Transport Assessment - apps2.staffordshire.gov.uk
Transcript of Transport Assessment - apps2.staffordshire.gov.uk
Pentland House,Pentland House,Pentland House,Pentland House, Village WayVillage WayVillage WayVillage Way Wilmslow, SK9 Wilmslow, SK9 Wilmslow, SK9 Wilmslow, SK9 2GH2GH2GH2GH
Company no: 11465973Company no: 11465973Company no: 11465973Company no: 11465973
0161 8264631 www.focustp.co.uk
J000121-TA01c FEBRUARY 2020
Alrewas Quarry Wychnor Estate, Orgreave, Alrewas, Staffordshire
Transport Assessment
Prepared on behalf of:
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February 2020 i
CONTENTS 1.0 Introduction 2.0 Site Location and Existing Conditions 3.0 Description of the Proposed Development 4.0 Key Assessment Parameters 5.0 Anticipated Future Development Traffic 6.0 Assessment of Anticipated Development Traffic Impact 7.0 Review of Traffic Related Environmental Effects 8.0 Summary and Conclusions DRAWINGS CEMEX Drawing 20-01/P2/ALWAS/6 Phasing Plans of Proposed Development Focus TP Drawing J000121/SK101 Proposed Site Access Arrangement Focus TP Drawing J000121/SK102 Available Visibility Splays from Quarry Access FIGURES Figure TA1 Site Location Plan – Strategic Context Figure TA2 Site Location Plan – Immediate Context Figures TA3a-f 2019 Surveyed Network Traffic Flows Figure TA4 A513 Daily Profile of Vehicle Movements Figure TA5 PIA Location Plan Figure TA6 5km Cycle Iso-Distance Figures TA7a-e 2021 Opening Year Baseline Network Traffic Flows Figures TA8a-e 2024 Final Year Baseline Network Traffic Flows Figures TA9a-e Tarmac Alrewas Increase In Output Trip Assignment Figures TA10a-e Land off Hay End Lane, Fradley Residential Trip Assignment Figures TA11a-e Land off Hay End Lane, Fradley Public House Trip Assignment Figures TA12a-e 2021 Opening Year Background Do Nothing Traffic Flows Figures TA13a-e 2024 Future Year Background Do Nothing Traffic Flows Figure TA14a-e Operational HGV Assignment Figure TA15a-e Staff Assignment Figure TA16a-e 2021 Opening Year Do Something Traffic Flows Figure TA17a-e 2024 Future Year Do Something Traffic Flows APPENDICES Appendix TA1 Personal Injury Accident History Appendix TA2 TEMPRO NTM Growth Factor Output
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1.0 INTRODUCTION
This Transport Assessment has been prepared by Focus Transport Planning on
behalf of CEMEX UK to consider highways and transport matters related to
proposals for Sand and Gravel extraction and the production of ready-mix concrete
to supply HS2 at land at Wychnor Estate (south) Orgreave, Alrewas, Staffordshire.
It is proposed that the development would supply the HS2 infrastructure project
with 500,000 cubic metres of ready-mix concrete, over a period of 4 years. In
order to do so this would require extraction of approximately 1.2 million tonnes of
sand and gravel. Approximately 80% of the material would be exported as ready-
mix concrete, with approximately 20% surplus in case it is not suitable for ready-
mix and being exported as surplus aggregate. Extraction would be at the rate of
approximately 300,000 tonnes per annum. The extraction area is approximately
12.2ha, with the overall red line area of the Application Site, including haul road,
being 32.17ha.
The purpose of this report is to inform the Local Planning and Highway Authority,
Staffordshire County Council (SCC) of the anticipated highways and transport
matters associated with the Proposed Development.
The structure of the remainder of this Transport Assessment is as follows:
Section 2.0 details the location of the Application Site, provides a description
of the local highway network, including prevailing traffic flows and reviews
local highway accident history;
Section 3.0 provides a description of the Proposed Development, including site
access arrangements and a summary of the proposed site operations;
Section 4.0 details certain key assessment parameters such as future
assessment years;
Section 5.0 reviews the anticipated operational trips associated with the
proposed sand & gravel extraction and ready-mix concrete production;
Section 6.0 provides a review of the impact of operational traffic on key
sections of the immediate local highway network;
Section 7.0 provides an assessment of environmental effects and,
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Section 8.0 provides a summary of the above sections and a conclusion to the
report.
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2.0 SITE LOCATION & EXISTING CONDITIONS
Site Location and Existing Access Arrangements
The strategic location of the Wychnor Estate (south) Application Site is illustrated
in Figure TA1 to this report. This plan identifies the location of the site 4.5m
north-east of Lichfield, 1.2km west of Alrewas and 2.1km south-east of Kings
Bromley.
Figure TA2 to this report provides the immediate context of the Application Site.
This plan identifies that the Application Site is bounded by Hay End Lane to the
west and Pyford Brook to the south. The A513 bounds the Application Site to the
immediate north, beyond which lies a National Grid Compressor Station and open
fields, with further open fields to the east. The Application Site itself represents
generally flat agricultural land.
The A513 is the key local route in the vicinity of the Application Site, and runs in
an east to west direction. The A513 provides access to King’s Bromley, continuing
towards Rugeley and Stafford to the west, and Alrewas, continuing towards
Tamworth, to the east. In the immediate vicinity of the Application Site, the A513
is a national speed limit route of circa 7.3m width. No footways are available along
the A513 in the vicinity of the Application Site.
Approximately 2km east of the Application Site, the A513 meets the A38(T) dual
carriageway at a grade-separated interchange, whereby slip roads to/from the
A38(T) carriageways terminate at two roundabouts (one either side of the A38(T).
The intersection is lit. The roundabouts are connected by a bridge over the A38(T).
The A38 southbound on slip also provides direct access to the Leavesley Group
depot.
Approximately 3.25km west of the Application Site, the A513 connects to the A515
at a priority-controlled cross-roads junction, with the A513 and Manor Road
forming the minor arm approaches.
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Observed Background Network Traffic
In order to inform this Transport Assessment, 24-hour fully classified traffic counts
have been undertaken at the following locations:
A513/A38(T) slip road roundabouts
A38 (T) mainline (north of the A513)
These traffic surveys commenced at 07:00am on Tuesday 10th September 2019,
until 06:59am on Wednesday 11th September 2019. The survey consultancy
reported that the traffic counts were undertaken with no incidents or disruptions
likely to affect the results. In addition, two 7-day Automatic Traffic Counts (ATCs)
were installed at the A513, one to the east of its junction with Hay End Lane, and
another between the A513 junction with Hay End Lane and the National Grid
Compressor Station access.
Surveyed traffic flows are summarised by turning movement in Figures TA3a-f for
the observed local highway network AM & PM peak hours (07:30-08:30 & 16:15-
17:15), quarry peak operational hour (14:00-15:00) 12-hour, 18-hour and 24-hour
time periods, with daily profile of two-way vehicle movements recorded at the
A513 provided in Figure TA4. Weekday peak hour and 12-hour two-way traffic
flows are summarised in Table TA2.1 below:
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Table TA2.1: Surveyed Two-way Weekday Traffic Flows
(Two-way traffic flows, total vehicles) *ATC Data – AM peak hour 07:00-08:00 ^ATC Data – PM Peak Hour 16:00-17:00
Review of the traffic flow information identifies that maximum hourly two-way
flow at the A513 in the vicinity of the Application Site occurs during the PM peak
hour of 16:00-17:00 when 772 vehicles were recorded. Closer review of the ATC
results identify that the same level of traffic was recorded at the A513 during the
hour 17:00-18:00. A similar level of traffic was also recorded during the AM peak
hour of 07:00-08:00 (740 two-way vehicle movements). Total traffic flows on the
A513 in vicinity of the Application Site across the 12-hour daytime period total
6,342 two-way movements. HGV composition of the link flow at the A513 was less
than 5% across all study time periods.
At its connection to the A38, the A513 are circa 25-50% higher when compared to
the section of the A513 at the Application Site frontage. Maximum flows at the
A513 at its connection with the A38 were recorded between the A38 slip road
roundabout, with 1,083 total two-way vehicles during the AM peak hour of 07:30-
08:30 and 9,500 two-way vehicles movements across the 12-hour period. The
surveys also recorded flows of around 5,000 two-way vehicles at A38(T) during the
AM and PM peak periods and almost 48,000 over the 12-hour period.
Weekday 07:30-08:30 14:00-15:00 16:15-17:15 07:00-19:00
A513
A513 (W) 740* 501 772^ 6,342
A513 (E) 740* 501 772^ 6,342
A513/A38 NB Rbt
NB On slip 467 242 325 3,389
A513 (E) 1,079 618 1,111 9,490
NB Off slip 169 181 315 2,368
A513 (W) 1,059 621 1,017 9,267
A513/A38 SB Rbt
SB Off slip 380 247 533 3,870
A513 (E) 992 533 746 7,645
SB On slip 477 254 249 3,299
A513 (W) 1,083 630 970 9,526
A3 Link
A38 (N of A513) 5,142 3,719 4,984 48,044
A38 (S of A513) 4,937 3,655 4,680 46,388
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Relevant Planning History and Site Allocations
In 1987, RMC Group (later acquired by CEMEX UK) submitted a planning application
for sand and gravel extraction over 34.6ha at the site over a 60-year period. This
application was refused. In 1990, RMC group applied for planning permission for
sand and gravel extraction at the site over a smaller 24.46ha area. The site
planned to commence in 1994 and the duration of operations was intended to be
13 years, with 2.4million tonnes of sand and gravel extraction. The application
was refused by Staffordshire County Council, and dismissed on appeal in 1992 (ref:
APP/N3400/A/90/166511). The Planning Inspector, however, concluded that
“there is no objection of material weight on highway grounds to the proposed
working of the appeal site”.
There have been no known applications on the site since that time and it is
currently in use for agriculture.
The Application Site lies within the Minerals Area of Search west of the A38 and
within a Minerals Safeguarding Area, as identified by the Minerals Local Plan for
Staffordshire (2015-2030) 2017.
Review of Personal Injury Accident Data
Personal injury accident (PIA) data for the immediate local highway network to the
Application Site has been obtained from the Staffordshire safer roads website.
Data has been obtained for the most recently available five-year search period, in
line with standard practice, covering January 2014 – December 2018.
The PIA search area covers the section of the A513 between Hay End Lane to the
east, and the A348(T) to the west, including the A38(T) slip roads. A location plan
of incidents recorded within the search area is provided in Figure TA5, with full
results provided in Appendix TA1.
Review of the data identifies that 16 personal injury accident incidents occurred
within the search area, 14 of which were classed as slight and 2 which were fatal.
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A summary of the location of the incidents is provided in Table TA2.5, with
accident descriptions provided in Table TA2.6.
Table TA2.5: Recorded Personal Injury Accident Locations Slight Severe Fatal Total
A513 / Hay End Lane 1 0 0 1 A513 Link (between Hay End Lane & A38)
1 0 1 2
A513 / Overley Road 1 0 0 1 A513 / Daisy Lane 2 0 0 2 A38 N/B Entry Slip 3 0 0 3 A38 S/B Exit Slip 0 0 1 1 A38 4 0 0 4 A38 S/B Entry Slip 2 0 0 2 Total 14 0 2 16
Table TA2.6: Recorded Personal Injury Accident Locations Accident Reference
Date Time Severity Description
A513 / Hay End Lane
14006466 9 Dec 2014 12:45 Slight
Incident involving a car travelling from NW to SE overtaking a moving vehicle on offside on
main carriageway and a pedal cycle travelling from NW to W (turning right on main
carriageway)
A513 Link (between Hay End Lane & A38)
15000643 30 Jan 2015 05:45 Fatal
Incident involving 5 cars, 1 which was travelling from NW to SE and overtaking a
moving vehicle on its offside, one travelling from SE to NW going ahead, and 3 travelling
from NW to SE, all going ahead
1529524 22 Sep 2015 08:30 Slight
Incident involving a car travelling from SE to W going ahead on left bend on main carriageway and a van/goods vehicle <3/5t travelling from
SE to NE and waiting to turn right on main carriageway
A513 / Overley Road
14001292 25 Feb 2014 18:45 Slight
Incident involving a car travelling from SE to NW, overtaking a moving vehicle on offside on main carriageway, and a car travelling from SE
to NE turning right on main carriageway
A513 / Daisy Lane
14002692 15 May 2014 19:00 Slight Incident involving an ‘other vehicle’ travelling
from SE to SW turning left on the main carriageway
15000557 23 Jan 2015 17:00 Slight
Incident involving a car travelling from SW to SE turning right on main carriageway and a car travelling from SE to NW going ahead on the
main carriageway
A38 N/B Entry Slip
14001260 24 Feb 2014 09:00 Slight
Incident involving a car travelling from W to NE turning left on main carriageway, a car
travelling from SW to E stopping on the main carriageway and a car travelling from SW to NE
going ahead other on the main carriageway
14002297 23 Apr 2014 09:00 Slight
Incident involving a minibus travelling from SW to NE going ahead on the main carriageway and a car travelling from SW to NE help up
waiting to go ahead
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18273593 20 Jan 2018 15:05 Slight
Incident involving a car travelling from W to NE held up waiting to go ahead on main
carriageway and car travelling from W to NE turning left on main carriageway
A38 S/B Exit Slip
14002375 27 April 2014 20:35 Fatal Incident involving a car travelling from NE to
SW going ahead
A38
1694140 27 Jul 2016 19:05 Slight
Incident involving a car and goods vehicle 7.5t+ travelling from SW to NE going ahead and
a van or goods vehicle <3.5t travelling SW to NE overtaking a moving vehicle on its offside
16117147 14 Oct 2016 16:25 Slight
Incident involving goods vehicle – unknown weight, travelling from S to N, changing lane
to the left on main carriageway and a car travelling from S to N going ahead
17157346 17 Feb 2017 05:45 Slight Incident involving a car travelling from NE to
SW going ahead
18283274 19 Jan2018 14:40 Slight Incident involving 4 cars travelling from SW to
NE
A38 S/B Entry Slip
16112887 29 Sep 2016 06:25 Slight Incident involving 2 cars travelling from NE to
SW entering from the slip road
16137741 6 Dec 2016 16:18 Slight Incident involving 2 cars travelling from NE to
SW, one going ahead and one held up and waiting to go ahead
Review of the above accident history identifies that incidents appear to be due to
driver error. The majority of recorded incidents within the study area are spread
across the local highway network links, with few clusters at junctions which would
not suggest any safety concerns with the highway network.
Overall, given that the accident record across the entire search area which spans
4km of network is just 3.2 accidents per year, it is not considered that there are
any prevailing material road safety issues that may call the Proposed Development
into question.
Available Local Sustainable Transport Connections
The typical nature of quarry facilities is such that demand for sustainable travel
modes is often unlikely to be generated due to the nature of quarry material
transportation, which offers few realistic opportunities to utilise alternative
transport options to road haulage.
It is possible however, that some staff may seek to access the site by sustainable
transport modes and therefore it is important to understand what opportunities for
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connections by non-car trips are available within the immediate local catchment.
A review of the Application Site location identifies only a small number of
opportunities to utilise alternative travel modes to the private car. This chapter
has, for example, already outlined the location of the Application Site with respect
to local highway infrastructure, and notes that there are no footways along the
A513. Public transport opportunities in the vicinity of the Application Site are also
severely limited.
Figure TA6 to this report illustrates a 5km typical cycle catchment and
demonstrates that the Application Site lies within an acceptable cycle catchment
of Kings Bromley to the west, Alrewas to the east and Fradley to the south. Cycling
may therefore represent a potential sustainable option for staff journeys to/from
work at the site.
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3.0 DESCRIPTION OF THE PROPOSED DEVELOPMENT
Proposed Development
The Proposed Development comprises sand and gravel extraction for the
production of ready-mix concrete at land south of the A513, west of Alrewas,
Staffordshire. The Proposed Development is intended to supply HS2 with 500,000
cubic metres of ready-mix concrete over a period of 4 years, commencing in late
2020 / early 2021. This would require the extraction of approximately 1.2million
tonnes of sand and gravel. The majority of material would be exported as ready-
mix concrete, with approximately 20% being exported as surplus aggregate.
The extraction area is approximately 12.2ha, with the overall red line area being
32.17ha. Phasing plans of the Proposed Development is available in CEMEX
Drawings 20-01/P2/ALWAS/6 (Stage 1-14).
Site Access
It is proposed that access to the Development is taken directly from the A513 along
the northern site frontage of the Application Site. Focus TP Drawing
J000121/SK101 to this report illustrates the proposed access junction. This
drawing identifies that it is proposed that the access is delivered in the form of a
priority controlled T-junction, noting that all HGV vehicles to/from the Proposed
Development would be required to turn left in/right out in accordance with a
routing strategy for the site (see paragraphs 3.3.3-3.3.4).
It is proposed that the access is achieved via the delivery of a 15m entry radii with
1 in 10 taper over 25m in accordance with the requirements set out in DMRD CD
123. A 10m exit radii is proposed which will act as a physical restriction to
reinforce the routing agreement which would prohibit operational HGVs from
turning left out of the site. A 7.3m wide haul road would be created to connect
the A513 with site plant.
Visibility suitable for access to a route operating with a 60mph speed limit, i.e.
2.4m x 215m, is achievable, as identified in Focus TP Drawing J000101/SK102.
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Such level of visibility is considered to be entirely appropriate, noting that the ATC
undertaking at the A513 has recorded 85th percentile speeds of 58mph in both
directions.
Phasing plans of the Proposed Development available in CEMEX Drawings 20-
01/P2/ALWAS/6 (Stage 1-14) identify that wheel wash facilities would be provided
close to the site access in order to minimise the transfer of dust and debris from
the site.
These plans also identify that 13 car parking spaces would be provided at the site
to accommodate staff and visitor demand. This level of car parking is appropriate
to accommodate the maximum number of staff anticipated to be on site at any
one time, taking account of shift changeover periods, with additional provision for
visitors.
Proposed Site Operation
Site Operation and Delivery Periods
It is proposed that aggregate exports would be undertaken between the hours of
07:30-18:00 Monday-Friday and 07:30-12:30 on Saturdays, whilst the concrete
plant / cement deliveries would typically operate between the hours of 07:00-
19:00. Soil stripping and sand extraction is not proposed to commence until 08:00
hours. Maintenance of plant and vehicles is proposed to be allowed from 07:30
every day and until 18:00 hours on Saturdays and 19:00 hours in the week.
Notwithstanding the above typical hours of operation, the applicant is seeking
planning permission for 24/7 operation of the concrete plant in order to -provide
operational flexibility, although in reality it is unlikely that any vehicle movements
would occur during the night time period.
Staffing of the Quarry Facility
It is estimated that the aggregates element of the Application Site would be
operated by 5 members of staff per day, covering the period 07:30-18:00.
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Additionally, 6 members of staff per day would be employed to work at the ready-
mix concrete plant, covering 2 shifts (3 staff per shift). In the unlikely event of
24/7 working, a third shift may be operated, which would be manned by an
additional 3 staff.
The above staffing levels are based upon current trends at other sites nationally,
and it is proposed that any such recruitment would be sourced from the local
employment population.
Shower, changing and drying facilities would be provided on-site.
HGV Routing
In order to support the operation of the development, it is proposed that
operational HGV traffic to / from the site would be required to observe appropriate
route corridors. This HGV routing strategy would restrict operational HGV
movements to/from the west of the site (i.e. via Kings Bromley), and instead
ensure that all operational HGVs route to/from the site via the A38 to the east.
Driver enforcement and adherence to this routing strategy would be secured via
good practice and enforcement procedures, and the applicant would be happy to
secure the routing section via a Section 106 Agreement with the Local Authority.
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4.0 KEY ASSESSMENT PARAMETERS
Assessment Time Periods
The review of daily background traffic levels derived from junction counts, as
outlined in Section 2 of this report, suggests that maximum background traffic
demand over the local highway network to the Application Site is experienced
during the AM peak period of 07:30-08:30 and PM peak period of 16:15-17:15.
Vehicle movements to/from quarry facilities generally tail off towards the end of
the day. Indeed, review of weighbridge records for CEMEX UK operated quarries
identifies that less than 5% of arrivals and 5% of departures occur during the period
16:00-17:00. Accordingly, no further assessment of the network peak of 16:15-
17:15 has been included within this Transport Assessment as quarry related traffic
impact during this period would be negligible. Instead, this Transport Assessment
focusses on the local highway network AM peak period (07:30-08:30), as well as
the development peak period of 14:00-15:00. Additionally, assessments have been
undertaken for the 12-hour period (07:00-19:00).
Future Year Traffic Growth Assumptions
It is anticipated that mineral extraction and concrete production at the Application
Site could commence late 2020 / early 2021. It is proposed that the site would be
operational for a 4-year period, and therefore mineral extraction and concrete
production would cease at the end of 2024. This Transport Assessment therefore
includes traffic flows for the following assessment years:
2021: representing likely first full ‘Opening Year’ of the development
2024: representing the ‘Final Year’ of the development
The consideration of such future year network conditions reflects good practice
set out in NPPF and ensures a robust assessment of future local network operation.
It is acknowledged that Highways England typically require assessments to be
undertaken for a time 10 years hence registration of the planning application at
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the earliest, however as the development would have ceased operation after 4
years, a 10-year assessment date has not been included.
Whist there would be a period of restoration at the site, no fill is proposed to
imported for such activities, and accordingly the traffic demand associated with
the restoration phase would be significantly less than the traffic demand
associated with the operational phase. It is not therefore considered necessary to
include an assessment of the restoration phase.
Guidance published by the DfT identifies that future estimates of traffic should be
made through the application of regional growth factors derived from the National
Transport Model (NTM). NTM forecasts give traffic growth by region, road type and
whether the area is built up or not. These forecasts are then adjusted by local
TEMPRO factors to reflect local traffic trends. In this case, the Lichfield 002 2011
Super Output Area has been utilised. Appendix TA2 provides the TEMPRO growth
factor outputs, whilst Table TA4.1 summarises the results.
Table TA4.1: TEMPRO Adjusted NTM Growth Factors 2019-2021 2019-2024
Weekday AM Peak 1.0229 1.0558
Weekday Inter Peak 1.0269 1.0685
Average Weekday 1.0240 1.0620
The TEMPRO adjusted NTM growth factors have been applied to the 2019 surveyed
traffic flows presented in Figures TA3a-e to produce the 2021 Opening Year and
2024 Final Year background traffic flows illustrated at Figures TA7(a-e) e& Figures
TA8(a-e) respectively.
Committed Development Traffic
A number of development schemes in the local area which have recently been
granted planning permission, but have not yet been developed, or for which
planning applications have been submitted have been identified. Accordingly, the
potential traffic generation associated with these schemes may not be included
within the traffic surveys that have been undertaken across the local highway
network to inform this Transport Assessment. Whilst some of the traffic demand
associated with these committed developments could reasonably be expected to
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be inherent within the general growth factors applied to background traffic (see
section 4.2 above), in order to ensure the most robust assessment of future year
network conditions, a review of the traffic demand associated with each of the
identified committed development scheme has been undertaken with specific
additional traffic levels applied ‘extra-over’ where appropriate. Those
developments which have been considered include:
Tarmac Alrewas Quarry – A scoping opinion was submitted to the Council in
early 2019 for an extension to the south of the quarry which is also a Preferred
Area in the minerals plan, and a Planning Application has been submitted at
the time of writing (Planning Application reference: L.19/09/817/MW). This
extension would be worked before the existing consented area is finished. It
has been assumed that extraction rates, vehicle numbers, etc. would be similar
to the existing site. Accordingly, the cumulative impact of the Tarmac Alrewas
Quarry is inherent within the recorded 2019 surveys which form the basis of the
assessment included in this report.
Additionally, Tarmac Aggregates Ltd submitted a Section 73 application in
March 2019 to “vary (not comply with) Conditions 11 (the quantity of exported
sand and gravel), 12 (the quantity of imported inert restoration material), 24
(the operating hours) and 38 (the number of HGV movements) of planning
permission L.14/03/817 MW at Alrewas Quarry, Croxall Road, Alrewas”
(Planning Application reference: L.19/03/817 MW). This application was
approved in November 2019, and permits an increase in output from the site
from 400,000 tpa to 600,000 tpa, with a potential further increase in output to
750,000 tpa if they win a contract to supply HS2. To ensure that progress of
restoration maintains pace with rates of extraction, the approval also permits
an increase the import of inert waste from 200,000 tpa to 250,000 tpa. Finally,
an increase in hours of operation are sought from 11 hours per day to 16 hours
per day.
This planning application was supported by a Transport Assessment prepared
by David Tucker Associates (report reference: SJT/AK 11017-03_TA_Final, 14th
February 2019). This document identifies that the scheme will result in 176
additional HGV movements across the day based on maximum operating
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conditions, assuming that the quarry serves HS2 as intended. Table TA4.2
below sets out the daily profile of additional vehicles anticipated as a result of
the changes in operation of the quarry under maximum operating conditions.
Table TA4.2: Additional Vehicle Movements Associated with Operation of Tarmac Alrewas Quarry (Planning Application: L.19/03/817 MW) – Maximum Operating Conditions
Arr Dep
00:00-01:00 0 0
01:00-02:00 0 0 02:00-03:00 0 0
03:00-04:00 0 0
04:00-05:00 0 0
05:00-06:00 0 0
06:00-07:00 4 4
07:00-08:00 4 4
08:00-09:00 4 4 09:00-10:00 4 4
10:00-11:00 4 4
11:00-12:00 4 4
12:00-13:00 4 4
13:00-14:00 4 4
14:00-15:00 4 4 15:00-16:00 4 4
16:00-17:00 4 4
17:00-18:00 4 4
18:00-19:00 4 4
19:00-20:00 4 4
20:00-21:00 4 4
21:00-22:00 4 4 22:00-23:00 0 0
23:00-00:00 0 0
12 Hour (07:00-19:00) 51 51
24 Hour 68 68
The supporting TA for the scheme identifies that “the majority of movements
are expected to be westbound on the A513 junction”. To ensure a robust
assessment, all trips have therefore been routed to the A513/A38 junction, and
assigned to the network at this location in accordance with the distribution
methodology adopted for the proposed Cemex Alrewas Quarry site (i.e. 90% of
operational HGV movements to/from the A38 south, and 10% of operational
HGV movements would route to/from the A38 north – see section 5.4 to this
report).
The resultant committed development traffic flows are set out in Figures
TA9a-e.
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Hanson Barton Quarry – A Planning Application was submitted in early 2018 for
a western extension to the Hanson Barton Quarry, which is located adjacent to
the A38 (Planning Application reference: ES.17/11/502 M). It is understood
that the application is in abeyance as further information has been requested.
A Transport Assessment was submitted in support of the application (Document
Reference: JPH/160808/Final, prepared by The Hurlstone Partnership). This
document identifies that the purpose of the western extension is to simply
enable material to be sourced from a different area of land to the west of the
existing quarry, noting that there would be not change to the existing operating
hours, access arrangements or vehicle movements. The document concludes:
“In practical day to day terms, as far as the local transport network is
concerned, there would be no change when compared to the existing,
ongoing activities. The proposed development would simply source the
sand and gravel from a different area of land to the west of the existing
quarry.
“Taking the foregoing into account, it is apparent that in transport and
highway terms, from a day to day perspective, the proposed development
would not result in highway conditions that cannot already take place
under the extant planning permission.”
Given that the Hanson Barton Quarry is currently operational, and that the
proposed extension scheme would not result in any changes to its operation, it
is evident that traffic flows associated with the application are inherent within
the recorded 2019 surveys which form the basis of this assessment.
Land off Hay End Lane, Fradley – a reserved matters application has recently
been submitted in respect of 250 residential dwellings at the outskirts of
Fradley, immediately to the west of the village (Planning Application
reference: 19/00555/REMM). The outline consent for this development
(Planning Application reference: 13/00633), consented the development of 250
dwellings and a public house, and was supported by a Transport Assessment
prepared by Phil Jones Associates (May 2013). This TA includes development
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February 2020 18
traffic flows for the traditional AM & PM peak periods only. Therefore, the
daily profile information for the public house included in the appendices of this
supporting document have been referenced in order to produce the traffic
flows for the assessment hours that are relevant to the Alrewas Quarry
Transport Assessment. Hourly profile information is not available for the
residential element of the scheme, and accordingly factors derived from a
representative sample of residential developments available in the TRICS Trip
Generation Database have been applied to the available AM & PM peak hour
Fradley residential development traffic demand estimates. Trips have been
distributed across the local highway network in accordance with the same
proportions adopted in the Phil Jones Associates TA. The resultant committed
development traffic flows are set out in the following figures:
• Figures TA10a-e - residential development of 250 dwellings
• Figures TA11a-e – public house development
HS2 – construction compounds associated with the delivery of HS2 are proposed
to be erected at various locations to the south / southwest of the Application
Site. From the available information from HS2, it is anticipated that the HS2
construction compounds could result in some additional movements along the
A38, but not along the A513 (save those associated with the above-mentioned
Tarmac Quarry increase and Application Site). It has not been possible to
calculate the exact level of additional vehicle movements that the H2S
construction compounds would generate at the A38, but it is important to
acknowledge that a proportion of such vehicle movements would be associated
with the Tarmac Quarry and Application Site. Furthermore, the addition of any
further traffic at this location would only water down the any impact that the
proposed new quarry would have at this location. There has therefore been no
further consideration of additional traffic associated with the HS2 construction
compounds.
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February 2020 19
Baseline Traffic Flows
Traffic flows associated with committed developments presented in Figures TA
9a-e, TA10a-e & TA11a-e have subsequently been added to the background traffic
flows to provide the following baseline ‘Do Nothing’ traffic flows.
Figures TA12a-e – 2021 Opening Year Baseline ‘Do Nothing’ Traffic Flows
Figures TA13a-e – 2024 Final Year Baseline ‘Do Nothing Traffic Flows
It is considered unlikely that 100% of the residential element of the Hay End Lane,
Fradley committed development scheme would be built out by the Proposed
Development opening year of 2021. Accordingly, 33% of the residential element of
the Hay End Lane Fradley committed development have been included within the
2021 baseline, and 100% within the 2024 baseline.
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February 2020 20
5.0 ANTICIPATED FUTURE DEVELOPMENT TRAFFIC
Core Development Trip Generation Assumptions
Estimates of anticipated operational traffic movements to/from the Proposed
Development have been calculated using a ‘first principles’ approach, based on
main site operating criteria such as anticipated site processing capacity, site
operating hours and anticipated input / export vehicle tonnages. Base information
and operating assumptions have been provided by the applicant (CEMEX UK) and
have been primarily developed via reference to recent operational experience of
similar quarry developments.
Whilst planning permission is sought for 24/7 operation for the concrete plant, it
is ultimately considered more likely that this element of the site would operation
07:00-19:00. Additionally, aggregate exports are likely to occur between the hours
of 07:30-18:00 Monday-Friday and 07:30-12:30 on Saturdays. For the purpose of
ensuring the consideration of the most robust highway network capacity
assessment, however, all HGV movements have been modelled as taking place
during key weekday period 07:30-18:00. Experience of operation of similar sites
identifies that the majority of vehicle movements would occur during this core
weekday period.
Based on the above, all development network impact assessment set out in this TA
report will focus on working weekday highway network operation, with no
operational traffic analysis work carried out for weekend periods.
Calculation of Predicted Average Daily Operational HGV Demand
Annual import/export materials to the Proposed Development are expected to be
as follows:
Cement imports: 41,000m3
Ready-mix concrete exports: 125,000m3
Aggregate exports: 50,000t
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February 2020 21
It is anticipated that these materials would be delivered and exported in 20t
payload vehicles. Such payload estimates have been derived from reference to
recorded operation at similar facilities.
Based on the robust approach of all inputs and exports occurring over 260
operational weekdays per year, this would suggest the potential for 170
movements per day at the facility (i.e. 85 in + 85 out), viz:
Cement imports: 1,540 loads/yr = 6 loads/day (6 in + 6 out)
Ready-mix concrete exports: 18,000 loads/yr = 69 loads/day (69 in + 69 out)
Aggregate exports: 2,500 loads/yr = 10 loads/day (10 in + 10 out)
Predicted Demand Profile Across the Day
Operational HGV Traffic
Typically quarry facilities only experience a relatively small proportion of the daily
operational traffic demand during the traditional weekday AM & PM ‘rush hour’
peak periods. In order to provide an indication of the likely daily demand profile
at the site, the hourly trip demand profile proportions for a similar site has been
referenced. This demand profile has been applied to the anticipated daily vehicle
movements, with the results set out in Table TA5.1 below. Review of this exercise
demonstrates that peak hour development HGV demand is predicted to occur
during the afternoon hour 14:00 – 15:00, when of the order of 30 vehicle
movements (15 in + 15 out) could be expected to take place. With reference to
the AM peak assessment hour of 07:30-08:30, the peak 08:00-09:00 operational
HGV estimates associated with the proposed development have been included to
ensure a robust assessment.
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Table TA5.1: Hourly Demand Profile of HGV Movements to / from the Proposed Development
Hour Beginning
%’age profile Alrewas Quarry Demand Profile
Arr Dep Arr Dep
07:00-08:00 9% 14% 7 12
08:00-09:00 12% 11% 10 9
09:00-10:00 14% 8% 12 7
10:00-11:00 6% 12% 5 10
11:00-12:00 9% 8% 8 7
12:00-13:00 11% 10% 10 9
13:00-14:00 11% 9% 9 8
14:00-15:00 16% 15% 14 13
15:00-16:00 7% 8% 6 7
16:00-17:00 4% 4% 4 3
17:00-18:00 1% 1% 1 1
TOTAL 100% 100% 85 85
Operational Staff / Visitor Traffic
The aggregates element of the Proposed Development would employ 5 members
of staff. In order to ensure a robust assessment, it has been assumed that every
member of staff drives to work, and that all would arrive in the AM peak assessment
hour of 07:30-08:30. Whilst the applicant is seeking planning permission for
aggregate operations to continue until 18:00 to allow site flexibility, operational
HGV movements at quarry sites typically tail off towards the end of the day, and
accordingly it has been assumed that aggregates staff would depart during the PM
peak hour of 17:00-18:00.
Whilst it is highly likely that the ready-mix concrete element of the Proposed
Development would operate 07:00-19:00, the applicant is seeking the potential to
operate on a 24/7 basis, which could result in up to 9 members of staff covering 3
* 8-hour shifts per day (likely to be 07:00-15:00, 15:00-23:00 & 23:00-07:00). This
worst-case scenario has therefore been included within this Transport Assessment.
It has been assumed that shift workers would arrive in the hour immediately
preceding the start of their shift, and depart in hour immediately following the
start of their shift.
In addition to these staff movements, it could be expected that some visitor
movements to/from the Proposed Development could take place during core day-
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February 2020 23
time periods, associated with the day-to-day operation of the facility, and that
staff may occasionally leave site during their lunch breaks. A number of ad-hoc
visitor/staff movements have therefore been included. Table TA5.2 below sets
out a summary of the anticipated combined weekday staff and visitor vehicle trip
demand associated with the application scheme. Review of this information
identifies that the site could be expected to generate of the order of 20 car trips
(11 in + 9 out) for the core weekday 12-hour period 07:00-19:00.
Table TA5.2: Staff Vehicle Demand Profile
Arr Dep
00:00-01:00 0 0
01:00-02:00 0 0
02:00-03:00 0 0
03:00-04:00 0 0
04:00-05:00 0 0
05:00-06:00 0 0
06:00-07:00 3 0
07:00-08:00 5 3
08:00-09:00 0 0
09:00-10:00 0 0
10:00-11:00 1 0
11:00-12:00 0 1
12:00-13:00 1 0
13:00-14:00 0 1
14:00-15:00 4 0
15:00-16:00 0 4
16:00-17:00 0 0
17:00-18:00 0 0
18:00-19:00 0 5
19:00-20:00 0 0
20:00-21:00 0 0
21:00-22:00 0 0
22:00-23:00 3 0
23:00-00:00 0 3
12 Hour (07:00-19:00) 11 9 24 Hour 17 17
With reference to the AM peak assessment hour of 07:30-08:30, the peak 07:00-
08:00 staff estimates associated with the proposed development have been
included to ensure a robust assessment.
Total Operational Site Traffic
Total operational site traffic is therefore as set out in Table TA5.3 below.
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February 2020 24
Table TA5.3 – Total Estimated Operational Traffic Movements
Hour Begin
85th Percentile Quarry Vehicle Movements
Arrival Departure Total Vehicles
LGV HGV LGV HGV
00:00-01:00 0 0 0 0 0
01:00-02:00 0 0 0 0 0
02:00-03:00 0 0 0 0 0
03:00-04:00 0 0 0 0 0 04:00-05:00 0 0 0 0 0
05:00-06:00 0 0 0 0 0
06:00-07:00 3 0 0 0 3
07:00-08:00 5 7 3 12 27
08:00-09:00 0 10 0 9 19 09:00-10:00 0 12 0 7 19 10:00-11:00 1 5 0 10 16 11:00-12:00 0 8 1 7 16 12:00-13:00 1 10 0 9 19 13:00-14:00 0 9 1 8 18 14:00-15:00 4 14 0 13 30 15:00-16:00 0 6 4 7 17 16:00-17:00 0 4 0 3 7 17:00-18:00 0 1 0 1 2 18:00-19:00 0 0 5 0 5 19:00-20:00 0 0 0 0 0 20:00-21:00 0 0 0 0 0 21:00-22:00 0 0 0 0 0 22:00-23:00 3 0 0 0 3 23:00-00:00 0 0 3 0 3
12 Hour (07:00-19:00) 11 85 14 85 195 24 Hour 17 85 17 85 204
Review of this table identifies a total two-way trip demand associated with the
Proposed Development of the order of 195 movements (96 in / 99 out) across the
core 12-hour daytime period 07:00-19:00. During the network AM peak hour of
07:00-08:00 site traffic equates to 27 two-way movements (12 in / 15 out).
Assignment of Development Traffic
As noted in Section 3 of this report, the Proposed Development is intended to
supply HS2 with ready-mix concrete. Indeed, ready-mix concrete will make up the
bulk of exports.
It has been identified in Section 3 to this report that an HGV routing strategy would
be implemented which would restrict operational HGV movements to/from the
west of the site (i.e. via Kings Bromley). All operational HGVs would therefore
route to/from the Proposed Development via the A38 to the east. Furthermore,
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February 2020 25
the HS2 route that the ready-mix concrete produced by the Proposed Development
would be supplying is south of the Application Site, whilst cement origins and
aggregate export locations would be driven by market forces. It has therefore
been assumed that 90% of operational HGV movements would route to/from the
A38 south (noting that ready-mix concrete loads make up the majority of
operational vehicle movements to/from the site), and 10% of operational HGV
movements would route to/from the A38 north.
Staff vehicle movements have been distributed in accordance with existing turning
proportions.
Figures TA14a-e & TA15a-e to this report therefore illustrate the anticipated
assignment of operational and staff quarry site traffic respectively.
Do Something Network Traffic Flows
On the basis of the above review of the anticipated trip generation of the proposed
quarry, and the consideration of future year background network traffic flows in
Section 4 of this Transport Assessment, the predicted 2021 Opening Year and 2024
Final Year Do Something traffic flows across the highway network have been
calculated and are illustrated at Figures TA16a-e & TA17a-e respectively.
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February 2020 26
6.0 ASSESSMENT OF ANTICIPATED DEVELOPMENT TRAFFIC IMPACT
Introduction
This section of the report considers the assessment of the operation of the
immediate local highway to the Application Site and the ability of this network to
accommodate the Proposed Development traffic flow movements, as predicted in
Section 5.
Paragraph 111 to the National Planning Policy Framework (NPPF) provides guidance
on the nature of development transport appraisal to be carried out to support new
development schemes and those key matters to be considered when determining
the suitability of proposals:
“All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed.”
Paragraph 108 states that in assessing specific applications for development, the
following should be ensured:
“appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;
safe and suitable access to the site can be achieved for all users; and any significant impacts from the development on the transport
network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”
Paragraph 109 to NPPF states:
“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.”
Paragraph 109 to the NPPF is considered to be of key importance in the context of
the review of the Proposed Development and the assessment of the operation of
the immediate local highway network. The NPPF clearly identifies that
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February 2020 27
development should only be refused in those cases where highways impact would
be ‘severe’ - which is typically understood to mean situations where development
is likely to result in a material detrimental step change in circumstances when
compared to predicted Baseline / ‘Do-Nothing’ conditions. Should the operational
effects as a consequence of development traffic be marginal in nature, then
highway authorities are directed not to seek to prohibit development on highways
and traffic grounds.
Whilst the NPPF does not seek to define the nature of what is considered to
represent a ‘severe’ impact, thereby allowing for some flexibility to reflect site
specific circumstances, it is clear that the guidance has the effect of setting a
‘high-bar’ for planning & highway authorities in terms of their ability to identify
and successfully sustain objections to planning applications on highways grounds.
The very nature of the wording of NPPF paragraph 109 inherently suggests that
some measure of highways impact must be viewed as being ‘acceptable’ and that
it is only when a ‘severe’ detrimental highways position is identified, that a refusal
of planning permission on such grounds is appropriate.
The following sections of this report consider the assessment of the operation of
the immediate highway network to the Application Site to determine the ability of
the network to accommodate the additional traffic flows associated with the
Proposed Development.
Assessment of the impact of the Proposed Development has been carried out
through the consideration of link impact assessment of the key local highway
network links of the A513, A38 slips and A38.
Link Flow Impact Assessment
It is considered that the key local highway network links of the A513, A38 slips and
A38 would experience the maximum link flow associated with the Proposed
Development, given that they accommodate all operational trips associated with
the scheme. Should link impact levels on these immediate sections of route prove
to lie within appropriate thresholds, it can reasonably be concluded that
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development traffic at more remote network locations would also be within
suitable thresholds.
Reference to Institution of Highways and Transportation (IHT) “Guidelines for
Traffic Impact Assessment” suggests that more detailed analysis of highway impact
and/or capacity improvements is only likely to be required where either:
Traffic to/from the development exceeds 10% of existing two-way traffic on
the adjoining highway; or,
Where traffic to/from the development exceeds 5% of the existing two-way
traffic flow on the adjoining highways at locations where traffic congestion
exists within the assessment period or in other sensitive locations.
Whilst this traditional assessment approach was reviewed and updated in the March
2007 DfT document “Guidelines for Transport Assessment”, this document was
itself withdrawn by the DfT in October 2014. Accordingly, in the absence of any
national or specific local guidance, and given that the local highway network to
the Application Site typically operates with reasonable levels of spare capacity, it
is considered that a 10% threshold would represent a reasonable initial contextual
guide as to the extent of development traffic operational impact on immediate
local routes.
The impact of the Proposed Development has been identified by considering the
predicted changes in traffic between the Baseline ‘Do-Nothing’ scenario and the
Baseline + Development ‘Do-Something’ case, which includes for the Proposed
Development traffic flows. Link flow operational assessments have been carried
out for the following routes:
A513 (immediately east of the site)
A513 (immediately west of the A38)
A38 northbound on slip
A38 northbound off slip
A38 southbound on slip
A38 southbound off slip
A38 (north of A513)
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A38 (south of A513)
It is considered that the review of changes in link flow at these locations ensures
for the most robust assessment of link impact, as these links are the closest to the
Application Site. It can be reasonably concluded that if traffic impact at these
locations falls within acceptable thresholds, impact at more distant locations
would also not be at a material level.
With regard to the assessment years, it should be noted that maximum proportional
impact generally occurs during the first full year of development opening, in this
case 2021. Beyond this point in time, background traffic levels typically increase,
with development traffic correspondingly comprising a smaller proportion of
overall traffic levels – consequently, the proportional impact of development
traffic effectively reduces over time. The percentage impact assessments set out
below have therefore been undertaken for the 2021 Opening Year.
Table TA6.1 below illustrates the calculated 2021 Opening Year Baseline traffic
flows for the key assessment time periods of 07:30-08:30, 14:00-15:00 and 07:00-
19:00, as determined through the methodology outlined in Section 4 of this report.
Tables TA6.2 illustrates the anticipated traffic flows associated with the Proposed
Development assigned across the network.
Table TA6.1 – 2021 Opening Year Baseline Network Traffic Flows Weekday 07:30-08:30 14:00-15:00 07:00-19:00
A513
A513 (W) 757 514 6494
A513 (E) 757 514 6494
A513/A38 NB Rbt
NB On slip 479 249 3481
A513 (E) 1111 642 9809
NB Off slip 177 190 2476
A513 (W) 1086 641 9529
A513/A38 SB Rbt
SB Off slip 389 254 3973
A513 (E) 1026 559 7966
SB On slip 492 265 3424
A513 (W) 1115 655 9846
A38 Link
A38 (N of A513) 5268 3828 49302
A38 (S of A513) 5064 3768 47678
(Two-way traffic flows)
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Table TA6.2 – Predicted Quarry Traffic Flows Weekday 07:30-08:30 14:00-15:00 07:00-19:00
A513
A513 (W) 5 2 10
A513 (E) 22 29 180
A513/A38 NB Rbt
NB On slip 1 1 10
A513 (E) 11 14 92
NB Off slip 9 13 78
A513 (W) 22 29 180
A513/A38 SB Rbt
SB Off slip 2 2 11
A513 (E) 1 1 4
SB On slip 8 12 78
A513 (W) 11 14 92
A38 Link
A38 (N of A513) 3 3 21
A38 (S of A513) 18 24 156
(Two-way traffic flows)
Based on the opening year and predicted development traffic flows outlined above,
Table TA6.3 below outlines the proportional link impact of the quarry across the
local highway network during the 2021 Opening Year.
Table TA6.3 – Proportional Link Impact of Proposed Development Traffic (2021 Opening Year)
Weekday 07:30-08:30 14:00-15:00 07:00-19:00
A513
A513 (W) 0.7% 0.4% 0.2%
A513 (E) 2.8% 5.3% 2.7%
A513/A38 NB Rbt
NB On slip 0.3% 0.5% 0.3%
A513 (E) 1.0% 2.2% 0.9%
NB Off slip 5.0% 6.4% 3.0%
A513 (W) 2.0% 4.3% 1.9%
A513/A38 SB Rbt
SB Off slip 0.4% 0.8% 0.3%
A513 (E) 0.1% 0.1% 0.0%
SB On slip 1.7% 4.2% 2.2%
A513 (W) 1.0% 2.1% 0.9%
A38 Link
A38 (N of A513) 0.1% 0.1% 0.0%
A38 (S of A513) 0.4% 0.6% 0.3%
Review of Table TA6.3 above identifies that the proportional link impact of the
Proposed Development is not anticipated to exceed 10% on the immediate local
network during any of the assessment periods. Indeed, development related traffic
during the assessed Opening Year of operation (2021) would give rise to a maximum
increase against background network traffic levels of just 6.4% at the A38
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February 2020 31
Northbound off slip during the 14:00-15:00 development peak period. The
increases experienced on this route is considered to result from the low levels of
traffic experienced on this slip road, i.e. less than 200 vehicle movements per
hour. Percentage impact on this slip during the AM and 12-hour periods is just 5.0%
and 3.0% respectively.
Percentage impact on the A513 during the AM, PM and 12hour peak periods would
typically remain below 5% during the 2021 Opening year. 5% is only exceeded at
the A513 east of the Application Site access during the 14:00-15:00 development
peak period, again likely to be the result of the low levels of traffic experienced
during this off-peak hour, which is circa 250 vehicles less than the AM and PM peak
hour.
Overall, it is concluded that the Development would be unlikely to result in a
discernible impact in terms of total traffic levels on the local highway network,
since increases in traffic are not anticipated to exceed 10% of baseline conditions.
Summary of Operational Impact
Following review of the proportional link impact arising as a result of the operation
of the Proposed Development, it is concluded that the Development would be
unlikely to give rise to any discernible level of impact.
On the basis of the above review it is considered that development related traffic
impact on the immediate local highway network is likely to be negligible and that,
as such, there should be no requirement for traffic related mitigation measures to
be implemented in order to deliver the Proposed Development.
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7.0 REVIEW OF TRAFFIC RELATED ENVIRONMENTAL EFFECTS
Introduction
Transport related environmental effects are typically associated with changes in
local development traffic, both in terms of the total numbers of vehicles and the
type of vehicles generated e.g. the proportion of larger HGV service vehicles. Key
impact types to be considered in traffic related environmental assessment are as
follows:
changes in development traffic impacting on prevailing highway safety
conditions, accident risk and network congestion and delay on key links in the
immediate vicinity of the Application Site and further afield;
changes in development traffic impacting on other local road network users
and the immediate community, resulting in a reduced amenity e.g. community
severance, pedestrian delay/intimidation, etc.;
changes in development traffic resulting in noise effects at
surrounding/frontage properties to key access road corridors; and
changes in development traffic and congestion resulting in local air quality
effects at key local network links and junctions.
Transport related environmental effects also vary over the different stages of the
development lifespan. Typically, a full assessment of such transport impacts
considers:
Construction Traffic Impact – i.e. the extent of additional vehicle movements
that would take place to/from the site during the construction phase.
Operational Traffic Impact – i.e. the day to day transport impact of the
operation of the Application Site associated with typical staff and visitor
traffic.
Restoration Traffic Impact – i.e. the vehicle movements associated with the
removal of site plant and importation of material for site restoration purposes.
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It should be noted that any environmental effects associated with construction
related traffic are only temporary in nature (occurring for the extent of the project
build period only) and are rarely constant over the full construction period.
Typically, construction traffic impact can vary greatly in scale depending upon the
main activities taking place on site on any particular day. Furthermore,
construction related traffic movements associated with the Proposed Development
would be limited. Indeed, daily vehicle movements associated with construction
would be less than day-to-day vehicle movements associated with the operational
phase. This chapter therefore provides no further assessment of the construction
phase.
Similarly to construction related traffic movements, any vehicle movements
associated with restoration are short-lived, and likely to be strictly limited.
Indeed, no fill is proposed to be imported to the site for restoration, with the
extraction areas restored to lakes with potential as agricultural reservoirs, created
with in-situ soils and clays. Any vehicle movements associated with restoration
would therefore be less than day-to-day vehicle movements associated with the
operational phase, and accordingly no further assessment of the restoration phase
is included within this chapter.
Assessment Methodology
The assessment of transport related environmental effects has been carried out
through the consideration of core network operational factors (junction/link
capacity, congestion and delay) and the potential for transport related
environmental impact (noise, air quality, severance, vulnerable users, etc.). The
detailed assessments of noise and air quality effects relating to traffic are included
in Chapters 7 and 8 of the Environmental Statement (ES) respectively.
The assessment of traffic related environmental effects for the proposed
development has been based upon a review of the anticipated change in network
traffic conditions arising from the Proposed Development.
With regard to the assessment years considered within this chapter, it should be
noted that maximum proportional impact generally occurs during the first full year
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of development opening, in this case 2021. Beyond this point in time, background
traffic levels typically increase, with development traffic correspondingly
comprising a smaller proportion of overall traffic levels – consequently, the
proportional impact of development traffic effectively reduces over time. This
approach of assessing the first full year of development opening is considered to
be in line with IEMA guidance, outlined further at Paragraph 7.3.7.
The potential highways and transport related environmental effects of the
Proposed Development have been assessed via reference to the methodology set
out in the Institute of Environmental Assessment (now Institute of Environmental
Management & Assessment - IEMA) document “Guidelines for the Environmental
Assessment of Road Traffic”. The IEMA guidelines have been prepared to inform
the environmental assessment of road traffic associated with development and are
designed to assist in the assessment of off-site traffic impacts. Alternative
guidelines and established procedures exist for the environmental assessment of
new road/highway infrastructure (as set out in Design Manual for Roads and
Bridges), however, such procedures are not considered to be directly relevant to
the case of the Proposed Development which would not involve new off-site road
construction.
Assessment Criteria
Reference to IEMA guidelines for the assessment of road traffic suggests the
following general rule of thumb when considering the initial appraisal or screening
of environmental effects and the identification of where more detailed analysis of
specific environmental effects might be required:
“Rule 1 - Include highway links where traffic flows will increase by more than 30% (or the number of heavy goods vehicles will increase by more than 30%) Rule 2 – Include any other specifically sensitive areas where traffic flows have increased by 10% or more”
With respect to Rule 1 (30% threshold), IEMA guidance notes that traffic forecasting
is not an exact science and that it is generally accepted that accuracies greater
than 10% are not achievable. Day-to-day variation of traffic on a route corridor is
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frequently at least some + or -10% of data recorded on a single survey date. The
IEMA guidelines therefore suggest that, at a basic level, projected changes in
traffic of less than 10% would create no discernible environmental impact.
IEMA guidance further notes that the most discernible environmental effects of
road traffic are considered to be noise/vibration, severance and pedestrian delay
& intimidation. In terms of these potential impacts, IEMA guidance states the
following:
In general, people are unable to perceive a change in noise nuisance for
variations in noise levels of less than 3dB(A) – to perceive such changes would
require a “doubling or halving in the level of traffic”;
At low flows, increases in traffic of around 30% can double the delay
experienced by pedestrians attempting to cross a road; and,
Severance (community disruption) and intimidation are much more sensitive to
traffic flow and DfT suggest 30%, 60% and 90% changes in traffic levels should
be considered as ‘slight’, ‘moderate’ and ‘substantial’ impacts respectively.
Other environmental effects (e.g. pollution, ecology, etc.) are less sensitive to
traffic flow changes and IEMA guidelines recommend that, as a starting point, a
30% change in traffic would represent a reasonable threshold for undertaking a
detailed highway link assessment of environmental conditions.
Guidance with respect to IEMA Rule 2 (10% threshold) identifies that the assessor
should consider the inclusion of any other locations or network links where a 10%
change in traffic demand is predicted in specific environmentally ‘sensitive’ areas.
Suggested locations highlighted in the IEMA guidelines which could be considered
to represent a sensitive receptor include accident blackspot locations,
conservation areas, hospitals, links with high pedestrian flows, etc. IEMA guidance
notes that it would not normally be appropriate to consider links where traffic
flows have changed by less than 10% unless there are significant changes in the
composition of traffic, e.g. a large increase in the number of heavy goods vehicles.
It is of key importance to note that the assessor is charged with using their
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professional judgement to determine the level of sensitivity of any location and
consequently whether further assessment of the environmental effects is necessary
in such cases.
With regard to the Proposed Development it is considered that the majority of the
highway network within the study area is not sensitive in nature, and should
therefore not be required to be considered against the Rule 2 threshold.
Key Considerations
Reference to the IEMA guidance document identifies a number of additional factors
which should be borne in mind by the assessor when considering the impact of
development. These additional considerations form a basis for ensuring that the
impact of development is assessed against the most appropriate baseline
conditions, giving due regard to the potential for other developments on the
network, and the effect of variations in background traffic levels over time. To
this end Paragraphs 3.12 and 3.13 of the guidance respectively state:
“3.12…It will also be necessary to make an assumption with regard to other proposed developments and forecasted changes in the highway network that could occur over the time period. These assumptions will need to be based on best judgement taken in consultation with the Local Planning Authority. Any changes in ambient environmental characteristics should also be taken into account.” “3.13 As stated previously, a traffic engineer may be principally interested in evaluating a situation when traffic flows are at their greatest. This may involve looking at a period some time in the future when traffic from the development is added to traffic flows on the surrounding network which has itself increased due to natural traffic growth. Such a situation clearly presents the critical traffic pattern, but the natural increase of traffic will generally have the effect of diluting the environmental impact of a development. The greatest environmental change will generally be when the development traffic is at the largest proportion of the total flow. It is therefore recommended that the environmental assessment should be undertaken at the year of opening of the development of the first full year of its operation.”
With the above considerations in mind, the approach adopted within this
assessment incorporates a detailed appraisal of future baseline traffic conditions,
having due regard for general background network traffic growth as well as
committed local development schemes. Additionally, the core assessments of the
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traffic related environmental effects are undertaken for the time periods of peak
development impact i.e. the first full year at which the development becomes
operational (2021). Accordingly, this assessment should provide a comprehensive
and robust appraisal of the traffic related environmental effects of the Proposed
Development.
Significance Criteria
The significance level attributed to each impact identified has been assessed based
upon the magnitude of change due to the delivery of the Proposed Development,
and the sensitivity of the affected receptor/receiving environment to change.
Magnitude of change and the sensitivity of the affected receptor and receiving
environment are both assessed on a scale of major, moderate, minor and negligible
as set out below.
The following terms have been used to define the significance of the impacts
identified:
Major impact: where the proposed development could be expected to have a
very substantial impact (either positive or negative) in traffic terms;
Moderate impact: where the proposed development could be expected to have
a noticeable impact (either positive or negative) in traffic terms;
Minor impact: where the proposed development could be expected to result in
a small, barely noticeable or ‘slight’ impact (either positive or negative) in
traffic terms;
Negligible: where no discernible impact is expected as a result of the proposed
development in traffic terms.
IEMA guidelines note that the consideration of significance is not a straightforward
process, and that certain environmental impacts are easier to quantify than others.
To that end the assessor is charged with using their professional judgement to
determine the relative significance of any identified change in traffic related
conditions. It should be noted, however, that the methodology outlined above
does provide some assistance in this regard; firstly, the Rule 1 and Rule 2 thresholds
assist in determining the overall significance of an identified change in traffic
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levels; secondly, for certain effects such as severance, guideline levels of change
are noted e.g. 30% being ‘slight’, 60% ‘moderate’ etc.
Impacts classified as Major are considered to be ‘Significant’ in EIA terms.
Typically changes in baseline traffic of less than 30% due to development are not
anticipated to result in readily perceived traffic related environmental effects.
In the event that a potentially material impact is identified at any sensitive
highway network location, the IEMA Guidelines set out a list of environmental
effects which should be assessed for their significance as part of a more detailed
appraisal of potential environmental impact. Definitions of each of the core
effects identified in the IEMA Guidelines are set out below along with explanatory
text relating to assessment criteria.
Pedestrian Delay: Delay occurring to pedestrians as a result of traffic demand
impacting upon their ability to cross the carriageway. The provision of crossing
facilities, the geometric characteristics of the road and the traffic volume,
speed and composition are all factors that can determine delay. The IEMA
Guidelines advise that quantitative thresholds should be avoided, with
professional judgement to be used in its place;
Pedestrian Amenity: The term pedestrian amenity is described broadly as the
relative pleasantness of a journey. It is considered to be affected by traffic
flow, speed and composition as well as footway width and the
separation/protection from traffic. It encompasses the overall relationship
between pedestrians and traffic. There are no commonly agreed thresholds
for quantifying the significance of changes, although the IEMA Guidelines
tentatively suggest that where the traffic flow (or its HGV component) doubles,
a significant effect is likely to arise;
Severance: The perceived division that can occur within a community when it
becomes separated by a major traffic artery. Severance is difficult to measure
and by its subjective nature is likely to vary between different groups within a
single community. In addition to the volume, composition and speed of traffic,
severance is also likely to be influenced by the geometric characteristics of a
road, the demand for movement across a road and the variety of land uses on
either side. In general terms, according to the IEMA Guidelines, changes in
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traffic flow of 30, 60 and 90% are regarded as producing ‘slight’, ‘moderate’
and ‘substantial’ changes in severance respectively;
Driver Delay: Delay generally occurs at junctions where there are opposing
movements and where vehicles are required to either give or receive priority.
Delay is only likely to be significant when demand exceeds or is approaching
capacity, i.e. the Ratio of Flow to Capacity (RFC) exceeds 0.85;
Road Safety: Assessments have incorporated a review of collision data and the
local circumstances prevailing, in particular traffic speed, flow and
composition as well as vehicle conflict and pedestrian activity. Professional
judgment is used to determine the significance of the effect;
Noise and Vibration: The environmental implications of noise and vibration
arising from changes in traffic flow;
Air Pollution & Dust and Dirt: The air quality effects of the Proposed
Development arising from traffic flow and the environmental implications of
dust and dirt being generated by the traffic movements.
Review of Changes in Overall Traffic Levels
As noted above, IEA guidelines identify two general ‘rule of thumb’ tests when
considering the initial appraisal or ‘screening’ of traffic related environmental
impact, with detailed environmental appraisal only likely to be considered
necessary when traffic exceeds the following thresholds:
Rule 1: Highway links where traffic flows will increase by more than 30%;
Rule 2: Include any other specifically sensitive areas where traffic flows have
increased by 10% or more.
In order to inform this assessment, analysis of the 12hr link flows on key routes
across the local highway network has been undertaken. As identified above this
link flow impact assessment has been undertaken for the development Opening
year of 2021, as the maximum proportional impact of the development on network
traffic levels would occur immediately after development completion. The
changes in two-way link flows over the local highway network have already been
considered in Section 6 of this TA and are summarised in Tables TA6.1-6.3. For
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information the changes in two-way link flow for the 2021 Opening Year 12-hour
period have been reproduced in Table TA7.1 below:
Table TA7.1: 2021 12Hr (07:00-19:00) Proportional Impact (All Vehicles) Weekday Total Development Traffic 2021 Baseline % Impact
A513
A513 (W) 10 6494 0.2%
A513 (E) 180 6494 2.7%
A513/A38 NB Rbt
NB On slip 10 3481 0.3%
A513 (E) 92 9809 0.9%
NB Off slip 78 2476 3.0%
A513 (W) 180 9529 1.9%
A513/A38 SB Rbt
SB Off slip 11 3973 0.3%
A513 (E) 4 7966 0.0%
SB On slip 78 3424 2.2%
A513 (W) 92 9846 0.9%
A38 Link
A38 (N of A513) 21 49302 0.0%
A38 (S of A513) 156 47678 0.3%
Review of daily link flows across the highway network, under typical operational
conditions, demonstrates that increases in two-way traffic flows as a consequence
of the Development would remain significantly below 30% over the core 12-hour
period for all links on the local highway network within the study area.
Accordingly, on the basis of the above review of increases in traffic flow, it can be
concluded that all of the assessed links would experience changes in flow well
below the IEMA Rule 1 screening threshold under typical operational conditions.
Based on the above review, it is concluded that the operational effects of the
Development would be negligible. There should therefore be no requirement to
consider the environmental effects of the Proposed Development in any greater
detail, nor should there be any requirement for mitigation measures to be
implemented.
Review of Changes in HGV Traffic Levels – Operational Phase
Despite the conclusions outlined above, in order to ensure the most robust
appraisal of traffic-related effects, an additional assessment has been undertaken
to specifically consider increases in HGV link flow across the core 12-hour daytime
period (07:00-19:00). This appraisal has been carried out on the same basis as that
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for the assessment of general traffic movements i.e. based on a comparison of
Development traffic levels against Baseline Do Nothing HGV traffic levels during
2022. The results of this additional assessment are presented in Table TA7.2
below:
Table TA7.2: 2021 12Hr (07:00-19:00) Proportional Impact (HGVs)
Weekday Total Development
Traffic 2021 Baseline % Impact
A513
A513 (W) 0 228 0.0%
A513 (E) 170 228 42.7%
A513/A38 NB Rbt
NB On slip 9 175 4.6%
A513 (E) 85 495 14.6%
NB Off slip 77 274 21.8%
A513 (W) 170 331 33.9%
A513/A38 SB Rbt
SB Off slip 9 192 4.2%
A513 (E) 0 609 0.0%
SB On slip 77 286 21.1%
A513 (W) 85 506 14.4%
A38 Link
A38 (N of A513) 17 6469 0.3%
A38 (S of A513) 153 6657 2.2%
Review of daily link flows across the highway network, under typical operational
conditions, demonstrates that increases in two-way HGV traffic flows as a
consequence of the Proposed Development would remain below the 30% threshold
across the core 12-hour period for the majority of links on the local highway
network within the study area, including the A38 slips and A38 mainline.
The 30% threshold is anticipated to be exceeded at the A513, for the sections
immediately east of the site access and immediately west of the A38, where 42.7%
and 33.9% increases in HGVs could be experienced respectively. This section of
route would accommodate all operational HGV traffic associated with the Proposed
Development. In practice, this percentage change relates to 170 additional HGV
movements over the 12-hour period, which is unlikely to generate a material
change in local traffic related environmental conditions on what is a busy
distributor road link, with a two-way flow of over 6,400 vehicles outside the
Application site and over 9,000 two-way vehicles at its connection to the A38. On
this basis, it is concluded that the impact of the Proposed Development traffic on
general environmental conditions on this link is unlikely to exceed negligible
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levels. Nevertheless, as a result of these high predicted changes in HGV demand
at the section of A513 between the site and the A38, a more detailed assessment
of key traffic related environmental criteria has been undertaken for this route,
with the results of this review set out in Table TA7.3 below.
Table TA7.3: Assessment of Key Traffic Related Environmental Criteria
Environmental Factor
Assessment of Issue Impact Level
Pedestrian Delay
The section of the A513 between the Application Site and A38 does not include any pedestrian infrastructure, reflecting the A513’s status as a rural distributor route. The quantum of pedestrian movements along this section of the A513 is therefore likely to be non-existent, and accordingly pedestrian delay would not be impacted by the Proposed Development.
Negligible Adverse
Pedestrian Amenity
As noted above, the level of pedestrian movements along this section of the A513 is likely to be strictly limited. It is therefore considered that the impact of the Proposed Development on pedestrian amenity on this section would be negligible.
Negligible Adverse
Severance
The route primarily operates as a distributor road and therefore does not serve any immediate frontage communities. Accordingly, it is not considered that the level of impact associated with severance on the A513 at this location would be negligible.
Negligible Adverse
Driver Delay
Assessments of link impact based on total development traffic have identified maximum increases of less than 5% on this section of the A513. With that in mind it is considered that the Proposed Development would not give rise to any issues of local traffic congestion or delay on this section of highway. Accordingly it is considered that the impact of the Proposed Development upon driver delay would be negligible.
Negligible Adverse
Road Safety
Review of historical accident data identifies no significant accident trends associated with this link, and no HGV related accidents recorded. Whilst any increase in traffic on a route could statistically increase the risk of accidents occurring, it is considered that development related HGV traffic would not unduly raise that risk beyond the norm. Accordingly it is considered that the impact of development related traffic on highway safety would be negligible.
Negligible Adverse
Air Pollution Air quality issues are considered in more detail in Chapter 8 of the ES. This assessment identifies that vehicles transporting mineral from the site would be sheeted in order to reduce the likelihood of dust emissions from road vehicles. The access road would be kept clean using hoses to ensure that dusty materials are not allowed to accumulate which could then dry and generate dust through wind or traffic movements. A wheel wash would be provided to prevent materials being carried onto the
Negligible Adverse
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highway by vehicles. A high standard of housekeeping would be maintained and any spillages that may give rise to dust emissions would be cleaned up promptly, normally using wet handling methods. A road sweeper would be used on a regular basis outside the site. Vehicle exhausts would be directed above the horizontal to prevent exhausts blowing onto road surfaces.
The chapter also includes an assessment of potential impacts associated with traffic movements has been conducted using the UK Highways Agency Design Manual for Roads and Bridges (DMRB) Air Quality Screening Method. The DMRB methodology facilitates the prediction of pollutant concentrations near to roads, as a result of vehicle emissions. According to the DMRB scoping methodology, detailed assessment is only required when daily traffic flows are likely to increase by more than 200 annual average daily Heavy-Duty Vehicles (HDV) movements along a section of road near any potentially sensitive receptor. The projected number of vehicle movements from the Application Site is well below this threshold and therefore no receptor would therefore receive an increase of 200 movements and the guidance therefore suggests that there would be no significant increases in nitrogen dioxide or PM10 to roadside receptors as a result. The assessment concludes that the dust impact risk is negligible and the overall magnitude of effect from the proposal is also negligible.
Noise & Vibration
Noise & Vibration issues are considered in more detail in Chapter 7 of the ES. This chapter assesses the impact of additional site vehicles on the A513 for daytime and night-time periods, and concludes that the changes in road traffic noise levels due to the development are negligible and as such the additional traffic on the A513 due to the development will not give rise to a likely significant effect.
Negligible Adverse
In summary it is considered that the increases in HGV traffic related movements,
as a result of the Proposed Development would have only a negligible adverse
effect upon the section of A513 between the application site and A38. These
effects are therefore not considered to be significant.
Mitigation
On the basis of the above review of traffic related environmental effects and
reference to IEMA guidelines, it has been concluded that traffic resulting from the
Proposed Development would not give rise to any significant effects in terms of
operational or environmental conditions over the local highway network when
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compared to the future year baseline position. Accordingly, it is considered that
impact of the Development would be negligible, and that there should be no
requirement to implement measures designed to mitigate the effects of traffic
associated with the Development.
Summary
With the above in mind it can therefore be concluded that the Development would
not give rise to any significant traffic related environmental effects.
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8.0 SUMMARY & CONCLUSIONS
Introduction
This Transport Assessment has been prepared by Focus Transport Planning on
behalf of CEMEX UK to consider highways and transport matters related to
proposals for Sand and Gravel extraction and the production of ready-mix concrete
to supply HS2 at land at Wychnor Estate (south) Orgreave, Alrewas, Staffordshire.
This report has been prepared in accordance with National Planning Policy
Guidance (NPPG), and supporting documents, with the purpose being to inform the
Local Planning and Highway Authority, Staffordshire County Council (SCC), of the
anticipated highways and transport matters associated with the Proposed
Development.
Site Location & Existing Conditions
Site Location
The application site is located 4.5m north-east of Lichfield, 1.2km west of Alrewas
and 2.1km south-east of Kings Bromley, and is bounded by Hay End Lane to the
west and Pyford Brook to the south. The A513 bounds the Application Site to the
immediate north, beyond which lies a National Grid Compressor Station and open
fields, with further open fields to the east. The Application Site itself represents
generally flat agricultural land.
The A513 is the key local route in the vicinity of the Application Site, and runs in
an east to west direction. The A513 provides access to King’s Bromley to the west,
and Alrewas to the east. In the immediate vicinity of the Application Site, the
A513 is a national speed limit route of circa 7.3m width. No footways are available
along the A513 in the vicinity of the Application Site.
Approximately 2km east of the Application Site, the A513 meets the A38(T) dual
carriageway at a grade-separated interchange, whereby slip roads to/from the
A38(T) carriageways terminate at two roundabouts (one either side of the A38(T).
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Observed Background Network Traffic
In order to inform this Transport Assessment, 24-hour fully classified traffic counts
were undertaken in September 2019 at the A513/A38(T) slip road roundabouts and
A38 (T) mainline (north of the A513). Additionally, ATCs were undertaken at the
A513 at the Application Site frontage.
Review of the recorded traffic flow information identifies that maximum hourly
two-way flow at the A513 in the vicinity of the Application Site occurs during the
PM peak hour of 16:00-17:00 when 772 vehicles were recorded. A similar level of
traffic was also recorded during the AM peak hour of 07:00-08:00 (740 two-way
vehicle movements). Total traffic flows on the A513 in vicinity of the Application
Site across the 12-hour daytime period total 6,342 two-way movements. HGV
composition of the link flow at the A513 was less than 5% across all study time
periods.
Review of Personal Injury Accident Data
Personal Injury Accident data (PIA) for the immediate local highway network has
been obtained from the Staffordshire safer roads website. Data has been obtained
for the most recently available five-year search period, in line with standard
practice, covering January 2014 – December 2018. The PIA search area covers the
section of the A513 between Hay End Lane to the east, and the A348(T) to the
west, including the A38(T) slip roads.
This data illustrates that during the 5-year search period, 16 personal injury
accidents have been recorded within the search area, 14 of which were classed as
slight, and 2 which were fatal. Detailed review of the accident data within the TA
has identified that the majority of recorded incidents within the study area are
spread across the local highway network links, with few clusters at junctions.
Overall, the majority of the incidents are entirely typical of the nature of the links
and junctions that comprise the highway network within the study area.
Therefore, there are no prevailing material highway safety issues within the
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vicinity of the Application Site which give rise to any demonstrable adverse safety
record.
Available Local Sustainable Transport Connections
The typical nature of quarry facilities is such that demand for sustainable travel
modes is often unlikely to be generated due to the nature of quarry material
transportation, which offers few realistic opportunities to utilise alternative
transport options to road haulage. In addition, there are no footways along the
A513. Cycling may, however, represent a potential sustainable option for staff
journeys to/from the Application Site, noting that a typical 5km cycle catchment
includes Kings Bromley to the west, Alrewas to the east and Fradley to the south.
Description of the Proposed Development
Proposed Development
The Proposed Development comprises sand and gravel extraction for the
production of ready-mix concrete at land south of the A513, west of Alrewas,
Staffordshire. The Proposed Development is intended to supply HS2 with 500,000
cubic metres of ready-mix concrete over a period of 4 years, intended to
commence late 2020 / early 2021.
It is proposed that access to the Development is taken directly from the A513 along
the northern site frontage of the Application Site. Visibility suitable for access to
a route operating with a 60mph speed limit, i.e. 2.4m x 215m, is achievable from
the proposed site access.
Proposed Site Operation
It is proposed that site operations are undertaken between the hours of 07:30-
18:00 Monday-Friday and 07:30-12:30 on Saturdays, other than the concrete plant
which is proposed to operate 24hours a day, 7 days a week. Strictly limited vehicle
movements would occur overnight.
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It is estimated that the site would be operated by up to 13 members of staff per
day.
In order to support the operation of the development, it is proposed that
operational HGV traffic to / from the site would be required to observe appropriate
route corridors. This HGV routing strategy would restrict operational HGV
movements to/from the west of the site (i.e. via Kings Bromley), and instead
ensure that all operational HGVs route to/from the site via the A38 to the east.
This could be secured by a Section 106 legal agreement if required.
Key Assessment Parameters
Assessment Time Periods
This Transport Assessment focusses on the local highway network AM peak period
(07:30-08:30), as well as the development peak period of 14:00-15:00.
Additionally, assessments have been undertaken for the 12-hour period (07:00-
19:00).
Future Year Traffic Growth Assumptions
It is anticipated that mineral extraction and concrete production at the Application
Site could commence late 2020 / early 2021. It is proposed that the site would be
operational for a 4-year period, and therefore mineral extraction and concrete
production would cease during 2024. This Transport Assessment has therefore
included 2021 and 2024 assessment years.
Estimates of future year traffic have been undertaken in line with current DfT
guidance – through the application of regional growth factors derived from the
National Transport Model (NTM). These forecasts suggest of the order of 2.5%
growth on the local highway network between the 2019 survey year and the 2021
year of anticipated site opening, and 6% for the 2019 to 2024 final year.
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Committed Development Traffic
A number of development schemes in the local area which have recently been
granted planning permission, but have not yet been developed, or for which
planning applications have been submitted, have been identified. Accordingly, the
potential traffic generation associated with these schemes may not be included
within the traffic surveys that have been undertaken across the local highway
network to inform this Transport Assessment.
It has been determined, however, through review of the submission documents,
that two of the identified committed development schemes (i.e. the extension of
Tarmac Alrewas Quarry and the extension of Hanson Barton Quarry), would not
result in any change to the local transport network when compared to existing
operations. Accordingly, it has been determined that the traffic flows associated
with these schemes are inherent within the recorded 2019 surveys.
Two further scheme has been identified (i.e. a section 73 application to vary an
extant consent at the Tarmac Alrewas Quarry, including an increase in export
materials and operating hours, and the development of 250 residential dwellings
and a public house at land off Hay End Lane, Fradley). Whilst some of the traffic
demand associated with this additional consented development could reasonably
be expected to be inherent within the general growth factors applied to
background traffic, in order to ensure the most robust assessment of future year
network conditions, specific additional traffic levels have been applied ‘extra-
over’.
Finally, traffic related with local HS2 construction compounds has been
considered. From the available information, it is anticipated that the HS2
construction compounds could result in some additional movements along the A38,
but not along the A513 (save those associated with the above-mentioned Tarmac
Quarry increase and the Application Site). It has not been possible to calculate the
exact level of additional vehicle movements that the H2S construction compounds
would generate at the A38, but it is important to acknowledge that a proportion
of such vehicle movements would be associated with the Tarmac Quarry and
Application Site. Furthermore, the addition of any further traffic at this location
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would only water down the any impact that the new quarry would have at this
location. There has therefore been no further consideration of additional traffic
associated with the HS2 construction compounds.
Traffic flows associated with committed development schemes have been
extracted from the Transport Assessment reports that was prepared to support the
respective planning applications where possible, and included within the baseline
position.
Anticipated Future Development Traffic
Core Development Trip Generation Assumptions
Estimates of anticipated operational traffic movements to/from the Proposed
Development have been calculated using a ‘first principles’ approach, based on
main site operating criteria such as anticipated site processing capacity, site
operating hours and anticipated input / export vehicle tonnages. Base information
and operating assumptions have been provided by the applicant (CEMEX UK) and
have been primarily developed via reference to recent operational experience of
similar quarry developments.
Predicted Operational Traffic
The assessment of operational HGV traffic has identified the potential for 170
movements per day at the facility (i.e. 85 in + 85 out). Additionally, up to 13 staff
per day could be employed at the site.
Including for staff traffic, the Proposed Development is anticipated to result in of
the order of 195 movements (96 in / 99 out) over the daytime period 07:00-19:00
Assignment of Development Traffic
An HGV routing strategy would be implemented which would restrict operational
HGV movements to/from the west of the site (i.e. via Kings Bromley). All
operational HGVs would therefore route to/from the Proposed Development via
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the A38 to the east. Furthermore, the HS2 route that the ready-mix concrete
produced by the Proposed Development would be supplying is south of the
Application Site, whilst cement origins and aggregate export locations would be
driven by market forces. It has therefore been assumed that 90% of operational
HGV movements would route to/from the A38 south (noting that ready-mix
concrete loads make up the majority of operational vehicle movements to/from
the site), and 10% of operational HGV movements would route to/from the A38
north.
Staff vehicle movements have been distributed in accordance with existing turning
proportions.
Assessment of Anticipated Development Traffic Impact
Assessment of the impact of the proposed development has been carried out
through the consideration of link impact and link capacity assessments of the key
local highway network to the site, comprising the following routes:
A513 (immediately east of the site)
A513 (immediately west of the A38)
A38 northbound on slip
A38 northbound off slip
A38 southbound on slip
A38 southbound off slip
A38 (north of A513)
A38 (south of A513)
Link Flow Impact
Review of the anticipated increase in traffic flows arising from the Proposed
Development has identified the proportional link impact is not anticipated to
exceed 10% on the immediate local network corridor during either the daytime
peak hours or across the full 12hour daytime period. Indeed, development related
traffic during the assessed “opening year” of operation (2021) would give rise to a
maximum increase against background network traffic levels of just 6.4% at the
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A38 Northbound off slip during the 14:00-15:00 development peak period.
Furthermore, it is important to note that any impact would be temporary in nature,
given that it is proposed that the development would be operational for a 4-year
period.
Impact Summary
It is therefore considered that development traffic related impact on the
immediate local highway network is likely to be negligible and that, as such, there
should be no requirement for traffic related mitigation measures to be
implemented in order to deliver the proposed development.
Traffic Related Environmental Assessment
Reference to IEMA screening guidelines would suggest that overall changes in
traffic flow over the immediate local network associated with the application
scheme (when compared to ‘Do-Nothing’) would not give rise to a material change
in environmental conditions. Indeed, when measured over both the core weekday
12hr (07:00-19:00) daytime period, increases in total baseline ‘Do-Nothing’ traffic
demand would remain at less than 5% across all links. Such changes in total flow
demand are therefore well below both IEMA Rule 1 & 2 screening thresholds
When considered in terms of changes in HGV flows only, the nature of surrounding
links and the relatively limited extent of local receptors suggests that local
development traffic related environmental effects would typically only be of a
‘negligible’ impact classification. It is ultimately concluded that such increases in
HGV traffic related movement as a result of the Proposed Development would not
be significant in environmental impact terms.
Summary
Based on the review of anticipated future operational highway conditions and
reference to appropriate guideline standards, it is concluded that the Proposed
Development would not result in a noticeable impact on operational or
environmental conditions over the local highway network. Moreover, it has been
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demonstrated that traffic levels associated with Proposed Development could be
accommodated on the local highway network, without any requirement for
improvements to existing network links or junctions.