Introduction / Background

Transcription

1 TECHNICAL NOTE 4 Proposed Redevelopment of the Former Leyland Test Track Site, Leyland Planning Application Reference 07/2017/3361/ORM CT/15043/TN04 Rev B 11 October 2018 Introduction / Background 1. A planning application (LPA Ref: 07/2017/3361/ORM) has been submitted to South Ribble Borough Council (SRBC) for the redevelopment of the former Leyland Test Track site located to the west of Leyland, Lancashire. 2. SCP produced a Transport Assessment (TA) and Travel Plan (TP) dated October 2017 which were submitted with the planning application. Following comments received from Lancashire County Council (LCC), additional information has been submitted in a number of Technical Notes dated March, May and August The latest Technical Note 3 (August 2018) presented further information on the Tiger junction in terms of a new turning count, saturation flow and queue length surveys from July 2018 which were used to validate the LINSIG model. In addition, sensitivity tests of the Tiger junction were presented taking into account the potential alternative routes available, which are not materially loner in travel time or distance, should drivers choose to avoid any congestion / delay at the Tiger junction. 4. The July 2018 turning count data presented in Technical Note 3 highlighted discrepancies with the 2017 survey data that was used in the original TA. Discussions took place with the traffic surveyor who confirmed that a coding error had occurred when analysing the data and therefore the CCTV footage of the survey was reanalysed. However, due to further concerns with the survey data, LCC requested that new surveys of the junction were undertaken and the modelling work updated. 5. The new surveys were undertaken on 11 th September The date of the surveys were agreed with LCC and observed by an officer from LCC. This Technical Note provides a summary of the survey data and the results of the updated modelling work. 6. In addition, discussions have taken place with LCC regarding the delivery and timing of the offsite highway works, the outcome of which are detailed in this Technical Note. Directors: W C P Booker BSc D Roberts IEng FIHE FCIHT J Budd MSc CMILT MCIHT S Carmody BSc CEng MICE FCIHT D Young IEng FIHE PGCert AMBCS Technical Directors: P Todd BSc (Hons) MSc MCIHT MTPS P Turton BSc Eng IEng MICE Regional Director: T Wright CEng BEng (Hons) MCIHT Associate Directors: G Wheatley BA (Hons) DipTP MSc MCIHT K Barnes FIHE M Devenish CEng MCIHT R Carr IEng MCIHT R Spiller BSc (Hons) MCIHT SCP is a trading name of Singleton Clamp & Partners Limited Registered in England No Offices in Manchester, Leeds and London

2 Page 2 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note 4 Traffic Survey Data Summary and Model Validation 7. The available traffic survey data for the Tiger junction are summarised in Table 1 overleaf, with the peak hour turning movements shown diagrammatically on Figures 1 to 4. Table 1 Traffic Survey Data Summary Year Source Traffic Inflow AM PM 2012 Historic data provided by LCC on 22 nd August Historic Data obtained from Croston Rd North (Ref 07/2014/0184/ORM) Traffic Survey Data presented in TA (Reanalysed by SCP) Survey undertaken in July Figure 1: 2012 Survey Flows Figure 2: 2013 Survey Flows Figure 3: 2017 Survey Flows SCP Analysis Figure 4: 2018 Survey Flows

3 Page 3 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note 4 8. New turning movements and queue surveys were undertaken at the Tiger junction on Tuesday 11 th September 2018 by Traffic Sense, as agreed by LCC. The survey data is presented in Appendix A and is summarised in Table 2 and Figure 5 below. The peak hours for the junction have been identified as 08:15 to 09:15 and 16:30 to 17:30. Table 2 Tiger Junction: 11 th September 2018 Survey Traffic Flows Summary Traffic Inflow AM PM Figure 5: September 2018 Survey Flows 9. The peak hour turning movements at the junction compare well with the previous count data, with the exception of the 2017 surveys. Whilst there are some minor variations in the traffic flows this is to be expected given the typical day to day variations in traffic. The data does indicate that the peak hour traffic levels have remained reasonably stable over the years and there has been no significant traffic growth at this junction. This is also to be expected given that this junction is operating close to capacity and there is limited opportunity for peak hour traffic growth. 10. Queue surveys were also undertaken on Tuesday 11th September 2018 in order to validate the LINSIG model, with the survey data presented in Appendix B. Stationary queues were recorded at the end of each red period and the maximum queue during each 5 minute period recorded. The queue survey results have been extracted from the peak hours and have been averaged out for the hour, as summarised in Table 3 below:

4 Page 4 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note 4 Table 3 Average Maximum Peak Hour Stationary Queue Survey Summary Queue (Vehicles) Arm Leyland (North) Leyland (South) B Longmeanygate AM PM The above table summarises the AM and PM peak hour stationary queues on each arm of the junction, however, the surveyor noted rolling queues on the Longmeanygate arm of the junction which, on occasions, extended back to the Longmeanygate / Flensburg Way / Schleswig Way / Comet Road 5-arm roundabout. The observed rolling queues on all other arms of the junction were minimal. 12. The distance between the stop line at the Tiger junction and the Longmeanygate / Flensburg Way / Schleswig Way / Comet Road 5-arm roundabout is circa 350m, which equates to a stationary and rolling queue of circa 60 PCU. The additional demand of 60 PCU has been added onto the Longmeanygate arm and assigned through the junction based on the existing turning proportions. This provides for a robust assessment given that the rolling queues that extended back to the roundabout were only observed occasionally. In addition, these queues were not present at the end of the AM or PM peak hours which indicates that this demand is able to pass through the junction. 13. The September 2018 peak hour traffic survey data (inclusive of the additional 60 PCU on Longmeanygate) has been input into the LINSIG model for the existing layout of the Tiger Junction in order to validate the model. The saturation flows for the model for the model have been obtained from July 2018 surveys as submitted in Technical Note 3. The results are presented in Appendix C and summarised in the Table 4 below:- Table 4 Longmeanygate Tiger Junction LINSIG Results September 2018 Survey Flows Existing Layout September 2018 Survey Flows Link AM PEAK PM PEAK DoS MMQ DoS MMQ Leyland (N) Ahead Right Left 65.8% % 13.3 Left Ahead Right 51.2% % 13.6 Leyland (S) Left Ahead Right 60.3% % 5.7 Longmeanygate Right Left Ahead 66.3% % 18.1

5 Page 5 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note A simple comparison of the observed stationary queues (table 3) to the modelled queues (table 4) demonstrates that the LINSIG model validates well and is therefore appropriate for use in the assessments. Committed and Proposed Improvement Schemes 15. LCC have identified an improvement scheme at this junction which involves kerb realignment works to better improve traffic flow through the junction, along with the introduction of pedestrian crossings on all arms, which requires an all red signal stage. It is also understood that MOVA traffic control will be introduced. This scheme is committed and will be delivered by the Croston Road north development, with the layout presented in Appendix D. 16. SCP have obtained a topographical survey and presented an improved scheme in the TA, which included further widening and new traffic lanes on the eastern and western arms, providing further capacity benefits. The scheme submitted with the TA has been reviewed and further works identified. The revised scheme is shown on Drawing Number SCP/15043/F26/Rev D presented in Appendix E, with the additional improvements summarised below:- Additional widening on the eastern Golden Hill Arm to allow the right turn lane to be extended to 40m, opposed to the 23m on the scheme presented in the TA; Additional widening on the northern Leyland arm to allow an additional marked right turn lane (35m in length) to be introduced; Introduction of a ghost island right turn lane at the Talbot Road junction, which will improve traffic flow on the approach to the junction; Relocation of the northbound bus stop on Leyland north by approximately 50m to the north and the introduction of a new southbound bus stop on Leyland north in the vicinity of the relocated northbound bus stops; and Review and amendments to the Traffic Regulation Orders (TROs) at the junction, where appropriate, to better improve the operation of the junction. 17. In addition to the above, an improvement scheme has also been proposed for the Broadfield Drive mini-roundabout which provides a two lane approach on Broadfield Drive, allowing right turning traffic to bypass any queues waiting to turn left towards the Tiger junction. This improvement scheme, in combination with the proposed works to the Tiger junction and Talbot Road junction, will provide significant benefit to the operation of this part of the network.

6 Page 6 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note 4 Capacity Assessments 18. Capacity assessments of the Tiger junction have been undertaken in the with and without development scenarios using both LCC s committed improvement scheme and SCP s enhanced scheme, as shown on Drawing Number SCP/15043/F26/Rev B presented in Appendix E. 19. The September 2018 traffic survey data (including the additional 60 PCU demand derived from the surveys) have been used in the assessments, with the results presented for both the original TA distribution and the sensitivity test distribution. 20. As detailed in Technical Note 2, the approach adopted in relation to the trip rates, committed developments and growth factors provides an extremely robust assessment of the junctions within the TA study area. Furthermore, the junction will operate under MOVA control, giving additional green time to those arms that require it most. LinSig can only replicate fixed-time operation and as such, the modelling work will likely underestimate the capacity of the junction and results taken to represent a worst-case scenario. These points should be borne in mind when considering the analysis presented below. LCC s Committed Scheme 21. The results of the without and with development assessments of LCC s committed improvement scheme using the original TA distribution are presented in Appendix F and summarised in the Table 5 below:- Table 5 Tiger Junction LINSIG Results Assessment Year LCC Committed Scheme Original TA Distribution 2030 Without Dev Scenario 2030 With Dev Scenario Link AM PEAK PM PEAK AM PEAK PM PEAK DoS MMQ DoS MMQ DoS MMQ DoS MMQ Leyland (N) Ahead Right Left Left Ahead Right 86.7% % % % % % % % 49.1 Leyland (S) Left Ahead Right 92.7% % % : 80.2% 12.5 Longmeanygate (N) Right Left Ahead 91.9% % % % 49.0 PRC (%): % -8.5%

7 Page 7 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note The above table demonstrates that with LCC s improvement scheme in place the junction is still forecast to operate over capacity in the future assessment year without the proposed development in place. With the additional traffic generated by the development, the greatest increase in queues occurs on Longmeanygate (north) in the PM peak period with circa 8 PCU. 23. The results of the without and with development assessments using the sensitivity test distribution as presented in Technical Note 3 are presented in Appendix G and summarised in the Table 6 below:- Table 6 Tiger Junction LINSIG Results Assessment Year LCC Committed Scheme Sensitivity Test Distribution 2030 With Dev Scenario Link AM PEAK PM PEAK DoS MMQ DoS MMQ Leyland (N) Ahead Right Left 86.7% % 25.1 Left Ahead Right 74.1% % 49.0 Leyland (S) Left Ahead Right 92.7% % 13.6 Longmeanygate Right Left Ahead 93.7% % 42.4 PRC (%): -4.1% -4.5% 24. The above table demonstrates that based on the sensitivity test distribution, there will be no material change in the operation of the junction (overall PRC or queue lengths) when compared to the without development and LCC s committed improvement scheme in place. SCP s Improvement Scheme 25. LINSIG software has been used to assess the proposed mitigation scheme. The results of the assessments are also presented in Appendix H and summarised in Table 7 below:-

8 Page 8 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note 4 Table 7 SCP Improvement Scheme: Tiger Junction LINSIG Results 2030 Assessment Year TA Distribution 2030 With Dev Scenario Link AM PEAK PM PEAK DoS MMQ DoS MMQ Leyland (N) Ahead Right Left 82.5% % 21.2 Left Ahead Right 66.3% % 31.6 Leyland (S) Left Ahead Right 89.3% % 8.7 Longmeanygate Right Left Ahead 90.5% % 35.3 PRC (%): Whilst the proposed improvement scheme doesn t result in the junction working within capacity, the proposed improvement scheme comfortably mitigates the impact of the development and provides an overall betterment when compared to the without development and LCC improvement scheme scenario (Table 5 earlier). 27. The results of the without and with development assessments using the sensitivity test distribution are presented in Appendix I and summarised in the Table 8 below:- Table 8 SCP Improvement Scheme: Tiger Junction LINSIG Results 2030 Assessment Year Sensitivity Test Distribution 2030 With Dev Scenario Link AM PEAK PM PEAK DoS MMQ DoS MMQ Leyland (N) Ahead Right Left 80.8% % 20.0 Left Ahead Right 64.7% % 29.5 Leyland (S) Left Ahead Right 86.7% % 8.0 Longmeanygate Right Left Ahead 87.7% % 33.1 PRC (%):

9 Page 9 of / Proposed Redevelopment of the Former Leyland Test Track Site, Leyland, Planning Application Reference 07/2017/3361/ORM Technical Note The junction is still forecast to operate within capacity in the AM and slightly over capacity in the PM peak period, should drivers chose to take the alternative routes then overall junction will operate significantly better than LCC s committed scheme and when compared to the TA distribution scenario results. Off-Site Highway Works and Timings 29. A significant package of transport and highway improvement works will be delivered as part of the development. A summary of these works and the associated timing for delivery are detailed on the table presented in Appendix J. Summary and Conclusions 30. This Technical Note has been produced to address the comments raised by LCC in regards to the traffic survey flows at the Tiger Junction used in the capacity assessments for the TA and subsequent Technical Notes. 31. In order to remove all concerns regarding the surveyed flows and allow for acceptable capacity assessments of the Tiger Junction, additional turning movements and queue surveys were undertaken on the agreed date with LCC. 32. The capacity assessments have been revised based on the original TA distribution tests and the alternative distribution sensitivity tests as detailed in Technical Note The results of the additional surveys and assessments at the Tiger Junction show that the LINSIG model validates well with the observed queues and therefore provides an accurate basis to assess the impact of the development. 34. The updated assessments also show that whilst the improvement scheme for the Tiger Junction is still forecast to operate over capacity in both the AM and PM peak periods, the overall junction will operate significantly better than it would if the proposed development and improvements did not take place. 35. Based on the robust assessments presented in this Technical Note, the residual cumulative impact of the development cannot be considered severe and, in accordance with paragraph 109 of the NPPF, development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe. 36. The proposed development is therefore commended for approval.

10 APPENDIX A

11 Manual Classified Turning Counts, Leyland DATE: TUESDAY 11th SEPTEMBER 2018 LOCATION: LEYLAND LANE / GOLDEN HILL LANE / LONGMEANGATE ARM: LEYLAND LANE NORTH LEFT TO GOLDEN HILL LANE TIME / CLASS PEDAL CYCLE MOTOR CYCLE CAR TAXI LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE CAR TAXI STRAIGHT TO LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE CAR TAXI RIGHT TO LONGMEANGATE LGV OGV 1 OGV 2 7:30-7: :45-8: :00-8: :15-8: HOURLY TOTAL :30-8: :45-9: :00-9: :15-9: HOURLY TOTAL BUS COACH TOTAL TOTAL MOVEMENT FROM ARM PERIOD TOTAL :30-16: :45-17: :00-17: :15-17: HOURLY TOTAL :30-17: :45-18: :00-18: :15-18: HOURLY TOTAL PERIOD TOTAL survey and presentation by trafficsense Ltd.

12 Manual Classified Turning Counts, Leyland DATE: TUESDAY 11th SEPTEMBER 2018 LOCATION: LEYLAND LANE / GOLDEN HILL LANE / LONGMEANGATE ARM: GOLDEN HILL LANE LEFT TO LEYLAND LANE SOUTH TIME / CLASS PEDAL CYCLE MOTOR CYCLE CAR TAXI LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE CAR TAXI STRAIGHT TO LONGMEANGATE LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE RIGHT TO LEYLAND LANE NORTH CAR TAXI LGV OGV 1 OGV 2 7:30-7: :45-8: :00-8: :15-8: HOURLY TOTAL :30-8: :45-9: :00-9: :15-9: HOURLY TOTAL BUS COACH TOTAL TOTAL MOVEMENT FROM ARM PERIOD TOTAL :30-16: :45-17: :00-17: :15-17: HOURLY TOTAL :30-17: :45-18: :00-18: :15-18: HOURLY TOTAL PERIOD TOTAL survey and presentation by trafficsense Ltd.

13 Manual Classified Turning Counts, Leyland DATE: TUESDAY 11th SEPTEMBER 2018 LOCATION: LEYLAND LANE / GOLDEN HILL LANE / LONGMEANGATE ARM: LEYLAND LANE SOUTH LEFT TO LONGMEANGATE TIME / CLASS PEDAL CYCLE MOTOR CYCLE CAR TAXI LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE STRAIGHT TO LEYLAND LANE NORTH CAR TAXI LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE CAR TAXI RIGHT TO GOLDEN HILL LANE LGV OGV 1 OGV 2 7:30-7: :45-8: :00-8: :15-8: HOURLY TOTAL :30-8: :45-9: :00-9: :15-9: HOURLY TOTAL BUS COACH TOTAL TOTAL MOVEMENT FROM ARM PERIOD TOTAL :30-16: :45-17: :00-17: :15-17: HOURLY TOTAL :30-17: :45-18: :00-18: :15-18: HOURLY TOTAL PERIOD TOTAL survey and presentation by trafficsense Ltd.

14 Manual Classified Turning Counts, Leyland DATE: TUESDAY 11th SEPTEMBER 2018 LOCATION: LEYLAND LANE / GOLDEN HILL LANE / LONGMEANGATE TIME / CLASS ARM: LONGMEANGATE PEDAL CYCLE MOTOR CYCLE LEFT TO LEYLAND LANE NORTH CAR TAXI LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE CAR TAXI STRAIGHT TO GOLDEN HILL LANE LGV OGV 1 OGV 2 BUS COACH TOTAL PEDAL CYCLE MOTOR CYCLE RIGHT TO LEYLAND LANE SOUTH CAR TAXI LGV OGV 1 OGV 2 7:30-7: :45-8: :00-8: :15-8: HOURLY TOTAL :30-8: :45-9: :00-9: :15-9: HOURLY TOTAL BUS COACH TOTAL TOTAL MOVEMENT FROM ARM PERIOD TOTAL :30-16: :45-17: :00-17: :15-17: HOURLY TOTAL :30-17: :45-18: :00-18: :15-18: HOURLY TOTAL PERIOD TOTAL survey and presentation by trafficsense Ltd.

15 APPENDIX B

16 Queue Lengths, Leyland DATE: TUESDAY 11th SEPTEMBER 2018 LOCATION: LEYLAND LANE / GOLDEN HILL LANE / LONGMEANGATE ARM: LEYLAND LANE NORTH LIGHT HEAVIES LANE 1 ROLLING QUEUE LANE 2 ROLLING QUEUE QUEUE LENGTH (M) %AGE HEAVIES LIGHT HEAVIES QUEUE LENGTH (M) %AGE HEAVIES 7:30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :00-8: :05-8: :10-8: :15-8: :20-8: :25-8: :30-8: :35-8: :40-8: :45-8: :50-8: :55-9: :00-9: :05-9: :10-9: :15-9: :20-9: :25-9: LIGHT HEAVIES QUEUE LENGTH (M) %AGE HEAVIES LIGHT HEAVIES QUEUE LENGTH (M) %AGE HEAVIES 16:30-16: :35-16: :40-16: :45-16: :50-16: :55-17: :00-17: :05-17: :10-17: :15-17: :20-17: :25-17: :30-17: :35-17: :40-17: :45-17: :50-17: :55-18: :00-18: :05-18: :10-18: :15-18: :20-18: :25-18:

17 ARM: GOLDEN HILL LANE LIGHT HEAVIES LANE 1 QUEUE LENGTH (M) %AGE HEAVIES LIGHT ROLLING QUEUE HEAVIES QUEUE LENGTH (M) %AGE HEAVIES 7:30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :00-8: :05-8: :10-8: :15-8: :20-8: :25-8: :30-8: :35-8: :40-8: :45-8: :50-8: :55-9: :00-9: :05-9: :10-9: :15-9: :20-9: :25-9: :30-16: :35-16: :40-16: :45-16: :50-16: :55-17: :00-17: :05-17: :10-17: :15-17: :20-17: :25-17: :30-17: :35-17: :40-17: :45-17: :50-17: :55-18: :00-18: :05-18: :10-18: :15-18: :20-18: :25-18:

18 ARM: LEYLAND LANE SOUTH LIGHT HEAVIES LANE 1 QUEUE LENGTH (M) %AGE HEAVIES LIGHT ROLLING QUEUE HEAVIES QUEUE LENGTH (M) %AGE HEAVIES 7:30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :00-8: :05-8: :10-8: :15-8: :20-8: :25-8: :30-8: :35-8: :40-8: :45-8: :50-8: :55-9: :00-9: :05-9: :10-9: :15-9: :20-9: :25-9: LIGHT HEAVIES LANE 2 QUEUE LENGTH (M) %AGE HEAVIES LIGHT ROLLING QUEUE HEAVIES QUEUE LENGTH (M) %AGE HEAVIES 16:30-16: :35-16: :40-16: :45-16: :50-16: :55-17: :00-17: :05-17: :10-17: :15-17: :20-17: :25-17: :30-17: :35-17: :40-17: :45-17: :50-17: :55-18: :00-18: :05-18: :10-18: :15-18: :20-18: :25-18:

19 ARM: LONGMEANGATE LANE 1 ROLLING QUEUE QUEUE QUEUE %AGE %AGE LIGHT HEAVIES LENGTH LIGHT HEAVIES LENGTH HEAVIES HEAVIES (M) (M) 7:30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :30-7: :35-7: :40-7: :45-7: :50-7: :55-8: :00-8: :05-8: :10-8: :15-8: :20-8: :25-8: * 0 ###### ###### 8:30-8: * 0 ###### ###### 8:35-8: * 0 ###### ###### 8:40-8: * 0 ###### ###### 8:45-8: * 0 ###### ###### 8:50-8: :55-9: :00-9: :05-9: :10-9: :15-9: :20-9: :25-9: :30-16: :35-16: :40-16: :45-16: :50-16: :55-17: :00-17: * 0 ###### ###### 17:05-17: * 0 ###### ###### 17:10-17: * 0 ###### ###### 17:15-17: * 0 ###### ###### 17:20-17: * 0 ###### ###### 17:25-17: * 0 ###### ###### 17:30-17: * 0 ###### ###### 17:35-17: * 0 ###### ###### 17:40-17: :45-17: * 0 ###### ###### 17:50-17: * 0 ###### ###### 17:55-18: :00-18: :05-18: :10-18: :15-18: :20-18: :25-18: * Rolling queues were observed that extended, on occasion, back to the roundabout. Queue surveyor arrived on site at 08:20, however, their arrival coincides with the peak hour (08:15-09:15)

20 APPENDIX C

21 65.8% Basic Results Summary Basic Results Summary User and Project Details Project: Title: Location: Additional detail: Leyland Test Track Longmeanygate / Signalised Junction Leyland File name: Author: Company: Address: Tiger Junction_Exsiting Layout_VALIDATION MODEL_AM.lsg3x CR SCP Colwyn Chambers, 19 York Street, Manchester Scenario 1: 'Survey 2018 AM' (FG1: 'Survey 2018 AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram A Longmeanygatge / PRC: 35.7 % Traffic : 17.0 pcuhr 1 0.0% Inf Inf Arm 7 - Leyland (N) Exit Arm 1 - Leyland (N) 66.3% Arm 4 - Longmeanygate 0.0% Inf Inf Arm 8 - Exit 1 D B Arm 6 - Longmeanygate Exit Arm 2-1 Inf Inf 0.0% % 60.3% % Arm 3 - Leyland (S) Arm 5 - Leyland (S) Exit 1 Inf Inf 0.0% C

22 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction % Longmeanygatge / % /1 Leyland (N) Ahead Right Left O D % /1 Left Ahead Right O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 60.3% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 35.7 for Signalled s (pcuhr): Cycle Time : 120 PRC Over All s (%): 35.7 Over All s(pcuhr): 17.01

23 76.9% Basic Results Summary Basic Results Summary User and Project Details Project: Title: Location: Additional detail: Leyland Test Track Longmeanygate / Signalised Junction Leyland File name: Author: Company: Address: Tiger Junction_Exsiting Layout_VALIDATION MODEL_PM.lsg3x CR SCP Colwyn Chambers, 19 York Street, Manchester Scenario 1: 'Survey 2018 PM' (FG1: 'Survey 2018 PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram Longmeanygatge / PRC: 17.0 % Traffic : 19.7 pcuhr A 0.0% Inf Inf 1 Arm 7 - Leyland (N) Exit Arm 1 - Leyland (N) 76.1% Arm 4 - Longmeanygate 0.0% Inf Inf Arm 8 - Exit 1 D Arm 6 - Longmeanygate Exit Arm 2 - B 1 Inf Inf 0.0% % 50.2% % Arm 3 - Leyland (S) Arm 5 - Leyland (S) Exit 1 Inf Inf 0.0% C

24 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction % Longmeanygatge / % /1 Leyland (N) Ahead Right Left O D % /1 Left Ahead Right O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 50.2% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 17.0 for Signalled s (pcuhr): Cycle Time : 120 PRC Over All s (%): 17.0 Over All s(pcuhr): 19.75

25 APPENDIX D

26

27 APPENDIX E

28

29 APPENDIX F

30 Basic Results Summary User and Project Details Project: Title: Location: Additional detail: Leyland Test Track Longmeanygate / Signalised Junction Leyland File name: Author: Company: Address: Tiger Junction_LCC Committed Scheme_AM_TA Distribution.lsg3x CR SCP Colwyn Chambers, 19 York Street, Manchester Scenario 1: '2019 Base AM' (FG1: '2019 Base AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

31 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 80.2% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 7.8 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): 7.8 Over All s(pcuhr): 27.63

32 Scenario 2: '2019 Assess AM' (FG2: '2019 Assess AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

33 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 87.7% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 2.6 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): 2.6 Over All s(pcuhr): 31.18

34 Scenario 3: '2030 Base AM' (FG3: '2030 Base AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

35 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 92.7% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -3.0 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -3.0 Over All s(pcuhr): 37.15

36 Scenario 4: '2030 Assess AM' (FG4: '2030 Assess AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

37 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 92.7% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -8.4 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -8.4 Over All s(pcuhr): 43.78

38 Basic Results Summary User and Project Details Project: Title: Location: Additional detail: Leyland Test Track Longmeanygate / Signalised Junction Leyland File name: Author: Company: Address: Tiger Junction_LCC Committed Scheme_PM_TA Distribution.lsg3x CR SCP Colwyn Chambers, 19 York Street, Manchester Scenario 1: 'Base 2019 PM' (FG1: 'Base 2019 PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

39 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 68.3% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -3.2 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -3.2 Over All s(pcuhr): 37.23

40 Scenario 2: 'Assessment 2019 PM' (FG2: 'Assessment 2019 PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

41 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 63.5% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -0.1 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -0.1 Over All s(pcuhr): 41.17

42 Scenario 3: 'Base 2030 PM' (FG3: 'Base 2030 PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

43 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 75.8% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -3.9 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -3.9 Over All s(pcuhr): 50.57

44 Scenario 4: 'Assessment 2030 PM' (FG4: 'Assessment 2030 PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

45 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 80.2% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -8.5 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -8.5 Over All s(pcuhr): 61.73

46 APPENDIX G

47 Basic Results Summary User and Project Details Project: Title: Location: Additional detail: Leyland Test Track Longmeanygate / Signalised Junction Leyland File name: Author: Company: Address: Tiger Junction_LCC Committed Scheme_AM_Sens Test Dist.lsg3x CR SCP Colwyn Chambers, 19 York Street, Manchester Scenario 1: '2019 Base AM' (FG1: '2019 Base AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

48 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 80.2% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 7.8 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): 7.8 Over All s(pcuhr): 27.63

49 Scenario 2: '2019 Assess AM' (FG2: '2019 Assess AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

50 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 81.0% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): 6.2 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): 6.2 Over All s(pcuhr): 28.14

51 Scenario 3: '2030 Base AM' (FG3: '2030 Base AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

52 Network Results Item Description Type Full Num s Demand Flow Sat Flow (pcu/hr) Capacity Deg Sat (%) In Gaps When Unopposed In Intergreen (pcuhr) Av. Per PCU (s/pcu) Mean Max Queue Network: Longmeanygate / Signalised Junction Longmeanygatge / % % /1 2/1 Leyland (N) Ahead Right Left Left Ahead Right O D % O A J % /1+3/2 Leyland (S) Left Ahead Right U+O C E : : 92.7% /1 Longmeanygate Right Left Ahead O B % C1 PRC for Signalled s (%): -3.0 for Signalled s (pcuhr): Cycle Time : 240 PRC Over All s (%): -3.0 Over All s(pcuhr): 37.15