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:

J000121-TA01c Alrewas Quarry Transport Assessment

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


February 2020 1

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,


February 2020 2

Section 8.0 provides a summary of the above sections and a conclusion to the

report.


February 2020 3

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.


February 2020 4

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:


February 2020 5

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


February 2020 6

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.


February 2020 7

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


February 2020 8

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


February 2020 9

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.


February 2020 10

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.


February 2020 11

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.


February 2020 12

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.


February 2020 13

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


February 2020 14

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


February 2020 15

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


February 2020 16

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.


February 2020 17

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


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.


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.


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


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.


February 2020 22

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-


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.


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,


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.


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


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


February 2020 28

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)


February 2020 29

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)


February 2020 30

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


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.


February 2020 32

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.


February 2020 33

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


February 2020 34

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


February 2020 35

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


February 2020 36

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


February 2020 37

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


February 2020 38

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


February 2020 39

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


February 2020 40

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


February 2020 41

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


February 2020 42

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


February 2020 43

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


February 2020 44

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.


February 2020 45

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).


February 2020 46

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


February 2020 47

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.


February 2020 48

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.


February 2020 49

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


February 2020 50

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


February 2020 51

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


February 2020 52

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


February 2020 53

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.

transport assessment - apps2.staffordshire.gov.uk

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