jc bamford heavy products factory redevelopment, … application/614000/6148… · jcb heavy...

JC Bamford Heavy Products Factory

Redevelopment, Uttoxeter

Transport Assessment

Ref: 5911/FLH/001/01 October 2010 Checked and approved by ……………………………. Date ………………

JCB Heavy Products Factory Redevelopment, Uttoxeter, Transport Assessment

Sanderson Associates October 2010

JCB Heavy Products Factory



Volume 1

CONTENTS

1. INTRODUCTION____________________________________________ 4

2. EXISTING CONDITIONS _____________________________________ 7

3. PROPOSED DEVELOPMENT ________________________________ 12

4. TRIP GENERATION ________________________________________ 16

5. TRIP DISTRIBUTION _______________________________________ 21

6. TRIP ASSIGNMENT ________________________________________ 24

7. ASSESSMENT YEARS _____________________________________ 26

8. TRAFFIC IMPACT _________________________________________ 28

9. SAFETY REMEDIAL MEASURES _____________________________ 39

10. SUSTAINABLE TRANSPORT OPTIONS________________________ 41

11. SUMMARY AND CONCLUSIONS _____________________________ 48

Volume 2 Figures

Appendix A – Drawings

Volume 3

Appendix B – Background Documents

Appendix C – TRICS Output

Appendix D – Trip generation, Distribution and Assignment

Appendix E – Accident Data



Volume 4 Appendix F – Traffic Modelling

Appendix G – Walking and Cycling Distances

Appendix H – Public Transport



1. INTRODUCTION

1.1 Sanderson Associates have been appointed by JC Bamford

Excavators Limited (hereinafter referred to as JCB) to undertake a

Transport Assessment to support an outline planning application for

the redevelopment of the heavy products site at Pinfold Street,

Uttoxeter.

1.2 JCB seeks outline planning permission with access arrangements

included for detailed approval at the outline stage.

1.3 The site location is shown on drawing 5911/001 included in Appendix

A at the rear of this report.

1.4 JCB previously obtained planning consent to relocate the heavy

products factory to Waterloo Farm to the North of Uttoxeter Town

Centre. JCB have subsequently moved to this new site.

1.5 As part of the application to move the heavy products factory,

Highway Solutions Limited (HSL) were instructed by JCB to produce

a Transport Assessment for the site. The report, reference

HSL00695 dated 20 December 2004, contains considerable and

valuable data on current trip generations and distributions attributable

to the existing site. Data from this existing report is used throughout

this Transport Assessment.

1.6 The following mixed uses are proposed for this site:

• Employment

• Residential

• Food retail

• Primary Care Trust (PCT)



1.7 A Scoping Study (SS) document and Transport Assessment (TA)

rationale for the site has been produced by Sanderson Associates.

Both documents have been agreed with Staffordshire County Council

(SCC) officers on the 2nd August 2006 and 19th April 2007

respectively and form the basis of this TA.

1.8 Previous Transport Assessments were submitted by Sanderson

Associates in July 2007 and December 2008. After protracted

negotiations with SCC the content was agreed along with the

required level of contributions towards the off site highway works.

This Transport Assessment has been produced at the request of

Staffordshire County Council to include all the information agreed

during the previous negotiations and reflects the latest site layout.

This site layout differs from the previous one as a petrol filling station

is not included as part of the food retail development.

1.9 This Transport Assessment assesses the development for an

opening year of 2011. It was previously agreed with SCC that if

capacity problems are identified at the year of opening, the junctions

showing problems will need to be assessed in a future year. SCC

have requested that any roundabouts showing capacity problems

should be reassessed in 2016 with mitigation measures applied, and

any junctions with capacity problems should be reassessed in 2026

(the design year). These roundabout / junctions will only be

assessed for the peak period that shows capacity problems. Any

new junctions should also be assessed in both 2011 and 2026

regardless of any capacity problems in the opening year.

1.10 The scope of this TA is as follows:

• Existing conditions including accidents.

• Proposed development.

• Trip generation.

• Trip distribution and assignment.



• Traffic growth.

• Traffic impact.

• Safety remedial measures.

• Sustainable transport.

• Conclusions.



2. EXISTING CONDITIONS

2.1 The site has been allocated in East Staffordshire Borough Council’s

(ESBC) Local Plan 2006 - 2011 Policy UMAA6 (adopted 20 July

2006) for comprehensive development including:

i. Provision of town centre uses.

ii. Establishment of a linear park.

iii. Provision through the site for pedestrian and cycle routes including

new routes to the rail station.

2.2 The site is enclosed by the A518 Old Knotty Way, Bridge Street,

Hockley Road and Balance Street.

2.3 The site previously comprised the JCB heavy products factory,

offices and stock yard with a Gross Floor Area (GFA) of

approximately 8.5 hectares. The factory and associated buildings

have now been demolished and the site flattened.

2.4 The Trinity Road car park abuts Trinity Road on the North side with

the existing health centre adjacent. The Trinity Road Industrial Estate

is located adjacent to the previous location of the heavy products

factory and comprises of a number of small industrial units.

2.5 The site is enclosed to the south by the East-West rail line. Two ‘at

grade’ level crossings exist near the site on Hockley Road and

Pinfold Street.



2.6 Accesses

2.6.1 Pinfold Street

2.6.1.1 Pinfold Street was used as the staff, visitor and contractor access to

the factory and offices. The junction onto Balance Street is a priority

junction. Car parking was provided within the factory site but used to

overspill onto Pinfold Street creating problems for manoeuvring,

reducing the effective carriageway width and restricting visibility.

2.1.1.2 When accessing Pinfold Street, employee, visitor and contractor

traffic had to negotiate high density residential streets and

commercial properties with its associated on-street car parking.

2.6.2 Hockley Road

2.6.2.1 Hockley Road was used for deliveries and despatch of pre-delivery

machinery. The site access junction is a priority junction onto Hockley

Road.

2.6.2.2 On-street parking to a small number of dwellings exists opposite the

site access, being most acute to the north.

2.6.3 Trinity Road

2.6.3.1 Two factory accesses existed on Trinity Road together with a stock

yard. One access was approximately 50 metres from the Trinity

Road/Bridge Street junction and was used to receive pre-delivery

machines that were despatched following testing and finishing. The

stock yard held machinery that was awaiting despatch.

2.6.3.2 The second access was located at the end of Trinity Road and was

used to despatch waste material from the factory. The junction onto

Bridge Street is a priority junction.



2.7 Traffic Surveys

2.7.1. JCB previously supplied information on its shift patterns, employee

numbers and commercial vehicle movements (see HSL00695 TA

dated 20 December 2004). The daily traffic previously found to be

attributable to the factory is as follows:

• 342 employees;

• 20 visitors;

• 8 contractor visits;

• 54 heavy goods deliveries; and

• 30 heavy goods despatches.

2.7.2 At the site when the information was provided, the staff numbers

were greater due to staff increases (528 employees) although

constrained by the factory’s current capacity. Using the previously

supplied data in the HSL TA means that the assessment is extremely

robust in terms of considering nett trips attributable to the site.

2.7.3 Traffic surveys were carried out by HSL in November 2004 around

the site to ascertain the traffic attributable to the factory. These

counts have been used to calculate the nett trips on a zone by zone

basis in Section 4.

2.8 Traffic Conditions

2.8.1 The HSL TA states that ‘the factory generates in the region of 85

Heavy Goods Vehicles (HGV) movements a day in addition to 370

person trips. The HGV movements are currently creating problems in

the vicinity of the site and surrounding highway network’.

2.8.2 Sanderson Associates identified that further surveys were necessary

to assess the impact on the local road network. The following

junctions were identified for assessment:



i. A518 Stafford Road/Old Knotty Way roundabout;

ii. A518 Bridge Street roundabout;

iii. A518 Bridge Street/Town Meadows Way/Brookside Road

roundabout;

iv. Trinity Road/Bridge Street; and

v. Balance Street/Hockley Road.

2.8.3 The respective traffic surveys were undertaken on the 14 June 2006

and have previously been supplied.

2.8.4 Following the scoping meeting between Sanderson Associates and

SCC, SCC stipulated that other neighbouring junctions would also

have to be assessed in the TA. The following junctions were

requested:

vi. Hockley Road/Oldfields Road;

vii. Stone Road/Smithfield Road;

viii. Smithfield Road/High Street;

ix. Silver Street/Dove Bank;

x. Dove Bank/Town Meadows Way; and

xi. Market Place/Bridge Street.

2.8.5 Traffic surveys for these additional junctions were not available from

either JCB or SCC but it was agreed that traffic survey data taken

from recently submitted TA’s would be acceptable. SA approached

the copyright holders of such TA’s and permission was granted to

use their traffic surveys dating from December 2004 and February

2005. These surveys have been used in the assessment and have

previously been supplied.



2.8.6 The new and existing traffic surveys, JCB data and TRICS database

identified the following assessment periods:

• Weekday morning peak (0800 – 0900 hours);

• Friday evening peak (1700 – 1800 hours); and

• Saturday midday peak (1200 – 1300 hours).

2.9 Vehicle Speeds

2.9.1 Speed limits in and around the former factory site are 30 miles per

hour (mph) with a 40 mph limit in force on the A512 Old Knotty Way.

2.9.2 85th percentile wet weather speeds have been assessed on both

Hockley Road and Bridge Street and are recorded as follows:

Hockley Road : Northbound – 27 mph;

Southbound – 24 mph;

Bridge Street : Northbound – 23 mph;

Southbound – 22 mph;

2.9.3 The Personal Injury Accident record has been obtained from SCC

and is presented in Appendix E. The assessment of the road safety is

shown in Section 9 of this TA.



3. PROPOSED DEVELOPMENT

3.1 Context

3.1.1 With regard to the development mix across the site, consideration

has been made to the Zone Masterplan and indicative layout

submitted with the application. Regarding the residential element, the

application does not determine the mix of house types, this being a

matter to be determined at a later stage. The mix of housing used for

the TA represents an achievable configuration of development that

optimises density and which from a traffic perspective represents a

worst case scenario having regard to the constraints of the site.

3.1.2 Exact details regarding the PCT building are not currently known.

Experience and research undertaken by Sanderson Associates in

relation to Trust ‘LIFT’ programs suggests that a floor space of

3,100m² could accommodate up to four Doctors.

3.1.3 The predicted year of opening with full occupation is 2011.

3.2 Detail

3.2.1 The range of uses considered for the site referred to in paragraph 1.6

above has been refined as the application has been prepared. The

application now seeks planning permission for a range of mixed uses

comprising:

• up to 257 residential units;

• up to 4,200 m2 food retail ;

• up to 5,000 m2 offices; and

• PCT building



3.2.2 The site is divided into Zones 1 to 4 as shown on

McDowell+Benedetti’s development zoning plan included in Appendix

A dated June 2010. The zones are allocated as follows:-

• Zone 1 – Residential

• Zone 2 – Food Retail, PCT and 15% of the total B1 office

space

• Zone 3 – Landscaping / Town Park

• Zone 4 – 85% total B1 office space

3.2.3 The Masterplan fixes the configuration of land uses, identifying

distinct zones within the site with prescribed land uses which may be

permitted within each zone.

3.2.4 In order to produce appropriate traffic models of the site, indicative

splits on the residential and B1 office uses must be developed. This

non-prejudicial illustration facilitates the traffic generation on a zone-

by-zone basis and is merely developed on an available gross

floorspace basis. Based on the above, the following is used in

Section 4:

• Zone 1 – 100% Residential

• Zone 2 – 100% Total Food Retail, 100% total PCT, 15% total

B1 office

• Zone 3 – Landscaping

• Zone 4 – 85% Total B1 Office



3.3 Access

3.3.1 Access to the zones will be taken from various points, namely

Hockley Road, Pinfold Street, Trinity Road and Old Knotty Way. Each

Zone shall be accessed thus:

• Zone 1 – Hockley Road and Pinfold Street/Balance Street

• Zone 2 – Trinity Road

• Zone 3 – N/A

• Zone 4 – Old Knotty Way.

3.3.2 Whilst the McDowell + Benedetti indicative layout states that existing

access from Hockley Road has been maintained adjacent to 57

Hockley Road, any vehicle access will be for the residents of 57

Hockley Road only. This will be enforced through the use of

retractable bollards or similar to be agreed with SCC. No through

vehicular access to the development will be provided through this

point.

3.4 Car Parking Provision

3.4.1 The Uttoxeter Town Centre Parking Strategy dated 10 July 2006 has

been obtained from ESBC and SCC’s “Local Transport Plan – A

Policy Framework for Parking” document also. Both documents have

been reviewed on this issue.

3.4.2 In Appendix 3 of the framework document, the maximum number of

spaces for the food retail use is 1 per 15m2, i.e. 280, for the East

Staffordshire Borough. It is proposed that 200 parking spaces are

provided which is significantly less than the maximum permitted.

3.4.3 Appendix 3 for the East Staffordshire Borough states that 1 space

per 25m2 as a maximum should be used for the B1 use equating to

200. Up to 200 spaces are proposed to be provided in Zone 4.



3.4.4. Parking details for the PCT and residential uses are to be decided at

a later stage.

3.4.5 In keeping with Policy UMAA6, the site will include suitable and

adequate provision for pedal and motor cyclists.

3.5 Access to Retail Car Park

3.5.1 The access to the retail car park and service area has previously

been agreed with SCC.

3.5.2 Track runs were produced showing the movements into and out of

the access. Drawing 5911/011 shows that these movements can be

accommodated.

3.6 Benefits

3.6.1 The proposed development offers several key benefits. These may

be summarised as follows:

i. The removal of HGV movements will significantly improve

pedestrian/vehicular safety in the area and in Uttoxeter in

general.

ii. The opening of Picknall Brook and the development of Bamford

Park, reinforcing connections into and through the site to the

town.

iii. Facilitating access and permeability across and through the site.

iv. Improving pedestrian amenity along Trinity Road.

v. Improving pedestrian and cyclist amenity on Old Knotty Way.

vi. Due to its extremely close proximity to the town centre and

associated transport facilities (bus/rail stations), abundant

sustainable transport opportunities will be created in comparison

to the current site use.



4. TRIP GENERATION

4.1 Detailed discussions have taken place between Sanderson

Associates and SCC regarding the trip generation attributable to the

proposed site. SCC has required that the trip generation is calculated

per zone on an individual, additive basis, i.e. each class assessed on

its own and summed. This is contrary to research published in TRICS

Research Report 05/1 that states that cross visitation at mixed use

sites can reduce total trips. However, the additive approach provides

the most robust assessment possible.

4.2 SCC also requires the use of the TRICS database as the method for

derivation of the trips attributable to the site. SCC requires that 85th

percentile rates are also used. The full TRICS output is shown in

Appendix C.

4.3 The trip rates have been chosen in accordance with SCC’s

requirements. All trip rates presented have been agreed with SCC as

part of the TA rationale process. However, little consideration has

been made for linked trips within the site and Sanderson Associates

therefore considers this to be an absolute worst case scenario. The

trip rates used within this report are the same as those used in the

previous submissions with the exception of the food store which has

been revised to remove the petrol filling station that was included

under the previous submissions.

4.4 As the trip rate for housing has previously been agreed with SCC it

has been kept the same for this assessment. The split of house

types is outlined in the Design and Access Statement prepared by

McDowell + Benedetti. The previous trip rates were for mixed

housing which made an allowance for apartments, however there are

no apartments proposed as part of this development. A comparison

of trip rates between ‘mixed’ and ‘houses privately owned’ has shown



that the ‘mixed’ trip rates are slightly higher therefore this trip rate is

considered to provide a robust assessment for this housing mix.

4.5 Tables 4.1, 4.2 and 4.3 below summarise the agreed trip rates for

use in the assessment.

85th Percentile Trip Rate Use Trips per

Arrivals Departures 2 Way

Housing Unit 0.189 0.621 0.810

B1 office* 100 m2 GFA 2.093 0.284 2.377

Food retail 100 m2 GFA 4.700 4.141 8.841

Primary Care Trust Doctor 7.429 3.625 11.054

Table 4.1: Weekday AM peak (0800 – 0900 hrs) trip rates used in

assessment.

85th Percentile Trip Rate

Use Trips per Arrivals Departures 2 Way

Housing Unit 0.573 0.321 0.894

B1 office* 100 m2 GFA 0.344 1.622 1.966

Food retail 100 m2 GFA 9.280 9.880 19.160


Table 4.2: Friday PM peak (1700 – 1800 hrs) trip rates used in

assessment.

85th Percentile Trip Rate Use Trips per


Housing Unit 0.354 0.323 0.677

B1 office* 100 m2 GFA 0.000 0.000 0.000

Food retail 100 m2 GFA 8.348 8.739 17.087


Table 4.3: Saturday midday peak (1200 – 1300 hrs) trip rates

used in assessment.

* - Average rates as agreed with and suggested by Staffordshire County

Council.



4.6 Tables 4.4, 4.5 and 4.6 below summarise the agreed trips for use in the

assessment.

85th Percentile Trip Rate

Use Arrivals Departures 2 Way

Housing 49 160 208

B1 office 105 14 119

Food retail 197 174 371

Primary Care Trust 15 7 22

Table 4.4: Weekday AM peak (0800 – 0900 hrs) trips used in

assessment.

85th Percentile Trip Rate Use


Housing 147 82 230

B1 office 17 81 98



Table 4.5: Friday PM peak (1700 – 1800 hrs) trips used in

assessment.

85th Percentile Trip Rate Use


Housing 91 83 174

B1 office 0 0 0



Table 4.6: Saturday midday peak (1200 – 1300 hrs) trips used in

assessment



4.7 The overall trips attributable to each zone for each assessment

period are shown in tables 4.7-4.9 below.

Trips per zone Arrivals Departures

Zone 1 residential 49 160

Zone 2 Food Retail, PCT

and B1 office

228

183

Zone 3 - -

Zone 4 B1 Office 89 12

Table 4.7 Trips used in Assessment – AM peak



Zone 2 Food, PCT and

B1 office

408

442

Zone 3 - -


Table 4.8 Trips used in Assessment - PM peak



Zone 2 Food, PCT and

B1 office

351

367

Zone 3 - -


Table 4.9 Trips used in Assessment – Sat peak

4.8 To derive the nett trips attributable to the site, the existing factory

trips must be subtracted from the trip generation. On a Zone basis

and by period assessed, Table 4.10 summarises the data previously

supplied by JCB in HSL TA 00695.



Weekday AM Peak

(0800 – 0900)

Friday PM Peak

(1700 – 1800)

Saturday Midday

Peak (1200 – 1300)

Zone

Arrivals Departures Arrivals Departures Arrivals Departures

1 29 30 16 157 0 0

2 3 4 0 0 0 0

3 - - - - - -

4 0 0 0 0 0 0

Totals 32** 34 16 157** 0 0

Table 4.10: Existing trips attributable to factory

** - Please note that due to shift patterns, trips are not reciprocal for the

peak hours, i.e. what arrives does not necessarily depart in the next

assessment period.

4.9 In order to clearly show the steps undertaken during the trip

generation calculations, figures 1-3 show the base turning counts

with an adjustment for the relocation of the JCB heavy products

factory as shown on figures 4 and 5 and summarised above in table

4.10.

4.10 The above figures have been reproduced from the previous reports

and have been growthed to 2011. The 2011 base figures are shown

figures 6-7.



5. TRIP DISTRIBUTION

5.1 The current trip distribution of Uttoxeter town centre is complex. The

trip distribution for the proposed site is equally complex given the

disparate nature of the trip generation. To produce the series of trip

distributions required, the following sophisticated data sources have

been used as agreed with SCC:

i. Office of National Statistics (ONS) 2001 Census Origin and

Destination Ward data.

ii. Alyn Nicholls & Associates’ Retail Impact Assessment (RIA) dated

January 2007 (Retail Assessment Study Area Figure; Table 8;

and Table 23)

iii. TRICS Research Report 95/2.

iv. JCB previously supplied data (Figure G1 of HSL TA HSL00695).

5.2 Alyn Nicholls & Associates’ RIA is not a trip distribution but a value

(expenditure based) distribution. However, the RIA considers trading

impact and percentage transfer from competing centres which is

extremely useful in identifying transfer trips. Therefore, in conjunction

with the RIA, the findings from TRICS Research Report 95/2 have

been used as the basis in the discussions between Sanderson

Associates and SCC over trip types. The agreed trip type

percentages are:

• New trips – 9%.

• Transfer trips – 71%.

• Pass-by & diverted – 20% (combined due to the absence of

primary data on non-primary diverted trips as recommended by

Shaw cited in TRICS Research Report 95/2 section 2.8).



5.3 The 2001 census ward data contains significant elements of the trip

distribution of the existing site. Following the closure of the factory,

JCB propose to transfer to the new factory north of the town.

Therefore, the data used must reflect this. The overwhelming majority

of trips to JCB (Town ward) reside within East Staffordshire Borough

(2929 people, 62.2%). On the HSL TA basis that 342 people are

employed at the site this equates to 11.6% of Town ward that will

relocate to the new factory. This value is pessimistic given the natural

spread of trips but extremely robust in terms of identifying worst case

impact on the immediate local road network. Therefore it is used as

the modifier to the local trip distribution overcoming the problem of

ignoring the significant impact of relocation and any ‘double-counting’

that may follow.

5.4 Regarding the food retail element, the new trips have been

distributed in accordance with Table 8 of Alyn Nicholls & Associates’

RIA (Appendix B). The transfer trips are assigned in accordance with

the competitors identified in the RIA’s Table 23 column ‘Current

Proposal Impact’. For arithmetic reasons, each impact has been

factored by 1.08 to give 100% of the transferred trips. Pass-by and

diverted trips have current, fixed distributions by definition, i.e. non-

primary trips that retain their origin and destination.

5.5 Regarding the residential element, it is assumed that all residential

trips are primary new trips distributed in accordance with the ONS

2001 census ward data.

5.6 The ONS 2001 census ward data has been used to develop the trip

distribution for the B1 office use.

5.7 The trips to the PCT have been agreed as 65% new and 35% linked

on-site given the nearby residential and food retail uses. The new

trips have been distributed in accordance with the ONS 2001 census

ward data.



5.8 Using the methodology above, the trip distribution is presented in

Appendix D. The following figures summarise the element trip

distribution:

i. Figure 2 – JCB existing trip distribution.

ii. Figure 3 – Food retail trade draw.

iii. Figure 4 – Work based trip distribution.



6. TRIP ASSIGNMENT

6.1 The new, transferred, pass-by and diverted trips have been assigned

using the methodology that drivers will use the quickest route

available inter-reliant on road type and perceived conditions.

6.2 High Street has been closed in the vicinity of the site, therefore all

traffic that previously was routed along High Street has been

assigned using an alternative route. SCC also confirmed that due to

plans to pedestrianise a stretch of Market Street, traffic will only be

able to turn right in/left out of the Pinfold Street access.

6.3 On a zone by zone basis, Table 6.1 shows the identified routes:

Origin Destination Assignment

Zone 1 A50 (W/B) Hockley Road – Stone Road – New Street

– Smithfield Road - Ashbourne Road

Zone 1 A50 (E/B)

Hockley Road – Stone Road – New Street

– Smithfield Road – Bradley Street – Dove

Bank – Derby Road

Zone 1 Stafford Hockley Road – Stafford Road

Zone 1 Draycott in the Clay Hockley Road – Old Knotty Way –

Highwood Road

Zone 2 A50 (W/B) Trinity Road – Bridge Street – Silver Street

– Ashbourne Road

Zone 2 A50 (E/B) Trinity Road – Bridge Street - Town

Meadows Way – Derby Road

Zone 2 Stafford Trinity Road – Bridge Street – Town


Zone 2 Stafford Trinity Road – Bridge Street – Old Knotty

Way – Stafford Road

Zone 4 Draycott in the Clay Trinity Road – Bridge Street - Highwood

Road

Zone 4 A50 (W/B) Old Knotty Way – Bridge Street – Silver

Street – Ashbourne Road



Zone 4 A50 (E/B) Old Knotty Way – Bridge Street – Town


Zone 4 Stafford Old Knotty Way – Bridge Street – Town


Zone 4 Draycott in the Clay Old Knotty Way – Stafford Road

Table 6.1: Trip assignment used in assessment.

6.4 Figures 9-11 show the total generated trip assignment incorporating

the new, transfer, pass-by and diverted trips.

6.5 Figures 12-14 show the proposed traffic movements for the AM, PM

and Saturday peak periods for 2011.

6.6 Figure 15 shows the total proposed traffic movements for the 2016

PM peak with figures 16-18 showing the same information for all

peaks in 2026.



7. ASSESSMENT YEARS

7.1 The predicted year of opening with full occupation is 2011. As

required and agreed by SCC, the opening year is used plus five

years as the design year for any roundabouts with capacity problems,

with opening year plus fifteen years used as the design year for all

other junctions.

7.2 Growth factors have been generated utilising the latest version of

TEMPRO adjusted against Table AF08 of the Department for

Transport’s National Traffic Model, as per the latest guidance

contained within DfT WebTag Unit 3.9.5. These have been used to

forecast the base traffic flows for a year of 2011 and design years of

2016 and 2026. The Growth factors used are indicated in the table

below. 2009 base traffic flows have been obtained from Sanderson

Associates Transport Assessment submitted in December 2008.

(report ref: 5216/FLM/001/01).

2009-2011 2009-2016 2010-2026 Weekday AM 1.027 1.135 1.205 Weekday AM 1.030 1.139 1.211

Saturday 1.032 1.142 1.219

7.3 It is likely that the development will experience capacity restraint in

the form of parking and accommodation that lends itself to zero

factoring in the design year. For instance, for growth to continue

suggests overtrading at the food retail superstore and that housing

levels increase past those that will be constructed. This assertion is

supported further by the following:

1. The information contained in TRICS Research Report 05/1

concerning parking, trip levels and cross visitation.

2. The use of 85th percentile trip rates.

3. The additive approach discussed in Section 4.4.



7.4 Therefore, whilst all other network traffic is factored by the respective

growth factors, development related traffic is not factored.



8. TRAFFIC IMPACT

8.1 Methodology

8.1.1 The Town Centre network traffic figures provide the basis of the

assessment.

8.1.2 In order to derive meaningful assessments, the methodology used in the

impact assessment focuses upon the impact attributable to the

development on a ‘key route’ basis, i.e. those junctions identified through

distribution and assignment that will experience increases in total flow.

The following junctions are assessed:

i. Town Meadows Way / Brookside roundabout;

ii. Bridge Street / Highwood Road roundabout;

iii. Old Knotty Way / Stafford Road roundabout;

iv. Trinity Road / Bridge Street;

v. Old Knotty Way new access;

8.1.3 It is required by SCC that if capacity problems are identified at the

existing junctions in the base year of 2011, further assessment will be

conducted for the design year 2016 for roundabouts and 2026 for other

junctions. Mitigation measures must be implemented that will be

sufficient for this scenario. The improved and new junctions (Hockley

Road, Old Knotty Way and Trinity Road / Bridge Street) will be tested in

the base and design years.



8.1.4 The capacity thresholds adopted are as follows:

• Priority and roundabouts = 85% Ratio of Flow to Capacity (RFC); and

• Traffic signals = 90% degree of saturation.

8.1.5 The threshold values are consistent with established practice and

represent 5 out of every 6 statistical cases. Values that exceed these

thresholds are shown bold.

8.2 Methods

8.2.1 Based on paragraph 3.3.1, the following means of access are proposed:

• Zone 1 – Priority junctions to Hockley Road (drawing number

5911/002) and Balance Street

• Zone 2 – Traffic Signal Junction (drawing number 5911/003)

• Zone 3 – N/A

• Zone 4 – Traffic signal junction (drawing number 5911/004)

8.2.2 Consistent with established traffic engineering practice, the roundabouts

assessed in the TA are modelled using the Transport Research

Laboratory’s (TRL) product Arcady version 6.

8.2.3 To assess the proposed signal controlled accesses into the site, JCT

Consultancy’s product Linsig for Windows version 3.0.16.8 is used.

8.2.4 To assess the priority junctions within the study area, the TRL product

Picady version 5 is used.



8.3 Results

8.3.1 For comparative purposes, the following tables show either worst degree

of saturation or ratio of flow to capacity, which is analogous to worst

degree of saturation. This is because Linsig, Picady and Arcady all show

their respective results in different fashions other than the common

degree of saturation.

8.3.2 In the interests of both clarity and relevance, the following tables show

the ‘with development’ scenarios only.

8.3.3 Town Meadows Way / Dove Bank Roundabout

8.3.31 Table 8.1 summarises the Arcady results shown in Appendix F.

Ratio of Flow to Capacity % (RFC) Scenario

AM Peak PM Peak Midday Peak

2011 with development 60.8 76.7 81.3

Table 8.1: Arcady results for Town Meadows Way / Dove Bank

roundabout.

8.3.4 Town Meadows Way / Brookside Road Roundabout

8.3.4.1 Table 8.2 summarises the Arcady results shown in Appendix F.




2016 with development N/A 97.0 N/A

2016 with development +

improvement N/A 88.4 N/A

Table 8.2: Arcady results for Town Meadows Way / Brookside

roundabout.

8.3.4.2 The improvement work required on this roundabout to reduce the

RFC value back to an acceptable level, is the widening of the entry

width on Town Meadows Way. As agreed previously with SCC and



is shown on drawing number: 5911/005. This can easily be achieved

by reducing the width of the central splitter island on Towns Meadow

Way.

8.3.5 Bridge Street / Highwood Road Roundabout







improvement Option 1 N/A 87.0 N/A


improvement Option 2 N/A 81.5 N/A

Table 8.3: Arcady results for Bridge Street / Highwood Road

roundabout.

8.3.5.2 Two alternative improvement options have been tested for this

roundabout. Option 1 increases the carriageway width on Bridge

Street and subsequently increases the flare length. As shown in the

above table, this reduces the RFC value back to 87%; however this is

still slightly over capacity threshold of 85%. Further widening on

Bridge Street brings this RFC value back down to 81.5%. This

widening can be accommodated by making alterations to the central

splitter island. This again, has been agreed with SCC previously and

is shown on drawing number: 5911/006.



8.3.6 Old Knotty Way / Stafford Road Roundabout






Table 8.4: Arcady results for Old Knotty Way / Stafford Road

roundabout.

8.3.7 Hockley Road Priority Junction

8.3.7.1 Table 8.5 summarises the Picady results shown in Appendix F.




Table 8.5: Picady results for Hockley Road priority junction.

8.3.7.2 Under the previous site layout it was proposed to provide a traffic

signal junction in this location, however with the revised site layout the

traffic volumes will be substantially reduced at this access. This

means that a priority controlled junction will be sufficient in this

location.

8.3.7.3 A design of the priority junction can be seen on drawing number:

5911/002. Due to the zonal change of the site development,

significantly less traffic will be using Hockley Road to enter and exit

the site (Residential traffic only). There will be a minimal queue

length for traffic turning right into the site. The Picady models suggest

that there will be less than one vehicle waiting at any point.

Therefore, from the modelling undertaken there will be no queuing

that may impact on the crossing. The drawing also shows the

proposed toucan crossing on Hockley Road.



8.3.8 Balance Street / Carter Street Priority Junction





Table 8.6: Picady results for Balance Street / Carter Street priority junction.

8.3.9 Trinity Road / Bridge Street Traffic Signal Junction 8.3.9.1 Table 8.7 summarises the results shown in Appendix F.

Worst Degree of Saturation (%) at 90s cycle

time Scenario




Table 8.7: Linsig results for Trinity Road / Bridge Street traffic signal

junction.

8.3.9.2 Due to the revised layout the proposed traffic generations at this

junction are higher than under the original proposal. It is now

necessary to provide traffic signal control at this junction.

8.3.9.3 There may be scope to allow service vehicles to enter / leave the

retail section of the site under the bridge at the East of the site

accessed from Brookside Road. This option has not yet been fully

assessed, but if it proves to be a viable solution this would reduce the

volume of traffic using the Trinity Road / Bridge Street junction.

8.3.9.4 This revised layout is shown on drawing 5911/003 contained within

Appendix A. The traffic signal details and track analysis for the

junction are shown on drawing 5911/007 and 5911/008.



8.3.9.5 As previously agreed, this model has been run with the indicative

arrow into the site running in every cycle and the pedestrian phase

running in alternate cycles. A 180s cycle time has been used with

the stage order 1-2-3-1-2-4, thus giving a 90s cycle time.

8.3.9.6 There is 35m of stacking space available for traffic approaching the

signal junction from the Town Meadows Way / Brookside Road

roundabout. This gives sufficient space for 6 vehicles. The Linsig

results contained in Appendix F shows that the predicted level of

queuing can be accommodated in all modelled periods.

8.3.10 Oldfields Road / Hockley Road Priority Junction





Table 8.8: Picady results for Oldfields Road / Hockley Road priority

junction.

8.3.10.2 Under the previous layout it was proposed to provide traffic signal

control at this junction. Due to the reduction in generated traffic

passing through this junction under the revised proposal, this junction

will remain as a priority controlled junction as it has been shown to

operate with RFC values below the threshold of 85%.

8.3.11 Market Place / Bridge Street Priority Junction

8.3.11.1 Table 8.10 summarises the Picady results shown in Appendix F




Table 8.10: Picady results for Market Place / Bridge Street priority

junction.



8.3.12 Smithfield Road / Stone Road Priority Junction

8.3.12.1. Table 8.11 summarises the Picady results shown in Appendix F.





Table 8.11: Picady results for Smithfield Road / Stone Road priority

junction.

8.3.12.2 Previously, SCC requested that this junction was also modelled for

the 2016 PM peak. As the site zonal plan has now changed,

substantially less traffic will use this junction to access the

development site. As shown above, the junction will still operate

within capacity during the opening year.

8.3.12.3 As previously agreed with SCC, a contribution will be made towards

improvements at this junction. This is based on the number of

additional right turning trips and will therefore now be £31,000.00.

8.3.13 Old Knotty Way Traffic Signal Junction (New Access)

8.3.13.1 Table 8.13 summarises the Linsig results shown in Appendix F.

Worst Degree of Saturation (%)

at 90 seconds cycle time Scenario


2011 with development 53.2 65.7 N/A

2026 with development 57.3 76.6 N/A

Table 8.12: Linsig results for Old Knotty Way traffic signal junction.

8.3.13.2 There is no traffic generated during the Saturday peak, therefore the

models have not been run.



8.3.13.3 The layout for this new junction is shown on drawing 5911/004

included within Appendix A of this report. This layout was previously

agreed with the engineers at Staffordshire County Council.

8.3.14 The traffic signal details and track analysis for the junction are

shown on drawings 5911/009 and 5911/010.

8.4 Analysis of Results

8.4.1 With the minor exceptions of the mitigation works required at the

Bridge Street / Highwood Road and the Town Meadows Way /

Brookside Road roundabouts, the above results show that the road

network in the vicinity of the site will accommodate the anticipated

levels of traffic without undue delay, queuing or congestion.

8.4.2 Although some tables highlight some junctions reaching over

saturation, it is important to note that this is only in the 2016 and 2026

scenarios. It is believed that the over saturation will not actually

materialise due to the use of the following within the assessment:

• 85th percentile trip generation – in only 15% of all cases is this trip

generation matched or exceeded.

• Overcounting of nett trips – the factory is known to be generating

more trips than netted off in the assessment.

• Actual impact on the particular junction – the trips attributable to the

development are minor and very minor in relation to the evening and

midday peak base traffic respectively, i.e. the material impact is not

significant.

• Traffic count standard error – the Department of Transport’s paper

‘Accuracy of Manual Road Traffic Counts’ states that manual traffic

counts are within 10% of the real count value. Therefore before any

assessment work is carried out, a potential over assessment of 10%

is possible.



8.4.3 Therefore, for the reasons above, it is believed that these values are

acceptable in terms of agreeing the access. This is especially true

given the use of a 90 second cycle time. In the UK, 120 seconds is

the recommended maximum that would increase capacity

considerably. However, 90 seconds represents an equitable balance

between the demands of vehicles and pedestrians that are present

within the junction.

8.5 Comment

8.5.1 To maintain the pedestrian provision across Old Knotty Way, it is

suggested that the existing Toucan crossing is retained with a link

installed to the traffic signal junction. Indeed, the crossing is sufficient

distance away from the junction so not to block either installation

whilst maintaining the cyclist/pedestrian desire line and route.

8.5.2 The likelihood is that the Toucan crossing operates on a low cycle

time to give maximum cyclist / pedestrian amenity. It is suggested

that the traffic signal junction’s cycle time should be twice that of the

adjacent crossing for both capacity and linking purposes hence the

results shown using a 90 second cycle time.

8.5.3 During the previous negotiations with Staffordshire County Council, a

contribution figure for any additional trips through the Stone Road /

Smithfield Road junction was agreed. This figure was based on the

number of right turning trips from Stone Road to Smithfield Road. As

this site layout shows a reduction in trips from the previous

assessment (due to the exclusion of the petrol filling station) the

contribution towards improvements at this junction is £31,000.00. As

previously agreed, this also includes for the improvement works at

the Churchill Close roundabout.

8.5.4 During the previous negotiations, the two proposed signal controlled

junctions were subject to road safety audits. Neither audit raised any

problems with the proposed layouts. Staffordshire County Council



received copies of the road safety audits and the designers

responses at the time that they were undertaken.



9. SAFETY REMEDIAL MEASURES

9.1 The injury accident data for the 5 year period 1st February 2001 to

31st January 2006 has been obtained from SCC and details are

provided in Appendix E.

9.2 There is a typical wide spread of accidents on the road network

surrounding the site. In all but two locations, accidents are so few or

sparsely located that a discernible pattern cannot be assessed. The

two locations where there is any degree of concentration of accidents

lie at:

• A518 Old Knotty Way/Hockley Road/Stafford Road/Kingfisher Way

roundabout, where 5 accidents have occurred over 5 years.

• Town Meadows Way/Bridge Street roundabout, where 5 accidents

have occurred over 5 years

9.3 The accidents at the two roundabouts have been assessed further to

investigate any emerging patterns. However, it must be first stated

that the frequency of 1 accident per year, on average, does not

represent a high frequency and would not typically trigger an accident

investigation to seek remedial action. Each roundabout is considered

in turn below.

9.4 A518 Old Knotty Way / Hockley Road / Stafford Road / Kingfisher

Way

9.4.1 Whilst the plan received indicates 4 injury accidents over the 5 years,

the detailed descriptions appear to show that 5 accidents occurred in

this period. There are no significant trends in these accidents,

although it is noted that 3 of the 5 involved vehicles emerging on to

the roundabout and colliding with circulating vehicles. This is a

typical type of accident at any roundabout.



9.4.2 Whilst any injury accident is regrettable it must be concluded that this

roundabout operates reasonably satisfactorily in terms of injury risk.

9.5 Town Meadows Way / Bridge Street Roundabout

9.5.1 Five injury accidents have occurred within the 5 year period

assessed.

9.5.2 Two accidents involved cyclists. One of these was due to a car driver

being distracted. Cyclists are more at risk at a roundabout than any

other type of junction. However the occurrence of these two

accidents does not automatically raise concern.

9.5.3 As before, the most common type of accident (3 out of 5) involved

vehicles emerging on to the roundabout and colliding with circulating

vehicles.

9.5.4 It is concluded that this roundabout operates reasonably satisfactorily

in terms of accident risk.

9.5.5 All other features have been taken into account when searching for

patterns or common features.

9.5.6 It is concluded that there is no current accident issue that needs

special attention or remedial action at this time in relation to the

proposal.



10. SUSTAINABLE TRANSPORT OPTIONS

10.1 General

10.1.1 The site is in an extremely sustainable location and particularly well

located in terms of access to the Town Centre and other existing

community facilities.

10.1.2 SCC is currently in the process of preparing a Traffic Management

strategy for Uttoxeter. As part of this process, a comprehensive

review of existing needs is being assessed by SCC. It is believed that

the proposed development contributes significantly to the needs of

Uttoxeter in this regard by facilitating access and permeability to the

existing site and by creating links with the Town Centre.

10.2 Pedestrians

10.2.1 The site lies in an urban area where all surrounding roads have or will

have footway provision.

10.2.2 PPG13 states that walking is the most important mode of travel and

offers the greatest potential to reduce short car trips, stating that

“motorised modes are rarely used for trips of around half a mile

(0.8km) or less”. Appendix G shows the areas the development will

serve within a 0.8km distance.

10.2.3 The site is located in the centre of Uttoxeter. It is within a comfortable

walking distance for most of the town’s residents. There are many

residential properties located within 0.8km of the site and therefore

the opportunity for people to walk to and from the site is very high

and will be encouraged through attractive vistas and routes.



10.2.4 Sanderson Associates’ drawing no. 5911/003, Appendix A shows the

pedestrian links on Bridge Street/Trinity Road. As shown, each

signal junction will accommodate quality pedestrian facilities

facilitating easy movement between the site and town centre.

10.2.5 As shown on drawing 5911/002 contained within Appendix A, a new

Toucan crossing will be provided on Hockely Road in the vicinity of

the site access. This links the site with the local schools and the

adjacent park.

10.2.6 The following describes the pedestrian permeability of the site by

reference to the Zone Masterplan:

1. Zone 1 – links from residential to Town Centre and Oldfields Road.

These links open the West side of the site to both pedestrians and

cyclists. Also dedicated links from Pinfold Street to Hockley Road

through Town Park and Trinity Road. These links open access to the

East and North of the site for both pedestrians and cyclists.

2. Zone 2 – links from Trinity Road to town centre. The existing and

improved links facilitate pedestrian access to the town to the east and

north.

3. Zone 4 – dedicated links from Old Knotty Way to Bridge Street and

links to Balance Hill. These links facilitate access from and to the

residential areas to the South and significantly improve pedestrian

access to the rail and bus stations.

10.3 Cyclists

10.3.1 PPG13 states that cycling also has the potential to substitute for short

car trips, particularly those under 5km, and to form part of a longer

journey by public transport.

10.3.2 As the site is in the centre of Uttoxeter, a cycling distance of 5km

easily covers the whole town and large parts of the surrounding area,



including villages such as Bramshall, Stramshall, Doveridge and

Beamhurst.

10.3.3 Cycling has excellent potential to substitute car use especially within

the town. It will be necessary to encourage cycling by the provision of

appropriate on-site facilities. A 5km cycling distance map is shown in

Appendix G.

10.3.4 The proposed links significantly improve the site’s cycle access and

permeability. Existing and new links to and from the site will facilitate

easy movement to key areas such as the residential areas to the

north and South, rail station and bus station.

10.3.5 The proposed Toucan crossing, as discussed above in paragraph

10.2.5 will aid cyclist permeability from the site.

10.4 Bus Services

10.4.1 Several bus services run close to all zones on the site. Uttoxeter bus

station on Bradley Street is approximately 500 metres from each

zone and is within easy walking distance. This close proximity to the

site offers significant opportunity for modal shift and transport

interchange.

10.4.2 Full timetables are shown in Appendix H. Table 9.1 summarises

these overleaf:



Service

No. Route

Closest

stopping

point

Frequency

1 Uttoxeter – Hatton - Tutbury -

Burton

Uttoxeter Bus

Station

Hourly

2 Uttoxeter Town Circular Uttoxeter Bus

Station

Half hourly at

AM and PM

Peak times:

hourly otherwise

4 Uttoxeter Town Service 4 Uttoxeter Bus

Station

Half Hourly

232 Uttoxeter – Tean – Cheadle –

Werrington - Hanley

Uttoxeter Bus

Station

Hourly

238 Uttoxeter – Alton - Cheadle Uttoxeter Bus

Station

Hourly

402 Burton – Hanbury - Uttoxeter Uttoxeter Bus

Station

Every two hours

from 08:40 –

16:45

428 Uttoxeter – Abbots Bromley -

Lichfield

Kingfisher

Way,

Uttoxeter

Every two hours

842 Uttoxeter – Hixon – Great

Haywood – Stafford

Uttoxeter Bus

Station

Every two hours

from 10:00 –

17:00

Table 9.1: Local bus services available to the site.

10.4.3 The level of existing bus service is considered good. Moreover, the

existing level and location of stops is considered to be excellent with

all stops within 400 metres of the site. The development will

contribute towards the sustainability of such services since patronage

levels are likely to increase with the arrival of new potential

passengers.



10.5 Rail Services

10.5.1 Uttoxeter railway station is located within 400 metres of the furthest

Zone. This is considered to be excellent in terms of sustainable

transport opportunity. Given its location together with the bus station

nearby, such accessible interchange facilities are extremely rare in

relation to sites such as the proposed.

10.5.2 Uttoxeter is served by regular rail services operated by Central trains

between Derby and Crewe. In the Derby direction, journey times to

the following settlements are:

i. Tutbury and Hatton – 8 minutes.

ii. Peartree – 23 minutes.

iii. Derby – 26 minutes.

10.5.3 In the Crewe direction, journey times to the following settlements are:

i. Blythe Bridge – 13 minutes.

ii. Longton – 18 minutes.

iii. Stoke-on-Trent – 25 minutes.

iv. Longport – 30 minutes.

v. Kidsgrove – 37 minutes.

vi. Alsager – 40 minutes.

vii. Crewe – 54 minutes.



10.5.4 The train services are presented in Appendix H and summarised in

Table 9.2:

Day Period From Derby From Crewe

0000 - 0700 0 1

0700 - 0900 2 2

0900 - 1700 8 8

1700 - 1900 2 2

Weekdays

1900 - 2400 3 2

0000 - 0700 0 1

0700 - 0900 2 2

0900 - 1700 8 8

1700 - 1900 2 2

Saturday

1900 - 2400 3 2

0000 - 0700 0 0

0700 - 0900 0 0

0900 - 1700 3 2

1700 - 1900 2 2

Sunday

1900 - 2400 3 4

Table 9.2: Rail services to Uttoxeter.

10.5.5 Uttoxeter is served by 30 trains per weekday, 30 trains on Saturdays

and 16 trains on Sundays.

10.5.6 It is believed that significant opportunity exists for trips made by

means such as rail given its proximity to the Town Centre and overall

site attractiveness as shown in McDowell + Benedetti’s Zonal plan

(Appendix A).

10.5.7 Commuting traffic has excellent rail provision given the connections

to Derby and Crewe. Both of these stations are important rail hubs

that connect routes nationwide as shown in National Rail’s schematic

map (Appendix H).



10.5.8 Given that a number of Town ward residents work further a field (7%

work outside of a 40 kilometres radius), the proposed and existing

links to and from the rail station are of obvious benefit.

10.5.9 The development will complement SCC’s Traffic Management

strategy for Uttoxeter which is currently under development. The

Town Park link into the town will enhance pedestrian facility between

the residential area to the south and the railway station through the

provision of a new footway and relocated Toucan crossing on Old

Knotty Way and Bridge Street.



11. SUMMARY AND CONCLUSIONS

11.1 In preparing both this Transport Assessment and the associated

scoping study, Sanderson Associates have worked with both SCC

and ESBC to deliver a robust assessment that identifies any highway,

traffic or transportation issues associated with the development.

Agreement to all issues raised has been established and conveyed in

the Transport Assessment.

11.2 The data sources used in the TA are rich consisting of data from

JCB, SCC, ESBC, bespoke surveys as well as local developers with

planning consent on other schemes.

11.3 The current factory site was constrained both in terms of capacity,

parking and accessibility. The relocation and redevelopment of the

factory offers significant employment opportunities in and around the

Uttoxeter area. Moreover, the factory relocation removed in the order

of 85 heavy goods vehicles movements a day from the area as well

as redistributing in the region of 370 person trips that would have

created problems in the vicinity of the site and surrounding highway

network.

11.4 The removal of the HGV movements in connection with JCB

business has a significant benefit to pedestrian/vehicular safety in

this area and to Uttoxeter in general. Moreover, access, permeability

and sustainability also feature as significant benefits to the

development.

11.5 As required by SCC, the highest level of development and trip rate

calculations has been used as the basis of the assessment

representing an absolute worst case scenario.



11.6 The explicit parking provision at the site is below ESBC’s and SCC’s

framework levels. Specifically, the parking provision is approximately

75% of the total allocated for the food retail element.

11.7 The traffic generation attributable to the site has been established

using the TRICS database. Throughout the process, 85th percentile

rates have been used as required by SCC which again represents

the most robust assessment available. The trip rates do not

specifically consider trip linking which is anticipated to occur.

Therefore, the assessment can again be regarded as extremely

robust.

11.8 The nett trips attributable to site have been derived using data

supplied by JCB in 2004. This was agreed between SCC and

Sanderson Associates. This approach is once more robust since a

higher level of nett trip has been calculated.

11.9 The trip distribution for such a redevelopment is complex. The TA has

used a variety of data sources to produce the best possible trip

distribution available. The trip distribution has considered the specific

data supplied by JCB, 2001 census ward data and Retail Impact

Assessment.

11.10 The traffic assignment has been produced using the logic that

motorists will select the route that offers the quickest means. This

suggests dependencies with road type and subjective level of

congestion/delay encountered.

11.11 For clarity, the trip generation, distribution and assignment has been

conducted on a zone basis as requested by SCC.

11.12 Traffic growth has been based on TEMPRO adjusted against Table

AF08 of the Department for Transport’s National Traffic Model, as per

the latest guidance contained within DfT WebTag Unit 3.9.5.



These levels are believed to represent much higher levels than those

that will materialise in Uttoxeter due to its road configuration but are

used in accordance with SCC requirements.

11.13 The traffic impact assessment has considered all levels of impact on

the network. The results show that new traffic signal junctions will be

required for the site accesses onto Old Knotty Way and Trinity Road /

Bridge Street. Very minor widening will be required to one arm of the

Town Meadows Way / Brookside Road roundabout and also one arm

of the Bridge Street / Highwood Road roundabout. The remaining

junctions that were assessed are all shown to operate within

capacity.

11.14 Sanderson Associates consider that the network will operate

satisfactorily in the development scenario and design years.

11.15 The new traffic signal junction at Trinity Road / Bridge Street will not

impact on the existing Bridge Street / Highwood Road roundabout

and will provide formal pedestrian facilities that improve the links

between the site, the town centre and the railway station.

11.16 The proposed improvements do not compromise the current on-

street parking levels requiring only consultation in line with the

introduction of new facilities. This process is discussed further in the

Design and Access Statement that forms part of the application.

11.17 As previously agreed with SCC, a contribution towards improvement

works at the Stone Road / Smithfield Road junction will be made

based on the number of additional right turning trips. This number of

trips has reduced slightly from the previous assessment, therefore

the revised contribution figure is £31,000.00. This contribution also

includes for the improvement works at the Churchill Close

roundabout.



11.18 The accident data supplied by SCC has been analysed to identify

any significant accident patterns on the study network. It is concluded

that no significant accident pattern exists and that the development

would not affect or increase the prevailing accident rates.

11.19 The site is located extremely close to the town centre. It is believed

that significant opportunity exists for non-motorised trips to occur to

the site given its mixed use, attractive vistas and proposed facilities.

A Travel Plan Framework has been developed for the site setting out

the requirements on provision and monitoring for such non-motorised

trips. This Travel Plan Framework has been agreed with SCC. The

site is believed to accord with the draft Traffic Management strategy

being developed by SCC due to its connections and nearby

interchange facilities such as rail, road, cycle and foot. Specifically

the Town Park into the town, the new proposed Riverwalk and

pedestrian/toucan link across Old Knotty Way are believed to be

excellent additions from the current arrangements. These are in

addition to the proposed pedestrian improvements on Bridge

Street/Trinity Road.

11.20 Sanderson Associates therefore conclude there is no technical

reason why planning permission should not be granted subject to the

improvements highlighted in paragraph 11.13. Indeed, there are

many highway benefits as a result of the development, namely:

• better access to the site;

• much improved permeability through the site;

• significant safety and environmental benefits resulting from

the removal of HGVs;

• improved pedestrian and cyclist amenities;

• sustainable transport opportunities delivered by the new

links to the adjoining town centre.




VOLUME 2




Volume 1

CONTENTS

1. INTRODUCTION____________________________________________ 4



4. TRIP GENERATION ________________________________________ 16


6. TRIP ASSIGNMENT ________________________________________ 24


8. TRAFFIC IMPACT _________________________________________ 28


10. SUSTAINABLE TRANSPORT OPTIONS _______________________ 41


Volume 2 Figures


Volume 3





Figures

APPENDIX A

Drawings




VOLUME 3




Volume 1

CONTENTS

1. INTRODUCTION____________________________________________ 4



4. TRIP GENERATION ________________________________________ 16


6. TRIP ASSIGNMENT ________________________________________ 24


8. TRAFFIC IMPACT _________________________________________ 28




Volume 2 Figures


Volume 3





APPENDIX B

Background Documents

APPENDIX C

TRICS Output

APPENDIX D

Trip Generation, Distribution and Assignment

APPENDIX E

Accident Data




VOLUME 4




Volume 1

CONTENTS

1. INTRODUCTION ___________________________________________ 4


3. PROPOSED DEVELOPMENT________________________________ 12

4. TRIP GENERATION _______________________________________ 16

5. TRIP DISTRIBUTION_______________________________________ 21

6. TRIP ASSIGNMENT _______________________________________ 24


8. TRAFFIC IMPACT _________________________________________ 28



11. SUMMARY AND CONCLUSIONS ____________________________ 48

Volume 2 Figures


Volume 3





APPENDIX F

Traffic Modelling

APPENDIX G

Walking and Cycling Distances

APPENDIX H

Public Transport