

of the site.

on all serv

ailway View

s is limited,

ential for em

easures to e

Travel Pla

accessibility

ithin the

been com

m accessibil

E.

pedestrian

ment will inc

ansport.


day

0

the propo

Northern

vices facilita

Road and

the proximi

mployees a

encourage

n is include

ty questionn

Supplemen

mpleted for

lity level.

ns, cyclists

clude meas

mited eroe ment

8

osed

Rail

ating

King

ity of

t the

staff

ed in

naire

ntary

the

The

and

ures

131

3.0

3.1.

3.2

3.2.

3.2.

3.2.

1-01/TA01

TRANS

1 This se

to the p

the rele

complia

key tran

Nationa

Nationa

1 The pr

transpo

(NPPF,

applicat

movem

2 The NP

guidanc

Plans to

3 Howeve

develop

delivery

followin

proposa

‘Plans

transpo

develop

SPORT PLA

ection exam

proposed re

evant backg

ant with pol

nsport-relate

al Policy

al Planning

eparation o

ort policy g

2012), whi

tions for n

ent.

PPF provide

ce relating t

o define spe

er the NPP

pment. It d

y of sustain

ng guidanc

als:

should pro

ort modes

pments sho

To accomm

Give priorit

high quality

Create saf

traffic and

appropriate

ANNING PO

mines nation

edevelopme

ground to d

icy objectiv

ed policy as

g Policy Fra

of this Tra

guidance se

ich advocat

ew develo

es a policy

to planning

ecifics.

PF central

defines tran

nable develo

e with reg

otect and e

for the m

uld be locat

modate the e

ty to pedest

y public tran

fe and sec

cyclists or

e establishin

OLICY CON

nal and loca

ent site. Th

demonstrat

ves at local

spects.

amework

nsport Ass

et out in N

tes the subm

pment, wh

structure,

policy from

theme is p

nsport plann

opment. In

gard to loc

exploit oppo

movement

ted and des

efficient del

trian and cy

nsport;

cure layouts

r pedestrian

ng home zo

RawdFormer Ba

NTEXT

al transport

e purpose o

te that the

and nation

sessment is

National Pla

mission of s

ich genera

which is in

m a nationa

presumption

ning policies

n this regar

cation and

ortunities fo

of goods

signed wher

livery of goo

ycle movem

s which m

ns, avoiding

ones;


Transpor

policy obje

of this secti

proposed d

nal levels, f

s consisten

anning Pol

such docum

te significa

herently lim

al level; and

n in favour

s as a key

rd the NPP

design o

or the use

or peopl

re practical

ods and sup

ments, and

minimise con

g street clu


ectives rele

on is to pro

developme

focusing on

nt with nati

licy Framew

ments to sup

ant amount

mited in spe

d requires L

r of sustain

element to

PF identifies

of developm

of sustain

le. There

l to:

pplies;

have acces

nflicts betw

utter and w

mited eroe ment

9

evant

ovide

nt is

n the

ional

work

pport

ts of

ecific

Local

nable

o the

s the

ment

nable

efore

ss to

ween

where

131

3.2.

3.2.

3.2.

3.2.

1-01/TA01

4 Clearly

propose

located

the pote

access

5 In addit

can be

demons

6 It is th

overridi

develop

7 With reg

‘All dev

support

decision

Incorporate

vehicles; an

Consider th

(Para. 35)

not all the

ed redevelo

in a susta

ential for at

to high qua

tion, the site

e accessed

strated in th

erefore con

ng objectiv

pment in the

gard to traff

velopments

ted by a Tr

ns should ta

the opportu

depending

for major tr

safe and s

and

improveme

cost effect

Developme

grounds wh

severe’. (P

e facilities fo

nd

he need of p

objectives o

opment site

inable posi

ttracting trip

ality public t

e benefits f

d by such

he following

ncluded tha

es of the N

e context of

fic impact o

that genera

ransport St

ake accoun

unities for s

on the nat

ransport infr

suitable acc

ents can be

tively limits

ent should

here the re

Para. 32)

for charging

people with

of the NPPF

e. Howev

tion with re

ps that are

transport fac

from good p

modes, by

chapters.

at the deve

NPPF and c

f the policy.

of developm

rate significa

tatement or

nt of whethe

sustainable

ture and loc

rastructure;

cess to the

e undertake

s the signi

only be

esidual cum

RawdFormer Ba

g plug-in an

disabilities

F presented

ver, it is co

egard to loc

already on

cilities, part

pedestrian a

y a wide

elopment p

an be cons

ment proposa

ant amount

r Transport

er:

transport m

cation of th

site can b

en within th

ificant impa

prevented

mulative imp


Transpor

nd other ultr

by all mode

d above are

onsidered t

cal resident

the highwa

icularly trav

and cycle c

residential

proposal ac

sidered to b

als, the NPP

ts of movem

t Assessme

modes have

e site, to re

e achieved

he transpo

acts of the

or refused

pacts of de


ra-low emis

des of transp

e relevant to

that the sit

tial populati

ay network

vel by bus.

connectivity

population

ccords with

be a sustain

PF states:

ment should

ent. Plans

e been take

educe the n

d for all peo

ort network

e developm

d on trans

evelopment

mited eroe ment

10

ssion

port.’

o the

te is

ions,

and

and

, as

the

nable

d be

and

n up

need

ople;

that

ment.

sport

t are

131

3.2.

3.2.

3.3

3.3.

3.3.

3.3.

3.3.

3.3.

1-01/TA01

8 Given t

produce

examin

above

guidanc

9 The pre

develop

Local P

Local T

1 Local T

improvi

determi

County

strategy

2 The un

measur

non-car

conside

3 The Pla

achieve

safety a

Ribble

4 The loc

which w

develop

5 Policy T

In maki

will atta

the scale

ed to acc

es the req

and finds

ce criteria.

eparation o

pment there

Policy

Transport P

Transport Pl

ng accessi

ine borrowi

Councils

y.

derlying the

res to foste

r modes. T

ered.

an aims to

ed in reduc

and improve

Valley Dist

cal plan for

was adopte

pment inclu

T1 which sta

ing decision

ach conside

of the dev

company th

uired elem

that the d

of this Tran

efore compl

Plan

lans (LTP’s

bility and s

ing approva

(LCC) Loca

eme and ob

r and achie

This provide

o build upo

cing conges

ed air qualit

trict Wide L

Ribble Vall

ed in June 1

de:

ates

ns on deve

rable weigh

velopment,

he applica

ments define

developmen

nsport Asse

ies with this

s) are aimed

safety and

als for fund

al Transpo

bjectives of

eve improve

es the cont

on the succ

stion, enhan

ty.

Local Plan

ley is the R

1998. Rele

elopment p

ht to:

RawdFormer Ba

a Transpo

tion. This

ed within th

nt proposal

essment in

s guidance.

d at tackling

are used b

ding transp

ort Plan 20

f the LTP ar

ed opportun

text for spe

cess of oth

nced public

, 1998

Ribble Valley

evant saved

roposals th


Transpor

ort Assessm

s Transpo

he NPPF a

s meet wi

support of

g congestio

by Central

ort scheme

11 – 2021

re to promo

nities for tra

ecific local m

her plans a

c transport,

y District W

d policies to

he local pla


ment has b

ort Assessm

as summar

ith the def

f the propo

n and pollu

Governmen

es. Lancas

, is a 10

ote policies

avel choice

measures to

and the res

improved

Wide Local P

o the propo

anning auth

mited eroe ment

11

been

ment

rised

fined

osed

ution,

nt to

shire

year

and

es by

o be

sults

road

Plan,

osed

hority

131

3.3.

3.4

3.4.

3.4.

1-01/TA01

6 Policy T

All deve

and ser

Summa

1 The ov

accessi

of the lo

2 Local p

provide

The availa

moving to a

The relation

The provis

cyclists and

Proposals

areas at lo

the private

Proposals

offer a ran

opportunitie

Proposals

improve ch

rather than

regularly; a

Proposals w

or off stree

work and o

T7 states:

elopment p

rvicing spac

ary

verriding th

ible by sust

ocal commu

policy echo

es more deta

ability and

and from the

nship of the

ion made f

d those with

which pro

ocations wh

car;

which stren

nge of eve

es by protec

which loca

hoice for p

drive betw

and

which limit p

et parking p

ther journey

proposals w

ce.

eme of na

tainable me

unity.

oes the su

ail in terms

adequacy

e developm

e site to the

for access

h reduced m

omote deve

hich are hig

ngthen exis

eryday com

cting and en

ate develop

people to w

ween homes

parking pro

provision to

ys where th

will be requi

ational polic

eans of tran

ustainability

of access a

RawdFormer Ba

of public

ment;

primary roa

to the dev

mobility;

elopment w

ghly access

sting town

mmunity sh

nhancing th

pment in a

walk, cycle

s and faciliti

ovision for d

o discourag

here are effe

ired to prov

cy is that

nsport and

y sentimen

and parking


Transpor

transport t

ad network;

velopment b

within exist

sible by me

and village

hopping an

heir viability

areas which

or catch p

es which th

developmen

ge reliance

ective altern

vide adequa

developme

accessible

t of nation

.


to serve th

;

by pedestri

ting develo

eans other

e centres w

nd employm

y and vitality

h maintain

public trans

hey need to

nts and othe

on the ca

natives.

ate car par

ents should

to all mem

nal policy

mited eroe ment

12

hose

ians,

oped

than

which

ment

y;

and

sport

visit

er on

r for

rking

d be

bers

and

131

3.4.

3.4.

1-01/TA01

3 Sectionlevel of

accords

4 The foll

is comp

demons

accessi

n 2.0 of this

f pedestria

s with the a

lowing chap

pliant with l

strate that

ibility to key

s document

n, cycle a

ims of susta

pters of this

local and n

the develo

y services b

t demonstra

nd public

ainable dev

s report will

national poli

opment pro

by a range o

RawdFormer Ba

ates that the

transport a

velopment a

show that t

icy objectiv

posal is we

of sustainab


Transpor

e site benef

accessibility

as set out ab

the propose

es in this r

ell located

ble modes.


fits from a g

y and there

bove.

ed developm

respect and

in terms o

mited eroe ment

13

good

efore

ment

d will

of its

131

4.0

4.1

4.1.

4.1.

4.2

4.2.

4.2.

4.2.

4.3

4.3.

1-01/TA01

THE PR

Overvie

1 The dev

Nursery

sales a

and 10

child sp

2 The pro

Propos

1 The pro

Road.

access.

01 attac

2 The vis

at 2.4 x

is illustr

3 A swep

access

01/ATR

that the

Access

1 As disc

accessi

and pub

ROPOSED

ew

velopment

y to include

area and a

0 car park

paces) and s

oposed site

sed Means

oposed acc

Dropped ke

. The gene

ched in App

sibility splay

x 43m; for a

rated in draw

pt path anal

junction, a

R-03 and 13

e site access

sibility App

cussed earl

ibility by su

blic transpo

The redeve

distance of

with good,

the site;

DEVELOP

proposals i

e an Aldi d

593sqm No

ing spaces

stands to ac

layout for t

of Access

cess will b

erb and tact

eral access

pendix C.

ys are in lin

road opera

wing 131-0

ysis of the

16.5 metre

31-01/ATR-0

s junctions

praisal

lier in the r

ustainable m

ort; for instan

elopment w

f local shop

well-lit foot

MENT

nclude the

discount foo

on-food ret

s (including

ccommoda

he develop

be via a pr

tile paving w

arrangeme

ne with the

ating a 30 m

1/GA-01 att

largest veh

e articulated

04, attache

can suitabl

report, the

modes of tr

nce:

would prov

ps, service

tways and p

RawdFormer Ba

redevelopm

od store of

ail unit, wit

four disab

te 10 bicycl

ment is atta

riority contr

will be prov

nt is illustra

Manual for

mph speed

tached in A

hicle that wo

d vehicle, is

d in Appeny accommo

proposal s

ransport, na

ide retail o

s and resid

pedestrian


Transpor

ment of the

f approxima

h associate

bled and ei

es.

ached in Ap

olled juncti

ided over th

ted in draw

Streets rec

limit. This l

Appendix C

ould use the

illustrated

ndix C. It is

odate this si

site offers a

amely by w

opportunity

dential area

crossings i


former Bar

ately 1,490

ed service

ght parent

ppendix B.

ion off Wha

he developm

wing 131-01/

commendat

level of visi

C.

e proposed

in drawing

s demonstr

ize of vehic

a good leve

walking, cyc

within wa

as of Clithe

n the vicini

mited eroe ment

14

rkers

0sqm

area

and

alley

ment

/GA-

tions

bility

d site

131-

rated

le.

el of

cling,

lking

eroe,

ty of

131

4.4

4.4.

4.4.

4.4.

1-01/TA01

Parking

1 Parking

this dev

Plannin

Clithero

investo

growth/

below,

develop

2 The car

3 In addit

Numerous

access; and

The propo

sustainable

changing a

g

g standards

velopment

ng Guidanc

oe as a Lev

r interest an

/ developme

which also

pment.

r parking sta

Food Reta

provision) o

Non Food

provision) o

tion, there is

Parking for

a minimum

provision; a

One cycle

provided.

bus service

d

osed schem

e trip move

nd locker fa

s for Lancas

site. Thes

ce (SPG) ‘A

vel 3 area i

nd/ or has e

ent. This is

o reflect the

andards rel

ail – a ma

of between

Retail – a

of between

s also a req

r the mobilit

m level of 1

and

parking sp

es stop with

me would

ements, in

acilities for s

shire Coun

se standard

Access and

.e. attracts

experienced

s reflected

e accessib

evant to the

aximum pr

1:15 – 1:16

maximum

1:21 – 1:24

quirement fo

ty impaired

1 per 10 ca

pace per 10

RawdFormer Ba

hin a short

incorporate

ncluding on

staff.

ty Council

ds are set

d Parking’.

comparativ

d comparati

in the car p

ility level (

e proposed

rovision (in

6; and

provision (

4

or a minimu

and paren

ar parking

0 car parkin


Transpor

walk of the

e facilities

n site cycle

have been

out in the

The guid

vely medium

vely mediu

parking stan

medium) of

developme

ncluding dis

including d

m of:

t/ child sho

spaces as

ng spaces


e proposed

to encou

e parking

considered

Supplemen

dance alloc

m/ low leve

m/ low leve

ndards outl

f the propo

ent are:

sabled par

isabled par

ould be mad

part of ov

should also

mited eroe ment

15

site

rage

and

d for

ntary

cates

els of

els of

lined

osed

rking

rking

de at

verall

o be

131

4.4.

4.4.

4.4.

4.4.

4.4.

1-01/TA01

4 The ma

store w

store w

support

and eig

maximu

encoura

Further

spaces

parking

5 Further

Plan, w

features

these w

develop

sustaina

6 The Inte

adopted

be mon

7 It is sta

Travel P

‘Good t

driving

lot of c

proporti

free-flow

Travel

peaks’.

8 Althoug

attractio

plannin

associa

for this

aximum ca

would be bet

would be be

ted by the p

ght parent a

um car pa

ages the

rmore, the p

complies w

g spaces as

rmore, the

which is atta

s of the si

with a rang

pment of t

able metho

erim Travel

d in order to

nitored.

ated in the D

Planning (M

travel plans

to work by

ar miles an

ionally mor

wing one ca

Plans redu

gh this 15%

on of the s

g initiatives

ated with the

report repre

r parking p

tween 93 an

etween 19 a

provision of

and child sp

rking, whic

use of a

provision of

with inclusiv

part of ove

proposed d

ached as Ate, which e

ge of mea

he Travel

ds of travel

Plan descr

o encourag

Department

March 2008)

s have typic

15%. This

nd congesti

re because

an be just a

uce traffic m

% discount

ite detailed

s will have

e developm

esent a rob

provision fo

nd 99 space

and 22 spa

f 100 car pa

paces. This

ch reflects

alternative

four disabl

ve mobility s

erall provisio

developmen

Appendix Dencourage

asures and

Plan that

to users of

ribes the str

ge modal sh

t for Transp

), that:

cally succee

s modest s

ion avoided

the differe

a small amo

most durin

t has not

d in Sectione a signific

ment. In this

ust case.

RawdFormer Ba

or the 1,49

es and for t

ces. It is p

arking spac

s provision

the site’s

travel mod

ed and eigh

standards o

on.

nt is suppo

D. The Inte

sustainable

initiatives

would furt

f the site.

rategy throu

hift as well a

port docume

eded in cut

sounding pe

d..... The d

ence betwe

ount of traffi

ng the key

been app

n 6.0, it is

cant effect

s regard the


Transpor

0sqm disco

the 593sqm

proposed th

es, includin

is less tha

accessible

des to the

ht parent an

of providing

orted by an

erim Travel

e travel an

to be con

ther promo

ugh which in

as detailing

ent The Ess

tting the num

ercentage tr

difference to

en a jamm

ic that tips i

periods –

lied to the

clear that

on minimi

e assessme


ount food r

m non-food r

hat the store

ng four disa

n the perm

e location

e private

nd child par

one per 10

n Interim Tr

Plan draw

nd supplem

nsidered in

ote the us

nitiatives w

g how these

sential Guid

umber of pe

ranslates in

o congestio

med road an

it over capa

the rush

e vehicular

thorough tr

sing the tr

ents underta

mited eroe ment

16

retail

retail

e be

abled

mitted

and

car.

rking

0 car

ravel

s on

ments

the

e of

ill be

e will

de to

eople

nto a

on is

nd a

acity.

hour

trip

ravel

raffic

aken

131

4.5

4.5.

4.5.

1-01/TA01

Car Par

1 An ass

propose

profiles

2 The tot

summa

assessm

accumu

parking

Table 4

T

00011111111112

MaximPark

rk Capacity

sessment o

ed develop

of similar s

al parking a

arised in Tament days

ulation has

g accumulat

4-1: Predict

Time Period

07:00 - 08:008:00 - 09:009:00 - 10:0

0:00 - 11:01:00 - 12:02:00 - 13:03:00 - 14:04:00 - 15:05:00 - 16:06:00 - 17:07:00 - 18:08:00 - 19:09:00 - 20:0

20:00 - 21:0mum No. oked at any T

y Assessm

of the pote

pment has

sites.

accumulatio

able 4-1 fo

s. The d

been calcu

ion calculat

ted Car Par

d A0 10 10 80 90 100 100 100 110 100 100 80 60 30 1

of Cars Time

ment

ential accum

been unde

on associat

or the Frid

derivation

ulated is de

tion is attac

rk Accumu

Trip AArr Dep1 0

15 8 86 57 99 85 05 11008 11108 91 14 12005 10507 118

85 10367 75 30 49 16 21

RawdFormer Ba

mulation w

ertaken bas

ed with the

ay and Taof the trip

etailed furth

ched in App

ulation – W

Attraction Accumul

7144357525066606150322450

66


Transpor

ithin the c

sed on the

e proposed

able 4-2 fo

p rates fro

er in Sectiendix F.

eekday

lation


car park of

e daily trip

developme

or the Satu

om which

on 6.0 and

mited eroe ment

17

f the

rate

ent is

rday

the

d the

131

4.5.

4.5.

4.6

4.6.

1-01/TA01

Table 4

T

00011111111112

MaximPark

3 The an

park on

leaving

detrime

4 It shoul

sufficien

average

oppose

assessm

demons

there w

Cycle P

1 In line w

up to 10

provide

encoura

of cycli

Secure

4-2: Predict

Time Period

07:00 - 08:008:00 - 09:009:00 - 10:0

0:00 - 11:01:00 - 12:02:00 - 13:03:00 - 14:04:00 - 15:05:00 - 16:06:00 - 17:07:00 - 18:08:00 - 19:09:00 - 20:0

20:00 - 21:0mum No. oked at any T

nalysis dem

n a Friday

34 and 29

ent to the loc

d be noted

nt detail to d

e of trip rat

ed to 15 m

ment provi

strates that

would be no

Parking

with Lanca

0 bicycles,

ed at the

age their us

ng as a mo

staff locker

ted Car Par

d A0 40 20 80 110 130 120 130 130 110 100 50 10 10 0

of Cars Time

monstrates t

and Saturd

9 spaces va

cal highway

that this typ

determine e

tes derived

minute time

des a goo

this can be

overspill pa

shire Coun

in the form

redevelopm

se. It is ant

ode of tran

rs will also b

rk Accumu

Trip AArr Dep4 2

27 14 81 65 18 97 33 12929 12730 13438 13519 12602 119

53 77 17 27 17 29 0 0

that the ma

day would

acant to ac

y network.

pe of car pa

exact numb

from a sm

e segment

od overview

e accommod

arking on th

nty Council

of five “She

ment site a

ticipated tha

nsport by cu

be provided

RawdFormer Ba

ulation – Sa

Attraction Accumul

15284465697167716446231200

71

aximum ac

be 66 and

ccommodat

ark accumu

bers as it ha

all empirica

ts. Nevert

w of poten

dated within

he surround

standards,

effield” type

adjacent to

at this will i

ustomers a

d.


Transpor

aturday

lation

ccumulation

71 vehicle

e seasonal

lation asses

s been form

al dataset i.

theless the

tial parking

n the site ca

ing road ne

covered cy

bicycle sta

o the store

ncrease the

nd employe


within the

es respectiv

l peaks wit

ssment is n

mulated from

.e. one hou

e accumula

g demand

ar park and

etwork.

ycle parking

ands will als

e entrance

e attractiven

ees of the

mited eroe ment

18

e car

vely,

thout

ot of

m an

ur as

ation

and

that

g for

o be

s to

ness

site.

131

4.7

4.7.

4.7.

4.7.

1-01/TA01

Servici

1 Service

A671 W

success

for the s

store, is

2 For the

would a

that on

3 A track

underta

designe

path al

service

131-01/

ng

e vehicles w

Whalley Roa

sfully imple

site, which

s included a

e Aldi Store

access the

average th

k plot analy

aken using

ers to asse

ignments.

ramp is sa

/ATR-04 att

would use

ad. This is

emented by

provides fu

as Appendi

e, on avera

site per da

ree LGV’s w

ysis of a 1

AutoTrack

ess the swe

The swep

atisfactory, a

tached in A

the propos

a common

Aldi Stores

rther details

ix G to this

ge only thr

ay. For the

would acces

6.5m refrig

k, a specia

ept path of

pt path of

as demonst

Appendix C

RawdFormer Ba

sed custome

servicing a

s nationwid

s of the serv

report

ree 16.5m

e Non-food

ss the site p

gerated arti

alist compu

f different v

these vehic

trated in dra

.


Transpor

er access/

arrangemen

de. The se

vicing arran

articulated

retail unit,

per week.

culated veh

uter packag

vehicles as

cles to and

awing 131-


egress via

nt that has b

ervicing stra

ngements o

service ve

it is anticip

hicle has b

ge that al

they nego

d from the

-01/ATR-03

mited eroe ment

19

a the

been

ategy

f the

hicle

ated

been

lows

otiate

site

and

131

5.0

5.1

5.1.

5.1.

5.1.

5.2

5.2.

5.2.

1-01/TA01

BASEL

Introdu

1 This se

propose

area ne

network

2 LCC ha

an anal

j

3 The fo

establis

Baselin

1 Peak h

counts

Saturda

2 Surveys

(1000 –

peak ho

during t

H. The

LINE TRAFF

uction

ection provid

ed develop

etwork and

k.

ave request

ysis of the f

Whalley Ro

Whalley Ro

Whalley Ro

crossroads

Woone Lan

crossroads

Whalley R

junction; an

Whalley Ro

ollowing se

sh baseline

ne Traffic F

our traffic f

undertaken

ay 7 Septem

s were und

– 1500) pea

ours are 16

the Saturda

e resulting tu

FIC CONDI

des an app

ment site,

d an analy

ed, during s

following ju

oad/ Site Ac

oad/ Primros

oad/ Littlem

;

ne/ Eshton

;

Road/ Gree

nd

oad/ Queen

ections the

conditions

Flows

flows have

n by PCC T

mber 2013 a

dertaken fo

ak periods.

645 - 1745

ay peak. T

urning flows

ITIONS

praisal of th

including th

ysis of acc

scoping dis

nctions:

ccess – prio

se Road –

moor Road/

Terrace/ G

enacre Stre

sway/ Moo

erefore pre

within the a

been deriv

Traffic Infor

at the juncti

r a Weekd

. Analysis

during the

The full surv

s at the junc

RawdFormer Ba

he transpor

he baseline

ident recor

scussions th

ority controll

priority cont

/ Beverley

Greenacre S

eet (one-w

r Lane – mi

sent the

agreed stud

ved from ind

rmation Con

ons detaile

ay PM (15

of the data

Weekday P

vey results

ction are illu


Transpor

rt network s

e traffic flow

rds for the

hat the stud

ed junction

trolled junct

Drive – pri

Street – pr

way) – prio

ni-roundabo

methodolog

y area.

dependent

nsultancy o

d in Para. 5

00 – 1830)

a has deter

PM peak an

are attache

ustrated in F


surrounding

ws on the s

local high

dy area inclu

n;

tion;

iority contro

riority contro

ority contro

out.

gy adopted

manual tur

on Friday 6

5.1.2.

) and Satu

rmined that

nd 1130 - 1

ed in AppeFigure 5-1.

mited eroe ment

20

g the

study

hway

udes

olled

olled

olled

d to

rning

and

rday

t the

1230

ndix

131

5.3

5.3.

5.3.

5.4

5.4.

5.4.

1-01/TA01

Assess

1 The ba

years a

will be

plannin

Table 5

Gro20

Based on st

2 The gro

traffic f

flows.

Commi

1 During

had bee

3/2012/

2 Accordi

applicat

the PM

assessm

the pote

analysis

demons

sment Year

ase traffic h

after anticipa

interrogate

g assumptio

5-1 – Propo

owth Period013 – 2019 tores opening in

owth factor

flows. Figu

itted Devel

scoping dis

en identified

3/2012/063

3/2011/106

3/2010/071

3/2010/082

/0637: 137

ing to the

tion 3/2012

M peak on

ment has b

ential trip a

s of the T

strates that:

Saturday p

rs

has been g

ated develo

ed to obtain

ons. TEMP

osed Growt

d PM W

2014

rs presente

ure 5-2 illu

opment Tr

scussions w

d as impact

37: 137 dwe

64 – 113 dw

9: 270 dwe

20: 80 dwel

dwellings.

e Transpo

2/0637, the

Clitheroe

been undert

attraction of

TRICS dat

:

eak arrivals

growthed fo

opment ope

n growth fa

PRO output

th Factors

Weekday Pe1.0677

ed above,

ustrated the

raffic Flows

with LCC th

ting on the s

ellings. Mit

wellings. Wo

ellings. He

llings. Ridd

Mitton Roa

ort Assess

developme

Road at th

taken for a

f this develo

tabase has

s are 10% o

RawdFormer Ba

or assessm

ning (2014)

ctors for C

s are conta

(Clitheroe

eak Period7

have been

e 2019 (de

s

e following

study area d

ton Road, W

oone Lane,

nthorn Roa

dings Lane,

ad, Whalley

ment acco

ent will gen

he junction

Saturday p

opment dur

s been un

of that of the


Transpor

ent to a de

). The TEM

litheroe, us

ined in App

30UL2)

Saturday1

applied to

sign year)

Committed

detailed abo

Whalley;

Clitheroe;

d, Clitheroe

Whalley.

ompanying

nerate 12 tw

with Wisw

peak. In or

ring the Sa

ndertaken.

e PM peak a


esign year

MPRO datab

sing the de

pendix I.

y Peak Per1.0691

o the surve

baseline tr

d Developm

ove:

e; and

the plan

wo-way trip

well Lane.

rder to estim

aturday pea

The ana

arrivals;

mited eroe ment

21

five

base

efault

riod

eyed

raffic

ments

nning

ps in

No

mate

k an

lysis

131

5.4.

5.4.

5.4.

5.4.

5.4.

1-01/TA01

3 The de

Clithero

calculat

4 It is th

develop

therefor

Further

for in b

accoun

Assess

3/2011/

5 The PM

applicat

accomp

includes

6 No ass

the sam

The res

Saturda

3/2010/

7 The PM

applicat

accomp

includes

Saturday p

and

Saturday p

trips.

evelopment

oe Road a

tions are inc

herefore co

pment (c. 4

re not hav

rmore, it is c

background

t of this

ment. This

/1064: 113

M peak hour

tion 3/2011

panying the

s the study

essment ha

me methodo

sulting traff

ay peak hou

/0719: 270

M peak hour

tion 3/2010

panying the

s the study

eak departu

eak two-wa

will genera

at the jun

cluded in A

onsidered

4.5km away

ve a sign

considered

traffic grow

developme

s conclusion

dwellings.

r trip genera

1/1064 hav

application

area for the

as been un

ology adop

ic flows are

urs.

dwellings.

r trip genera

0/0719 hav

application

area for the

ures are 66

ay trips are

ate four two

nction with

Appendix J.

that given

y) that thes

ificant imp

that an ele

wth, detail

ent has

n has been

Woone La

ation and a

ve been tak

n. The stud

e proposed

ndertaken fo

pted above

e illustrated

Henthorn R

ation and a

ve been tak

n. The stud

e proposed

RawdFormer Ba

6% of that o

32% of tha

o-way trips

h Wiswell

n the dista

se trips will

pact on th

ement of the

in Table 5been take

approved b

ne, Clithero

ssociated d

ken from th

dy area inclu

developme

or the Satu

has been a

d in Figure

Road, Clithe

ssociated d

ken from th

dy area inclu

developme


Transpor

of the PM pe

at of the PM

in the Sat

Lane. T

ance from

l have diss

e propose

ese trips wi

5-1. Theref

n within

by highway o

oe

distribution f

he Transpo

uded within

ent.

urday peak

applied to t

5-3 for the

eroe

distribution f

he Transpo

uded within

ent.


eak departu

M peak two-

turday pea

The associ

the propo

sipated and

ed study a

ll be accou

fore, no fu

this Trans

officers at L

for the plan

ort Assessm

this applica

hour; there

this applica

e PM peak

for the plan

ort Assessm

this applica

mited eroe ment

22

ures;

-way

k on

ated

osed

d will

area.

nted

rther

sport

LCC.

nning

ment

ation

efore

ation.

and

nning

ment

ation

131

5.4.

5.4.

5.4.

5.4.

5.5

5.5.

5.5.

1-01/TA01

8 No ass

the sam

The res

Saturda

3/2010/

9 Accordi

applicat

the PM

assessm

databas

trips in

Lane.

10 It is th

develop

therefor

Further

for in b

accoun

Assess

Summa

11 Figure addition

Person

1 Persona

for the

2013.

2 In total

study a

injury a

essment ha

me methodo

sulting traff

ay peak hou

/0820: 80 d

ing to the

tion 3/2010

M peak on

ment has b

se data det

the Saturd

herefore co

pment (c. 4

re not hav

rmore, it is c

background

t of this

ment. This

ary

5-5 illustra

n of the Com

nal Injury A

al Injury Ac

area surro

12 persona

area, of whi

ccidents we

as been un

ology adop

ic flows are

urs.

dwellings. R

e Transpo

0/0820, the

Clitheroe

een underta

tailed abov

day peak o

onsidered

4.5km away

ve a sign

considered

traffic grow

developme

s conclusion

ated the 20

mmitted Dev

Accident Da

ccident data

ounding the

al injury acc

ch one was

ere recorde

ndertaken fo

pted above

e illustrated

Riddings La

ort Assess

developme

Road at th

aken for a S

ve the deve

on Clitheroe

that given

y) that thes

ificant imp

that an ele

wth, detail

ent has

n has been

019 (design

velopment t

ata

a has been

e site for th

cidents wer

s serious a

d around th

RawdFormer Ba

or the Satu

has been a

d in Figure

ane, Whalley

ment acco

ent will gen

he junction

Saturday pe

elopment w

e Road at

n the dista

se trips will

pact on th

ement of the

in Table 5been take

approved b

year) base

traffic flows

obtained fr

he period J

re recorded

nd 11 sligh

he proposed


Transpor

urday peak

applied to t

5-4 for the

y

ompanying

nerate 24 tw

with Wisw

eak. Based

ill generate

the junctio

ance from

l have diss

e propose

ese trips wi

5-1. Theref

n within

by highway o

eline traffic

s detailed ab

om LCC MA

January 200

at the junc

t in severity

d site acces


hour; there

this applica

e PM peak

the plan

wo-way trip

well Lane.

d on the TR

e eight two-

on with Wis

the propo

sipated and

ed study a

ll be accou

fore, no fu

this Trans

officers at L

c flows with

bove.

ARIO datab

08 to Febr

ctions within

y. No pers

ss.

mited eroe ment

23

efore

ation.

and

nning

ps in

No

RICS

-way

swell

osed

d will

area.

nted

rther

sport

LCC.

h the

base

ruary

n the

sonal

131

5.5.

5.5.

5.5.

5.5.

5.5.

1-01/TA01

3 Five pe

Queens

vehicle

one inv

4 Three p

junction

involved

collision

5 One pe

Littlemo

a vehic

6 Three p

Eshton

one as

weathe

vehicle

7 Althoug

recorde

that the

the site

operatio

ersonal inju

sway/ Moor

and cyclis

volved a veh

personal inj

n of Whalley

d a collision

ns.

ersonal inju

oor Lane. T

le collision.

personal inj

Terrace/ W

serious. T

r conditions

collision an

gh detailed d

ed in the st

ere is no pa

e resulting

on of the ex

ury acciden

r Lane, all w

st collisions

hicle and ch

jury acciden

y Road/ Gr

n between

ry accident

The acciden

ury acciden

Woone Lane

The serious

s (snowing

nd one invo

descriptions

udy area, t

articular tre

from any

xiting site.

nts were re

were slight

s, two accid

hild pedestri

nts were re

reenacre St

a child cyc

t was record

nt was reco

nts occurred

e. Two we

s accidents

). Of the

lved a child

s are not av

the persona

nd or patte

deficiencie

RawdFormer Ba

ecorded at

in severity

dents involv

ian collision

ecorded at

treet, all we

clist and ve

ded at the

rded as slig

d at the jun

ere recorded

s involved a

two slight

d pedestrian

vailable on

al injury acc

ern of road

s in the lo


Transpor

the junctio

y. Two acc

ved vehicle

n.

or on the a

ere slight in

hicle, two in

junction of

ght in severi

nction of Gre

d as slight

a vehicle c

accidents,

n and vehicl

the cause o

cident data

accidents in

ocal road n


on of the A

cidents invo

e collisions

approach to

n severity.

nvolved ve

Whalley R

ity and invo

reenacre St

in severity

collision in

one involve

e collision.

of the accid

would sug

n the vicini

network, or

mited eroe ment

24

A671

olved

and

o the

One

hicle

Road/

olved

reet/

and

poor

ed a

dents

ggest

ty of

r the

131

6.0

6.1

6.1.

6.1.

6.1.

6.2

6.2.

6.2.

6.3

6.3.

1-01/TA01

DEVEL

Overvie

1 An estim

been b

highway

2 As requ

been us

the goo

land us

in pract

85th pe

3 Travel d

based

databas

Existin

1 To furth

taken o

at the

proposa

2 The ap

separat

During

trips.

Propos

Aldi Foo

1 The tra

basis o

Survey

attractio

LOPMENT T

ew

mate of the

based on tr

y networks

uested by L

sed in the a

od range of

es, it is con

tice. Notw

ercentile trip

demand as

on gross fl

se.

g Planning

her enhanc

of the appro

site, whe

als on the lo

pplication co

te blocks a

the PM pea

sed Develo

od Store Tr

ffic generat

of compara

data for dis

on of the pro

TRIP ATTR

vehicular t

rip rates de

Weekday P

LCC during

assessmen

data availa

nsidered unl

withstanding

p attraction r

ssociated w

loor area (

g Consent

e the robus

oved residen

n calculati

ocal highwa

omprised a

and two res

ak the cons

pment Trip

ip Attraction

tion of the

able survey

scount food

oposed dev

RACTION, A

trip attractio

erived from

PM and Sat

g scoping d

nt. Given th

able within t

likely that s

g this, in or

rates have

with the prop

(GFA) using

stness of th

ntial plannin

ng the po

ay network.

a 40-bed n

sidential dw

sented appl

p Attraction

n/

proposed fo

y data con

d stores has

velopment.

RawdFormer Ba

ASSIGNME

on of the pro

m the TRIC

turday peak

discussions

he accessib

the TRICS d

uch 85th pe

rder to ens

been adopt

posed land

g trip rates

he assessm

ng consent

otential imp

nursing hom

wellings wit

ication wou

n

ood store h

ntained with

s been used


Transpor

NT AND DI

oposed use

CS databas

k hours.

85th perce

ble location

database fo

ercentile rat

ure a robu

ted in this a

uses has b

s derived fr

ment, no acc

(Applicatio

pact of the

me, 30 apa

h associate

uld generate

has been es

hin the TR

d to assess


ISTRIBUTIO

e of the site

se for the

entile trips h

of the site

or the propo

tes would o

st assessm

assessment

been estim

rom the TR

count has b

on 3/2010/0

e developm

artments in

ed car park

e c. 35 two-

stimated on

RICS datab

the likely tr

mited eroe ment

25

ON

e has

local

have

and

osed

occur

ment,

.

ated

RICS

been

550)

ment

two

king.

-way

n the

base.

raffic

131

6.3.

6.3.

6.3.

6.3.

6.3.

6.3.

1-01/TA01

2 The trip

store b

conside

3 The 85

calculat

rates ha

Table 6Trip R

85th %

1 – Trip rat2 – Trip rat

4 The qua

on thes

Table 6

Trip R

85th %

5 The trip

trips in

Non-Fo

6 The dev

Individu

the prop

7 The 85

calculat

rates ha

p rates pres

efore the e

eration.

5th percentil

tion and ou

ave been ag

6-1: DiscouRate P

%tile (1S(1

tes for 1600 – 17tes for 1100 – 12

antum of tra

se trip rates,

6-2: Discou

Rate P

%tile (S(

p attraction

the Weekda

ood Retail U

velopment

ual Non-Foo

posed deve

5th percentil

tion and ou

ave been ag

sented below

effects of pa

e trip rates

utput from T

greed with L

unt Food StPeak Perio

PM Peak1600 – 1700aturday Pe

1100 – 1200700 higher than 1200 higher than 1

affic attract

, is summar

unt Food St

Peak PerioPM Peak

1600 – 170aturday Pe1100 – 120

of the propo

ay PM peak

Unit Trip Attr

trip rates ha

od Supersto

elopment.

e trip rates

utput from T

greed with L

w consider

ass-by, tran

s are summ

TRICS is a

LCC during

tore Trip Rod Ar

01) 10

ak 02) 10700 – 1800, ther200 – 1300, ther

ted by the 1

rised in Tab

tore Vehicu

od Ar

0) ak 0)

osed food s

k hour and 3

raction

ave been b

ore sites of

s are summ

TRICS is a

LCC during

RawdFormer Ba

the traffic g

nsferred or

marised be

attached in

g scoping di

Rates per 10rrivals

0.168

0.860 refore these wererefore these were

1,490sqm G

ble 6-2.

ular Trip At

rrivals

152

162

store is anti

321 in the S

based on the

f similar siz

marised be

attached in

g scoping di


Transpor

generation o

linked trips

low in TabAppendix

scussions.

00sqm GFADepartures

10.338

10.653 e used in the assee used in the asse

GFA Aldi foo

ttraction

Departures

154

159

cipated to b

Saturday pe

e trip rate p

es and loca

low in TabAppendix

scussions.


of the propo

s are taken

ble 6-1, the

K. These

A s Two-W

20.50

21.51essment. essment.

od store, ba

s Two-W

306

321

be 306 two-

eak hour.

profiles of O

ations to th

ble 6-3, the

K. These

mited eroe ment

26

osed

into

e full

e trip

Way

06

13

ased

Way

6

-way

Other

at of

e full

e trip

131

6.3.

6.3.

6.3.

6.3.

1-01/TA01

Table 6

Trip R

85th %

8 The qu

based o

Table 6

Trip R

85th %

9 The trip

two-way

hour.

Total Tr

10 The tota

6-5.

Table 6

Trip R

85th %

11 The tot

two-way

hour.

6-3: Non Fo

Rate P

%tile (S(

uantum of t

on these trip

6-4: Non Fo

Rate P

%tile (S(

p attraction

y trips in th

rip Attractio

al trip attrac

6-5: Total V

Rate P

%tile (S(

al trip attrac

y trips in th

ood Retail V

Peak PerioPM Peak

1600 – 170aturday Pe1100 – 120

traffic attrac

p rates, is s

ood Retail V

Peak PerioPM Peak

1600 – 170aturday Pe1100 – 120

of the prop

he Weekda

n

ction of the

Vehicular T

Peak PerioPM Peak

1600 – 170aturday Pe1100 – 120

ction of the

he Weekda

Vehicular T

od Ar

0) 3

ak 0) 2

cted by the

summarised

Vehicular T

od Ar

0) ak 0)

posed non-f

ay PM peak

e proposed

rip Attracti

od Arr

0) 1

ak 0) 1

e proposed

y PM peak

RawdFormer Ba

Trip Rates

rrivals

3.431

2.485

e 593sqm

d in Table 6

Trip Attract

rrivals D

20

15

food retail u

k hour and

developme

ion

rivals D

72

77

developme

k hour and


Transpor

per 100sqm

Departures

3.966

2.140

GFA non-f

-4.

tion

Departures

24

13

unit is antic

27 in the

nt is summ

epartures

178

171

nt is anticip

348 in the


m GFA

s Two-W

7.39

4.62

food retail

s Two-W

44

27

cipated to b

Saturday p

marised in T

Two-W

349

348

pated to be

Saturday p

mited eroe ment

27

Way

7

5

unit,

Way

e 44

peak

able

ay

349

peak

131

6.3.

6.3.

1-01/TA01

Trip Typ

12 It is wid

develop

network

another

existing

been id

Transpo

13 The im

Transfe

heavily

pes

dely accept

pment are

k. Many of

r location,

g pattern of

dentified in

ort Assessm

New Trips:

prior to the

Pass-by Tr

directly adj

the site.

Linked Trip

proposed d

existing ad

established

Diverted T

network bu

divert from

Transferred

network, a

developme

transfer fro

shoppers s

located for

mportance o

erred trips

on these tr

ted that, the

not compr

the trips m

or where a

f travel beh

associatio

ment, DfT, 2

Trips that

opening of

rips: Trips w

acent to the

ps: Trips tha

developmen

djacent site

d town centr

rips: Trips

ut not the ro

their existin

d Trips: Trip

ccessing s

nt. Slight

om using

switching to

them.

of non-prim

are empha

rip types in o

e total num

rised wholly

may in fact a

a visit to th

haviour. Th

on with new

2007):

t do not ap

f the develo

which are a

e point of a

at will have

nt site, betw

es, or betw

re.

which are

oad from w

ng use to ac

ps which a

imilar sites

tly differen

an existing

o a new fo

mary trips,

asised by r

order to sur

RawdFormer Ba

mber of trips

y of new t

already exis

he store wi

he following

w retail dev

ppear anyw

pment.

already pre

access to th

multiple de

ween both

ween the d

e already p

hich the sit

ccess the s

are already

s in close p

t from div

g developm

ood store t

i.e. Pass-b

retailers wh

rvive.


Transpor

s attracted

rips to the

st on the ne

ll be incorp

g vehicular

velopments

here on the

esent on the

he site, whi

estinations e

the develo

developmen

present on

e access is

ite.

present on

proximity to

erted trips

ment to a

that is mor

by, Linked,

ho suggest


to a new r

e local high

etwork, albe

porated into

trip types h

s (Guidance

e road netw

e road netw

ch will turn

either within

pment site

nt site and

the local

s taken and

n the local

o the propo

, these w

new one,

re convenie

, Diverted

t that they

mited eroe ment

28

retail

hway

eit at

o an

have

e on

work

work

into

n the

and

d an

road

d will

road

osed

holly

i.e.

ently

and

rely

131

6.3.

6.3.

6.3.

6.3.

1-01/TA01

14 The pre

where t

are unli

shoppin

highway

food sto

highway

15 As agre

retail u

retail an

linked t

with the

propose

discoun

reductio

Table 6

Trip R

85th %

5% Reducti

16 Therefo

minus Tthe Wee

17 For a ro

trips att

network

the ope

that as

remaini

transfer

given th

emise of no

the highway

ikely to emb

ng at these

y network,

ore, who tra

y network.

eed with LC

nits. Thes

nd the non

trips have b

e non-food

ed food stor

nted from t

on in the tot

6-6: Linked

Rate P

%tile (S(

on applied to the

ore, the tota

Table 6-6, r

ekday PM p

obust asses

tracted to t

k, i.e. trips

ening of the

few as 10

ng 80% of

rred trips fr

he sites loca

on-primary

y network e

bark on a si

times. Dur

it is likely

avel by car

CC, 5% of t

se linked tr

-food retail

been calcula

retail eleme

re i.e. to av

the non-foo

tal number o

Trips Red

Peak PerioPM Peak

1600 – 170aturday Pe1100 – 120e non-food retail

al trip attrac

resulting in

peak hour a

ssment, it h

the propose

that do not

e developm

0% of trips

total trips w

rom other re

ation, no trip

trips is one

experiences

ingle purpo

ring the hou

that the m

r, would hav

trips are ass

rips represe

element o

ated on the

ent, which

void double

od retail on

of trips, as

uction

od Ar

0) ak 0) element only.

ction of the

a two-way

and 347 in t

as been as

ed discount

t appear an

ment (the TR

to food ret

will be non-

retail units i

ps will be d

RawdFormer Ba

e that is pa

s peak hour

se home ba

urs of peak t

ajority of c

ve already

sumed to b

ent custom

of the site d

e basis of th

generate lo

discounting

nly. This

detailed in T

rrivals D

-1

-1

e proposed

trip attracti

he Saturday

ssumed that

t food store

nywhere on

RICS resea

tail stores c

-primary trip

in the local

iverted.


Transpor

articularly tr

r congestion

ased trip to

traffic dema

ustomers to

been prese

be linked trip

ers visiting

during the s

he traffic lev

ower traffic

g the 5% lin

results in

Table 6-6.

Departures

-1

-1

developme

ion of 347 t

y peak hou

t 20% of the

e will be ne

the road n

rch paper 9

could be n

ps comprisin

area. It is


rue in locat

n as custom

undertake

and on the

o the propo

ent on the

ps between

g both the

same trip.

vels associ

levels than

ked trips w

a very mo

s Two-W

-2

-1

ent is Tabletwo-way trip

r.

e vehicular

ew trips on

network prio

95/2 sugge

ew trips).

ng pass-by

s assumed

mited eroe ment

29

tions

mers

food

local

osed

local

n the

food

The

ated

n the

ill be

odest

Way

e 6-5

ps in

total

n the

or to

ested

The

and

that

131

6.3.

6.3.

6.3.

6.3.

1-01/TA01

18 Given t

Road, a

majority

demand

19 The re

robustn

these tr

the ope

20 On the

TRICS

breakdo

Weekda

agreed

Table 6

21 The res

Table 6

P

PM(1600

Satur(1100

the location

a main rout

y of the no

d would com

emaining tr

ness and g

rips did not

ening of the

e basis of

Report 95

own of dev

ay and Sat

with highwa

6-7: Trip Ty

Tr

Ne

Trans

Pass

sulting trip a

6-8: Vehicle

Peak

M Peak 0 – 1700)

rday Peak 0 – 1200)

n of the pr

te into the

on-primary t

mprise pass

rips will th

iven the pr

appear on

developme

the above

5/2, Table velopment tr

urday trip t

ay officers a

ypes Used

rip Type

ew Trips

ferred Trips

s-By Trips

attraction fo

e Trip Attra

Trip Ty

NewTransfer

Pass-bTotalNew

TransferPass-b

Total

roposed sit

centre of C

trips during

s-by trips.

herefore be

roposed stu

the road n

ent.

reasoning

6-7 prese

rip moveme

type propor

at LCC.

in Analysis

s

r each trip t

action by T

pe Prop

2rred 2by 5l 1

2rred 6by 2l 1

RawdFormer Ba

te in Clithe

Clitheroe, it

g the busie

e Transferr

udy area, i

etwork, with

and evide

ents conse

ents, reflec

rtions. The

s

WeePropo

20

25

55

type are sum

Trip Type

portion A

20% 25% 55% 00%

20% 60% 20% 00%


Transpor

eroe, adjac

is consider

st peak ho

red Trips.

t has been

hin the stud

ence presen

ervative es

ting the var

ese proporti

kday ortion

0%

5%

5%

mmarised in

Trip At85th Pe

Arrivals 34 43 94

171 35

105 35

176


cent to Wha

red that a l

ours of netw

However

n assumed

dy area, prio

nted within

stimates of

riation betw

ions have b

SaturdayProportio

20%

60%

20%

n Table 6-8

ttraction ercentile

Departure35 44 97

176 34

102 34

171

mited eroe ment

30

alley

arge

work

r for

that

or to

the

the

ween

been

y on

8.

es

131

6.4

6.4.

6.4.

6.4.

6.4.

6.4.

6.4.

1-01/TA01

Trip Dis

1 As deta

New, T

trip typ

agreed

New an

2 To refle

minute

based o

3 The dis

been b

seven m

that are

4 Based

from w

develop

Low Mo

and Aig

5 A gravit

based o

populat

calculat

6 The dis

are deta

stribution a

ailed in TabTransferred

pe is detail

with highwa

nd Transferr

ect the catc

drive time,

on a bespok

stribution of

ased on th

minute trav

e greater tha

on this ass

here New a

pment: Cha

oor, Wiswe

ghton, Baile

ty model ha

on journey t

tion centre)

tions is inclu

stribution of

ailed in Tab

and Assign

ble 6-8, the

and Pass-b

ed below.

ay officers a

red Trips Di

chment area

the distribu

ke gravity m

new and tr

he populatio

el time, tak

an 1,000sqm

essment th

and Transf

atburn, St M

ll and Pend

y and Chaig

as been dev

times betwe

and the sit

uded in App

f New and

ble 6-9.

nment

trips attrac

by Trips. T

The prop

at LCC duri

istribution

a of the pro

ution pattern

model.

ransferred tr

on of wards

king accoun

m.

he following

ferred Trips

Marys, Salth

dleton, Wha

gley.

veloped to c

een an estim

te. A copy

pendix L.

Transferred

RawdFormer Ba

cted to the

The distribu

posed distr

ing scoping

oposed stor

n adopted f

rips on the

s within Cli

nt of the loc

wards hav

s could be

hill, Littlemo

alley, Wadd

calculate th

mated cent

y of the grav

d trips by w


Transpor

developme

ution associ

ribution pat

discussion

e, assumed

or the deve

local highw

theroe, wit

cation of ot

ve been ide

attracted to

or, Primros

dington and

e distributio

roid of the w

vity model

ward and a


ent are split

iated with e

ttern has b

ns.

d to be a se

elopment wi

way network

hin the def

her food st

ntified as th

o the propo

se, Edisford

West Brad

on of these

ward (base

and associ

approach ro

mited eroe ment

31

into

each

been

even

ill be

k has

fined

tores

hose

osed

and

dford

trips

d on

ated

outes

131

6.4.

6.4.

6.4.

1-01/TA01

Table 6

Aigh

Edisfo

Wadd

Wiswe

7 The dis

Trips as

the netw

Pass-by

8 Whalley

catchm

proport

Trips m

trips wh

destina

of the s

the trip

Thus no

outside

extende

9 The dis

network

6-9: Propos

Ward

hton, Bailey aChaigley

Chatburn

ord and Low

Littlemoor

Primrose

St Mary's

Salthill

dington and WBradford

Whalley

ell and Pend

stribution of

ssigned to t

work in Figu

y Trip Distri

y Road is

ent of the

ion of trips

made by peo

hich will turn

tions. This

site access

is subsequ

o reduction

of the site

ed beyond t

stribution of

k in Figure

sed Distrib

Deand

Moor

West

leton

New and T

the network

ure 6-3.

bution

a main ro

proposed

s to the dev

ople already

n into the pr

would ther

for the dura

uently adde

has been

e access ju

the highway

f Pass-by tr

6-5.

ution by W

Proportioevelopmen

0.5%

1.4%

5.8%

20.3%

21.3%

16.5%

18.2%

2.6%

9.6%

3.7%

Transferred

k in Figure 6

ute into Cl

developme

velopment,

y using this

roposed de

refore repre

ation of the

ed back to t

made to the

unction. Al

y network p

rips is show

RawdFormer Ba

Ward

on of nt Traffic

%

%

%

%

%

%

%

%

%

%

trips is show

6-2 and Tra

litheroe. G

ent will be

in the pea

link. These

velopment

esent a disc

Pass-by Tr

he network

e traffic on

beit that th

eak hours.

wn in Figur


Transpor

Propo

Primrose Lane - le

TA671 Q

Primrose Lane - le

TLittlem

Primrose

B6478 GreenacreLane northLittlemoorA671 Que

A671 Q

Whalley

Whalley

wn in Figuransferred Tr

Given that

e local, it i

ak hours, w

e trips effec

on their wa

count to traf

rip to the de

k once the v

the local hi

he possible

e 6-4 and a


osed Route

Road - Wooeft onto EshtoTerrace Queensway Road - Woo

eft onto EshtoTerrace moor Road Road - WooLane for arrivals &

e Street - Woh for departur Road – 20%eensway – 8

Queensway

y Road south

y Road south

re 6-1 with

rips assigne

the anticip

is likely th

will be Pas

ctively comp

ay to/ from o

ffic downstr

evelopment

visit has en

ighway netw

trip timelin

assigned to

mited eroe ment

32

e

one on

one on

one

& oone ures % & 0%

h

h

New

ed to

ated

at a

ss-by

prise

other

ream

, but

ded.

work

ne is

o the

131

6.4.

1-01/TA01

10 The tota

used a

proposa

Develop

al developm

as the basi

als set out

pment traffi

ment traffic

s for the a

in the next

c flows are

flows are s

assessment

t section. T

shown in F

RawdFormer Ba

hown in Figt of the im

The 2019 B

Figure 6-7.


Transpor

gure 6-6; th

mpact of th

Base plus C


hese have b

e developm

Committed

mited eroe ment

33

been

ment

plus

131

7.0

7.1

7.1.

7.2

7.2.

7.2.

7.2.

1-01/TA01

IMPACTPERFO

Introdu

1 The fol

level of

local hig

Junctio

1 Capacit

Saturda

junction

Full mo

2 PICADY

and cor

are ge

conditio

possible

conside

Whalley

3 The res

summa

T OF DEVEORMANCE

uction

lowing capa

f traffic wou

ghway netw

on Capacity

ty assessm

ay peak per

ns, as agree

Whalley Ro

Whalley Ro

Whalley Ro

Woone Lan

Whalley Ro

Whalley Ro

del outputs

Y and ARC

rresponding

nerally acc

ons. Values

e queues

eration and

y Road/ Sit

sults of the

arised in Tab

ELOPMENTOF THE LO

acity asses

uld not be

work.

y Assessm

ments have

riod. Asses

ed with LCC

oad/ Site Ac

oad/ Primros

oad/ Littlemo

ne/ Eshton T

oad/ Greena

oad/ Queen

are contain

CADY prese

g likely traff

cepted as

s between

building u

increases i

te Access

e PICADY

ble 7-1.

T PROPOSOCAL HIGH

ssments wil

material on

ments

e been un

ssments ha

C, using the

ccess – PIC

se Road –

oor Road/ B

Terrace/ Gr

acre Street

sway/ Moo

ned in Appe

ents results

fic queues.

representin

0.85 and u

up at the

n vehicular

assessme

RawdFormer Ba

ALS ON THHWAY NET

l demonstra

n the opera

ndertaken f

ave been un

software n

CADY;

PICADY;

Beverley Dr

reenacre St

(one-way) –

r Lane – AR

endix M.

s as Ratio o

RFC value

ng stable a

unity represe

junction d

delay movi

nt are set


Transpor

HE OPERATWORK

ate that the

ational perfo

for a Wee

ndertaken fo

oted:

rive – PICAD

treet – PICA

– PICADY;

RCADY.

of Flow to C

es between

and accept

ent variable

during the

ng through

out in Ap


ATIONAL

e impact of

ormance of

ekday PM

for the follow

DY;

ADY;

and

Capacity (R

n 0.00 and

table opera

e operation

period u

the junctio

ppendix M

mited eroe ment

34

f this

f the

and

wing

RFC)

0.85

ating

(i.e.

nder

n).

and

131

7.2.

7.2.

1-01/TA01

Table 7

Sc

2019

4 The res

the dev

of the h

Whalley

5 The res

summa

Table 7

Scen

20Surv

2019 B

2019 + D

*Including p

7-1: Whalle

cenario

9 Base + Dev

sults of the

velopment p

highway net

y Road/ Pr

sults of the

arised in Tab

7-2: Whalle

nario

13 vey

S

Base*

S

PrPri

Base ev*

S

PrPri

proposed improv

y Road/ Sit

Arm

Site AcA671 –

tur

assessmen

proposals, w

work.

rimrose Ro

e PICADY

ble 7-2.

y Road/ Pr

A

Side RSide Road –

WhalleWhallePrimroSide R

Side Road –Whalle

rimrose Roamrose Roa

WhalleSide R

Side Road –Whalle

rimrose Roamrose Roa

Whallevements as per pl

te Access

m P

Rccess 0– right rn 0

nt show tha

without detr

oad

assessme

rimrose Ro

Arm

Road - left – right & ahy Road (n)

ey Road (s)ose Road Road - left – right & ahy Road (n)ad – left & a

ad – ahead &ey Road (s)Road - left – right & ahy Road (n)ad – left & a

ad – ahead &ey Road (s)lanning applicatio

RawdFormer Ba

– PICADY

PM Peak Ho

RFC Que0.611 2

0.243 0

t the site ac

riment to th

nt are set

oad – PICAD

RF0.0

head 0.00.00.40.00.0

head 0.00.1

ahead 0.1& right 0.5

0.00.0

head 0.00.1

ahead 0.2& right 0.5

0.0n 3/2011/1064


Transpor

Results

our Sat

eue RFC0.61

0.27

ccess could

e operation

out in Ap

DY Results

PM Peak Hour

FC Queu003 0

020 0

088 0

413 1

007 0

003 0

022 0

112 0

158 0

529 1

005 0

003 0

024 0

174 0

236 0

584 1

005 0


turday PeaHour

C Que5 2

5 0

d accommo

nal performa

ppendix M

s

SaturH

ue RFC 0.003 0.022 0.116 0.541 0.008 0.003 0.024 0.079 0.180 0.578 0.005 0.003 0.028 0.185 0.358 0.691 0.005

mited eroe ment

35

ak

ue

date

ance

and

rday Peak Hour

Queue0 0 0 1 0 0 0 0 0 1 0 0 0 0 1 2 0

131

7.2.

7.2.

7.2.

1-01/TA01

6 The res

operate

maximu

scenari

There is

scenari

7 Overall

significa

Whalley

8 The res

summa

Table 7Results

Sce

2013

2019

2019D

sults of the

e within ca

um RFC oc

o, of 0.691

s an increa

o.

, it is con

ant impact u

y Road/ Lit

sults of the

arised in Tab

7-3: Whalls

enario

Survey

9 Base

Base + Dev

e assessm

apacity wit

ccurs in the

on Primros

se in queui

ncluded tha

upon the op

ttlemoor Ro

e PICADY

ble 7-3.

ey Road/

Arm

LittlemooWhalley R

righBeverley

Whalley Rrigh

LittlemooWhalley R

righBeverley

Whalley Rrigh

LittlemooWhalley R

righBeverley

Whalley Rrigh

ment show

th the add

e Saturday

se Road w

ng of one p

at the dev

peration of t

oad/ Bever

assessme

Littlemoor

m

or Road Road (n) - ht y Drive

Road (s) - ht or Road

Road (n) - ht y Drive

Road (s) - ht or Road

Road (n) - ht y Drive

Road (s) - ht

RawdFormer Ba

that the ju

dition of d

Peak 2019

ith an asso

pcu when co

velopment t

the junction

rley Drive

nt are set

r Road/ Be

PM PeaHour

RFC Qu0.109

0.010

0.019

0.089

0.126

0.010

0.023

0.100

0.219

0.011

0.023

0.102


Transpor

unction wou

evelopment

9 Base plu

ciated queu

ompared to

traffic woul

as a whole

out in Ap

everley Dr

ak Sa

ueue RF0 0.0

0 0.0

0 0.0

0 0.0

0 0.0

0 0.0

0 0.0

0 0.1

0 0.2

0 0.0

0 0.0

0 0.1


uld continu

t traffic.

s Developm

ue of two p

o the 2019 B

ld not hav

e.

ppendix M

rive – PICA

aturday PeHour

FC Que87 0

20 0

27 0

90 0

96 0

24 0

29 0

00 0

93 0

25 0

33 0

05 0

mited eroe ment

36

e to

The

ment

pcus.

Base

ve a

and

ADY

ak

eue 0

0

0

0

0

0

0

0

0

0

0

0

131

7.2.

7.2.

7.2.

7.2.

1-01/TA01

9 The res

operate

maximu

scenari

10 Overall

significa

Woone

11 The res

summa

Table 7Results

Sce

2013

2019

2019D

12 The res

operate

maximu

scenari

sults of the

e within ca

um RFC oc

o, of 0.293

, it is con

ant impact u

e Lane/ Esh

sults of the

arised in Tab

7-4: Woons

enario

Survey

9 Base

Base + Dev

sults of the

e within ca

um RFC oc

o, of 0.190

e assessm

apacity wit

ccurs in the

on Littlemo

nsidered tha

upon the op

hton Terrac

e PICADY

ble 7-4.

ne Lane/ E

Arm

Woone LGreenacre

righWoone LEshton Te

righWoone L

Greenacrerigh

Woone LEshton Te

righWoone L

Greenacrerigh

Woone LEshton Te

righ

e assessm

apacity wit

ccurs in the

on Woone

ment show

th the add

e Saturday

oor Road wi

at the dev

peration of t

ce/ Greenac

assessme

Eshton Ter

m

Lane (s) e Street - ht

Lane (n) errace - ht Lane (s) e Street - ht

Lane (n) errace - ht Lane (s) e Street - ht

Lane (n) errace - ht

ment show

th the add

e Saturday

Lane (s) wi

RawdFormer Ba

that the ju

dition of d

Peak 2019

th no assoc

velopment

the junction

cre Street

nt are set

rrace/ Gree

PM PeaHour

RFC Qu0.125

0.066

0.096

0.085

0.188

0.072

0.114

0.139

0.200

0.100

0.116

0.152

that the ju

dition of d

Peak 2019

ith no assoc


Transpor

unction wou

evelopment

9 Base plu

ciated queu

traffic wou

as a whole

out in Ap

enacre Stre

ak Sa

ueue RF0 0.1

0 0.0

0 0.0

0 0.1

0 0.1

0 0.04

0 0.0

0 0.1

0 0.1

0 0.0

0 0.0

0 0.1

unction wou

evelopment

9 Base plu

ciated queu


uld continu

t traffic.

s Developm

e.

uld not hav

e.

ppendix M

reet – PICA

aturday PeHour

FC Que37 0

38 0

50 0

34 0

70 0

41 0

57 0

66 0

90 0

92 0

59 0

87 0

uld continu

t traffic.

s Developm

ue.

mited eroe ment

37

e to

The

ment

ve a

and

ADY

ak

eue 0

0

0

0

0

0

0

0

0

0

0

0

e to

The

ment

131

7.2.

7.2.

7.2.

7.2.

7.2.

1-01/TA01

13 Overall

significa

Whalley

14 The res

summa

Table 7

Sc

2013

201

2019

15 The res

operate

maximu

scenari

pcus.

2019 Ba

16 Overall

significa

Whalley

17 The res

summa

, it is con

ant impact u

y Road/ Gr

sults of the

arised in Tab

7-5: Whalle

cenario

3 Survey

19 Base

9 Base + Dev

sults of the

e within ca

um RFC o

o, of 0.888

There is a

ase scenar

, it is con

ant impact u

y Road/ Qu

sults of the

arised in Tab

nsidered tha

upon the op

reenacre St

e PICADY

ble 7-5.

y Road/ Gr

Arm

GreenStre

Whalley(n

GreenStre

Whalley(n

GreenStre

Whalley(n

e assessm

apacity wit

occurs in t

8 on Whall

n increase

io.

nsidered tha

upon the op

ueensway/

e ARCADY

ble 7-6.

at the dev

peration of t

treet (one-w

assessme

reenacre S

m R

nacre eet 0y Road ) 0



ment show

th the add

the PM P

ey Road (n

in queuing

at the dev

peration of t

Moor Lane

Y assessme

RawdFormer Ba

velopment

the junction

way)

nt are set

treet (one-

PM PeakHour

RFC Que

0.000 0

0.648 2

0.000 0

0.863 4

0.000 0

0.888 5

that the ju

dition of d

eak 2019

n) with an

g of one pc

velopment

the junction

e

ent are set


Transpor

traffic wou

as a whole

out in Ap

way) – PIC

k Sat

eue RFC

0 0.00

2 0.60

0 0.00

4 0.70

0 0.00

5 0.73

unction wou

evelopment

Base plus

associated

cu when co

traffic wou

as a whole

out in Ap


uld not hav

e.

ppendix M

CADY Resu

turday PeaHour

C Que

00 0

00 2

00 0

01 3

00 0

34 3

uld continu

t traffic.

s Developm

d queue of

ompared to

uld not hav

e.

ppendix M

mited eroe ment

38

ve a

and

ults

ak

eue

e to

The

ment

five

o the

ve a

and

131

7.2.

7.2.

7.3

7.3.

1-01/TA01

Table 7

Sc

2013

201

2019 B

18 The res

operate

maximu

scenari

There i

Base sc

19 Overall

significa

Summa

1 The jun

conside

accepta

develop

7-6: Whalle

cenario

3 Survey

19 Base

Base + Dev

sults of the

e within ca

um RFC oc

o, of 0.900

s an increa

cenario.

, it is con

ant impact u

ary

nction capa

ered on the

able capac

pment of the

y Road/ Qu

Arm

Moor LaQueens

Whalley Moor LaQueens

Whalley

v Moor LaQueens

Whalley

e assessm

apacity wit

ccurs in the

0 on Queen

ase in queu

nsidered tha

upon the op

acity asses

e local hig

city limits f

e site.

ueensway/

m PM

RFane 0.49

sway 0.68Road 0.42ane 0.55

sway 0.80Road 0.45ane 0.57

sway 0.84Road 0.46

ment show

th the add

e Saturday

nsway with

uing of thre

at the dev

peration of t

ssments un

ghway netw

for a futu

RawdFormer Ba

Moor Lane

Peak Hour

C Queue94 1

81 2

21 1

57 1 09 4 57 1 78 1 40 5 68 1

that the ju

dition of d

Peak 2019

an associa

ee pcus wh

velopment

the junction

ndertaken in

work, will c

re assessm


Transpor

e – ARCAD

r Saturda

e RFC 0.483 0.752 0.524 0.531 0.842 0.567 0.569 0.900 0.585

unction wou

evelopment

9 Base plu

ated queue

en compar

traffic wou

as a whole

ndicate tha

ontinue to

ment year,


DY Results

ay Peak Ho

Queue1 3 1

1 5 1 1 8 1

uld continu

t traffic.

s Developm

e of eight p

red to the 2

uld not hav

e.

at the junct

operate w

, following

mited eroe ment

39

ur

e

e to

The

ment

pcus.

2019

ve a

tions

within

the

131

8.0

8.1

8.1.

8.2

8.2.

8.2.

8.2.

1-01/TA01

SENSIT

Introdu

1 As requ

a numb

conside

support

the offic

of the a

prejudic

Potenti

1 During

had bee

3/2012/

2 The PM

applicat

accomp

develop

Whalley

the stud

3 No ass

the sam

applied

8-1 for t

TIVITY ASS

uction

uested by h

ber of pote

ered comm

ted by Ribb

cer’s recom

appeals. T

ce basis.

ial Develop

scoping di

en identified

3/2012/063

3/2012/091

3/2012/094

3/2013/013

/0630: 504

M peak hour

tion 3/2012

panying the

pment will g

y Road/ Clit

dy area bas

essment ha

me methodo

to this app

the PM pea

SESSMENT

ighway offic

ential deve

itted. It sh

ble Valley B

mmendation

These asse

pments

scussions

d as impact

30: 504 dwe

3: 345 dwe

42: 1,040 dw

37: 260 dwe

dwellings.

r trip genera

2/0630 hav

e applicatio

generate 54

theroe Roa

sed on exist

as been un

ology adop

plication. T

ak and Satu

T

cers at LCC

elopments

hould be n

Borough Co

or subsequ

essments a

with LCC t

ting on the s

ellings. Wh

ellings. Wa

wellings. H

ellings. Clit

Whalley Ro

ation and a

ve been tak

on. The Tr

4 two way t

d. These t

ting turning

ndertaken fo

pted for the

he resulting

urday peak h

RawdFormer Ba

C, this secti

within the

oted that t

uncil at the

uent eviden

are therefor

the followin

study area d

halley Road

addington R

Higher Stand

theroe Road

oad, Barrow

ssociated d

ken from th

ransport As

rips in the P

rips have th

proportions

or the Satu

Committed

g traffic flow

hours.


Transpor

on examine

study area

hese applic

e present tim

nce submitte

re presente

ng potential

detailed abo

, Barrow;

Road, Clithe

dish Farm,

d, Whalley.

w

distribution f

he Transpo

ssessment

PM peak at

han been di

s.

urday peak

d Developm

ws are illust


es the impa

a that are

cations are

me, by virtu

ted with res

ed on a wit

l developm

ove:

roe;

Clitheroe, a

for the plan

ort Assessm

states that

t the junctio

istributed w

hour; there

ments has b

trated in Fig

mited eroe ment

40

act of

not

e not

ue of

spect

thout

ments

and

nning

ment

t the

on of

within

efore

been

gure

131

8.2.

8.2.

8.2.

8.2.

8.2.

8.2.

1-01/TA01

3/2012/

4 The PM

applicat

accomp

includes

5 No ass

the sam

applied

8-2 for t

3/2012/

6 The PM

applicat

accomp

develop

distribu

7 No ass

the sam

applied

8-3 for t

3/2013/

8 The PM

applicat

accomp

develop

Wiswel

the stud

9 No ass

the sam

applied

8-4 for t

/0913: 345

M peak hour

tion 3/2012

panying the

s the study

essment ha

me methodo

to this app

the PM pea

/0942: 1,04

M peak hour

tion 3/2012

panying th

pment have

tion pattern

essment ha

me methodo

to this app

the PM pea

/0137: 260

M peak hour

tion 3/2013

panying the

pment will g

l Lane/ Clith

dy area bas

essment ha

me methodo

to this app

the PM pea

dwellings.

r trip genera

2/0913 hav

application

area for the

as been un

ology adop

plication. T

ak and Satu

40 dwellings

r trip genera

2/0942 hav

e applicat

e been dis

n presented

as been un

ology adop

plication. T

ak and Satu

dwellings.

r trip genera

3/0137 hav

e applicatio

generate 71

heroe Road

sed on exist

as been un

ology adop

plication. T

ak and Satu

Waddingto

ation and a

ve been tak

n. The stud

e proposed

ndertaken fo

pted for the

he resulting

urday peak h

s. Higher S

ation and a

ve been tak

tion. The

stributed thr

within the T

ndertaken fo

pted for the

he resulting

urday peak h

Clitheroe R

ation and a

ve been tak

on. The Tr

1 two way t

d. These tr

ting turning

ndertaken fo

pted for the

he resulting

urday peak h

RawdFormer Ba

on Road, Cl

ssociated d

ken from th

dy area inclu

developme

or the Satu

Committed

g traffic flow

hours.

Standish Far

ssociated d

ken from th

e potential

rough the

Transport A

or the Satu

Committed

g traffic flow

hours.

Road, Whal

ssociated d

ken from th

ransport As

rips in the P

rips have th

proportions

or the Satu

Committed

g traffic flow

hours.


Transpor

itheroe

distribution f

he Transpo

uded within

ent.

urday peak

d Developm

ws are illust

rm, Clithero

distribution f

he Transpo

trip gene

study area

Assessment

urday peak

d Developm

ws are illust

ley

distribution f

he Transpo

ssessment

PM peak at

han been di

s.

urday peak

d Developm

ws are illust


for the plan

ort Assessm

this applica

hour; there

ments has b

trated in Fig

oe

for the plan

ort Assessm

eration of

a based on

t.

hour; there

ments has b

trated in Fig

for the plan

ort Assessm

states that

t the junctio

istributed w

hour; there

ments has b

trated in Fig

mited eroe ment

41

nning

ment

ation

efore

been

gure

nning

ment

the

the

efore

been

gure

nning

ment

t the

on of

within

efore

been

gure

131

8.2.

8.3

8.3.

8.3.

1-01/TA01

Summa

10 Figure develop

flows de

Junctio

1 Capacit

develop

detailed

2 The res

Table 8

ary

8-5 illustra

pment traffic

etailed abov

on Capacity

ty assessm

pment, for a

d below:

Whalley Ro

Whalley Ro

Whalley Ro

Woone Lan

Whalley Ro

Whalley Ro

sults of the a

8-1.

ated the 20

c flows with

ve.

y Assessm

ents have b

a Weekday

oad/ Site Ac

oad/ Primros

oad/ Littlemo

ne/ Eshton T

oad/ Greena

oad/ Queen

assessmen

019 (design

h the additio

ments

been under

y PM and S

ccess;

se Road;

oor Road/ B

Terrace/ Gr

acre Street

sway/ Moo

nts are set o

RawdFormer Ba

n year) bas

on of the Po

rtaken with

aturday pea

Beverley Dr

reenacre St

(one-way)

r Lane.

out in Appe


Transpor

eline plus c

otential Dev

the inclusio

ak period fo

rive;

treet;

; and

ndix N and


committed

velopment tr

on of the ab

or the junct

d summarise

mited eroe ment

42

plus

raffic

bove

tions

ed in

131

8.3.

8.3.

1-01/TA01

Table 8

Junc

WhaRoad

Acc

WhaRo

PrimRo

WhaRo

LittleRo

BeveDr

WoLane/

TerrGree

Str

WhaRo

GreeStr

WhaRo

QueenMoor

*Including p

3 The res

of the ju

Moor La

4 The res

Greena

in the P

queue o

8-1: Sensiti

ction

alley d/ Site cess

alley oad/ mrose oad*

S

P

alley oad/ emoor oad/ erley rive

oone Eshton race/ nacre reet Ealley

oad/ nacre reet alley

oad/ nsway/ r Lane proposed improv

sults of the

unctions of

ane, all junc

sults of the

acre Street d

PM peak wi

of six pcus.

vity Asses

Arm

Site Acc

A671 – rig

Side RoadSide Road –

aheaWhalley R

Primrose Ro& ahe

Primrose Rahead &

Whalley RLittlemoor

Whalley Rorigh

Beverley Whalley Ro

righWoone La

Greenacre righ

Woone Lashton TerraGreenacre

Whalley R

Moor LQueens

Whalley vements as per co

sensitivity a

Whalley Ro

ctions will o

e sensitivity

demonstrat

th a RFC o

ssment Res

m

cess

ght turn

d - left – right &

ad Road (n) oad – left ead Road –

& right Road (s) r Road oad (n) - t Drive

oad (s) - t ane (s) Street - t

ane (n) ace - right e Street

Road (n)

Lane sway Road

ommitted develo

assessmen

oad/ Green

operate well

y assessme

tes that the

of 0.959 on

RawdFormer Ba

sults

PM PeaHour

RFC Qu0.643

0.246

0.003

0.026

0.182

0.300

0.700

0.0050.230

0.011

0.024

0.103

0.217

0.101

0.1220.1770.000

0.959

0.6180.9050.511

pment reference

t demonstra

acre and W

within capa

ent for the j

junction wi

Whalley Ro


Transpor

ak Sa

ueue RFC2 0.62

0 0.27

0 0.00

0 0.02

0 0.18

0 0.39

2 0.72

0 0.000 0.29

0 0.02

0 0.03

0 0.10

0 0.19

0 0.09

0 0.050 0.190 0.00

6 0.75

2 0.578 0.921 0.60

3/2011/1064

ate that wit

Whalley Roa

acity.

junction of

ll be approa

oad (n) with


aturday PeHour

C Que25 2

76 0

03 0

29 0

88 0

92 1

26 2

05 0

99 0

25 0

34 0

05 0

97 0

92 0

59 0

94 0

00 0

52 3

78 1 27 1002 2

h the excep

ad/ Queensw

Whalley R

aching capa

h an associ

mited eroe ment

43

eak

ue

0

ption

way/

Road/

acity

ated

131

8.3.

8.3.

1-01/TA01

5 The res

Queens

capacity

associa

6 It is con

takes n

car use

sults of the

sway/ Moor

y in the Sa

ated queue

nsidered th

o account o

e as a result

e sensitivity

r Lane dem

aturday pea

of 10 pcus.

at the sens

of wider str

t of smarter

y assessme

monstrates

ak with a R

sitivity test

rategy and p

choices ini

RawdFormer Ba

ent for the j

that the jun

RFC of 0.92

represent a

policy meas

tiatives or p


Transpor

junction of

nction will b

27 on Quee

an extreme

sure or furth

peak spread


Whalley R

be approac

ensway with

worst case

her reductio

ding.

mited eroe ment

44

Road/

ching

h an

e. It

on in

131

9.0

9.1

9.1.

9.1.

9.1.

9.1.

9.1.

9.1.

9.1.

1-01/TA01

SUMMA

Summa

1 This rep

with the

Road in

2 The rep

need to

distance

Pedestr

site acc

3 The pro

particul

large re

4 The pr

facilities

parking

has bee

initiative

of trans

5 The ma

but rath

kilomet

catchm

upstrea

6 An asse

anticipa

accomm

parking

7 The im

area ne

ARY AND C

ary

port has ex

e proposed

n Clitheroe.

port has de

o travel, esp

e of local

rian access

cess.

oposed dev

ar public tr

esidential ca

roposed sc

s to encou

g and chang

en develop

es will be a

sport to the

ajority of ca

her transfer

re saving g

ent. Such

am and dow

essment of

ated parkin

modated wi

g on the surr

pacts of th

etwork whic

CONCLUSI

xamined the

redevelopm

monstrated

pecially by c

shops and

s points wil

elopment w

ransport, cy

atchment.

heme wou

rage susta

ging and lo

ed for the s

dopted in o

site.

ar trips to th

rred or link

given the m

h a reduct

wnstream ca

f the propos

ng demand

thin the site

rounding ne

e proposals

h includes t

IONS

e highway a

ment of the

d how the p

car, by prov

d services

ll be provid

will promote

ycling and

ld influenc

ainable trip

ocker facilit

site which d

order to enc

he develop

ed trips, th

more conv

tion in trav

apacity depe

sed parking

d associat

e car park a

etwork.

s have bee

the junction

RawdFormer Ba

and transpo

e former Ba

proposed de

viding retail

and reside

ded from W

accessibilit

walking thr

e travel be

movement

ies for staff

describes t

courage the

ment will n

here is likely

enient loca

vel distance

endent on t

g provision h

ted with t

and therefor

en assesse

ns of:


Transpor

ortation mat

arkers Nurs

evelopment

opportunity

ential area

Whalley Roa

ty by all mo

rough its lo

ehaviour by

s, including

f. An Inter

he strategy

use of sus

ot be new

y to be an

ation of the

e will effec

ravel direct

has demon

the food

re there will

d across a


tters associ

sery off Wha

will reduce

y within wa

as of Clithe

ad via the m

odes of trave

ocation with

y incorpora

g on site c

rim Travel

y through w

stainable mo

to the netw

overall ve

e stores to

ctively imp

ion.

nstrated tha

store can

l be no ove

n agreed s

mited eroe ment

45

ated

alley

e the

lking

eroe.

main

el, in

hin a

ating

cycle

Plan

which

odes

work,

hicle

o the

rove

t the

be

rspill

study

131

9.1.

9.1.

9.2

9.2.

9.2.

1-01/TA01

8 The res

would h

2019 an

9 As requ

been u

develop

should

Boroug

recomm

appeals

basis.

Conclu

1 This re

accessi

walking

would b

Travel P

2 It has a

to trave

transfer

develop

given th

Whalley Ro

Whalley Ro

Woone Lan

Whalley Ro

Whalley Ro

sults of the

have suffici

nd beyond.

uested by h

undertaken

pments with

be noted t

h Council

mendation

s. These a

usions

eport has d

ibility by all

g by virtue o

be put in pl

Plan which

also been d

el, especially

rred trips

pment woul

he more con

oad/ Primros

oad/ Littlemo

ne/ Eshton T

oad/ Greena

oad/ Queen

impact ana

ient capacit

highway off

to exam

hin the stud

hat these a

at the

or subsequ

ssessments

demonstrat

modes of

of its sustain

ace cycle p

would be u

demonstrate

y by car wit

– i.e. the

d not be ne

nvenient loc

se Road;

oor Road/ B

Terrace/ Gr

acre Street

sway/ Moo

lysis demon

ty to accom

ficers at LC

mine the i

dy area tha

applications

present

uent evide

s are theref

ted how th

travel, in p

nable locatio

parking and

sed to influ

ed how the

th regard to

majority o

ew trips on

cation of the

RawdFormer Ba

Beverley Dr

reenacre St

(one-way)

r Lane.

nstrate that

mmodate fo

CC, a sensit

mpact of

at are not

s are not su

time, by

ence submi

fore presen

he propose

articular pu

on and the

d the front o

ence travel

developme

o the elemen

of vehicula

the networ

e store to th


Transpor

rive;

treet;

; and

the local hi

orecast traff

tivity assess

a numbe

considered

upported by

virtue of

itted with

nted on a w

d developm

ublic transpo

physical inf

of the store,

behaviour.

ent would re

nt of pass-b

ar trips to

rk and may

he catchmen


ighway netw

ffic levels u

sment has

er of pote

committed

y Ribble Va

the offic

respect of

without preju

ment prom

ort, cycling

frastructure

, as well as

educe the n

by, diverted

the propo

well be sho

nt.

mited eroe ment

46

work

up to

also

ential

d. It

alley

cer’s

the

udice

motes

and

that

s the

need

and

osed

orter

131

9.2.

9.2.

1-01/TA01

3 The im

assesse

the ope

4 It is co

Plannin

regard t

mpacts of re

ed and it is

erational per

oncluded th

ng Authority

to the local

esidual trip

s evident th

rformance a

hat there a

y from rec

highway ne

ps from the

at these wo

and safety o

re no over

cognising th

etwork.

RawdFormer Ba

e proposed

ould not ha

of the local

rriding reas

hat the pro


Transpor

developme

ave a signifi

highway ne

sons preven

oposal is a


ent have b

ficant impac

etwork.

nting the L

acceptable

mited eroe ment

47

been

ct on

Local

with

FIGURES

Walking Isochrone

Former Barkers Nursery, Clitheroe

Figure 2-2

Cycling Isochrone

Former Barkers Nursery, Clitheroe

Figure 2-3

Barkers Nursery, Clitheroe2013 Survey Traffic Flows

FIGURE 5-1

Littlemoor Road

Beverley Drive

Proposed Site Access

A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

9436

10420

461

109

494

142

387 201

498 209

684213

727193

193 588

112 712 630

696

768

819

146124

136758

35

1

8

28

0

6

6 752 39

4 808 38

8

0

0

5

0

3

62522

68026

55 762

44 808

6781

3542

46

340

33

30

259

18

1026

712

22 28

22 33

4067

269338

Key

Weekday PM Peak hour (1645 - 1745)

Saturday Peak hour (1130 - 1230)

Barkers Nursery, Clitheroe2019 Base Traffic Flows

FIGURE 5-2

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

10466

11449

492

116

528

152

413 214

532 223

730228

777206

206 627

120 761

0 0

0 0

0672

0744

820 0

875 0

156534

147219

37

1

9

30

0

6

6 802 42

4 864 41

9

0

0

5

0

3

66723

72728

59 813

47 864

7187

3845

50

363

35

33

277

19

1128

713

23 30

24 36

4372

287362

Key



Barkers Nursery, ClitheroeCommitted Development - Land off Woone Lane - Residential (3/2011/1064)

FIGURE 5-3

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

11

1

11 1

5 3

3 2

175

21

8

5 17

2

8

5

17

2

8

5

17

2

38

4

117

85

5 1

1

0

3 7

2 5

51

Key



Barkers Nursery, ClitheroeCommitted Development - Land off Henthorn Road - Residential (3/2010/0719)

FIGURE 5-4

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

10

7

18 2

1018

72

39

4 10

7

39

4

10

7

39

4

10

7

8 39

1 4

1510

57 6

8

1

1510

107

Key



Barkers Nursery, Clitheroe2019 Base plus Committed Development Traffic Flows

FIGURE 5-5

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

10486

11456

522

116

531

152

418 217

535 225

757251

785209

245 635

124 767

0 0

0 0

0699

0752

867 0

885 0

156804

147309

37

1

9

30

0

6

6 849 42

4 873 41

9

0

0

5

0

3

67740

73329

105 852

52 868

97104

4650

55

420

35

33

283

19

1228

813

34 37

26 40

6382

297368

Key



Barkers Nursery, ClitheroeNew & Transferred Development Trip Distribution (SWS Distribution)

FIGURE 6-1

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

17%

17%

19% 19%

19%

19%

35%

35%

17% 19%

17% 19%

35% 35%

65% 65%

35%

35%

65%

65%

24%41%

24%41%

24% 24%

41%

41%

13%28%

13%28%

13%

13%

28%28%

17% 17%

6%

6%

6%6%

Key



Barkers Nursery, ClitheroeNew Trips Development Traffic Flows

FIGURE 6-2

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

6

6

6 7

7

6

12

12

6 7

6 6

12 12

23 22

12

12

22

23

814

814

8 8

14

14

510

59

5

5

910

6 6

2

2

22

Key



Barkers Nursery, ClitheroeTransferred Trips Development Traffic Flows

FIGURE 6-3

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

7

17

8 20

8

19

15

37

7 8

17 19

15 36

29 66

15

37

28

68

1118

2542

10 25

17

43

612

1428

6

14

1229

7 17

3

6

37

Key



Barkers Nursery, ClitheroePass-by Trips Development Distribution (Turning Proportions)

FIGURE 6-4

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

55% 54%

45% 46%

45%-45%

46%-46%

-55% 55%

-54% 54%

Key



Barkers Nursery, ClitheroePass-by Trips Development Traffic Flows

FIGURE 6-5

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

53 18

44 16

42-42

16-16

-52 52

-19 19

Key



Barkers Nursery, ClitheroeTotal Development Traffic Flows

FIGURE 6-6

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

13

23

14 26

15

25

27

49

13 15

23 25

81 66

95 104

69-42

66-16

-52 101

-19 110

1932

3356

18 34

31

58

1122

1838

10

19

2139

13 23

5

9

59

Key



Barkers Nursery, Clitheroe2019 Base plus Committed plus Development Traffic Flows

FIGURE 6-7

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

10499

11480

536

116

557

152

418 232

535 250

784251

834209

258 650

146 792

81 66

95 104

69657

66736

815 101

866 110

347124

477869

37

1

27

30

0

40

6 881 42

4 930 41

9

0

0

5

0

3

68762

75167

105 862

52 887

97104

6789

55

420

48

33

283

42

1228

813

39 37

35 40

6891

297368

Key



Barkers Nursery, ClitheroePotential Development - Land West of Whalley Road - Residential (3/2012/0630)

FIGURE 8-1

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

0

0

0 0

0.63 0.32

0.39 0.16

0

0

0.31 0.96

0.08 0.55 0

0

1.27

0.64

0

0

0 0

0.01 1.27 0.06

0.00 0.64 0.03

00

0

0

1.35 1.35

0.68 0.68

3.270.36

0.28

0.02

0.08

0.00

0.65

0.03

0.59 0.76

0.27 0.41

2.620.32

Key



Barkers Nursery, ClitheroePotential Development - Land Off Waddington Road - Residential (3/2012/0913)

FIGURE 8-2

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

96

32

18

12

6

4

28 15

9 5

204

61

22 43

7 14 20

6

65

21

20

6

65

21

20

6

65

21

26 8

52

155

Key



Barkers Nursery, ClitheroePotential Development - Land Off Waddington Road - Residential (3/2012/0942)

FIGURE 8-3

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

14

1

15 10

Key



Barkers Nursery, ClitheroePotential Development - Lawsonsteads, Whalley - Residential (3/2013/0137)

FIGURE 8-4

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

0

0

0 0

1.01 0.52

0.63 0.26

0

0

0.50 1.53

0.14 0.89 0

0

2.04

1.03

0

0

0 0

0.01 2.04 0.10

0.00 1.03 0.04

00

0

0

2.16 2.16

1.09 1.09

3.750.41

0.46

0.04

0.13

0.00

0.75

0.03

0.94 1.22

0.43 0.65

3.000.37

Key



Barkers Nursery, ClitheroeSensitivity Assessment - 2019 Base plus Committed plus Development Traffic Flows

FIGURE 8-5

Littlemoor Road

Beverley Drive


A671 Queensway

B6478 Moor Lane

Greenacre Street

Woone Lane

Eshton Terrace

Woone Lane

Primrose Road

A671 Whalley Road

33505

15482

554

143

563

166

448 248

545 255

804255

841210

281 696

154 807

81 66

95 104

69677

66742

883 101

888 110

347324

477929

37

1

27

30

0

40

6 949 42

4 953 41

9

0

0

5

0

3

70762

75867

109 931

53 909

104105

6789

55

447

48

33

291

42

1328

813

41 39

36 41

7894

312373

Key



APPENDICES

APPENDIX A

SCOPING STUDY

131/TN1 1

Technical Note No. 1 Project: Former Barkers Nursery, Clitheroe Title: Transport Assessment Scoping Note Date: July 2013 1.0 Introduction

1.1 Cameron Rose Associates, on behalf of Bowden Property, have been asked to

provide transport planning and highways advice in order to examine the highway

and transportation issues associated with the proposed redevelopment of the

Barkers Garden Centre site, off Whalley Road, Clitheroe. The development

proposals include the provision of an Aldi food store with a GFA of c. 1,490sqm and

a Non Food retail store with a GFA of c. 460sqm. The development will also

provide c. 94 car parking spaces including four disabled and eight parent and child

parking spaces.

1.2 In order to satisfy the guidelines detailed in the Department for Transport’s

‘Guidance on Transport Assessment’, please find detailed below the proposed

scope and overview information pertaining to the proposed retail development at

the above site; with due regard to the preparation of a supporting Transport

Assessment.

1.3 Information presented below will be provided in full detail within a Transport

Assessment submitted in support of any forthcoming planning application. An

Interim Travel Plan and Servicing Strategy will also accompany the application.

1.4 For ease of reference, the remainder of this Technical Note is set out under the

proposed section heading of the Transport Assessment.

131/TN1 2

2.0 The Development Site

Site Location and Surrounding Area

2.1 The Transport Assessment will provide a full description of the site location. In

brief the site is located within Clitheroe within the Borough of Ribble Valley in

Lancashire. The site lies to the east of the A671 Whalley Road, which provides the

main route into Clitheroe from the A49 to the south. The site location in relation to

the local highway network is illustrated in Figure 1.

Figure 1 – Site Location

2.2 The existing access arrangements, the local highway network and the existing/

permitted uses of the site, will also be detailed within the TA.

Local Highway Network

2.3 Within the Transport Assessment a description of the local highway network will be

included for the proposed study area, defined as part of these pre-application

discussions.

131/TN1 3

2.4 Based on the trip attraction and distribution detailed later in this note, it is proposed

that the study area should include the following junctions:

• Whalley Road/ Site Access – priority controlled junction;

• Whalley Road/ Primrose Road – priority controlled junction;

• Whalley Road/ Littlemoor Road/ Beverley Drive – priority controlled

crossroads;

• Woone Lane/ Eshton Terrace/ Greenacre Street – priority controlled

crossroads;

• Whalley Road/ Greenacre Street (one-way) – priority controlled

junction; and

• Whalley Road/ Queensway/ Moor Lane – mini-roundabout.

Accessibility by Sustainable Modes

2.5 We will review the accessibility credentials of the site with respect to existing

pedestrian, cycle and public transport facilities and the features of the development

which would encourage trips by non-car modes.

3.0 Transport Planning Policy Content

3.1 The Transport Assessment will examine national and local transport policy

objectives relevant to the proposed redevelopment site. The purpose of this will be

to provide the relevant background to demonstrate that the proposed development

is compliant with policy objectives at local and national levels, focusing on the key

transport-related policy aspects. Document that will be reviewed include:

• National Planning Policy Framework (NPPF, 2012);

• Lancashire County Council Local Transport Plan 2011 - 2021 (LTP3,

2011); and

• Ribble Valley District Wide Local Plan, 1998.

131/TN1 4

4.0 The Proposed Development

4.1 The development proposals involve the redevelopment of a brownfield site, off

Whalley Road, Clitheroe. The development proposals include the erection of an

Aldi neighbourhood discount food store of approximately 1,490sqm GFA and a

Pets at Home of approximately 460sqm GFA.

Proposed Means of Access

4.2 The proposed access will be via a priority controlled junction off Whalley Road.

Dropped kerb and tactile paving will be provided over the development access. A

scaled plan of the general access arrangement will be provided within the

Transport Assessment.

4.3 A swept path analysis of the largest vehicle that would use the proposed site

access junctions, a 16.5 metre articulated vehicle, will also be included within the

Transport Assessment. This will demonstrated that the site access junction can

suitably accommodate this size of vehicle.

Parking

4.4 A total of 94 car parking spaces are proposed on site, including four disabled

parking spaces and eight parent and child spaces.

Car Park Capacity Assessment

4.5 An assessment of the potential accumulation within the car park of the proposed

development will be undertaken based on the daily trip rate profiles of similar sites,

within the Transport Assessment.

4.6 The analysis will demonstrate that the maximum accumulation within the car park

can accommodate demand including seasonal peaks, without detriment to the local

highway network.

131/TN1 5

Cycle Parking

4.7 A total provision of four Sheffield hoop cycle parking stands will be provided.

These will be located adjacent to the store entrance to encourage cycle use. It is

anticipated that this will increase the attractiveness of cycling as a mode of

transport by customers and employees of the site. Secure staff lockers will also be

provided within the development.

4.8 The level/ usage of cycle parking will be monitored through the Travel Plan, to

ensure sufficient parking is provided on site.

Servicing

4.9 Servicing of the site would take place via the customer access off Whalley Road.

All service vehicles will enter and leave the site in a forward gear. This is a

common servicing arrangement that has been successfully implemented by Aldi

Stores nationwide. The Transport Assessment will also be accompanied by a

servicing strategy for the site.

4.10 For the Aldi Store, on average only one 16.5m articulated service vehicle would

access the site per day. Another vehicle providing a bread and milk delivery would

also access the store daily.

4.11 A track plot analysis of a 16.5m refrigerated articulated vehicle will be included

within the Transport Assessment, undertaken using AutoTrack, a specialist

computer package that allows designers to assess the swept path of different

vehicles as they negotiate path alignments.

5.0 Baseline Traffic Conditions

Baseline Traffic Flows

5.1 Once the study area is confirmed, surveys will be undertaken for a Weekday AM

(0730 – 0930), PM (1500 – 1830) and Saturday (1000 – 1500) peak periods. We

currently propose to undertake these surveys on Friday 6 and Saturday 7

September 2013 i.e. outside of the school holiday period.

131/TN1 6

Assessment Years

5.2 The base traffic has been growthed for assessment to a design year five years

after anticipated store opening. The TEMPRO database will be interrogated to

obtain growth factors for Clitheroe, using the default planning assumptions.

Example growth factors are provided below and are subject to change dependent

on the anticipated opening of the site.

Table 5-1 – Proposed Growth Factors (Clitheroe 30UL2)

Growth Period AM Weekday Peak Periods

PM Weekday Peak Period

Saturday Peak Period

2013 – 2019 1.0656 1.0677 1.0691 Based on stores opening in 2014

Committed Development Traffic Flows

5.3 The assessment will include the following committed development:

• Residential Development – Land off Henthorn Road, Clitheroe –

development flows will be taken from the 2010 Transport Assessment

(Ref: 1222/3/B/TA) based on 270 dwelling.

5.4 Please provide details of any other committed developments which need to be

taken into consideration within the assessment.

Personal Injury Accident Data

5.5 We will also provide an analysis of the personal-injury accident record data in the

vicinity of the site for the most recently available five year period. Our intended PIA

search area will include the junctions detailed above.

6.0 Development Trip Attraction, Assignment and Distribution

6.1 An estimate of the vehicular trip attraction of the proposed use of the site has been

based on trip rates derived from the TRICS database for the local highway

networks Weekday AM, Weekday PM and Saturday peak hours.

6.2 Travel demand associated with the proposed uses has been estimated based on

gross floor area (GFA) using trip rates derived from the TRICS database.

131/TN1 7

6.3 The DfT’s ‘Guidance for Transport Assessments’ provides the following guidance

regarding the use of TRICS for establishing trip rates to be used in Transport

Assessments:

“If sites with comparable accessibility as well as scale and location cannot be found

when using a standard database system, 85th percentile trip generation rates

should be considered as a starting point for assessment of the baseline trip

generation. The reasons for this are:

i) Since the level of public transport and non-car mode travel for sites within such

trip database is often unknown, a true like for like comparison is unlikely to be

achieved; and

ii) It is considered that the use of average trip rates with deductions for

sustainability measures could result in overly optimistic trip rates for the proposed

development.

In cases where the degree of comparability of source data sites to the development

proposals is difficult to determine, it may be appropriate (in consultation with the

appropriate highway authorities) to undertake a sensitivity analysis using both 85th

percentile and average (50th percentile) trip rates to inform the process of the

differences between these two assumptions.”

6.4 Given the accessible location of the site and the good range of data available within

the TRICS database for the proposed land use, it is considered unlikely that such

85th percentile rates would occur in practice. Notwithstanding this, in order to

ensure a robust assessment, 85th percentile trip attraction rates have also been

included in this assessment, as a sensitivity test.

6.5 To further enhance the robustness of the assessment no account will be taken of

the extant use of the site when calculating the potential impact of the development

proposals on the local highway network.

Aldi Food Store Trip Attraction

131/TN1 8

6.6 The development trip rates have been based on the trip rate profiles of discount

food stores of similar sizes and locations to that of the proposed development.

6.7 The average and 85th percentile trip rates are summarised below in Table 6-1, the

full calculation and output from TRICS is attached in Appendix A.

Table 6-1: Discount Food Store Vehicular Trip Rates per 100sqm GFA

Trip Rate Peak Period Arrivals Departures Two-Way

Average

AM Peak (0800 – 0900)

0.737 0.316 1.053

PM Peak (1600 – 1700)

6.410 7.229 13.639

Saturday Peak (1100 – 1200)

8.304 8.050 16.354

85th %tile

AM Peak (0800 – 0900)

0.990 0.581 1.571

PM Peak (1600 – 1700)

10.168 10.338 20.506


10.860 10.653 22.444

Subject to change dependent on highway peak hours

6.8 The quantum of traffic attracted by the 1,490sqm GFA Aldi food store, based on

these trip rates, is summarised in Table 6-2.

Table 6-2: Discount Food Store Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

11 5 16

PM Peak (1600 – 1700)

96 108 203


124 120 244

85th %tile

AM Peak (0800 – 0900)

15 9 23

PM Peak (1600 – 1700)

152 154 306


162 159 334


131/TN1 9

6.9 The trip attraction of the proposed food store is anticipated to be 16 two-way trips in

the Weekday AM peak hour, 203 two-way trips in the Weekday PM peak hour and

244 in the Saturday peak hour (average trip rates). The 85th percentile trip rates

have also been used in the assessment as a sensitivity test only.

Pets at Home Trip Attraction

6.10 The development trip rates have been based on the trip rate profiles of Other

Individual Non-Food Superstore sites of similar sizes and locations to that of the

proposed development.

6.11 The average and 85th percentile trip rates are summarised below in Table 6-3, the

full calculation and output from TRICS is attached in Appendix A.

Table 6-3: Non Food Retail Vehicular Trip Rates per 100sqm GFA


Average

AM Peak (0800 – 0900)

0.653 0.498 1.151

PM Peak (1600 – 1700)

1.587 1.929 3.516


1.642 1.566 3.208

85th %tile

AM Peak (0800 – 0900)

0.840 0.640 1.480

PM Peak (1600 – 1700)

3.472 4.442 7.913


2.210 1.824 4.034


6.12 The quantum of traffic attracted by the 460sqm GFA non-food retail unit, based on

these trip rates, is summarised in Table 6-4.

131/TN1 10

Table 6-4: Non Food Retail Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

3 2 5

PM Peak (1600 – 1700)

7 9 16


8 7 15

85th %tile

AM Peak (0800 – 0900)

4 3 7

PM Peak (1600 – 1700)

16 20 36


10 8 19


6.13 The trip attraction of the proposed non-food retail unit is anticipated to be five two-

way trips in the Weekday AM peak hour, 16 two-way trips in the Weekday PM peak

hour and 15 in the Saturday peak hour (average trip rates). The 85th percentile trip

rates have also been used in the assessment as a sensitivity test only.

Total Trip Attraction

6.14 The total trip attraction of the proposed development is summarised in Table 6-5.

Table 6-5: Total Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

14 7 21

PM Peak (1600 – 1700)

103 117 219


132 127 259

85th %tile

AM Peak (0800 – 0900)

19 12 30

PM Peak (1600 – 1700)

167 174 342


172 167 353

131/TN1 11

6.15 The total trip attraction of the proposed development is anticipated to be 21 two-

way trips in the Weekday AM peak hour, 219 two-way trips in the Weekday PM

peak hour and 259 in the Saturday peak hour (average trip rates). The 85th

percentile trip rates have also been used in the assessment as a sensitivity test

only.

Trip Types

6.16 It is widely accepted that, the total number of trips attracted to a new retail

development are not comprised wholly of new trips to the local highway network.

Many of the trips may in fact already exist on the network, albeit at another

location, or where a visit to the store will be incorporated into an existing pattern of

travel behaviour. The following vehicular trip types have been identified in

association with new retail developments (Guidance on Transport Assessment,

DfT, 2007):

• New Trips: Trips that do not appear anywhere on the road network prior

to the opening of the development.

• Pass-by Trips: Trips which are already present on the road network

directly adjacent to the point of access to the site, which will turn into

the site.

• Linked Trips: Trips that will have multiple destinations either within the

proposed development site, between both the development site and

existing adjacent sites, or between the development site and an

established town centre.

• Diverted Trips: Trips which are already present on the local road

network but not the road from which the site access is taken and will

divert from their existing use to access the site.

131/TN1 12

• Transferred Trips: Trips which are already present on the local road

network, accessing similar sites in close proximity to the proposed

development. Slightly different from diverted trips, these wholly transfer

from using an existing development to a new one, i.e. shoppers

switching to a new food store that is more conveniently located for

them.

6.17 The importance of non-primary trips, i.e. Pass-by, Linked, Diverted and Transferred

trips are emphasised by retailers who suggest that they rely heavily on these trip

types in order to survive.

6.18 The premise of non-primary trips is one that is particularly true in locations where

the highway network experiences peak hour congestion as customers are unlikely

to embark on a single purpose home based trip to undertake food shopping at

these times. During the hours of peak traffic demand on the local highway network,

it is likely that the majority of customers to the proposed food store, who travel by

car, would have already been present on the local highway network.

6.19 For a robust assessment, it has been assumed that 20% of the vehicular total trips

attracted to the proposed discount food store will be new trips on the network, i.e.

trips that do not appear anywhere on the road network prior to the opening of the

development (the TRICS research paper 95/2 suggested that as few as 10% of

trips to food retail stores could be new trips). 5% of trips are assumed to be linked

trips between the retail units. The remaining 75% of total trips will be non-primary

trips comprising pass-by and transferred trips from other retail units in the local

area. It is assumed that given the sites location, no trips will be diverted.

6.20 Given the location of the proposed site in Clitheroe, adjacent to Whalley Road, a

main route into the centre of Clitheroe, it is considered that a large majority of the

non-primary trips during the busiest peak hours of network demand would comprise

pass-by trips. It is therefore proposed that 55% of trips will be Pass-by Trips.

131/TN1 13

6.21 The remaining 20% of trips will therefore be Transferred Trips. However for

robustness and given the proposed study area, Transferred Trips will be combined

with New Trips for the purpose of this assessment i.e. it is assumed that these trips

did not appear on the road network, within the study area, prior to the opening of

the development.

6.22 On the basis of the above reasoning and evidence presented within TRICS 95/2

the following conservative estimate of the breakdown of development trip

movements has been assumed:

• 40% - New/ Transferred trips (20% New Trips & 20% Transferred trips);

• 55% - Pass-by; and

• 5% - Linked trips.

6.23 The proportions of the total vehicular trips by trip type that are attracted to the

proposed development are summarised in Table 6-6.

Table 6-6: Total Vehicle Trip Attraction by Trip Type

Peak Trip Type Proportion

Trip Generation Trip Generation

Average 85th Percentile

Arr Dep Arr Dep

AM Peak

New/ Transferred

40% 6 3 8 5

Pass-by 55% 8 4 10 7

Linked 5% 1 0 1 1 Total 100% 14 7 19 12

PM Peak

New/ Transferred

40% 41 47 67 70

Pass-by 55% 57 64 92 96 Linked 5% 5 6 8 9 Total 100% 103 117 167 174

Saturday Peak

New/ Transferred

40% 53 51 69 67

Pass-by 55% 73 70 95 92 Linked 5% 7 6 9 8 Total 100% 132 127 172 167

131/TN1 14

Trip Distribution and Assignment

6.24 As detailed in Table 6-6, the trips generated by the development are split into New,

Transferred, Pass-by and Linked Trips. The distribution associated with each trip

type is detailed below.

New/ Transferred Trips

6.25 To reflect the catchment area of the proposed store, assumed to be a seven minute

drive time, the distribution pattern adopted for the development will be based on a

bespoke gravity model.

6.26 The distribution of new and transferred trips on the local highway network has been

based on the population of wards within Clitheroe, within a defined travel time

(seven minute drive time), taking account of the location of other food stores that

are greater than 1,000sqm.

6.27 Based on this assessment the following wards have been identified as those from

where New/ Transferred Trips could be attracted to the proposed development:

Chatburn, St Marys, Salthill, Littlemoor, Primrose, Edisford and Low Moor, Wiswell

and Pendleton, Whalley, Waddington and West Bradford and Aighton, Bailey and

Chaigley.

6.28 A gravity model has been developed to calculate the distribution of these trips

based on journey times between an estimated centroid of the ward (based on

population centre) and the site. A copy of the gravity model and associated

calculations is included in Appendix B.

6.29 The distribution of New and Transferred trips by ward and approach routes are

detailed in Table 6-7.

131/TN1 15

Table 6-7: Proposed Distribution by Ward

Ward Proportion of

Development Traffic Proposed Route

Aighton, Bailey and Chaigley

0.5% Primrose Road - Woone Lane - left onto Eshton

Terrace Chatburn 1.4% A671 Queensway

Edisford and Low Moor 5.8% Primrose Road - Woone Lane - left onto Eshton

Terrace

Littlemoor 20.3% Littlemoor Road

Primrose 21.3% Primrose Road - Woone

Lane

St Mary's 16.5% B6478 for arrivals &

Greenacre Street - Woone Lane north for departures

Salthill 18.2% Littlemoor Road

Waddington and West Bradford

2.6% A671 Queensway

Whalley 9.6% Whalley Road south

Wiswell and Pendleton 3.7% Whalley Road south

Pass-by Trips

6.30 Whalley Road is a main route into Clitheroe. Given that the anticipated catchment

of the proposed discount food store will be local, it is likely that a proportion of trips

to the food store, in the peak hours, will be Pass-by Trips made by people already

using this link. These trips effectively comprise trips which will turn into the

proposed discount food store on their way to/ from other destinations. This would

therefore represent a discount to traffic downstream of the site access for the

duration of the Pass-by Trip to the discount food store, but the trip is subsequently

added back to the network once the food store visit has ended. Thus no reduction

has been made to the traffic on the local highway network outside of the site

access junction. Albeit that the possible trip timeline is extended beyond the

highway network peak hours.

7.0 Impact of Development Proposals on the Local Highway Network

7.1 It is proposed that five junctions, in addition to the site access, will be examined

within the Transport Assessment, namely:

131/TN1 16

• Whalley Road/ Primrose Road – priority controlled junction;

• Whalley Road/ Littlemoor Road – priority controlled junction;

• Woone Lane/ Eshton Terrace/ Greenacre Street – priority controlled

crossroads;

• Whalley Road/ Greenacre Street – priority controlled junction; and

• Whalley Road/ Queensway/ Moor Lane – mini-roundabout.

7.2 Can Lancashire CC please confirm whether any improvement works are proposed

at these junctions, which need to be accounted for in the assessment?

Alternatively assessment will be based on the existing geometry of the junctions.

Assessments will be undertaken using the Junctions 8 software.

7.3 Any potential mitigation works required as a result of the development proposals

will also be detailed in this section.

8.0 Summary and Conclusions

8.1 This section will summarise the findings of the Transport Assessment as detailed in

the previous sections.

8.2 We trust the above scoping exercise provides sufficient detail to enable you to

confirm the parameters of the Transport Assessment. At this time we anticipate

submission of a planning application to be September 2013 and would therefore

welcome your comments as soon as possible.

8.3 In the meantime, should you wish to contact me regarding any of the above

matters, please do not hesitate to do so.

Former Barkers Nursery, Whalley Road, Clitheroe – development as discount store. Comments on Transport Assessment scoping note. I have the following comments on your scoping note. My comments are related to the headings and section numbers used in your scoping note. Local Highway network. The junctions you propose to analyse in 2.4 are acceptable. In addition I am concerned with junctions in Whalley that have been shown to be critical. These are the two mini roundabout junctions on King Street. I would ask that you estimate the amount of traffic generated by the proposed development that may be routed through these junctions. I am not asking for any analysis of these junctions at present, but I would like to consider the operation of these junctions on the basis of the information you provide and then decide whether some analysis of the operation of these junctions is necessary and what mitigation measures may be required. Improvement works are proposed for the junction of Primrose Road and Whalley Road. This entails widening Primrose Road at the junction and providing turning lanes. This is a requirement of condition 24 of the planning permission granted under 3/2011/1064 for the development of a site on Woone Lane for 113 dwellings. There are other works being investigated in connection with improving traffic flows on Woone Lane (north of Greenacre Street) and these works are set out in the Unilateral Undertaking provided by the developers in 3/2010/0719, which is the development of land on Henthorn Road for 270 dwellings. These improvements are not yet finalised, but it entails two alternatives: Woone Lane one way north from Greenacre Street; and keeping Woone Lane two way flow with the introduction of two priority one-way 'give and take' sections. Committed Development traffic flows §5.4 Other committed developments. Please include the following developments and treat them as committed developments. Some of the committed developments will not include any information on Whalley Road, Clitheroe traffic flow predictions, and you should document your own assessment of these traffic flows. 3/2010/0719: 270 dwellings. Henthorn Road, Clitheroe. Approved on appeal. 3/2010/820: 80 dwellings. Riddings Lane, Whalley. Valid consent. 3/2012/0630: 504 dwellings. Barrowlands, Whalley Road, Barrow. (awaiting appeal decision). 3/2012/0637: 137 dwellings. Mitton Road, Whalley Appeal allowed. 3/2012/0913: 345 dwellings. Waddow View, Waddington Road, Clitheroe. Subject to an appeal hearing.

3/2012/0942 Higher Standen Farm, Clitheroe. 1014 dwellings with access on to Littlemoor Road. This is under consideration by RVBC and not yet determined. However, considering this is a location favoured for housing development by RVBC, it appears that there is a reasonable chance of approval. 3/2013/0137: 260 dwellings. Lawsonsteads, Clitheroe Road, Whalley. (55 dwellings already approved here under 3/2012/0687). Under consideration by RVBC and not yet determined. There have been many applications for large developments in and around Clitheroe in the last two or three years. In order to keep up with the cumulative effects on the highway of these developments, LCC's policy now in this area is to ask for consideration, not only of committed developments, but also developments that are subject to an appeal which is not yet determined, and developments for which an application has been made. Having regard to the recent record for appeals by developers against refusal by RVBC, it would appear that the majority of these applications will be approved. The consideration of the projects listed above will result in a more realistic evaluation of the amount of vehicular traffic to be accommodated on the highway and the need for improvements to sustainable transport modes. Developments in Whalley have been included because Clitheroe is the closest commercial centre of any size to Whalley. In particular on a Saturday, there will be shopping trips from Whalley to Clitheroe. Development Trip attraction, assignment and distribution. I agree with your conclusion that the 85th percentile trip attraction rates should be used, but I consider this is desirable for perhaps different reasons. The 85th percentile should be used for the analysis of the traffic generation of the site, rather than solely as a sensitivity test. Since the development flows are based on discount stores, the 85th percentile may be most appropriate, as discussed below It is noted that no discounting will be used for the extant use of the site. However this has been closed for 4 to 5 years and the extent to which this will enhance the robustness of the assessment must be limited. Aldi Food Store Trip Attraction As usual for a retail development, assessment should be carried out on the weekday pm peak (usually a Friday) and a weekend (Saturday) peak. Traffic counts should be used to verify the exact peak hours on the highway network, particularly on Saturday, and these peak hours should be used. The trip rates you propose in order to derive the proposed development flows are taken from the TRICS database and are average trip rates based on a range of discount food stores. These stores in general produce much lower car trips than supermarkets such as Tesco, Sainsbury's or Morrisons. The discount food store sites within TRICS refer in general to ALDI, LIDL and NETTO type stores, often located in areas where car ownership is lower and catering for customers with lower disposable income. The nature of the location of this store in a comparatively affluent area of the Ribble Valley means it may be reasonable to expect higher than average TRICS trip rates. I would also add that, while the proposed application is being made on behalf of a discount food retailer, at present, any permission granted would not restrict the use to discount food

stores only. The application, if granted, could allow for example, a Tesco Express store or similar that would generate potentially much higher trip rates. It should also be noted that the sites used to generate the discount food store trip rate are mostly located in built up urban areas and would attract more foot/cycle journeys than the proposed site which is currently based on the edge of the built up area in a more affluent location than those in the study. For the above reasons I consider that at least 85th percentile trip rates should be used for the food retail element of the assessment. Pets At Home Trip Attraction The non-food retail development has been proposed as a pet store. The supplied TRICS data is calculated from a pet store and an office supplies store, the presented outputs showing noticeably different trip rates for the two retail offers, which when averaged, produces a trip rate considerably lower than that of the pet store alone for the weekday evening peak. The Saturday trip rates are obtained from a number of different non-food retail uses, again none of them are comparable with a pet store. However, as with the food retail element, the permission granted would not restrict the non-food element to a pet store and so a suitable set of trip rates needs to be agreed for this element of the development and so I would recommend going for the 85th percentile figure again as this would cover variation and is closer to the pet store only trip rates obtained using Pets At Home sites only. Trip Types The proportion of the different trip types are the same for all peak periods considered; but I would think that the mix of trips would be different for Saturdays. Please re-consider §6.22. For example, the assumption is made that 55% of the trips to the proposed retail development will be pass-by trips. This suggests that 55% of the trips to the shops are already using Whalley Road at the site. This may be true of a week day but will probably be lower on a Saturday. On a Saturday the proportion of pass-by trips will be reduced and the proportion of new/transferred trips will increase. Please advise what the linked trips (5%) represent. What will these trips be linked to? Trip Distribution and Assignment The conclusions of your gravity model are represented in Table 6-7. This suggests that nearly 40% of trips will use Little Moor Road as a route to the discount shop. This is based on the whole of two wards: Salthill and Littlemoor. I consider that most residents in these areas will not use Little Moor Road and are likely to use Shawbridge Street, Waterloo Road and Queensway leading to Whalley Road. Please reconsider this trip distribution. Trevor Lewis. 7 August, 2013.

131/TN2 1

Technical Note No. 2 Project: Former Barkers Nursery, Clitheroe Title: Response to LCC comments on Transport Assessment Scoping Note Date: August 2013 1.0 Introduction

1.1 The purpose of this Technical Note is to provide a response to the comments

raised by Lancashire County Council’s (LCC) highway officer on the proposed

Transport Assessment Scoping Note. Where requested, additional information is

also provided.

1.2 Cameron Rose Associates (CRA) response to each point is detailed under LCC

comment.

2.0 Local Highway Network

2.1 LCC comment:

The junctions you propose to analyse in 2.4 are acceptable. In addition I am

concerned with junctions in Whalley that have been shown to be critical. These are

the two mini roundabout junctions on King Street. I would ask that you estimate the

amount of traffic generated by the proposed development that may be routed

through these junctions. I am not asking for any analysis of these junctions at

present, but I would like to consider the operation of these junctions on the basis of

the information you provide and then decide whether some analysis of the

operation of these junctions is necessary and what mitigation measures may be

required.

2.2 CRA response:

131/TN2 2

Based on the distribution detailed within the scoping note, an assessment of the

potential distribution of development traffic through the two mini roundabout

junctions on King Street have been undertaken. This demonstrates a potential two-

way flow through these junctions as follows:

• AM Peak – 0 vehicles;

• PM peak – 8 vehicles; and

• Saturday peak – 8 vehicles.

This equates to a maximum increase of one vehicle every 7.5 minutes.

Based on these traffic levels it is proposed that no further assessments will

be undertaken at these junctions, can you please confirm whether this is

acceptable?

2.3 LCC comment:

Improvement works are proposed for the junction of Primrose Road and Whalley

Road. This entails widening Primrose Road at the junction and providing turning

lanes. This is a requirement of condition 24 of the planning permission granted

under 3/2011/1064 for the development of a site on Woone Lane for 113 dwellings.

2.4 CRA response:

These improvements will be included in any future year assessments at the

junction.

2.5 LCC comment:

There are other works being investigated in connection with improving traffic flows

on Woone Lane (north of Greenacre Street) and these works are set out in the

Unilateral Undertaking provided by the developers in 3/2010/0719, which is the

development of land on Henthorn Road for 270 dwellings. These improvements

are not yet finalised, but it entails two alternatives: Woone Lane one way north

from Greenacre Street; and keeping Woone Lane two way flow with the

introduction of two priority one-way 'give and take' sections.

131/TN2 3

2.6 CRA response:

These potential works will be taken into consideration should any mitigation works

be required at the junction in relation to the proposed development. However for

the purpose of the capacity assessments included within the TA, no account of

these works will be taken. Can you please confirm whether this is acceptable?

3.0 Committed Development Traffic Flows

3.1 LCC comment

Please include the following developments and treat them as committed

developments. Some of the committed developments will not include any

information on Whalley Road, Clitheroe traffic flow predictions, and you should

document your own assessment of these traffic flows.

• 3/2010/0719: 270 dwellings. Henthorn Road, Clitheroe. Approved on

appeal.

• 3/2010/820: 80 dwellings. Riddings Lane, Whalley. Valid consent.

• 3/2012/0630: 504 dwellings. Barrowlands, Whalley Road, Barrow.

(awaiting appeal decision).

• 3/2012/0637: 137 dwellings. Mitton Road, Whalley Appeal allowed.

• 3/2012/0913: 345 dwellings. Waddow View, Waddington Road,

Clitheroe. Subject to an appeal hearing.

• 3/2012/0942 Higher Standen Farm, Clitheroe. 1014 dwellings with

access on to Littlemoor Road. This is under consideration by RVBC

and not yet determined. However, considering this is a location

favoured for housing development by RVBC, it appears that there is a

reasonable chance of approval.

131/TN2 4

• 3/2013/0137: 260 dwellings. Lawsonsteads, Clitheroe Road, Whalley.

(55 dwellings already approved here under 3/2012/0687). Under

consideration by RVBC and not yet determined.

There have been many applications for large developments in and around

Clitheroe in the last two or three years. In order to keep up with the cumulative

effects on the highway of these developments, LCC's policy now in this area is to

ask for consideration, not only of committed developments, but also developments

that are subject to an appeal which is not yet determined, and developments for

which an application has been made. Having regard to the recent record for

appeals by developers against refusal by RVBC, it would appear that the majority

of these applications will be approved. The consideration of the projects listed

above will result in a more realistic evaluation of the amount of vehicular traffic to

be accommodated on the highway and the need for improvements to sustainable

transport modes.

3.2 CRA response:

It should be noted that an element of committed developments within the study

area will be accounted for in the growth factors applied to assess a 2019 future

assessment year. The growth factors presented in Table 5-1 of the scoping note

according to TEMPRO account for an increase in 280 households and 451 jobs in

Clitheroe. This has been considered when assessing the impact of the committed

developments below on the study area.

• 3/2010/0719: This will be considered within the TA.

131/TN2 5

• 3/2010/820: According to the applications accompanying TA the

development will generate 12 two way trips during the AM peak and 24

two way trips in the PM peak on Clitheroe Road at the junction with

Wiswell Lane. It is therefore considered that given the distance from

the proposed development that these trips will have dissipated and will

therefore not have a significant impact on the proposed study area.

Therefore, no further account of these will be taken within the TA.

Furthermore, it is considered that an element of these trips will be

accounted for in background traffic growth. Can you please confirm

whether this is acceptable?

• 3/2012/0630: As this is not a committed development no consideration

of this development will be accounted for within the main body of the

TA. However in order for LCC to understand the cumulative impact of

all developments an additional assessment will be undertaken including

this development and reported within a Technical Note appended to the

TA.

It is proposed that the development traffic assigned to Whalley Road in

the TA will be distributed within the study area based on existing turning

proportions. Can you please confirm whether this is acceptable?

• 3/2012/0637: According to the applications accompanying TA the

development will generate 11 two way trips during the AM peak and 12

two way trips in the PM peak on Clitheroe Road at the junction with

Wiswell Lane. It is therefore considered that given the distance from

the proposed development that these trips will have dissipated and will

therefore not have a significant impact on the proposed study area.

Furthermore, it is considered that an element of these trips will be

accounted for in background traffic growth. Therefore, no further

account of these will be taken within the TA. Can you please confirm

whether this is acceptable?

131/TN2 6






TA. Can you please confirm whether this is acceptable?






TA. Can you please confirm whether this is acceptable?






TA.

According to the applications accompanying the TA the development

will generate 52 two way trips during the AM peak and 71 two way trips

in the PM peak on Clitheroe Road at the junction with Wiswell Lane.

These trips will be distributed onto the local highway network based on

the existing turning proportions as per the application. Can you please

confirm whether this is acceptable?

3.3 LCC comment:

Developments in Whalley have been included because Clitheroe is the closest

commercial centre of any size to Whalley. In particular on a Saturday, there will be

shopping trips from Whalley to Clitheroe.

3.4 CRA response:

131/TN2 7

In order to account for the impact of the committed developments on the Saturday

peak period the TRICS database has been examined. Only one survey is available

for a Saturday (NR-03-A-01) which shows a two-way trip rate of 0.324 between

1200 – 1300 hours. Compared with the sum of the AM and PM peak trip rates

presented in the above committed developments the Saturday peak is

approximately 25% lower. Therefore in order to assess the impact of the above

committed developments during the Saturday peak a factor of 0.25 will be applied

to the sum of the AM and PM peak traffic flows. The distribution patterns will

remain unchanged. Can you please confirm whether this is acceptable?

4.0 Development Trip Attraction, Assignment and Distribution

4.1 LCC comment:

I agree with your conclusion that the 85th percentile trip attraction rates should be

used, but I consider this is desirable for perhaps different reasons. The 85th

percentile should be used for the analysis of the traffic generation of the site, rather

than solely as a sensitivity test. Since the development flows are based on

discount stores, the 85th percentile may be most appropriate, as discussed below

It is noted that no discounting will be used for the extant use of the site. However

this has been closed for 4 to 5 years and the extent to which this will enhance the

robustness of the assessment must be limited.

4.2 CRA response:

As requested 85th percentile trip rates will be used in the assessment. Your point

about the site being closed for 4 to 5 years is noted. However the site does have

an existing consent which could become operational at any time without the need

for planning permission. Therefore it will enhance the robustness of the

assessment.

5.0 Aldi Food Store Trip Attraction

5.1 LCC comment:

131/TN2 8

As usual for a retail development, assessment should be carried out on the

weekday pm peak (usually a Friday) and a weekend (Saturday) peak. Traffic

counts should be used to verify the exact peak hours on the highway network,

particularly on Saturday, and these peak hours should be used.

5.2 CRA response:

Based on the above can you please confirm whether an AM peak assessment is

required in the Transport Assessment?

5.3 LCC comment:

The trip rates you propose in order to derive the proposed development flows are

taken from the TRICS database and are average trip rates based on a range of

discount food stores. These stores in general produce much lower car trips than

supermarkets such as Tesco, Sainsbury's or Morrisons. The discount food store

sites within TRICS refer in general to ALDI, LIDL and NETTO type stores, often

located in areas where car ownership is lower and catering for customers with

lower disposable income. The nature of the location of this store in a comparatively

affluent area of the Ribble Valley means it may be reasonable to expect higher than

average TRICS trip rates.

I would also add that, while the proposed application is being made on behalf of a

discount food retailer, at present, any permission granted would not restrict the use

to discount food stores only. The application, if granted, could allow for example, a

Tesco Express store or similar that would generate potentially much higher trip

rates.

It should also be noted that the sites used to generate the discount food store trip

rate are mostly located in built up urban areas and would attract more foot/cycle

journeys than the proposed site which is currently based on the edge of the built up

area in a more affluent location than those in the study.

For the above reasons I consider that at least 85th percentile trip rates should be

used for the food retail element of the assessment.

131/TN2 9

5.4 CRA response:

As requested 85th percentile trip rates will be used in the assessment.

6.0 Pets At Home Trip Attraction

6.1 LCC comment:

The non-food retail development has been proposed as a pet store. The supplied

TRICS data is calculated from a pet store and an office supplies store, the

presented outputs showing noticeably different trip rates for the two retail offers,

which when averaged, produces a trip rate considerably lower than that of the pet

store alone for the weekday evening peak. The Saturday trip rates are obtained

from a number of different non-food retail uses, again none of them are comparable

with a pet store.

However, as with the food retail element, the permission granted would not restrict

the non-food element to a pet store and so a suitable set of trip rates needs to be

agreed for this element of the development and so I would recommend going for

the 85th percentile figure again as this would cover variation and is closer to the pet

store only trip rates obtained using Pets At Home sites only.

6.2 CRA response:

As requested 85th percentile trip rates will be used in the assessment.

7.0 Trip Types

7.1 LCC comment:

The proportion of the different trip types are the same for all peak periods

considered; but I would think that the mix of trips would be different for Saturdays.

Please re-consider §6.22.

131/TN2 10

For example, the assumption is made that 55% of the trips to the proposed retail

development will be pass-by trips. This suggests that 55% of the trips to the shops

are already using Whalley Road at the site. This may be true of a week day but will

probably be lower on a Saturday. On a Saturday the proportion of pass-by trips will

be reduced and the proportion of new/transferred trips will increase.

7.2 CRA response:

Your comments regarding Saturday trip proportions are noted. Please find detailed

below revised proportions for approval.

Table: Trip Types Used in Analysis

Trip Type Weekday

Proportion

Saturday

Proportion

New Trips 20% 20%

Transferred Trips 25% 60%

Pass-By Trips 55% 20%

7.3 LCC comment:

Please advise what the linked trips (5%) represent. What will these trips be linked

to?

7.4 CRA response:

These linked trips represent customers visiting both the food retail and the non-

food retail element of the site during the same trip. The linked trips will be

calculated on the basis of the traffic levels associated with the non-food retail

element, which generate lower traffic levels than the proposed food store i.e. to

avoid double discounting the 5% linked trips will be discounted from the non-food

retail only..

8.0 Trip Distribution and Assignment

8.1 LCC comment:

131/TN2 11

The conclusions of your gravity model are represented in Table 6-7. This suggests

that nearly 40% of trips will use Little Moor Road as a route to the discount shop.

This is based on the whole of two wards: Salthill and Littlemoor. I consider that

most residents in these areas will not use Little Moor Road and are likely to use

Shawbridge Street, Waterloo Road and Queensway leading to Whalley Road.

Please reconsider this trip distribution.

8.2 CRA response

It is proposed that the ward of Littlemoor will access the proposed development via

Littlemoor Road. However based on your comments the ward of Salthill will be

redistributed to allow 80% of traffic to enter the study area via Queensway. 20%

will continue to access the development via Littlemoor Road. Can you please

confirm whether this is acceptable?

�

��

��

�� !"��

�� #��$��%��

�� &��'�(��)��*

�� +,"�-��%��&��$��#��.��/��&��

Dear Cheryl, Thanks for your email. I accept the Saturday peak trips you propose. I also accept the Saturday trip distribution you propose. The proposed sensitivity testing for the developments in the last paragraph of your email is acceptable. Regards, Trevor Lewis.

��

�� !�

��"�#��$�%��&��'��&��$�(��)�*��$�+&�,�

� ��-.��/�� (��$��%��0�� '��0��(��

�

Dear Trevor, Thank you for your email. I think the only outstanding points remaining relate to the committed developments and in particular the Saturday assessment. I have attached a TRICS output and associated calculations which demonstrate that when comparing the average PM peak trip rates for all the Committed Developments (contained within the Transport Assessments for the relevant applications) with the TRICS data available for a Saturday, the following results:

• Saturday peak arrivals are 10% of that of the PM peak arrivals; • Saturday peak departures are 66% of that of the PM peak departures; and • Saturday peak two-way trips are 32% of that of the PM peak two-way trips.

It is therefore proposed that these proportions will be applied to the relevant Committed Developments to calculate Saturday peak trip generation within the study area. Can you please confirm whether this methodology is acceptable. In relation to your comments with regards to the distribution of these Committed Development trips during the Saturday peak, I note your concerns regarding the differing distribution patterns however Clitheroe not only serves as a retail destination but also an employment destination, as is evident from the SWS Census data presented in Technical Note 1. I therefore consider it appropriate to adopted the same distribution as per the Weekday assessment within each application. This will be based on an average of the AM and PM peak distribution. Furthermore, as no Saturday assessments were included within any of the applications under consideration as Committed Development and as all development are situated outside of the defined study area for our clients application, further evidence of the distribution during the Saturday peak is unavailable. It is however proposed that once Committed Development trips enter the study area that they are distribution as per Saturday peak turning proportions defined from the traffic survey undertaken. Can you please confirm whether this methodology is acceptable?

�

For those developments that are not committed (3/2012/0630, 3/2012/0913, 3/2012/0942 & 3/2013/0137), a sensitivity assessment will be included within the Transport Assessment on a without prejudice basis. We would however highlight that these applications are not supported by Ribble Valley Borough Council at the present time, by virtue of the officers recommendation or subsequent evidence submitted with respect of the appeals. As such there must be serious doubt as to whether these sites will come forward. Therefore we do not consider that our clients application should be delayed or accountable for what the outcomes may or may not otherwise be on these sites. However, notwithstanding this we are prepared to undertake the sensitivity tests on a without prejudice basis. Kind regards Cheryl Barratt BA(Hons), MSc, CMILT Associate Cameron Rose Associates

��"�#��$�%��&�� %��&��"�#��&��

��1�� 2�

��'��&��$�(��)�*��$�+&�,�

� ��-.��/�� (��$��%��0�� '��0��(��

�

Dear Cheryl, These are my comments on your Technical Note No.2 and these incorporate comments made in my email dated 9 August. I have used the numbering system of Technical Note No.2. 2.2 I accept that no further assessments need to be carried out for the two mini roundabout junctions

on King Street, Whalley. Thank you for the information you provided on the estimated additional traffic flow at these junctions due to the proposed discount store development.

2.4 OK. 2.6 Your proposal is acceptable. 3.2 I accept that TEMPRO growth factors will take into account some of the smaller developments. 3/2010/0719: OK.

3/2010/820: Your approach is broadly acceptable. Please would you include the narrative concerning developments such as this in the TA. Please also consider and advise the likely traffic flows during the Saturday peak. 3/2012/0630: You suggest that an 'additional assessment' will be undertaken to take into account this and other developments that do not strictly fall within the formal definition of committed developments. The findings of this additional assessment may be significant and should therefore be taken into account in the transport assessment. Please advise what the status of the additional assessment will be. Please also advise how the Saturday peak will be analysed, with respect to the distribution of traffic as this may not be the same as the weekday distribution considered in the TA. 3/2012/0637: Your approach is broadly acceptable. Please would you include the narrative concerning developments such as this in the TA. Please also consider and advise the likely traffic flows during the Saturday peak. 3/2012/0913: You suggest that an 'additional assessment' will be undertaken to take into account this and other developments that do not strictly fall within the formal definition of committed

developments. The findings of this additional assessment may be significant and should therefore be taken into account in the transport assessment. Please advise what the status of the additional assessment will be. 3/2012/0942: See comments for 3/2012/0913 above. 3/2013/0137: See comments for 3/2012/0630.

3.4 You mention that the distribution patterns will remain unchanged. Is this compared with the

distribution patterns of a weekday? I would have thought the distribution patterns would be significantly different. What ever your conclusion is on this, could you please present the evidence and document the reasons for your conclusion.

Also could you provide the details of the reason for your conclusion that the Saturday peak will be approximately 25% lower than the sum of the weekday am peak and pm peak traffic flows.

4.2 OK. 5.2 As previously advised, the am peak period is not required to be considered. 5.4 OK. 6.2 OK. 7.2 This is accepted. 7.4 This is accepted. 8.2 This is accepted. Regards, Trevor Lewis.

Trevor Lewis Traffic and Development Engineer Highways District Office (Pendle & Ribble Valley) Lancashire County Council; 08450 530011.

www.lancashire.gov.uk.�

��

��3�� 1��

��"�#��$�%��&��

��*��$�+&�,)�'��&��$�(�� -.��/�� (��$��%��0�� '��0��(��

�

Trevor, Thank you for prompt response.

4

With regards to the additional junctions in Whalley, I understand that the operation of these junctions maybe of concern to local residents however I would find it difficult to justify the costs of assessing these junctions to my client, based on the volume of traffic expected to travel through the junction. Based on the 2012 PM peak traffic flow included in the planning application 3/2013/0137 there are currently:

• 309 vehicles travelling through the junction of King Street/ Station Road in a southbound direction and 345 travelling in a northbound direction. The proposed development will add approximately four additional vehicles in each direction at this junction, which is less than 1% of traffic making these movements; and

• at the junction of King Street/ Accrington Road 651 vehicles travel through the junction in a southbound direction and 558 travel in a northbound direction. The proposed development will add less than four additional vehicles in each direction at this junction, which again is less than 1% of traffic making these movements.

I would ask that this is taken into consideration when you make your final decision. Kind regards Cheryl Barratt BA(Hons), MSc, CMILT Associate Cameron Rose Associates

��"�#��$�%��&�� %��&��"�#��&��

��3�� 4� ��

��*��$�+&�,)�'��&��$�(�� -.��/�� (��$��%��0�� '��0��(��

�

Dear Cheryl, Thanks for your email. I agree that no am peak period needs to be considered by your transport assessment. The pm weekday peak and the Saturday peak should be considered. I have not been able to contact LCC's strategic highways team today and consequently I do not have a definitive answer to your question concerning the need to include the Whalley mini roundabouts in your transport assessment. You have indicated that the increase in traffic through these two junctions as a result of the development of the proposed discount store would be low. However, my opinion is that these junctions should nevertheless be included in your study because of the sensitivity and awareness of residents and elected members to the possible undesirable effects of new development in this area. We need to demonstrate to the local communities that we have seriously taken their concerns into account. I think these two questions are the urgent ones you wanted answers to today. If you need any further information from me today, please phone or email me. Otherwise, I hope you have a good holiday. Regards, Trevor Lewis. 01254 828064

Trevor Lewis Traffic and Development Engineer Highways District Office (Pendle & Ribble Valley)

1

Lancashire County Council; 08450 530011.


��

�� 13��"�#��$�%��&��

� ��-.��/�� (��$��%��0�� '��0��(��

�

Trevor, Thank you for your comments. Please find attached our response for your approval, as well as the additional information requested. I would be grateful if prior to receiving a more detailed response you could confirm whether you are happy for the Transport Assessment to focus on a Friday PM and Saturday peak period and that no AM peak assessment will be required, in order to allow commissioning of traffic surveys. Kind regards Cheryl Barratt BA(Hons), MSc, CMILT Associate Cameron Rose Associates

��"�#��$�%��&�� %��&��"�#��&��

��2�� 3�14�

��

��-��5��)�*��$�+&�,)�'��&��$�(�� -.��/�� (��$��%��0�� '��0��(��

�

Dear Cheryl, I have some comments on your scoping note and these are explained in the attached document. Regards, Trevor Lewis.

Trevor Lewis Traffic and Development Engineer Highways District Office (Pendle & Ribble Valley) Lancashire County Council; 08450 530011.


!

��

�� 6�� 3��3�

��"�#��$�%��&�� /*��/�� (��$��%��0�� '��0��(��

�

Trevor, Have you had chance to review our scoping note in relation to the above development? Kind regards Cheryl Barratt BA(Hons), MSc, CMILT Associate Cameron Rose Associates

��

��3�6�� !��7��&��#��&��7�

� ��/�� (��$��%��0�� '��0��(��

�

Trevor, Further to our meeting and subsequent correspondence, please find attached the proposed scope of works for the Transport Assessment at the above development site. We trust the above scoping exercise provides sufficient detail to enable you to confirm the parameters of the Transport Assessment. At this time we anticipate submission of a planning application to be September 2013 and would therefore welcome your comments as soon as possible. In the meantime, should you wish to contact me regarding any of the above matters, please do not hesitate to do so. Kind regards, Cheryl Barratt BA(Hons), MSc, CMILT Associate Cameron Rose Associates, Windsor House, 5a King Street, Newcastle-under-Lyme, Staffordshire, ST5 1EH T: 07794 251552 E: [email protected] W: www.cameron-rose.co.uk Disclaimer: Cameron Rose Associates shall not be liable for any loss caused from reliance on the contents, or due to any errors, bugs viruses or malicious code. Any enclosure with this content should be checked for viruses before it is opened. The company cannot be held responsible for any failure by the recipient to test for viruses before opening any enclosures. This e-mail and any files transmitted with it are confidential and solely for the use of the intended recipient. If you are not the intended recipient, any unauthorised review, use, re-transmission, dissemination, copying, disclosure or other use of, or taking of an action in reliance upon, this content is strictly prohibited. �

********************

This e-mail contains information intended for the addressee only.

It may be confidential and may be the subject of legal and/or professional privilege.

If you are not the addressee you are not authorised to disseminate, distribute, copy or use this e-mail or any attachment to it.

The content may be personal or contain personal opinions and unless specifically stated or followed up in writing, the content cannot be taken to form a contract or to be an expression of the County Council's position.

Lancashire County Council reserves the right to monitor all incoming and outgoing email.

Lancashire County Council has taken reasonable steps to ensure that outgoing communications do not contain malicious software and it is your responsibility to carry out any checks on this email before accepting the email and opening attachments.

APPENDIX B

DEVELOPMENT PROPOSALS

FieldLime

Holly Lodge

80.2mMeadow

CroftSpiders

159

High

75.3m

WebTrees

202

LB

157

Oakhurst

UNIT 1ALDI

UNIT 26000 sq ft4.5 m to internal eaves

79.58

79.45

79.3

7

79.1

2

78.8

2

78.4

3

77.0

1

76.5

6

76.28

76.18

75.78

75.62

75.3

8

75.5

3

75.65

75.88

76.26

76.30

76.6

7

77.0

2

78.1

2

78.8

5

79.2

4

79.4

3

79.50

79.66

77.65 77.75

77.55

77.08

75.15

74.7

4

75.4

3

76.0

5

76.6

3

77.3

4

78.0

3

78.5

8

79.0

4

79.5

1

79.41

79.3

6

78.9

3

78.4

1

77.8

477

.86

78.4

7

78.9

7

79.4

1

79.43

79.27

77.93

78.6

178

.64

79.1

6

79.3

679

.38

79.2

3

78.7

378

.61

78.85

79.13

79.46

78.82

78.12

77.71

79.81

77.95

78.06

77.91

78.04

79.17

78.24

78.86

78.75

76.6

2

75.9

6

75.87

75.9276.11

76.26

76.1676.01

76.00

76.0

5

76.6

9

76.19

76.26

75.99

75.8

8

75.3

1

75.60

76.70

77.67

78.29

78.65

78.93

79.22

79.6979.83

77.94

77.3177.24

75.39

75.1

575

.23

75.46

78.06

74.96

74.6974.78

75.41

75.60

78.21

76.26

76.76

76.69

77.32

77.38

78.09

78.25

78.41

79.12

78.26

79.21

79.1379.22

79.24

79.67

79.77

79.71

79.54

79.51

79.49

79.4979

.43

79.20

79.22

79.69

79.07

78.95

79.06

79.04

78.90

78.67

78.44

78.21

78.57

78.91

78.93

79.75

79.77

79.89

79.97

79.46

79.38

79.18

79.47

79.44

79.43

79.31

78.53

78.35

78.70

78.54

78.56

79.30

79.11

79.44

79.20

79.02

78.65

78.09

77.81

77.37

77.21

76.76

76.76

76.86

76.98

77.12

77.28 77

.32

77.34

77.43

77.49

77.52

77.58

77.63

77.71 77

.83 77.84

77.91

78.60

78.34

78.16

77.68

77.96

78.20

77.02

79.53

79.45

79.04

79.4479

.23

79.32

79.40

77.46

77.32

78.34

78.43

78.54

77.99

78.04

78.1078

.2878

.39

77.82

76.43 77

.00

78.15

78.13

77.97

77.46

76.93

76.08

76.71

78.24 78

.38

78.14

79.09

(79.86

)

(79.77

)

(78.26

)

(78.24

) (79.78

)

(78.24

)

(77.84

)

(76.16

)

(77.55

) (78.64

)

(79.21

) (79.56

) (79.30

)

(80.66

)

(77.38

)

79.79

79.76

79.44

79.42

79.06

77.57

SO1

SO2

SO3

SO4

WST

WST

G MH CL

MH CL

WSV

FH

WSV

G

WSV

WST

G

WM

WST

GWSV

BS

PT

PT

G

LP

MH CL

MH CL

BENCH

NP

G

STUMP

LP

TP BT

LP

LP

LP

STUMP

STUMP

STUMP STUMP

MH CL

IC

STUMP

STUMP

STUMP

STUMPSTUMP

STUMPSTUMPSTUMP

RS

RS

PTPT

PT

G1.5

P/R

G3.0

P/R

P/R

G0.8 G1.7

G1.1

MG

G1.2

G1.4

G2.2

G2.5

G2.5

G2.3 G3.0

G3.0

CH/L

O/H TELE

G0.8

STO

NE

RTW

TARMAC

BUSHES

G2.5

WH

ALL

EY R

OA

D

BEVERLEYDRIVE

LITTLEMOOR ROAD

O/H TELE

G1.8

G1.8

G1.8

P/W

P/W

CO

NIF

ERS

BRICK WALL

HOUSING

C/B

HOUSING

BUS

SHEL

TER

HOUSING

TAR

MA

C

STONE RTW

SHRUBS

G2.0

P/R

SWP/R

BRICK WALL

MG

C/BG0.6

G0.4

BS

SIGN

79.02

P/R

gate

2m pallisade fence

Service Area

15850mm

3520

0mm

1800

Can

opy

flagged path

tegular sett paving path

tegular sett paving path

bitimen macadam paving

existing wall returns

footpath returns

Shrub planting

Shrub planting

Shrub planting Hedge infils gate position

Shrub planting

Silver Birch Trees underplanted with ground cover

Shrub planting

Shrub planting

cycle parking

trolley shelter

cycle parking

100 car spaces

Shrub planting flagged path

tegular pavers

Shrub planting

bitimen macadam paving

Concrete service ramp to loading dock

Damson Consultancy LimitedThe Stables,Levens hall,

Kendal LA8 0PD015395 61763

[email protected]

Project Drawing Title

Drawing No

Client

Status

Scale

Drawn Date

PROPOSED ALDI & SECOND RETAIL UNIT

FORMER BARKERS NURSERYWHALLEY ROADCLITHEROE BB7 1HT

RAWDON INVESTMENTS LTD

PLANNING APPLICATION DRAWING

1:200 Drwg size

A1

TH 29.11.13

PROPOSED SITE PLAN

13009- P103 rev

architects and landscape designers

consultancy

APPENDIX C

GENERAL ACCESS ARRANGEMENT AND SWEPT PATH

AUTOTRACK ANALYSIS

APPENDIX D

FRAMEWORK TRAVEL PLAN

F

F

RA

FORMER B

C

FRAMEWO

PREPARE

AWDON IN

BARKERS

CLITHERO

ORK TRAV

ED ON BE

NVESTMEN

S NURSER

OE

VEL PLAN

EHALF OF

NTS LIMIT

RY

N

:

TED

W

Newcas

Windsor Ho

5a King S

stle under L

ST5

ouse

treet

Lyme

1EH

CON

1.0 2.0 3.0 4.0 5.0 6.0

NTENTS

INTRODDEVELOPROPOSIMPLEMTARGETCONCLU

DUCTION .OPMENT PSED TRAV

MENTATIOTS - STAFUSIONS ..

................PROPOSAVEL PLAN

ON AND REFF .............................

RawdFormer Ba

................ALS ..........N INITIATIVEVIEW .....................................


Framewo

................

................VES .........................................................

tments Limsery, Clithe

ork Travel P

................

................

................

................

................

................

mited eroe Plan

... 1

... 2

... 3

... 7

..10

..11

131

1.0

1.1.

1.1.

1-01/Appen

INTROD

1 This F

Associa

applicat

former

relevan

initiative

will, prio

2 This Fr

indicato

adminis

prepare

produce

requirem

will be c

travel c

Ribble V

ndix D

DUCTION

Framework

ates on be

tion for a d

Barkers N

t to both st

es to maxim

or to trading

ramework

ors for the

ster the Pla

e and impl

ed by each

ments set o

completed w

characteristi

Valley Boro

Travel Pl

ehalf of Raw

iscount food

Nursery, off

taff and cu

mise the su

g, be develo

Travel Plan

e site. R

n centrally a

ement the

h operator

out in the F

within six m

ic surveys t

ough Counc

an has b

wdon Inve

d store and

f the A671

stomers of

ustainable tr

oped as a s

n sets out

Rawdon Inv

and will adv

ir own sub

will be co

Framework

months of oc

to be unde

cil.

RawdFormer Ba

een produ

stments Lim

d non-food

Whalley R

the propos

ransport op

tand-alone

the overa

vestments

vise each u

bsidiary Tra

onsistent w

Travel Plan

ccupation o

ertaken and


Framewo

uced by C

mited, in s

retail unit a

Road. Thi

sed units a

pportunities

document.

all outcome

Limited as

nit of their r

avel Plan.

ith the wid

n. Individu

of the site, t

suitable co


ork Travel P

Cameron R

support of

at the site o

is documen

and will sug

of the site

es, targets

s landlord

requiremen

Travel P

der targets

al Travel P

to allow tim

onsultation

mited eroe Plan

1

Rose

their

f the

nt is

ggest

and

and

will

ts to

Plans

and

Plans

e for

with

131

2.0

2.1.

2.1.

2.1.

2.1.

1-01/Appen

DEVEL

1 The dev

Nursery

area an

car pa

spaces

2 The pr

Assess

3 The exi

TA and

develop

custom

4 The pr

reasona

reducin

needs.

accesse

ndix D

LOPMENT P

velopment

y to include

nd a 593sqm

rking spac

) and stand

roposed sit

ment (TA).

isting highw

d the full d

pment propo

ers. Chang

roposed d

able walking

ng the need

Frequent

ed within a

PROPOSAL

proposals i

e a discoun

m Non-food

es (includi

s to accom

te layout is

way infrastru

details of th

osal include

ging and loc

evelopmen

g and cyclin

for these r

t bus serv

short walk o

LS

nclude the

nt food sto

d retail unit,

ng four di

modate eig

s included

ucture has

he develop

es provision

cker facilitie

t would p

ng distance

residents to

ices to a

of the site.

RawdFormer Ba

redevelopm

ore of appro

with associ

sabled and

ght bicycles.

as Appen

been discu

ment propo

n for on-site

es will be pro

provide ret

e of large re

o travel furth

range of l


Framewo

ment of the

oximately 1

iated servic

d eight pa

.

ndix B to

ussed in Se

osal in Sec

cycle parki

ovided for s

tail opportu

sidential ca

her for their

ocal destin


ork Travel P

former Bar

1,490sqm s

ce area and

arent and c

the Trans

ection 2.0 of

ction 4.0.

ing for staff

staff.

unity withi

atchment ar

r food shop

nations can

mited eroe Plan

2

rkers

sales

100

child

sport

f the

The

f and

n a

reas,

pping

n be

131

3.0

3.1.

3.1.

3.2

3.2.

3.2.

3.2.

1-01/Appen

PROPO

1 An Ald

approxi

food ret

site. Th

travel i

therefor

howeve

choice

facilities

2 Feature

the site

Other I

1 Staff an

such as

appropr

2 To furth

Rawdon

includin

Cycling

3 Cycling

encoura

implem

ndix D

OSED TRAV

di store us

mately sev

tail unit will

herefore the

nitiatives is

re greatest

er, that Aldi

of transpo

s and inform

es of the de

include:

Frequent b

within a sho

10 cycle pa

stands;

Changing a

Pedestrian

nitiatives

nd custome

s walking, c

riate facilitie

her encoura

n Investme

ng:

is a key m

age cycling

enting the i

VEL PLAN

sually has

ven on site

have a wor

e opportunit

s minimal.

t opportuni

and the No

rt but can

mation.

evelopment

bus services

ort walking

arking space

and locker f

links from t

rs will be e

cycling and

es and in-st

age travel t

nts Limited

mode of sust

g as part of

nitiatives de

INITIATIVE

up to 35

at any one

rkforce of a

ty to influen

The prima

ity for mod

on-food reta

seek to in

t proposal t

s to a numb

distance of

es, through

facilities wo

the store to

encouraged

bus travel t

tore public t

to the site b

as landlord

tainable tra

f the sites T

etailed belo

RawdFormer Ba

ES

5 staff em

e time. It is

pproximate

nce travel to

ary source

dal shift is

ail unit cann

nfluence it

hat would e

ber of local

f the site;

h the provisi

uld be prov

the local h

to use sus

to access th

transport inf

by modes o

d will consi

ansport and

Travel Plan

ow;


Framewo

ployed at

s anticipate

ly 16 staff e

o the site by

of traffic g

s customer

not dictate t

by provisio

encourage

destination

ion of seven

ided for sta

ighway netw

tainable for

he store by

formation.

other than t

der other m

it is therefo

n; this will b


ork Travel P

the site,

ed that the

employed a

y means of

generation

rs. It is c

their custom

on of adeq

non-car trip

ns are avail

n Sheffield

aff; and

work.

rms of trans

the provisio

the private

modal initiat

ore importa

be achieve

mited eroe Plan

3

with

non-

t the

staff

and

clear

mers’

uate

ps to

lable

loop

sport

on of

car,

tives

nt to

d by

131

3.2.

3.2.

3.2.

1-01/Appen

Walking

4 The pe

safe an

encoura

Car Sha

5 The ava

store c

are sm

another

6 The Tra

employ

(www.li

comme

promoti

provide

opening

date.

ndix D

The provis

shoppers a

Provision fo

Bicycles a

stores. Th

to purchase

mode of tra

g

destrian en

nd conven

age this mo

Direct pede

and pedest

The provisi

provide pe

safety and

aring Schem

ailability of

annot dicta

mall. Neve

r member o

avel Plan C

ees and wi

ftshare.com

encement

ional mater

ed by the T

g and contin

sion of saf

as described

or in-store c

re regularly

is provides

e bicycles a

ansport.

nvironment

ient routes

ode of trans

estrian links

trian crossin

ion of adeq

edestrians

encouragin

me

car sharing

ate car sha

ertheless e

of staff lives

Co-ordinato

ll promote n

m). These

of emplo

rial displaye

Travel Plan

nually moni

fe and con

d above;

cycle storag

y available

a good opp

at greatly di

has to be s

s to and f

port, Aldi as

s within the

ngs; and

uate street

with a we

ng pedestria

g schemes

ring among

employees

close by.

orwill prom

national car

schemes w

oyment an

ed on notic

Co-ordinat

itored to en

RawdFormer Ba

nvenient cy

ge facilities f

e as ‘speci

portunity for

iscounted ra

such that it

from their

s landlords

e site by m

lighting an

ell-lit enviro

an moveme

is limited in

g customer

will be en

mote the us

r sharing sc

will be prom

nd continu

ce boards.

tor within th

sure the inf


Framewo

ycle parkin

for employe

al purchas

r staff and c

ates thus e

provides p

origin/ des

will provide

eans of sui

d lighting w

onment hen

nts.

n the case

s and emp

couraged t

e of car sh

chemes suc

moted to em

ually prom

This info

hree month

formation p


ork Travel P

ng facilities

ees; and

ses’ within

customers a

encouraging

pedestrians

stinations.

e the followi

itable footp

within the si

nce enhan

of retail, as

ployee num

to car-sha

haring amo

ch as Lift S

mployees u

moted thro

ormation wi

hs of the st

rovided is u

mited eroe Plan

4

s for

Aldi

alike

g this

with

To

ng:

paths

te to

ncing

s the

bers

re if

ongst

hare

upon

ough

ll be

tores

up to

131

3.2.

3.2.

3.2.

3.2.

3.2.

3.2.

3.2.

1-01/Appen

Aldi Ser

7 Aldi ser

kilomet

lorry pe

delivery

8 The art

delivers

vehicle

9 Deliveri

peak p

during t

Non-Fo

10 It is ant

delivery

11 Deliveri

peak p

during t

Provisio

12 Each ne

part of

aware o

transpo

public t

13 If the m

forms o

adequa

ndix D

rvicing

rvice delive

res. Each

er day plus

y pattern as

iculated veh

s to a numb

kilometres

ies to the s

periods nam

the evening

ood Retail U

ticipated th

y by light go

ies to the s

periods nam

the evening

on of Inform

ew membe

their staff

of the adva

ort to and fro

ransport alt

message is

of transport

ate informat

Bus stop

provided w

eries are ca

store receiv

a single loc

ssociated wi

hicles opera

ber of store

and therefo

store will ai

mely 0800

g.

Unit Servicin

at the non-

oods vehicle

store will ai

mely 0800

g.

mation

r of staff wi

induction.

ntages, acc

om the stor

ternatives.

s to be por

t are prefer

ion is availa

location, ti

ithin the sto

arried out in

ves an ave

cal delivery

ith larger fo

ate from a c

es in a spec

ore reduces

im to arrive

– 0900 du

ng

-food retail

e per week.

im to arrive

– 0900 du

ill be briefed

In this way

cessibility a

re, given its

rtrayed to s

rable to the

able in the s

imetable in

ore;

RawdFormer Ba

n such a w

rage of thre

y. This is s

od supersto

central distr

cific circuit

s emissions

e outside o

uring the m

unit will re

e outside o

uring the m

d on all asp

y, each new

and conveni

s location an

staff and c

e private ca

store; to this

nformation


Framewo

way as to m

ee deliverie

ubstantially

ores.

ribution cen

and in this

.

f the estab

morning and

ceive an av

f the estab

morning and

pects of the

w member

ience of no

nd therefore

ustomers th

ar, then it is

s end:

and route


ork Travel P

minimise ve

s by articul

y lower than

ntre. Each

way minim

blished high

d 1700 – 1

verage of t

blished high

d 1700 – 1

e Travel Pla

of staff wi

on-car mode

e abundanc

hat sustain

s essential

plans wil

mited eroe Plan

5

hicle

ated

n the

lorry

mises

hway

1800

hree

hway

1800

n as

ll be

es of

ce of

nable

that

l be

131

3.2.

1-01/Appen

14 Aldi and

co-ordin

and loc

ndix D

The above

the staff ind

Information

environmen

Copies of

sustainable

d the Non-f

nating the T

cated in the

information

duction proc

n on the ben

nt will be pr

relevant cy

e forms of tr

food retail u

Travel Plan

appropriate

n will be pr

cess;

neficial effe

rovided in th

ycle maps

ransport.

unit will app

n and ensur

e location.

RawdFormer Ba

rovided to n

ects of cycli

he form of le

will be pr

point a perso

ring that the


Framewo

new employ

ng on both

eaflets to al

ovided, thu

on(s) to be

e informatio


ork Travel P

yees as pa

health and

l staff; and

us encoura

responsible

on is up to

mited eroe Plan

6

art of

d the

aging

e for

date

131

4.0

4.1.

4.1.

4.1.

4.1.

4.1.

4.1.

4.1.

4.1.

1-01/Appen

IMPLEM

1 In orde

staff tra

Plan Co

on-goin

submitt

2 The Tra

store, to

the Pla

ordinato

of the P

3 The Fin

Co-ordi

4 The Tra

Plan an

liaising

5 The Tra

Final T

Plan an

6 Ribble

Plan Co

ordinato

various

Ribble

operato

7 It is env

Store M

to Ribb

8 The Tr

employ

the deta

ndix D

MENTATIO

er to establ

avel pattern

o-ordinator

ng monitori

ted to Ribble

avel Plan C

o implemen

an amongst

ors will play

Plans measu

nal Travel P

nator.

avel Plan C

nd be resp

with Ribble

avel Plan C

ravel Plan

nd to monito

Valley Boro

o-ordinator(

or(s) will be

organisatio

Valley Bo

ors and othe

visaged tha

Managers.

le Valley Bo

ravel Plan

ees, visitor

ailed Travel

ON AND RE

ish an effe

s and attitu

will be app

ng and an

e Valley Bo

Co-ordinato

nt the Trave

employees

y a key role

ures.

Plan will set

Co-ordinator

ponsible for

e Valley Bor

Co-ordinato

and will be

or the effect

ough Coun

(s) upon the

e advised of

ons with w

rough Cou

er key stake

at the Trave

The contac

orough Cou

Co-ordina

rs and othe

l Plan that w

EVIEW

ective Trave

udes to trav

pointed for

nnual surv

orough Coun

rs will be a

el Plan and t

s and visito

e in the prom

out specific

r will overse

r monitoring

rough Coun

or will be re

e required t

tiveness of

cil will be n

eir appointm

f the names

whom they w

uncil Travel

eholders.

el Plan Co-

ct details of

uncil, prior to

ator(s) will

er outside o

will be deve

RawdFormer Ba

el Plan, a c

el will need

each unit w

eys. Info

ncil.

appointed p

to promote

ors of the s

motion of th

c details on

ee the over

g the effec

ncil.

esponsible

to develop

the Plan.

notified of t

ment and sim

s of the rele

will be requ

l Planning

-ordinators

f the Store

o the store

be the f

organisation

eloped.


Framewo

coherent un

d to be colle

who will be

rmation ga

prior to the

the aims an

site. The T

he Plan and

the role of

rall operatio

ctiveness of

for the pre

and implem

the name(s

milarly the T

evant conta

uired to co

officers, p

role will be

Managers w

opening.

irst point

ns in all ma


ork Travel P

nderstandin

ected. A Tr

responsible

athered wil

opening of

nd objective

Travel Plan

d in the deli

the Travel

on of the Tr

f the Plan

eparation of

ment the Tr

s) of the Tr

Travel Plan

act details a

onsult, inclu

public trans

e fulfilled by

will be prov

of contact

atters regar

mited eroe Plan

7

ng of

ravel

e for

l be

f the

es of

Co-

ivery

Plan

ravel

and

f the

ravel

ravel

Co-

t the

uding

sport

y the

vided

t for

rding

131

4.1.

4.1.

1-01/Appen

9 The gen

10 The Tra

ndix D

neral respo

Implementi

that these

review and

Developing

that effectiv

On-going r

objectives

required.

update the

Ensuring th

and are ma

them, to pro

To use effe

in the prom

site; and

To work to

manageme

effectively

delivered.

avel Plan w

Prior to de

survey pro-

Three mon

undertaken

months (th

representat

new travel

nsibilities o

ng Travel P

measures

assessmen

g, managing

ve sustainab

review and

are being

The Travel

Travel Plan

hat all empl

ade aware o

omote susta

ective mark

motion of th

ogether with

ent and mo

undertaken

ill be implem

evelopment

-forma will b

nths after o

n and report

his informat

tive data on

routine); an

f the Travel

Plan measu

are realisti

nt of their s

g and imple

ble transpo

assessmen

achieved

l Plan Co-o

n to ensure

loyees and

of all of the

ainable trav

keting and a

e Travel Pl

h the local

onitoring of

n and that t

mented and

occupation

be agreed;

occupation

rted to Ribb

tion will be

nce staff ha

nd

RawdFormer Ba

l Plan Co-o

ures across

c and achie

uccess;

ementing th

rt solutions

nt of the T

and initiat

ordinator(s)

their succe

visitors ha

travel choi

vel;

awareness-

lan and sus

highway au

f the Trave

the Travel

d monitored

n a final tr

the initial s

ble Valley B

e gathered

ave establis


Framewo

rdinator(s) w

s the site a

evable, thro

he Travel P

can be ach

ravel Plan

ing new m

) will also b

ess;

ve good tra

ces they ha

-raising sch

stainable tra

uthority to e

el Plan is

Plan meas

as set belo

avel plan a

staff travel

Borough Cou

after this t

shed themse


ork Travel P

will include:

nd for ensu

ough contin

Plan strateg

hieved;

to determi

measures w

be expecte

avel informa

ave availab

hemes to a

avel across

ensure that

efficiently

sures are b

ow:

and staff tr

survey wil

uncil within

time to en

elves in to

mited eroe Plan

8

:

uring

nued

y so

ne if

when

ed to

ation

ble to

ssist

s the

t the

and

being

ravel

ll be

two

sure

their

131

4.2

4.2.

4.2.

1-01/Appen

Summa

1 There a

submitt

2 The fol

and set

the Raw

Table 4

Agre

Iss(exc

patter

Occu

Und

Issuep

Infraspede

paAppo

Issue

De

PerTra

ndix D

Annually th

travel surve

Council wit

ary of Fram

are a numb

ted, agreed

lowing tabl

ts the frame

wdon Invest

4-1: Frame

Item/Mement of Fr

Plsue draft Fincluding detarns) to Ribb

Council foupier to be n

Plan ob

dertake staf

e Travel Plapatterns anstructure meestrian/ cyclarking) to beointment of

ordin

e ‘Employeeall emp

evelop/ promsch

riod of formaavel Plan by

hereafter for

ey will be un

hin two mon

mework for

ber of elem

and implem

e therefore

ework whic

tments Limi

ework for Im

Measure ramework Tlan nal Travel Pails of staff tle Valley Bo

or approvalnotified of T

bligations

ff travel surv

n with staff d set targeteasures (upe access, ,

e implementTravel Plan

nator

e Travel Pacployees

mote car-sheme al monitoriny the Develo

r a period o

ndertaken a

nths.

Implemen

ments of the

mented at d

e summaris

ch will form

ited and Rib

mplementa

Travel

Plan travel orough

3

Travel

veys

Wf

travel ts pgrade

cycle ted n Co- 3

cks’ to

hare

ng of oper

RawdFormer Ba

of five years

and reported

tation

e Travel P

ifferent time

ses the key

the basis o

bble Valley

ation

TimPrior to iss

per

3 months prof the d

Within the occ

Within 3 monfood store/ annually fo

yWithin

underta

Prior to ocdeve

3 months prof the d

At commemp

Within tranotic

5 years fromthe De


Framewo

s after occu

d to Ribble

lan which w

escales.

y areas of

of the agree

Borough Co

mescale sue of plannrmission

rior to occupdevelopmen

lease and ucupation nths of openretail unit. r a period oyears. 2 months oking survey

ccupation ofelopment

rior to occupdevelopmen

mencement ployment

vel packs &ce boards. m Occupatievelopment


ork Travel P

upation the

Valley Boro

will need to

implementa

ement betw

ouncil.

ning

pation nt

upon

ning of Then

of five

of ys

f the

pation nt

of

& on

ion of t

mited eroe Plan

9

staff

ough

o be

ation

ween

131

5.0

5.1.

5.1.

5.1.

1-01/Appen

TARGE

1 Travel

and up

Council

2 Travel p

travel p

out rev

enable

3 It shou

individu

than a

replace

into acc

ndix D

ETS - STAF

Plan targets

pdated ann

l to set suita

plans evolv

patterns may

views of sta

the Travel P

ld be recog

ual choosin

ny apparen

ed by a car

count at the

FF

s will be fo

ually. The

able targets

ve over time

y be liable t

aff travel b

Plan initiativ

gnised that

g an altern

nt modal s

driver or vi

e time of the

rmally set f

e Travel P

s.

e and adapt

to change o

ehaviour.

ves to be ad

t a genuine

native mean

shifts caus

ice versa).

e annual rev

RawdFormer Ba

following th

lan Co-ord

t to changin

over time, it

The result

dapted as n

e modal sh

ns of trave

sed by staf

Specific ci

views.


Framewo

e initial em

inator will

ng condition

t will be nec

s from the

necessary.

ift ultimatel

l to the pri

ff turnover

rcumstance


ork Travel P

mployee surv

liaise with

ns. As the

cessary to c

ese reviews

y relates to

vate car ra

r (i.e. a cy

es will be ta

mited eroe Plan

10

veys

the

staff

carry

s will

o an

ather

yclist

aken

131

6.0

6.1.

6.1.

6.1.

1-01/Appen

CONCL

1 To ach

encoura

benefits

highly a

2 Rawdon

to furth

This, a

adequa

choose

3 The Tra

journey

air qua

demand

ndix D

LUSIONS

hieve the ta

age its em

s of sustain

accessible l

n Investme

her enhance

allied with

ate informat

sustainable

avel Plan w

ys to and fro

ality and e

d and traffic

arget set o

mployees a

able forms

ocation of t

nts Limited

e sustainab

progressive

tion, will in

e transport

will seek to

om the store

emissions a

c generation

out within t

nd custom

of transpor

he site.

will underta

ble transpo

e managem

fluence and

options in p

achieve si

e. This will

and will al

n associated

RawdFormer Ba

this Travel

ers alike,

rt that are a

ake local in

ort options

ment practic

d encourag

preference t

ignificant re

produce re

so significa

d with the d


Framewo

Plan, eac

to take int

available to

frastructure

in the vicin

ces and th

ge staff and

to the privat

eductions in

sultant ben

antly reduc

developmen


ork Travel P

ch operator

to account

them given

e improvem

nity of the

he provisio

d customer

te car.

n car usage

nefits in term

ce car par

nt.

mited eroe Plan

11

r will

the

n the

ments

site.

n of

rs to

e for

ms of

rking

APPENDIX E

ACCESSIBILITY QUESTIONNAIRE

Table F - Accessibility Questionnaire$ite Description:Application Refercnce:

Access CriteriaType

Criteria Scores Score Sub-Score

tifalking Distane to nearest bus <200mstop hom rnain enkane <300mto building (via direct, <500msafu rqrtd >500m

5o31

0

Distarrce to nearest <4fi)mrailuray stratirn from main <1kmenhane to building >lkm o

32

@Gycling Proximity to defined

qple routes<100m<5ff)m<1km

321

oPublic Bus frequency ofTransport pnncipl service ftom

nearst bus stop duringoperationalhours oftte development

Urban/Suburban15 minutes or less30 minutes or less>30 minutes

Villages and RuralHourly or less2 Hourly or less1 or more per day

35o,l

521

Number of bus serviccserving different localitiesstoppng wihin 200 metresof main en&ance

4 or morc tocaliUes @served321

321

Train trequency fiomnearest station (Mon€atdaytime)

30 minutes or les30-59 minutesHourly or lessfiequent

32o

Drive to nearest station 't0 minutes or less15 minutes or less

@1

2Other Travelrcdudi,on

opporfuniti,es

Totat Aggregate Scoru

Accessibility LenrelHigh: 24-30 Medium:

Facilities on site orwithin 100 metresthat rcduce the needto travel:* food shop/cab* nalsagent* cr6che* other

@1

1

tt4

@ Lor: 15 or less

APPENDIX F

PARKING ACCUMULATION

Parking Accumulation

Food Retail 1490 sqm GFA Proposed Foodstore

14 12

Arrivals Departures Arrivals Departures Arrivals Departures Arrivals Departures

00:00 - 01:00 0.000 0.000 0 0 14 00:00 - 01:00 0.000 0.000 0 0 12

01:00 - 02:00 0.000 0.000 0 0 14 01:00 - 02:00 0.000 0.000 0 0 12

02:00 - 03:00 0.000 0.000 0 0 14 02:00 - 03:00 0.000 0.000 0 0 12

03:00 - 04:00 0.000 0.000 0 0 14 03:00 - 04:00 0.000 0.000 0 0 12

04:00 - 05:00 0.000 0.000 0 0 14 04:00 - 05:00 0.000 0.000 0 0 12

05:00 - 06:00 0.000 0.000 0 0 14 05:00 - 06:00 0.000 0.000 0 0 12

06:00 - 07:00 0.000 0.000 0 0 14 06:00 - 07:00 0.000 0.000 0 0 12

07:00 - 08:00 0.000 0.000 0 0 14 07:00 - 08:00 0.261 0.116 4 2 14

08:00 - 09:00 0.737 0.316 11 5 20 08:00 - 09:00 1.745 0.932 26 14 26

09:00 - 10:00 4.910 3.087 73 46 47 09:00 - 10:00 5.176 4.250 77 63 40

10:00 - 11:00 5.840 4.885 87 73 62 10:00 - 11:00 7.411 6.150 110 92 59

11:00 - 12:00 6.175 6.485 92 97 57 11:00 - 12:00 8.304 8.050 124 120 63

12:00 - 13:00 6.311 6.609 94 98 53 12:00 - 13:00 7.813 7.829 116 117 62

13:00 - 14:00 6.386 5.245 95 78 70 13:00 - 14:00 8.099 8.116 121 121 62

14:00 - 15:00 6.782 7.278 101 108 62 14:00 - 15:00 8.476 8.296 126 124 65

15:00 - 16:00 6.274 6.187 93 92 64 15:00 - 16:00 7.256 7.886 108 118 55

16:00 - 17:00 6.410 7.229 96 108 51 16:00 - 17:00 6.208 7.223 92 108 40

17:00 - 18:00 5.059 6.125 75 91 35 17:00 - 18:00 3.268 4.602 49 69 20

18:00 - 19:00 4.128 4.623 62 69 28 18:00 - 19:00 1.118 1.742 17 26 11

19:00 - 20:00 1.962 3.037 29 45 12 19:00 - 20:00 1.111 1.889 17 28 0

20:00 - 21:00 0.335 1.368 8 20 0 20:00 - 21:00 0.000 0.000 0 0 0

21:00 - 22:00 0.000 0.000 0 0 0 21:00 - 22:00 0.000 0.000 0 0 0

22:00 - 23:00 0.000 0.000 0 0 0 22:00 - 23:00 0.000 0.000 0 0 0

23:00 - 24:00 0.000 0.000 0 0 0 23:00 - 24:00 0.000 0.000 0 0 0

61.309 62.474 70 66.246 67.081 65

Weekday

Parking

Accumulatio

Average Weekday Trip

RateTime Range


Generation Time Range

Average Saturday Trip

Rate


Generation

Weekday

Parking

Accumulation


Non Food Retail 593 sqm GFA Non Food Retail

Arrivals Departures Arrivals Departures Arrivals Departures Arrivals Departures

00:00 - 01:00 0.000 0.000 0 0 0 00:00 - 01:00 0.000 0.000 0 0 0

01:00 - 02:00 0.000 0.000 0 0 0 01:00 - 02:00 0.000 0.000 0 0 0

02:00 - 03:00 0.000 0.000 0 0 0 02:00 - 03:00 0.000 0.000 0 0 0

03:00 - 04:00 0.000 0.000 0 0 0 03:00 - 04:00 0.000 0.000 0 0 0

04:00 - 05:00 0.000 0.000 0 0 0 04:00 - 05:00 0.000 0.000 0 0 0

05:00 - 06:00 0.000 0.000 0 0 0 05:00 - 06:00 0.000 0.000 0 0 0

06:00 - 07:00 0.000 0.000 0 0 0 06:00 - 07:00 0.000 0.000 0 0 0

07:00 - 08:00 0.093 0.000 1 0 1 07:00 - 08:00 0.000 0.000 0 0 0

08:00 - 09:00 0.653 0.498 4 3 1 08:00 - 09:00 0.226 0.038 1 0 1

09:00 - 10:00 2.209 1.898 13 11 3 09:00 - 10:00 0.660 0.302 4 2 3

10:00 - 11:00 2.085 2.085 12 12 3 10:00 - 11:00 1.245 0.925 7 5 5

11:00 - 12:00 2.209 2.209 13 13 3 11:00 - 12:00 1.642 1.566 10 9 6

12:00 - 13:00 2.396 2.116 14 13 5 12:00 - 13:00 2.094 1.717 12 10 8

13:00 - 14:00 2.116 2.209 13 13 4 13:00 - 14:00 1.642 2.245 10 13 4

14:00 - 15:00 2.116 1.898 13 11 6 14:00 - 15:00 1.943 1.849 12 11 5

15:00 - 16:00 2.022 2.085 12 12 5 15:00 - 16:00 1.887 1.491 11 9 7

16:00 - 17:00 1.960 1.805 12 11 6 16:00 - 17:00 1.566 1.962 9 12 5

17:00 - 18:00 1.587 1.929 9 11 4 17:00 - 18:00 0.736 1.340 4 8 1

18:00 - 19:00 0.871 0.996 5 6 3 18:00 - 19:00 0.019 0.170 0 1 0

19:00 - 20:00 0.187 0.591 1 4 1 19:00 - 20:00 0.000 0.067 0 0 0

20:00 - 21:00 0.000 0.187 8 1 8 20:00 - 21:00 0.000 0.000 0 0 0

21:00 - 22:00 0.000 0.000 0 0 8 21:00 - 22:00 0.000 0.000 0 0 0

22:00 - 23:00 0.000 0.000 0 0 8 22:00 - 23:00 0.000 0.000 0 0 0

23:00 - 24:00 0.000 0.000 0 0 8 23:00 - 24:00 0.000 0.000 0 0 0

20.504 20.506 8 13.660 13.672 8


Generation

Weekday

Parking

Accumulatio

Time Range


Rate


Generation

Weekday

Parking

Accumulation

Time Range


Rate


6 13

Arrivals Departures Arrivals Departures

00:00 - 01:00 0 0 6 00:00 - 01:00 0 0 13

01:00 - 02:00 0 0 6 01:00 - 02:00 0 0 13

02:00 - 03:00 0 0 6 02:00 - 03:00 0 0 13

03:00 - 04:00 0 0 6 03:00 - 04:00 0 0 13

04:00 - 05:00 0 0 6 04:00 - 05:00 0 0 13

05:00 - 06:00 0 0 6 05:00 - 06:00 0 0 13

06:00 - 07:00 0 0 6 06:00 - 07:00 0 0 13

07:00 - 08:00 1 0 7 07:00 - 08:00 4 2 15

08:00 - 09:00 15 8 14 08:00 - 09:00 27 14 28

09:00 - 10:00 86 57 43 09:00 - 10:00 81 65 44

10:00 - 11:00 99 85 57 10:00 - 11:00 118 97 65

11:00 - 12:00 105 110 52 11:00 - 12:00 133 129 69

12:00 - 13:00 108 111 50 12:00 - 13:00 129 127 71

13:00 - 14:00 108 91 66 13:00 - 14:00 130 134 67

14:00 - 15:00 114 120 60 14:00 - 15:00 138 135 71

15:00 - 16:00 105 105 61 15:00 - 16:00 119 126 64

16:00 - 17:00 107 118 50 16:00 - 17:00 102 119 46

17:00 - 18:00 85 103 32 17:00 - 18:00 53 77 23

18:00 - 19:00 67 75 24 18:00 - 19:00 17 27 12

19:00 - 20:00 30 49 5 19:00 - 20:00 17 29 0

20:00 - 21:00 16 21 0 20:00 - 21:00 0 0 0

21:00 - 22:00 0 0 0 21:00 - 22:00 0 0 0

22:00 - 23:00 0 0 0 22:00 - 23:00 0 0 0

23:00 - 24:00 0 0 0 23:00 - 24:00 0 0 0

66 71


Generation

Weekday

Parking

Accumulatio

Time Range


Generation

Weekday

Parking

Accumulation

Time Range

APPENDIX G

SERVICING STRATEGY

FORMER BARKERS NURSERY

CLITHEROE

SERVICING STRATEGY

PREPARED ON BEHALF OF:

RAWDON INVESTMENTS LIMITED

Windsor House

5a King Street

Newcastle under Lyme

ST5 1EH

Rawdon Investments Limited

Former Barkers Nursery, Clitheroe Servicing Strategy

CONTENTS

INTRODUCTION .................................................................... 1 1.0

DEVELOPMENT SITE............................................................ 2 2.0

REGIONAL OPERATIONS .................................................... 5 3.0

SITE SPECIFIC ARRANGEMENTS ....................................... 7 4.0



131-01/Appendix G 1

INTRODUCTION 1.0

1.1.1 This Servicing Strategy has been prepared by Cameron Rose Associates on

behalf of Radon Property in order to provide details of servicing arrangements

for the proposed development at the former Barkers Nursery, off the A671

Whalley Road in Clitheroe

1.1.2 The development proposals include:

• a 1,490sqm GFA discount food store operated by Aldi Food Stores;

and

• a 593sqm GFA non-food retail unit.

1.1.3 Section 2.0 of this report provides an overview of the scale of the end users

operation and details the common attributes that relate to deliveries and

servicing.

1.1.4 Section 3.0 concentrates on regional operation of the proposed land uses.

This chapter provides information about the fleet of vehicles delivering to the

existing stores/ units in the region.

1.1.5 Section 4.0 provides a detailed commentary on the servicing requirements at

the proposed site, including a swept path analysis of the relevant service

vehicles carrying out a standard delivery, which demonstrates the

accessibility of the proposed service facilities.

1.1.6 This note is completed in Section 5.0, which draws conclusions on the sites

service delivery operations.



131-01/Appendix G 2

DEVELOPMENT SITE 2.0

2.1 Aldi Neighbourhood Food Store

The Company

2.1.1 Aldi have over 9,000 stores across the world, of which more than 500 are

located in the UK. Aldi continues to grow through a multi-million pound

investment programme in people, stores and distribution facilities.

2.1.2 The scale of Aldi’s international operation affords them significant buying

power so they can buy at better rates. They also reduce their costs by cutting

out gimmicks. The resultant savings are substantial and are passed on to

customers as discounted prices.

2.1.3 Aldi have considerable experience of running efficient service delivery

operations to their stores throughout the world.

2.1.4 Each potential new site is looked at on its merits and careful consideration is

given to the access arrangements for customers, staff and deliveries by Aldi.

Aldi are able to draw on considerable experience from their existing stores

when considering new site layouts and access arrangements.

The Aldi Store

2.1.5 An Aldi store is a modest scale supermarket, generally fulfilling a

neighbourhood shopping role. Aldi is complementary to the existing pattern

of trade within the local area.

2.1.6 The total range of products sold in an Aldi store is limited to approximately

1,200 lines. This compares with many retailers like Tesco and Sainsbury

selling between 25,000 and 30,000 products. This has a significant impact on

the frequency and type of delivery vehicles to each store.

2.1.7 A range of seasonal fruit and vegetable items are delivered fresh to the store

on a daily basis, sourced from local suppliers where possible. Aldi’s bread

and morning goods range are managed and procured in the same way. Milk

is also sourced locally.

2.1.8 Aldi have a policy of limited trading hours, which are generally as follows:



131-01/Appendix G 3

• Monday – Saturday 08:00 – 22:00

• Sunday 10:00 – 16:00

2.1.9 Main deliveries may occur whilst the store is opening, however, site

constraints at some stores require deliveries to take place outside normal

trading hours.

2.1.10 Up to 35 members of staff are employed at each store, comprising a Store

Manager, Assistant Store Manager and Store Assistants.

2.2 Non-Food Retail Unit

2.2.1 The end user of the non-food retail unit is yet to be confirmed however talks

are advanced with several operators. The information presented below is

based on one of these operator who has the greatest demand for servicing

and is therefore the worse case.

The Company

2.2.2 The non-food retail unit has over 300 stores across the UK and are the

leading retailer in pets and pet related products. The premises to be used for

the retail sale of animals mammals birds fish insects and reptiles and the

retail sale of all foodstuffs clothing accessories and other products including

the sale of pet insurance for the same and relative to the care well-being and

maintenance or management and the supply of services including a

veterinary surgery and animal grooming and any other ancillary and or related

services.

2.2.3 The Non-food retail unit have considerable experience of running efficient

service delivery operations to their stores throughout the UK.

The Pet at Home Store

2.2.4 The total product range extends to 3,904 lines. Approximately 960 products

are small food stuff.

2.2.5 The trading hours are generally as follows:

• Monday – Friday 09:00 – 20:00;



131-01/Appendix G 4

• Saturday 09:00 – 1800; and

• Sunday 11:00 – 17:00

2.2.6 Main deliveries may occur whilst the store is opening, however, site

constraints at some stores require deliveries to take place outside normal

trading hours.

2.2.7 Approximately 16 staff are employed at each store.



131-01/Appendix G 5

REGIONAL OPERATIONS 3.0

3.1 Aldi’s Regional Logistics

3.1.1 Aldi’s operations for the proposed store would be run from the Middleton

regional distribution centre.

3.1.2 From the Middleton distribution centre a fleet of vehicles service all stores

within the region. Each of these vehicles is a 16.5m fully articulated lorry with

rear wheel steering and a maximum gross weight of 44 tonnes.

3.1.3 Delivery routes are planned to minimise distances travelled by each vehicle

and maximise efficiency of goods per delivery. This practice is economically

prudent for Aldi but also sustainable by virtue of reducing vehicle kilometres

travelled.

3.1.4 Each vehicle will visit between one and six stores depending on the nature of

the delivery and the geographical location of the stores. On average each

store will have only one delivery by articulated lorry per day plus a smaller

vehicle delivering locally sourced products. This compares with an average

of six to 10 articulated lorries and up to a 20 subsidiary vehicles (including

HGVs) per day usually associated with the larger supermarkets.

3.1.5 Each store manager will have an allotted time each day by which the main

delivery will have taken place. Each driver is furnished with a mobile phone

and is able to inform the distribution centre if any delay is likely. However,

this is very rare and allocated delivery times are consistently met by the

distribution teams.

3.1.6 Delivery practices are identical at each store. Goods delivery is a one-man

function carried out by the driver. The vehicle is reversed down the delivery

ramp to the loading bay which is fitted with a “dock leveller” to provide a flush

ramp from the floor of the lorry to the floor of the storage area.



131-01/Appendix G 6

3.1.7 The driver gains access to the building by means of a “driver’s door” located

next to the loading bay. The driver opens the roller shutter door from within

the building then unloads the goods directly into the storage area. The driver

is then responsible for locking the shutter and the side door before leaving.

Contact with the store manager is only required where site-specific special

arrangements dictate.

3.1.8 At sites where entrance barriers are installed, the delivery vehicles are fitted

with transponders, which activate the barriers automatically.



131-01/Appendix G 7

SITE SPECIFIC ARRANGEMENTS 4.0

4.1 Site Layout

4.1.1 Drawing 131-01/ATR-03 and 131-01/ATR-04 attached in Appendix C of the

Transport Assessment (TA) illustrates the swept path of an articulated vehicle

accessing and egressing the proposed site.

4.2 Site Location and Access

4.2.1 The site is located within Clitheroe within the Borough of Ribble Valley in

Lancashire. The site lies to the east of the A671 Whalley Road, which

provides the main route into Clitheroe from the A49 to the south.

4.2.2 The site is bounded to the north by residential development, with petrol filling

station beyond, to the east by residential development, to the south by

Littlemoor Road and to the west by the A671 Whalley Road. A full description

of site location and access is contained in Sections 2.0 and 4.0 of the

Transport Assessment.

4.2.3 The servicing arrangements at the proposed site have been designed to

operate without detriment to the operation of the highway network or

customer safety.

4.3 Site Specific Operational Requirements

4.3.1 Full details of the specific servicing requirement is detailed within the

applications accompanying the Transport Assessment and summarised

below.

Aldi Store

• Servicing will be via the customer access of A671 Whalley Road;

• There will normally be three Articulated HGV delivery per day;

• The HGV delivery arrival journey will normally take place outside peak

highway network hours;

• The standard delivery period is up to one hour;



131-01/Appendix G 8

• Vehicular access to the service yard will be through the car park. In

addition, all manoeuvring will be supervised and assisted as

necessary by the store manager; and

• Any non-staff vehicles remaining anywhere in the car park once the

store is closed will be warned/ fined and eventually removed.

Non Food Retail Unit

• Servicing will be via the customer access of A671 Whalley Road;

• There will normally be three LGV deliveries per week;

• The HGV delivery arrival journey will normally take place outside peak

highway network hours;

• The standard delivery period is 30 minutes;

• Vehicular access to the service yard will be through the car park. In

addition, all manoeuvring will be supervised and assisted as

necessary by the store manager; and

• Any non-staff vehicles remaining anywhere in the car park once the

store is closed will be warned/ fined and eventually removed.

4.4 Additional Safety Benefits

4.4.1 It should be noted that over recent years, service vehicles used by operators

on the site have benefited from operational safety improvements including:

• Rear Cameras;

• Audible Warning Systems; and

• Reversing Object Sensors.

APPENDIX H

TRAFFIC COUNT DATA

Clitheroe - Manual Traffic Survey, Friday 6th September 2013

Junction: (1) A671 Whalley Road / Primrose Road

Approach: A671 Whalley Road (North)

TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL1500 - 1515 0 0 103 8 4 0 2 117 0 0 5 1 0 1 0 71515 - 1530 1 0 118 10 1 1 4 135 0 0 2 2 0 0 0 41530 - 1545 0 1 162 10 0 1 0 174 0 0 3 2 0 1 0 61545 - 1600 0 0 139 13 1 0 1 154 0 0 4 1 0 0 0 5Hourly Total 1 1 522 41 6 2 7 580 0 0 14 6 0 2 0 221600 - 1615 0 1 138 17 2 0 12 170 0 0 2 0 1 0 0 31615 - 1630 0 0 147 19 1 1 4 172 0 0 4 0 0 0 0 41630 - 1645 0 0 114 9 0 0 3 126 0 0 1 1 0 0 0 21645 - 1700 0 1 140 8 1 0 4 154 0 0 7 0 0 0 0 7Hourly Total 0 2 539 53 4 1 23 622 0 0 14 1 1 0 0 161700 - 1715 2 1 147 13 1 0 1 165 0 0 9 0 0 0 0 91715 - 1730 0 2 142 9 3 0 2 158 0 0 2 2 0 0 0 41730 - 1745 0 0 127 7 0 0 2 136 0 0 2 0 0 0 0 21745 - 1800 0 0 116 9 0 0 3 128 1 0 7 1 0 0 0 9Hourly Total 2 3 532 38 4 0 8 587 1 0 20 3 0 0 0 241800 - 1815 0 1 125 9 1 0 4 140 0 0 4 0 0 0 0 41815 - 1830 0 0 124 7 2 0 2 135 0 0 6 1 0 0 0 7Hourly Total 0 1 249 16 3 0 6 275 0 0 10 1 0 0 0 11

TOTAL 3 7 1842 148 17 3 44 2064 1 0 58 11 1 2 0 73

Ahead to A671 Whalley Road (South) Right to Primrose Road



Approach: A671 Whalley Road (South)


TOTAL 0 0 166 17 2 2 2 189 6 9 2215 244 10 5 45 2534

Left to Primrose Road Ahead to A671 Whalley Road (North)



Approach: Primrose Road


TOTAL 1 0 82 13 0 0 3 99 1 2 168 41 3 6 2 223

Left to A671 Whalley Road (North) Right to A671 Whalley Road (South)


Junction: (2) A671 Whalley Road / Littlemoor Road / Beverley Drive


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 TOTAL1500 - 1515 0 0 2 0 0 0 0 2 0 0 105 8 4 1 2 120 0 0 0 0 0 0 0 01515 - 1530 0 0 2 0 0 0 0 2 1 0 117 11 1 1 4 135 0 0 0 0 0 0 0 01530 - 1545 0 0 3 0 0 0 0 3 0 1 151 10 0 2 0 164 0 0 0 0 0 0 0 01545 - 1600 0 0 3 0 0 0 0 3 0 0 135 14 1 0 1 151 0 0 3 0 0 0 0 3

Hourly Total 0 0 10 0 0 0 0 10 1 1 508 43 6 4 7 570 0 0 3 0 0 0 0 31600 - 1615 0 0 2 0 0 0 0 2 0 1 131 16 3 0 12 163 0 0 0 0 0 0 0 01615 - 1630 0 1 6 1 0 0 0 8 0 0 138 19 1 1 4 163 0 0 0 0 0 0 0 01630 - 1645 0 0 1 0 0 0 0 1 0 0 109 9 0 0 3 121 0 0 2 0 0 0 0 21645 - 1700 0 0 2 1 0 0 0 3 0 1 137 8 1 0 4 151 0 0 0 0 0 0 0 0

Hourly Total 0 1 11 2 0 0 0 14 0 2 515 52 5 1 23 598 0 0 2 0 0 0 0 21700 - 1715 0 0 1 0 0 0 0 1 2 1 152 12 1 0 1 169 0 0 0 1 0 0 0 11715 - 1730 0 0 5 2 0 0 0 7 0 2 131 10 3 0 2 148 0 0 2 0 0 0 0 21730 - 1745 0 0 3 0 0 0 0 3 0 0 125 5 0 0 2 132 0 0 1 0 0 0 0 11745 - 1800 0 0 1 0 0 0 0 1 1 0 114 8 0 0 2 125 0 0 0 0 0 0 0 0

Hourly Total 0 0 10 2 0 0 0 12 3 3 522 35 4 0 7 574 0 0 3 1 0 0 0 41800 - 1815 0 0 2 1 0 0 0 3 0 1 119 8 1 0 4 133 0 0 0 0 0 0 0 01815 - 1830 0 0 0 0 0 0 0 0 0 0 124 6 2 0 1 133 0 0 1 0 0 0 0 1

Hourly Total 0 0 2 1 0 0 0 3 0 1 243 14 3 0 5 266 0 0 1 0 0 0 0 1

TOTAL 0 1 33 5 0 0 0 39 4 7 1788 144 18 5 42 2008 0 0 9 1 0 0 0 10

Left to Littlemoor Road Ahead to A671 Whalley Road (South) Right to Beverley Drive



Approach: Littlemoor Road


Hourly Total 0 0 26 4 0 0 0 30 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 81600 - 1615 0 0 9 1 0 0 0 10 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11615 - 1630 0 0 13 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 21630 - 1645 0 0 6 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 21645 - 1700 0 0 10 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

Hourly Total 0 0 38 2 0 0 0 40 0 0 0 0 0 0 0 0 0 0 6 1 0 0 0 71700 - 1715 0 0 4 1 0 0 0 5 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 21715 - 1730 0 0 13 1 0 0 0 14 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 31730 - 1745 0 0 4 2 0 0 0 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11745 - 1800 0 0 9 2 0 0 1 12 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2

Hourly Total 0 0 30 6 0 0 1 37 0 0 2 0 0 0 0 2 0 0 7 1 0 0 0 81800 - 1815 0 0 10 1 0 0 0 11 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11815 - 1830 0 0 6 2 0 0 1 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1

Hourly Total 0 0 16 3 0 0 1 20 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

TOTAL 0 0 110 15 0 0 2 127 0 0 2 0 0 0 0 2 0 0 23 2 0 0 0 25

Left to A671 Whalley Road (South) Ahead to Beverley Drive Right to A671 Whalley Road (North)





Hourly Total 0 0 1 0 0 0 0 1 1 0 591 72 4 1 18 687 0 0 32 6 0 0 2 401600 - 1615 2 0 0 0 0 0 0 2 0 0 144 13 0 1 4 162 0 0 8 1 0 0 1 101615 - 1630 0 0 0 0 0 0 0 0 0 1 133 20 0 1 4 159 0 0 12 1 0 0 0 131630 - 1645 0 0 0 0 0 0 0 0 2 2 146 19 1 1 2 173 0 0 9 1 0 0 0 101645 - 1700 0 0 1 0 0 0 0 1 0 1 152 23 1 0 3 180 0 0 11 0 0 0 0 11

Hourly Total 2 0 1 0 0 0 0 3 2 4 575 75 2 3 13 674 0 0 40 3 0 0 1 441700 - 1715 0 0 2 0 0 0 0 2 1 2 173 15 1 1 3 196 1 0 11 0 0 0 0 121715 - 1730 0 0 2 0 0 0 0 2 0 0 150 14 0 0 2 166 0 0 6 0 0 0 0 61730 - 1745 0 0 1 0 0 0 0 1 0 0 165 31 1 0 1 198 0 0 11 0 0 0 0 111745 - 1800 0 0 1 0 0 0 0 1 0 0 175 12 1 0 3 191 0 0 14 0 0 0 0 14

Hourly Total 0 0 6 0 0 0 0 6 1 2 663 72 3 1 9 751 1 0 42 0 0 0 0 431800 - 1815 0 0 0 0 0 0 0 0 0 3 166 17 1 0 3 190 0 0 9 1 0 0 0 101815 - 1830 0 0 0 0 0 0 0 0 0 0 164 11 0 0 2 177 0 0 7 0 0 0 0 7

Hourly Total 0 0 0 0 0 0 0 0 0 3 330 28 1 0 5 367 0 0 16 1 0 0 0 17

TOTAL 2 0 8 0 0 0 0 10 4 9 2159 247 10 5 45 2479 1 0 130 10 0 0 3 144

Left to Beverley Drive Ahead to A671 Whalley Road (North) Right to Littlemoor Road



Approach: Beverley Drive


Hourly Total 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 21600 - 1615 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01615 - 1630 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01630 - 1645 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01645 - 1700 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01700 - 1715 0 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01715 - 1730 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01730 - 1745 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01745 - 1800 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 Total 0 0 6 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01800 - 1815 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01815 - 1830 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 Total 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 0 0 14 1 0 0 0 15 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

Left to A671 Whalley Road (North) Ahead to Littlemoor Road Right to A671 Whalley Road (South)


Junction: (3) Woone Lane / Greenacre Street / Eshton Terrace

Approach: Woone Lane (North)


Hourly Total 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 11 1 0 0 0 121600 - 1615 0 0 0 0 0 0 0 0 0 0 4 2 0 0 0 6 0 0 7 1 0 0 0 81615 - 1630 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 4 0 0 0 0 41630 - 1645 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 5 0 0 0 0 51645 - 1700 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 6 0 0 0 0 6

Hourly Total 0 0 0 0 0 0 0 0 0 0 10 2 0 0 0 12 0 0 22 1 0 0 0 231700 - 1715 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1 0 5 1 0 0 0 71715 - 1730 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 7 1 0 0 0 81730 - 1745 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 3 0 0 5 1 0 0 0 61745 - 1800 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 6 0 0 0 0 6

Hourly Total 0 0 0 0 0 0 0 0 0 0 7 1 0 0 0 8 1 0 23 3 0 0 0 271800 - 1815 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 1 0 0 0 51815 - 1830 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 7 0 0 0 0 7

Hourly Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 11 1 0 0 0 12

TOTAL 0 0 0 0 0 0 0 0 1 0 18 3 0 0 0 22 1 0 67 6 0 0 0 74

Left to Greenacre Street Ahead to Woone Lane (South) Right to Eshton Terrace



Approach: Greenacre Street


Hourly Total 0 0 52 3 0 0 2 57 1 3 251 39 1 1 4 300 0 0 31 1 0 0 0 321600 - 1615 0 0 10 0 0 0 0 10 1 0 66 7 0 1 0 75 0 0 4 0 0 0 0 41615 - 1630 0 0 9 5 0 0 1 15 0 0 57 7 1 1 1 67 0 0 4 1 0 0 0 51630 - 1645 0 0 9 0 0 0 0 9 0 1 59 9 0 1 1 71 0 0 7 2 0 0 0 91645 - 1700 0 0 12 0 0 0 1 13 3 0 65 10 0 0 1 79 0 0 7 1 0 0 0 8

Hourly Total 0 0 40 5 0 0 2 47 4 1 247 33 1 3 3 292 0 0 22 4 0 0 0 261700 - 1715 0 0 13 0 0 0 0 13 1 2 92 8 0 0 0 103 0 0 12 0 0 0 0 121715 - 1730 0 0 13 1 0 0 0 14 0 0 68 7 0 1 0 76 0 0 4 0 0 0 0 41730 - 1745 0 1 5 0 0 0 0 6 1 0 78 6 0 0 0 85 0 0 8 1 0 0 0 91745 - 1800 0 1 12 1 0 0 0 14 0 0 74 1 0 0 0 75 0 0 1 0 0 0 0 1

Hourly Total 0 2 43 2 0 0 0 47 2 2 312 22 0 1 0 339 0 0 25 1 0 0 0 261800 - 1815 0 0 10 0 0 0 0 10 0 0 79 5 0 1 1 86 0 0 1 0 0 0 0 11815 - 1830 0 0 9 1 0 0 0 10 0 1 75 2 0 0 1 79 0 0 4 0 0 0 0 4

Hourly Total 0 0 19 1 0 0 0 20 0 1 154 7 0 1 2 165 0 0 5 0 0 0 0 5

TOTAL 0 2 154 11 0 0 4 171 7 7 964 101 2 6 9 1096 0 0 83 6 0 0 0 89

Left to Woone Lane (South) Ahead to Eshton Terrace Right to Woone Lane (North)



Approach: Woone Lane (South)


Hourly Total 0 0 19 3 0 0 0 22 0 0 42 2 0 1 1 46 0 0 0 0 0 0 0 01600 - 1615 0 0 3 1 0 0 0 4 0 0 8 0 1 0 0 9 0 0 0 0 0 0 0 01615 - 1630 0 0 2 1 0 0 0 3 0 0 8 3 0 0 0 11 0 0 0 0 0 0 0 01630 - 1645 0 0 5 2 0 0 0 7 0 0 5 1 0 0 0 6 0 0 0 0 0 0 0 01645 - 1700 0 0 2 2 0 0 0 4 0 1 6 1 0 0 0 8 0 0 0 0 0 0 0 0

Hourly Total 0 0 12 6 0 0 0 18 0 1 27 5 1 0 0 34 0 0 0 0 0 0 0 01700 - 1715 0 0 8 0 0 0 0 8 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 01715 - 1730 0 0 4 0 0 0 0 4 0 0 8 0 0 0 0 8 0 0 0 0 0 0 0 01730 - 1745 0 0 6 0 0 0 0 6 0 0 4 0 0 0 1 5 0 0 0 0 0 0 0 01745 - 1800 0 0 3 1 0 0 0 4 0 0 13 1 0 0 0 14 0 0 0 0 0 0 0 0

Hourly Total 0 0 21 1 0 0 0 22 0 0 32 1 0 0 1 34 0 0 0 0 0 0 0 01800 - 1815 0 0 5 1 0 0 0 6 0 0 6 0 0 0 1 7 0 0 0 0 0 0 0 01815 - 1830 0 0 1 0 0 0 0 1 0 0 5 1 0 0 0 6 0 0 0 0 0 0 0 0

Hourly Total 0 0 6 1 0 0 0 7 0 0 11 1 0 0 1 13 0 0 0 0 0 0 0 0

TOTAL 0 0 58 11 0 0 0 69 0 1 112 9 1 1 3 127 0 0 0 0 0 0 0 0

Left to Eshton Terrace Ahead to Woone Lane (North) Right to Greenacre Street



Approach: Eshton Terrace


Hourly Total 0 2 207 26 1 1 2 239 0 0 0 0 0 0 0 0 0 0 41 9 0 0 0 501600 - 1615 0 1 59 6 1 0 1 68 0 0 0 0 0 0 0 0 0 0 8 2 0 0 0 101615 - 1630 1 0 50 12 0 0 0 63 0 0 0 0 0 0 0 0 0 0 6 5 0 0 0 111630 - 1645 0 0 55 2 0 0 0 57 0 0 0 0 0 0 0 0 0 0 8 3 0 0 0 111645 - 1700 0 0 62 4 0 1 2 69 0 0 0 0 0 0 0 0 0 0 10 3 0 0 0 13

Hourly Total 1 1 226 24 1 1 3 257 0 0 0 0 0 0 0 0 0 0 32 13 0 0 0 451700 - 1715 0 0 68 5 1 0 0 74 0 0 0 0 0 0 0 0 0 0 9 1 0 0 0 101715 - 1730 0 0 65 6 1 0 0 72 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 91730 - 1745 0 0 46 2 0 0 0 48 0 0 0 0 0 0 0 0 0 0 7 1 0 0 0 81745 - 1800 0 0 69 5 0 0 0 74 0 0 0 0 0 0 0 0 0 0 13 1 0 0 0 14

Hourly Total 0 0 248 18 2 0 0 268 0 0 0 0 0 0 0 0 0 0 38 3 0 0 0 411800 - 1815 0 0 67 6 1 0 0 74 0 0 0 0 0 0 0 0 0 0 8 1 0 0 0 91815 - 1830 0 0 59 2 0 0 1 62 0 0 0 0 0 0 0 0 0 0 11 0 0 0 0 11

Hourly Total 0 0 126 8 1 0 1 136 0 0 0 0 0 0 0 0 0 0 19 1 0 0 0 20

TOTAL 1 3 807 76 5 2 6 900 0 0 0 0 0 0 0 0 0 0 130 26 0 0 0 156

Left to Woone Lane (North) Ahead to Greenacre Street Right to Woone Lane (South)


Junction: (4) A671 Whalley Road / Greenacre Street



TOTAL 7 10 1933 194 16 8 44 2212 3 4 658 52 1 0 5 723

Ahead to A671 Whalley Road (South) Right to Greenacre Street





TOTAL 5 4 537 64 1 6 8 625 3 3 1736 174 8 1 41 1966

Left to Greenacre Street Ahead to A671 Whalley Road (North)





TOTAL 1 0 0 0 0 0 0 1 2 0 0 0 0 0 0 2



Junction: (5) B6478 Moor Lane / A671 Queensway / A671 Whalley Road

Approach: B6478 Moor Lane


Hourly Total 0 0 12 0 1 0 0 13 0 2 309 21 0 1 6 339 0 0 0 0 0 0 0 01600 - 1615 0 0 1 0 0 0 0 1 0 2 91 8 2 0 6 109 0 0 0 0 0 0 0 01615 - 1630 0 0 3 0 0 0 0 3 0 0 69 12 0 0 1 82 0 0 0 0 0 0 0 01630 - 1645 0 0 2 0 0 0 0 2 0 0 77 6 0 0 3 86 0 0 1 0 0 0 0 11645 - 1700 0 0 0 0 0 0 0 0 0 1 96 6 1 1 3 108 0 0 1 0 0 0 0 1

Hourly Total 0 0 6 0 0 0 0 6 0 3 333 32 3 1 13 385 0 0 2 0 0 0 0 21700 - 1715 0 0 3 0 0 0 0 3 0 0 100 8 1 0 0 109 0 0 0 0 0 0 0 01715 - 1730 0 0 2 0 0 0 0 2 0 1 101 13 1 0 2 118 0 0 1 0 0 0 0 11730 - 1745 0 0 3 1 0 0 0 4 0 0 82 6 0 0 2 90 0 0 0 0 0 0 0 01745 - 1800 0 0 5 0 0 0 0 5 0 1 64 7 0 0 2 74 0 0 1 0 0 0 0 1

Hourly Total 0 0 13 1 0 0 0 14 0 2 347 34 2 0 6 391 0 0 2 0 0 0 0 21800 - 1815 0 0 2 1 0 0 0 3 0 1 72 9 0 0 3 85 0 0 0 0 0 0 0 01815 - 1830 0 0 5 0 0 0 0 5 0 0 81 5 0 0 1 87 0 0 0 0 0 0 0 0

Hourly Total 0 0 7 1 0 0 0 8 0 1 153 14 0 0 4 172 0 0 0 0 0 0 0 0

TOTAL 0 0 38 2 1 0 0 41 0 8 1142 101 5 2 29 1287 0 0 4 0 0 0 0 4

Left to A671 Queensway Ahead to A671 Whalley Road U-Turn



Approach: A671 Queensway


TOTAL 10 6 1443 145 12 6 20 1642 0 0 386 21 0 0 1 408

Left to A671 Whalley Road Right to B6478 Moor Lane



Approach: A671 Whalley Road


Hourly Total 0 0 320 25 2 0 14 361 1 0 195 29 1 1 4 231 0 0 3 0 0 0 0 31600 - 1615 0 0 80 6 0 0 2 88 0 0 41 5 0 0 1 47 0 0 1 0 0 0 0 11615 - 1630 0 1 74 8 0 0 2 85 0 0 38 6 0 0 1 45 0 0 0 0 0 0 0 01630 - 1645 0 0 84 7 0 0 0 91 2 1 32 3 0 0 1 39 0 0 0 0 0 0 0 01645 - 1700 0 0 84 11 0 0 4 99 0 0 36 2 1 0 0 39 0 0 0 0 0 0 0 0

Hourly Total 0 1 322 32 0 0 8 363 2 1 147 16 1 0 3 170 0 0 1 0 0 0 0 11700 - 1715 0 1 84 5 0 0 2 92 1 0 34 2 0 0 1 38 0 0 0 0 0 0 0 01715 - 1730 0 0 84 5 1 0 2 92 0 0 49 4 0 0 0 53 0 0 0 0 0 0 0 01730 - 1745 0 0 77 16 0 0 1 94 0 0 54 13 1 0 0 68 0 0 0 0 0 0 0 01745 - 1800 0 0 81 5 0 0 3 89 0 0 40 5 1 0 0 46 0 0 2 0 0 0 0 2

Hourly Total 0 1 326 31 1 0 8 367 1 0 177 24 2 0 1 205 0 0 2 0 0 0 0 21800 - 1815 0 0 82 4 0 0 1 87 0 0 36 6 0 0 1 43 0 0 0 0 0 0 0 01815 - 1830 0 0 83 3 0 0 1 87 0 0 42 4 1 0 0 47 0 0 0 0 0 0 0 0

Hourly Total 0 0 165 7 0 0 2 174 0 0 78 10 1 0 1 90 0 0 0 0 0 0 0 0

TOTAL 0 2 1133 95 3 0 32 1265 4 1 597 79 5 1 9 696 0 0 6 0 0 0 0 6

Ahead to B6478 Moor Lane Right to A671 Queensway U-Turn

Clitheroe - Manual Traffic Survey, Saturday 7th September 2013



TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL1000 - 1015 0 1 114 4 0 2 2 123 0 0 6 0 0 0 0 61015 - 1030 0 0 120 8 1 0 1 130 0 0 2 0 0 0 0 21030 - 1045 0 0 144 8 0 1 0 153 0 0 6 1 0 0 0 71045 - 1100 1 1 127 13 0 0 4 146 0 0 4 1 0 0 0 5Hourly Total 1 2 505 33 1 3 7 552 0 0 18 2 0 0 0 201100 - 1115 0 0 133 7 2 1 1 144 0 1 1 1 0 0 0 31115 - 1130 0 0 133 7 0 1 1 142 0 0 2 0 0 0 0 21130 - 1145 0 1 146 8 1 1 1 158 0 0 5 0 0 0 0 51145 - 1200 1 1 150 4 1 1 5 163 0 0 6 1 0 0 0 7Hourly Total 1 2 562 26 4 4 8 607 0 1 14 2 0 0 0 171200 - 1215 1 0 155 9 1 0 3 169 0 0 6 1 0 0 0 71215 - 1230 0 0 165 10 0 0 1 176 0 0 5 2 0 0 0 71230 - 1245 1 0 160 13 0 0 0 174 0 0 4 1 0 0 0 51245 - 1300 0 2 179 7 0 0 3 191 0 0 3 0 0 0 0 3Hourly Total 2 2 659 39 1 0 7 710 0 0 18 4 0 0 0 221300 - 1315 3 1 162 11 0 0 0 177 0 0 6 1 0 0 0 71315 - 1330 0 0 160 9 0 0 4 173 0 0 0 0 0 0 0 01330 - 1345 1 0 129 6 0 0 1 137 0 0 1 0 0 0 0 11345 - 1400 0 1 136 2 0 0 4 143 0 0 5 0 0 0 0 5Hourly Total 4 2 587 28 0 0 9 630 0 0 12 1 0 0 0 131400 - 1415 0 0 149 7 1 1 2 160 0 0 4 0 0 0 0 41415 - 1430 1 2 146 6 0 0 1 156 0 0 3 0 0 0 0 31430 - 1445 1 0 156 8 0 0 0 165 0 0 4 0 0 0 0 41445 - 1500 1 0 140 4 0 0 3 148 0 0 2 0 0 0 0 2Hourly Total 3 2 591 25 1 1 6 629 0 0 13 0 0 0 0 13

TOTAL 11 10 2904 151 7 8 37 3128 0 1 75 9 0 0 0 85

Ahead to A671 Whalley Road (South) Right to Primrose Road





TOTAL 0 0 142 8 0 0 0 150 9 17 3414 187 8 6 44 3685

Left to Primrose Road Ahead to A671 Whalley Road (North)



Approach: Primrose Road


TOTAL 0 4 136 13 0 0 0 153 1 0 299 30 2 0 0 332






Hourly Total 0 0 5 0 0 0 0 5 1 2 486 34 0 3 7 533 0 0 0 0 0 0 0 01100 - 1115 0 0 6 0 0 0 0 6 0 1 127 8 2 1 1 140 0 0 1 0 0 0 0 11115 - 1130 0 0 3 0 0 0 0 3 0 0 130 7 0 1 1 139 0 0 0 0 0 0 0 01130 - 1145 0 0 3 0 0 0 0 3 0 1 143 8 1 1 1 155 0 0 1 0 0 0 0 11145 - 1200 0 0 3 0 0 0 0 3 1 1 148 5 1 1 5 162 0 0 3 0 0 0 0 3

Hourly Total 0 0 15 0 0 0 0 15 1 3 548 28 4 4 8 596 0 0 5 0 0 0 0 51200 - 1215 0 0 2 1 0 0 0 3 1 0 156 9 1 0 3 170 0 0 2 0 0 0 0 21215 - 1230 0 0 4 0 0 0 0 4 0 0 162 11 0 0 1 174 0 0 2 0 0 0 0 21230 - 1245 0 0 2 0 0 0 0 2 1 0 154 14 0 0 0 169 1 0 1 0 0 0 0 21245 - 1300 0 0 5 1 0 0 0 6 0 2 173 7 0 0 3 185 0 0 1 0 0 0 0 1

Hourly Total 0 0 13 2 0 0 0 15 2 2 645 41 1 0 7 698 1 0 6 0 0 0 0 71300 - 1315 0 0 8 0 0 0 0 8 3 1 158 12 0 0 0 174 0 0 0 1 0 0 0 11315 - 1330 0 0 2 0 0 0 0 2 0 0 152 8 0 0 4 164 0 0 0 0 0 0 0 01330 - 1345 0 0 3 0 0 0 0 3 1 0 120 6 0 0 1 128 0 0 1 0 0 0 0 11345 - 1400 0 0 7 0 0 0 0 7 0 1 134 2 0 0 4 141 0 0 0 0 0 0 0 0

Hourly Total 0 0 20 0 0 0 0 20 4 2 564 28 0 0 9 607 0 0 1 1 0 0 0 21400 - 1415 0 0 3 0 0 0 0 3 0 0 145 7 1 1 2 156 0 0 0 0 0 0 0 01415 - 1430 0 0 6 0 0 0 0 6 1 2 141 6 0 0 1 151 0 0 2 0 0 0 0 21430 - 1445 0 0 0 0 0 0 0 0 1 0 151 8 0 0 0 160 0 1 1 0 0 0 0 21445 - 1500 0 0 3 0 0 0 0 3 1 0 138 3 0 0 3 145 0 0 1 0 0 0 0 1

Hourly Total 0 0 12 0 0 0 0 12 3 2 575 24 1 1 6 612 0 1 4 0 0 0 0 5

TOTAL 0 0 65 2 0 0 0 67 11 11 2818 155 6 8 37 3046 1 1 16 1 0 0 0 19

Left to Littlemoor Road Ahead to A671 Whalley Road (South) Right to Beverley Drive



Approach: Littlemoor Road


Hourly Total 0 0 31 1 1 0 0 33 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 61100 - 1115 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01115 - 1130 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 31130 - 1145 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11145 - 1200 0 0 6 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1

Hourly Total 0 0 25 0 0 0 0 25 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 51200 - 1215 0 0 5 1 0 0 0 6 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 21215 - 1230 0 0 8 1 0 0 0 9 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 21230 - 1245 0 0 10 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 31245 - 1300 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1

Hourly Total 0 0 32 2 0 0 0 34 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 81300 - 1315 0 0 10 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 21315 - 1330 0 0 8 1 0 0 0 9 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 31330 - 1345 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11345 - 1400 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 34 1 0 0 0 35 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 61400 - 1415 0 0 8 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11415 - 1430 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01430 - 1445 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01445 - 1500 0 0 4 1 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

Hourly Total 0 0 28 1 0 0 0 29 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2

TOTAL 0 0 150 5 1 0 0 156 0 0 0 0 0 0 0 0 1 0 25 1 0 0 0 27

Left to A671 Whalley Road (South) Ahead to Beverley Drive Right to A671 Whalley Road (North)





Hourly Total 0 0 1 0 0 0 0 1 3 3 600 31 2 2 7 648 0 0 17 4 0 0 0 211100 - 1115 0 0 0 1 0 0 0 1 1 0 157 9 1 2 4 174 0 0 9 0 0 0 0 91115 - 1130 0 0 0 0 0 0 0 0 1 1 154 10 0 0 2 168 0 0 6 0 0 0 0 61130 - 1145 0 0 0 0 0 0 0 0 0 2 175 15 0 0 4 196 0 0 8 0 0 0 0 81145 - 1200 0 0 3 0 0 0 0 3 1 3 193 14 0 0 2 213 0 0 13 1 0 0 0 14

Hourly Total 0 0 3 1 0 0 0 4 3 6 679 48 1 2 12 751 0 0 36 1 0 0 0 371200 - 1215 0 0 1 0 0 0 0 1 0 1 178 10 1 1 2 193 0 0 6 2 0 0 0 81215 - 1230 0 0 0 0 0 0 0 0 0 1 188 7 0 1 1 198 0 0 8 0 0 0 0 81230 - 1245 0 0 2 0 0 0 0 2 1 1 149 8 0 0 2 161 0 0 8 0 0 0 0 81245 - 1300 0 0 0 0 0 0 0 0 0 1 153 8 0 0 0 162 0 0 13 0 0 0 0 13

Hourly Total 0 0 3 0 0 0 0 3 1 4 668 33 1 2 5 714 0 0 35 2 0 0 0 371300 - 1315 0 0 1 0 0 0 0 1 0 1 202 11 1 0 4 219 0 0 14 2 0 0 0 161315 - 1330 0 0 0 0 0 0 0 0 0 0 182 11 1 0 0 194 0 0 10 0 0 0 0 101330 - 1345 0 0 0 0 0 0 0 0 0 1 184 8 0 0 4 197 0 1 7 0 0 0 0 81345 - 1400 0 0 1 0 0 0 0 1 0 0 156 11 1 0 2 170 0 0 10 0 0 0 0 10

Hourly Total 0 0 2 0 0 0 0 2 0 2 724 41 3 0 10 780 0 1 41 2 0 0 0 441400 - 1415 0 1 0 0 0 0 0 1 0 3 182 12 0 0 3 200 0 0 13 0 0 0 0 131415 - 1430 0 0 2 0 0 0 0 2 0 0 180 6 0 0 1 187 0 0 14 1 0 0 0 151430 - 1445 0 0 1 0 0 0 0 1 1 1 163 6 0 0 2 173 0 0 8 0 0 0 0 81445 - 1500 0 0 0 0 0 0 0 0 1 0 171 12 1 0 4 189 0 0 7 0 0 0 0 7

Hourly Total 0 1 3 0 0 0 0 4 2 4 696 36 1 0 10 749 0 0 42 1 0 0 0 43

TOTAL 0 1 12 1 0 0 0 14 9 19 3367 189 8 6 44 3642 0 1 171 10 0 0 0 182

Left to Beverley Drive Ahead to A671 Whalley Road (North) Right to Littlemoor Road



Approach: Beverley Drive


Hourly Total 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 61100 - 1115 0 0 2 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01115 - 1130 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01130 - 1145 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11145 - 1200 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

Hourly Total 0 0 5 1 0 0 0 6 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 31200 - 1215 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01215 - 1230 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01230 - 1245 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01245 - 1300 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 Total 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01300 - 1315 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01315 - 1330 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01330 - 1345 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11345 - 1400 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 Total 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11400 - 1415 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01415 - 1430 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11430 - 1445 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01445 - 1500 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 1 4 0 0 0 0 5 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1

TOTAL 0 1 20 1 0 0 0 22 0 0 1 0 0 0 0 1 0 0 11 0 0 0 0 11

Left to A671 Whalley Road (North) Ahead to Littlemoor Road Right to A671 Whalley Road (South)



Approach: Woone Lane (North)


Hourly Total 0 0 0 0 0 0 0 0 1 0 8 0 0 0 0 9 1 0 13 3 0 0 0 171100 - 1115 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 11115 - 1130 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 4 1 0 6 0 0 0 0 71130 - 1145 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 1 0 3 0 0 0 0 41145 - 1200 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 5 0 0 0 0 5

Hourly Total 0 0 0 0 0 0 0 0 2 0 4 1 0 0 0 7 2 0 15 0 0 0 0 171200 - 1215 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 2 1 0 0 0 31215 - 1230 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 1 0 0 0 11230 - 1245 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0 0 1 0 0 0 0 11245 - 1300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3

Hourly Total 0 0 0 0 0 0 0 0 0 0 6 1 0 0 0 7 0 0 6 2 0 0 0 81300 - 1315 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 3 0 0 0 0 31315 - 1330 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 4 0 0 0 0 41330 - 1345 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0 0 2 1 0 0 0 31345 - 1400 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3 0 0 6 0 0 0 0 6

Hourly Total 0 0 0 0 0 0 0 0 1 0 6 1 0 0 0 8 0 0 15 1 0 0 0 161400 - 1415 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 2 0 0 0 0 21415 - 1430 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3 0 0 3 0 0 0 0 31430 - 1445 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 6 0 0 0 0 61445 - 1500 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3 0 0 7 0 0 0 0 7

Hourly Total 0 0 0 0 0 0 0 0 2 0 10 0 0 0 0 12 0 0 18 0 0 0 0 18

TOTAL 0 0 0 0 0 0 0 0 6 0 34 3 0 0 0 43 3 0 67 6 0 0 0 76

Left to Greenacre Street Ahead to Woone Lane (South) Right to Eshton Terrace





Hourly Total 1 1 24 2 0 0 1 29 4 3 180 20 1 1 0 209 0 0 22 1 0 0 0 231100 - 1115 1 0 11 2 0 0 0 14 0 0 56 5 1 1 1 64 1 0 8 1 0 0 0 101115 - 1130 0 0 8 1 0 0 0 9 0 1 73 2 0 0 0 76 0 0 5 0 0 0 0 51130 - 1145 0 1 7 0 0 0 0 8 0 1 55 5 0 0 0 61 0 0 3 0 0 0 0 31145 - 1200 0 0 4 4 0 0 1 9 0 0 68 7 0 0 0 75 0 0 6 0 0 0 0 6

Hourly Total 1 1 30 7 0 0 1 40 0 2 252 19 1 1 1 276 1 0 22 1 0 0 0 241200 - 1215 0 0 8 1 0 0 0 9 0 0 42 4 0 0 0 46 0 0 7 0 0 0 0 71215 - 1230 0 0 4 0 0 0 0 4 0 0 69 4 0 2 0 75 0 0 2 0 0 0 0 21230 - 1245 0 1 5 0 0 0 0 6 2 0 56 2 0 0 0 60 0 0 7 0 0 0 0 71245 - 1300 1 0 8 2 0 0 0 11 2 0 51 9 0 0 0 62 0 0 4 0 0 0 0 4

Hourly Total 1 1 25 3 0 0 0 30 4 0 218 19 0 2 0 243 0 0 20 0 0 0 0 201300 - 1315 0 0 10 0 0 0 0 10 1 0 83 8 0 0 0 92 0 0 0 0 0 0 0 01315 - 1330 0 0 10 1 1 0 0 12 1 0 67 7 0 0 0 75 0 0 4 0 0 0 0 41330 - 1345 0 0 11 0 0 0 0 11 0 0 67 3 0 0 0 70 0 0 10 0 0 0 0 101345 - 1400 0 0 4 0 0 0 1 5 0 0 54 5 0 0 0 59 0 0 1 0 0 0 0 1

Hourly Total 0 0 35 1 1 0 1 38 2 0 271 23 0 0 0 296 0 0 15 0 0 0 0 151400 - 1415 0 2 6 1 0 0 0 9 0 1 75 4 0 0 0 80 0 0 5 0 0 0 0 51415 - 1430 0 0 8 0 0 0 0 8 0 1 39 4 0 0 0 44 0 0 5 1 0 0 0 61430 - 1445 1 0 8 0 0 0 0 9 1 2 58 3 0 0 0 64 0 0 3 0 0 0 0 31445 - 1500 0 0 5 0 0 0 1 6 3 0 51 5 1 0 0 60 0 0 1 0 0 0 0 1

Hourly Total 1 2 27 1 0 0 1 32 4 4 223 16 1 0 0 248 0 0 14 1 0 0 0 15

TOTAL 4 5 141 14 1 0 4 169 14 9 1144 97 3 4 1 1272 1 0 93 3 0 0 0 97

Left to Woone Lane (South) Ahead to Eshton Terrace Right to Woone Lane (North)



Approach: Woone Lane (South)


Hourly Total 0 0 14 1 0 0 0 15 0 0 35 3 0 0 0 38 0 0 0 0 0 0 0 01100 - 1115 0 0 4 0 0 0 0 4 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 01115 - 1130 0 0 6 0 0 0 0 6 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 01130 - 1145 0 0 4 0 0 0 0 4 0 0 6 2 0 0 0 8 0 0 0 0 0 0 0 01145 - 1200 0 0 7 1 0 0 0 8 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 0

Hourly Total 0 0 21 1 0 0 0 22 0 0 29 2 0 0 0 31 0 0 0 0 0 0 0 01200 - 1215 0 0 4 0 0 0 0 4 0 0 7 1 0 0 0 8 0 0 1 0 0 0 0 11215 - 1230 0 0 4 2 0 0 0 6 0 1 5 3 0 0 0 9 0 0 0 0 0 0 0 01230 - 1245 0 0 4 0 0 0 0 4 0 0 6 2 0 0 0 8 0 0 0 0 0 0 0 01245 - 1300 0 0 8 0 0 0 0 8 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 0

Hourly Total 0 0 20 2 0 0 0 22 0 1 27 6 0 0 0 34 0 0 1 0 0 0 0 11300 - 1315 0 0 3 0 0 0 0 3 0 0 9 1 0 0 0 10 0 0 0 0 0 0 0 01315 - 1330 0 0 2 0 0 0 0 2 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 01330 - 1345 0 0 1 1 0 0 0 2 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 01345 - 1400 0 0 6 0 0 0 0 6 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0

Hourly Total 0 0 12 1 0 0 0 13 0 0 22 1 0 0 0 23 0 0 0 0 0 0 0 01400 - 1415 0 0 5 0 0 0 0 5 0 0 11 1 0 0 0 12 0 0 0 0 0 0 0 01415 - 1430 0 0 7 0 0 0 0 7 0 0 6 1 0 0 0 7 0 0 0 0 0 0 0 01430 - 1445 0 0 4 1 0 0 0 5 0 0 9 0 0 0 0 9 0 0 0 0 0 0 0 01445 - 1500 0 0 6 0 0 0 0 6 0 0 14 0 0 0 0 14 0 0 0 0 0 0 0 0

Hourly Total 0 0 22 1 0 0 0 23 0 0 40 2 0 0 0 42 0 0 0 0 0 0 0 0

TOTAL 0 0 89 6 0 0 0 95 0 1 153 14 0 0 0 168 0 0 1 0 0 0 0 1

Left to Eshton Terrace Ahead to Woone Lane (North) Right to Greenacre Street



Approach: Eshton Terrace


Hourly Total 1 5 263 18 1 1 1 290 1 0 0 0 0 0 0 1 1 0 33 4 1 0 0 391100 - 1115 1 0 72 4 0 0 0 77 0 0 0 0 0 0 0 0 0 0 11 2 0 0 0 131115 - 1130 3 0 68 10 0 0 0 81 1 0 0 0 0 0 0 1 0 0 12 1 0 0 0 131130 - 1145 0 1 70 5 1 1 1 79 0 0 0 0 0 0 0 0 0 0 15 1 0 0 0 161145 - 1200 0 2 87 5 0 1 1 96 0 0 0 0 0 0 0 0 0 1 25 0 0 0 0 26

Hourly Total 4 3 297 24 1 2 2 333 1 0 0 0 0 0 0 1 0 1 63 4 0 0 0 681200 - 1215 1 0 78 7 0 0 0 86 0 0 0 0 0 0 0 0 0 0 11 1 0 0 0 121215 - 1230 0 0 68 6 0 0 0 74 0 0 0 0 0 0 0 0 0 0 13 1 0 0 0 141230 - 1245 3 0 64 7 0 0 0 74 1 0 0 0 0 0 0 1 0 0 11 2 0 1 0 141245 - 1300 0 0 72 6 0 0 1 79 1 0 0 0 0 0 0 1 0 0 16 1 0 0 0 17

Hourly Total 4 0 282 26 0 0 1 313 2 0 0 0 0 0 0 2 0 0 51 5 0 1 0 571300 - 1315 0 1 57 8 0 0 0 66 0 0 0 0 0 0 0 0 0 0 15 1 0 0 0 161315 - 1330 3 0 81 2 0 0 0 86 0 0 0 0 0 0 0 0 0 0 14 1 0 0 0 151330 - 1345 0 0 65 5 0 0 0 70 0 0 0 0 0 0 0 0 0 0 8 1 0 0 0 91345 - 1400 0 1 51 4 0 0 1 57 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 13

Hourly Total 3 2 254 19 0 0 1 279 0 0 0 0 0 0 0 0 0 0 50 3 0 0 0 531400 - 1415 0 0 58 6 0 0 0 64 0 0 0 0 0 0 0 0 0 0 12 3 0 0 0 151415 - 1430 0 1 60 2 0 0 0 63 0 0 0 0 0 0 0 0 0 0 12 0 0 0 0 121430 - 1445 1 0 48 4 0 0 0 53 0 0 0 0 0 0 0 0 0 1 8 0 0 0 0 91445 - 1500 0 0 54 4 0 0 1 59 0 0 0 0 0 0 0 0 0 0 8 1 0 0 0 9

Hourly Total 1 1 220 16 0 0 1 239 0 0 0 0 0 0 0 0 0 1 40 4 0 0 0 45

TOTAL 13 11 1316 103 2 3 6 1454 4 0 0 0 0 0 0 4 1 2 237 20 1 1 0 262

Left to Woone Lane (North) Ahead to Greenacre Street Right to Woone Lane (South)





TOTAL 14 17 3003 172 6 8 37 3257 10 10 785 65 0 0 1 871

Ahead to A671 Whalley Road (South) Right to Greenacre Street





TOTAL 6 4 579 48 4 4 4 649 8 19 2877 142 4 2 41 3093

Left to Greenacre Street Ahead to A671 Whalley Road (North)





TOTAL 2 0 0 0 0 0 0 2 4 0 0 0 0 0 0 4




Approach: B6478 Moor Lane


Hourly Total 0 0 4 1 1 0 0 6 1 7 304 14 0 1 7 334 0 0 2 0 0 0 0 21100 - 1115 0 0 2 0 0 0 0 2 0 0 97 2 0 0 1 100 0 0 1 0 0 0 0 11115 - 1130 0 0 4 0 0 0 0 4 0 0 91 5 0 0 1 97 0 0 1 0 0 0 0 11130 - 1145 0 0 3 0 0 0 0 3 3 1 90 2 1 1 1 99 0 0 0 2 0 0 0 21145 - 1200 0 0 3 0 0 0 0 3 0 1 85 6 0 1 5 98 0 0 1 0 0 0 0 1

Hourly Total 0 0 12 0 0 0 0 12 3 2 363 15 1 2 8 394 0 0 3 2 0 0 0 51200 - 1215 0 0 2 0 0 0 0 2 1 0 110 3 1 0 2 117 0 0 0 0 0 0 0 01215 - 1230 0 0 2 0 0 0 0 2 0 0 90 5 0 0 1 96 0 0 0 0 0 0 0 01230 - 1245 0 0 5 0 0 0 0 5 0 0 102 9 0 0 0 111 0 0 0 0 0 0 0 01245 - 1300 0 0 4 0 0 0 0 4 0 1 83 6 0 0 3 93 0 0 1 0 0 0 0 1

Hourly Total 0 0 13 0 0 0 0 13 1 1 385 23 1 0 6 417 0 0 1 0 0 0 0 11300 - 1315 0 0 2 0 0 0 0 2 1 1 86 8 0 0 1 97 0 0 0 0 0 0 0 01315 - 1330 0 0 2 1 0 0 0 3 0 0 93 3 0 0 3 99 0 0 1 0 0 0 0 11330 - 1345 0 0 4 0 0 0 0 4 0 0 68 2 0 0 1 71 0 0 0 0 0 0 0 01345 - 1400 0 0 4 0 0 0 0 4 0 1 75 1 0 0 3 80 0 0 0 0 0 0 0 0

Hourly Total 0 0 12 1 0 0 0 13 1 2 322 14 0 0 8 347 0 0 1 0 0 0 0 11400 - 1415 0 0 3 1 0 0 0 4 0 1 70 4 0 0 2 77 0 0 1 0 0 0 0 11415 - 1430 0 0 5 0 0 0 0 5 0 2 89 3 0 0 1 95 0 0 0 0 0 0 0 01430 - 1445 0 0 7 0 0 0 0 7 0 1 81 5 0 0 0 87 0 0 0 0 0 0 0 01445 - 1500 0 0 3 0 0 0 0 3 2 0 74 2 0 0 3 81 0 0 1 1 0 0 0 2

Hourly Total 0 0 18 1 0 0 0 19 2 4 314 14 0 0 6 340 0 0 2 1 0 0 0 3

TOTAL 0 0 59 3 1 0 0 63 8 16 1688 80 2 3 35 1832 0 0 9 3 0 0 0 12

Left to A671 Queensway Ahead to A671 Whalley Road U-Turn



Approach: A671 Queensway


TOTAL 16 11 2082 156 4 5 3 2277 1 2 566 23 2 0 0 594

Left to A671 Whalley Road Right to B6478 Moor Lane



Approach: A671 Whalley Road


Hourly Total 0 1 362 14 1 0 6 384 3 2 154 15 0 1 0 175 0 0 1 0 0 0 0 11100 - 1115 1 2 99 5 0 0 3 110 0 0 40 2 0 1 1 44 0 0 4 0 0 0 0 41115 - 1130 2 1 87 3 0 0 2 95 0 0 46 3 0 0 0 49 0 0 1 0 0 0 0 11130 - 1145 0 1 119 7 0 0 3 130 0 0 45 6 0 0 0 51 0 0 1 0 0 0 0 11145 - 1200 2 1 124 5 0 0 1 133 0 2 44 0 0 0 1 47 0 0 2 0 0 0 0 2

Hourly Total 5 5 429 20 0 0 9 468 0 2 175 11 0 1 2 191 0 0 8 0 0 0 0 81200 - 1215 0 0 119 5 1 0 2 127 0 1 45 6 0 0 0 52 0 0 3 0 0 0 0 31215 - 1230 0 0 99 2 0 0 1 102 0 1 57 2 0 0 0 60 0 0 0 0 0 0 0 01230 - 1245 0 0 83 5 0 0 2 90 0 0 40 4 0 0 0 44 0 0 1 1 0 0 0 21245 - 1300 1 0 88 2 0 0 1 92 0 0 45 2 0 0 0 47 0 0 1 0 0 0 0 1

Hourly Total 1 0 389 14 1 0 6 411 0 2 187 14 0 0 0 203 0 0 5 1 0 0 0 61300 - 1315 0 1 103 4 0 0 4 112 0 0 50 7 1 0 0 58 0 0 1 0 0 0 0 11315 - 1330 0 0 99 5 0 0 0 104 0 3 46 4 0 0 0 53 0 0 1 0 0 0 0 11330 - 1345 0 1 106 1 0 0 4 112 0 0 44 1 0 0 0 45 0 0 0 0 0 0 0 01345 - 1400 0 0 91 6 0 0 1 98 0 0 38 5 1 0 0 44 0 0 0 0 0 0 0 0

Hourly Total 0 2 399 16 0 0 9 426 0 3 178 17 2 0 0 200 0 0 2 0 0 0 0 21400 - 1415 0 2 103 3 0 0 2 110 0 0 42 4 0 0 0 46 0 0 0 0 0 0 0 01415 - 1430 0 0 99 2 0 0 2 103 0 0 55 0 0 0 0 55 0 0 0 0 0 0 0 01430 - 1445 1 0 95 2 0 0 2 100 0 0 41 2 0 0 0 43 0 0 0 0 0 0 0 01445 - 1500 0 0 110 5 0 0 3 118 0 0 41 2 0 0 0 43 0 0 2 0 0 0 0 2

Hourly Total 1 2 407 12 0 0 9 431 0 0 179 8 0 0 0 187 0 0 2 0 0 0 0 2

TOTAL 7 10 1986 76 2 0 39 2120 3 9 873 65 2 2 2 956 0 0 18 1 0 0 0 19

Ahead to B6478 Moor Lane Right to A671 Queensway U-Turn

APPENDIX I

TEMPRO GROWTH FACTORS

131 - Former Barkers Nuresey, Clitheroe

Transport Assessment

Appendix I - Growth Factors

TEMPRO GROWTH FACTORS - OPENING YEAR

Dataset Version: 62

Results Type: Trip ends by time period

Base Year: 2013

Future Year: 2019

Trip Purpose Group: All purposes

Time Period: Weekday PM peak period (1600 - 1859)

Trip End Type: Origin/ Destinations

Alternative Assumptions Applied: No

Level Area Local Growth Factor

Authority Clitheroe (30UL2) 1.0677

Dataset Version: 62

Results Type: Trip ends by time period

Base Year: 2013

Future Year: 2019

Trip Purpose Group: All purposes

Time Period: Saturday (all times of the day)

Trip End Type: Origin/ Destinations

Alternative Assumptions Applied: No

Level Area Local Growth Factor

Authority Clitheroe (30UL2) 1.0691

APPENDIX J

COMMITTED DEVELOPMENT SATURDAY TRIP GENERATION

CALCULATIONS

Residential Committed Developments - Calculation of Saturday Trip Generation

Arrivals Departures Two-Way Arrivals Departures Two-Way

3-2010-0719 1700 - 1800 0.437 0.226 0.663 CM-03-A-01 1100 - 1200 0.059 0.059 0.118

3-2010-0820 1700 - 1800 0.396 0.226 0.622 NR-03-A-01 1100 - 1200 0.039 0.186 0.225

3-2012-0630 1700 - 1800 0.422 0.253 0.675 Combined 1100 - 1200 0.042 0.168 0.21

3-2012-0637 1700 - 1800 0.392 0.233 0.625

3-2012-0913 1700 - 1800 0.363 0.261 0.624 10% 66% 32%

3-2012-0942 1700 - 1800 0.417 0.214 0.631

3-2013-0137 1700 - 1800 0.453 0.36 0.813

Average 1700 - 1800 0.411 0.253 0.665

Trip Rate

% Difference between PM &

Saturday Peak

Trip RateApplication

Reference

PM Peak

Hour

Site

Reference

Saturday Peak

Hour

former barkeers nurs ery, clitheroe transpo rt … · nt can be fety of the inable mod s: evelopmen...

Documents