Key - Blaby District Council

New 

Lubbesthorpe 

New Community 

Transport Assessment A 

(Supplementary Document) 

April 2012

New Lubbesthorpe, Leicester 

Supplementary Transport Assessment 

Hallam Land Management, Barratt Strategic & 

Davidson Developments 

April 2012

QM 

Issue/revision Issue 1 Revision 1 Revision 2 Revision 3 

Remarks 

WSP Development and Transportation 

Unit 9, The Chase 

John Tate Road 

Foxholes Business Park 

Hertford 

SG13 7NN 

Tel: +44 (0)1992 526 000 

Fax: +44 (0)1992 526 001 

http://www.wspgroup.com 

Date April 2012 

Prepared by Brian Plumb 

Signature 

Checked by Brian Plumb 

Signature 

Authorised by Brian Plumb 

Signature 

Project number 11501693 

File reference N/Lubbesthorpe/ 

Supplementary 

TA 

WSP UK Limited | Registered Address WSP House, 70 Chancery Lane, London, WC2A 1AF, UK | Reg No. 01383511 England | WSP Group plc | Offices worldwide

Contents 

1 Forward 1 

2 Introduction 3 

3 Existing Site and Local Highway Network 5 

4 Planning Policy 10 

5 Development Proposals 17 

6 Accessibility 20 

7 Internal Road Network 25 

8 Base Traffic Data and Assessment Parameters 27 

9 Accident Analysis 31 

10 Phasing 32 

11 Travel Plan 34 

12 Trip Generation and Distribution 35 

13 Link Flow Assessment 45 

14 Junction Capacity Assessment 47 

15 Public Consultation 62 

16 Summary and Conclusions 64

Appendix A Figures 

Appendix B Main Site Access Routes 

Appendix C Summary of Travel Planning Measures 

Appendix D Detailed Modal Flows 

Appendix E Detailed Junction Assessment 

Appendix F Proposed Improvements - Desford Road Junction 

Appendix G Proposed Improvements - Beggars Lane Junction 

Appendix H Proposed Improvements - Kirby Lane 

Appendix I Proposed Improvements - Baines Lane 

Appendix J Bus Lane Improvements along A47 

Appendix K Proposed Improvements - Braunstone Lane Crossroads 

Appendix L Proposed Improvements - A47/A563 Junction 

Appendix M Proposed Improvements - Blaby Road/Leicester Lane 

Junction 

Appendix N Proposed Improvements - Foxhunter Junction 

Appendix O Proposed Improvements - Leicester Lane/St Johns 

Junction 

Appendix P Proposed Improvements to A5460/A563 Link 

Appendix Q Proposed Improvements to Beggars Lane/Desford Road 

Junction 

Appendix R Traffic Calming Proposals 

4Supplementary Travel Assessment 4

1 Foreword 

1.1.1 This Supplementary Transport Assessment has been prepared on behalf of the 

consortium of Hallam Land Management, Barratt Strategic and Davidson Developments 

in relation to the application for 4,250 dwellings, retail uses and employment on land to 

the west of Leicester, at Lubbesthorpe, Blaby. The site location plan is attached at 

Figure 1. 

1.1.2 The application was supported by a Transport Assessment prepared by 

Waterman Boreham, dated January 2011. WSP are now instructed to provide additional 

information to supplement the original TA, primarily to address the matters relating to the 

Leicestershire and Leicester Integrated Transport Model (LLITM) together with issues 

raised through the consultation process. The TA submitted in support of the application 

was prepared using the various traffic counts undertaken between 2008 and 2010, 

together with modelling of the development within the Central Leicester Traffic Model 

(CLTM) and also by the PTolomy transport model. At that time the LLITM was not 

available for use in the context of this scheme although the TA made reference to the 

model being used in the future to assess the overall impact of the development 

proposals. (Ref 10.11 original TA). 

1.1.3 The LLITM model became available for the testing of the Lubbesthorpe 

development, in the summer of 2011. Accordingly the consortium commissioned 

Aecom, via a tendering process organised by LCC, to undertake the modelling of the 

scheme within the LLITM model. The LLITM model is a robust WebTAG compliant 

integrated model, which is based on assumptions including economic forecasts and 

predictions regarding travel behaviour. These assumptions are based on observed base 

year data, recent trends and DfT WebTAG forcasting assumptions. 

1.1.4 The model has considered the various components of the development and 

assessed these against a core network model which excludes this level of development 

from this base network. It therefore provides a basis to assess the impact of the 

development on the transport network. 

1.1.5 This modelling work has now been undertaken with the consortium 

commissioning Aecom to assess the scheme within the LLITM model. This instruction 

for the further modelling was made at the beginning of August 2011 and Aecom have 

now undertaken the detailed modelling work in conjunction with Leicestershire County 

Council (LCC), with the final model report being issued in January 2012. Accordingly 

this Supplementary TA reports on the modelling work, together with addressing issues 

raised through the consultation process. The Aecom modelling report whilst not part of 

this report is available as part of the submitted documents. The original TA remains a 

valid document for the purpose of assessment of the scheme and is referred to within 

this Supplementary TA. 

1.1.6 Beyond the initial development modelling within LLITM, further modelling has 

been undertaken to consider specific issues including the use of Beggars Lane by 

development traffic together with traffic in general. Further modelling is also to be 

undertaken of the phasing of the development to ensure the mitigation measures are 

provided at the appropriate stages of the development. As part of this it will be 

necessary to ensure that the impact of the development is no greater though the 

development process than at the completion of the development. This work will also 

assist in ensuring the appropriate measures are provided to encourage and sustain 

alternative modes of transport through and beyond the development phases. 

11501693 Supplementary Travel Assessment 1

1.1.7 It is anticipated that as part of the travel planning measures on-going 

monitoring to ensure the modal split targets are achieved and that if this is not the case, 

further measures can be employed to assist in ensuring the targets are met. Accordingly 

whilst the supplementary Transport Assessment considers and assesses the impact of 

the development, there will remain in place an on-going process of monitoring and 

review including Blaby D.C, Leicestershire CC and Leicester City Council, together with 

the consortium to ensure the development achieves the sustainable transport targets 

and that the proposed measure provide the appropriate solution to the transport needs 

of this part of the transport network. 

1.2 REPORT STRUCTURE 

1.2.1 The report structure follows the format of the original TA picking up on issues 

raised through the consultation process of the original TA, and also providing details of 

the modelling work undertaken within LLITM. Each section within the original TA is 

referenced and any amendments or additions identified. Accordingly the original TA 

remains valid and is supported by this supplementary document which in part reiterates 

elements of the original TA. 

1.2.2 The other matter addressed within this report relates to the changes that have 

occurred by way of consented schemes which will need to be considered within this 

supplementary TA which are not specifically dealt with as part of the LLITM model. This 

primarily relates to the Glenfield site which has now received a planning consent 

following the planning appeal. Details of that scheme have been obtained from the 

Highway Authority and considered as part of this detailed appraisal. The LLITM does 

include for further residential and employment growth beyond that of Lubbesthorpe 

within Blaby, but not specifically at this location and hence the Glenfield site will be 

included in the detailed junction appraisal. 

1.2.3 Accordingly the report format follows the original TA format and where sections 

of the report have not altered or remain valid this is identified. 


2 Introduction 

2.1 INTRODUCTION 

2.1.1 WSP have now been instructed by the consortium in November 2011, taking 

over from the previous work undertaken by Waterman Boreham. The scheme proposals 

remain as set out in the original TA, that being for up to 4,250 dwellings, retail uses, 

community facilities, schools and employment land to the west of Leicester at Blaby. 

The land was identified in the Blaby District Council’s emerging Local Development 

Framework as a Sustainable Urban Extension (SUE) together with the Strategic 

Employment Site (SES). 

2.1.2 The site has been considered a part of the evidence basis to the LDF process, 

with a report produced by Scott Wilson for Blaby District Council, “Assessment of 

Transport Implications”, dated July 2009. The original TA made reference to that 

document, together with undertaking further strategic modelling making use of the 

Central Leicester Traffic Model (CLTM) and PTolomy model. As part of the TA, scoping 

discussions were held with the Highways Agency, Blaby District Council, Leicester City 

Council and Leicestershire County Council. Details of these are within the original TA. 

2.1.3 In considering the structure of this report, it follows the same format at the 

original TA and where appropriate reiterates elements of the original TA. Accordingly 

section 3 considers the local highway network and the extent of the network being 

assessed. This area has extended following the original TA submissions and the LLITM 

modelling. As part of this section the bus and cycle network are identified with this 

information updating the work originally included in the TA. 

2.1.4 Section 4 reviews the site against the relevant policy and reiterates that stated 

in the TA whilst including further references that were raised in the consultation process. 

2.1.5 The description of the development proposals as modelled in the LLITM model 

are included at Section 5, together with reiterating the principle highway infrastructure 

being provided and sustainable transport measures. 

2.1.6 Section 6 deals with the sites accessibility to modes other than the car 

including access to existing Public Rights of Way, cycle links etc. Section 7 reiterates 

the internal road network as set out in the original TA. 

2.1.7 Section 8 reviews the base line the traffic data and the basis of assessment 

within the LLITM model and the changes to the various parameters which were 

considered as part of the original TA. 

2.1.8 Section 9 of the original TA considered the accident data over the past 5 years. 

This is considered to remain valid and has therefore not been repeated in this 

Supplementary TA. 

2.1.9 Section 10 reviews the phasing of the development and highlights the key 

changes proposed in this regard. 

2.1.10 The travel plan measures are outlined in section 11 addressing the key points 

raised through the consultation process. The residential and employment travel plans 

have been updated and are provided as separate documents. 

2.1.11 Section 12 considers the trip generation and distribution as identified in the 

LLITM model and compares this with the work undertaken in the original TA. Based on 

these changes to traffic as identified in the LLITM model sections 13 and 14 assess the 

link and junction capacities on the extended study network. 


2.1.12 Section 15 then reviews the consultation process, with section 16 providing the 

overall summary to the Supplementary TA. Whilst this document has been prepared as 

a stand alone report to consider the LLITM assessment and address matters raised in 

the consultation process it should be read in conjunction with the original TA and the 

original TA still remains a valid document. 


3 Existing Site and Local Highway Network 

3.1 EXISTING SITE AND LOCAL HIGHWAY NETWORK 

3.1.1 As part of this section details are provided of the surrounding highway network 

as originally set out in the TA. In addition to this further details are provided of the 

extended area of consideration as required by Leicestershire County Council and 

Leicester City Council. 

3.1.2 The site forms two parts, the northern area of land is bounded by residential 

properties of Leicester Forest East to the north, the M1 to the east, M69 to the south and 

Beggars Lane to the west. The second part of the site is located to the south and is 

bounded by the M69 to the north, M1 to the east, Leicester Lane to the south and Mill 

Hill to the west. The site location plan attached in Figure 1 identifies the key transport 

routes within the vicinity of the site and also the areas of general assessment as a 

consequence of the LLITM modelling. This area has been extended beyond the original 

area assessed within the TA, and reflects the discussions with LCC together with the 

general impact of the development as taken from the LLITM modelling. 

3.2 STRATEGIC HIGHWAY NETWORK 

M1 

3.2.1 The M1 forms the eastern boundary of the site and runs to the west of 

Leicester. The M1 is a north – south arterial route stretching 193 miles between London 

to the north of England at Leeds. The M1 provides links to major centres including 

Milton Keynes, Luton, Leicester, Derby, Nottingham and Sheffield. The M1 provides 

access to southwest Leicester via Junction 21 and northwest of Leicester via Junction 

21a. 

3.2.2 To the southeast of the site the M1 connects to the M69 and A5460 via 

Junction 21, via a large roundabout. The strategic network suffers congestion with 

queuing at peak time on the motorway as a consequence of traffic exiting at Junction 21 

and also traffic moving between the M1 and M69. The primary congestion at Junction 

21 relates to traffic in the AM peak exiting the M1 to access Leicester, and in the PM 

peak traffic exiting Leicester to access the M1. 

M1 PROPOSED IMPROVEMENTS 

3.2.3 In relation to the strategic network measures were proposed for the M1 

between Junction 21 and 30 including widening over parts of this section. Specifically to 

the north of Junction 21 consideration was given to the introduction of active traffic 

management (ATM) which would operate at peak times and improve the flow and the 

operational performance of the motorway at these times. However, to achieve such 

ATM measures, it would be necessary to achieve a full hard shoulder over this section of 

the M1. This is currently restricted by the Leicester Forest East motorway services and 

also the farm accommodation bridge serving the land to the west of the motorway, the 

development site. These works are currently on hold as part of the Government 

Spending review. The proposed measures are taken into account in the application. 

M69 

3.2.4 The M69 forms the southern boundary of the SUE site, with the SES site lying 

to the south of the M69. The M69 runs between Blaby and Coventry and between the 

M1 and M6 on the northeast – southwest alignment. The eastern end of the M69 

terminates at its junction with the M1, access onto the M1 north is via a free flow slip 

road. Access to the M1 south and A5460 is taken via the M1 Junction 21 roundabout. 


M69 IMPROVEMENTS 

3.2.5 In addition to the ATM scheme proposed on the M1, consideration has been 

given to the provision of free flowing slip roads between the M1 to the north of junction 

21 and the M69. To achieve such slip roads, the Leicester Forest Services would be 

closed and would need relocating to maintain core MSA facilities on this part of the 

strategic road network. 

3.2.6 The timing of the delivery of the M1 upgrading including the ATM and also the 

M1 / M69 roads has been assumed post 2015. However, as with the M1 improvement 

these proposals are being reviewed as part of the new regional highways strategy for the 

Midlands, but an account has been taken of these proposals in the application and a 

reserve corridor is identified. 

3.3 LOCAL HIGHWAY NETWORK 

BEGGARS LANE 

3.3.1 Beggars Lane forms the western boundary of the site and runs between the 

A47 Hinckley Road to the north and the B582 Desford Road to the south. Beggars Lane 

is single carriageway and predominantly rural in character although in part is fronted by 

residential development associated with Leicester Forest East to the north and Enderby 

to the south. 

3.3.2 The northern end of Beggars Lane forms a signalised junction with the A47 

Hinckley Road. The Beggars Lane arm of the junction has a 30mph speed limit, 

provided with street lighting and subject to a 7.5 tonne weight limit. No footways are 

provided in the immediate vicinity of the signalised junction on Beggars Lane. However, 

a wide footway is provided on the eastern side of Beggars Lane to the south of the 

junction with Mallards Close and is associated with the residential properties that front 

the southbound carriageway. This footway continues in a southerly direction on the 

eastern side of Beggars Lane until a point 100 metres to the south of the junction with 

Forest House Lane. 

3.3.3 Beggars Lane takes on a rural character to the south of the Leicester Forest 

East residential area and reverts to national speed limit with no street lighting or footpath 

provision. Beggars Lane forms a priority junction with Lubbesthorpe Bridle Road which 

is a single carriageway road, with passing places, and runs on a northwest/southeast 

alignment through the site linking with the A5460 to the east. 

3.3.4 Continuing southward Beggars Lane is bound by agricultural fields until it 

reaches the northern boundary of Enderby and forms a signalised crossroad junction 

with Desford Road. The Beggars Lane northern arm of the junction is provided with a 

left turn lane and combined ahead and right turn lane. No pedestrian crossing facilities 

are provided at this junction. The southern arm of the Beggars Lane junction serves an 

industrial area and is provided with footways on both sides with street lighting and is 

subject to a 30mph speed limit. 

A47 HINCKLEY ROAD TO THE WEST OF BEGGARS LANE 

3.3.5 The A47 provides a link from the west of Leicester to the City Centre and 

provides a route from Hinckley to Leicester. 

3.3.6 Travelling in the westbound direction from the signalised junction with Beggars 

Lane the A47 is subject to a 30mph speed limit with street lighting and a footway on the 


northern side. In addition, an on-road cycleway is provided on the eastbound 

carriageway. The A47 reverts to the national speed limit once at the western edge of 

Leicester Forest East. The northern footway provision also stops at the residential 

boundary. Approximately a mile west from the junction with Beggars Lane the A47 

forms a staggered arrangement signalised junction with the B582 Desford Road and 

Leicester Lane. The Leicester Lane arm of the junction is subject to a 40mph speed limit 

and is provided with a combined ahead and left turn and right turn lane. 

A47 HINCKLEY ROAD TO THE EAST OF BEGGARS LANE 

3.3.7 The A47 Hinckley Road to the east of Beggars Lane runs on a west to east 

alignment through the middle of Leicester City Centre. It also provides links to the A563 

Leicester outer ring road. 

3.3.8 To the east of Beggars Lane the A47 Hinckley Road is subject to a 40mph 

speed limit with residential development and associated footways on both sides of the 

carriageway. The A47 is also provided with central hatching and regular traffic islands 

that accommodate uncontrolled pedestrian crossing facilities. Cycle lanes are provided 

on both sides of the carriageway for approximately 50 metres to the east of the junction 

with Beggars Lane and start again to the east between Warren Lane and Ellis Drive, 

where they terminate. 

3.3.9 The A47 Hinckley Road forms a signalised Y junction arrangement with Kirby 

Lane to the west of the M1 which links to Kirby Muxloe. An uncontrolled pedestrian 

crossing is located on the Kirby Lane arm of the junction and on the A47 Hinckley Road 

western arm. The eastern A47 arm of the junction is not provided with any pedestrian 

facilities. A stand alone signalised pedestrian crossing is provided to the east of the 

junction adjacent to a convenience food store. 

3.3.10 The A47 crosses the M1 via a bridge and cycle lanes are located on both sides 

of the carriageway. Approximately 500 metres to the east of the M1, the A47 forms a 

signalised cross road with Braunstone Lane and B5380 Ratby Lane. Ratby Lane 

provides access to the M1 via Junction 21 (a) (southbound), access from the M1 at the 

junction, can only be achieved if travelling northbound. In addition, Ratby Lane 

accesses the A46 which runs to the north of Leicester. Braunstone Lane, the southern 

arm, is provided with a staggered signalised pedestrian crossing. The eastern Hinckley 

Road arm of the junction is also provided with a controlled signalised pedestrian 

crossing, no other crossing facilities are provided at this junction. 

3.3.11 Ratby Lane also provides access to the Meynells Gorse Park and Ride Site 

approximately 200 metres north of the A47 junction. Approximately 1 mile to the east of 

the M1 the A47 forms a signalised roundabout junction with the A563 New Parks Way 

(Leicester Ring Road). Bus lanes are provided on the A47 in both directions, from the 

Meynells Gorse Park and Ride site to the city centre although they are not continuous 

over the route. 

3.3.12 Beyond the A47/A563 junction the route of the A47 to the city, is primarily a 

single carriageway with a series of signal controlled junctions together with various side 

road accesses which are uncontrolled. The key junctions along this route are:- 

Cort Crescent 

Wyngate Drive/Woodville Road 

Fosse Road North 


Narborough Road North/Tudor Road 

St. Nicholas Circle 

Congestion exists along this route in the am and pm peak periods with little opportunity 

to improve capacity within the extent of the public highway. 

A563 LUBBESTHORPE WAY 

3.3.13 The A563 is effectively Leicester’s outer ring road and as such is primarily for 

the movement of traffic and links with a number of other roads including M1 / M69, A47, 

A5460, A426, A5199, A6 and A6030. To the south of the signalised junction with the 

A47 no footway or pedestrian facilities are provided. To the south of the A47 the A563 is 

single carriageway to the south of Braunstone Lane bridge. Beyond this point the road 

becomes a dualled link, the A563 provides on and off slips to access Meridian Way and 

associated retail employment and residential areas. Further to the south the A563 also 

provides access to the Fosse Park area, Grove Park and links to lane A5460 and the 

M1/M69. 

3.3.14 North of the A47/A563 junction the A563 New Parks Way is a dualled 

carriageway up to the roundabout junction with Scudamore Road. 

MERIDIAN WAY 

3.3.15 Meridian Way runs to the west of the A563 and provides access to Thorpe 

Astley and associated residential and retail development. 

3.3.16 Meridian Way forms roundabout junctions either side of the A563 which 

connect to the on and off slip roads. The eastern most roundabout provides access to a 

leisure, cinema and David Lloyd fitness centre, via the eastern arm and the southbound 

carriageway of the A563. The roundabout located to the west of the A563 provides 

access to the northbound carriageway of the A563 via the northern Withers Way arm. A 

bridge links the two roundabouts and crosses the A563. Footways are provided on both 

sides of the bridge and around both roundabouts. Uncontrolled pedestrian facilities are 

provided on all arms of the two roundabouts. 

3.3.17 To the west of the A563 Meridian Way is a dual carriageway until the 

roundabout junction with Foxon Way and Meridian Way East where it reverts to single 

carriageway. Combined cycleway footways are provided on both sides of Meridian Way 

for the dual carriageway section. 

A5460 

3.3.18 The A5460 runs between Junction 21 of the M1 / M69 to the A47 west of 

Leicester. Four lanes are provided between the A563 and the M1 and in a westerly 

direction and 3 lanes in an easterly direction. To the east of the junction with the A563 

the A5460 reduces to three lanes in both directions and forms a large signalised junction 

with Fosse Park Avenue and the B4114. The A5460 then continues in a north easterly 

direction linking to the A47 to the west of Leicester City Centre. 

B582 

3.3.19 The B582 links to the A47 at the Desford Cross Roads as described above and 

connects to the B4114 to the south. To the south of the Desford Road junction with the 

A47 is the signal controlled junction of the B582 with Beggars Lane. This junction also 


serves as access to the Next development. This junction is relatively constrained with 

little opportunity to improve the junction and experience peak hour congestion. 

3.3.20 Further to the south on the B582, is the signalised junction of Blaby road with 

Leicester Lane. Again this is a constrained junction with little or no opportunity to 

improve the junction, which also experiences peak period congestion with queuing on 

the B582 approaches to the junction. 

3.3.21 The junction of the B582 and B4114 is known locally as the Foxhunter junction 

and is a partially signalised roundabout junction with the B582 north leg remaining 

unsignalised, together with a remote pedestrian crossing facility. Again this is a 

congested junction in the peak hours. 

B4114 

3.3.22 To the north of the Foxhunter Roundabout the B4114 links to the Fosse Park 

junctions and the A563. However, prior to the A563 junction, is the signalised junction of 

Narborough Road/St John’s, with Leicester Lane. Currently this junction restricts traffic 

from Leicester Lane turning tight to the B4114 and necessitates all movements to turn 

left to the Fosse Park junction. This junction also provdes access to the police 

headquarters. 

3.3.23 In addition to the above routes around the site, this Supplementary TA will 

consider the effect of the development on the A47 corridor into the city centre, the routes 

around Kirby Muxloe and areas to the south of the site to the junction of the B4114 and 

B582. These areas are illustrated in the plan attached at Figure 2 and generally reflect 

the comments made by the Highway Authorities regarding the scope and extent of the 

highway network. 

3.3.24 The assessment of the existing network is considered as part of the junction 

assessment and link flow assessments included in sections 13 and 14 of this report. 


4 Planning Policy 

4.1 PLANNING POLICY 

4.1.1 The Planning Policy identified in the original TA is considered to remain 

relevant and is therefore reiterated below. In addition reference is also made to the 6C’s 

Design Guide together with Manual for Streets and Manual for Streets 2. 

4.1.2 Set out below is the relevant policy background relating to transportation 

planning. 

PLANNING POLICY GUIDANCE NOTE 13 (PPG13) (JAN 2011) 

4.1.3 The key objectives of PPG13 are to integrate planning and transport at 

national, strategic and local level. The objectives seek to promote more sustainable 

transport choices and reduce the need to travel especially by car. 

4.1.4 When PPG13 was published in March 2001, the then Planning Minister, Nick 

Raynsford said: 

“PPG13 is about getting the right development in the right place and ensuring people 

have a choice in transport.” 

4.1.5 This statement remains valid today and is wholly pertinent in the context of the 

selection of a site or sites within the East Midlands. The location of development 

proposal to the West of Leicester in Blaby is considered to provide the right development 

in the right place not only ensuring that people have a choice in transport, but also easy 

access to established local facilities. 

4.1.6 PPG13 identifies at paragraph 6 that when preparing development plans Local 

Authorities should: 

“accommodate housing principally with existing urban areas planning for increased 

intensity of development for both housing and other uses at locations which are highly 

accessibly by public transport, walking and cycling.” 

PLANNING POLICY STATEMENT 3 HOUSING (PPS3) (JUNE 2010) 

4.1.7 When considering PPS3, Paragraph 10 considers, “Planning for housing policy 

objectives”. This states: 

“These housing policy objectives provide the context for planning for housing through 

development plans and planning discussions. The specific outcomes that the planning 

system should deliver are: 

Housing developments in suitable locations which offer a good range of community 

facilities, and with good access to jobs, key services and infrastructure.” 

4.1.8 In the context of achieving high quality housing, paragraph 18 states: 

“To facilitate efficient delivery of high quality development, Local Planning Authorities 

should draw on relevant guidance and standards15 and promote the use of appropriate 

tools and techniques such as design coding alongside urban design guidelines, detailed 

masterplans, village design statements, site briefs and community participation 

techniques.” 

4.1.9 This quote references as relevant guidance and standards, Manual for Streets. 

Whilst the quote refers to the original Manual for Streets, Manual for Streets 2 has 

recently been published which provides a comparison guide to the original document. In 

terms of walkable neighbourhoods, Manual for Streets states at paragraph 4.4.1: 


“Walkable neighbourhoods are typically characterised by having a range of facilities 

within 10 minutes’ (up to about 800m) walking distance of residential areas which 

residents may access comfortably on foot. However, this is not an upper limit and 

PPS13 states that walking offers the greatest potential to replace short car trips, 

particularly those under 2km. MfS encourages a reduction in the need to travel by car 

through the creation of mixed use neighbourhoods with interconnected street patterns, 

where daily needs are within walking distance of most residents.” 

4.1.10 This reference to walking distances is an important consideration in the content 

of the development of the site, too often authorities are fixed on a distance of 400m to 

bus stops and 800m to Town Centres. However, it must be recognised in the context of 

new developments that whilst these may be goals to set for walking distances to 

appropriate facilities they are not the maximum distances people are prepared to walk. 

In practice it is about the quality of the walking environment and facilities at the trip end 

that determines the distance people are willing to travel. 

4.1.11 The Scott Wilson report for Blaby refers to para 2.3.3 to the DfT document, 

“Building Sustainable Transport into New Development”. This identifies that the internal 

layout of developments can be important in minimising car trips by:- 

“Using traditional compact town layouts. Walking neighbourhoods are typically 

characterised as having a range of facilities within 10mins walking distance (around 

800m). However, the propensity to walk or cycle is not only influenced by distance but 

also the quality of the experience; people may be willing to walk or cycle further where 

their surroundings are more attractive, safe and stimulating”. 

Accordingly it is considered that the 800m is not necessarily an upper ceiling on walk 

distances within a well designed neighbourhood. In any event this is achieved for the 

application site in the context of access to the local centres. 

4.1.12 The Institute of Highways and Transportation: Guidelines for Providing for 

Journeys on Foot (2000) highlights the significance of one mile in terms of walking 

journeys in urban areas (paragraph 3.3): 

“Approximately 80% of walk journeys and walk stages in urban areas are less than one 

mile. The average length of a walk journey is one kilometre (0.6 miles). This differs little 

by age or sex and has remained constant since 1975/76. However, this varies according 

to location. Average walking distances are longest in Inner London. The main factors 

that influence both walking distances and walking time in a city or town centre appear to 

be the size of the city or town itself, the shape and the quality of the pedestrianised area, 

the type of shops and number of activities carried out.” 

4.1.13 At paragraph 36, PPS3 addresses the issue of providing housing in suitable 

locations: 

“In support of its objective of creating mixed and sustainable communities, the 

Government’s policy is to ensure that housing is developed in suitable locations which 

offer a range of community facilities and with good access to jobs, key services and 

infrastructure. This should be achieved by making effective use of land and existing 

infrastructure...” 

ACCESSIBILITY PLANNING 

4.1.14 Accessibility Planning is an initiative which forms part of the policy commitment 

to improving social inclusion. It is highlighted in Annex B of PPS12 under the heading 


“Integration of Transport and Land-use Policies”. It also links directly to the aims of PPS3 

in seeking to ensure new housing has good access to jobs, key services and 

infrastructure. It is, however, primarily focussed on delivering good accessibility to shops 

and services for all sections of society. The recently published Accessibility Planning 

Guidance makes clear the key objectives: 

“Improving social inclusion lies at the heart of Government policies. The Government 

wants to improve access to opportunities, and enable individuals and communities to 

realise their potential. Achieving these aims means making sure everyone can get to 

work, schools, healthcare, food shops and other key services.” (paragraph 1 – 

Summary) 

4.1.15 Paragraph 2 of the Summary provides further details about what accessibility 

planning aims to achieve: 

“This guidance sets out how the accessibility problems faced by people from 

disadvantaged groups and areas can be identified and addressed through local transport 

plans (LTPs) and local authorities’ other functions, and through working with local 

partners. It builds on the Social Exclusion Unit report Making Connections, which 

demonstrated the importance of transport and accessibility to social inclusion, and sets 

out a cross-Government strategy for improving access to the services with the greatest 

impact on life opportunities – jobs, health care, learning and food shops.” 

REGIONAL TRANSPORT STRATEGY 

4.1.16 As part of the Government’s commitment to localism and decentralisation, 

Ministers announced in May 2010 the Governments intention to abolish Government 

Office for The East Midlands. However, for the purposes of this report the aspirations of 

the Regional Transport Strategy are identified as it is considered relevant to this 

development proposal until such time that an alternative local strategy is put in place. 

4.1.17 The Regional Transport Strategy (RTS) focuses on encouraging the developing 

of sustainable travel patterns through: 

Reducing the need to travel, especially by car, and managing traffic growth and 

congestion; 

Significantly improving opportunities for walking and cycling; 

Improving the reliability, capacity, quality, accessibility and coverage of the public 

transport network; 

Making better use of existing transport networks through better management, and 

Only developing additional highway capacity when all other measures have been 

considered. 

4.1.18 When considering the Region Transport Strategy, paragraph 4.2.27 and 4.2.28 

states: 

“4.2.27. The housing strategy for the Leicester and Leicestershire HMA is one which 

focusses on the existing Leicester Urban Area, initially by capitalising on its substantial 

urban capacity. However, this will be insufficient to meet all the proposed provision to 

2026, and later in the plan period, this will need to be met by planned sustainable urban 

extensions”. 


“4.2.28. In considering the areas of search for these urban extensions, regard has been 

had to an assessment of constraints and opportunities around Leicester. The best 

opportunities to meet the bulk of the additional provision for the PUA lie west of Leicester 

in Blaby and north of Leicester in Charnwood”. 

LEICESTERSHIRE COUNTY COUNCIL LOCAL TRANSPORT PLAN 3 

(LTP3) 

4.1.19 Leicestershire County Council adopted their Local Transport Plan (LTP3) in the 

1 April 2011. The key policy objectives are identified below:- 

“We will work through the planning system to seek to minimise the potential 

transportation impacts of population growth on the efficient and reliable operation of our 

transport system. 

Our approach to doing this will include:- 

a) Seeking to ensure that district council proposals for new development set out in 

their Development Plan documents, and proposals put forward by others, are 

underpinned by credible and robust transportation evidence. 

b) Maximising the use of our existing transport system by seeking to deliver new 

development in areas that are already able to be well served by walking, cycling 

and public transport. 

c) Inputting into the masterplanning of the new development, especially the 

Sustainable Urban Extensions around the edges of Leicester and the county towns, 

to ensure that they are designed from the outset to provide high quality, safe 

facilities to encourage walking and cycling and (as appropriate) public transport 

access/use. 

Note that through the planning system, we will seek to resist proposals that do not 

achieve these things. 

d) Monitoring the effectiveness of measures that are implemented to support new 

development, in particular the Sustainable Urban Extensions, and use the 

information generated to inform decisions about our future approach. 

e) Helping to secure and co-ordinate the funding and provision of the significant 

transportation infrastructure (likely to include some new road building), required to 

provide access to and support the Sustainable Urban Extensions around the edges 

of Leicester and the county towns. 

In seeking to minimise the impacts of development proposals put forward by others, it is 

important that we seek to reduce the potential levels of travel generated by population 

growth, not only in the interests of maintaining a transport system that is capable of 

effectively meeting the economic needs of the sub-region, but also in seeking to reduce 

the cost of new transport infrastructure that is required to support the growth agenda. 

We recognise, however, that this may still entail new road building schemes, for 

example the proposed route around Melton Mowbray, which would open up land for 

housing development. 

DELIVERING OUR LTP3 APPROACH 

The sections that follow provide more details of what we will be doing to deliver the key 

elements of our long-term strategy to encourage more active and sustainable travel. 

Whilst we recognise the vital importance of our efforts to reduce CO2 output from our 


transport system and support healthier lifestyles, we cannot concentrate on all aspects 

of our approach at once and afford them all the same priority within our available 

resources. Our first Implementation Plan identifies the things that we will be doing in the 

first three years of LTP3 to deliver our long-term strategy and explains how we will 

monitor and review progress to ensure that our approach remains relevant and robust. 

Chapter 11 of this strategy provides the context for our first Implementation Plan, and 

thus the context in which we have made decisions regarding which aspects of our 

approach to encouraging more active and sustainable travel we take forward in the first 

three years of LTP3. 

We will work through the planning system to seek to reduce the need to travel. 

We will do this by: 

a) Seeking to promote and support land-use planning policies that are developed by 

others that aim to reduce the need for existing residents to travel outside their local 

area. For example, the provision of supported office accommodation that would 

enable someone to work more locally on occasions rather than travel to work 

outside their local area. 

b) Maximising the use of our existing transport system by seeking to deliver new 

developments in areas that are already able to be well served by walking , cycling 

and public transport. 

c) Seeking to ensure that new development proposals put forward by others are either 

supported by an appropriate range of facilities that reduce the need to travel off-site 

or, when necessary to travel off-site, travel distances are minimised and genuine, 

safe, high quality choices are available (or can be provided) for people to walk, 

cycle and use public transport to access facilities and service nearby. 

d) Inputting into the masterplanning of new developments to ensure that they are 

designed from the outset to provide high quality, safe facilities to encourage 

walking, cycling and public transport access and use. We will focus particularly on 

the sustainable Urban Extensions that are planned for the edges of Leicester and 

some of our county towns. 

e) Seeking to ensure that new development proposals put forward by others are 

supported, as appropriate, by travel plans. Such travel plans should seek to reduce 

travel by car and be backed up a target-driven monitoring and reporting programme 

that will allow the effectiveness of the travel plan in changing travel behaviour to be 

assessed. It is suggested that such travel plans should also contain the 

requirement for penalty charges to be introduced where targets are not met. 

f) Using wider planning policies to promote and help enable travel by walking, cycling 

and public transport. Ensuring land use and transport planning are properly 

integrated throughout the planning process is vital to reducing the need to travel 

and to encouraging travel by public transport, bike or on foot. This is particularly 

important given the level of growth planned for Leicester and Leicestershire. 

It should be noted the through the planning system, we will, as appropriate, seek to 

resist proposals that would likely result in adverse impacts on our efforts to encourage 

modal shift away from the private motor car.” 


LEICESTER CITY COUNCIL LTP3 

4.1.20 The Leicester City council LTP3 includes the transport objectives which are the 

focus to the City Council’s transport strategies. These are:- 

Reduce congestion and improve journey times 

Improve connectivity and access 

Improve safety, security and health 

Improve air quality and reduce noise 

Reduce carbon emissions 

Manage to better maintain transport assets 

Improve quality of life. 

4.1.21 The development proposal will provide opportunities to use modes other than 

the private or by providing a regular and frequent bus service between the site and the 

city centre, as well as providing links with the surrounding employment areas. In 

addition, cycle routes will be provided within the site, linking with the existing cycle route 

infrastructure. 

4.1.22 It is clear that by providing the right location and appropriate infrastructure, the 

objective of the RTS can be achieved and that the land West of Leicester in Blaby is 

such a location. In this regard, studies have been undertaken by Leicestershire County 

Council to support the RTS with a technical report produced in April 2007. Whilst work 

identified specific issues which would need to be addressed the overall conclusion 

states: 

“Given the above, there is no material cause to revise the conclusions reached in the 

previous work that a sustainable urban extension to the north of Leicester and one to the 

west could be accommodated in transport terms.” 

4.1.23 The aims and objectives of the city and counties LTP’s are key to the selection 

of the PUA site, and this STA seeks to ensure that the development addresses these 

issues in the context of the impact on the transport network, and also in the context of 

improving the current conditions. 

4.1.24 The LTP includes measures to enhance bus and cycle travel. Currently, park 

and ride bus facilities exist on the A47, the Quicksilver Shuttle, together with the Enderby 

and Birstall Park and Ride sites. The Enderby site makes use of the A47 bus priority 

corridor into the city routing buses along the Ring Road up to the A47. There are a 

number of existing cycle routes to the west of Leicester with measures proposed to 

extend these further. More information on this is provided in Section 5. 

4.1.25 Clearly, it is particularly important given the growth in employment together with 

the retail areas at Fosse Park and around junction 21, to improve transport links within 

this area for non car modes and also ensure good links exist between this area and the 

City Centre. 

BLABY LOCAL DEVELOPMENT FRAMEWORK 

4.1.26 As has been identified as part of the LDF process, an assessment of the 

transport implications of the various potential sustainable urban extensions was 

undertaken by Scott Wilson on behalf of Blaby District Council. This report was 


published in July 2009 and reference to this is made in the subsequent sections of this 

report. 

LEICESTERSHIRE DESIGN GUIDE 

4.1.27 The design of the site and internal road layout will be in accordance with 6C’s 

Design Guide. This provides guidance on matters of highway and transportation 

infrastructure. The revised edition published in November 2011 aims to include the 

principles contained in Manual for Streets (MfS). 

MANUAL FOR STREETS 

4.1.28 Manual for Streets published in 2007 gives guidance on the design of 

residential streets. This recognises that most highways in built up areas can be 

considered as streets and that streets with direct access can accommodate volumes of 

traffic in excess of 10,000 vehicles per day, and far in excess of that likely on the main 

routes within the proposed development site. 

MANUAL FOR STREETS 2 

4.1.29 Manual for Streets 2 was published in September 2010 and applies the 

principles developed in Manual for Streets more widely. 


5 Development Proposals 

5.1 DEVELOPMENT PROPOSALS 

5.1.1 The development proposals were set out in detail in the original TA and also 

within the Design and Access Statement, and these remain valid. However, for the 

purpose of the modelling work within the LLITM, more specific information was given of 

the development proposals and this is set out below. 

5.1.2 For the purpose of the LLITM model the development has been identified as 

follows. 

Residential – 4250 dwellings of which; 

5% - 1 bedroom 

25-30% - 2 bedroom 

25-30% - 3 bedroom 

30-35% 4 bedroom 

5-10% 5+ bedrooms 

District Centre; 

Retail – 5,460m² 

Community – 1,500m² 

Business – 2,000m² 

Health – 1,200m² 

Local Centres – 2 No. Local Centres each comprising; 

Retail – 1,240m² 

Community – 1,400m² 

Business/Workspace – 500m² 

Local Convenience Shop – 185m² 

Education – 2 No. Primary Schools, 1 No. Secondary School 

Strategic Employment – 100,000m² 

5.1.3 Attached at Figure 3 is a zoning plan which identifies the zones within the 

model and within which the various components of the development have been split. 

Within the residential areas it is assumed that 70% will be private housing and 30% 

being rented. 

5.2 INFRASTRUCTURE PROVISION 

5.2.1 The main infrastructure is identified in the zoning plan attached at Figure 3. Of 

this infrastructure it is assumed that the main routes within the site are provided a 6m 

wide roads with 3m pedestrian/cycle routes to both sides. The speed limit will be 30mph 

over the majority of the main routes with this being reduced to 20mph through the local 

and district centres as identified on the plan. As the route to the south leaves the 

residential area it is anticipated that the speed of the road would increase to 40mph prior 

to crossing the M69 and up to the junction with Leicester lane. The width of this road 

would also widen to 7.3m to serve the employment area. 


5.2.2 The route across the M1 to Meridian Way would also be a 7.3m wide 

carriageway with segregated pedestrian and cycle routes. This route would be a 30mph 

road linking to the Lubbesthorpe Way junction. The connections to Beggars Lane 

together with the other main infrastructure connections are shown on the plans attached 

at Appendix B. 

5.2.3 In relation to buses, it is proposed to provide a bus gate on exit to Baines Lane 

for buses, cyclists and pedestrians primarily providing access for the strategic bus 

service to link to the A47. This will include a new signal controlled junction at Baines 

Lane to ensure priority exit for the bus services. It is proposed that both the strategic 

and local bus services will circulate around the development and pass through the 

Transport Hub which will form part of the District Centre, with full details of transport 

routes for all modes of transport being available at this Transport Hub. 

5.2.4 Finally, in addition to the main access routes providing for pedestrians and 

cyclists, it is also intended that the existing Lubbesthorpe Bridle Road/Watergate Lane 

be maintained for pedestrians and cyclists and that this route provides the opportunity to 

connect into the Meridian business Park and also further to the east the cycle routes 

along the Soar Valley linking to Leicester City Centre. Alternatively routes for cyclists to 

the City Centre are via the A47 or via Meridian Way and Braunstone Town. Details of 

the cycle routes are shown on the plan attached at Figure 6. Further details of 

pedestrian and cycle facilities are discussed in section 6 of this Supplementary TA. 

5.3 PUBLIC TRANSPORT PROVISION 

5.3.1 In relation to the provision of public transport discussion have taken place with 

the three main source providers and also with Leicestershire County Council and 

Leicester City Council. From this it is considered that through the development phases it 

is appropriate that a bespoke service for the site is provided and only when the 

development is substantially complete will operators consider diverting existing services 

into the site. Accordingly it is proposed to provide two bus services to the site, one being 

and express service linking the site to the city centre, and the other a local service 

connecting the site with Meridian Business Park, Fosse Park and Grove Park together 

with the employment opportunities to the south of fosse Park in Blaby and also those in 

Enderby. 

5.3.2 In relation to the express service, this will provide a 20 minute frequency 

service between the site and the city centre routing along the A47 and into the city 

centre. It is intended that as part of the personalised travel planning new residents are 

offered a 6 month free bus pass per household to encourage such usage. The route 

within the site would be a circular route around the main corridors as shown on the plan 

attached at Figure 11 passing through the district centre which would be considered as a 

transport hub within the development. Upon leaving the site the service would travel to 

the city centre dropping off and picking up from a single central location. Details of the 

route options within the city are shown on the plans at Figures 7 to 10, of these options 

option 3 has been included in the LLITM modelling. The final details of the routing within 

the city centre will need to be agreed with the City Council, County Council and bus 

operator, together with, whether the bus picks up on route to the city centre. Whilst 

option 3 has been tested it is understood that option 4 is now the preferred scheme by 

the city and county councils. 

5.3.3 In terms of local services these are also show on the plan at Figure 11. This 

proposes a circular route through the site linking to the local employment and retail 


facilities. This service would operate on the 30 minute frequency with services travelling 

in both directions along the route. 

5.3.4 Detailed travel plans have been prepared for the residential and employment 

area and further details of this are set out at section 11 of this Supplementary TA. At 

Appendix C is a summary of the travel planning measures. 

5.3.5 The original TA set out the anticipated start date as being 2013/2014 with a 

completion date at 2026. In this regard the LLITM modelling has been undertaken at 

2026 assuming all development in place and this is compared with the core network at 

2026 with the Lubbesthorpe scheme and infrastructure excluded from the model. 

Accordingly this ensures a robust comparison of the effects of development. A further 

test year of 2031 has also been undertaken to compare the core and development 

models. This then provides an assessment 5 years post completion. 


6 Accessibility 

6.1 ACCESSIBILITY 

6.1.1 This section reflects the existing footways and cycleway within the vicinity of 

the site that were identified within the original TA and seeks to add to these to address 

issues raised by LCC. 

6.2 PUBLIC RIGHTS OF WAY 

6.2.1 There are number of existing Public Rights of Way (PRoW) that cross the 

development site, a plan showing these routes is included in Figure 4 and are detailed in 

the table below. 

Table 6.2.1 Public Rights of Way through the Proposed Site 

Footpath 

Reference 

V77a 

V80a 

V82 

W3 

W3a 

W4 

Description Width 

From Hunters Way to Stafford Leys, Leicester 

Forest East. 

From Beggars Lane, Lubbesthorpe to the Desford 

Road at Huncote Grange and to Thurlaston Lane, 

Enderby with spur to V72a south of Newhal Park, 

Thurlaston. 

This route extends from Desford Road, Kirby 

Muxloe to Main Street and then from Barwell 

Road to Station Road, then from Station Close to 

Barry Close, then from Cherry Tree Avenue (with 

spur to Barbara Avenue), to Hinckley Road, then 

from Hinckley Road to Woodpecker Close, then 

from Lark Close crossing the site on a north/south 

alignment to Mill Hill. 

From New House Farm, Lubbesthorpe (within the 

site) to Hinckley Road, Leicester Forest East on a 

north/south alignment. 

From Old Warren Farm, Lubbesthorpe (within the 

site) to join W4 west of M1 

From Kingsway North Braunstone to Meridian 

Way and from Meridian East to Abbey Farm, 

Lubbesthorpe (at the south eastern corner of the 

site) and from the M69 Motorway to Mill Hill, 

Enderby. 

Limitations & Conditions: 

All weather surface from Kingsway North to M1 

motorway. Kingsway North to Lubbesthorpe Way 

also has cycleway status. 

Minimum 1.6m 

Not defined 

Minimum width 

of 1.8 metres 

over diverted 

route (1362) 

Not defined 

Not defined 

Min.width of 3.8 

metres over 

diverted route 

(1641) 1.8 

metres over 

diverted routes 

(1430, 1437, 

1571 & 1591) 

and 3.7 metres 

over 

tarmacadamed 

diverted route 

(1630) 


W6 From Desford – Enderby Road to Warren Lane. Not defined 

W7 

From footpath V82, east of Forest House, on a 

east-west alignment to footpath W4, south of 

Braunstone. 

Not defined 

W15 From Hal Walk, Enderby to footpath W4 Not defined 

W25 

W118 

(Bridleway) 

From Kirk Road, Enderby (on a west-east 

alignment) to Leicester Lane and from Enderby 

Warren Quarry, south east of Warren Farm to join 

W4 at Harold's Lane. 

From Abbey Farm, Lubbesthorpe (at the south 

eastern corner of the site) to Leicester Lane, 

Enderby. 

Note: Information obtained from Leicestershire County Council’s web site. 

Not defined 

Not defined 

6.2.2 As part of the development proposals, the existing PRoW crossing the site will 

be incorporated within the design and mostly on their existing alignments. Some 

modifications may be necessary to accommodate development but replacement routes 

of equal amenity will be provided. These matters will be addressed at the detailed 

design stage. A plan identifying how these routes will be maintained and linked to the 

broader network, is included in Figure 6 and linked to the broader network. 

6.2.3 To enhance the existing PRoW a number of new footways will also be provided 

these routes will be either footways, cycleways, bridleways or a combination. The 

proposed width and surfacing of these routes by type is listed below. 

Table 6.2.2 Typical footways / cycleway widths 

Type Minimum Width Surface Type 

Recreational Footpath 

(along the Brook/ outside 

of the residential areas) 

Recreational Footpath 

(within the residential 

areas) 

Residential Footway 

(along roads within the 

residential/ employment 

areas) 

Combined Footway and 

Cycleway (Along the 

Brook) 

Combined Footway and 

Cycleway (within the 

residential/employment 

areas) 

1.8m Loose granular type material 

2.5m Geotextile Material 

2m Paved / Tarmac 

3.5m Loose granular type material/ 

Geotextile Material 

3m Tarmac 


Combined Footway, 

Cycleway and Bridleway 

6.3 CYCLE ROUTES 

3m footway & 

cycleway and 1.5m 

bridleway. Total 

width 4.5m 

Paved/ Tarmac for the 

footway/cycleway 

Loose granular type material for 

the bridleway. 

6.3.1 The A47 Hinckley Road accommodates intermittent on road cycle lanes 

between the junction with Beggars Lane and Leicester City Centre. A short length of onroad 

cycle lane is provided on both sides of the A47 for approximately 100 metres to the 

east of the junction with Beggars Lane. In addition cycles lanes are provided on both 

sides of the carriageway between the junctions with Warren Lane and Ellis Drive. Cycle 

Lanes then continue in an easterly direction from the point where the A47 crosses the 

M1. 

6.3.2 Along Leicester Lane, there is an existing combined footway/ cycleway which 

starts from a point approximately 240 metres west of the M1 and continues eastwards to 

B4114 Narborough Road South. Narborough Road provides off road cycle lanes in both 

a northerly and southerly direction, and in turn links with Fosse Park retail development. 

6.3.3 Off road cycle routes also run alongside the A563 Lubbesthorpe Way 

(Leicester Ring Road) and provides links to the wider Leicester cycle network. 

6.3.4 An existing combined footway/ cycleway is also provided on both sides of 

Meridian Way along the section which is duelled carriageway. 

6.3.5 A plan identifying the existing cycle routes is provided in Figure 5. 

6.3.6 As part of the development proposal, there will be strategic cycle routes that 

link the site with the existing cycle routes near to the edge of the site which are along 

Lubbesthorpe Way, Leicester Lane and along A47. The plan in Figure 6 shows how 

these existing routes will link with the proposed highway infrastructure within the site, 

and the links that they provide to the local facilities available. Table 6.2 identifies the 

widths of these routes where they are dedicated routes. Other roads within the site are 

considered to be suitable for on-road cycling. 

6.3.7 The key aim of the cycle links is to enable residents to use these routes to 

access the local shops, health services, schools etc without the need to travel by car. All 

routes within the development area will be lit, and designed to provide a safe and 

enjoyable environment. The detailed design of these will accord with Sustrans 

guidelines. Typical cross sections are provided in Appendix 7 of the original TA.. 

PROPOSED PEDESTRIAN AND CYCLE ROUTES & LINKS WITH THE 

EXISTING NETWORKS. 

6.3.8 The proposed residential and employment sites will include a comprehensive 

network of footways and cycleways allowing residents to be able to walk or cycle to local 

facilities and places of employment. As part of the development proposal a new 

vehicular access will be provided via a new bridge across the M1 linking to Meridian 

Way and in turn onto the A563. This access will also provide a pedestrian and cycle 

connections between the site and the existing employment areas to the east of the M1 

and also linking with the existing footway and cycleways. 


6.3.9 To the northern end of the development site, a bus only link will be provided 

utilising the existing road bridge that serves the M1 Leicester Forest East Motorway 

Service area. This will also accommodate cycle and footpath provision linking to the 

existing footpaths and cycleways to the north of the site and along A47. 

6.3.10 Other new and upgraded pedestrian and cycle routes will be provided as 

outlined in the plans attached at Figure 6. 

6.4 BUS ROUTES 

6.4.1 In the context of sustainable travel measures, Leicestershire and specifically 

Leicester, have implemented a number of measures to encourage sustainable travel 

with much of this focussed around bus based travel. Measures include the existing park 

and ride sites at Meynalls Gorse on the A47 and at Enderby, south of Fosse Park. Both 

sites use the bus lanes provided along the A47 as a connection to the City Centre with 

the Enderby buses travelling around the ring road, along Lubbesthorpe Way to connect 

to the A47. It is evident that the A47 corridor is probably the highest quality bus based 

corridor into the City Centre, and provides a potential high quality link from the site to the 

City Centre. 

6.4.2 Details of the existing bus services within the vicinity of the site are attached at 

Figure 12. These include services travelling along the A47 together with local services 

passing through Thorpe Astley to the east of the motorway. 

PROPOSED BUS SERVICES 

6.4.3 The development proposal will also include for high quality bus services 

through the site, linking the site with the City Centre and surrounding area. A plan 

showing the proposed route is included at Figure 11 with the catchment areas for these 

routes shown at Figure 13. These reflect a 400m walk distance from each proposed bus 

stop. 

6.4.4 It is intended that a high quality fast and frequent service is provided from the 

site to the City Centre via the A47. Such a service is to be provided from an early stage 

in the development with buses operating in the peak periods (7.00am til 9.30am and 

4.00pm til 6.30pm) on a 20 minute frequency. From the City Centre, a number of other 

bus routes will be available for residents to undertake journeys beyond the City Centre. 

During the off peak period it is proposed that a 30 minute service is provided which will 

be between the hours of 9.30am till 4.00pm. 

6.4.5 As part of the high quality link to the City Centre there will be real time bus 

information within the site at key locations. The reliability of this service will be provided 

through the provision of a new bus lane on the A47 between Baines Lane and 

Braunstone Lane junction. Further improvements to bus priority on the A47 are currently 

being considered by the City Council extending bus lanes both inbound and outbound to 

the City, and contributions towards this infrastructure will be provided. The increased 

level of bus priority measures will increase the reliability of the service being proposed. 


6.4.6 Discussions have been held with the bus operators and it is concluded from 

these that through the early phases of the development bespoke services for the site are 

required, which are likely to involve hopper type buses (15 seat capacity). Once Phase 

2 is complete the buses are likely to change to single decker buses (30 seat capacity). 

A review of the predicted modal split and phasing is undertaken in Chapter 8. Once the 

site is established with the main infrastructure in place it is anticipated that existing 

services will divert into the site including the services travelling around Leicester via the 

ring road, such as the number 40 service operated by Centrebus on an hourly basis 

around the City. 

6.4.7 It is intended that the bus services and patronage will be monitored and 

reviewed on an ongoing basis as part of the Travel Planning, in conjunction with the City 

Council, County Council and Blaby. 


7 Internal Road Network 

7.1 INTERNAL ROAD NETWORK 

7.1.1 The internal road network arrangements remain as per those identified in the 

original TA. Accordingly this is repeated below. 

7.1.2 The design of the site layout follows the design principles of Manual for Streets 

(MfS) together with the Leicestershire County Councils Design guidelines. The 

proposed road hierarchy includes various street types including: 

High Street 

Main Street 

Mixed Use Street 

Avenue 

Mews 

Lane 

Courtyard 

A plan showing the proposed hierarchy is included in Figure 14. 

7.1.3 As part of the planning application a Design and Access Statement will be 

submitted identifying the proposed details of typical street layouts. In relation to the 

highway aspects, the proposed street dimensions will follow the principles of MfS and 

LCC design guidelines and will be generally as follows, with the precise details being 

resolved at the detailed planning stage. 

Table 7.1.1 Proposed Highway Design 

Road Type Carriageway 

Width 

Footway Width Design Speed 

High Street 6m Min 2m 20 mph 

Main Street 6m Min 2m 30 mph 

Mixed Use 

Street (not 

accessed by 

bus) 

5.8m Min 2m 20 mph 

Mews / Lane 4.8m 2m 20 mph 

7.1.4 As can be seen from the LLITM modelling considered later within this report the 

levels of traffic using the routes within the site are well below the theoretical capacity of 

such roads. 

PARKING 

7.1.5 Parking is a key function of many streets and can assist in calming speeds. 

The design will incorporate a mixture of parking arrangements including off-street, onstreet 

and communal parking areas. The layouts of the parking areas will be designed 

so that they maximise security and minimise visual dominance. 


7.1.6 The level of parking to be provided will accord with Leicestershire County 

Councils Parking Standards. 


8 Base Traffic Data and Assessment 

Parameters 

8.1 BASE TRAFFIC DATA AND ASSESSMENT PARAMETERS 

8.1.1 Within this section of the supplementary TA, the base input data to the LLITM 

main parameters are considered and reviewed against the original work undertaken in 

the TA. 

BASE TRAFFIC DATA 

8.1.2 The base traffic data used in the TA was taken from a series of counts 

undertaken on various days between 2008 and 2010. This data included specific 

junction counts undertaken during the peak periods together with link counts undertaken 

by using automatic traffic counters over two week periods. This information was 

included in summary form in the original TA. Questions have been raised by others 

through the consultation process over the validity of the link counts, the concern is that 

as these may not be accurately counting traffic during congested periods. However, for 

the purpose of assessment of the TA, the link count data was not used and only the 

junction count data was applied as part of the junction assessment process. 

8.1.3 For the LLITM modelling the local area of the network was considered by 

Aecom to ensure the model reflected accurate base data for the base year of 2008. As 

part of this process, Aecom assessed all the appropriate local data which was collated 

by LCC and also included the data within the original TA. This data provided a model 

comparison for 2008 in both the AM and PM periods and ensure the local network of the 

overall model was considered to provide a robust basis for the future years of 

assessment. 

8.1.4 The model is then developed over the future years from 2011 onwards in this 

case to 2031, reflecting the growth in development over this period. As part of this the 

model assumes the effect of the planned growth over this period to 2026, which for 

Blaby is defined as:- 

6894 dwellings; 

5,500m² retail floorspace; 

47,500m²office space; 

14,291m² industrial floorspace; and 

5,700m² warehouse floorspace. 

(ref. Aecom Report Appendix 1 of that report para 3.1.03) 

(Note: The core figures include the above levels of development with the residential 

element reduced to 2644 dwellings. It should also be noted that the core excludes the 

Glenfield development). 

8.1.5 However, to ensure the full effect of the development is established the base 

year assessment for 2026 is redefined to remove the Lubbesthorpe proposals from the 

model and a core model created for 2026 and 2031. In essence therefore the predicted 

growth for Blaby is therefore reduced to a lower level removing the 4,250 dwelling 

associated with Lubbesthorpe, together with retail and employment providing the core 

network which can then be compared with the effect of the proposed development. 


8.1.6 It must however, be recognised that this core network is only developed as a 

comparative and does not reflect the situation should the Lubbesthorpe development not 

proceed. In practice if the Lubbesthorpe site were not to be developed, other allocations 

would be required within Blaby which will increase traffic volumes on the network 

although not necessarily within the vicinity of the site. 

8.1.7 For the purpose of comparison of the base data, the 2011 bases data taken 

from the core network is compared with the 2 way flows included in the original TA at 

table 8.1 of that document which was 2010 base data. Full details of the 2011 flow data 

is attached at Figure 15a and 15b. 

Table 8.1.1 Comparison of Peak hour flows 

AM PEAK PM PEAK 

TA (2010) LLITM 

(2011) 

TA (2010) LLITM 

(2011) 

A47 (west of Beggars Lane) 1043 1300 1266 1357 

A47at M1 overbridge 1442 1603 1684 1800 

Blaby Road, Enderby 1047 1054 950 978 

Leicester Lane 1214 989 1123 956 

Beggars Lane 624 563 685 673 

Meridian Way, west of 

Lubbesthorpe Way 

934 873 1120 1249 

8.1.8 As can be seen from the above the 2010 recorded flows in the main are 

broadly consistent with the 2011 LLITM base flows. 

GROWTH FACTORS 

8.1.9 Despite the core network not including the Lubbesthorpe development levels 

within the Blaby growth figures, there will still be growth within the Blaby area reflecting 

other developments within Blaby together with the effect of growth outside of Blaby but 

effecting the Blaby road network. In this regard the 2008 base network has been 

compared with the 2026 core network on the key routes around the site for AM and PM 

peaks and these showed the following growth rates over this period. This is shown at 

table 8.2 below with an average growth figure shown at table 8.3. Details of the 2026 

core network and 2031 core network are attached at Figure 17. 


Table 8.1.2 Comparison of Local Network Flows 

AM PM 

2008 2026 2008 2026 

A47 – W Beggars Lane 1086 1659 1145 1597 

A47 – E Kirby Lane 1462 2016 1731 1821 

A47 – W A563 1673 1967 1875 2282 

A563 – S A47 2195 2420 2754 3083 

A563 – N Fosse 2384 2615 2623 2864 

B4114 – N B582 2733 2800 3046 3084 

B582 – S A47 644 828 703 885 

B582 – S M69 722 1037 784 1103 

Totals flows 12899 15342 14661 16725 

Difference in flow 2443 2064 

Percentage change. 18.94% 14% 

Table 8.1.3 Growth 2008 – 2026 

AM Peak 19% 

PM Peak 14% 

Average Peak 16.5% 

8.1.10 By comparison the tempro growth factors over this period are as follows for the 

urban area. 

Table 8.1.4 Tempro Growth Factors. 

AM PM Average 

Leicester 20% 20% 20% 

Blaby 14% 15.5% 14.75% 

Accordingly the residual growth rate within the model reflecting the core network is 

indicating growth on the road network around the Lubbesthorpe site in the region of 

16.5% which is in excess of the total expected growth for Blaby as a whole but less than 

the Tempro growth for Leicester. However, it must be recognised that this is the residual 

growth for the general area, not including the Lubbesthorpe. Accordingly it would 

appear that the background growth within Blaby is higher within the model than would be 

expected especially when the Lubbesthorpe development represents over half of the 

anticipated development growth for Blaby. 

8.1.11 However, by adopting this level of growth on the core network the assessment 

will clearly take account of the other commitments which have or will come forward over 

this period within Blaby such that no specific inclusion of these sites is required in the 

detailed assessment dealt with later in this report. The exception to this as agreed with 


LCC is the Glenfield development which has now been granted consent. Whilst this is 

considered to be included in the growth applied to the model over this period between 

2008 and 2026, it is recognised that this specific distribution of traffic for that site should 

be considered at the Braunstone cross roads and on the routes around Kirby Muxloe, 

even though this will no doubt result in a duplication of some of the effect of traffic 

growth. 

8.1.12 The other sites which have been raised through the consultation process are 

identified on the plan attached at Figure 16. As has been identified, give the robust level 

of background growth within the LLITM model, it is considered that the effects of these 

developments is taken into account. In the context of the Sainsbury development the TA 

for that development has focused on the internal roundabout, and whilst undertaking a 

robust assessment of that junction recognises that on the broader network the majority 

of the traffic will already be on the network and not be new traffic. Accordingly it is 

considered that the growth applied to the base network is robust and ensures that the 

effect of committed development and other more recent planning consents are taken 

account of within the modelling work. 

DESIGN YEARS 

8.1.13 As previously identified it has been assumed within the modelling that the full 

commitment of the Lubbesthorpe site will be in place by 2026 and accordingly this has 

been adopted as the design year. Further modelling has been provided for 2031 to 

compare the effect of the development’s traffic at this future year. Whilst this considers 

the full development with all the previously identified mitigation, the phasing will assess 

the impact of the development over the earlier years prior to 2026. 

MODAL SPLIT 

8.1.14 The original TA then identified details of modal split within the local area taken 

from the census data. This remains valid and will be discussed in comparison to the 

modelled modal splits in subsequent sections of this report. 


9 Accident Analysis 

9.1 ACCIDENT ANALYSIS 

9.1.1 The accident analysis contained in the TA is considered to remain valid in the 

context of this supplementary TA, and can be found in section 9 of the original TA and 

also at Appendix 19 of that document. Once the final mitigation measures are agreed it 

is proposed that full road safety audits are undertaken of each of the proposals which 

will be informed by the accident data relating to those locations. Accordingly the 

accident data will be updated and the extent increased once the fixed mitigation 

schemes have been agreed. 


10 Phasing 

10.1 PHASING 

10.1.1 The phasing as set out and considered in the original TA sought to develop the 

northern part of the site and then progress south through the development with the first 

phase of development being accessed from Beggars Lane. Whilst the general principle 

remains the same the early phases have been reviewed to minimise the impact on 

Beggars Lane. According the phasing is now proposed as follows. 

Table 10.1.1 Development Land North of M69 

Phase Development Access Off Site 

Infrastructure 

1(a) Prior to first occupation 

Improvements to 

of any dwellings 

Beggars Lane Junction 

and Signalisation of 

Baines Lane junction 

1(b) Up to 200 Dwellings 

accessed via Beggars 

Lane 

Up to 100 dwellings 

accessed via Baines 

Lane 

2(a) Prior to occupation of 

301 st dwelling 

Via Beggars Lane 

Via Baines Lane 

2(b) Up to 2000 dwellings Via Beggars Lane and 

Meridian Way. Bus 

only access via 

Baines Lane, Baines 

Lane access to the 

site closed to all other 

traffic 

3(a) Prior to the occupation 

of 2001 st dwelling 

Bus lane on A47 

between Baines Lane 

and Braunstone Way, 

plus new bus service 

linking site via Baines 

lane to City Centre 

New bridge crossing 

over M1 linking to 

Meridian Way and link 

through site between 

Beggars Lane and 

Meridian Way. Access 

via Baines Lane 

amended to allow only 

bus, cycle and 

pedestrian access. 

New bridge link 

crossing over M69 

linking internal road 

between Beggars Lane 

and Meridian Way to 

Leicester Lane. 

Improvements to 

Leicester 

Lane/Narborough 

Road Junction 


3(b) Up to 2000 dwellings Via Beggars Lane, 

Leicester Lane or 

Meridian Way 

Table 10.1.2 Development Land South of M69 

Phase Development Access Off Site 

Infrastructure 

1 Prior to 

development 

2 Up to 25,000m 2 New access off 

Leicester Lane 

and spine road 

3 Up to 40,000m 2 New access off 



New access off 



Improvement to 

Leicester Lane / 

Narborough 

Road junction 

New M69 bridge 

crossing linking 

to northern part 

of site 

10.1.2 The assessment of this infrastructure and levels of development are 

considered in the subsequent section of this report. However the approach has been to 

minimise the initial impact on Beggars Lane prior to the link to Meridian Way and the M1 

Bridge being completed. As will be discussed later, it is recognised that this link offers 

an alternative route to the A47 such that the provision of the link offsets the impact of the 

development traffic on the A47. 

10.1.3 It is proposed that this proposed phasing will be subject to further modelling 

within the LLITM model to ensure the impact of the development is no greater in any 

phase than the final scheme with mitigation complete. This further modelling within 

LLITM will also ensure the complete measures proposed and set out in section 14 of this 

report have been appropriately tested within LLITM and the triggers for those 

implantation have been agreed. 


11 Travel Plan 

11.1 TRAVEL PLAN 

11.1.1 This section of the TA sets out the overview of the Travel Plans. A travel plan 

for the employment area was submitted as part of the application together with a 

framework travel plan for the residential area. In taking on board the comment provided 

by LCC in the consultation process updated framework travel plans have been prepared 

for both the employment area and also in respect to the residential development. 

11.1.2 These updated documents build on the previously submitted details and seek 

to ensure that the following themes highlighted by LCC are included in these framework 

documents. These themes include; 

Analysis – a review of existing facilities with the local area and an assessment of future 

requirements; 

Targets – establishment of desired modal shares through the life of the development. 

This is taken from the LLITM modelling output; 

Proposals – details to be provided of the infrastructure and accessibility enhancements 

that the scheme brings forward to contribute towards the reduction in travel and 

where travel is necessary, to minimise single occupancy car journeys; 

Design Principles – identifying those measures within the site that encourage 

movements by non-car modes; 

Phasing – ensuring that appropriate measures are provided at all stages of the 

development; 

Monitoring/Reviews – As part of the travel planning process the scheme will be reviewed 

on a regular basis to ensure targets are met and the modal share achieved. 

11.1.3 In terms of the residential travel plan this will include; 

Personalized Travel Planning 

Car Clubs 

Electric Car Charging Points 

Furthermore, there will be a central transport hub as part of the district centre within 

which there will be information about travel options for walking, cycling, bus, car share, 

etc. It is also intended that both the local and strategic bus services pass through this 

central hub as part of the routing of these services Details of the bus services are 

included at Figures 11 and 13 of this report. It is anticipated that the facilities that would 

constitute the “transport hub” would be agreed with Leicestershire County Council and 

be a requirement of the residential travel plan. 

11.1.4 As has been identified more specific information is contained within the 

framework plans which accompany this supplementary TA and a summary of the travel 

planning measures is included at Appendix C. 


12 Trip Generation and Distribution 

12.1 TRIP RATES 

12.1.1 In considering the trip rates for the development these are set out in the original 

TA and relate to 2360 two way vehicular movements in the am peak and 2283 vehicular 

movements in the pm peak travelling to and from the development to the broader 

highway network, i.e. outside of the development site. The trips have been discounted 

to reflect the linkage between the employment and residential areas, and also for the 

opportunities for travel by non-car modes. 

12.1.2 The assessment of the trips and discount applied to the external trips has been 

questioned by the Local Highway Authority and they have sought further understanding 

from the LLITM modelling. 

12.1.3 When considering the LLITM data the following details are taken from the 

output matrices for the 2026 assessment assuming the mitigation as described in the 

original TA and the inclusion of smarter choices. 

Table 12.1.1 Trips from the Development Site AM Peak 

Mode Blaby Leicester 

City 

Rest of 

Leicester 

Rest of 

UK 

11501693 Supplementary Travel Assessment 35 

Total 

Car 388 300 301 208 1197 

Public 

Transport 

25 166 42 155 388 

Walking/Cycling 153 177 11 0 341 

Freight 16 27 24 8 75 

Total 582 670 378 371 2001 

Table 12.1.2 Trips to the Development Site AM Peak 


City 

Rest of 

Leicester 

Rest of 

UK 

Total 

Car 193 205 168 89 655 

Public 

Transport 

18 66 40 135 259 


Freight 15 22 20 7 64 

Total 843 1171 269 231 2514

12.1.4 From the above it can be seen that in the am peak the total vehicular trips 

to/from the site equate to:- 

Table 12.1.3 Total Development Traffic Flows. AM Peak 

Arrivals Departures Total 

Cars 655 1197 1852 

Freight 64 75 139 

Total 719 1272 1991 

12.1.5 Turning to the PM peak the following are taken from the output matrices 

Table 12.1.4 Trips from the Development Site PM Peak 


City 

Rest of 

Leicester 

Rest of 

UK 


Total 

Car 285 249 202 112 848 

Public 

Transport 

13 51 32 132 228 


Freight 15 24 20 7 66 

Total 680 834 283 251 2048 

Table 12.1.5 Trips to the Development Site PM Peak 


City 

Rest of 

Leicester 

Rest of 

UK 

Total 

Car 381 285 308 211 1185 

Public 

Transport 

16 103 29 151 299 


Freight 15 22 20 7 64 

Total 745 800 379 369 2293 

12.1.6 From the above the following relate to vehicular trips to and from the 

development site. 

Table 12.1.6 Total Development Traffic Flows. PM Peak 


Cars 1185 848 2033 

Freight 64 66 130 

Total 1249 914 2163

12.1.7 The following table therefore compares the arrivals and departures to and from 

the site as identified in the LLITM model with those figures adopted in the TA for the trips 

which travel external to the development site. 

Table 12.1.7 Comparison of Vehicular Trips 

Source Arrivals Departures Total 

AM TA 832 1528 2360 

LLITM 719 1272 1991 

PM TA 1512 722 2283 

LLITM 1249 914 2163 

12.1.8 Accordingly it can be seen that the assessment adopted in the TA exceeds the 

LLITM predicted vehicular trips by 369 in the am peak and by 120 in the pm peak. 

Accordingly it is considered that the TA presents a robust assessment in relation to the 

trip rates adopted. 

12.1.9 Whilst the above relate specifically to the peak hours for the am and pm peaks 

it is also appropriate to consider the peak period which has now been assessed in 

LLITM, namely the period 7:00 to 10:00 by mode of transport, type and trip and 

destination. The table below summarises these trips from the site to the various 

destination relating to community trips and education. 


Table 12.1.8 Destination of AM Peak (0700-1000) Trave from Site by Mode/Purpose 

(2026) 

12.1.10 When considering all trip purposes, the modal split and distribution is as follows 

for all trips from the site. 


Table 12.1.9 Destination of Morning Peak Period (0700-1000) Travel from Site – All 

Purposes 

12.1.11 As identified the above provides details for trips from the site. When looking at 

trips both to and from the site for the Blaby and Leicester City areas, the following trips 

can be seen. 

Table 12.1.10 Vehicle Trips Morning Peak from the Development (to development) 

Destination Total Car PT Active 

Blaby 1176 (1157) 997 (521) 25 (18) 154 (618) 

Leicester City 

Centre 

Leicester City 

within A594 

968 (1207) 693 (430) 109 (55) 165 (722) 

204 (325) 136 (160) 57 (10) 12 (155) 

Total 2348 (2689) 1826 (1111) 191 (83) 331 (1495) 

Percentage to 

(from) 

Overall 

Percentage 

78% (41%) 8% (3%) 14% (56%) 

58% 6% 36% 

12.1.12 From the above it can be seen that of the outbound morning peak period trips 

22% are by public transport and active mode. Whilst the split to PT seems low 

compared with active modes, the contribution of both of these modes provides a good 

basis to build upon to further increase the non-car share. This will to some degree be 

influenced by the smarter choices promoted by the development, but more likely reflects 

the overall smarter choices within the model which are being promoted by Leicestershire 


County Council and Leicester City Council to the period to 2026. These figures increase 

substantially when considering trips to the site with includes those walking and cycling 

from the local area. The total combined PT and active trips relate to 46% from Blaby 

and Leicester City areas. 

12.1.13 It should also be noted that the Aecom model report at page 29, considers the 

potential of unreleased vehicles to the network in the AM and PM peaks. From this it is 

concluded that there is no significant difference in flow suggesting that only a small 

number of vehicles are unreleased in each time period. The consequence of this is that 

the peak hour development flows are considered to reflect the demand in these periods 

and that network congestion is not causing peak spreading to occur from the 

development. The unreleased vehicles are those vehicles which do not enter the model 

during the time period due to network congestion. 

DISTRIBUTION AND ASSIGNMENT 

12.1.14 There are two aspects of the distribution and assignment of traffic and these 

relate firstly to the development traffic on the broader transport network and secondly the 

effect of reassignment of traffic through the development site as a consequence of new 

road infrastructure. 

12.1.15 In dealing with the second of these two matters first, this aspect was ignored 

within the original TA on the basis that while it was anticipated that such re-routing would 

occur the analysis was robust in not considering such re-routing and assuming the effect 

of the development traffic on the local road network was all additional traffic above that 

which existed. 

12.1.16 The modelling however, provides details of the re-routing of traffic which can be 

seen in the total flows entering and leaving the site in the am and pm peaks. These are 

taken from Figure 11 Appendix 3 of the Aecom report. 

Table 12.1.11 Total Flow to/from Development Site 


AM Peak 1058 1677 2735 

PM Peak 1984 157 3557 

12.1.17 When comparing the above figures with those shown in the table at para 12.7 

the following differences can be established. 

Table 12.1.12 Differences in Network Trips through Development 

AM PM 

Total Development Trips 1991 2163 

Total Network Trips 2735 3557 

Difference 744 1394 

12.1.18 The differences above reflect the additional traffic beyond the development 

traffic arriving and departing the site and hence reflect double the actual through 

movement. Accordingly in the AM peak hour in the order of 372 vehicles are re-routing 

through the site rather than travelling along the A47, Desford Road or Beggars Lane. 


This figure increases to approximately 697 in the PM peak. Attached at Figures 19 are 

details of the re-routed traffic travelling through the development, which will 

consequently reduce flows on other existing links within the vicinity of the site. The 

reductions on the other links are shown as negative figures on the plans. 

12.1.19 Turning to the broader network, the distribution and assignment of the 

development traffic within the model is identified on the plans attached at Figures 18a 

and 18b for the am and pm respectively, again for the design year of 2026. This 

distribution is compared with that included in the TA. 

12.1.20 The figures included in the diagrams attached at Figures 18a and 18b, for the 

TA distribution have been reduced by 16% for the AM peak and 5% for the PM peak to 

reflect the reduced overall trip rate identified in the LLITM modelling. What is apparent 

from this comparative distribution is the reduction in overall flows that occurs in the 

LLITM modelling within the immediate network of the site compared with that assumed 

in the original TA. This no doubt reflects in part the car trips to the Blaby area which will 

relate to car trips to the Meridian, Fosse Park and Grove Park areas. 

12.1.21 When considering the AM peak network in more detail, the assignment of trips 

to the A47 west of the site is consistent between the TA and the LLITM modelling. The 

only issue in this regard is whether the traffic is routing to the A47 to travel west rather 

than the M69, avoiding any congestion at junction 21 of the M1. When considering the 

am peak hour movements it is estimated that in the order of 290 vehicles are routing 

to/from the west and could be assigned to the M69. Broadly 100 of these relate to trips 

to and from Hinkley/Earl Hilton/Barwell. If it is assumed that half of these trips would not 

reassign from the A47, that would still leave potentially 240 two way trips that could be 

routed to the M69. Accordingly the assignment to the A47 via Beggars Lane may be 

accommodating some traffic that might otherwise travel via the M69 if access to the M69 

was considered a quicker option. 

12.1.22 Details of the distribution of trips by mode to the main zones which were 

agreed with LCC, are shown on the plans attached in Figures 20 and 21. 

12.1.23 The report now considers the impact of the development traffic on the various 

routes around the site against the core flows and also the effect of redistributed traffic. 

Details of this are shown attached at Figures 22a and 22b. 

12.1.24 Whilst it is understood that the City and County Council are seeking an 

assessment based on the % impact of the development traffic compared with the core 

network which is included at Figure 22, the figures also express the effect of the 

redistribution of traffic which in part results from the introduction of new infrastructure 

within the development, namely new links between the A47 and A563 together with a 

link across the M69. 

12.1.25 The report now considers the various routes in detail. Turning to the A47 

inbound to the city in the AM peak, the model assigns higher flows to the east of 

Beggars Lane than the original TA, however this is then offset by traffic diverting off the 

A47 and through the site. Accordingly whist LLITM shows an increase in traffic from the 

development on the A47 on approach to the Kirby Lane junction of 198 vehicles twoway, 

this is offset by a reduction due to rerouting of 270 vehicles resulting in a net 

reduction to traffic on the A47. 

12.1.26 Traffic flows along Kirby Lane are shown higher than the TA predicted and 

indicate total two-way flows of 113 vehicles. However, this again is offset by traffic 


outing with the net effect of development traffic being 32 vehicles two-way. The core 

flow on this route is identified as 1022 vehicles two-way and hence the impact of the 

development on this link in the AM peak is 3% and not considered to be material. 

However further consideration of traffic calming along Maytree Drive and Forest Rise is 

discussed in a subsequent section of this report. 

12.1.27 Further east on the A47 up to the Braunstone Cross Road, the distribution of 

traffic in LLITM is slightly higher than from the TA, with two-way flows from the 

development of 71 in LLITM compared with 47 in the TA. However, again the effect of 

re-routing of traffic more than compensates for this with the overall effect being to reduce 

traffic levels on this link in the AM peak by 93 vehicles two-way or by 4% of the core 

flow. In practice it is considered that more traffic will route via the A47 and Beggars 

Lane to access the city than the model predicts, with the consequential reduction to 

traffic using Lubbesthorpe Way (north). 

12.1.28 That traffic using the A47 over this section is primarily routing to Ratby Lane, 

and is broadly consistent with the TA. However, the effect of re-routing of traffic results 

in net increase of traffic of 49 vehicles which represent an increase of 4% in traffic over 

the core flow. 

12.1.29 Turning to the A47/A563 junction, the LLITM model is assigning higher flows to 

the A563 north of Meridian than those considered in the TA. Total flows for the AM peak 

from LLITM are 405 vehicles two-way compared with 244 vehicles in the TA. By 

comparison flows on the A47 on approach to the junction from the west are reduced by 

42 vehicles. Accordingly as identified above it is considered that some traffic will in 

practice route via Beggars Lane and A47 to this junction rather than via the A563. 

12.1.30 The modelling of Meridian Way within LLITM has identified 763 vehicles twoway 

in the AM peak compared with 952 in the TA. However, the effect of re-routing of 

traffic through the site results in 299 additional vehicles using this , resulting a total of 

new traffic on this link of 1062 vehicles two-way. Of this traffic 257 vehicles access the 

Meridian Business Park or travel through this area via Meridian East, with the remaining 

traffic accessing the A563 Lubbesthorpe Way. 

12.1.31 The model identifies 264 vehicles two-way traveling south on the A563, 

compared with 520 in the TA. However, the effect re-routing of traffic reduces flows on 

the A563 south by 315 vehicles with no nett increase to traffic along this route. 

12.1.32 Traffic flows with the LLITM model on the A5460 toward Leicester, the A563 to 

the east and the A5460 toward the M1 are much lower than predicted in the TA and 

result in minor nett changes in flow on these routes when comparing the core network 

with the proposed network with development traffic and mitigation. 

12.1.33 Turning to Beggars Lane and routes through Enderby, the overall effect of 

traffic shows only minor changes to the flow. However the distribution of development 

traffic, assigns 138 development trips south through Enderby in the AM peak. By 

contrast the TA considered 52 vehicles which if discounted by 20% to reflect the level of 

flows from LLITM would by 42 additional vehicles. The reason for limiting traffic through 

Enderby is the delay encountered at the Beggars Lane signals and also the Enderby 

signals. However, the effect of re-routing of traffic results in reduction in flow in the AM 

peak which reduce the total AM peak flow along the B582 by 70 vehicles or 7% of the 

flow. Accordingly the net effect is only the minor change to the overall flow. 


12.1.34 The original TA anticipated for higher levels of traffic leaving the site in the AM 

peak via the link to Leicester Lane and then travelling south via improvements to the 

Leicester Lane/St Johns Road junction. Whilst the LLITM model identifies a reasonable 

level of traffic leaving the development area via Leicester Lane, the model appears to 

show a preference to routing via Beggars Lane and Enderby for routes to the south 

rather than Leicester lane. 

12.1.35 The table below highlights the travel times taken from the LLITM model for 

routes from the district centre within the site, to the junction of the B582 / B4114, to the 

south of the study area. These travel times compare the three alternative routes 

available. The first of these routes passes through the site and links to Leicester Lane, 

and then via the junction with St Johns. The second route is via Enderby, and the third 

via Meridian and the A563 Lubbersthorpe Way. Details of the alternative routes is shown 

on the plan attached at Figure 23. 

Table 12.1.13 Comparison Travel Times, 2026 Development Plus Mitigation 

Travel 

Time 

AM Peak. PM Peak 

Delay Travel time 

without delay 

Travel 

time 

Delay Travel time 

without delay 

Route 1 495 82 413 517 104 413 

Route 2 526 49 477 525 48 477 

Route 3 551 109 442 572 130 442 

12.1.36 When comparing these journey times it is evident that the model is predicting 

that route 1 is more favourable to routes 2 and 3, with the least delay on route 2. 

However, the model is assigning traffic to route 2 in preference to route 1 and is 

potentially understating the queuing at the junctions along this route. In practise it is 

considered that this is not the case and accordingly as part of the junction assessment it 

is considered that a greater distribution of traffic via Leicester lane should be considered 

rather than this traffic routing through Enderby. It is the overall aim of the development 

proposals to minimise the routing of development traffic via Beggars Lane and through 

Enderby. 

12.1.37 To consider the routing through Enderby further and the development traffic 

exiting via Beggars Lane, further LLITM modelling has been undertaken based on these 

scenarios. These consider Beggars Lane in three sections, i.e. north of the northern site 

across, the section between the two access points and the section south of the southern 

access. The scenarios considered are:- 

1) Beggars Lane closed between the two site access points. 

2) Beggars Lane restricted to north bound traffic only on the southern section. 

3) Beggars Lane southern access closed to all vehicular traffic. 

12.1.38 The results of this analysis are attached at Figures 24a and 24b, and are 

shown by comparison with the core flows development including mitigation scenario. 

From those it is evident that whilst traffic may be restricted to use Beggars Lane and 

reunite through the development, it then returns to the Enderby Cross Roads via 

Leicester Lane. From this it appears that the capacity of the Enderby Cross Roads is 

shown in the model as being greater than in practice. To address this point measures 


are proposed at the Foxhunter and Leicester Lane/St Johns junctions to ensure that the 

route through the site is more attractive in terms of time and delay, than by travelling 

through Enderby. 

12.1.39 This matter is discussed further in section 14. 


Link 2016 

Base 

A47 West Beggars 

Lane 

A47 East Beggars 

Lane 

13 Link Flow Assessment 

13.1 LINK FLOW ASSESSMENT 

13.1.1 The TA included an assessment of the two way link flows on the main routes 

around the site. This assessment has been extended to compare this with the LLITM 

modelling both with the Development including mitigation and smarter choices and also 

the core network. However, as previously identified the core network does not reflect a 

2026 base flow as this should otherwise include the level of development associated 

with Lubbesthorpe, but located elsewhere within the district. 

Table 13.1.1 Am Peak Two-Way Flows 

ORIGINAL TRANSPORT ASSESSMENT LLITM 

2026 

Proposed 

Development 

Traffic 

Development 

Traffic 

Re-routing 

Traffic 

Core Network 

2026 

Proposed 

2026 

1023 1375 352 300 -163 1659 1796 

1541 1653 139 198 -270 1773 1701 

A47 M1 Crossing 1991 2049 59 81 -176 2016 1921 

A47 East Braunstone 

Crossroads 

1967 1990 0 36 19 1967 1984 

Kirby Lane --- --- 80 113 -81 1022 1054 

Ratby Lane --- 1506 58 45 +4 1228 1277 

A5460 North of 

Fosse Park 

--- --- 400 117 -13 2906 2981 

B582 M69 Crossing 1679 1745 67 187 -257 1037 967 

B582 M1 Crossing --- 1241 141 197 -69 1206 1334 

Leicester Lane 1048 1578 532 201 -210 1122 1113 

A5460 Approach to 

M1 

--- --- 143 145 -166 5999 5978 

A563 North Meridian 2735 3040 305 405 -126 2420 2699 

A563 South Meridian 3006 3772 650 264 -315 2615 2564 


Link 2016 

Base 

A47 West Beggars 

Lane 

A47 East Beggars 

Lane 

Table 13.1.2 Pm Peak Two-Way Flows 

ORIGINAL TRANSPORT 

ASSESSMENT 

2026 

Proposed 

Development 

Traffic 

Development 

Traffic 

LLITM 

Re-routing 

Traffic 

Core 

Network 

2026 


Proposed 

2026 

1239 1586 347 227 8 1597 1832 

1768 1903 135 243 -244 1885 1884 

A47 M1 Crossing 2089 2249 57 83 -140 1827 1770 

A47 East Braunstone 

Crossroads 

2075 1769 0 29 2644 2713 

A47 East of A563 2488 2743 256 -125 2282 2186 

Kirby Lane 78 156 -47 1113 1222 

Ratby Lane 1252 1358 57 42 5 1118 1165 

A5460 North of Fosse 

Park 

386 65 -7 3341 3399 

B582 M69 Crossing 1577 1694 66 164 -141 1103 1126 

B582 M1 Crossing 1197 1333 136 238 -140 1471 1569 

Leicester Lane 681 1195 514 131 -595 1362 898 

A5460 Approach to M1 135 4535 4677 

A563 North Meridian 2917 3214 299 443 -268 3083 3261 

A563 South Meridian 1177 1920 743 312 -552 2864 2624 

13.1.2 Finally in terms of flow data, attached at Figure 26 are the 18 hour and 24 hour 

flows as taken from the LLITM modelling.

14 Junction Capacity Assessment 

14.1 JUNCTION CAPACITY ASSESSMENT 

14.1.1 In the context of the junction capacity assessments, a number of junctions were 

assessed in the TA. However, further junction assessments have been requested by the 

Highway Authorities as a consequence of the LLITM modelling and these are also 

included in this appraisal. The full details of the junctions assessed are shown on the 

diagrams at Appendix D and at figure 25. For each of these junctions the traffic flows as 

taken from the LLITM model are presented together the original analysis from the TA 

where appropriate. These diagrams of the assessment are included at Appendix E of 

this report, with the overall junction performance as shown below. The junction 

summary assessments indicate the Practical Reserve Capacity (PRC) as a percentage 

and indicate negative figures in places. These reflect the junction working in excess of 

its capacity. 

14.1.2 This assessment of the various junctions from the LLITM flows considers the 

base flows and then adds the development traffic from the model to these base flows. In 

this way the effect of any redistribution of traffic as a consequence of the development is 

not taken into account and the modelling of the junction is considered to reflect a worst 

case. This is an important point to note as the model in many cases reflects very little 

change at key junctions overall due to traffic redistributing whereas this analysis 

assesses increases in junction flows above those considered in the modelling. This is 

therefore a robust assessment in this regard. 

14.2 DESFORD ROAD JUNCTION. 

14.2.1 The analysis of the Desford Road junction has been undertaken using the 

Linsig 3 computer programme both for the existing junction and with some 

improvements to the approach flares on three arms of the junction. The analysis 

considers both the TA flows and also the LLITM figures on the basis of the proposed 

mitigation scheme included in the modelling. Details of the various modelled flows are 

included in Appendix D, with the improvement measures included at Appendix F. 

14.2.2 A summary of the results from this modelling are presented below for the AM 

and PM peak periods with the full details attached at Appendix E. From this it should be 

noted that the development flows used in the TA are higher than those adopted from the 

LLITM modelling. The assessment shows that with the proposed measures in place the 

junction operates with an improved level of performance when comparing the core 

LLITM model with the addition of the development traffic. 

Table 14.2.1 Summary of Junction Assessment - A47/Desford Road Junction 

Assessment 

Scenario 

2026 Base TA 

2026 Base TA & 

Development 


Development with 

Improvements 

Period PRC (%) Average Delay – 

Seconds Per PCU 

AM -3.6 62.0 

PM -9.1 86.7 

AM -13.1 105.0 

PM -27.4 197.4 

AM -11.5 92.4 

PM -14.2 102.3 


2026 Base LLITM 

2026 Base LLITM & 

Development 



Improvements 

14.3 BEGGARS LANE JUNCTION. 

AM -8.2 76.7 

PM -23.8 166.7 

AM -29.6 201.0 

PM -31.0 205.5 

AM -1.3 6.35 

PM -3.0 6.53 

14.3.1 Again in the case of the Beggars Lane junction this has been assessed using 

the Linsig 3 computer programme, and also compares the analysis using the TA figures 

with the LLITM modelled flows. The results show that by the inclusion of the 

improvements the junction provides an acceptable level of capacity in the design year. 

Details of the improvement measures are attached at Appendix G with the modelled 

flows included at Appendix D, and the detailed modelling at Appendix E. 

14.3.2 It should be noted that the improvement measures provide advance stop lines 

for cyclists which is an improvement beyond the existing layout. 

Table 14.3.1 Summary of Junction Assessment –Beggars Lane Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 

14.4 KIRBY LANE JUNCTION. 



AM 34.1 18.9 

PM 18.6 30.7 

AM -4.0 52.2 

PM -44.8 315.6 

AM 27.0 26.1 

PM 9.1 37.4 

AM -8.1 42.2 

PM -11.1 67.7 

AM -121.8 650.0 

PM -177.8 668.4 

AM 0.4 35.2 

PM -12.4 73.7 

14.4.1 The Kirby Lane junction was not previously modelled in the original TA but has 

been included in this STA at the request of LCC. The LLITM modelling has shown that 

whilst some development traffic uses this route the effect of the rerouting of traffic 

including that travelling through the site minimises the impact on Kirby Lane. However 


for the purpose of this analysis the modelling has assume the full impact of the 

development and no rerouting. 

14.4.2 The junction has again been modelled using the Linsig 3 computer programme, 

and a localised improvement scheme has been adopted for inclusion in the proposed 

modelling of the junction which included advanced stop lines for cyclists. The details of 

these improvements are shown attached at Appendix H with the modelled flows 

attached at Appendix D. The results below again demonstrate minimal impact on the 

junction with the measures proposed seeking to address this level of impact. 

Table 14.4.1 Summary of Junction Assessment – Kirby Lane Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 

14.5 BAINES LANE JUNCTION. 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM -18.6 102.1 

PM -3.4 27.8 

AM -33.1 207.2 

PM -18.1 76.7 

AM -22.0 89.4 

PM -13.2 52.5 

14.5.1 The proposed signalisation of the Baines Lane junction has been provided to 

ensure the bus services can readily exit the site, and it is proposed that transponders on 

the buses will trigger the signals to allow easy exit to the A47. As part of the assessment 

the analysis has considered in the order of an additional 40 vehicles in each direction 

arriving to the leaving the site in the peak hour. This is considered to equate to broadly 

100 dwellings plus existing traffic relating to the first phase of development. 

14.5.2 The summary analysis shows a suitable junction can be provided with the 

necessary capacity. Details of the junction are shown on the plan attached at Appendix I, 

with the bus lanes on approach to the Braunstone Cross roads shown on the plan at 

Appendix J. The detailed flows are included at Appendix D with the modelling at 

Appendix E. 

Table 14.5.1 Proposed Junction (2026 + Development) 

Assessment 

Scenario 



2026 Base TA AM - - 



Development 



Improvements 



Development 



Improvements 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM - 

PM - 

AM - 

PM - 

AM 45.6 6.7 

PM 39.0 7.0 

14.6 BRAUNSTONE LANE CROSS ROADS. 

14.6.1 The cross roads junction was originally considered in the TA and was 

considered to accommodate the development traffic. This analysis considers both the 

TA flows and the LLITM flows and includes specifically the effect of the Glenfield 

development. 

14.6.2 The proposals now include the measures provided by LCC for improvement to 

this junction which enhances the pedestrian crossing facilities specifically across 

Braunstone Lane and the A47 west of the junction. These measures are included at 

Appendix K 

14.6.3 The results shown below demonstrate the development traffic can be 

accommodated at this junction. It is however recognised that the LLITM modelling does 

not assign much traffic to the A47 through this junction and it may be that the actual 

impact of the development traffic is more representative of the TA assessment. 

14.6.4 Details of the assessed flows are included at Appendix D with the Linsig 3 

analysis shown at Appendix E. 

Table 14.6.1 Summary of Junction Assessment – Braunstone Lane Crossroads 

Junction 

Assessment 

Scenario 

2026 Base TA 


Development 





AM -66.5 148.8 

PM 6.6 48.0 

AM -66.5 146.9 

PM 1.4 54.3 

AM 8.7 47.2 

PM -18.6 101.4 


Improvements 



Development 



Improvements 

14.7 A47 / A563 JUNCTION. 

AM -17.5 113.1 

PM -10.1 63.7 

AM -13.3 69.5 

PM -16.7 97.5 

AM -6.8 62 

PM 4.7 45.8 

14.7.1 This junction was originally assessed in the TA as a signalised roundabout. 

The original assessment assumed the flow in the am peak was predominantly from west 

to east. However the LLITM modelling focuses a large volume of the development traffic 

along the A563 to this junction. 

14.7.2 The assessment is summarised below and from the base studies it was evident 

that the junction operates close to capacity in the peak periods. Accordingly as part of 

the reassessment WSP have considered alternative options for the junction which have 

included removal of the roundabout and the introduction of a conventional cross roads. 

Details of this improvement scheme are shown on the plan attached at Appendix L with 

the traffic flow data at Appendix D, and the junction analysis at Appendix E. 

14.7.3 The summary of the results indicates the improved capacity that can be 

provided as a consequence of the measures. 

Table 14.7.1 Summary of Junction Assessment – A47/A563 Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM -110.0 603.2 

PM -108.0 706.3 

AM -136.1 543.9 

PM -119.7 594.3 

AM -39.9 133.2 

PM -8.4 57.1 

AM -124.6 577.9 

PM -100.2 672.3 

AM -101.3 672.0 

PM -142.2 623.5 

AM -41.1 113.7 

PM -30.9 130.3 


14.7.4 In terms of the various junctions along the A47 the County Council requested 

these junctions be modelled in a single model to assess the impact of the development. 

Having considered this request WSP consider that the proximity of the junctions means 

that this is not a practical solution for assessment in relation to the modelling the 

Beggars Lane junction. However, the junctions between Braunstone Cross Roads and 

Kirby Lane have been assessed with the results summarised at Appendix E. 

14.8 A47 (BETWEEN CITY CENTRE AND A563 JUNCTION) 

14.8.1 Between the A563 junction and the city centre there are a number of junctions 

with the bus lanes running over much of this route. Whilst development traffic is 

assigned to this route by the LLITM model the net effect when discounting the 

redistributed traffic is not considered to be material. Inevitably there is a limited capacity 

to this route which cannot be meaningfully increase through minor junction amendments. 

However the route is an important bus corridor along which both the Enderby and 

Maynells Gorse Park and Ride buses travel. Accordingly it is considered that as with the 

Lubbesthorpe site the emphasis to buses should be strengthened and as such 

measures are proposed to extend the existing bus lanes where appropriate. 

14.8.2 Details of these are shown on the plans attached at Appendix J. However, the 

various junctions along this route have been assessed below. 

14.9 A47/CORT CRESCENT 

14.9.1 Whilst the analysis of this junction has been requested detailed flows from 

LLITM are not available. 

14.10 WYNGATE DRIVE/WOODVILLE ROAD JUNCTION 

Table 14.9.1 Summary of Junction Assessment – Wyngate Drive/Woodville Road 

Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 18.8 31.8 

PM -6.3 49.8 

AM 13.1 33.0 

PM -10.5 60.4 

AM - - 

PM - - 


The detailed flows and junction analysis are included at Appendix D and E. In the 

context of this junction it is considered that the development does not have a material 

impact on the operation of the junction. 

14.11 FOSSE ROAD NORTH/KING RICHARDS ROAD JUNCTION 

Table 14.10.1 Summary of Junction Assessment – Fosse Road North/King Richards 

Road Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 13.4 39.1 

PM -13.6 81.8 

AM 8.3 40.9 

PM -15.3 105.4 

AM - - 

PM - - 




14.12 NARBOROUGH ROAD NORTH/A47 JUNCTION 

Table 14.11.1 Summary of Junction Assessment – Narborough Road North/A47 

Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

2026 Base LLITM AM 18.7 35.0 



Development 



Improvements 

PM 9.6 34.6 

AM 16.4 35.6 

PM 2.5 37.5 

AM - - 

PM - - 




14.13 ST NICHOLAS CIRCLE/ST AUGUSTINE ROAD JUNCTION 

Table 14.12.1 Summary of Junction Assessment – St Nicholas Circle/St Augustine 

Road Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 62.9 9.2 

PM 56.0 16.1 

AM 56.3 9.2 

PM 51.4 16.0 

AM - - 

PM - - 




14.14 MERIDIAN WAY / A563 JUNCTION. 

14.14.1 The dumbbell roundabouts at this junction were modelled in the original TA and 

have been reviewed again in the STA. This analyisis has been undertaken using the 

Arcady 6 program. This analysis is shown below and demonstrates the junction operates 

within capacity even with the inclusion of the development traffic. 


Table 14.14.1 Summary of Junction Assessment – Meridian Way/A563 Junction 

(West) 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 62.8 2.4 

PM 47.4 2.4 

AM 30.6 3.0 

PM 10.2 4.2 

AM - - 

PM - - 

Table 14.14.1 Summary of Junction Assessment – Meridian Way/A563 Junction 

(East) 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 49.7 4.2 

PM 43.4 3.0 

AM 24.3 4.8 

PM 26.5 4.2 

AM - - 

PM - - 


14.14.2 Whilst the Leicestershire County Council have requested these junctions to be 

modelled together, it is considered that the analysis shows no significant queuing is 

occuring to cause the junctions to interact. The detailed flows are at Appendix D with 

modelling at Appendix E. 

14.15 BEGGARS LANE / DESFORD ROAD CROSS ROADS. 

14.15.1 This junction was assessed in the original TA and has been reassessed in this 

STA. The junction has been assessed using the original TA flows as the LLITM model 

does not assess this as a cross roads but as a tee junction with the development loading 

from the Next development being loaded onto Beggars Lane. To the base flows the 

LLITM model flows have been added. 

14.15.2 Whilst the LLITM model seeks to assign traffic to this route from the 

development, it is recognised that the proposals are seeking to resist the movement of 

additional traffic through Enderby. Accordingly the results below show a loss of capacity 

at the junction and increases in queuing and delay. It is considered that the junction can 

be operated to minimise delay to traffic on the B582 and exiting the next access with the 

delays primarily focussed to Beggars Lane to discourage the use of this route. The 

improvements to this junction are included at Appendix R with the junction flows at 

Appendix D and the modelling at Appendix E. This scheme includes a ban to the right 

turn to Beggars Lane to restrict the use of this route. 

Table 14.15.1 Summary of Junction Assessment – Beggars Lane/Desford Road 

Crossroads Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM -4.3 47.9 

PM 11.5 43.5 

AM -7.3 55.4 

PM 7.5 45.5 

AM 23.2 23.9 

PM 6.6 39.3 

AM - - 

PM - - 

AM -27.0 195.1 

PM -12.2 84.3 

AM 21.8 25.2 

PM 6.3 37.5 

14.16 BLABY ROAD / LEICESTER LANE CROSS ROADS. 

14.16.1 This junction in the middle of Enderby is a constrained junction with little 

opportunity to improve the operation of the junction. Furthermore it is the intention of the 

development to seek to resist traffic travelling through Enderby and encourage traffic 

through the development. Accordingly whilst this has been assessed and the TA and 


LLITM flows modelled, is it considered that traffic should not be encouraged to access 

the site via this route and measures should not be promoted to encourage this. 

However, to address the operational capacity of this junction, it is possible to ban the 

right turn from Blaby Road to Leicester Lane and improve the overall capacity of the 

junction. This option is shown in the figures below with the improvement shown at 

Appendix M. Details of the junction flows and modelling are included at Appendices D 

and E. 

Table 14.16.1 Summary of Junction Assessment - Blaby Road/Leicester Lane Cross 

Roads Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM -3.7 60 

PM -2.5 58.4 

AM -19.5 201.1 

PM -14.2 106.9 

AM 5.5 33.1 

PM -2.3 24.5 

AM -7.5 67.4 

PM -27.9 354 

AM -26.6 330.7 

PM -52.4 669.8 

AM 15.2 44.6 

PM -8.2 52.7 

14.16.2 In the context of both the Beggars Lane junction and the Leicester Lane 

junction, the proposals are to restrict development traffic routing through Enderby and to 

encourage such traffic via the site and Leicester Lane / St John’s junction. 

14.16.3 This issue was considered in the LLITM model with restrictions to the use of 

Beggars Lane as identified in paragraphs 12.1.37 – 12.1.39. It is clear from this that the 

model assigns traffic to Enderby and may not be fully recognising the existing 

congestion which exists. Accordingly, whilst measures can be provided at both Beggars 

Lane and Leicester Lane junction to improve the capacity by banning the right turning 

traffic, it is anticipated that in practice the route will not be as attractive as the model 

predicts and that traffic to the south will route through the development. In such 

circumstances, the measures proposed would not be necessary as the level of traffic 

impact on these junctions would not be material. 

14.17 FOXHUNTER JUNCTION. 

14.17.1 The Foxhunter junction was not assessed in the original TA but has been 

included in this further assessment. The junction is partially signalised with the Blaby 

Road approach from the north uncontrolled. The assessment of this junction has been 

undertaken using the Linsig 3 program and has assessed both the LLITM flows and the 

TA base flows and development traffic. 


14.17.2 As part of the discussions on this junction with LCC it is recognised that the 

Highway Authority would like to see the junction fully signalised to address safety 

concerns they have. Accordingly as part of this assessment WSP have prepared a 

scheme to fully signalise the junction, which is included at Appendix N. This amendment 

to the scheme is included in the analysis set out below and demonstrates that the impact 

of the development can be accommodated on the junction. By signalising the Blaby 

Road junction from the north it is considered that some control can be placed on this 

flow approaching the junction which may form part of a strategy to assist in routing traffic 

away from Enderby and through the development site. 

14.17.3 Full details of the various traffic flows are included at Appendix D with the 

detailed analysis at Appendix E. 

Table 14.17.1 Summary of Junction Assessment – Foxhunter Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM -0.8 53.0 

PM -3.1 51.4 

AM -6.4 57.9 

PM -7.5 61.3 

AM 13.9 46.7 

PM -7.3 52.7 

AM -6.0 58.6 

PM -3.0 53.4 

AM -10.8 81.0 

PM -11.3 83.7 

AM -3.9 59.6 

PM -6.5 63.6 

14.18 LEICESTER LANE / ST JOHNS JUNCTION. 

14.18.1 This junction is also a signalised junction and currently restricts movements 

from Leicester Lane from turning right and hence all traffic is routed to the Fosse Park 

junction. The junction also serves the Police station. 

14.18.2 The proposed junction as assessed in the TA included right turn facilities and 

these have been improved in the latest layout as attached at Appendix O. Furthermore 

the layout has improved the approach flare from the south to extend the four lanes over 

a longer length. 

14.18.3 The analysis of the junction demonstrates suitable capacity can be achieved, 

with the flows used in this assessment included at Appendix D and the analysis at 

Appendix E. 


Table 14.18.1 Summary of Junction Assessment – Leicester Lane/St Johns Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 



AM 12.1 22.8 

PM 18.2 18.8 

AM - - 

PM - - 

AM -9.2 54.9 

PM -2.4 51.4 

AM 64.3 17.2 

PM 25.7 22.2 

AM - - 

PM - - 

AM 44.4 15.6 

PM 17.4 31.9 

14.19 A563 LUBBESTHORPE WAY / MERIDIAN SOUTH ROUNDABOUT. 

14.19.1 This junction is to the southern end of Lubbesthorpe Way to the north of the 

A5460 link to the M1. The junction has been assessed using the LLITM flows as shown 

attached at Appendix D. Consideration was given to partial signalisation but is not 

considered necessary. Details of the analysis area attached at Appendix E. 

14.19.2 Full details of the Arcady analysis are set out below. 

Table 14.19.1 Summary of Junction Assessment – Lubbesthorpe Way/Meridian South 

Roundabout Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 




AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 28.8 1.8 

PM 23.3 2.4 

2026 Base LLITM & AM 28.8 2.4 


Development PM 23.2 2.4 

14.20 A5460 / A563 LINK. 

14.20.1 Whilst it is considered that the impact of the development traffic is minimal on 

the A5460 link, it is equally recognised that there is a desire for development traffic to 

route to and from the West Midlands making use of the M69. As such consideration has 

been given to increase the weaving capacity of this link to four lanes from the existing 3 

for traffic travelling east bound on this link. The west bound link already has 4 lanes to 

junction 21, with an additional 2 lanes to the dedicated left turning slip lane. The 

measures to widen the link also include measures to provide some improvement to the 

operational performance of the junction. These details are included at Appendix P. 

14.20.2 No specific analysis has been undertaken of these works although they are 

considered to ease current congestion that exists in that area, by providing additional 

capacity. 

14.21 A563/ SCUDAMORE ROAD ROUNDABOUT 

14.21.1 The detailed flows and junction analysis is included at Appendix D & E. In the 


impact in the operation of this junction. 

Table 14.19.1 Summary of Junction Assessment – A563/Scudamore Road 

Roundabout Junction 

Assessment 

Scenario 

2026 Base TA 


Development 



Improvements 



Development 



Improvements 

14.1 OTHER MEASURES. 

14.2 KIRBY MUXLOE 



AM - - 

PM - - 

AM - - 

PM - - 

AM - - 

PM - - 

AM 21.0 3.0 

PM 17.4 3.6 

AM 17.7 3.6 

PM 17.1 3.6 

AM - - 

PM - - 

14.2.1 Whilst not included in the LLITM model it is recognised that traffic from the 

development may route via Maytree Drive, Cherry Tree Avenue, Barry Drive and Forest 


Rise. Accordingly it is proposed to introduce a traffic calming scheme to these routes to 

restrict the potential rat running that may occur. Details of this are shown on the plan 

attached at Appendix Q. 

14.3 GLENFIELD 

14.3.1 Within the Glenfield area measures are proposed along Liberty Road to ensure 

ratrunning does not occur. This is also shown at Appendix Q. 

14.4 NARBOROUGH 

14.4.1 Finally in Narborough, traffic calming is proposed on Forest Road, Hardwick 

Road and the Pastures to address traffic calming issues raised by the County Council. 


15 Public Consultation 

15.1 PUBLIC CONSULTATION 

15.1.1 The details of the Public Consultations that took place and the key issues 

raised are set out in the original TA. In dealing with the key points raised in the context 

of the further modelling in LLITM, these are discussed below. 

15.2 GENERAL LEVELS OF CONGESTION 

15.2.1 The modelling has considered the whole network and the likely routing of traffic 

around the site. This also allows for traffic to route through the site which has identified 

shown some 372 vehicles routing through the site in the am peak and 697 in the pm 

peak. This in part releases some capacity for development traffic on the existing 

network. The detailed assessment has then considered the development traffic in 

addition to the base LLITM flow thereby appraising a worst case assessment of the 

development impact. 

15.3 CONGESTION ALONG A47 

15.3.1 In dealing with the A47, corridor improvements are proposed at the following 

junctions:- 

1) Desford Road 

2) Beggars Lane 

3) Kirby Lane 

4) Braunstone Cross Roads 

5) A563 

In addition other measures are proposed along the corridor between the Braunstone 

Cross Roads and the City, together with the new bus lane from Baines Lane to the 

Braunstone Cross Roads. 

15.4 ACCESS ACROSS M1 

15.4.1 Access across the M1 and M69 are agreed in principle with the HA. 

15.5 RAT RUNNING 

15.5.1 It is proposed to address potential rat running within Kirby Muxloe, Glenfield 

and Narborough. Details of this are included at Appendix Q. 

15.6 TRAFFIC CONGESTION, ENDERBY 

15.6.1 The modelling identifies additional traffic through Enderby which has been 

assessed and mitigation proposals identified. However, the development is seeking to 

minimise trips from the development routing through Enderby and encourage such traffic 

via the site and St Johns to route further to the south. It is considered that the modelling 

over states the capacity of the route through Enderby and that in practice this routing will 

be limited. 

15.7 PUBLIC TRANSPORT LINKS 

15.7.1 The public transport proposals are included within this supplementary TA to 

support and encourage such uses. The proposed measures have been adapted to 

reflect the inclusion of a Transport Hub within the district centre. 


15.8 SUMMARY 

15.8.1 Overall it is considered that the measures proposed address the various 

concerns raised and that the development proposals ensure a sustainable development 

proposal. 


16 Summary and Conclusions 

16.1.1 This Supplementary Transport Assessment has been prepared as part of a 

planning application for development of a sustainable mixed use urban extension west of 

Leicester City Centre. This STA accompanies the updated Environmental Statement 

submitted as part of this application. 

16.1.2 The STA incorporates the assessment of the development within the LLITM 

model and it is considered that this now provides the highway authorities with sufficient 

information in order to establish the likely impact the proposed urban extension will have 

on the local highway network. 

16.1.3 The development proposal includes for the provision of up to 4,500 dwellings, 2 

primary schools, 1 secondary school, district and local centres, health care facilities and 

employment land on land west on Leicester at Lubbesthorpe. The Application site is 

located approximately 6Km to the west of Leicester City Centre south of Leicester Forest 

East. The land was identified in Blaby District Council’s emerging Local Development 

Framework as Sustainable Urban Extension (SUE) together with the Strategic 

Employment Site (SES). 

16.1.4 The development proposal includes for new highway infrastructure to be 

provided which includes improvements to the signalised junction at Beggars Lane, a new 

bridge link road across the M1, a bus link via the existing M1 MSA bridge and Baines 

Road onto A47, a new bus lane on A47 between Baines Land and the Braunstone Lane 

junction, a new bridge link road across the M69 and a new roundabout junction 

arrangement on Leicester Lane. 

16.1.5 The proposed access to the site from Beggars Lane will be in the form of a 

roundabout junction at the north western side of the site and a priority junction 

arrangement to the south western side of the site. To the east, access will be provided 

through the provision of the new M1 bridge which will link with Meridian Way providing 

access onto A563. To the south, access will be provided via a new bridge across the 

M69 junction which in turn links onto Leicester Lane. These access arrangements will be 

provided at key trigger points during the development process. It is intended that further 

modelling be undertaken within the LLITM model to ensure that the development impact 

is no greater at any point through the development phases than the completed 

development. 

16.1.6 The assessment of the proposed development within LLITM has shown that 

the development trip rates are lower within LLITM than considered in the original TA, for 

the overall trip rates. The LLITM model distribution has been considered and the impact 

of the development traffic assessed against the core flows and also the effect of the 

redistributed flows. This has then formed the basis of the revised area of assessment 

which includes a more extensive assessment than considered in the original TA. The 

assessment of the various junctions has considered the core traffic flows and then 

added the development traffic without any effect of the redistribution of traffic. In this way 

this is a robust assessment and considers higher levels of traffic flow through the 

junctions than considered in the LLITM model. 


16.1.7 The background core traffic flows have been considered against the base flows 

assessed in the original TA and are considered to correlate to that data. The growth 

rates have also been assessed at the 2026 design year. In the context of the core 

network this excludes the Lubbesthorpe development from the growth, however when 

considering the background growth levels these indicate growth in excess of that 

anticipated for Blaby. By adopting these growth levels this therefore takes into account 

the impact of committed development within the area although effect of the Glenfield 

development has been manually added to the development flows. 

16.1.8 The sites location offers the opportunities for residents, employees and users 

of the local facilities to use alternative modes other than the private car. The proposals 

place an emphasis onto providing a regular and frequent bus service between the site 

and Leicester City Centre together with local services connecting to the surrounding 

employment and retail areas. The modelling predicts a modal split to non-car modes in 

the AM peak of 36% overall for trips between the site, Blaby and the Leicester City area. 

16.1.9 The proposed bus provision is to be provided within the first phase of the 

development linking the site and the City Centre with a peak hour frequency of 1 service 

every 20mins, and an off peak service at 30min intervals. The reliability of this service 

will be increased through the provision of the bus lane between Baines Lane and the 

Braunstone Lane junction. This will be further improved through contributions towards 

further bus priority measures on A47 going into and out of the City Centre. Real time bus 

information will also be provided at key locations within the development site, and at the 

Transport Hub which will form part of the district centre. 

16.1.10 The development proposal provides a strategic network of footpaths and 

cycleways providing links to key areas such as schools, local centres, health facilities etc 

as well as recreational routes. These routes link with the existing cycle and footway links 

that surround the site allowing residents and employees to use alternative modes of 

transport. The design of these networks will conform to the design guidelines set out by 

SUSTRANS. 

16.1.11 Travel Plans are provided for both the employment use and the residential use. 

These Travel Plans are submitted as standalone documents and provide the measures 

that will be put in place to encourage use of alternative modes of transport as well as the 

proposed targets to be met. 

16.1.12 The design of the site layout follows the design principles of the recently 

published Manual for Streets (MfS) together with the Leicestershire County Councils 

Design guidelines. The main routes through the site will be 6meters in width and have a 

speed limit of 30mph, this will be reduced to 20mph where it passes schools. Local 

roads will be between 5.8m and 4.8m depending upon the level of use proposed; these 

roads will be subject to a 20mph speed limit. The design of the highway layout will 

ensure that speed levels are self enforcing where possible, reducing the need for 

physical traffic calming measures. 

16.1.13 Parking is a key function of many streets and can assist in calming speeds. 

The design will incorporate a mixture of parking arrangements including off-street, onstreet 

and communal parking areas. The layouts of the parking areas will be designed 

so that, they maximise security and minimise visual dominance. The level of parking to 

be provided will accord with Leicestershire County Councils Parking Standards. 


16.1.14 Assessment of the impact of the development proposal has been undertaken 

using the industry standard computer programmes namely ARCADY (roundabouts) and 

LINSIG (Signals). The results of the analysis show that with the proposed highway 

infrastructure in place the majority of junctions will operate within capacity, and that the 

measures proposed offer network improvements. The junction improvements include 

measures at the following junctions: 

A47 Desford Road junction. 

A47 Beggars Lane junction. 

A47 Kirby Lane junction. 

A47 Baines Lane junction. 

A47 Bus lane between Baines Lane and Braunstone Cross Roads. 

A47 Braunstone Cross Roads junction. 

A47 / A563 junction. 

Enhancements to the bus corridor between A47 / A563 junction and the City. 

Beggars Lane / Desford Road junction. 

Leicester Lane / Blaby Road junction. 

Foxhunter Junction. 

Leicester Lane / St Johns junction. 

A5460 link between junction 21 and Fosse Park. 

It is considered that the measures proposed provide a significant investment to the 

improvement of the network in the vicinity of the proposed junction. 

16.1.15 In the context of the measures to the junction within Enderby, it is considered 

that the development is seeking to avoid development traffic using that route. It is 

intended that development traffic should be routed via the new link crossing the M69 to 

Leicester Lane and then via St Johns. However it is considered that the LLITM model 

appears to be routing traffic through Enderby and potentially is over stating the capacity 

of the junctions along that route. Accordingly whilst mitigation schemes have been 

proposed it is anticipated that these may not be needed as the development traffic will 

not impact to the extent the model suggests. 

16.1.16 The measures being proposed by the development proposal will assist in 

providing improvements to the existing highway infrastructure and mitigating the 

developments impact on the local highway network. These include the considerable 

investment of new links across the M69 and M1 together with a dedicated high speed 

bus link to the City Centre. The site will have a number of facilities internal to the site 

which will reduce the need for residents to travel on the local highway network especially 

during the network peak periods. Measures will be provided to encourage the use of 

alternative modes of transport to accord with the relevant local and central government 

policy objectives in reducing private car travel. 


Appendices, Figures & Tables

Appendix A Figures 

11501693 Supplementary Travel Assessment

Figures 

1. Site Location Plans 

2. Extent of Assessment 

3. Zoning Plan 

4. Existing PROW 

5. Existing Cycle Routes 

6. Proposed PROW and Cycle Routes 

7-10. Bus Routes to City Centre 

11. Local Bus Route Plan 

12. Existing Local Bus Services 

13. Bus Catchment Plan 

14. Development Road Hierarchy (Revision A) 

15. 2011 Base Core Flow Data LLITM 

16. Identified Commuted Development 

17. 2026 & 2031 Core and Development Plans 

18. Development Traffic 

19. Traffic Re Routing 

20. Local Mode Share 

21. National Mode Share 

22. % Impact 

23. Routing to Foxhunter 

24. Changes in Flow for Options for Beggars Lane 

25. Assessed Junctions 

26. 18 Hour and 24 Hour Flow Data 

Supplementary Travel Assessment 11501693

M1 

M69 

M1 

New Parks Way A563 

Soar Valley Way A563 

Leicester City Centre 

Key 

Site Area

M1 

A47 

M69 

Based upon the Ordnance Survey map 

with the permission of the Controller 

of Her Majesty’s Stationery Office, 

Crown Copyright reserved. 

Licence Number 100048755 

Kirby Lane 

Beggar’s Lane 

B582 

Ratby Lane 

New Parks Way A563 

M1 

A563 

B4114 

A47 

Braunstone Lane 

Meridian Way 

A5460 

Leicseter Lane 

Leicester City Centre 

Soar Valley Way A563 

Site Location Plan 

Showing Assessed Routes 

Not to Scale 

N:\Leicester New Lobbesthorpe 1693\DRAWINGS\FREEHAND\Assessed Routes Plan.fh11 11501693 

TITLE 


FIGURE No: 

Site Area 

Assessed Routes 

Figure 2


Main traffic routes 

Bus only link 

20mph traffic calmed 

sections 

Transport Hub 

Net Area (ha) 

Zone 1 - 28.5 ha 

Zone 2a - 36.9 ha 

Zone 2b - 47.1 ha 

Zone 3 - 58.8 ha 

Zone 4a - 8.3 ha 

Zone 4b - 9.1 ha

V87 

W6 

V82 

V80a 

V106 

V82 

V77 

Route is Segregated 

at this Point 

W31 

V83 

Field Track 

W3/3a 

V82 

V66 

W17 

W7 

W16 

Footbridge 

W15 

W2 

W3/3a 

V77a 

Underpass 

W25 

W4 

W4a 

W118 Bridleway 

W24 

W5 

W42 

W9 

W5 Bridleway 

W16a 

W4 

W108 

W20 

W21 

W5 Bridleway 

W120 


W3 / 3a 

W4 

W6 

W7 

W15 

W118 (Bridleway) 

V77a 

V80a 

V82

Subway 

Footbridge 

Footbridge

Bus Link Only 

To city centre 


Clockwise 

Anti clockwise 

20 min frequency bus 

service between the 

residential area and 

Leicester City Centre. 

30 min frequency bus 

service between the 

site and local 

employment/retail 

facilities. 

Proposed bus stops 

Existing bus stops 

Transport Hub

Key: 

Bus Routes: 

50A 

51 

18 

302 

15, 15A 

104 

148 

45 

50 

X6 

51A 

140 

13A 

158 

48 

152 

153 

Motorway 

Park & Ride 

Site Area


400m. Isochrone 

Proposed Bus Route 

(6.7 km.) 

Road Network 

Residential 

School 

Employment Area 

Transport Hub

Primary 

School 

Primary 

School 

Secondary 

School 


Main Street (30mph) 

High Street (20mph) 

Industrial Road (30mph) 

Mixed Use Street (20mph) 

Mews / Lane (20 mph) 

Transport Hub 

Residential 

Schools 

Employment 

Site Area

NA 


B5380 

916 

Motorway 

A - Road 

B - Road 

Link Road 

New Road A563 

Core 380 

B5380 

1081 

M1 

Not Available 

Main Street 438 1216 

582 A47 

285 

430 

Station Road 554 

921 

835 415 

270 

768 

1046 

926 1104 

560 

1041 1229 

807 Brounstone Lane 

393 

613 900 

B582 245 480 

263 

A47 

687 

Beggars Lane 

175 388 

425 

5807 5714 

51 200 

984 1435 

243 1359 

2724 

471 

1741 

M69 656 

206 

333 

644 

3362 

2506 

A5460 

703 514 

3872 3521 1238 


410 

1097 

1400 

1412 

1052 

M1 B582 

744 1261 

B4114 

1026 

1616 A563 

Land at New Lubbesthorpe 

No Development 

AM Peak 

All Vehicles (0.95PCU) 

2011 

Figure 15a

NA 


B5380 

365 

Motorway 

A - Road 

B - Road 

Link Road 

New Road A563 

Core 857 

B5380 

879 

M1 

Not Available 


220 A47 

445 

301 


1283 

719 592 

456 

1081 

849 

638 1138 

1152 

1507 1232 

870 Brounstone Lane 

616 

573 1069 

B582 243 633 

296 

A47 

784 

Beggars Lane 

471 202 

408 

6322 5827 

289 140 

1313 1285 

346 1252 

2681 

420 

1741 

M69 390 

388 

566 

554 

2920 

1791 

A5460 

1176 1062 

4254 3392 1796 


424 

719 

1362 

1752 

1291 

M1 B582 

656 1144 

B4114 

1344 

1720 A563 


No Development 

PM Peak 


2011 

Figure 15b






Beggar’s Lane 

145 dewllings 

Next Car 

Park 

Glenfield Park 

Employment 

250 Dwellings 

Local Centre 

Energy Centre 

Oak Spinney Park 

Ratby Lane 

Grove Park 

Topps Tiles 

Warehouse / Storage 

/ Office Space 

St. John’s, Enderby 

45 dwellings 

Meridian Way 

Sainsbury’s 

Grove Park 

Triangle 

Audi Garage 

Impact of Cumulative 

Development Site Plan 

Showing Consented Schemes 

Not to Scale 

FIGURE 16 

N:\Leicester New Lobbesthorpe 1693\DRAWINGS\FREEHAND\Alternative Sites.fh11 11501693 

TITLE 

FIGURE No:


Motorway 

A563 

A - Road B5380 

1112 

B - Road M1 1186 

Link Road 1161 

New Road 652 

633 A47 

Core Only 576 644 

Core + Development 605 1003 1384 

Core + Development + 

633 954 1343 

Mitigation 

961 1364 

Kirby Lane 

964 

1048 

1023 

1310 

1256 1047 1373 

1273 1307 1397 

1248 1451 

649 

603 468 

611 1073 474 

1103 1028 504 464 

373 1051 1017 513 

433 

443 

1067 511 

913 

866 

794 854 Brounstone Lane 

775 425 

778 665 469 

638 733 

842 979 

B582 245 936 928 392 

238 878 923 424 549 

238 825 

336 227 840 

297 

344 

266 

817 

848 226 6288 

918 325 6457 6319 

Beggars Lane 

6464 

6460 

6302 

1035 1580 

270 511 1060 1109 

A47 338 530 1077 1487 

629 663 

230 

438 221 

468 A5460 

390 423 1310 

427 439 1315 

365 452 1333 1596 

3512 1671 

3488 1648 

3483 

3176 

3185 

3189 

1497 

1480 

1482 

2487 

2486 

2495 

4388 4215 1946 

4371 4249 1951 

4369 4247 1954 

166 240 

180 233 1655 A563 

660 1648 

641 1644 

M69 639 757 

377 613 

315 614 

328 Leicester Lane 

365 

326 

280 

1398 

1390 

453 1378 

554 

539 1402 

753 1387 

761 1398 

795 

1086 

1435 1103 

1420 1174 

1448 

M1 B582 

1085 1486 

1163 1420 

B4114 1174 1448 

Land at New Lobbesthorpe 

All Vehicles 

2026 

AM 

Figure 17a


Motorway 

A563 


1201 

B - Road M1 1167 


New Road 598 

612 A47 




548 796 1541 

Mitigation 

758 1546 

Kirby Lane 

1479 

1440 

1428 

773 

774 1701 1382 

722 1705 1575 

1704 1557 

365 

400 400 

417 1366 419 

640 1339 385 396 

748 632 1362 384 

774 

805 

589 384 

1187 

1145 


763 660 

768 511 898 

516 889 

713 1107 

B582 251 805 1076 935 

251 819 1116 971 662 

250 1052 

354 188 1159 

337 

360 

306 

884 

957 279 6595 

1013 373 6851 6592 

Beggars Lane 

6862 

6850 

6538 

1439 1425 

563 275 1289 1266 

A47 613 329 1387 1237 

838 573 

358 

442 missing 

465 A5460 

443 441 1539 

485 355 1570 

452 322 1562 1802 

3100 1847 

3191 1837 

3195 

3226 

3249 

3256 

1290 

1301 

1307 

1435 

1485 

1482 

4670 4051 1946 

4697 4024 1937 

4689 3972 1942 

252 281 

287 377 1608 A563 

579 1644 

615 1632 

M69 624 620 

524 578 

488 558 


742 

714 

578 

1339 

1354 

537 1347 

572 

605 1745 

934 1750 

958 1754 

964 

1411 

1411 1433 

1433 1403 

1403 

M1 B582 

1337 1337 

1343 1343 

B4114 1355 1355 


All Vehicles 

2026 

PM 

Figure 17b


Motorway 

A563 


1113 

B - Road M1 1197 


New Road 672 

657 A47 




679 956 1382 

Mitigation 

970 1397 

Kirby Lane 

987 

1064 

1027 

1333 

1268 1064 1443 

1295 1309 1444 

1262 1511 

678 

629 471 

648 1089 473 

1134 1051 512 463 

389 1065 1036 521 

449 

466 

1088 519 

935 

890 


784 433 

792 643 423 

607 755 

869 984 

B582 245 951 936 419 

238 894 914 470 562 

239 844 

344 213 868 

310 

361 

250 

835 

880 220 6414 

944 334 6616 6512 

Beggars Lane 

6637 

6610 

6501 

1072 1656 

296 533 1057 1083 

A47 346 525 1106 1548 

646 657 

239 

435 241 

472 A5460 

414 422 1312 

443 1329 

386 468 1351 1683 

489 3491 1706 

3470 1687 

3462 

3274 

3270 

3272 

1467 

1442 

1449 

2466 

2248 

2229 

4509 4418 1951 

4479 4149 1950 

4467 4150 1960 

172 221 

174 216 1664 A563 

696 1633 

661 1631 

M69 665 750 

426 607 

351 599 


410 

364 

299 

1399 

1381 

471 1368 

577 

575 1426 

761 1465 

775 1490 

788 

1161 

1161 1277 

1285 1285 

1277 

M1 B582 

1464 1464 

1641 1461 

B4114 1468 1468 


All Vehicles 

2031 

AM 

Figure 17c


Motorway 

A563 


1223 

B - Road M1 1180 


New Road 632 

642 A47 




488 813 1576 

Mitigation 

783 1583 

Kirby Lane 

1468 

1427 

1436 

752 

751 1695 1448 

674 1699 1596 

1699 1584 

386 

411 406 

452 1378 421 

616 1357 385 404 

804 606 1368 385 

828 

877 

536 384 

1201 

1167 


752 693 

751 524 918 

554 926 

729 1105 

B582 253 805 1079 954 

251 821 1110 969 681 

250 1079 

360 183 1240 

346 

361 

308 

903 

971 279 6691 

1023 383 6981 6718 

Beggars Lane 

6974 

6979 

6691 

1453 1500 

581 295 1313 1285 

A47 630 326 1462 1277 

858 599 

366 

445 354 

463 A5460 

463 442 1639 

500 1661 

472 369 1651 1810 

329 3154 1879 

3233 1880 

3233 

3122 

3163 

3169 

1269 

1278 

1285 

1364 

1410 

1431 

5053 4164 1957 

5063 4169 1948 

5048 4183 1944 

253 307 

311 405 1606 A563 

617 1650 

625 1646 

M69 626 629 

558 597 

515 578 


758 

738 

616 

1340 

1344 

553 1343 

598 

602 1755 

989 1739 

1018 1746 

1013 

1448 

1467 

1461 

M1 

1448 

1467 

1461 B582 

1384 1384 

1398 1398 

B4114 1413 1413 


All Vehicles 

2031 

PM 

Figure 17d


B5380 

Motorway 

A - Road 

B - Road 

Link Road 

0 

0 

New Road A563 

Without Mitigation 1 

With Mitigation 1 B5380 

0 

TA Figures with Mitigation (-16%) M1 124 

NA Not Available 

108 


8 41 4 A47 

19 30 18 

6 0 

7 6 0 

16 0 57 

36 

30 

0 

15 

46 297 147 

30 256 149 

176 80 

Station Road 

39 

38 2 

23 24 2 

22 25 5 0 

77 52 19 5 

75 

45 

30 0 

27 

29 


131 518 

75 473 

829 

63 65 

B582 2 78 67 110 274 

2 82 42 109 290 

11 337 

37 

51 13 182 

26 129 13 43 

124 162 17 33 

222 

214 4 51 

10 34 3 49 

12 40 41 15 99 14 

Beggars Lane 113 151 

144 402 

70 56 

A47 153 59 

147 

143 

0 12 

0 A5460 

0 4 59 

0 61 

0 332 213 58 

349 32 27 

39 91 123 

32 

3 

54 

88 

32 

32 

11 44 32 

38 61 

2 4 

3 

1 

32 

13 50 54 

12 49 50 

6 16 190 

71 156 

118 143 70 A563 

143 228 291 67 

138 109 

M69 44 19 109 

54 23 106 

49 39 258 


41 118 

36 95 

34 189 

2 

2 

135 144 

130 

72 1 

66 2 

67 71 

46 

95 

9 94 

10 0 

190 

M1 B582 

10 49 

10 50 

B4114 29 0 


Development Traffic Only 

AM Peak 


2026 

Figure 18a


B5380 

Motorway 

A - Road 

B - Road 

Link Road 

12 

16 

New Road A563 


With Mitigation 1 B5380 107 


NA Not Available 74 


38 6 36 A47 

41 20 34 

0 186 

19 1 183 

20 0 169 

14 

28 

0 

5 

6 211 259 

20 204 238 

86 199 

Station Road 

81 

88 2 

50 23 2 

5 67 2 0 

67 10 34 4 

67 

24 

20 0 

28 

73 


82 357 

44 341 

356 

74 108 

B582 1 125 162 117 551 

0 241 85 147 502 

29 744 

29 

41 20 148 

12 129 38 19 

69 128 0 0 

102 

88 1 91 

69 24 1 65 

102 23 119 105 


471 235 

71 72 

A47 83 119 

266 

228 

1 45 

0 A5460 

1 0 59 

0 54 

0 242 128 12 

238 91 10 

13 64 238 

92 

3 

2 

36 

85 

83 

0 61 78 

56 38 

5 1 

1 

0 

12 

1 91 62 

29 2 59 

118 

174 114 

158 116 52 A563 

147 330 235 39 

138 225 

M69 14 71 74 

83 130 72 

27 37 196 


40 95 

43 59 

39 293 

4 

2 

100 25 

98 

48 1 

136 2 

141 96 

81 

71 

10 73 

10 0 

105 

M1 B582 

2 97 

1 103 

B4114 144 0 



PM Peak 


2026 

Figure 18b


B5380 

Motorway 

955 

946 

A - Road 

B - Road 

Link Road 

-9 

New Road A563 

Core 543 

Core after Dev 548 B5380 

1112 

Difference 5 M1 1038 


-75 


558 592 640 A47 

554 16 -12 

-4 1003 1384 

280 955 1364 

216 

-64 

-48 -20 

964 

993 

29 

1310 

1227 1047 1373 

-83 992 1302 

-55 -71 

Station Road 

649 

573 468 

-76 1073 462 

1103 992 504 -6 

373 1015 -81 506 

368 

-5 

-88 2 

913 

826 

794 -88 Brounstone Lane 

647 0 425 

-147 165 733 

165 308 

842 979 

B582 245 800 857 0 0 549 

236 -42 -123 56 134 840 

-9 56 134 291 

336 

293 52 239 

-43 0 63 429 

817 49 11 190 

696 49 

-121 6457 6288 

0 0 6457 6253 

140 100 0 -35 1035 1580 

Beggars Lane 140 100 964 1336 

-71 -244 

270 511 

A47 476 604 

206 93 

0 

79 

438 79 

423 A5460 

390 -15 1310 

365 1272 

-25 0 -38 1596 

103 3512 1621 

103 3392 25 

-120 

2487 

2441 

-46 

3176 

3157 

-19 1450 1849 

1359 1634 

-91 -215 

1497 

1481 

-16 

4388 4215 1946 

4357 4198 1904 

-31 -17 -42 

0 0 

62 90 1655 A563 

660 62 90 1577 

501 -78 

M69 -159 757 757 

377 591 644 

279 -166 -113 

-98 Leicester Lane 

365 365 

244 268 

-121 -97 

1398 

1376 

453 -22 

409 

-44 1402 

753 1396 

728 -6 

-25 

1086 

1435 1080 

1439 -6 

4 

M1 B582 

1085 1486 

1165 1398 

B4114 80 -88 


Development with Mitigation 

AM Peak 

All Vehicles 

2026 

Figure 19a


B5380 

Motorway 

A - Road 

B - Road 

Link Road 

12 

16 

New Road A563 


With Mitigation 1 B5380 107 


NA Not Available 74 


38 6 36 A47 

41 20 34 

0 186 

19 1 183 

20 0 169 

14 

28 

0 

5 

6 211 259 

20 204 238 

86 199 

Station Road 

81 

88 2 

50 23 2 

5 67 2 0 

67 10 34 4 

67 

24 

20 0 

28 

73 


82 357 

44 341 

356 

74 108 

B582 1 125 162 117 551 

0 241 85 147 502 

29 744 

29 

41 20 148 

12 129 38 19 

69 128 0 0 

102 

88 1 91 

69 24 1 65 

102 23 119 105 


471 235 

71 72 

A47 83 119 

266 

228 

1 45 

0 A5460 

1 0 59 

0 54 

0 242 128 12 

238 91 10 

13 64 238 

92 

3 

2 

36 

85 

83 

0 61 78 

56 38 

5 1 

1 

0 

12 

1 91 62 

29 2 59 

118 

174 114 

158 116 52 A563 

147 330 235 39 

138 225 

M69 14 71 74 

83 130 72 

27 37 196 


40 95 

43 59 

39 293 

4 

2 

100 25 

98 

48 1 

136 2 

141 96 

81 

71 

10 73 

10 0 

105 

M1 B582 

2 97 

1 103 

B4114 144 0 



PM Peak 


2026 

Figure 18b


B5380 

Motorway 

955 

946 

A - Road 

B - Road 

Link Road 

-9 

New Road A563 

Core 543 


1112 

Difference 5 M1 1038 


-75 


558 592 640 A47 

554 16 -12 

-4 1003 1384 

280 955 1364 

216 

-64 

-48 -20 

964 

993 

29 

1310 

1227 1047 1373 

-83 992 1302 

-55 -71 

Station Road 

649 

573 468 

-76 1073 462 

1103 992 504 -6 

373 1015 -81 506 

368 

-5 

-88 2 

913 

826 


647 0 425 

-147 165 733 

165 308 

842 979 

B582 245 800 857 0 0 549 

236 -42 -123 56 134 840 

-9 56 134 291 

336 

293 52 239 

-43 0 63 429 

817 49 11 190 

696 49 

-121 6457 6288 

0 0 6457 6253 

140 100 0 -35 1035 1580 

Beggars Lane 140 100 964 1336 

-71 -244 

270 511 

A47 476 604 

206 93 

0 

79 

438 79 

423 A5460 

390 -15 1310 

365 1272 

-25 0 -38 1596 

103 3512 1621 

103 3392 25 

-120 

2487 

2441 

-46 

3176 

3157 

-19 1450 1849 

1359 1634 

-91 -215 

1497 

1481 

-16 

4388 4215 1946 

4357 4198 1904 

-31 -17 -42 

0 0 

62 90 1655 A563 

660 62 90 1577 

501 -78 

M69 -159 757 757 

377 591 644 

279 -166 -113 


365 365 

244 268 

-121 -97 

1398 

1376 

453 -22 

409 

-44 1402 

753 1396 

728 -6 

-25 

1086 

1435 1080 

1439 -6 

4 

M1 B582 

1085 1486 

1165 1398 

B4114 80 -88 



AM Peak 

All Vehicles 

2026 

Figure 19a


B5380 

Motorway 

824 

764 

A - Road 

B - Road 

Link Road 

-60 

New Road A563 

Core 1187 


1201 

Difference -27 M1 1060 


-141 


519 542 581 A47 

499 22 -17 

-20 803 1443 

436 757 1363 

415 

-21 

-46 -80 

1479 

1400 

-79 

773 

716 1701 1382 

-57 1500 1319 

-201 -63 

Station Road 

365 

329 400 

-36 1366 394 

640 1295 385 -6 

748 580 -71 380 

738 

-10 

-61 -5 

1187 

1108 


686 0 660 

-92 175 889 

175 229 

713 1107 

B582 251 694 955 0 0 662 

250 -19 -153 30 469 1159 

-1 30 469 497 

354 

319 174 341 

-35 0 139 494 

884 185 -35 153 

911 185 

27 6851 6595 

0 0 6849 6473 

-1 147 -2 -122 1439 1425 

Beggars Lane -1 147 1173 1139 

-266 -286 

563 275 

A47 755 454 

192 179 

0 

94 

442 94 

441 A5460 

443 -1 1539 

452 1508 

9 0 -31 1802 

84 3100 1827 

84 3131 25 

31 

1435 

1480 

45 

3226 

3173 

-53 1398 2347 

1353 2024 

-45 -323 

1290 

1307 

17 

4670 4051 1946 

4661 3970 1883 

-10 -81 -63 

0 0 

129 261 1608 A563 

579 129 261 1593 

486 -15 

M69 -93 620 620 

524 428 412 

475 -192 -208 


742 742 

535 355 

-207 -387 

1339 

1345 

537 6 

507 

-30 1745 

934 1752 

823 7 

-111 

1411 

1411 1330 

1394 -81 

-18 

M1 B582 

1337 1337 

1354 1252 

B4114 17 -85 



PM Peak 

All Vehicles 

2026 

Figure 19b

File: Q:\WSP_UK\WSP_D\Hertford\Leicester New Lubbesthorpe\2026_Core_Dev&Mitigation.mxd Drawn By: ukaah002 Date Modified: 15/12/2011 

2% 

0% 

( 3% ) 

0% 

Contains Ordnance Survey data © Crown 

copyright and database right 2011. 

0% 

( 0% ) 

( 0% ) 

( 0% ) 

0% 

4% 

( 0% ) 

0% 

0% ( 0% ) 

( 0% ) 

0% ( 0% ) 

1% 

( 5% ) 

1% 

( 0% ) 

( 1% ) 

0 0.5 1 2 3 4 

Kilometres 

1% 

2% 

( 1% ) 

2% ( 0% ) 

1% ( 0% ) 

( 3% ) 

0% 

( 1% ) 

3% 

1% ( 0% ) 

( 3% ) 

2% 

5% 

( 3% ) 

( 2% ) 

1% 

14% ( 2% ) 

( 2% ) 

9% 

3% 

9% 

( 6% ) 

( 4% ) 

( 7% ) 

1% 


Lu b b e s tho rp e (d e v e lo p m en t) 

B ra u n s to n e (S o uth ) 

C e n tra l L e ic es te r 

C h a rn w o o d 

E n d erby 

F o s s e P a rk 

F o x h o le s 

G ro v e P a rk 

H a rb o ro u g h 

H in c k le y, B a rw e ll & E a rl S h ilto n 

K irk b y M u x lo e 

Le ic e s te r C ity : N o rth E a s t 

Le ic e s te r C ity : N o rth W e s t 

Le ic e s te r C ity : S o uth E a s t 

Le ic e s te r C ity : S o uth W e s t (n o rth ) 

Le ic e s te r C ity : S o uth W e s t (s o uth ) 

Le ic e s te r F o re s t E a s t 

Lu b b e s tho rp e (e x is tin g z o n e ) 

M e lto n 

M e ridia n B u s ine s s P a rk 

N a rb o ro u g h 

N o rth W e s t L e ic e s tersh ir e 

R e s t o f B la b y 

R e s t o f H in c k le y & B o s w o rth 

R e s t o f L e ic e s te r C ity : C e n tra l 

( 2% ) 

N e w L u b b e s th o rp e , L e ic e s te rsh ire , 

F ro m S ite 

(To Site) 

2 0 2 6 - A M 

P R O J E C T T IT L E 

P u b lic Tra n sp o rt T rip s 

F ig u re 20a 

F IG U Reewrer 

0% 

R e s t o f W h e ts to ne & C o u n tes th o rp e a n d C ro s b y 

T h u rla s to n & H u n c o te 

W ig s to n


6% 

5% 

( 6% ) 

1% 



1% 

( 5% ) 

( 1% ) 

( 1% ) 

3% 

4% 

( 3% ) 

2% ( 1% ) 

2% ( 3% ) 

3% 

( 5% ) 

3% 

( 5% ) 

3% 

( 2% ) 

( 3% ) 

0 0.5 1 2 3 4 

Kilometres 

5% 

2% ( 2% ) 

3% ( 1% ) 

2% 

2% ( 1% ) 

( 6% ) 

( 2% ) 

5% 

3% ( 1% ) 

( 6% ) 

2% 

3% 

( 4% ) 

( 4% ) 

4% 

4% ( 4% ) 

( 5% ) 

3% 

3% 

2% 

( 3% ) 

( 4% ) 

( 3% ) 

3% 






E n d erby 














M e lto n 







( 3% ) 


F ro m S ite 

(To Site) 

2 0 2 6 - A M 


A ll V e h ic le T rip s 

F ig u re 20b 

F IG U R X 

0% 



W ig s to n


0% 

0% 

( 0% ) 

0% 



0% 

( 0% ) 

( 0% ) 

( 0% ) 

0% 

( 1% ) 

0% 

0% 

1% 

83% 

( 0% ) 

( 2% ) 

( 52% ) 

0% 

( 0% ) 

0% 

( 0% ) 

( 0% ) 

0 0.5 1 2 3 4 

Kilometres 

2% 

3% 

( 6% ) 

2% 

0% ( 1% ) 

0% ( 0% ) 

( 10% ) 

( 6% ) 

2% 

0% ( 2% ) 

( 5% ) 

2% 

1% 

( 6% ) 

( 2% ) 

1% 

1% 

( 3% ) 

( 2% ) 

1% 

0% 

0% 

( 1% ) 

( 1% ) 

( 1% ) 

0% 






E n d erby 














M e lto n 







( 0% ) 


F ro m S ite 

(To Site) 

2 0 2 6 - A M 


A c tiv e Trip s 

F ig u re 20c 

F IG U R 

0% 



W ig s to n


3% 

0% 

( 2% ) 

0% 



0% 

( 0% ) 

( 0% ) 

( 0% ) 

0% 

( 0% ) 

0% 

5% 

0% 

( 0% ) 

0% ( 0% ) 

( 0% ) 

1% 

( 4% ) 

0% 

( 1% ) 

( 1% ) 

0 0.5 1 2 3 4 

Kilometres 

1% 

2% 

( 0% ) 

0% 

0% ( 1% ) 

( 2% ) 

( 0% ) 

3% 

0% ( 1% ) 

0% ( 1% ) 

( 2% ) 

2% 

2% ( 4% ) 

( 1% ) 

3% ( 13% ) 

2% 

( 1% ) 

5% 

3% 

6% 

( 6% ) 

( 2% ) 

( 7% ) 

1% 






E n d erby 














M e lto n 







( 1% ) 


F ro m S ite 

(To Site) 

2 0 2 6 - P M 


P u b lic Tra n sp o rt T rip s 

F ig u re 20d 

F IG U R E X 

0% 



W ig s to n


5% 

5% 

( 6% ) 

1% 



1% 

( 5% ) 

( 1% ) 

( 1% ) 

3% 

( 3% ) 

1% 

4% 

3% 

5% 

( 2% ) 

( 2% ) 

( 3% ) 

3% 

( 4% ) 

4% 

( 4% ) 

( 4% ) 

0 0.5 1 2 3 4 

Kilometres 

2% 

7% 

( 2% ) 

2% ( 2% ) 

3% 

2% 

1% ( 1% ) 

( 5% ) 

( 2% ) 

7% 

( 2% ) 

( 5% ) 

3% 

4% 

( 2% ) 

( 3% ) 

5% 

3% 

( 4% ) 

( 4% ) 

3% 

3% 

2% 

( 3% ) 

( 3% ) 

( 2% ) 

3% 






E n d erby 














M e lto n 







( 3% ) 


F ro m S ite 

(To Site) 

2 0 2 6 - P M 


A ll V e h ic le T rip s 

F ig u re 20e 

F IG U RX 

0% 



W ig s to n


0% 

0% 

( 0% ) 

0% 



0% 

( 0% ) 

( 0% ) 

( 0% ) 

1% 

( 1% ) 

0% 

2% 

0% ( 0% ) 

53% 

( 2% ) 

0% 

( 0% ) 

( 58% ) 

0% 

( 0% ) 

( 0% ) 

0 0.5 1 2 3 4 

Kilometres 

6% 

9% 

( 4% ) 

5% 

1% ( 2% ) 

0% ( 0% ) 

( 7% ) 

( 4% ) 

5% 

0% ( 3% ) 

( 4% ) 

6% 

2% 

( 3% ) 

( 2% ) 

2% 

1% 

( 3% ) 

( 2% ) 

1% 

1% 

1% 

( 1% ) 

( 1% ) 

( 1% ) 

0% 






E n d erby 














M e lto n 







( 0% ) 


F ro m S ite 

(To Site) 

2 0 2 6 - P M 


A c tiv e Trip s 

F ig u re 20f 

F IG U R E 

0% 



W ig s to n




Rest of Staffordshire 

PT - 0%, AV - 1%, ACT - 0% 

West Midlands and South Staffordshire 

PT - 5%, AV - 4%, ACT - 0% 

0 5 10 20 30 40 

Kilometres 

Rest of the East Midlands 

PT - 9%, AV - 3%, ACT - 0% 

Coventry 

PT - 4%, AV - 3%, ACT - 0% 

Warwickshire 

PT - 4%, AV - 4%, ACT - 0% 

Rest of Leicestershire 

PT - 11%, AV - 25%, ACT - 1% 

Blaby Total 

PT - 6%, AV - 34%, ACT - 91% 

Leicester City Total 

PT - 43%, AV - 25%, ACT - 9% 

Northamptonshire 

PT - 2%, AV - 2%, ACT - 0% 

Rest of the UK 

PT - 15%, AV - 1%, ACT - 0% 


D e v e lo p m e n t S ite 

P T - P u b lic T ra n s p o rt 

AV - A ll Ve h ic le s 

A C T - A c tiv e (W a lk in g C y c lin g ) 


F ro m S ite 

2 0 2 6 - A M 


F ig u re 21a 

F IG U R X





PT - 23%, AV - 0%, ACT - 0% 


PT - 0%, AV - 1%, ACT - 0% 


PT - 8%, AV - 2%, ACT - 0% 

0 5 10 20 30 40 

Kilometres 


PT - 12%, AV - 3%, ACT - 0% 

Coventry 

PT - 3%, AV - 2%, ACT - 0% 

Warwickshire 

PT - 8%, AV - 4%, ACT - 0% 


PT - 14%, AV - 23%, ACT - 1% 


PT - 6%, AV - 36%, ACT - 72% 


PT - 22%, AV - 28%, ACT - 26% 


PT - 3%, AV - 1%, ACT - 0% 


PT - 18%, AV - 0%, ACT - 0% 







F ro m S ite 

2 0 2 6 - P M 


F ig u re 21b 

F IG U R E X





PT - 0%, AV - 1%, ACT - 0% 


PT - 9%, AV - 2%, ACT - 0% 

0 5 10 20 30 40 

Kilometres 


PT - 11%, AV - 2%, ACT - 0% 

Coventry 

PT - 2%, AV - 2%, ACT - 0% 

Warwickshire 

PT - 9%, AV - 4%, ACT - 0% 


PT - 15%, AV - 25%, ACT - 1% 


PT - 7%, AV - 32%, ACT - 71% 


PT - 25%, AV - 30%, ACT - 28% 


PT - 18%, AV - 0%, ACT - 0% 


PT - 3%, AV - 1%, ACT - 0% 







To S ite 

2 0 2 6 - A M 


F ig u re 21c 

F IG U R





PT - 0%, AV - 1%, ACT - 0% 


PT - 9%, AV - 4%, ACT - 0% 

0 5 10 20 30 40 

Kilometres 


PT - 10%, AV - 3%, ACT - 0% 

Coventry 

PT - 5%, AV - 2%, ACT - 0% 

Warwickshire 

PT - 4%, AV - 4%, ACT - 0% 


PT - 10%, AV - 25%, ACT - 1% 


PT - 5%, AV - 34%, ACT - 77% 


PT - 34%, AV - 24%, ACT - 22% 


PT - 20%, AV - 1%, ACT - 0% 


PT - 2%, AV - 2%, ACT - 0% 







To S ite 

2 0 2 6 - P M 


F ig u re 21d 

F IG U R

NA 


B5380 

Motorway 

A - Road 

B - Road 

Link Road 

New Road A563 

Dev traffic % of Core 0.2% 

% including redistribution 1.1% 

B5380 

M1 

Not Available 

Main Street 7.1% 0.6% 

3.4% 

2.7% 

9.9% -1.2% A47 

5.8% 

-17.1% 

0.6% 

-4.2% 

9.3% 6.8% 

B582 0.8% 4.3% -5.7% 

-2.9% 

3.2% 

6.1% 

3.5% 

-2.8% 24.4% 10.9% 

19.2% 5.7% 

5.9% 

Station Road -5.9% 0.4% 

2.3% -0.9% 

4.7% -5.2% 0.9% 

20.1% -3.3% 1.4% 

18.8% 

3.1% 

-6.5% 

16.5% Brounstone Lane 

-2.0% 

15.3% 

2.4% 25.6% 17.9% 

46.2% 97.5% 

27.2% 

12.4% 

0.0% 0.8% 

0.0% 0.2% 

10.9% 9.6% 

Beggars Lane 4.1% -5.9% 

56.6% 11.5% 

A47 133.0% 29.7% 

0.0% 

-3.4% A5460 

0.0% 4.6% 

-6.4% 1.8% 

1.7% 

1.4% 3.3% 

-0.8% 

1.0% 

0.4% 

0.1% 

-1.0% 

2.3% 

0.3% 

2.6% 3.3% 

-3.7% -8.3% 

0.3% 1.2% 2.6% 

-0.4% 0.8% 0.4% 

4.1% A563 

20.9% -0.7% 

-3.2% 

M69 3.0% 14.1% 

13.1% -18.9% -0.9% 

-13.0% 


9.9% 26.0% 

-23.3% -0.5% 

28.7% 

19.0% 

0.1% 

-1.4% 

0.1% 

9.0% -0.3% 

5.6% 

8.7% 

0.7% 8.7% 

0.7% 

M1 B582 

0.9% 3.4% 

0.8% 3.6% 

B4114 


Development with Mitigation % 

AM Peak 

All Vehicles 

2026 

Figure 22a


B5380 

Motorway 

A - Road 

B - Road 

Link Road 

2.0% 

-5.3% 

New Road A563 

Dev traffic % of Core 0.1% 

% including redistribution -2.2% 

B5380 

M1 


Main Street 1.1% 6.0% 

7.9% 

4.0% 

5.4% 3.2% A47 

4.6% 

-0.2% 

0.1% 

-5.6% 

17.6% 14.6% 

B582 0.0% 14.9% 0.8% 

-0.4% 

1.9% 

-3.4% 

0.7% 

-6.6% 12.0% 17.3% 

0.2% 12.7% 

24.2% 

Station Road 14.2% 0.5% 

4.9% -1.0% 

1.5% -0.3% 1.0% 

9.0% -8.0% -0.3% 

7.6% 

6.2% 

-0.5% 

10.5% Brounstone Lane 

-1.3% 

11.5% 

1.7% 21.8% 5.6% 

1.7% 50.4% 

11.5% 

14.6% 

0.0% 1.0% 

0.0% -0.9% 

14.9% 6.9% 

Beggars Lane -3.6% -13.2% 

14.7% 43.2% 

A47 48.8% 108.4% 

0.0% 

-0.2% A5460 

0.0% 3.5% 

2.0% 1.5% 

2.6% 

0.9% 

0.0% 

1.3% 

0.1% 

3.3% 

4.0% 1.6% 

0.8% -12.1% 

0.6% 0.0% 3.0% 

0.4% -2.0% -0.2% 

2.4% A563 

23.8% 1.5% 

7.8% 

M69 21.0% 11.6% 

5.1% -10.0% -21.9% 

-4.2% 


5.8% 7.9% 

-22.1% -44.2% 

18.2% 

12.7% 

0.1% 

0.6% 

0.1% 

15.1% 0.5% 

3.2% 

5.2% 

0.7% -0.6% 

-0.6% 

M1 B582 

0.1% 7.7% 

1.3% 1.3% 

B4114 

0.6% 

1.9% 


Development with Mitigation % 

PM Peak 

All Vehicles 

2026 

Figure 22b

N:\Leics New Lubbesthorpe\Drgs\FH\Routes 1,2,3.fh11 

TITLE FIGURE No: 

ROUTES 1, 2 AND 3 

FIGURE 23A 

Job No

N:\Leics New Lubbesthorpe\Drgs\FH\Route 4.fh11 

TITLE FIGURE No: 

ROUTE 4 

FIGURE 23B 

Job No

Motorway 

A - Road 

B - Road 

Link Road 

New Road 

Mitigation Option 1 

A563 

Mitigation Option 2 B5380 

3 


M1 12 


2 


13 5 A47 

-8 -1 

7 0 

2 8 

0 2 

B5380 

-3 

3 

-9 

22 

13 -19 -1 

-10 4 10 

16 1 

Station Road 

6 

14 0 

-2 1 -1 

-2 7 6 -1 

21 -10 -1 5 

12 

-3 

-23 6 

3 

8 


27 -77 

-12 -143 

19 

11 9 

B582 8 22 -3 

18 -2 6 

11 

A47 


-16 

19 

26 -1 -1 

-1 -10 

0 2 -1 -58 

Beggars Lane -3 -148 

10 3 

59 

53 A5460 

97 44 

0 

37 4 

-2 0 

-9 5 

5 

-3 

2 

-1 

0 

0 

1 5 -2 

4 -2 

5 -1 

0 

2 

0 

1 -1 

0 1 

3 0 

-15 

-136 

M69 -115 2 

5 51 

-29 43 


2 

188 

130 

1 

1 

23 2 

28 

24 7 

10 10 

9 8 

10 

9 

1 

-4 

11 

13 

-2 

M1 B582 

29 1 

B4114 

47 

29 

3 

-1 

A563 


Diference when compared to original mitigation 

AM Peak 

Vehicles 

2026 

Figure 24a

Motorway 

A - Road 

B - Road 

Link Road 

New Road 


A563 

Mitigation Option 2 B5380 

-4 


M1 2 


4 


-1 1 A47 

0 -10 

-13 -2 

-14 5 

-14 6 

B5380 

-2 

0 

-6 

7 

-1 -19 -6 

-2 -94 5 

-86 15 

Station Road 

11 

8 1 

-3 10 0 

2 1 0 0 

24 -4 -20 0 

12 

-2 

10 -2 

12 

1 


12 -18 

-4 9 

10 

0 23 

B582 -2 8 -24 

9 -24 -93 

-70 

A47 


-10 

21 

12 0 -9 

0 5 

0 11 

Beggars Lane 

1 

-10 A5460 

3 -31 

-50 

-20 6 

43 8 

50 7 

51 

0 

0 

0 

-4 

1 

2 -36 -1 

-37 9 

-36 1 

28 

30 

31 

-1 14 

2 22 

3 29 

2 

-137 

M69 -88 -75 

76 21 

-19 29 


-1 

139 

83 

2 

-1 

1 

-3 

21 

0 

-66 

-37 

2 

0 

4 

2 

2 

29 -15 

31 -9 

41 

M1 B582 

0 1 

-1 -3 

B4114 0 3 

A563 


Diference when compared to original mitigation 

PM Peak 

Vehicles 

2026 

Figure 24b

A 






B 

D 

H 

I 

E 

F 

Y 

X 

J 

R 

G 

O 

P 

N 

Q 

Assessed Junctions 

N:\Leicester New Lobbesthorpe 1693\DRAWINGS\FREEHAND\Assessed Junctions.fh11 11501693 

K 

S 

T 

U 

V 


A 

B 

D EF 

G HIJKN 

O P 

Q RSTUVXY 

A47 - Desford Cross Roads 

A47 - Beggars Lane 

A47 - Kirby Lane 

A47 - Baines Lane 

A47 - Braunstone Lane 

A47 - A563 

Beggars Lane - B582 

B582 - Leicester Lane 

B582 - B4114 Foxhunter Roundabout 

B582 - Blaby By-Pass 

B4114 - Leicester Lane 

Meridian Dumbell Roundabouts 

Meridian South - A563 Roundabout 

A47 - Cort Crescent 

A563 - Scudamore Road 

A47 - Wyngate Drive 

A47 - Fosse Road 

A47 - Narborough Road 

A47 - St Nicholas Circle 

Meridian Way - Foxon Way Roundabout 

Leicester Lane Site Access 

TITLE 

FIGURE No: 

Not to Scale 

Figure 25


B5380 

12079 

Motorway 

A - Road 

B - Road 

Link Road 

11720 

New Road A563 

Core 11747 

B5380 

15705 

Development with Mitigation 11611 M1 


15807 


Factor for 24hr - 18hr 

7313 A47 

0.97 8019 8562 

7557 12263 19195 

4862 

11672 19759 

4529 

16588 

16642 

14144 

18659 18706 

13546 

20044 20424 

6885 


6980 16561 

11835 6036 5839 

7612 16153 

11244 6077 

8474 

14259 


0 7367 

10497 

7836 11013 

10558 14164 

B582 3368 0 0 8223 

11523 13845 

3314 2322 9472 13573 

4685 

1535 3938 

4780 0 

11550 1718 6688 

3558 

13111 90361 87476 

0 0 

90375 87184 16798 20404 


16731 18496 

5656 5337 

A47 

9961 8392 

5975 3801 

0 

5656 5867 19345 

5547 0 19657 23072 

44895 

5255 23663 

45344 

43470 

26630 

27004 

A5460 

43762 19338 28491 

18924 

18937 

0 0 

8413 3171 4142 

M69 8576 9350 9350 

6118 

7958 8379 


19053 25510 

61504 56126 26427 

61504 55807 26454 

7517 7517 

5826 5276 18584 

11455 

11944 

6722 18503 

7768 21368 

19324 

19358 

21402 

16955 

17498 

M1 B582 

16445 19168 

B4114 

17172 19032 

22156 A563 

22244 


Core, Dev & Mit 

18 hr period 

All Vehicles 

2026 

Figure 26a


B5380 

12453 

Motorway 

A - Road 

B - Road 

Link Road 

12082 

New Road A563 

Core 12110 

B5380 

16191 

Development with Mitigation 11970 M1 


16296 


Factor for AM/PM - 24hr 7539 A47 

(AM+PM)*7 8267 8827 

7791 12642 19789 

5012 

12033 20370 

4669 

17101 

17157 

14581 

19236 19285 

13965 

20664 21056 

7098 


7196 17073 

12201 6223 6020 

7847 16653 

11592 6265 

8736 

14700 


0 7595 

10822 

8078 11354 

10885 14602 

B582 3472 0 0 8477 

11879 14273 

3416 2394 9765 13993 

4830 

1582 4060 

4928 0 

11907 1771 6895 

3668 

13517 93156 90181 

0 0 

93170 89880 17318 21035 


17248 19068 

5831 5502 

A47 

10269 8652 

6160 3801 

0 

5831 6048 19943 

5719 0 20265 23786 

46284 

5418 24395 

46746 

44814 

27454 

27839 

A5460 

45115 19936 29372 

19509 

19523 

0 0 

8673 3269 4270 

M69 8841 9639 9639 

6307 

8204 8638 


19642 26299 

63406 57862 27244 

63406 57533 27272 

7749 7749 

6006 5439 19159 

11809 

12313 

6930 19075 

8008 22029 

19922 

19957 

22064 

17479 

18039 

M1 B582 

16954 19761 

B4114 

17703 19621 

22841 A563 

22932 


Core, Dev & Mit 

24 hr period 

All Vehicles 

2026 

Figure 26b

Appendix B Main Site Access Routes 


Hinckley Road 

M69 

Beggars Lane 

M1 


M1 

BRAUNSTONE 

c 

WSP Group plc 

��

87.77 

87.79 

88.35 

87.69 

88.5 

88.77 

89.20 

Viewport 1 

Scale @ 1:1,500 

89.37 

87.94 

89.0 

89.5 

87.5 

PT 1 

88.0 

88.41 

88.91 

89.05 

87.30 

88.62 

87.98 

87.29 

88.5 

88.77 

89.27 

89.42 

X Axis = 1:500 

Y Axis = 1:1000 

X Axis = 1:500 

Y Axis = 1:1000 

87.5 

88.31 

89.0 

87.48 

88.43 

90.00 

89.00 

88.00 

87.00 

86.00 

85.00 

84.00 

83.00 

82.00 

81.00 

80.00 

90.00 

89.00 

88.00 

87.00 

86.00 

85.00 

84.00 

83.00 

82.00 

81.00 

80.00 

88.95 

89.04 

87.92 

89.12 

PT 1 PT 2 PT 3 PT 4 PT 5 PT 6 PT 7 PT 8 PT 9 PT 10 

1 in 48 

88.83 87.43 85.75 85.00 84.42 84.85 84.66 84.19 82.45 83.74 

PT A PT B PT 11 

PT C PT D 

1 in 31 

86.22 

87.11 86.7886.41 

87.09 

Proposed Road 

1 in 3 1 in 3 

1 in 23 

85.84 

85.92 

1 in 16 

85.87 85.29 84.51 83.41 82.67 

85.67 

PInv 

Ø0.5m 

GH121 

85.626 

85.75 

85.59 

Post 

Edge 

of 

bridge 

1 in 44 Proposed Bridge Level = 91.00 

1 in 51 

91.00 

90.00 

89.00 

88.00 

87.00 

86.00 

85.00 

84.00 

83.00 

82.00 

PInv 

PInv 

Ø0.3m 

84.54 

PInv 82.97 

Ø1.1m 84.51 

Ø1.1m 

GH122 

85.411 

Post 

WL 

83.12 

1 in 24 

1 in 23 

84.97 

86.97 86.72 85.80 86.08 84.32 86.45 85.40 84.92 83.91 83.5183.37 

88.44 

87.79 

87.41 

88.32 

Veg etation M1 

89.0 

88.04 

87.47 

88.5 

Viewport 2 

Scale @ 1:750 

88.0 

87.0 

88.63 

88.93 

88.95 

87.5 

88.76 

87.08 

87.47 

88.26 

88.48 

86.82 

88.62 

88.49 

86.11 

85.5886.02 

87.0 

88.0 

88.5 

86.5 

Viewport 3 

Cross Section A - A 

Scale @ 1:500 

86.98 

88.34 

85.14 

88.68 

86.0 

87.76 

87.99 

87.83 

86.0 

86.49 

87.5 

PT 

2 

88.0 

87.26 

87.78 

88.68 

P /W fen ce h t 0.7m 

86.5 

87.40 

88.80 

87.99 

87.65 

86.70 

87.0 

Veg etation 

Viewport 4 - Scale @ 1:750 

88.5 

86.41 86.17 

87.00 

88.21 

85.81 

85.06 

86.42 

87.14 86.62 86.20 

87.5 

85.78 

86.56 

87.17 

87.44 

88.32 

85.49 85.47 85.71 

85.65 

85.63 85.73 

86.5 

87.0 

85.59 

88.0 

88.37 

85.74 

P /R fence ht 1.3m 

86.0 

85.29 

86.03 

87.75 

87.95 

84.64 

84.59 

85.83 

85.28 

85.30 

84.84 

H edg e ht 4m 

85.36 

Veg etation 

86.5 

85.37 

86.42 

85.20 

85.5 

86.92 

87.5 

PInv 

Ø0.3m 

84.02 

85.21 

85.72 

85.28 85.15 

83.06 

85.62 

83.92 

85.21 

85.48 

86.0 

87.0 

87.87 

85.11 

87.16 

84.91 

87.25 

85.18 

85.25 

85.77 

P /R fence ht 1.3m 

85.90 

85.23 

PT 

3 

85.74 

86.23 

86.5 

87.24 

H edg e ht 4m 

PT 

4 

86.00 

86.44 

86.07 

87.0 

86.21 

P /R fen ce ht 1.3m 

86.42 

86.56 

H edg e h t 4m 

86.60 

86.73 

87.23 

86.89 

88.63 

86.57 

1 in 9 

90.24 

88.36 

88.5 

Cross Sect ion A - A 

PT 

6 

PT 

7 

88.0 

87.5 

90.29 89.97 

90.00 

89.5 

88.10 

87.0 

86.16 

89.77 

90.0 

89.0 


89.5 

85.95 

89.0 

88.44 

89.77 

Existing Carriageway 

1 in 12 1 in 42 1 in 38 

1 in 3 

88.34 

87.12 

86.5 

88.5 

Grass 

88.5 

85.5 

88.32 

88.53 

85.60 

88.0 

88.0 

86.58 

86.0 

87.5 

86.98 

87.23 

87.5 

88.35 

87.32 

83.98 

85.26 

83.72 

PInv 

Ø0.5m 

82.42 

PT 

9 

PT 

8 


86.39 

83.73 

83.5 

83.75 

Headwall 

87.0 

87.0 

86.64 

83.08 

PInv 

Ø1m 

82.11 

Central Reserve 

86.85 

86.93 

83.78 

83.91 

82.35 

86.53 

85.93 

85.5 

83.12 

Cross Sect ion A - A 

86.5 

86.56 

86.5 

84.34 

PT 

10 

83.0682.97 

86.18 

86.47 

86.85 

85.51 

83.79 

PInv 82.18 

Ø0.3m 

82.12 

Existing Carriageway Width 

86.0 

85.0 


83.43 

Proposed Carriagewa y Width 

83.54 

86.07 

84.5 

84.0 

Grass 

86.66 

85.87 

83.21 

PInv 

Ø0.3m 

82.22 

83.23 

81.96 

86.0 

83.5 

83.23 

86.29 85.98 

85.35 

85.21 

83.24 

Edge 

of 

bridge 

PT E PT F PT 13 

PT G PT H 

90.00 

89.00 

1 in 10 

88.00 1 in 5 

1 in 6 

87.00 

Proposed Road 

86.00 

1 in 3 

85.00 

1 in 4 

84.00 

83.00 

82.00 

81.00 

80.00 

1 in 19 

86.60 90.16 88.37 83.93 82.96 

84.20 

83.40 

84.80 

86.00 

84.24 

84.19 

83.09 

81.91 

P/Wfence 1m 

83.5 

85.45 

84.67 

84.46 

84.39 

83.37 

Grass 

86.98 

85.72 

G:2.5 

83.59 

P /R fence 1.3m 

86.5 

85.39 

86.65 

1 in 4 

FP/ 

Cycleway 

83.95 

85.08 

84.57 

84.29 

83.51 

83.72 

83.44 

86.29 

86.14 

Grass 

84.94 

85.45 

85.88 

83.39 

86.99 

86.73 

84.41 

1 in 8 

86.25 

83.81 

86.79 

83.25 

Headwall 

Headwall 

PInv 

C anop y Lvl 

PInv 

81.85 92.40 

81.85 Ø0.8m 

Ø0.8m 

83.21 

84.0 

84.5 

84.5 

83.57 

83.90 

84.0 

85.0 

83.30 

82.93 

85.0 

81.94 

C anop y Lvl 

94.68 

84.0 

85.5 

84.5 

84.13 

PT 

A 

85.0 

85.5 

85.5 

G:0.8 

86.0 

86.0 

83.29 

83.5 

83.09 

83.18 

86.0 

86.07 

86.09 

86.5 

87.0 

PT 

B 

86.5 

87.5 

83.5 

88.16 

88.06 

88.0 

87.0 

86.44 

84.0 

83.29 

83.12 

88.39 

86.49 

87.5 

86.78 

84.5 

GH120 

88.167 

88.55 

PT A PT B PT C PT D 

Bridge Deck 

1 in 52 

FP/ 

Cycleway 

PT 11 PT 12 PT 13 PT 14 PT 15 PT 16 PT 17 

1 in 11 

1 in 44 

1 in 60 1 in 428 1 in 333 

84.51 89.05 88.37 87.89 87.96 87.87 83.29 

1 in 3 

Existing Carriageway Level = 84.85 

85.87 85.29 84.51 83.41 82.67 

83.62 

86.23 

87.13 

85.54 

84.90 

87.08 

86.42 

85.99 

85.0 

C anop y Lvl 

91.65 

84.0 

88.0 

86.06 

85.87 

84.49 

84.5 

88.5 

86.0 

PT 

11 

86.78 

86.12 

85.87 

86.07 

84.08 

82.81 

85.0 

86.38 

87.82 

84.54 

86.72 

85.5 

85.07 

86.66 

86.38 

86.94 

86.38 

85.53 

86.93 

85.0785.32 

86.84 

Veg etation 

(B rambles/ 

Small trees) 

PT 

C 

88.44 

83.0 

88.08 

84.53 

85.5 

86.0 

85.85 

85.51 

86.99 

84.36 

86.79 

85.91 

Veg etation 

(B rambles/ 

Small trees) 

82.75 

86.23 

84.87 

83.34 

86.36 

85.07 

83.49 

84.15PT 

D 

86.06 

86.19 

85.47 

85.26 

85.59 

85.23 

86.45 

C anop y Lvl 

95.43 

G:2 

85.71 

85.49 

86.33 

85.60 

Veg etation 

(B rambles) 

Unable to survey watercourse 

d ue to dense vegetation. 

87.5 

86.0 

87.0 

86.5 

86.5 

83.5 

86.0 

86.5 

85.0 

85.5 

85.5 

82.65 

83.67 

83.7483.61 

85.5 

86.81 

86.57 

86.0 

85.47 

87.01 

87.63 

84.0 

85.0 

84.5 

8 3. 868 3. 73 8 3. 62 

84.83 

86.84 

85.65 

88.09 

84.48 

Lp 

Veg etation 

84.0 

86.5 

Veg etation 

(B rambles) 

88.42 

84.68 

85.64 

87.0 

87.11 

85.84 

87.90 

83.35 

83.28 

83.77 

83.86 

82.59 

85.62 

88.38 

86.09 

85.84 

Grass 

88.29 

87.39 

88.78 

85.31 

86.35 

88.60 

83.83 

83.25 

83.35 

83. 55 

83.5083.43 

Gy 

83.34 

83.46 

MH 

83.55 

83.48 

MH 

83.51 

83.58 

83.0 

87.5 

86.19 

85.86 

85.63 

83.37 

82.48 

88.93 

83.46 

83.71 

Lp 

81.93 

83.11 

Gy 

85.94 

87.67 

83.79 

89.12 

87.23 

88.63 

Veg etation 

(B rambles) 

81.85 

82.30 

86.03 

83.31 

86.07 

89.33 

83.80 

85.99 

85.05 

88.24 

82.37 

81.74 

89.55 

81.9081.75 

83.81 

Grass 

86.10 

83.41 

89.74 

86.26 

86.05 

PT 

E 

83.8384.07 

Grass 

82.45 

82.84 

Gy 

82.89 

Gy 

83.1783.05 82.92 82.82 

83.12 

MH 

83.09 

83.12 

MH 

83.13 

83. 4783. 37 83.29 8 3. 17 

8 3. 61 

88.0 

83.27 

83.27 

8 3. 45 

8 3. 40 

88.5 

86.0 

83.5 

83.2083.14 

83. 27 

8 3. 33 

86.0 

86.5 

88.5 

82.5 

87.0 

87.5 

88.0 

82.0 

89.0 

83.5 

83.05 

88.5 

83.0 

83. 08 

89.0 

PT 

12 

83.0 

82.95 

83.02 

83. 15 

87.0 

86.5 

89.5 

88.0 

87.5 

82.5 

82.95 

86.5 

88.5 

83.5 

87.0 

82.84 

8 2.97 

87.5 

82.0 

83.72 

88.39 

Grass 

Watercourse 

82.5 

88.0 

89.0 

90.0 

88.93 

83.23 

81.73 

83.60 

83.0 

81.74 

82.49 

86.07 

83.44 

82.48 

83.84 

90.36 

83.83 

81.58 

83.96 

81.68 

86.09 

82.56 

83.29 

83.82 

PT I PT J PT 15 

PT K PT L 

90.00 

89.00 

88.00 

1 in 15 

87.00 1 in 5 

1 in 9 

86.00 

1 in 4 

85.00 

84.00 

Proposed Road 

83.00 

82.00 

81.00 

80.00 

1 in 7 

85.74 89.12 87.96 83.90 81.48 

81.61 

90.65 

90.32 90.75 90.88 90.8190.70 

Lp 

89.16 

Grass 

82.68 

86.16 

86.12 

82.74 

MH 

82.74 

82.83 

82.77 

89.5 

88.31 

88.85 

MH 

82.67 

82.70 

85.73 

88.70 

87.07 

Gy 

82.58 

82.63 

86.11 

82.38 

82.64 

82.56 

Gy 

82.59 

88.67 

88.41 

83.91 

83.80 

83.31 

81.62 

82.48 

85.99 

82.51 

87.80 

Grass 

81.67 

83.65 

82.50 

82.53 

8 2. 65 

81.56 

Lp 

86.03 

83.46 

81.65 

86.02 

88.59 

90.98 

Veg etation 

(B rambles) 

81.55 

83.75 

82.37 

82.40 

82.64 

82.42 

81.56 

87.60 

82.49 

81.46 

82.2982.32 

83.67 

85.96 

83.74 

81.53 

81.41 

85.97 

88.57 

90.77 

83.53 

81.43 

88.57 

81.44 

86.85 

83.65 

Gy 

82.26 

MH 82.27 

82.24 

82.36 

82.28 

Gy 

82.12 

84.16 

82.17 

83.87 

81.47 

82.16 

85.92 

85.89 

83.44 

83.54 

88.19 

81.24 

88.05 

90.49 

90.41 

86.61 

81.43 

Lp 

82.47 

81.99 

85.16 

83.47 

83.91 

82.27 

81.93 

85.82 

83.46 

85.69 

87.52 

81.29 

85.76 

Grass 

82.47 

85.71 

90.07 

90.14 

82.99 

81.81 

82.30 

83.93 

Wate rcourse 

83.43 

82.81 

85.57 

85.65 

85.60 

85.60 

81.25 

82.44 

86.98 

Grass 

Grass 

82.30 

89.71 

82.33 

81.36 81.10 

MH 

81.81 

81.79 

81.73 

81.86 81.66 81.49 

82.03 

81.81 

MH 

Gy 

81.99 

82.20 81.94 

81.68 

81.60 

81.63 

85.45 85.19 

89.6589.09 

82.40 

81.53 

81.57 

81.47 

Grass 

81.44 

P anel fence h t 1.8m 

85.42 

85.38 85.19 

85.44 

83.66 

83.24 

85.43 

81.29 

Lp 

86.99 

Gy 

81.28 

Gy 

81.36 81.28 

82.58 

83.35 

81.40 

88.94 

81.15 

82.4482.46 

82.56 

85.22 

81.33 

83.60 

81.18 

81.27 

85.25 

85.32 

88.09 

87.14 

85.36 

84.67 

87.88 

86.95 

81.16 

81.23 

88.63 

81.1981.16 

82.60 

85.06 

87.99 

82.62 

82.65 

81.19 

85.13 

85.29 

88.37 

84.97 

85.06 

85.15 

86.66 

88.17 

87.74 

81.07 

82.5282.60 

Grass 

81.05 

Additional 

Margin 

P an el fen ce h t 1.8m 

87.28 

81.86 

82.51 

1 in 40 

4m 3.5m 3.65m 3.65m 3.65m 3.65m 3.65m 3.65m 3.65m 3.65m 3.65m 3.65m 3.5m 4m 

Additional 

Margin 

85.03 

81.06 

82.40 

85.14 

80.99 

H/S 

85.07 

Tarmac Fo otpath 

81.13 80.94 80.80 

81.10 

81.16 81.01 80.85 

8 1. 29 

8 1. 14 

87.72 

Veg etation 

(B rambles) 

80.91 

Grass 

84.99 

86.26 

87.27 

83.41 

81.04 

84.75 84.6684.43 

84.81 

Lp 

80.92 

80.71 

Gy 

MH 

80.90 

84.88 

84.93 

82.68 82.57 82.58 82.58 

82.59 

84.83 

80.81 

80.62 

84.87 

84.74 

82.49 

Gy 

80.74 

80.72 

MH 

80.84 

8 3.048 2. 94 8 2. 82 8 2. 73 8 2. 62 8 2. 51 8 2. 39 8 2. 24 8 1. 98 8 1. 78 8 1. 61 8 1. 40 8 1. 26 8 1. 07 8 0. 93 8 0. 75 8 0. 58 

8 2. 90 

88.5 

83.5 

86.0 

85.5 

85.0 

82.0 

83.0 

83.5 

PT 

F 

84.5 

83.0 

82.75 

90.5 

89.0 

86.5 

87.0 

84.0 

82.5 

89.5 

88.0 

87.5 

83.5 

86.5 

90.0 

87.0 

88.5 

87.5 

90.0 

PT 

13 

89.0 

82.0 

82.5 

88.0 

89.5 

83.5 

83.0 

88.5 

90.5 

PT 

G 

83.5 

1.5m Min Height Parapet 

82.0 

90.5 

89.0 

83.0 

82.5 

83.0 

89.5 

PT 

H 

83.5 

86.5 

87.0 

90.0 

88.5 

86.0 

82.0 

87.5 

88.0 

90.0 

82.5 

89.0 

88.0 

90.5 

81.5 

81.5 

83.0 

82.5 

89.5 

82. 40 

84.0 

82.0 

88.5 

PT 

14 

83.5 

83.5 

90.5 

89.0 

83.0 

83.0 

89.5 

82.5 

8 2. 07 

PT 

I 

86.5 

90.0 

87.0 

8 1. 94 

86.0 

82.0 

87.5 

90.0 

82.5 

89.0 

87.0 

86.5 

86.0 

81.5 

83.0 

82.5 

81. 81 

88.0 

PT 

J 

87.5 

85.5 

85.0 

81.5 

89.5 

89.0 

84.5 

84.0 

82.0 

88.5 

88.5 

88.0 

83.5 

PT 

15 

83.0 

82.0 

Eav es lvl 

90.85 

82.5 

86.5 

89.5 

93.69 

85.5 

87.0 

PT 

K 

82.0 

87.5 

87.0 

86.0 

87.5 

86.5 

86.0 

81.5 

82.5 

8 1. 40 

85.5 

85.0 

81.5 

88.0 

89.0 

84.5 

81.5 

84.0 

82.0 

PT 

L 

88.5 

88.0 

83.5 

88.5 

83.0 

82.0 

4.5m Wide Combined Footway/Cycleway 


Typical Cross Section Through Bridge Deck 

82.5 

81.5 

81.5 

82.0 

86.5 

85.5 

PT 

16 

82.5 

82.5 

87.0 

86.0 

87.5 

88.0 

82.0 

81.5 

8 0. 98 

85.0 

85.0 

87.5 

8 0. 82 

81.5 

82.0 

81.0 

84.71 

84.67 

86.5 

82.5 

81.5 

80.95 

84.92 

85.78 

83.0 

80.99 

84.72 

86.97 

Watercourse 

80.74 

80.60 

80. 73 

85.5 

82.5 

82.5 

84.70 

84.76 

83.16 

81.0 

86.0 

86.73 

81.0 

80.45 

80.58 

80.55 

84.51 

86.78 

82.55 

80.60 

84.61 

Grass 

85.0 

83.60 

81.5 

80.61 

86.17 

84.60 

85.60 

83.54 83.91 

82.0 

82.0 

80.92 

80.44 

84.60 

82.48 

Northbound Southbound 

Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 

84.5 

84.43 

H edge h t 1 .1m 

84.5 

84.30 84.08 

84.48 

85.36 

83.5 

80.45 

84.32 

83.48 

84.96 

84.45 

85.06 

84.37 

84.38 

84.23 

82.46 

80.57 

84.94 

84.65 

83.77 

84.18 

Gy 

Lp 83.95 

Grass 

Sap 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

Gy 

83.68 

Lp 

83.04 

IC 

83.53 

IC 

IC 

84.08 

IB 

83.20 82.87 

83.11 82.98 

83.76 

Sap 

Sign 

Sign 

83.67 

BT 

83.68 

83.57 

83.62 

Tarmac 

83.26 

Gy 

83.45 

83.68 

83.62 83.56 

Post 

Tarmac 

83.61 

MH 

83.39 

83.32 

83.57 

Sp 

83.30 

IB 

82.68 

83.54 

Sign's 

IB Tarmac 

82.85 

83.22 

83.28 

82.76 

(Chevro ns) 83.74 

IC 

84.13 

83.76 

83.07 83.11 

Lp 

MH 

83.66 

83.49 

83.45 

83.37 

83.65 

IC 

BT Lp 

83.48 Sp 

IC 

Grass 

83.03 

83.16 

83.41 

83.35 

83.65 

Sp Sign's 

Sign's 

83.35 

(Chevro ns) 

(Chevro ns) 

83.32 

83.28 

82.60 

83.42 

83.50 

IC 

IC 

83.55 

82.94 

83.35 

83.28 

Grass 

82.85 

83.32 

83.26 

82.93 

82.79 

IC 

Sign's 

83.60 GH11 

83.13 

(Chevro ns) 

82.63 82.76 

Tarmac 

83.553 

Sp 

81.25 

IB 

IB 

PT 

82.97 

82.62 

83.19 

82.81 

82.87 

17 

83.01 

82.77 

82.82 

83.31 

81.26 

Tarmac 

82.84 

83.08 

Lp 

83.40 

82.90 

82.77 

83.28 83.2183.12 

Lp 

83.02 

81.36 

IB 

Lp 

Tarmac 

Sign 

82.62 

PInv 

IB 

80.10 

Ø0.9m 

84.19 83.87 

Grass 

84.03 

82.45 

84.42 

83.93 

84.68 

Grass 

83.63 

80.91 

84.00 

84.58 

83.35 

83.50 

84.25 

83.59 

81.0280.84 

80.35 

84.17 

83.99 

83.52 83.49 

8 3.62 

80.42 

83.48 83.45 

83.92 

83. 55 

83.85 

Northbound Southbound 

84.27 

83.39 

1 in 12 

Lane 5 Lane 4 Lane 3 Lane 2 Lane 1 H/S Additional 

Margin 

3.5m 3.65m 3.65m 3.65m 3.65m 

3.65m 3.65m 3.65m 3.65m 3.5m 

H/S Lane 1 Lane 2 Lane 3 Lane 4 

Lane 4 Lane 3 Lane 2 Lane 1 H/S 

84.23 

84.13 

83.90 

84.35 

82.38 

84.15 

84.38 

84.39 

83. 52 83. 48 83. 53 

83.6083.70 

83. 60 

83.40 

T armac 

83. 43 

83.45 

84.10 

83.79 

83.89 

84. 03 

83.94 

83.45 

83.17 

83. 94 

83.53 

83.80 

83.70 

83.38 

83.92 

83.78 

8 3. 64 

83.51 

83. 66 83. 73 

83. 36 

83.6883.66 

84. 10 

Ctv 

83.36 

83.79 

80.69 

82.25 

83.78 

83.91 

83.81 

83.45 

83.90 

83.78 

83.32 

83. 44 

83.80 

83.17 83.02 

84.04 

83.80 

83.79 

82.18 82.04 

80.73 

83.55 

83. 67 

83.16 

83.70 

8 3. 01 

82.89 

83.8783.79 

83.76 

Sign 

IC 

83.78 

IB 

83.00 

80.36 

80.90 

83. 75 

83.62 

8 3. 65 

83.55 

83. 67 

82.8982.67 82.53 82.40 

82.93 

82.92 

82.28 

Grass 

82.34 82.33 82.26 

Lp 

80.30 

Gy Gy 

80.10 80.11 

BT 

80.19 

80.24 

80.12 

Gy Gy 

80.43 

8 3. 27 

Tarmac 

SUB- 

Stn 80.60 

80.68 

Ta rm ac 

8 3.29 

8 4. 03 

8 3. 57 

83.23 

83.39 

83.14 

8 3. 93 

83. 15 

Ctv 

83. 04 

R ailing s ht 1m 

82.88 82.61 

82.85 

Tar mac 

PInv 

80.34 

Ø0.9m 

80. 80. 48 80. 22 80. 27 80. 33 

80.2880.20 

7080. 87 

8 0. 41 

MH 

80.35 

80.40 

84.5 

82.0 

81.0 

81.5 

80.27 

82.5 

82.5 

81.5 

83.0 

82.5 

81.0 

80.21 80.12 

81.0 

81.5 

84.0 

82.0 

82.0 

83.5 

80.5 

82.35 

80.14 80.35 80.57 80.74 

80.20 

80. 33 

81.5 

82.0 

80.52 

82.5 

81.5 

81.0 

80.47 

80.39 

80. 52 

81.0 

81.5 

80.73 

82.06 

83.14 

82.22 

82.75 

81.07 

82.57 

83.43 

8 2. 86 

82.74 

82.80 

81.16 

81.57 

8 3. 55 

8 2. 65 

82.21 

82.43 

Gy 

82.25 

8 1.15 

81.02 

83.63 

82.60 

82.55 

Tarmac 

82.86 

8 2. 98 

82.71 

8 2. 52 

82.21 

8 2.33 

B lock 

p aved 

82.17 

Ctv 

GH12 

81.258 

81.00 

81. 44 

82. 74 

83.41 

83.31 

82.63 

81.9781.72 

82.52 

IC 

82.33 

81.31 

8 1. 84 

80.85 

80.6380.85 

80. 98 

80. 76 

Sign 

7.3m Wide Road Width 

82.0 

Sign 

8 0. 98 

82. 09 

83.55 83.4583.34 

8 3. 5483. 39 83. 30 

82.71 

83.19 

82.95 

8 3. 07 

8 2. 87 

82.75 

82.27 

81.50 81.21 80.90 

Gy 

82.46 

MH 

Sv 81.14 

80.74 

82.55 

82. 22 81. 89 81. 50 81. 01 

82. 51 

82.38 

81.91 

80.59 

80. 72 

82.82 

82.6482.75 

8 2. 88 

Tarmac 

82. 68 

81.46 

82.09 

82.67 

Tarmac 

82.86 

Lp 

81.76 

MH 

81.38 

Lp 


Proposed Lane Arrangement (To be Implemented by the Highways Agency.) 


Existing Lane Arrangement 

80.98 

8 3.39 

83.26 

8 2. 95 

81.37 

83.17 

82.98 

82.65 

83.0083.08 

82.53 82.24 81.90 81.52 

83.11 

8 3.04 

80.88 

82.98 

83. 11 

83.26 

81.11 

83.29 

83.20 

83.17 

82.8883.16 

83.14 

83.06 

81.64 

83.42 

Additional 

Margin 

83.0482.97 

8 3. 10 

83.17 

82.36 

83.17 

83.25 

83.13 

83.02 

83.02 

82.91 

8 3.04 

83.14 

83.17 

83.43 

82.83 

82.40 

83.04 

83.07 

Edge 

of 

Roundabout 

82.92 

83. 08 82. 94 82. 84 

83.09 82.96 82.82 82.72 

83. 33 

82.13 

Veg etation 

Tarmac 

83.0 

Veg etation 

80.24 

82.5 

82.0 

81.5 

81.0 

80.5 

80.14 

Flat ro of 

lvl 8 9.34 

8 2. 97 

80.02 

82.88 

83.29 

8 2. 89 

82.77 

82.92 

82.94 

Tarmac 

8 2. 81 

KEY 

EXISTING GROUND LEVEL 

PROPOSED GROUND LEVEL 

c 

WSP Group plc 

��

Viewport 1 

Scale @ 1:1,250 

Viewport 2 

Scale @ 1:1,000 

Viewport 3 

Scale @ 1:500 

Viewport 4 

Scale @ 1:1,000 

X Ax is = 1:500 

Y Axis = 1:1000 

80.00 

79.00 

78.00 

77.00 

76.00 

75.00 

74.00 

73.00 

72.00 

71.00 

70.00 

91.00 

90.00 

89.00 

88.00 

87.00 

86.00 

85.00 

84.00 

83.00 

82.00 

81.00 

80.00 

79.00 

78.00 

77.00 

76.00 

75.00 

74.00 

73.00 

72.00 

X Ax is = 1:500 71.00 

Y Axis = 1:1000 70.00 

PT 1 PT 2 PT 3 PT 4 PT 5 PT 6 PT 7 PT 8 PT 9 PT 10 PT 11 PT 12 PT 13 PT 14 PT 15 PT 16 PT 17 

1 in 45 

Overhead Power Lines 

1 in 55 

1 in 75 

1 in 600 

1 in 86 

1 in 22 

Proposed Bridge Lev el = 80.00 

Proposed Slip To M1 

1 in 13 


Eas t-Bound 

1 in 2 

72.82 72.15 71.60 72.00 71.95 72.30 73.64 71.33 87.01 83.64 76.66 75.50 

76.22 74.12 72.86 72.45 72.41 

PT A PT B PT 6 

PT C PT D 

FP / 

Cyc leway 

85.90 

Proposed Road 

86.10 

1 in 3 1 in 3 

1 in 598 1 in 700 1 in 51 

1 in 44 

72.24 72.27 72.30 72.65 73.06 

90.40 

90.40 

1 in 25 

2.8m 3.5m 3.65m 3.65m 3.65m 2.8m 

H/S 

Lane 1 Lane 2 Lane 3 

M69 Eastbound 

82.00 

81.00 

80.00 

79.00 

78.00 

77.00 

76.00 

75.00 

74.00 

73.00 

72.00 

X Ax is = 1:500 71.00 

Y Axis = 1:1000 70.00 


PT G PT H 

1 in 1800 

1 in 3 

1 in 39 

FP / 

Cyc leway Proposed Road 

1 in 30 

1 in 35 

75.75 75.74 76.20 76.79 76.28 

1 in 3 

1 in 9 

1 in 23 

1 in 4 

.8m 

Proposed Slip To 

M69 

Proposed Bridge Lev el = 83.11 

1 in 26 


West-Bound 

3.65m 3.65m 3.65m 3.65m 3.5m 

Lane 2 Lane 1 Lane 2 Lane 1 H/S 

Nosing 

X Ax is = 1:500 

Y Axis = 1:1000 

82.00 

81.00 

80.00 

79.00 

78.00 

77.00 

76.00 

75.00 

74.00 

73.00 

72.00 

71.00 

70.00 

M69 Westbound 

1 in 42 


PT G PT H 

1 in 1800 

1 in 39 

Existing road lev el = 75.50 

FP / 

Cyc leway 

75.75 75.74 76.20 76.79 

1 in 30 

Proposed Road 

1 in 3 1 in 3 

1 in 24 

1 in 13 

1 in 30 1 in 35 

1 in 73 

76.28 

1 in 750 

Key, 

EXISTING GROUND LEVEL 

PPROPOSED GROUND 

LEVEL 

PROPOSED IMPROVEMENTS 

TO BE IMPLEMENTED BY 

THE HIGHWAYS AGENCY . 

Viewport 5 

Cross Section A - A 

Scale @ 1:1,000 c WSP Group plc 

��

c 

WSP Group plc 

��

c 

WSP Group plc 

��

c 

WSP Group plc 

��

c 

WSP Group plc 

��

c 

WSP Group plc 

103.72 

103.41 

104.30 

Sp 

103.71 

104.28 

103.06 

SLOW 

GH3 

104.299 

104.06 

Bg 

103.24 

102.69 

103.75 

104.33 

104.03 

104.06 

103.42 

102.40 

Bg 

103.72 

102.57 

102.29 

104.35 

103.14 

103.82 

103.64 103.32 103.02 102.81 102.62 102.54 

103.38 

102.46 

104.43 

103.46 

103.79 

103.66 

�� 

103.96 

102.21 

102.99 

103.34 

103.11 

102.26 

103.08 

102.85 

102.15 102.19 

102.87 

102.77 

103.16 

101.89 

102.84 

102.69 

102.61 

101.94 

102.65 

102.47 

102.42 

102.55 

102.62102.47 

102.80 102.69 102.63 

102.43 

102.54 

102.47 102.38 102.30 102.24 102.17 102.08 101.99 101.86 101.69 101.32 100.94 100.62 100.45 100.20 100.00 99.81 99.62 99.37 99.12 98.83 98.58 98.36 98.13 

101.94 

102.37 

Bg 

102.36 

101.81 

102.48 

102.36 

102.31 

102.39 

101.60 

102.50 

102.58 

Bg 

102.23 

101.39 

102.37 

102.45 

102.30 

102.16 

102.14 

101.62 

GH4 

102.230 

102.07 

101.13 

102.35 

102.57 

102.64102.42 

102.22 

Bg 

101.96 

101.90 

PInv 

100.46 

101.98 

100.72 100.68 

101.86 

101.59 101.22 

100.27 

102.15 

101.62 

99.98 

102.07 

102.00 

101.27 

99.65 

Bg 

100.91 

102.53 

Bg 

PInv 

99.08 

95.59 

100.39 

100.00 99.66 

99.25 

101.99 

101.86 

100.59 

102.58 

100.18 

98.90 

100.65 

100.41 

102.45 

101.63 

102.31 

99.17 

101.29 

100.17 

PInv 

101.98 

Bg 

GH5 

100.190 

98.66 

99.89 

SLOW 

100.95 

99.95 

98.86 

98.81 

100.66 

98.62 

102.34 

102.45 

98.53 

102.21 

99.73 

99.53 

100.56 

95.79 

102.37 

100.38 

98.45 

99.27 

101.91 

Bg 

99.04 

98.24 98.10 

102.31 101.91 

101.98 101.20 

100.14 

99.28 

100.49 

99.49 

Sp 

PInv 

100.58 

Bg 

98.11 

PInv 

97.99 

Bg Bg 

PInv 

98.09 

97.83 

96.04 

99.93 

100.22 

96 .29 

95.82 

95.81 

98.19 

97.58 

97.38 

99.02 

101.26 

100.15 

95.60 

97.08 

99.95 

98.05 

99.72 

98.71 

97.87 

96.64 

96.52 

96.82 

98.74 

99.93 

96.65 

100.52 

97.52 97.25 

Mkr 

100.29 

99.48 

100.39 

99.67 

99.40 

98.49 

95.92 96.02 96.17 

96.93 

99.67 

97.87 

Sv 

Sv 

Sv 

Fh 

96 .37 

GH6 

96.124 

96.02 

Bg 

95.77 

95.62 

98.11 

99.99 

98.15 

97.84 

97.73 97.29 

97.08 

96.77 

99.16 

96.26 96.52 96.77 

97.61 

97.35 

97.05 

95.86 

99.71 

99.72 

99.30 99.24 98.57 

99.21 

98.91 

98.20 

98.67 

98.88 

PInv 

98.20 

97.96 

97.71 97.51 97.26 

96.63 

96.31 

96.08 

95.77 

99.36 

98.45 

98.72 

96.91 

99.04 

98.14 

97.93 

95.90 

98.24 

97.67 

97.37 

97.03 

96.70 

Bg 

Fh 

95.78 

98.83 

97.93 

96.34 

96.10 

97.99 97.92 

95.91 

97.33 

97.61 

96.50 

96.23 

96.26 

96.04 

96.70 

97.30 

98.60 

96.97 

Sp 

98.01 97.76 97.54 

96.14 

95.86 

96.73 

97.16 

97.96 

96.71 

96.64 

96.49 

Sp 

96.58 

95.87 

PInv 

95.87 

96.56 

96.35 

96.90 

96.89 97.10 97.37 

96.65 

96.77 

96.19 

96.48 

96.8797.25 

97.06 

96.66 96.41 

96.54 

96.89 97.12 

95.93 

96.79 

97.02 

97.25 

97.31 

97.23 

97.32 

97.47 

97.50 

97.48 

97.85 

97.84 

97.94 

97.72

Appendix C Summary of Travel Planning 

Measures 


1 Employment Travel Plan Action Plan 

1.1 ACTION PLAN 

1.1.1 This does not represent an exhaustive list of measures for the site but aims to 

provide an indication of the types of measures that may be applicable. Many of them 

are site-wide initiatives which form the basis of this Framework Travel Plan, and 

additional measures and initiatives will be expected to be provided through the individual 

occupier travel plans. 

Travel Plan Measures 

Staff 

Walking All staff will be made aware of the Personal Journey Planner prior to 

occupation. A summary and ready reference is provided in 

Appendix 2 in the travel plan. 

A copy of information leaflets issued in the Induction pack will also 

be provided on staff notice boards and websites. 

Umbrellas will be made available for staff if they are walking to/from 

the employment area. These will be located at the reception desk. 

These will be organised by the TPC within the first month of 

occupation. 

The TPC will include a list of national / local sustainable events in 

the Induction Pack and on the website. The TPC will provide 

walking diaries, information on calorie calculators and pedometers to 

promote walking amongst staff as incentives for staff who make a 

pledge to switch from car travel one day a week or more. 

Car Sharing Dedicated car share spaces will be provided for car sharers within 

the site located close to building entrances. 

As part of the induction talk presented by the TPC, the aims of 

reducing single car occupancy will be highlighted to staff. The TPC 

will talk through the staff the potential of car sharing. Employees will 

then be informally asked if they would be willing to car share, and 

also provide them with details of Leicestershare.com the free online 

car sharing website. The TPC’s will undertake this within the first 

month of occupation and update the details on the car sharing 

database accordingly. 

Cycling Secure cycle stands will be provided at convenient points throughout 

the site. 

Showing facilities and lockers will be provided for staff for the 

storage of cycle equipment 

A Bicycle User Group will be established within the first three months 

of occupation. 

Details of cycling routes will be included within the Induction Pack 

and on the site website together with links to various bodies such as 

Sustrans (www.sustrans.org.uk) prior to occupation. Leaflets and 

information will be made available in communal areas and staff 

notice boards. 

11501693 Supplementary Transport Assessment

The individual TPC’s could request £300 cycle challenge grant 

available to the site through the City Council. 

The site-wide TPC may establish a ‘cycle pool’ to promote active 

travel for employees who live within 2 miles of the site. They may 

consider buying reclaimed bikes from ‘Bikes4all’ (which sells such 

bikes for as little as £15). 

Assistance for staff purchase of bikes will also be considered by 

individual employers. 

Puncture repair kits will be made available for staff on reception. 

This will be undertaken within 1 month of occupation by the TPC. 

Public Transport Site specific public transport information leaflets will be prepared and 

included on the site website prior to occupation of the site by the 

framework TPC. These will be distributed and displayed as 

necessary by the occupier TPCs within their organisation. 

The site specific public transport routes that are proposed for the site 

will be promoted by the TPCs to all staff throughout the lifetime of 

the Travel Plan 

The Site Management TPC will liaise with both Leicester City and 

County Council Public Transport Officers on public transport issues 

and opportunities throughout the development phasing. This 

information will then be forwarded to the individual TPC’s within the 

first month of occupation. 

The framework TPC will contact the relevant bus companies to 

discuss the possibility of providing discounted or free travel vouchers 

for bus travel for staff. This will be undertaken within 1 month of 

occupation by the framework TPC. 

Visitors All letters, emails, etc. that are sent by the employment uses to 

visitors will have ‘how to get to the site by sustainable travel modes 

and the site website address’. This will help to gain a higher 

percentage of sustainable travel awareness to these users. 

Leaflets on buses, cycling, walking and the Travel Plan will be on 

display at the reception of each employment use and made available 

to all visitors. This will be undertaken by the individual TPC’s within 

a month of occupation, with assistance from the Site Management 

TPC. 


2 Residential Travel Plan Action Plan 

2.1 ACTION PLAN 

2.1.1 This does not represent an exhaustive list of measures for the site but aims to 

provide an indication of the types of measures that may be applicable. Many of them 

are site-wide initiatives which form the basis of this Umbrella Residential Travel Plan, 

and additional measures and initiatives could be developed and provided as necessary. 

Travel Plan Measures 

Residents 

Walking All residents will be made aware of the walking opportunities within 

and in the vicinity of the site prior to occupation and through the 

Welcome Pack on purchase of a property. An example is provided 

at Appendix 3 in the travel plan. 

A copy of information leaflets issued in the Welcome pack will also 

be provided in the central transport hub and other communal 

facilities as appropriate. 

The TPC will include a list of national and local sustainable events in 

the Welcome Pack and on the website and promote these to 

residents by holding events for the site. 

Car Sharing As part of the Welcome Pack the aims of reducing single car 

occupancy will be highlighted to residents. The TPC will talk through 

the potential of car sharing amongst residents and it will form a focus 

for the Residents Forum meetings. Details of Leicestershare.com 

the free online car sharing website will be provided. 

Cycling Secure cycle stands will be provided at convenient points throughout 

the site including the community facilities, the places of education, 

leisure and retail. Cycle Parking will be provided in accordance with 

the local parking standards for residential use. 

The TPC will review marketing campaigns and participation in 

cycling events such as national cycle to work day, Skyride, City Bike 

Challenge and Healthy Lifestyles to help raise the general profile of 

cycling. 

A Bicycle User Group will be established within the first six months 

of occupation. 

Details of cycling routes will be included within the Welcome Pack 

and on the site website together with links to various bodies such as 

Sustrans (www.sustrans.org.uk) prior to occupation. Leaflets and 

information will also be made available in community facilities and in 

the transport hub. 

The TPC will look into the possibility of providing cycle equipment 

vouchers to residents with a local cycle retailer. 

The TPC will review marketing campaigns and participation in 

cycling events such as national cycle to work day, Skyride, City Bike 

Challenge and Healthy Lifestyles to help raise the general profile of 

cycling. 


Public Transport Site specific public transport information leaflets will be prepared and 

included on the site website prior to occupation of the site by the 

TPC. These will be distributed and displayed as necessary by the in 

community facilities and also included in the Welcome Pack. 

Personalised 

Travel Planning 

The site specific public transport routes that are proposed for the site 

will be promoted by the TPC to all residents throughout the lifetime 

of the Travel Plan 

The TPC will liaise with both Leicester City and County Council 

Public Transport Officers on public transport issues and 

opportunities throughout the development phasing to ensure the bus 

services are attractive and convenient for use by residents. 

The TPC will discuss with the relevant bus companies the possibility 

of providing discounted or free travel vouchers for bus travel for 

residents. This will be undertaken within 1 month of occupation by 

the TPC and it is proposed that a free pass for 6 months travel is 

issued to each household. 

The development proposal will include a high quality bus service 

through the site linking with the City Centre via the A47. This service 

will be provided in the peak periods on a 20 minute frequency. 

During the off peak period it is proposed that an hourly service is 

provided. The TPC will promote the proposed bus service by 

providing details of routing, timetable and bus stops within the Travel 

Pack. 

The TPC will work with a specific provider of PTP in order to further 

promote the use of the alternative methods of sustainable travel that 

are being made available to residents. This will commence within 

the first six months of occupation in order to maximise the results 

and also to influence travel patterns before they are established. 


Appendix D Detailed Modal Flows 


AM - A47 - B582 (Dresford Road) 

Proposed 2016 Flows from TA LLITM Core Traffic 2026 (PCU's) 

B582 (Leicester Lane) B582 (Leicester Lane) 

640 262 

379 368 

45 519 76 9 242 11 

38 9 

400 726 

708 270 515 863 128 884 

A47 (Hinkley Rd) A47 (Hinkley Rd) A47 (Hinkley Rd) A47 (Hinkley Rd) 

469 176 580 684 115 864 

337 658 

67 91 

87 165 39 17 244 147 

856 461 

291 408 

B582 (Desford Rd) B582 (Desford Rd) 

Development Trips 2026 from TA LLITM Development Only Traffic 2026 (Including Mitigation) (PCU's) 


13 2 

31 54 

0 0 13 0 0 2 

0 0 

83 80 

88 5 96 80 0 82 


225 31 255 180 54 234 

224 180 

0 0 

1 0 0 0 0 0 

5 0 

1 0 


Proposed 2026 Flows using TA LLITM Core + Dev Traffic 2026 (Including Mitigation) (PCU's) 


653 264 

410 422 

45 519 89 9 242 13 

38 9 

483 806 

796 275 611 943 128 966 


694 207 835 864 169 1098 

561 838 

67 91 

88 165 39 17 244 147 

861 461 

292 408 

B582 (Desford Rd) B582 (Desford Rd)

AM - A47 - Beggars Lane 


451 854 

468 17 629 1051 197 1002 


555 885 874 1066 

490 747 

395 319 

65 178 127 148 

412 516 

243 275 

Beggars Lane Beggars Lane 


0 0 

97 97 89 97 97 138 


255 50 249 70 

0 0 

50 70 

255 89 249 138 

147 167 

344 387 



451 854 

565 114 718 1148 294 1140 


810 935 1123 1136 

490 747 

445 389 

320 267 376 286 

559 683 

587 662 

Beggars Lane Beggars Lane

AM - A47 - Kirby Lane 


Kirby Lane Kirby Lane 

0 657 

0 389 

276 381 

181 

651 

0 0 832 1032 


0 0 1023 208 955 

747 



0 39 

0 79 

34 5 

79 

38 

0 0 117 43 


0 0 64 0 30 

30 



0 696 

0 468 

310 386 

260 

689 

0 0 949 1075 


0 0 1087 208 985 

777

AM - A47 - Baines Lane 


0 0 1032 

1032 

0 1032 


0 0 955 955 

955 

0 

0 0 

0 0 

0 0 

Baines Lane Baines Lane 


0 0 20 

0 

20 20 


0 0 20 20 

0 

20 

20 20 

0 40 

0 40 



0 0 1052 

1032 

20 1052 


0 0 975 975 

955 

20 

20 20 

0 40 

0 40 

Baines Lane Baines Lane

AM - A47 - Brounstone Lane 


B5380 (Ratby Lane) B5380 (Ratby Lane) 

772 681 

675 605 

251 218 303 272 218 191 

275 268 

713 829 

1141 153 1105 1348 251 1077 


849 106 578 1123 54 735 

446 681 

26 0 

152 294 89 170 283 57 

397 469 

535 510 

Brounstone Lane Brounstone Lane 



22 4 

36 46 

22 0 0 4 0 0 

36 45 

0 3 

36 0 0 49 1 3 


22 0 0 26 1 12 

0 11 

0 0 

0 0 0 11 0 0 

0 1 

0 11 




794 685 

711 651 

273 218 303 276 218 191 

311 313 

713 832 

1177 153 1105 1397 252 1080 


871 106 578 1149 55 747 

446 692 

26 0 

152 294 89 181 283 57 

397 470 

535 521 

Brounstone Lane Brounstone Lane

AM - A47 - A563 


A563 (New Parks Way) A563 (New Parks Way) 

1358 1062 

1194 1981 

215 828 315 747 

315 

191 113 

1184 

631 

362 1232 1083 

970 

1112 


783 289 

366 

998 964 

944 

1482 

343 538 

202 714 286 200 

924 

1533 1373 

1202 1124 

A563 (Brounstone Way) A563 (Brounstone Way) 



27 52 

81 115 

0 27 0 52 

0 

0 0 

0 

0 

0 129 9 

6 

130 

A47 (Hinkley Rd) A47 (Hinkley Rd) A47 (Hinkley Rd) 

0 0 

0 

68 33 

6 

106 

68 100 

0 81 129 26 

244 

95 157 

210 270 




1385 1114 

1275 2096 

215 855 315 799 

315 

191 113 

1184 

631 

362 1361 1092 

976 

1242 


783 289 

366 

1066 997 

950 

1588 

411 638 

202 795 415 226 

1168 

1628 1530 

1412 1394 


A47 (Hinkley Rd)

AM - Beggars Lane - B582 


B582 (Dresford Rd) B582 (Dresford Rd) 

798 0 

254 0 

253 501 44 

42 

7 

2 

33 153 0 0 

Beggars Lane (Next Outlet) Beggars Lane Beggars Lane (Next Outlet) Beggars Lane 

969 49 528 0 0 

224 

255 

492 198 107 

789 0 

797 0 

B582 (Mill Hill) B582 (Mill Hill) 



5 100 

1 70 

0 5 0 1 99 

0 

0 

0 

0 14 0 151 


0 0 47 0 70 214 

0 

47 144 

0 1 14 0 52 

52 145 

15 52 


Proposed 2026 Flows using TA TA Base + LLITM Dev Traffic 2026 (Including Mitigation) (PCU's) 


803 898 

255 324 

253 506 44 253 502 143 

7 7 

2 2 

42 33 167 42 33 304 


969 49 575 969 119 742 

224 224 

302 399 

492 199 121 492 198 159 

841 934 

812 849 

B582 (Mill Hill) B582 (Mill Hill)

AM - B582 (Mill Hill) - Leicester Lane 


B582 (Hall Walk) B582 (Hall Walk) 

723 672 

956 399 

17 240 466 16 388 268 

0 0 

0 0 

0 0 781 0 0 767 

High street Leicester Lane High street Leicester Lane 

42 440 493 167 73 371 

25 116 

28 182 

0 516 315 35 326 499 

268 570 

831 860 

B582 (Blaby Road) B582 (Blaby Road) 



52 145 

15 52 

0 47 5 0 144 1 

0 0 

0 0 

0 0 47 0 0 24 


0 1 39 6 0 38 

0 6 

38 32 

0 14 42 0 52 23 

85 176 

56 75 




775 817 

971 451 

17 287 471 16 532 269 

0 0 

0 0 

0 0 828 0 0 791 


42 441 532 173 73 409 

25 122 

66 214 

0 530 357 35 378 522 

353 746 

887 935 

B582 (Blaby Road) B582 (Blaby Road)

AM - B582 (Blaby Rd) - B4114 (St Johns) (Foxhunter Rbt) 


B4114 (St Johns) B4114 (St Johns) 

1582 1474 

2422 3389 

30 253 795 504 982 

492 

143 27 

673 

277 

253 920 479 

452 

944 

B582 (Blaby Road) B582 (Blaby Road) B582 (Blaby Road) B582 (Blaby Road) 

622 759 

250 

1112 248 

1121 

1509 

103 388 

119 1490 139 24 248 

1259 

1175 388 

1772 1507 

B4114 (Leicester Rd) B4114 (Leicester Rd) 


B4114 (St Johns) 

84 2 

171 55 

0 0 84 0 1 

1 

0 0 

86 

0 

86 0 137 

137 

138 


55 0 

0 

0 19 

53 

53 

0 0 

55 171 0 0 19 

1 

170 0 

226 20 




1666 1476 

2593 3444 

30 253 879 504 983 

493 

143 27 

759 

277 

339 920 616 

589 

1082 


677 759 

250 

1112 267 

1174 

1562 

103 388 

174 1661 139 24 267 

1260 

1345 388 

1998 1527 

B4114 (Leicester Rd) B4114 (Leicester Rd)

AM - B4114 (Narborough) - Leicester Lane 


Narborough Rd (B4114) Narborough Rd (B4114) 

2184 1925 

2589 1558 

409 1775 0 324 1601 0 

506 283 

506 0 0 283 0 0 

Leicester Lane Police HQ Leicester Lane Police HQ 

540 16 32 343 0 0 

2 0 

14 0 

129 2067 19 1275 

1789 1601 

2196 1294 




50 64 

88 40 

50 0 0 64 0 0 

88 

0 

40 

307 219 0 50 10 0 


221 0 0 68 0 0 

0 0 

0 0 

171 0 4 0 

219 10 

171 4 




2234 1989 

2677 1598 

459 1775 0 388 1601 0 

594 323 

0 0 

813 219 0 333 10 0 


761 16 32 411 0 0 

2 0 

14 0 

300 2067 23 1275 

2008 1611 

2367 1298 

Narborough Rd (B4114) Narborough Rd (B4114)

170 462 0 0 

158 0 

9 161 425 37 

427 99 550 

63 

487 100 0 0 0 

Meridian Way west 328 

Meridian Way west Meridian Way west Meridian Way west 

545 38 31 98 0 0 

311 349 67 0 

234 21 61 

554 0 

316 0 

0 95 0 0 

210 0 

0 0 95 0 

711 210 501 

0 

501 0 0 0 0 



361 0 0 0 0 0 

95 95 0 0 

266 0 0 

501 0 

266 0 

170 557 0 0 

368 0 

9 161 520 37 

1138 309 1051 

63 

988 100 0 0 0 



906 38 31 98 0 0 

406 444 67 0 

500 21 61 

AM - A563 / Meridian Way Dumbell Rbt 


Withers Way A563 southbound diverge Withers Way A563 southbound diverge 

A563 northbound diverge A563 southbound merge A563 northbound diverge A563 southbound merge 






0 

1055 0 

582 0 

A563 northbound diverge A563 southbound merge A563 northbound diverge A563 southbound merge

AM - A563 - Meridian South 


A563 A563 

0 1653 

0 1109 

0 0 498 

503 

584 

Meridian South A5460 Meridian South A5460 

0 0 478 313 

313 

0 1567 

0 1274 

A563 A563 


A563 A563 

0 159 

0 119 

0 0 5 

5 

112 

Meridian South A5460 Meridian South 

0 0 5 66 

66 

0 52 

0 58 

A563 A563 


A563 A563 

0 1812 

0 1228 

0 0 503 

503 

696 


0 0 483 379 

379 

0 1619 

0 1332 

A563 A563 

0 

0 

0 

304 

1 

305 

970 

57 

1027 

1187 

49 

1236 

466 

110 

576 

0 

0 

A5460 

A5460

AM - A563 Scudamore Roundabout 


New Parks Way New Parks Way 

353 

174 178 1 

1073 

151 

23 

899 27 

Scudamore Road Park Rise Scudamore Road Park Rise 

590 

808 1 24 

19 

4 

615 438 3 




26 

0 26 0 

26 

0 

26 

0 0 


1056 

57 

1081 

59 0 0 

0 

0 

59 57 0 




0 379 

0 647 

0 0 0 174 204 1 

0 151 

0 49 

0 0 0 1099 899 27 

Scudamore Road Park Rise Scudamore Road 

0 0 0 867 1 24 

0 19 

0 4 

0 0 0 674 495 3 

0 1081 

0 1056 


0 

0 

Park Rise

AM - A47 - NARBOROUGH RD 


Tudor Road Tudor Road 

0 205 

0 262 

0 174 31 

0 0 1193 

0 

1163 

30 1482 

A47 A47 A47 A47 

0 0 835 182 1017 

835 

0 

0 80 288 

0 204 

0 368 

Narborough Rd Narborough Rd 



0 0 

0 0 

0 0 75 

74 

1 78 

A47 A47 A47 A47 

0 0 45 45 

45 

0 1 

0 4 




0 205 

0 262 

0 174 31 

0 0 1268 

0 

1237 

31 1560 

A47 A47 A47 A47 

0 0 880 182 1062 

880 

0 

0 80 292 

0 205 

0 372 


4

AM - A47 - WYNGATE DRIVE 


WOODVILLE RD WOODVILLE RD 

0 702 

0 591 

216 486 

0 0 1114 

141 

930 

43 942 

A47 A47 A47 A47 

0 0 1235 52 1082 

984 

46 

35 398 12 

0 575 

0 445 

WYNGATE DRIVE WYNGATE DRIVE 



0 19 

0 23 

19 

0 0 109 

23 

83 

3 84 

A47 A47 A47 A47 

0 0 84 65 

65 

0 3 

0 1 




0 721 

0 614 

235 486 0 

0 0 1223 

164 

1013 

46 1026 

A47 A47 A47 A47 

0 0 1319 52 1147 

1049 

46 

35 398 13 

0 578 

0 446 


1

PM - A47 - ST NICHOLAS CIRCLE 


St Nicholas Circle (N) St Nicholas Circle (N) 

0 0 

0 1891 

0 0 1682 0 

St Augustine Road St Nicholas Circle (E) St Augustine Road St Nicholas Circle (E) 

0 0 0 209 209 



0 0 

0 77 

0 0 77 0 


0 0 0 0 



0 0 

0 1968 

0 0 

1759 

0 

0 0 1759 0 


0 0 0 209 209 

0 

1682 

77

AM - Fosse Road - King Richards Road 


Fosse Road (N) Fosse Road (N) 

0 455 

0 432 

174 281 

1 

784 

0 0 785 795 

King Richards Road King Richards Road King Richards Road King Richards Road 

0 0 956 97 879 

782 

334 11 

0 281 

0 345 

Fosse Road (S) Fosse Road (S) 



0 4 

0 0 

75 

0 0 75 75 


0 0 49 45 

45 

0 0 

0 0 




0 459 

0 432 

178 281 0 

0 0 860 

1 

859 

0 870 


0 0 1005 97 924 

827 

0 

0 334 11 

0 281 

0 345 


4

AM - A563 - Meridian South 


Foxon Way Foxon Way 

122 

51 

9 20 93 

337 

9 

306 

22 443 

Meridian Way Meriadian Way Meridian Way Meridian Way 

154 40 481 

129 

312 

16 2 44 

62 

354 

Meridian East Meridian East 



20 

39 

20 0 0 

788 

39 

710 

39 710 

Meridian Way Meridian Way Meridian Way 

401 0 361 

361 

0 

20 0 0 

20 

39 




142 

90 

29 20 93 

1125 

48 

1016 

61 1153 

Meridian Way Meridian Way Meridian Way Meridian Way 

555 40 842 

490 

312 

36 2 44 

82 

393 


Meridian Way

0 

Site Site 

0 

781 

781 781 

Leicester Lane Leicester Lane Leicester Lane Leicester Lane 

494 494 

494 

47 

AM - Leicester Lane - Site Access 



272 

Site Site 

347 

40 307 

47 307 

Leicester Lane Leicester Lane Leicester Lane 

40 225 225 


272 

Site Site 

347 

40 307 

47 

781 

828 1088 


534 225 719 

494 

Leicester Lane

PM - A47 - B582 (Dresford Road) 



373 259 

585 386 

57 223 93 5 249 5 

30 5 

442 535 

660 188 590 678 138 736 


858 123 739 732 119 912 

565 724 

51 69 

236 432 55 3 262 196 

462 456 

723 461 




31 0 

13 43 

0 0 31 0 0 0 

0 0 

223 132 

223 0 254 132 0 132 


81 13 94 64 43 107 

81 64 

0 0 

0 0 0 0 0 0 

0 0 

0 0 




404 259 

598 429 

57 223 124 5 249 5 

30 5 

665 667 

883 188 844 810 138 868 


939 136 833 796 162 1019 

646 788 

51 69 

236 432 55 3 262 196 

462 456 

723 461 

B582 (Desford Rd) B582 (Desford Rd)

PM - A47 - Beggars Lane 


521 709 

572 51 978 784 75 1008 


667 791 1203 1142 

623 935 

168 207 

44 457 268 299 

219 282 

501 567 



0 0 

254 254 46 150 150 86 


93 89 125 170 

0 0 

89 170 

93 46 125 86 

343 320 

139 211 



521 709 

826 305 1024 934 225 1094 


760 880 1328 1312 

623 935 

257 377 

137 503 393 385 

562 602 

640 778 

Beggars Lane Beggars Lane

PM - A47 - Kirby Lane 



0 373 

0 783 

218 155 

480 

324 

0 0 804 479 


0 0 1142 303 1227 

924 



0 92 

0 71 

75 17 

71 

5 

0 0 76 22 


0 0 152 0 77 

77 



0 465 

0 854 

293 172 

551 

329 

0 0 880 501 


0 0 1294 303 1304 

1001

PM - A47 - Baines Lane 


0 0 479 

479 

0 479 


0 0 1461 1461 

1461 

0 

0 0 

0 0 

0 0 



0 0 20 

0 

20 20 


0 0 20 20 

0 

20 

20 20 

0 40 

0 40 



0 0 499 

479 

20 499 


0 0 1481 1481 

1461 

20 

20 20 

0 40 

0 40 

Baines Lane Baines Lane

PM - A47 - Brounstone Lane 



596 617 

656 549 

263 219 114 235 296 86 

252 83 

567 611 

954 135 749 802 108 737 


1134 183 903 1461 271 1343 

664 1072 

56 0 

207 221 68 154 195 40 

410 404 

496 389 




36 40 

21 8 

36 0 0 40 0 0 

21 5 

0 1 

21 0 0 6 0 1 


36 0 0 71 3 29 

0 26 

0 0 

0 0 0 5 0 0 

0 0 

0 5 




632 657 

677 557 

299 219 114 275 296 86 

273 88 

567 612 

975 135 749 808 108 738 


1170 183 903 1532 274 1372 

664 1098 

56 0 

207 221 68 159 195 40 

410 404 

496 394 

Brounstone Lane Brounstone Lane

PM - A47 - A563 



1484 1181 

1194 1100 

237 870 377 746 

435 

187 45 

908 

464 

257 1139 849 

804 

1263 


1166 271 

626 

1349 1554 

997 

1514 

452 517 

303 736 298 579 

1221 

1579 1426 

1337 1800 




31 61 

12 74 

0 31 0 61 

0 

0 0 

0 

0 

0 78 16 

16 

113 

A47 (Hinkley Rd) A47 (Hinkley Rd) A47 (Hinkley Rd) 

0 0 

0 

178 46 

18 

193 

178 175 

0 12 78 28 

186 

209 251 

90 214 




1515 1242 

1206 1174 

237 901 377 807 

435 

187 45 

908 

464 

257 1217 865 

820 

1376 


1166 271 

626 

1527 1600 

1015 

1707 

630 692 

303 748 376 607 

1407 

1788 1677 

1427 2014 


A47 (Hinkley Rd)

PM - Beggars Lane - B582 



360 0 

793 0 

20 280 60 

738 

217 

184 

337 553 0 0 


72 77 207 0 0 

12 

118 

40 499 309 

735 0 

848 0 




0 112 

0 55 

0 0 0 2 110 

0 

0 

0 

0 47 0 138 


0 0 14 0 55 165 

0 

14 110 

0 0 47 0 28 

14 112 

47 28 


Proposed 2026 Flows using TA TA Base + LLITM Dev Traffic 2026 (Including Mitigation) (PCU's) 


360 472 

793 848 

20 280 60 20 282 170 

217 217 

184 184 

738 337 600 738 337 691 


72 77 221 72 132 372 

12 12 

132 228 

40 499 356 40 499 337 

749 847 

895 876 

B582 (Mill Hill) B582 (Mill Hill)

PM - B582 (Mill Hill) - Leicester Lane 



785 590 

792 537 

21 308 456 0 427 163 

0 0 

0 0 

0 0 607 0 0 625 


126 374 572 380 35 755 

91 378 

107 342 

14 418 151 2 502 462 

415 769 

583 966 




15 145 

51 28 

0 14 1 0 143 2 

0 0 

0 0 

0 0 39 0 0 137 


0 4 41 24 0 45 

0 24 

37 21 

0 47 38 0 28 135 

51 164 

85 163 




800 735 

843 565 

21 322 457 0 570 165 

0 0 

0 0 

0 0 646 0 0 762 


126 378 613 404 35 800 

91 402 

144 363 

14 465 189 2 530 597 

466 933 

668 1129 

B582 (Blaby Road) B582 (Blaby Road)

PM - B582 (Blaby Rd) - B4114 (St Johns) (Foxhunter Rbt) 



2553 1800 

1460 1408 

29 264 1453 807 982 

863 

50 70 

444 

265 

129 1221 564 

452 

1474 


753 513 

370 

1043 961 

1121 

1389 

160 261 

119 868 149 36 389 

1259 

1778 1421 

1172 1512 



B4114 (St Johns) 

101 1 

26 2 

0 0 101 0 1 

1 

0 1 

51 

0 

51 0 104 

137 

77 

B582 (Blaby Road) B582 (Blaby Road) B582 (Blaby Road) 

85 0 

0 

0 148 

53 

108 

0 0 

85 26 0 0 41 

1 

152 27 

111 41 




2654 1801 

1486 1410 

29 264 1554 807 983 

864 

50 71 

495 

265 

180 1221 668 

589 

1551 


838 513 

370 

1043 1109 

1174 

1497 

160 261 

204 894 149 36 430 

1260 

1930 1448 

1283 1553 


B582 (Blaby Road)

PM - B4114 (Narborough) - Leicester Lane 



2566 2453 

2483 1481 

12 2554 0 613 1840 0 

642 212 

642 0 0 212 0 0 


40 97 143 640 0 0 

11 0 

35 0 

17 1744 27 1269 

2589 1840 

1761 1296 




89 40 

49 59 

89 0 0 40 0 0 

49 

0 

59 

150 101 0 64 5 0 


115 0 0 48 0 0 

0 0 

0 0 

26 0 8 0 

101 5 

26 8 




2655 2493 

2532 1540 

101 2554 0 653 1840 0 

691 271 

0 0 

792 101 0 276 5 0 


155 97 143 688 0 0 

11 0 

35 0 

43 1744 35 1269 

2690 1845 

1787 1304 

Narborough Rd (B4114) Narborough Rd (B4114)

60 390 0 0 

436 0 

1 59 258 132 

650 237 721 

280 

441 412 0 0 0 



525 103 214 331 0 0 

251 354 117 0 

274 96 249 

558 0 

619 0 

0 208 0 0 

90 0 

0 0 208 0 

337 90 247 

0 

247 0 0 0 0 



704 0 0 0 0 0 

208 208 0 0 

496 0 0 

247 0 

496 0 

60 598 0 0 

526 0 

1 59 466 132 

987 327 968 

280 

688 412 0 0 0 


Meridian Way west 

Meridian Way west Meridian Way west 

1229 103 214 331 0 0 

459 562 117 0 

770 96 249 

PM - A563 / Meridian Way Dumbell Rbt 







Proposed 2026 Flows using TA 

Withers Way A563 southbound diverge 

0 

805 0 

1115 0 

A563 northbound diverge A563 southbound merge 

LLITM Core + Dev Traffic 2026 (Including Mitigation) (PCU's) 

Withers Way A563 southbound diverge 

A563 northbound diverge A563 southbound merge

PM - A563 - Meridian South 


A563 A563 

0 1478 

0 1543 

0 0 754 

754 

667 

Meridian South A5460 Meridian South A5460 

0 0 459 235 

235 

0 1555 

0 1767 

A563 A563 


A563 A563 

0 104 

0 225 

0 0 0 

0 

82 


0 0 8 174 

174 

0 33 

0 59 

A563 A563 


A563 A563 

0 1582 

0 1768 

0 0 754 

754 

749 


0 0 467 409 

409 

0 1588 

0 1826 

A563 A563 

0 

0 

0 

379 

2 

381 

1388 

57 

1445 

1038 

33 

1071 

440 

71 

511 

0 

0 

0 

A5460 

A5460

PM - A563 Scudamore Roundabout 



59 288 

134 204 

3 16 40 37 250 1 

2 177 

276 19 

290 12 533 1135 939 23 


309 108 521 723 1 32 

287 22 

126 9 

19 24 217 664 433 3 

154 1198 

260 1100 




39 27 

19 42 

39 0 0 0 27 0 

19 0 

337 34 

375 19 337 34 0 0 


782 0 704 31 0 0 

704 0 

0 0 

39 0 0 31 42 0 

19 61 

39 73 




98 315 

153 246 

42 16 40 37 277 1 

21 177 

613 53 

665 31 870 1169 939 23 

Scudamore Road Park Rise Scudamore Road 

1091 108 1225 754 1 32 

991 22 

126 9 

58 24 217 695 475 3 

173 1259 

299 1173 


Park Rise

PM - A47 - NARBOROUGH RD 



0 233 

0 239 

0 177 56 

0 0 997 

0 

967 

30 1328 

A47 A47 A47 A47 

0 0 1481 95 1572 

1477 

4 144 305 

0 207 

0 453 




0 0 

0 0 

51 

0 0 51 58 

A47 A47 A47 A47 

0 0 102 102 

102 

0 0 

0 7 




0 233 

0 239 

0 177 56 

0 0 1048 

0 

1018 

30 1386 

A47 A47 A47 A47 

0 0 1583 95 1674 

1579 

0 

4 144 312 

0 207 

0 460 


7

PM - A47 - WYNGATE DRIVE 



0 909 

0 835 

191 718 

0 0 960 

258 

659 

43 693 

A47 A47 A47 A47 

0 0 1630 68 1492 

1349 

75 

90 509 34 

0 836 

0 633 




0 20 

0 32 

20 

0 0 89 

32 

56 

1 56 

A47 A47 A47 A47 

0 0 160 134 

134 

0 1 

0 6 




0 929 

0 867 

211 718 0 

0 0 1049 

290 

715 

44 749 

A47 A47 A47 A47 

0 0 1790 68 1626 

1483 

75 

96 509 34 

0 837 

0 639 


6

PM - A47 - ST NICHOLAS CIRCLE 



0 0 

0 2144 

0 0 1563 0 


0 0 0 581 581 



0 0 

0 57 

0 0 57 0 


0 0 0 0 



0 0 

0 2201 

0 0 

1620 

0 

0 0 1620 0 


0 0 0 581 581 

0 

1563 

57

PM - Fosse Road - King Richards Road 



0 143 

0 535 

69 74 

0 0 559 

1 

558 

0 558 


0 0 1261 324 1525 

1192 

9 

0 210 0 

0 83 

0 210 




0 3 

0 0 

49 

0 0 49 98 


0 0 105 102 

102 

0 0 

0 49 




0 146 

0 535 

72 74 0 

0 0 608 

1 

607 

0 656 


0 0 1366 324 1627 

1294 

9 

0 210 49 

0 83 

0 259 


49 

3

PM - A563 - Meridian South 



59 

134 

3 16 40 

290 

2 

276 

12 533 

Meridian Way Meriadian Way Meridian Way Meridian Way 

309 108 521 

287 

126 

19 24 217 

260 

154 




39 

19 

39 0 0 

375 

19 

337 

19 337 


782 0 704 

704 

0 

39 0 0 

39 

19 




98 

153 

42 16 40 

665 

21 

613 

31 870 


1091 108 1225 

991 

126 

58 24 217 

299 

173 


Meridian Way 

Meridian Way

0 

Site Site 

0 

607 

607 607 


572 572 

572 

39 

PM - Leicester Lane - Site Access 



347 

Site Site 

247 

41 206 

39 206 


41 308 308 


347 

Site Site 

247 

41 206 

39 

607 

646 813 


613 308 880 

572 


Leicester Lane

Appendix E Detailed Junction Assessment 


A47/ Desford Cross Roads 

Existing Junction 

AM Peak (08:00 - 09:00) 

Lane Description 

2026 Base (TA) 

Deg. Sat (%) Queue (PCU) 

2026 + Development (TA) 


2026 Base (LLITM) 


2026 + Development (LLITM) 


1/1 

1/2 

A47 (W) - Ahead/ Left 

A47 (W) - Right 

92.1 

19.0 101.8 37.1 

85.6 

24.5 87.5 27.6 

2/1 

2/2 

Leicester Lane - Left 

Leicester Lane - Ahead 

93.2 

23.6 99.3 30.4 

81.3 9.8 95.6 13.7 

2/3 Leicester Lane - Right 34.9 1.7 34.9 1.7 5.6 0.3 7.0 0.3 

3/1 

3/2 

A47 (E) - Left 

A47 (E) - Ahead 

71.3 

12.2 100.1 33.1 

97.4 31.7 116.6 1054.0 

3/3 A47 (E) - Right 50.2 5.7 65.0 7.4 55.5 4.2 81.6 7.5 

4/1 

4/2 

Desford Road - Left 

Desford Road - Ahead 

41.6 

5.1 43.8 5.4 

95.8 14.1 114.2 29.5 

4/3 Desford Road - Right 30.2 1.5 30.2 1.5 91.2 8.3 114.0 18.0 

PRC (%) -3.6 

-13.1 

-8.2 -29.6 

Average Delay (s/PCU) 62.0 

105.0 

76.7 201.0 

PM Peak (17:00 - 18:00) 










1/1 

1/2 



97.9 24.6 114.7 92.2 

68.8 13.5 80.7 20.5 

2/1 

2/2 



41.3 5.6 49.7 6.2 

92.1 14.8 92.1 12.4 

2/3 Leicester Lane - Right 44.2 2.2 44.2 2.2 2.8 0.2 2.8 0.2 

3/1 

3/2 



96.0 27.1 98.3 32.9 109.0 103.0 117.9 101.6 

3/3 A47 (E) - Right 64.3 4.8 61 5.1 57.5 4.4 78.2 6.9 

4/1 

4/2 



98.2 30.4 112.7 65.3 1114.0 34.3 111.4 27.3 

4/3 Desford Road - Right 42.6 2.1 42.6 2.1 110.5 20.7 110.5 20.7 

PRC (%) -9.1 -27.4 

-23.8 -31.0 

Average Delay (s/PCU) 86.7 197.4 

166.7 205.5

A47/ Desford Cross Roads 

Proposed Improvement 

AM Peak (08:00 - 09:00) 






1/1 A47 (W) - Ahead/ Left 95.5 23.7 88.5 28.1 

1/2 A47 (W) - Right 100.3 17.7 88.2 7.0 

2/1 

2/2 



98.0 28.1 

77.3 9.2 

2/3 Leicester Lane - Right 34.9 1.7 5.6 0.3 

3/1 

3/2 



97.8 28.9 

90.1 31.2 

3/3 A47 (E) - Right 61.9 7.2 81.6 7.5 

4/1 

4/2 



36.4 4.5 

87.4 10.9 

4/3 Desford Road - Right 30.2 1.5 91.2 8.3 

PRC (%) -11.5 

-1.3 


63.5 

PM Peak (17:00 - 18:00) 






1/1 A47 (W) - Ahead/ Left 102.8 42.5 81.5 21.7 

1/2 A47 (W) - Right 97.2 11.8 85.6 7.0 

2/1 

2/2 



51.9 6.5 

75.3 9.3 

2/3 Leicester Lane - Right 44.2 2.2 2.2 0.2 

3/1 

3/2 



90.7 25.4 

92.7 31.5 

3/3 A47 (E) - Right 53.3 48.0 72.6 6.4 

4/1 

4/2 



102.1 34.7 

89.1 11.9 

4/3 Desford Road - Right 42.6 2.1 86.8 9.1 

PRC (%) -14.2 

-3.0 


65.3

A47-Beggars Lane 

LINSIG Model Results 


AM Peak (08:00 - 09:00) 










1/1 A47 (W) 33.4 6 93.6 17.1 96.4 40.4 199.6 356.0 

2/1 A47 (E) 67.1 17.2 89.3 31.2 73.7 20.6 82.5 28.2 

3/1 Beggars Lane 65.3 8.3 91.7 23.3 97.2 15.7 193.4 203.7 

PRC (%) 

34.1 -4.0 

-8.1 -121.8 


52.2 

42.2 650.0 

PM Peak (17:00 - 18:00) 










1/1 A47 (W) 54.2 12.7 127.0 123.5 83.3 19.8 250.0 339.7 

2/1 A47 (E) 75.9 22.0 71.8 20.6 100.0 55.0 111.4 119.9 

3/1 Beggars Lane 74.8 15.9 130.3 107.2 97.7 27.6 145.2 164.1 

PRC (%) 

18.6 

-44.8 

-11.1 -177.8 


315.6 67.7 668.4 

Proposed Junction Improvement 

AM Peak (08:00 - 09:00) 


2026+Dev (TA) 


2026+Dev (LLITM) 


1/1 

1/2 

A47 (W) - Ahead 


50.0 9.3 

89.6 32.2 

2/1 

2/2 



70.9 12.3 84.0 26.0 

3/1 

3/2 

Beggars Lane - Left 

Beggars Lane - Right 

70.5 

9.9 

89.6 16.7 

PRC (%) 

27.0 

0.4 


35.2 

PM Peak (17:00 - 18:00) 


2026+Dev (TA) 


2026+Dev (LLITM) 


1/1 

1/2 



82.4 19.4 81.6 23.4 

2/1 

2/2 



82.5 23 101.2 64.8 

3/1 

3/2 


Beggars Lane - Right 

81.3 18.1 100.1 31.3 

PRC (%) 

9.1 

-12.4 


73.7

A47/ Kirby Lane 

LINISG Results Summary 


AM Peak 

Lane Name 


Deg. Sat. (%) Queue (PCU) 

2026+Development (LLITM) 


1/1 A47 (E) - Ahead 63.4 7.3 66.0 7.9 

1/2 A47 (E) - Right 56.5 1.9 56.5 1.9 

2/1 A47 (W) - Ahead/ Left 105.1 39.7 119.8 96.8 

3/1 Kirby Lane - Left 

3/2 Kirby Lane - Right 

PRC (%) 

Average Delay (s/PCU) 

PM Peak 

-18.6 

102.1 

Lane Name 





1/1 A47 (E) - Ahead 73.7 9.9 82.3 12.8 

1/2 A47 (E) - Right 75.4 3.2 82.3 4 

2/1 A47 (W) - Ahead/ Left 93.1 15.9 106.3 45.7 

3/1 

3/2 

Kirby Lane - Left 

Kirby Lane - Right 

83.3 5.8 98.4 14.2 

PRC (%) 

-3.4 

-18.1 


27.8 

76.7 

Proposed Junction Improvement (LCC Scheme) 

106.7 35.8 

116.5 

63.3 

-33.1 

207.2 


Lane Name 

AM Peak PM Peak 

Deg. Sat. (%) Queue (PCU) Deg. Sat. (%) Queue (PCU) 

J1 - 1/1 A47 (E) - Ahead 62.0 6.9 79.8 11.7 

J1 - 1/2 A47 (E) - Right 56.5 1.7 82.3 39.0 

J1 - 2/1 A47 (W) - Ahead/ Left 109.8 61.9 101.9 31.8 

J1 - 3/1 

J1 - 3/2 

Kirby Lane - Left 

Kirby Lane - Right 

88.1 8.0 83.2 6.3 

J2 - 1/1 Crossing (E) 62.8 5.1 58.2 4.4 

J2 - 2/1 Crossing (W) 71.9 4.4 85.6 10.5 

PRC (%) 

-22.0 

-13.2 


52.5

A47/ Baines Lane 

LINSIG Results Summary 

AM Peak (08:00 - 09:00) 

Lane 


Description 


1/1 A47 (W 61.6 10.2 

2/1 A47 (E) 61.8 9.5 

3/1 Baines Lane 26.2 1.1 

PRC (%) 

45.6 


PM Peak (17:00 - 18:00) 

Lane 


Description 


1/1 A47 (W 64.8 11.4 

2/1 A47 (E) 56.7 7.9 

3/1 Baines Lane 31.4 1.3 

PRC (%) 

39.0 

Average Delay (s/PCU) 7.0

A47/ Braunstone Lane/ Ratby Lane Crossroads 


AM Peak 










1/1 

1/2 

A47 (E) - Ahead/ Left 


149.9 96.3 149.9 96.3 102.5 28.4 98.6 23.7 

1/6 A47 (E) - Right 31.0 2.7 31.0 2.7 13.2 1.5 12.3 1.5 

2/1 A47 (W) - Ahead/ Left 93.5 29.2 93.4 29.0 78.7 20.6 55.6 11.6 

2/2 

2/3 



90.7 

9.3 

91.4 11.2 105.6 44.7 98.6 17.9 

3/1 Braunstone Lane - Ahead/ Left 32.0 6.0 32.0 6.0 21.2 3.7 20.5 2.7 

3/2 

3/3 

Braunstone Lane - Ahead 

Braunstone Lane - Right 

55.4 

8.2 58.7 9.5 

62.2 10.0 60.3 

6.6 

4/1 

4/2 

Ratby Lane - Left 

Ratby Lane - Ahead 

59.7 

12.5 59.7 12.5 105.8 49.2 101.9 39.9 

4/3 Ratby Lane - Right 73.1 4.6 73.1 4.6 37.3 1.9 37.9 2.0 

8/1 Ratby Lane (merge) - Left Lane 27.6 0.2 29.4 0.2 27.9 0.2 30.8 0.2 

8/2 Ratby Lane (merge) - Right Lane 2.9 0.0 3.1 0.0 4.6 0.0 4.3 0.0 

9/1 Ratby Lane Crossing - Northbound 45.6 6.9 46.9 7.3 40.2 5.6 40.5 5.7 

10/1 Ratby Lane Crossing - Southbound 35.6 3.7 37.8 3.8 36.9 2.0 40.1 2.4 

PRC (%) -66.5 -66.5 

-17.5 -13.3 


148.8 146.9 113.1 69.5 

PM Peak 










1/1 

1/2 

Braunstone Lane - Ahead/ Left 


82.7 12.3 88.1 16.5 99.1 16.0 103.4 22.7 

1/3 Braunstone Lane - Right 15.8 1.8 13.8 1.7 16.7 1.2 13.9 1.2 

2/1 A47 (W) - Ahead/ Left 78.5 14.9 86.7 21.2 48.5 9.8 82.0 19.9 

2/2 

2/3 



84.4 15.7 87.0 

9.0 75.2 

9.9 0.0 0.0 

3/1 Ratby Lane - Left 9.9 1.5 10.9 2.3 8.8 1.3 8.9 1.5 

3/2 

3/3 


Ratby Lane - Right 

60.9 9.8 61.4 10.7 87.3 13.1 84.8 15.9 

4/1 

4/2 



83.4 22.6 88.7 24.6 97.6 

44.5 105.0 72.6 

4/3 A47 (E) - Right 45.5 5.5 81.2 7.1 64.7 8.8 77.3 10.0 

7/1 Ratby Lane (merge) - Left Lane 25.0 0.2 33.8 0.3 20.0 0.1 48.9 0.5 

7/2 Ratby Lane (merge) - Right Lane 17.0 2.2 0.0 0.0 14.2 4.1 16.4 1.1 

10/1 Ratby Lane Crossing - Southbound 35.2 4.6 37.3 5.0 36.4 4.9 38.8 5.4 

11/1 Ratby Lane Crossing - Northbound 40.4 2.7 41.7 2.5 33.8 1.4 66.3 1.4 

PRC (%) 6.6 1.4 

-10.1 -16.7 


48.0 54.3 

63.7 97.5 

A47/ Braunstone Lane/ Ratby Lane Crossroads 

Proposed Junction (LCC Scheme) 

AM Peak 






1/1 

1/2 



68.8 

14.7 

17.5 3.2 

1/3 A47 (E) - Right 77.4 5.0 76.7 18.2 

2/1 A47 (W) - Ahead/ Left 74.2 16.1 96.2 36.9 

2/2 

2/3 



82.8 

19.2 79.7 9.9 

3/1 Braunstone Lane - Ahead/ Left 61.0 10.8 80.5 8.9 

3/2 

3/3 



38.3 

2.7 87.8 12.0 

4/1 

4/2 



48.0 

5.8 53.9 

6.2 

4/3 Ratby Lane - Right 81.0 10.6 95.0 14.5 

8/1 Ratby Lane (merge) - Left Lane 46.3 5.8 34.3 1.6 

8/2 Ratby Lane (merge) - Right Lane 11.6 1.9 24.6 8.1 

9/1 Ratby Lane Crossing - Northbound 42.3 0.6 38.8 1.1 

10/1 Ratby Lane Crossing - Southbound 47.3 3.5 40.8 2.6 

PRC (%) 8.7 -6.8 


47.2 62.0 

PM Peak 






1/1 

1/2 



9.5 1.6 47.7 

11.0 

1/3 A47 (E) - Right 106.7 52.8 85.9 25.0 

2/1 A47 (W) - Ahead/ Left 92.3 31.4 53.2 9.8 

2/2 

2/3 



73.0 5.6 64.8 10.2 

3/1 Braunstone Lane - Ahead/ Left 87.8 9.7 41.8 4.9 

3/2 

3/3 



90.0 11.8 46.8 6.1 

4/1 

4/2 



46.4 6.0 53.4 

8.9 

4/3 Ratby Lane - Right 91.2 13.8 83.6 11.1 

8/1 Ratby Lane (merge) - Left Lane 33.7 4.5 29.5 8.9 

8/2 Ratby Lane (merge) - Right Lane 22.0 7.1 18.0 5.4 

9/1 Ratby Lane Crossing - Northbound 37.6 0.6 33.2 0.5 

10/1 Ratby Lane Crossing - Southbound 37.6 2.4 39.1 2.5 

PRC (%) -18.6 4.7 


101.4 45.8

A47/ A563 Signalised Roundabout 


AM Peak 






2026 Base (LLITM) 2026 + Development (LLITM) 

Deg. Sat (%) Queue (PCU) Deg. Sat (%) Queue (PCU) 

1/1 

1/2 

A563 (N) - Left 

A563 (N) - Middle 

133.6 118.7 76.0 8.1 54.3 5.1 

66.3 6.0 

1/3 A563 (N) - Right 154.2 127.7 212.2 304.3 132.4 112.3 150.5 143.6 

2/1 Circulatory (N) - Middle 8.5 0.0 8.8 0.1 8.4 0.1 10.9 0.1 

2/2 Circulatory (N) - Left 37.4 1.1 41.7 4.6 37.2 3.8 37.1 0.3 

2/3 Circulatory (N) - Right 17.3 0.1 16.3 0.3 17.3 0.2 20.4 0.1 

3/1 A47 (E) - Left 181.1 100.7 85.3 13.4 202.1 206.4 181.2 211.5 

3/2 

3/3 

A47 (E) - Middle 

A47 (E) - Right 

181.6 160.7 68.4 7.6 139.7 130.7 122.4 92.4 

4/1 Circulatory (E) - Left 3.5 0.5 27.3 0.3 22.5 4.5 33.5 0.5 

4/2 Circulatory (E) - Right 24.8 0.8 42.3 0.5 38.9 0.3 36.1 0.9 

5/1 Circulatory (S) - Left 20.2 0.2 18.3 2.7 18.6 2.9 16.2 0.8 

5/2 Circulatory (S) - Middle 27.3 0.2 30.6 0.2 27.4 0.2 29.0 0.2 

5/3 Circulatory (S) - Right 15.2 1.1 17.1 1.2 17.9 0.1 17.7 0.1 

6/1 Circulatory (W) - Left 21.0 0.3 23.2 1.8 22.1 0.3 19.6 0.2 

6/2 Circulatory (W) - Middle 37.4 0.3 41.2 1.9 40.2 3.9 35.3 0.4 

6/3 Circulatory (W) - Right 18.3 0.1 21.3 0.1 15.7 0.1 14.8 0.1 

7/1 

7/2 

A47 (W) - Left 

A47 (W) - Middle 

189.0 217.8 212.5 244.0 194.5 201.7 156.8 159.8 

7/3 A47 (W) - Right 159.9 81.5 179.9 93.7 164.5 76.4 132.8 52.9 

8/1 A563 (S) - Left 56.4 8.2 89.5 13.1 98.2 17.4 158.5 96.4 

8/2 

8/3 

A563 (S) - Middle 

A563 (S) - Right 

67.3 

8.4 122.9 115.0 106.8 42.2 179.9 239.2 

9/1 A47 (W) Ped X - Left 22.2 0.8 25.1 0.2 25.4 0.3 21.2 0.4 

9/2 A47 (W) Ped X - Right 10.4 0.3 14.9 0.1 14.1 0.1 16.6 0.3 

10/1 A563 (S) Ped X - Left 46.8 0.5 43.7 5.6 34.6 0.3 47.0 0.9 

10/2 A563 (S) Ped X - Right 14.3 0.1 21.0 0.2 24 0.2 20.2 0.1 

11/1 A563 (N) Ped X - Left 25.0 2.4 26.0 2.0 25.6 0.8 23.4 2.2 

11/2 A563(N) Ped X - Right 33.3 0.3 37.3 0.5 36.4 6.8 30.9 0.3 

12/1 A47 (E) Ped X - Left 21.5 1.2 26.2 0.4 21.3 0.3 24.0 0.2 

12/2 A47 (E) Ped X - Right 29.8 0.8 31.4 1.4 26.3 1.4 27.9 0.2 

PRC (%) 

-110.0 -136.1 

-124.6 

-101.3 


603.2 543.9 577.9 672.0 

PM Peak 






2026 Base (LLITM) 2026 + Development (LLITM) 


1/1 

1/2 

A563 (N) - Left 

A563 (N) - Middle 

160.8 199.6 91.1 13.4 79.0 

8.1 100.7 19.9 

1/3 A563 (N) - Right 164.6 140.4 197.7 281.3 146.4 132.9 218.0 231.0 

2/1 Circulatory (N) - Middle 5.7 0.0 6.6 0.1 5.9 0.0 8.6 0.0 

2/2 Circulatory (N) - Left 32.6 0.2 38.8 1.5 33.6 5.1 43.5 0.4 

2/3 Circulatory (N) - Right 15.1 0.1 16.6 0.7 16.3 0.1 18.0 0.1 

3/1 A47 (E) - Left 185.2 140.3 180.8 221.5 180.2 195.5 194.3 268.1 

3/2 

3/3 

A47 (E) - Middle 

A47 (E) - Right 

187.2 224.5 117.2 69.8 142.4 135.7 124.5 96.1 

4/1 Circulatory (E) - Left 36.6 0.3 30.8 0.5 31.9 4.6 37.7 0.4 

4/2 Circulatory (E) - Right 24.3 0.2 38.9 0.9 35.3 0.3 27.2 0.2 

5/1 Circulatory (S) - Left 15.1 0.2 20.6 0.2 22.7 3.0 20.0 1.4 

5/2 Circulatory (S) - Middle 24.1 0.2 37.1 0.3 33.2 0.4 41.4 0.6 

5/3 Circulatory (S) - Right 12.6 0.1 11.9 1.1 10.7 0.1 13.0 1.8 

6/1 Circulatory (W) - Left 13.1 0.1 18.2 0.3 17.7 1.2 21.8 0.3 

6/2 Circulatory (W) - Middle 37.1 0.3 37.2 0.4 35.9 2.3 43.3 7.4 

6/3 Circulatory (W) - Right 16.0 0.1 18.3 0.1 14.7 0.1 21.4 4.4 

7/1 

7/2 

A47 (W) - Left 

A47 (W) - Middle 

168.6 148.0 168.6 150.1 157.8 124.8 107.1 33.7 

7/3 A47 (W) - Right 127.7 37.0 127.7 37.4 119.3 28.3 81.2 7.3 

8/1 A563 (S) - Left 120.9 62.4 102.2 24.4 147.5 128.1 124.3 84.5 

8/2 

8/3 

A563 (S) - Middle 

A563 (S) - Right 

116.8 78.6 129.5 133.6 171.9 282.9 167.1 312.7 

9/1 A47 (W) Ped X - Left 26.4 0.3 32.8 2.5 33.5 0.3 34.4 0.9 

9/2 A47 (W) Ped X - Right 17.2 0.4 20.2 0.1 18.2 0.1 20.8 0.3 

10/1 A563 (S) Ped X - Left 47.7 0.5 45.0 0.6 42.8 0.4 50.5 1.8 

10/2 A563 (S) Ped X - Right 12.5 0.1 21.4 0.1 19.4 0.1 14.3 0.3 

11/1 A563 (N) Ped X - Left 18.8 0.2 23.2 0.4 23.1 0.2 28.5 0.9 

11/2 A563(N) Ped X - Right 33.6 1.0 33.7 0.5 32.5 0.3 36.5 0.4 

12/1 A47 (E) Ped X - Left 19.2 1.2 28.4 0.3 23.2 0.2 26.3 0.2 

12/2 A47 (E) Ped X - Right 26.5 0.3 28.6 1.4 25.3 0.2 36.1 0.3 

PRC (%) 

-108 -119.7 -100.2 

-142.2 


706.3 594.3 672.3 623.5

A47/ A563 Signalised Roundabout 

Proposed Crossroads 

AM Peak 


2026 + Development (TA) 2026 + Development (LLITM) 


1/1 A563 (N) - Ahead/ Left 101.3 35.7 97.8 23.9 

1/2 

1/3 

A563 (N) - Ahead 

A563 (N) - Right 

96.7 29.6 103.4 38.3 

2/1 A47 (E) - Left Give Way 29.9 5.8 40.0 7.8 

2/2 A47 (E) - Ahead 1 39.5 5.4 64.4 9.0 

2/3 A47 (E) - Ahead 2 36.8 5.3 62.4 9.2 

2/4 

2/5 

A47 (E) - Right 1 

A47 (E) - Right 2 

61.7 

5.4 102.8 25.3 

3/1 A563 (S) - Left Give Way 11.7 0.7 11.8 1.2 

3/2 

3/3 

A563 (S) - Ahead 1 

A563 (S) - Ahead 2 

81.9 15.3 95.5 23.2 

3/4 

3/5 

A563 (S) - Right 1 

A563 (S) - Right 2 

98.4 

1.5 102.1 26.0 

4/1 

4/2 



102.2 35.9 103.5 37.7 

4/3 A47 (W) - Right 1 

84.2 

8.6 96.6 17.0 

4/4 A47 (W) - Right 2 

PRC (%) 


PM Peak 

-39.9 -41.1 

133.2 131.7 


2026 + Development (TA) 2026 + Development (LLITM) 


1/1 A563 (N) - Ahead/ Left 95.9 29.9 86.8 19.1 

1/2 

1/3 

A563 (N) - Ahead 

A563 (N) - Right 

88.0 24.8 95.0 26.7 

2/1 A47 (E) - Left Give Way 50.2 12.2 50.3 11.8 

2/2 A47 (E) - Ahead 1 85.3 12.6 110.5 32.3 

2/3 A47 (E) - Ahead 2 79.5 11.8 112.2 37.2 

2/4 

2/5 

A47 (E) - Right 1 

A47 (E) - Right 2 

58.0 

5.0 

64.2 

5.8 

3/1 A563 (S) - Left Give Way 17.9 2.2 24.6 2.9 

3/2 

3/3 

A563 (S) - Ahead 1 

A563 (S) - Ahead 2 

68.8 10.4 113.9 101.4 

3/4 

3/5 

A563 (S) - Right 1 

A563 (S) - Right 2 

93.0 12.4 113.4 55.9 

4/1 

4/2 



96.6 19.0 114.8 57.5 

4/3 

4/4 

A47 (W) - Right 1 

A47 (W) - Right 2 

63.6 

5.4 

60.9 

5.1 

PRC (%) 

-8.4 

-30.9 


57.1 130.3

Desford Road/ Beggars Lane 


AM Peak 


2026 Base (TA) 2026 + Development (TA) 

2026 + Development 

(TA+LLITM) 

Deg. Sat (%) Queue (PCU) Deg. Sat (%) Queue (PCU) Deg. Sat (%) Queue (PCU) 

1/1 

1/2 

Desford Road (S) - Left 

Desford Road (S) - Ahead 

69.9 10.6 71.4 10.8 71.4 10.8 

1/3 Desford Road (S) - Right 62.9 3.4 71.1 4.1 93.5 8.0 

2/1 

2/2 

Desford Road (N) - Ahead/ Left 

Desford Road (N) - Right 

92.1 19.0 95.2 21.9 119.8 101.7 

3/1 

3/2 


Beggars Lane - Ahead/ Right 

93.8 16.6 96.5 19.7 116.1 74.9 

4/1 Ind. Park - Ahead/ Left 5.2 0.2 5.2 0.2 5.2 0.2 

4/2 Ind. Park - Right 19.0 0.9 19.0 0.9 19.0 0.9 

PRC (%) 

-4.3 

-7.3 

-33.1 


47.9 55.4 

192.6 

PM Peak 


2026 Base (TA) 2026 + Development (TA) 


(TA+LLITM) 

Deg. Sat (%) Queue (PCU) Deg. Sat (%) Queue (PCU) Deg. Sat (%) Queue (PCU) 

1/1 

1/2 



65.6 11.1 63.9 10.9 67.5 11.4 

1/3 Desford Road (S) - Right 80.7 9.3 83.7 10.8 99.0 16.7 

2/1 

2/2 

Desford Road (N) - Ahead/ Left 


77.2 9.5 80.9 10.1 98.2 20.2 

3/1 

3/2 



77.0 3.9 78.6 4.0 

94.9 11.8 

4/1 Ind. Park - Ahead/ Left 78.2 11.0 81.8 11.5 94.7 15.7 

4/2 Ind. Park - Right 67.6 8.5 70.7 8.9 81.9 10.1 

PRC (%) 

11.5 7.5 

-10.0 


43.5 45.5 

77.3

Desford Road/ Beggars Lane 

Proposed Junction Improvement 

Summary of LINSIG Results 

AM Peak 






1/1 

1/2 



73.0 11.2 73.9 12.3 

2/1 Desford Road (N) - Ahead/ Left 6.6 0.7 7.9 0.9 

2/2 

2/3 

Desford Road (N) - Ahead 


65.2 6.7 

5.7 0.3 

3/1 

3/2 



73.0 11.5 73.9 

5.2 

4/1 Ind. Park - Ahead/ Left 5.2 0.2 72.0 10.3 

4/2 Ind. Park - Right 19.0 0.9 62.2 8.1 

PRC (%) 23.2 21.8 


PM Peak 




(TA+LLITM) 


1/1 

1/2 



84.5 14.0 

84.5 14.4 

2/1 Desford Road (N) - Ahead/ Left 52.6 6.9 30.6 3.9 

2/2 

2/3 

Desford Road (N) - Ahead 


74.0 8.0 29.2 4.1 

3/1 

3/2 



83.1 16.3 84.7 10.1 

4/1 Ind. Park - Ahead/ Left 5.2 0.2 81.8 11.5 

4/2 Ind. Park - Right 19.0 0.9 70.7 8.9 

PRC (%) 6.6 6.3 

Average Delay (s/PCU) 39.3 37.5

B582/ Leicester Lane 


AM Peak 










1/1 B582 (N) - Ahead/ Left 91.1 27.8 107.5 66.9 84.3 23.9 113.9 95.4 

2/1 Leicester Lane - Ahead/ Left/ Right 93.4 23.3 106.9 49.3 95.1 20.1 113.8 51.0 

3/1 

3/2 

B582 (S) - Ahead/ Left 

B582 (S) - Right 

91.9 18.9 105.2 47.1 96.7 27.7 113.3 105.2 

PRC (%) 

-3.7 -19.5 

-7.5 -26.6 


60.0 201.1 67.4 

330.7 

PM Peak 










1/1 B582 (N) - Ahead/ Left 92.2 30.2 95.5 34.1 113.9 77.7 137 157.3 

2/1 Leicester Lane - Ahead/ Left/ Right 92.2 25.0 102.7 43.2 114.1 95.7 136.6 172.1 

3/1 

3/2 

B582 (S) - Ahead/ Left 

B582 (S) - Right 

90.5 13.8 100.7 24.9 115.1 114.3 137.1 232.3 

PRC (%) 

-2.5 -14.2 

-27.9 -52.4 


58.4 106.9 354.0 669.8 

Proposed Junction (Banned Right Turn) 

AM Peak 






1/1 B582 (N) - Ahead/ Left 85 25.5 78.1 23.1 

2/1 Leicester Lane - Ahead/ Left/ Right 85.3 19.9 78 14.2 

3/1 B582 (S) - Ahead/ Left 56.7 13.2 39.6 8.1 

PRC (%) 5.5 15.2 


PM Peak 






1/1 B582 (N) - Ahead/ Left 92 29.7 97.1 33 

2/1 Leicester Lane - Ahead/ Left/ Right 91.3 25 97.4 38.4 

3/1 B582 (S) - Ahead/ Left 53.9 11.8 71.1 16 

PRC (%) -2.3 -8.2 


Foxhunter Roundabout 

Summary of LINISG Results 

AM Peak 










1/1 B1114 (S) - Ahead/ Left 86.9 14.9 94 18.5 91.3 12.9 97.4 17.7 

1/2 B1114 (S) - Ahead 2 87.3 16.1 94.1 19.9 93.3 14.8 98.3 19.9 

1/3 

1/4 

B1114 (S) - Ahead 3 

B1114 (S) - Right 

90.7 

17.4 

95.7 21.5 95.4 16.7 

99.2 22.2 

2/1 Blaby Road - Ahead/ Left 57.1 7.8 63.2 7.6 58 8.7 62.1 9.5 

2/2 

2/3 

Blaby Road - Ahead/ Right 

Balby Road - Right 

88.5 

15.8 

93.7 17.3 94.3 23.6 

99.7 35 

3/1 

3/2 

B1114 (N) - Left 1 

B1114 (N) - Left 2 

56.7 

6.3 

55.2 5.9 

53.8 5.4 

55.9 5.5 

3/3 B1114 (N) - Ahead 1 83.2 12.7 90.8 14.7 87.9 12 98 17.9 

3/4 B1114 (N) - Ahead 2 

3/5 B1114 (N) - Right 

87.8 

13.3 

93.9 16.4 92.3 13.6 

99.8 21 

4/1 Enderby Road - Ahead/ Left 46.6 1.6 52.8 2.8 33 1.1 53.7 2.8 

4/2 Enderby Road - Ahead/ Right 46.8 1.5 54.4 3.6 37.6 1.6 56.4 3.5 

5/1 Circulating (S) - Ahead 48.2 6.7 50.8 6.9 49.1 77 51.2 8.7 

5/2 Circualting (S) - Ahead/ Right 35.9 6 39.1 6.5 42.5 5.6 47.8 6.2 

5/3 Circuating (S) - Right 36.9 6.5 37.6 5.9 45.6 6.6 48.3 6.6 

6/1 Circulating (E) - Ahead 1 52.7 1.5 58.3 1.9 57.2 1.4 70.6 3.2 


6/3 Circulating (E) - Right 24.7 0.3 23.9 0.2 29.1 0.3 27.7 0.2 

7/1 Circulating (N) - Ahead 24.8 1.9 29.5 1.1 18 0.5 24.8 0.9 

7/2 Circulating (N) - Ahead/ Right 36.8 4.4 41.2 3 24.3 1.1 37.1 2.5 

8/1 B1114 (S) Crossing - Nearside 45.3 4.9 50.8 1.5 42.5 1 50.9 1.2 

8/2 B1114 (S) Crossing - Offside 37.6 2.8 44.1 0.5 32.3 0.2 39.7 0.3 

9/1 Blaby Road Crossing - Nearside 35.9 3.4 38.8 0.9 30.5 0.6 35.1 1 

9/2 Blaby Road Crossing - Offside 29 2.6 26.1 0.4 24.9 0.5 23.4 0.4 

10/1 B1114 (N) Crossing - Nearside 64.8 11.3 67.1 1.7 69.5 1.9 71.1 3.5 

10/2 B1114 (N) Crossing - Middle 62.7 11.4 67.2 1.1 64.5 1.1 69.2 1.4 

10/3 B114 (N) Crossing - Offside 40.9 4.4 46.4 0.4 34.4 0.3 37.3 0.3 

11/2 Enderby Road Crossing - Nearside 43.9 3.3 47.8 1.7 42 0.7 50.9 1.6 

11/2 Enderby Road Crossing - Offside 0 0 0 0 0 0 0 0 

12/1 

12/2 

51.6 

0.5 

53.9 0.6 47.6 0.5 

47.5 

0.5 

12/3 33.3 0.2 35.6 0.3 31.6 0.2 31.9 0.2 

13/1 Circulating (W) - Ahead 1 42.7 0.4 44.5 0.4 48.6 0.6 47.7 0.5 



13/4 Circulating (W) - Right 9.1 1.1 9.1 1.1 6.6 0.5 7.1 0.5 

14/1 22.5 2 25 2.3 14.9 1.2 22.5 2.3 

14/2 25.7 2.4 29.4 2.8 19.4 1.7 29.5 2.8 

15/1 61.8 0.8 61.8 0.8 83.8 25 89.7 4.2 

16/1 28.3 0.2 30.6 0.2 24 0.2 27.7 0.2 

162 22.8 0.1 20.6 0.1 19.6 0.1 18.4 0.1 

PRC (%) 

-0.8 -6.4 -6.0 

-10.8 


53.0 57.9 58.6 81.0

PM Peak 










1/1 B1114 (S) - Ahead/ Left 84.8 9.1 89.1 10.8 87.5 11.7 99.6 19.4 

1/2 B1114 (S) - Ahead 2 85 9.8 89.3 11.6 87 12.2 99.3 20.3 

1/3 

1/4 

B1114 (S) - Ahead 3 

B1114 (S) - Right 

88.6 11 91.6 13 91 13.9 100.2 24.3 

2/1 Blaby Road - Ahead/ Left 813 10.2 92.6 13.4 86.9 14.8 97 23.4 

2/2 

2/3 



90.2 13.2 96.7 17.8 

91.9 17.8 

98.8 28.8 

3/1 

3/2 

B1114 (N) - Left 1 

B1114 (N) - Left 2 

62.4 7.5 61.8 

7.5 56.1 6.1 

57.2 

6.3 

3/3 B1114 (N) - Ahead 1 88.7 19.9 92.1 22.9 90.3 15.9 97.2 21.3 

3/4 

3/5 

B1114 (N) - Ahead 2 

B1114 (N) - Right 

92.8 22.6 95.7 26.5 92.7 

17.2 

98 22.4 

4/1 Enderby Road - Ahead/ Left 24.3 0.8 26.9 1.1 32.7 1.4 46.4 2.8 

4/2 Enderby Road - Ahead/ Right 25.9 1.2 28 1.5 36.4 2 48.4 3.6 

5/1 Circulating (S) - Ahead 40.2 4.4 41.7 5 47.1 5.5 52.5 6.6 

5/2 Circualting (S) - Ahead/ Right 27.4 6.4 27.9 6.4 38.3 6.5 43.5 6.7 

5/3 Circuating (S) - Right 25.1 5.3 24.8 4.9 33.2 4.9 35.4 4.4 

6/1 Circulating (E) - Ahead 1 72.1 9.5 74 11.3 59.1 3.5 72.2 4.8 


6/3 Circulating (E) - Right 23.5 0.2 22.6 0.1 19.2 0.1 19.4 0.1 

7/1 Circulating (N) - Ahead 34.8 1.6 38.6 2 31.5 1.2 38.7 1.8 

7/2 Circulating (N) - Ahead/ Right 38.7 2.6 43.8 3 35.5 2.3 48.7 3.2 

8/1 B1114 (S) Crossing - Nearside 68.5 3.4 72.4 4.1 55.4 2.8 64.3 4 

8/2 B1114 (S) Crossing - Offside 56.9 0.8 63.8 1 43.5 0.5 50.4 1.1 

9/1 Blaby Road Crossing - Nearside 45.9 0.9 46.9 1.1 41.6 1 46 1.4 

9/2 Blaby Road Crossing - Offside 40.2 0.7 39.2 0.6 35.8 0.8 34.8 0.7 

10/1 B1114 (N) Crossing - Nearside 31.1 0.4 28.3 0.3 43.4 0.6 44.6 0.7 

10/2 B1114 (N) Crossing - Middle 42.8 0.4 44.8 0.4 54 0.6 58.5 0.7 

10/3 B114 (N) Crossing - Offside 26.7 0.2 29.4 0.2 33.9 0.3 35.8 0.3 

11/2 Enderby Road Crossing - Nearside 43.5 2.3 50.2 2.4 49 2.4 61.2 2.8 

11/2 Enderby Road Crossing - Offside 9.7 0.2 9 0.2 9.7 0.1 9.5 0.1 

12/1 

12/2 

87 3.3 89.8 4.2 61 

0.8 

60.8 

0.8 

12/3 50.9 0.5 53.5 0.6 36.2 0.3 36.5 0.3 


13/2 Circulating (W) - Ahead 2 35.8 0.9 37.5 1.1 45.2 1.4 49 3 

13/3 Circulating (W) - Ahead 3 19.3 0.8 21.3 1 24.6 1.1 26 2.7 

13/4 Circulating (W) - Right 10.3 2.1 10.3 2.1 10.7 2.1 12.8 31 

14/1 14.5 1.2 16.3 1.4 179 1.5 25.4 2.3 

14/2 17.3 1.4 19.1 1.7 22.6 2 30 2.9 

15/1 57.9 0.7 57.9 0.7 77.2 1.7 89.1 3.9 

16/1 36.2 0.3 36.9 0.3 32.8 0.2 36.2 0.3 

162 31.7 0.2 30.9 0.2 28.2 0.2 27.4 0.2 

PRC (%) 

-3.1 -7.5 

-3.0 

-11.3 

Total Delay (PCUhr) 

74.36 93.24 

77.36 

134.27 

Flow (PCU) 

5212 5475 

5219 5772 


51.4 61.3 53.4 83.7

Proposed Fully Signalised Option 

AM Peak 






1/1 B1114 (S) - Ahead/ Left 76 13.1 79.9 11.3 

1/2 B1114 (S) - Ahead 2 70.5 12.5 78.3 11.7 

1/3 

1/4 

B1114 (S) - Ahead 3 

B1114 (S) - Right 

738 11.8 79.1 11.2 

2/1 Blaby Road - Ahead/ Left 43.8 5.9 49.1 7.5 

2/2 

2/3 



78.6 13.5 89.3 22.5 

3/1 

3/2 

B1114 (N) - Left 1 

B1114 (N) - Left 2 

39.6 4.5 42.7 4.6 

3/3 B1114 (N) - Ahead 1 47.9 7.5 54.8 7.6 

3/4 

3/5 

B1114 (N) - Ahead 2 

B1114 (N) - Right 

59.5 7.6 71.8 9.5 

4/1 Enderby Road - Ahead/ Left 78.4 9.6 71.3 8.8 

4/2 Enderby Road - Ahead/ Right 74.9 9 68.1 8.2 

5/1 Circulating (S) - Ahead 61.9 10.8 56.7 10.9 

5/2 Circualting (S) - Ahead/ Right 62.8 1.4 70.5 2 

5/3 Circuating (S) - Right 31.1 0.5 35.9 0.7 

6/1 Circulating (E) - Ahead 1 75.3 13.6 93.5 17.9 

6/2 Circulating (E) - Ahead 2 73.9 6.6 93.3 10 

6/3 Circulating (E) - Right 30.4 0.4 36.9 0.4 

7/1 Circulating (N) - Ahead 71.5 4.7 61.5 3.5 

7/2 Circulating (N) - Ahead/ Right 79 3.1 69.7 2.1 

8/1 B1114 (S) Crossing - Nearside 51.5 1 50.7 1.1 

8/2 B1114 (S) Crossing - Offside 43.4 0.4 40 0.3 

9/1 Blaby Road Crossing - Nearside 40.2 0.6 37.5 0.3 

9/2 Blaby Road Crossing - Offside 24.7 0.2 21 0.1 

10/1 B1114 (N) Crossing - Nearside 63 4 62.1 4 

10/2 B1114 (N) Crossing - Middle 55.7 0.7 54.1 0.7 

10/3 B114 (N) Crossing - Offside 64.1 0.9 64.4 1 

11/2 Enderby Road Crossing - Nearside 47.6 1.4 50.9 1.8 

11/2 Enderby Road Crossing - Offside 0.1 0 0 0 

12/1 

12/2 

52.7 0.6 45.87 0.4 

12/3 36.8 0.3 33.8 0.3 

13/1 Circulating (W) - Ahead 1 68.8 8 70.7 10.2 

13/2 Circulating (W) - Ahead 2 77.8 6.8 78.8 8.7 


13/4 Circulating (W) - Right 15.1 0.6 12.3 0.2 

14/1 21.6 0.1 21.4 0.1 

14/2 20.6 0.1 20.4 0.1 

15/1 61.8 0.8 89.7 4.2 

16/1 31.7 0.2 29.6 0.2 

162 19.4 0.1 16.6 0.1 

PRC (%) 

13.9 -3.9 


71.73 89.32 

Flow (PCU) 


5535 5394 

46.7 59.6

PM Peak 






1/1 B1114 (S) - Ahead/ Left 42.9 60 75 10.7 

1/2 B1114 (S) - Ahead 2 37.9 5.6 70.5 10.5 

1/3 

1/4 

B1114 (S) - Ahead 3 

B1114 (S) - Right 

41.7 4.9 69.9 8.9 

2/1 Blaby Road - Ahead/ Left 76 10 85.1 16.8 

2/2 

2/3 



88 13.8 88.8 19.5 

3/1 

3/2 

B1114 (N) - Left 1 

B1114 (N) - Left 2 

61.7 7.5 56.2 6.2 

3/3 B1114 (N) - Ahead 1 91.2 2.1 91.7 16.8 

3/4 

3/5 

B1114 (N) - Ahead 2 

B1114 (N) - Right 

96.6 28.1 95.9 20.2 

4/1 Enderby Road - Ahead/ Left 44.3 4.8 46.4 6.2 

4/2 Enderby Road - Ahead/ Right 43.7 4.7 46.4 6.2 

5/1 Circulating (S) - Ahead 73.2 11.9 66.2 6 

5/2 Circualting (S) - Ahead/ Right 57.6 1 64.9 13 

5/3 Circuating (S) - Right 28.5 0.2 24.1 0.2 



6/3 Circulating (E) - Right 25 0.4 22.7 0.4 

7/1 Circulating (N) - Ahead 40.7 2.4 42.5 3.1 

7/2 Circulating (N) - Ahead/ Right 46.8 2.5 50.8 3.4 

8/1 B1114 (S) Crossing - Nearside 74.6 4.3 66.2 3.4 

8/2 B1114 (S) Crossing - Offside 61.6 0.8 48.6 0.5 

9/1 Blaby Road Crossing - Nearside 46.8 0.9 46.6 11 

9/2 Blaby Road Crossing - Offside 39.3 0.5 34.2 0.5 

10/1 B1114 (N) Crossing - Nearside 29.4 0.9 47.7 0.9 

10/2 B1114 (N) Crossing - Middle 33.6 0.3 43.1 0.4 

10/3 B114 (N) Crossing - Offside 41.1 0.3 50.3 0.55 

11/2 Enderby Road Crossing - Nearside 51.6 1.4 64.1 2.8 

11/2 Enderby Road Crossing - Offside 7.5 0 6.6 0.3 

12/1 

12/2 

89.4 4.1 60.3 0.8 

12/3 53.9 0.6 37 0.3 

13/1 Circulating (W) - Ahead 1 36 4.4 79.9 13.5 



13/4 Circulating (W) - Right 18.3 0.6 31 2.3 

14/1 13.8 0.1 21.4 0.1 

14/2 13.7 0.1 21.4 0.1 

15/1 57.9 0.7 89.1 3.9 

16/1 36.9 0.3 36.7 0.3 

162 30.9 0.2 26.9 0.2 

PRC (%) 


Flow (PCU) 


-7.3 -6.5 

80.17 102 

5475 5772 

52.7 63.6

B4114/ Leicester Lane/ Police HQ 



TA Traffic Flows 


1/1 B4114 (S) - Left 

1/2 B4114 (S) - Ahead (Left) 

2026 Base AM (TA) 2026 Base PM (TA) 


1/3 B4114 (S) - Ahead (Left/Mid) 56.4 14.1 41.5 9.3 

1/4 

1/5 

B4114 (S) - Ahead (Right/Mid) 

B4114 (S) - Ahead (Right) 

80.3 20.6 61.2 10.3 

2/1 

2/2 



52.7 

6.5 75.3 

1.3 

3/1 

3/2 

Police HQ - Ahead/ Left 

Police HQ - Right 

12.1 0.6 

70.7 

4.3 

5/1 Link - Ahead 1 42.9 0.5 36.3 0.4 

5/2 Link - Ahead 2 53.8 0.8 39.7 0.5 

5/3 Link - Ahead 3 46.2 0.6 36.3 0.4 

5/4 Link - Ahead 4 74.2 1.1 39.4 9.7 

6/1 B4114 (N) - Ahead 1 51.8 8.0 75.2 18.2 

6/2 B4114 (N) - Ahead 2 53.4 8.9 76.1 20.4 

6/3 B4114 (N) - Ahead 3 0.0 0.0 0.0 0.0 

6/4 B4114 (N) - Right 79.6 14.5 3.0 0.3 

PRC (%) 

12.1 18.2 


18.8 

LLITM Traffic Flows 

58.1 

13.5 39.5 


2026 Base AM (LLITM) 


2026 Base PM (LLITM) 


1/1 

1/2 

B4114 (S) - Left 

B4114 (S) - Ahead (Left) 

33.3 6.4 49.0 

8.6 


1/4 

1/5 

B4114 (S) - Ahead (Right/Mid) 

B4114 (S) - Ahead (Right) 

54.8 7.3 71.6 11.8 

2/1 

2/2 



27.3 3.1 

16.4 1.7 

3/1 

3/2 

Police HQ - Ahead/ Left 

Police HQ - Right 

0.0 

0.0 0.0 0.0 

5/1 Link - Ahead 1 29.6 0.3 41.5 0.4 

5/2 Link - Ahead 2 33.1 0.3 46.2 0.5 

5/3 Link - Ahead 3 31.7 0.3 43.7 0.5 

5/4 Link - Ahead 4 31.7 0.3 43.7 0.5 

6/1 B4114 (N) - Ahead 1 46.6 6.5 53.7 8.6 

6/2 B4114 (N) - Ahead 2 48.3 7.5 55.3 9.5 

6/3 B4114 (N) - Ahead 3 0.0 0.0 0.0 0.0 

6/4 B4114 (N) - Right 54.8 9.5 71.6 17.6 

PRC (%) 

64.3 25.7 


17.2 22.2 

8.2

B4114/ Leicester Lane/ Police HQ 

Proposed Junction 

TA Traffic Flows 


1/1 B4114 (S) - Left 

1/2 B4114 (S) - Ahead (Left) 

2026+Dev AM 

2026 + Dev PM 



1/4 B4114 (S) - Ahead (Right/Mid) 

1/5 B4114 (S) - Ahead (Right) 

2/1 B4114 (N) - Ahead (Nearside) 62.6 15.7 91.6 39.1 

2/2 B4114 (N) - Ahead (Middle) 63.7 17.2 92.2 42.6 

2/3 B4114 (N) - Ahead (to P&R) 0.0 0.0 0.0 0.0 

2/4 B4114 (N) - Right 96.0 22.0 19.1 2.7 

3/1 Leicester Lane - Left 


3/3 Leicester Lane - Right 


4/1 Police HQ - Ahead/ Left 12.1 0.6 34.5 1.7 

4/2 Police HQ - Right 11.4 0.6 69.2 4.2 

5/1 Link - Ahead 1 63.1 3.8 57.6 1.9 

5/2 Link - Ahead 2 86.3 6.5 51.6 1.8 

5/3 Link - Ahead 3 55.4 2.9 41.9 1.4 

5/4 Link Ahead 4 55.4 2.9 41.9 1.4 

PRC (%) 

-9.2 -2.4 


54.9 

51.4 

LLITM Traffic Flows 


1/1 B4114 (S) - Left 

1/2 B4114 (S) - Ahead (Left) 

2026+Dev AM 2026 + Dev PM 



1/4 B4114 (S) - Ahead (Right/Mid) 

1/5 B4114 (S) - Ahead (Right) 

2/1 B4114 (N) - Ahead (Nearside) 57.0 13.2 65.6 17.1 

2/2 B4114 (N) - Ahead (Middle) 58.2 14.6 66.7 18.9 

2/3 B4114 (N) - Ahead (to P&R) 0.0 0.0 0.0 0.0 

2/4 B4114 (N) - Right 61.4 11.8 76.4 20.1 





96.4 

98.2 

59.7 

64.2 

42.5 

623.0 

36.7 53.1 11.9 

42.4 73.9 15.3 

9.0 66.5 

62.0 10.7 

2.9 0.2 1.7 0.1 

4/1 Police HQ - Ahead/ Left 0.0 0.0 0.0 0.0 

4/2 Police HQ - Right 0.0 0.0 0.0 0.0 

5/1 Link - Ahead 1 38.0 1.1 51.6 1.3 

5/2 Link - Ahead 2 39.3 1.2 54.1 1.5 

5/3 Link - Ahead 3 35.8 1.1 46.7 1.2 

5/4 Link Ahead 4 35.8 1.1 46.6 1.2 

PRC (%) 

44.4 15.6 


17.4 31.9 

8.4 

9.4 

12.0 

4.5 29.6 1.8 

77.9 12.4 

28.3 3.2 20.1 2.0

Meridian Way Dumbbell Roundabouts 

ARCADY Results Summary 

A563/ Withers Way/ Meridan Way 


2026 Base AM (TA) 

RFC Queue (Veh) 

2026+Dev AM (TA) 


2026 Base PM (TA) 


2026+Dev PM (TA) 


A Withers Way 0.158 0.2 0.195 0.2 0.059 0.1 0.070 0.1 

B Overbridge 0.206 0.3 0.263 0.4 0.209 0.3 0.331 0.5 

C A563 Off Slip 0.192 0.2 0.370 0.6 0.376 0.6 0.748 2.9 

D Meridian Way 0.222 0.3 0.544 1.2 0.355 0.5 0.539 1.2 

PRC (%) 

62.8% 30.6% 47.4% 10.2% 


2.4 3.0 2.4 4.2 

A563/ Retail Park 


2026 Base AM (TA) 


2026+Dev AM (TA) 


2026 Base PM (TA) 


2026+Dev PM (TA) 


A A563 Off Slip 0.353 0.5 0.577 1.4 0.327 0.5 0.585 1.4 

B Retail Park 0.064 0.1 0.094 0.1 0.193 0.2 0.247 0.3 

C A563 On Slip Exit Exit Exit Exit Exit Exit Exit Exit 

D Overbridge 0.317 0.5 0.607 1.5 0.416 0.7 0.559 1.3 

PRC (%) 49.7% 24.3% 43.4% 26.5% 


4.2 4.8 3.0 4.2

A563/ Meridian South 

Summary of Model Results 

Existing Roundabout 

Lane 

Description 

2026 Core AM (LLITM) 


2026 + Dev AM (LLITM) 


A A563 (N) 0.562 1.3 0.617 1.6 

B Slip Road 0.180 0.2 0.222 0.3 

C A563 (S) 0.416 0.7 0.442 0.8 

D Meridian Way South 0.289 0.4 0.305 0.4 

PRC (%) 

28.8% 

23.3% 



2026 Core PM (LLITM) 


2026 + Dev PM (LLITM) 


A A563 (N) 0.537 1.2 0.618 1.6 

B Slip Road 0.133 0.2 0.219 0.3 

C A563 (S) 0.562 1.3 0.438 0.8 

D Meridian Way South 0.519 1.1 0.306 0.4 

PRC (%) 28.8% 23.2% 


2.4 

Proposed Signal Roundabout 

Lane 

Description 

2026 + Dev AM (LLITM) 


2026 + Dev PM (LLITM) 


1/1 A563 (N) - Entry 55.2 5.8 55.3 5.0 

2/1 Circulatory (N) 10.6 0.0 10.5 0.0 

3/1 A5460 - Left 0.0 0.0 0.0 0.0 

3/2 A5460 - Ahead 28.9 2.1 0.0 0.0 

3/3 A5460 - Ahead/ Right 38.3 3.0 53.9 4.4 

3/4 A5460 - Right 38.1 2.9 50.3 4.1 

4/1 Circulatory (E) - Ahead 38.8 2.4 44.7 3.5 

4/2 Circulatory (E) - Ahead 48.4 6.1 44.8 4.9 

4/3 Circulatory (E) - Ahead/ Right 47.1 6.1 44.8 5.7 

5/1 A563 (S) - Entry 39.6 1.1 39.4 1.0 

6/1 Circulatory (S) 8.4 0.0 8.3 0.0 

7/1 Meridian South - Entry 26.5 1.1 26.5 11.0 

8/1 Circulatory (W) 24.1 0.1 23.9 0.1 

11/1 Meridian South Crossing WB L1 28.9 1.9 26.9 2.4 

11/2 Meridian South Crossing WB L2 5.2 0.4 7.2 0.4 

12/1 A563 (N) Crossing NB L1 30.3 1.9 28.9 1.3 



13/1 A563 (N) Crossing SB L1 52.7 6.6 63.5 9.1 



15/1 Meridian South Crossing EB L1 0.0 0.0 0.0 0.0 



PRC (%) 

63.1 41.8 


12.66 13.08 

Flow (PCU) 

4026 4026 


11.3 11.7

A563 Scudamore Roundabout 

Summary of ARCADY Results 

AM Peak (08:00 - 09:00) 


2026 Core (LLITM) 


2026 + Dev (LLITM) 


A New Parks Way (N) 0.266 0.4 0.290 0.4 

B Park Rise 0.037 0.0 0.038 0.0 

C New Parks Way (S) 0.466 0.9 0.517 1.1 

D Scudamore Road 0.640 1.8 0.673 2.0 

PRC (%) 

21.0% 17.7% 


3.0 

3.6 

PM Peak (17:00 - 18:00) 






A New Parks Way (N) 0.221 0.3 0.247 0.3 

B Park Rise 0.048 0.1 0.049 0.1 

C New Parks Way (S) 0.455 0.8 0.494 1.0 

D Scudamore Road 0.676 2.1 0.679 2.4 

PRC (%) 17.4% 17.1% 


A47/ Wyngate Drive/ Woodville Drive 

Summary of LINISG Results 

AM Peak 






1/1 A47 (W) Left/ Ahead 70.6 10.8 75.5 12.2 

1/2+1/3 A47 (W) Ahead/ Right 74 12.3 78.4 14 

2/1 Woodville Road Left/ Ahead 53.5 5 58.6 5.3 

2/2+2/3 Woodville Road Right/ Ahead 75.7 7.2 79.5 7.3 

3/2+3/1 A47 (E) Ahead/ Left 69.3 11 71.4 11.8 

3/3 A47 (E) Ahead/ Right 67.5 10.4 70.4 11.1 

4/1 Wyngate Drive Left/ Ahead 46.8 4.3 49.8 4.4 

4/2 Wyngate Drive Ahead 49.1 4.9 52 5 

4/3 Wyngate Drive Right 3.1 0.2 3.1 0.2 

PRC (%) 

18.8 

13.1 

Delay/ PCU (s/PCU) 31.8 

33.0 

PM Peak 






1/1 A47 (W) Left/ Ahead 60.7 8.4 64.7 9.3 

1/2+1/3 A47 (W) Ahead/ Right 654 1.1 69 11.3 

2/1 Woodville Road Left/ Ahead 89.6 11.7 95.7 14.6 

2/2+2/3 Woodville Road Right/ Ahead 95.7 15.8 96.8 17.4 

3/2+3/1 A47 (E) Ahead/ Left 94 21.9 99.4 31.1 

3/3 A47 (E) Ahead/ Right 94.7 21.9 96.8 26.4 

4/1 Wyngate Drive Left/ Ahead 66.2 6.6 71 7.1 

4/2 Wyngate Drive Ahead 67.4 7.4 72.1 7.8 

4/3 Wyngate Drive Right 8.7 0.7 8.7 0.7 

PRC (%) -6.3 -10.5 

Delay/ PCU (s/PCU) 49.8 60.4

King Richards Road/ Fosse Road 


AM Peak 






1/1 Fosse Road (N) 77.8 10.8 81.6 11.4 

2/1 King Richards Road (E) Ahead/ Left 75.4 9.6 76.8 10.3 

2/2+2/3 King Richards Road (E) Right/ Ahead 78.9 10.0 79.6 10.5 

3/1+3/2 Fosse Road (S) 58.2 6.9 60.5 7.0 

4/1 King Richards Road (W) Left/ Ahead 79.4 9.9 83.1 11.2 

4/2+4/3 King Richards Road (W) Ahead/ Right 79.2 9.9 83.1 11.2 

PRC (%) 13.4 8.3 

Delay/ PCU (s/PCU) 39.1 40.9 

PM Peak 






1/1 Fosse Road (N) 63.6 3.9 72.1 4.4 

2/1 King Richards Road (E) Ahead/ Left 102.2 34.0 102.9 36.8 

2/2+2/3 King Richards Road (E) Right/ Ahead 100.1 28.5 103.8 43.8 

3/1+3/2 Fosse Road (S) 93.3 9.0 103.7 14.1 

4/1 King Richards Road (W) Left/ Ahead 42.9 5.0 45.0 5.5 

4/2+4/3 King Richards Road (W) Ahead/ Right 42.8 5.0 45.0 5.5 

PRC (%) -13.6 -15.3 


A47/ Narborough Rd 


AM Peak 






1/1 A47 (E) Left 0.0 0.0 0.0 0.0 

1/2 A47 (E) Left 0.0 0.0 0.0 0.0 

1/3 A47 (E) Ahead 51.0 7.8 52.3 8.2 

1/4 A47 (E) Ahead 50.9 7.8 52.1 8.2 

1/5 A47 (E) Right 75.8 5.8 75.8 5.8 

2/2+2/1 Narbourough Road North Left/ Ahead/ Right 72.7 5.0 75.0 5.1 

2/3 Narbourough Road North Right 60.5 3.9 71.0 4.6 

3/1 A47 (W) Left/ Ahead 72.6 13.1 76.6 14.7 

3/2+3/3 A47 (W) Right/ Ahead 75.5 13.8 77.3 14.8 

4/1 Tudor Road Left 19.4 0.8 19.4 0.8 

4/2+4/3 Tudor Road Ahead/ Right 54.4 2.7 54.4 2.7 

PRC (%) 18.7 16.4 


PM Peak 






1/1 A47 (E) Left 0.0 0.0 0.0 0.0 

1/2 A47 (E) Left 0.0 0.0 0.0 0.0 

1/3 A47 (E) Ahead 82.1 17.8 87.8 20.9 

1/4 A47 (E) Ahead 82.0 17.8 87.7 20.9 

1/5 A47 (E) Right 52.8 2.8 52.8 2.8 

2/2+2/1 Narbourough Road North Left/ Ahead/ Right 80.5 5.9 84.0 6.6 

2/3 Narbourough Road North Right 72.0 4.7 71.5 4.6 

3/1 A47 (W) Left/ Ahead 55.6 9.2 58.6 9.9 

3/2+3/3 A47 (W) Right/ Ahead 56.9 9.2 59.6 9.9 

4/1 Tudor Road Left 35.0 1.6 35.0 1.6 

4/2+4/3 Tudor Road Ahead/ Right 55.3 2.7 55.3 2.7 

PRC (%) 9.6 2.5 


St Augustine Road/ St Nicholas Circle 


AM Peak 






1/1 St Nicholas Circle L1 32.4 1.5 32.4 1.5 



2/2+2/1 St Augustine Road L1+L2 55.2 3.5 57.6 3.7 

2/3 St Augustine Road L3 45.1 5.5 47.7 5.8 

PRC (%) 62.9 56.3 


PM Peak 









2/2+2/1 St Augustine Road L1+L2 57.7 4.4 59.4 4.7 

2/3 St Augustine Road L3 44.5 6.2 46.5 6.7 

PRC (%) 56 51.4 


Blaby Bypass Roundabout 

Summary of ARCADY Results 

Note: LLITM does not include flows for the Winchester Road entry to the roundabout 

Treat results with caution 

AM Peak 






A Blaby Bypass (N) 0.779 3.5 0.807 4.1 

B Enderby Road 0.332 0.5 0.358 0.6 

C Blaby Bypass (S) 0.583 1.4 0.603 1.5 

D Enderby Road (W) 0.695 2.2 0.753 3 

E Winchester Road 0 0 0 0 

PRC (%) 

Delay/ PCU (s/PCU) 

PM Peak 

7.1% 4.3% 

4.8 5.4 






A Blaby Bypass (N) 0.615 1.6 0.653 1.9 

B Enderby Road 0.480 0.9 0.538 1.1 

C Blaby Bypass (S) 0.614 1.6 0.659 1.9 

D Enderby Road (W) 0.822 4.5 0.876 6.6 

E Winchester Road 0.000 0.0 0.000 0.0 

PRC (%) 

Delay/ PCU (s/PCU) 

2.8% -2.6% 

5.4 6.6

Appendix F Proposed Improvements - 

Desford Road Junction 


c 

WSP Group plc 

��

Appendix G Proposed Improvements - 

Beggars Lane Junction 


c 

WSP Group plc 

�� 

��

Appendix H Proposed Improvements - Kirby 

Lane 


c 

WSP Group plc 

��

Appendix I Proposed Improvements - 

Baines Lane 


c 

WSP Group plc 

��

Appendix J Bus Lane Improvements along 

A47 


Appendix K Proposed Improvements - 

Braunstone Lane Crossroads 


c 

WSP Group plc 

��

Appendix L Proposed Improvements - 

A47/A563 Junction 


c 

WSP Group plc

Appendix M Proposed Improvements - Blaby 

Road/Leicester Lane Junction 


c 

WSP Group plc 

��

Appendix N Proposed Improvements - 

Foxhunter Junction 


c 

WSP Group plc 

��

Appendix O Proposed Improvements - 

Leicester Lane/St Johns Junction 


c 

WSP Group plc 

��

Appendix P Proposed Improvements to 

A5460/A563 Link 


c 

WSP Group plc 

��

Appendix Q Proposed Improvements to 

Beggars Lane/Desford Road Junction 


c 

WSP Group plc 

��

Appendix R Traffic Calming Proposals 


c 

WSP Group plc 

��

Key - Blaby District Council

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