ST MODWEN - East Staffordshire Borough Council Application... · 2013. 8. 14. · ST MODWEN PROPOSED MIXED USE DEVELOPMENT LAND TO THE WEST OF UTTOXETER Transport Assessment July

Croft Transport Solutions

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ST MODWEN

PROPOSED MIXED USE DEVELOPMENT

LAND TO THE WEST OF UTTOXETER

Transport Assessment

July 2013

wendy.keach

Text Box

P/2013/00882 Received 19/07/2013

Proposed Mixed Use Development, Parks Farm, Uttoxeter


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Contents

1 INTRODUCTION .......................................................................................................................................... 4

2 PROPOSED DEVELOPMENT ........................................................................................................................ 5

2.1 Introduction ................................................................................................................................... 5 2.2 Development Proposals ................................................................................................................. 5 2.3 Vehicular Access ............................................................................................................................. 5 2.4 Internal Layout ............................................................................................................................... 8 2.5 Pedestrian and Cycle Access ........................................................................................................... 9

3 TRANSPORT PLANNING POLICY ................................................................................................................ 11

3.1 Introduction ................................................................................................................................. 11 3.2 National Policy ............................................................................................................................. 11 3.3 Local Policy .................................................................................................................................. 14 3.4 Planning Policy Summary ............................................................................................................. 15

4 NON CAR ACCESSIBILITY OF THE SITE ....................................................................................................... 17

4.1 Introduction ................................................................................................................................. 17 4.2 Accessibility on Foot ..................................................................................................................... 17 4.3 Access by Cycle ............................................................................................................................. 20 4.4 Access by Bus ............................................................................................................................... 20 4.5 Accessibility by Rail ...................................................................................................................... 22 4.6 Accessibility Summary .................................................................................................................. 22

5 TRAFFIC IMPACT ANALYSIS ...................................................................................................................... 24

5.1 Introduction ................................................................................................................................. 24 5.2 Local Highway Network ................................................................................................................ 24 5.3 Traffic Survey Data ....................................................................................................................... 25 5.4 Growthed Flows ........................................................................................................................... 26 5.5 Existing Site Traffic ....................................................................................................................... 27 5.6 Committed Development ............................................................................................................. 27 5.7 Base Flows ................................................................................................................................... 28 5.8 Trip Distribution ........................................................................................................................... 28 5.9 Proposed Development ................................................................................................................ 30 5.10 With Development Flows ............................................................................................................. 33 5.11 Proposed Multi-modal Trip Generation ........................................................................................ 33

6 JUNCTION ASSESSMENTS ......................................................................................................................... 36

6.1 Capacity Assessment Summary .................................................................................................... 71

7 SMARTER TRAVEL CHOICES VIA TRAVEL PLANS ........................................................................................ 74

7.1 Introduction ................................................................................................................................. 74 7.2 Travel Planning Guidance ............................................................................................................. 74 7.3 Framework Umbrella Travel Plan ................................................................................................. 75

8 ACCIDENT ANALYSIS ................................................................................................................................. 76

8.1 Introduction ................................................................................................................................. 76



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8.2 Summary ...................................................................................................................................... 79

9 CONCLUSIONS .......................................................................................................................................... 80

FIGURES

PLANS

Plan 1 Site Location

Plan 2 Proposed Indicative Masterplan

Plan 3 Proposed A522 New/Parks Farm Access Layout

Plan 4 Proposed A522 New/Parks Farm Access Layout - Swept Path Analysis

Plan 5 Proposed B5027 Bramshall Road Access Layout

Plan 6 Proposed B5027 Bramshall Road Access Layout - Swept Path Analysis

Plan 7 Pedestrian Catchment

Plan 8 Location Plan of Assessed Junctions

Plan 9 Proposed A522 Silver Street/Church Street Mini-roundabout Layout

APPENDICES

Appendix 1 Correspondence with Staffordshire County Council/Highways Agency

Appendix 2 Stage 1 RSA - A522 New Road Junction

Appendix 3 Stage 1 RSA - B5027 Bramshall Road/Site Access Junction

Appendix 4 Traffic Count Data

Appendix 5 Distribution Technical Note

Appendix 6 TRICS Output - Proposed Employment Development

Appendix 7 TRICS Output - Proposed Residential Development

Appendix 8 LINSIG Output - A522 New Road/Parks Farm Junction

Appendix 9 PICADY Output - B5027 Bramshall Road/Site Access Junction

Appendix 10 PICADY Output - A522 New Road/Tunnicliffe Way Junction

Appendix 11 ARCADY Output - A522 New Road/A522 Cheadle Road/B5030 Ashbourne Road

Junction

Appendix 12 PICADY Output - B5027 Bramshall Road/Holly Road Junction

Appendix 13 PICADY Output - B5027 Stone Road/Smithfield Road/Springfield Road Junction

Appendix 14 ARCADY Output - A522 High Street/A522 Bradley Street/Smithfield Road

Junction

Appendix 15 ARCADY Output - A518 Dove Way/Derby Road/A518 Town Meadows Way

Junction

Appendix 16 ARCADY Output - A518 Town Meadows Way/A522 Dove Bank/Dove Fields

Retail Park Junction



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Appendix 17 PICADY Output - B5027 Hockley Road/B5027 Oldfields Road/Hockley Road

Junction

Appendix 18 ARCADY Output - A518 Stafford Road/B5027 Stafford Road/A518 Old Knotty

Way Junction

Appendix 19 PICADY Output - A522 Silver Street/A522 Dove Bank/Church Street Junction

Appendix 20 ARCADY Output - A522 Silver Street/A522 Dove Bank/Church Street Junction

Appendix 21 ARCADY Output - A522 New Road/A50(T) Slips Junction

Appendix 22 A50(T) Traffic Flow Figures

Appendix 23 ARCADY Output - A50(T)/A518 Derby Road/Farm Access Junction

Appendix 24 ARCADY Output - A50(T)/B5030 Junction

Appendix 25 PICADY Output - A522 New Road/A50(T)

Appendix 26 Merge/Diverge Diagrams

Appendix 27 ARCADY Output – A50(T)/A521 Junction

Appendix 28 Umbrella Travel Plan Framework

Appendix 29 Accident Data



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1 INTRODUCTION

1.1.1 Croft have been instructed by St. Modwen to advise on the traffic and transportation

issues relating to the proposals for a mixed use development on land to the west of

Uttoxeter.

1.1.2 The report provides information on the traffic and transport planning aspects of the

development proposals and will form supplementary information to assist in the

determination of a forthcoming planning application.

1.1.3 Following this introduction, Section 2 provides a description of the existing site and the

development proposals conditions.

1.1.4 Section 3 of the Report considers the aspects of local and national planning policy which

are relevant to the redevelopment and Section 4 considers the accessibility of the site

by non-car modes.

1.1.5 Section 5 contains the traffic impact analysis, whilst Section 6 provides the results of the

junction analysis. Section 7 provides details of the framework Travel Plan and Section 8

provides an analysis of Road Accident Data and Section 9 contains the Report’s

conclusions.

1.1.6 The scope of this Transport Assessment has been discussed and agreed with the

highways officers at Staffordshire County Council and the Highways Agency, the full

correspondence is contained within Appendix 1.



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2 PROPOSED DEVELOPMENT

2.1 Introduction

2.1.1 The potential development site is currently undeveloped agricultural land and is located

approximately 2 kilometres west of Uttoxeter Town Centre. The location of the

application site is shown within Plan 1.

2.1.2 To the north the site is bound by the A50(T) and to the south by Bramshall Road, to the

west the site is bound by agricultural land whilst existing residential housing bounds the

site to the east.

2.1.3 The predominant land use in the vicinity of the site is a mix of residential and

undeveloped land.

2.2 Development Proposals

2.2.1 The proposed development will consist of the following land-uses:

Industrial Use with a gross floor area of 25,000sqm.

700 Residential Units.

A First School.

A Local Centre providing community and retail facilities.

2.2.2 The proposed indicative Masterplan for the site is shown in Plan 2.

2.3 Vehicular Access

2.3.1 Vehicular access into the proposed development will be provided for from two potential

locations, the A522 New Road/Parks Farm/The Inn on the Park junction to the north and

from the south off the B5027 Bramshall Road. The proposed vehicular access points into

the site are described in more detail below.



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Proposed Vehicular Access from the A522 New Road/Parks Farm/The Inn junction

2.3.2 To achieve vehicular access into the development site from the north it is proposed to

provide an improvement to the existing A522 New Road/Parks Farm priority controlled

junction.

2.3.3 This junction improvement which is shown in Plan 3 would result in the conversion of

the junction into a signal controlled arrangement with widening on all three arms to

improve its operational capacity and safety. As part of these improvements it is

proposed to extend the existing 30 mph speed limit which starts to the south of the

A522 New Road/A50(T) Slip Road roundabout past the proposed signal controlled

junction until 80 metres north of the bridge which passes over the A50(T).

2.3.4 Due to the extension of the 30 mph speed limit and the fact that the provision of a

traffic signal junction will reduce vehicle speeds when approaching the junction it is

therefore considered that the proposed signal arrangement which includes an indicative

right-turn arrow is appropriate.

2.3.5 The proposed signal arrangement also includes a pedestrian crossing on the southern

arm of the A522 New Road which enables pedestrians to access the pedestrian footway

located on the eastern side of the carriageway which provides access to the JCB

factories to the north. To improve pedestrian access to the south a new 2 metre

footway is to be provided on the western side of the A522 New Road carriageway which

will link with existing pedestrian infrastructure located at Tunnicliffe Way.

2.3.6 To provide vehicular and pedestrian access into the development site it is proposed to

enhance the existing farm track to provide an access road with a carriageway width of

7.3 metres apart from a 25 metre section to the east where the carriageway width

reduces to 6.0 metres. As part of this arrangement the existing priority controlled access

into the Inn on the Park will be retained.

2.3.7 To demonstrate the proposed signal controlled arrangement and access road can

accommodate all vehicle movements a swept path analysis for a 16.5 metre Articulated

HGV has been undertaken and these are shown in Plan 4.



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2.3.8 In order to ensure that any highway works proposed have been designed appropriately,

a Stage 1 Road Safety Audit has been undertaken for the proposed signal controlled

junction.

2.3.9 The Safety Audit has been undertaken in accordance with HD 19/03 and the audit is

included within Appendix 2.

2.3.10 A Designers Response has also been undertaken to address the issues raised within the

Safety Audit and this has also been included within Appendix 2.

2.3.11 It is proposed that this will be the predominant vehicular access and will be used by all

employment development traffic and a proportion of the residential development.

Proposed Vehicular Access from B5027 Bramshall Road

2.3.12 Vehicular access into the site from the south will be provided off the B5027 Bramshall

Road which bounds the site to the south.

2.3.13 The proposed vehicular access would be priority controlled and can accommodate a 6.5

metre wide carriageway, 2 metre footways on either side and would incorporate 12

metre corner radii. It is proposed that no HGV traffic from the proposed employment

element of the development will use this vehicular access.

2.3.14 To cater for the volume of traffic movements turning into the site the proposed design

incorporates a right turning lane on Bramshall Road. This has necessitated widening the

B5027 Bramshall Road into the site frontage but does not require the acquisition of

third party land to implement, as all additional land is within the existing limits of

adopted highways. The running lanes on B5027 Bramshall Road will be 3 metres wide

with a 3 metre wide right turning lane.

2.3.15 Bramshall Road is subject to a 30 mph speed limit in this location and visibility splays of

2.4 metre by 70 metres can be achieved from the proposed junction, the proposed

layout of the junction is shown in Plan 5.



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2.3.16 To demonstrate the proposed priority controlled arrangement can accommodate

Refuse Vehicles a swept path analysis for a large 10 metre Refuse Vehicle has been

undertaken and these are shown in Plan 6.

2.3.17 To ensure that any highway works proposed have been designed appropriately, a Stage

1 Road Safety Audit has been undertaken for the proposed signal controlled junction.

2.3.18 The Safety Audit has been undertaken in accordance with HD 19/03 and the audit is

included within Appendix 3.

2.3.19 A Designers Response has also been undertaken to address the issues raised within the

Safety Audit and this has also been included within Appendix 3.

2.4 Internal Layout

2.4.1 During pre-applications discussions with officers at East Staffordshire Borough Council

and SCC it was stated that the provision of vehicular link through the site from the A522

New Road to the north and the B5027 Bramshall Road to the south would be

encouraged.

2.4.2 However, it was agreed that the vehicular link should be designed to prevent it being

used as a bypass for traffic avoiding the town centre and to discourage HGV’s traffic

relating to the employment element using the B5027 Bramshall Road access junction.

2.4.3 Therefore, it was agreed in principle that the proposed vehicular link should have

minimum carriageway width of between 6 metres and 6.75 metres to enable public

transport vehicles to travel through the site but that the design should include the

following measures to discourage through traffic and enhance safety for all users;

Reduced speed limits especially in the residential areas.

Weight restrictions.

Traffic calming i.e. chicanes, measures to reduce forward visibility.



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2.4.4 The design of the internal layout will ensure that the majority of households will be

within 400 metres walking distance of a bus route with no household being further than

800 metres from the route. Bus stops will also be located close to the employment

elements and local centre and designed to Quality Bus Stop standard.

2.4.5 The detailed design of the internal layout will be agreed with the highways officers at

SCC at more advanced stage of the planning process.

2.5 Pedestrian and Cycle Access

2.5.1 Although an indicative Masterplan has been submitted as part of this outline planning

application, the internal layout of the site will be designed to make the majority of

journeys within the development feasible on foot or by bicycle.

2.5.2 As the proposed development will include a local centre together with a First School, it

is considered that this range of facilities will act to meet the immediate needs of the

local resident population whilst also providing for the needs of those working within the

site.

2.5.3 The local centre is to be located as such to maximise accessibility on foot from both the

residential and employment areas, no household will be greater than 1 kilometre from

the neighbourhood centre.

2.5.4 The first school is to be located centrally within the development and as such will be

within 600 metres from all households which is in accordance with the guidance

contained within the Staffordshire Residential Design Guide.

2.5.5 Pedestrian and cycle access into the site will be provided for at the B5027 Bramshall

Road vehicular access in the form of 2 metre wide footways, a pedestrian refuge on the

site access arm, dropped kerbs and tactile paving.

2.5.6 New 2 metre pedestrian footways will be provided for on the A522 New Road between

Tunnicliffe Way and proposed signal controlled junction, this footway will continue

along the access road until the Parks Inn access junction where it will link with the



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existing Public Right of Way which runs through the existing residential area and into

the development site.

2.5.7 These proposed footways will link with the existing infrastructure located in the vicinity

of the development site and provide direct access to the surrounding areas as well as

providing a linkage between the employment and residential elements of the proposed

development.

2.5.8 In addition, to providing pedestrian and cycle links to the surrounding areas the Public

Right of Way which runs from Tunnicliffe Way through the site will be enhanced and a

new pedestrian and cycle link will be provided into the site from Grenville Close.

2.5.9 The level of cycle parking within the development will be agreed with the local highways

officers at SCC at a more advanced stage of the planning process. It is proposed that

covered cycle parking is to be provided within the local centre with further cycle

provision included within the individual elements of the Masterplan.



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3 TRANSPORT PLANNING POLICY

3.1 Introduction

3.1.1 The national policy presented in this document focuses on the National Planning Policy

Framework (NPPF) formerly known as ‘The Framework’ which was published in March

2012 and sets out the Government’s planning policies for achieving sustainable

development.

3.1.2 Local transport planning policy for Uttoxeter is taken from the Staffordshire Local

Transport Plan and the East Staffordshire Borough Local Plan. This section will briefly

outline the pertinent policies relating to the proposed development.

3.2 National Policy

National Planning Policy Framework

3.2.1 The presumption in favour of sustainable development is a central theme running

through the framework and transport planning policies are seen as a key element of

delivering sustainable development as well as contributing to wider sustainability and

health objectives. To achieve these objectives paragraph 30 which states when making

decisions, local authorities should:-

“Support a pattern of development which, where reasonable to do so, facilitate the use

of sustainable modes of transport.”

3.2.2 Paragraph 32 of the framework states that all developments that generate significant

amounts of movements should be supported by a Transport Assessment and decisions

should take into account whether;

The opportunities for sustainable transport modes have been taken up depending on

the nature and location of the site, to reduce the need for major transport

infrastructure;

Safe and suitable access to the site can be achieved for all people; and



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Improvements can be undertaken within the transport network that cost effectively

limit the significant impacts of the development. Development should only be

prevented or refused on transport grounds where the residual cumulative impacts of

development are severe.

3.2.3 In addition, paragraph 35 states that to further enhance the opportunities for

sustainable development any future developments should be located and designed

where practical to:-

To accommodate the efficient delivery of goods and supplies.

Give priority to pedestrian and cycle movements, and have access to high quality

public transport facilities.

Create safe and secure layouts which minimise conflicts between traffic and cyclists

or pedestrians, avoiding street clutter and where appropriate establishing home

zones.

Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and

Consider the needs of people with disabilities by all modes of transport.

3.2.4 As will be demonstrated within this Transport Assessment, the proposed development

accords with the policy test contained within paragraph 32 of the framework which

states that:-

All developments that generate significant amounts of movement should be supported

by a Transport Statement or Transport Assessment and that any plans or decisions

should take into account the following;

the opportunities for sustainable transport modes have been taken up depending on

the nature and location of the site, to reduce the need for major transport

infrastructure;

safe and suitable access to the site can be achieved for all people; and



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improvements can be undertaken within the transport network that cost effectively

limit the significant impacts of the development. Development should only be

prevented or refused on transport grounds where the residual cumulative impacts of

development are severe.

3.2.5 The location of the proposed development in close proximity to Tynsel Parkes First

School is in accordance with the guidance contained within paragraph 38 which states

that:-

“Key facilities such as primary schools and local shops should be located within walking

distance of most properties”

3.2.6 Whilst the provision of a Travel Plan as part of the development and the retention of the

existing public rights of way are in accordance with the guidance contained within

paragraphs 32 and 75 respectively.

3.2.7 It is therefore concluded that as the development is located a short distance from a

range of local amenities, is accessible by public transport and has been designed in

accordance with the guidance contained within Manual for Streets it is considered that

the proposed development accords with the aims and objectives of the Framework

PPG13: A Guide To Better Practice

3.2.8 Whilst the Planning Policy Framework replaces a number of planning policy guidance

documents, including PPG13 ‘Transport’, the PPG13 Good Practice Guide, issued in

1995, is not a document that has been identified as being replaced. The guidance

provided in the document continues to provide a widely accepted guide to best practice

and as such is generally considered to continue to be relevant.

3.2.9 With regards to pedestrians, paragraph 6.24 states that ‘journeys on foot accounted for

29 per cent of journeys and 81 per cent of journeys under 1 mile (1.6 km). Journeys

under 1 mile (1.6 km) accounted for 30 per cent of all journeys by all means of travel.’



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3.2.10 Regarding cycling, paragraph 6.38 advises that ‘cycling is economical and efficient for

local journeys, environmentally friendly and healthy. About half the journeys in the

country are under 5 miles (8km). The bicycle is an ideal mode of transport for such

trips.’

3.2.11 On the matter of public transport, paragraph 6.78 confirms that ‘for trips over 3 miles

(5km), public transport is the main alternative mode of transport to the private car. New

developments should ideally be sited at locations with good public transport

accessibility.’

3.3 Local Policy

East Staffordshire Borough Local Plan

3.3.1 The East Staffordshire Borough Local Plan which was adopted in July 2006. Saved

policies T1 and T2 set out the context for determining planning applications.

3.3.2 Policy T1 titled ‘Transport: General Principles for New Development’ states that;

“The Borough Council will not permit development where it would unacceptably harm

the safety and efficient use of the highways network, or compromise the implementation

of the Local Transport Plan Area Strategies.”

3.3.3 In addition, the Borough Council will also seek to secure agreement with the applicants

to provide undertakings to:

(a) Make an appropriate contribution towards the cost of any necessary highway

improvements.

(b) Provide a contribution towards the provision of public transport services and

facilities, walking and cycle facilities arising as a result of the development, with the

extent of what is required related in scale and kind to the development concerned.

(c) Prepare and implement a ‘Green Transport Plan’ encouraging alternative forms of

transport from the private car.



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3.3.4 To safeguard the function of the Trunk Roads located within East Staffordshire Policy T2

titled ‘Transport: Strategic Highway Network’ states that;

“Planning permission will not be granted for a development which by reason of its traffic

generation or otherwise would have significant adverse effect on the safe and

expeditious movement of long-distance through traffic on the Trunk Road network. “

Staffordshire Local Transport Plan Strategy 2011 to 2015

3.3.5 Transport Policy for the Uttoxeter area is contained within the Third Staffordshire Local

Transport Plan - Strategy Plan (LTP3), which was published in April 2011 and covers the

four year period from 2011/12 to 2014/15.

3.3.6 The core objectives of the LTP 3 are as follows;

Supporting Growth and Regeneration;

Maintaining the Highway Network;

Making Transport Easier to Use and Places Easier to Get to;

Improving Safety and Security;

Reducing Road Transport Emissions and Their Effects on the Highway Network;

Improving Health and Quality of Life;

Respecting the Environment.

3.4 Planning Policy Summary

3.4.1 The proposed development is in accordance with national, regional and local policy for

the following reasons:

The proposed development will reduce the need to travel due to it being located

in close proximity to a range of services such as schools, retail opportunities and

health facilities which are located within a short walk of the site. Further details



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on the accessibility of the proposed development by non-car modes is provided in

Section 4 of this Transport Assessment.

The site is located in close proximity of a range of public transport opportunities

which will facilitate non-car travel to and from the proposed development.

The site promotes sustainable transport in accordance with the Framework

(NPPF) as it facilitates sustainable development and contributes to wider

sustainability and health objectives.

The traffic impact of the proposed development on the local and strategic

highway network together with any highways mitigation works are summarised in

Section 6 of this Transport Assessment.

The site seeks to protect and enhance public rights of way access in accordance

with the Framework.

An Umbrella Travel Plan Framework is provided in Section 7 of this Transport

Assessment in accordance with the East Staffordshire Local Plan.



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4 NON CAR ACCESSIBILITY OF THE SITE

4.1 Introduction

4.1.1 In order to accord with the aspirations of the National Planning Policy Framework any

new proposals should extend the choice in transport and secure mobility in a way that

supports sustainable development.

4.1.2 New proposals should attempt to influence the mode of travel to the development in

terms of gaining a shift in modal split towards non car travel modes, thus assisting in

meeting the aspirations of current national, regional and local planning policy.

Accessibility on foot,

Accessibility by cycle,

Accessibility by bus,

Accessibility by rail.

4.2 Accessibility on Foot

4.2.1 It is important to create a choice of direct, safe and attractive routes between where

people live and where they need to travel in their day-to-day life. This philosophy clearly

encourages the opportunity to walk whatever the journey purpose and also helps to

create more active streets and a more vibrant neighbourhood.

4.2.2 As previously stated the internal layout of the site will be designed to maximise

pedestrian and cyclists permeability with a network of footways to link the site to the

surrounding local highways and existing pedestrian network. It should also be noted

existing public right of way which are located within the site will retained to further

enhance pedestrian permeability and connection.



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4.2.3 As part of the proposed signalisation of the A522 New Road/Parks Farm junction, a

pedestrian crossing with associated dropped kerbs and tactile paving will be provided

on the southern A522 New Road arm of the junction to facilitate safe pedestrian

movement across the A522 New Road carriageway. This will enable pedestrians to

access the existing pedestrian footway on the eastern side of the A522 New Road

carriageway.

4.2.4 The provision of this crossing to the footway means that a direct and safe pedestrian

route is provided on at least one side of the A522 New Road carriageway between the

proposed signal controlled junction and Uttoxeter Town Centre.

4.2.5 To the north of the proposed signal controlled junction, a pedestrian footway with a

minimum width of 2 metres is located on the eastern side of the A522 New Road

carriageway, this footway continues in a northerly direction until the vehicular access to

the JCB World Parts Centre and Heavy Products Factory where a pedestrian refuge is

located on the A522 New Road to facilitate safe pedestrian movement over the

carriageway and into the JCB factories.

4.2.6 A pedestrian link to the existing footways located on Tunnicliffe Way will be provided

for via the existing public right of way. The existing footways are located on either side

of the Tunnicliffe Way carriageway and throughout the existing residential estate.

4.2.7 The footways located along New Road have a width of at least 1.8 metres and dropped

kerbs are provided at most junctions between Tunnicliffe Way and the A522 New

Road/A522 Cheadle Road/B5030 Ashbourne Road mini-roundabout. Pedestrian

footways are located on either side of the A522 Cheadle Road and B5030 Ashbourne

Road providing pedestrian access into the Town Centre to the south and the residential

areas to the north.

4.2.8 The pedestrian footways located at the proposed B5027 Bramshall Road/Site access

junction will link with the existing pedestrian footway located on the northern side of

the carriageway. This footway has minimum width of 1.8 metres and to the west of the

site it provides pedestrian access to the village of Bramshall whilst to the east it provides

access to western areas of Uttoxeter.



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4.2.9 Dropped kerbs are provided for at the B5027 Bramshall Road/Byrd’s Lane priority

controlled junction, from this junction pedestrian footways are located on either side of

the Byrd’s Lane carriageway which provide pedestrian access to the bus stops located

along Byrd’s Lane as well The Heath area of Uttoxeter.

4.2.10 To the east of the junction, a pedestrian footway is located on the northern side of the

B5027 Bramshall Road/B5027 Stone Road until approximately 90 metres east of the

B5027 Stone Road/Hall Road junction. Despite this, safe pedestrian movement to the

footway on the opposite side of the carriageway is provided via the Puffin crossing

adjacent to the Oldfields Hall Middle School. This pedestrian footway provides

pedestrian access into Uttoxeter Town Centre with dropped kerbs located at all

junctions between the site and the pedestianised area of the Town Centre.

4.2.11 Within the Institution of Highways and Transportation (IHT) document, entitled

“Guidelines for Providing for Journeys on Foot”, a distance of 800 metres is identified as

the preferred maximum distance for town centres, whilst a distance of 2 kilometres is

defined as a preferred maximum for commuting.

4.2.12 PPG13 ‘Good Practice Guide’ states that walking is the most important mode of travel at

the local level and offers the greatest potential to replace short car journeys,

particularly those under 2 kilometres.

4.2.13 As such, Plan 7 shows the local amenities pedestrian catchment for 800 metres and 2

kilometres from the centre of the site and provides an illustrative indication of the areas

that can be reached based on a leisurely walk from the site.

4.2.14 As can be seen, the 800 metre catchment includes the Tynsel Parks First School, the bus

stops located on Byrd’s Lane and on Marlborough Way and the local convenience store

located within the Shell Petrol Filling Station. In addition, a Post Office and a selection of

local amenities such as a Fish and Chips shop are located on Windsor Drive.

4.2.15 The 2,000 metre pedestrian catchment encompasses large areas of Uttoxeter including

the northern sections of the Town Centre as defined within the East Staffordshire Local

Plan.



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4.2.16 Included within the 2,000 metre catchment are number of schools, such as Oldfields

Hall Middle School and Windsor Middle School as well as the Tesco Express located on

Holly Road.

4.2.17 As illustrated, the development site benefits from being located within close proximity

to a range of local amenities. The provision of a new Primary School and other local

retail/community facilities will also further encourage journeys by foot and reduce the

need for travel by car to surrounding areas.

4.2.18 it is therefore concluded that the proposed development is accessible by foot.

4.3 Access by Cycle

4.3.1 An alternative mode of travel to the site could be achieved by bicycle.

4.3.2 A distance of 5 kilometres is generally accepted as a distance where cycling has the

potential to replace short car journeys. This distance equates to a journey of around 25

minutes based on a leisurely cycle speed of 12 kilometres per hour and would

encompass the whole of Uttoxeter and the surrounding areas of Bramshall and

Stramshall.

4.3.3 Tunnicliffe Way, Byrd’s Lane and the northern section of Holly Road are labelled as

advisory on-road cycle routes on the Uttoxeter cycle map. Toucan crossings are

provided for at the A522 Cheadle Road/A522 New Road/B5030 Ashbourne Road.

4.3.4 The internal site layout will ensure that vehicular speeds are low and as such this would

assist cycle accessibility.

4.3.5 The site can, therefore, be considered as being accessible by cycle.

4.4 Access by Bus

4.4.1 The closest bus stops to the proposed development is located on Byrd’s Lane these bus

stops are located approximately 200 metres east of the southern boundary of the site

and can be accessed via the footways located on the northern side of the B5027

Bramshall Road carriageway.



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4.4.2 An additional bus stop is located on Marlborough Way, this bus stop is approximately

400 metres from the eastern boundary of the site and can be accessed via the extensive

pedestrian footways network in the residential area to the east.

4.4.3 It should be noted that bus services currently operate along Bramshall Road although no

bus stops are located in the vicinity of the development site, however, due to the

increase in potential patronage as a result of any development it is highly likely that bus

stops could be provided in close proximity to any access into the site.

4.4.4 A summary of the services available from the bus stops on Byrd’s Lane and Bramshall

Road are provided in Table 4.1 below.

Service No

Bus Route

Frequency per hour

Mon – Fri

Sat Sun AM Mid PM Eve

4 Uttoxeter Town Circular 4 3 1 1 2 -

248/411 Uttoxeter - Sharpley Heath - Church

Leish 2 Services on Wednesday and Saturday -

841 Uttoxeter - Hixon - Great Haywood -

Stafford 1 Service every 120 minutes -

Table 4.1 Summary of Existing Bus Services in the Vicinity of the Site

4.4.5 As shown in Table 4.1 that the existing bus stops and the potential bus stops on

Bramshall Road provide up to 5 services an hour to Uttoxeter town centre and Stafford

with journeys into Uttoxeter taking approximately 10 minutes whilst journeys to

Stafford taking 57 minutes.

4.4.6 From Uttoxeter town centre services are available to a wider range of areas including

Burton, Hanley, Rocester and Cheadle.



July 2013 22

4.4.7 Notwithstanding the above, during pre-application discussions with the highways

officers at SCC it has been stated that due to the location of the existing bus stops the

proposed development will require the provision of a bus service to be in accordance

with the guidance contained within the Staffordshire Residential Guide which states in

paragraph 34 that;

“To reduce the use of private cars for local trips houses should be within 350 metres of a

regular bus stop wherever possible”.

4.4.8 Discussions are currently on going with SCC and local bus operators (Arriva UK) to

develop and implement a bus strategy for the site, which will encourage journeys to and

from the site by bus.

4.4.9 It can therefore be concluded that although it is deemed that site is currently accessible

by bus, to further enhance the accessibility of the site by public transport it is proposed

to provide bus service improvements as part of the development of the site.

4.5 Accessibility by Rail

4.5.1 The site is located to the west of Uttoxeter town centre and around 2 miles from the

town's railway station. As such, it is outside the usual recommended walk distance but

it can be accessed via all the bus services that travel within 400 metres of the site.

4.5.2 Rail services operate at hourly frequencies to Derby and Stoke on Trent as well as

numerous other local destinations. Journey times to Derby and Stoke on Trent are both

around 25 minutes from Uttoxeter.

4.5.3 As such, it can be considered that the site is accessible by rail.

4.6 Accessibility Summary

4.6.1 It has been demonstrated that pedestrian infrastructure in the vicinity of the site is

excellent, which provide direct linkages to a range of local amenities and services. It has

been demonstrated that cycle accessibility is also good.



July 2013 23

4.6.2 The application site is located within 200 metres from the nearest bus stops on Byrd’s

Lane which comply with the IHT publication entitled ‘Providing for Journeys on Foot’,

which quotes 400 metres as being the ‘desirable’ walking distance to such facilities.

4.6.3 Discussions are currently on going with SCC and local bus operators to develop a bus

strategy for the site which will encourage journeys to and from the site by bus.

4.6.4 In light of the above, it is considered the site is highly accessible to cater for needs of

development’s residents due to it being in close proximity to the rail network and

therefore assists in promoting a choice of travel modes other than the private car.



July 2013 24

5 TRAFFIC IMPACT ANALYSIS

5.1 Introduction

5.1.1 Having established that the development site is accessible by modes of transport other

than the private car, the following section of this report will discuss the potential traffic

generation of the proposed development and its impact on the local highway network

as agreed with the highways officers at Staffordshire County Council and the Highways

Agency.

5.2 Local Highway Network

5.2.1 As previously mentioned vehicular access into the site will be provided via two

locations, to the north via a new signal controlled junction off the A522 New Road and

to the south via a proposed priority controlled junction off the B5027 Bramshall Road.

5.2.2 The A522 New Road runs in an approximate north-south alignment, to the north it

provides vehicular access to the eastbound on-slip/off-slip of the A50(T) providing

vehicular access to Derby to the east and from Stoke-on-Trent to the west. To the north

of these slip roads the A522 New Road provides vehicular access to Cheadle and Leek.

5.2.3 To the south the A522 New Road provides an arm of the A522 New Road/A50(T)

westbound on-slip/off-slip roundabout. The A50(T) arm of the roundabout provides

vehicular movements to Stoke-on-Trent to the west and from Derby to the east. From

this junction the A522 New Road continues southbound until it provides the major arm

of the A522 New Road/Holly Road priority controlled junction and an arm of the B5030

Ashbourne Road/B5030 Cheadle Road mini-roundabout.



July 2013 25

5.2.4 From the B5030 Ashbourne Road/A522 Cheadle Road/A522 New Road mini-

roundabout, the A522 Cheadle Road provides access to Uttoxeter town centre to the

south whilst to the north the B5030 Ashbourne Road provides an arm of the

A50(T)/B5030 Ashbourne Road roundabout which provides access to both the

eastbound and westbound sections of the A50(T) as well as the surrounding areas of

Rocester.

5.2.5 Holly Road which runs in an north-east to south-west alignment for approximately 850

metres until it forms the minor arm of the B5027 Bramshall Road/Holly Road priority

controlled junction, to the west of this junction the B5027 Bramshall Road provides

access to the Bramshall and Stone whilst to the east it provides vehicular access into the

Town Centre as well as the A518 Town Meadows Way which links to the A50(T) to the

north and to Stafford to the west.

5.3 Traffic Survey Data

5.3.1 In order to assess In order to assess the impact of the proposed development on the

local highway network traffic surveys were undertaken at the following junctions on

Tuesday 27th March 2012, as agreed with Staffordshire County Council, the local

highway authority and the Highways Agency and their consultants.

A522 New Road/Tunnicliffe Way priority controlled junction.

A522 New Road/A522 Cheadle Road/B5030 Ashbourne Road mini-roundabout.

B5027 Bramshall Road/Holly Road priority controlled junction.

B5027 Stone Road/Smithfield Road/Springfield Road priority controlled junction.

A522 High Street/A522 Bradley Street/High Street/Smithfield Road roundabout.

A522 Church Street/A522 Silver Street priority controlled junction.

A518 Dove Way/Derby Road/A518 Town Meadows Way roundabout.

A518 Town Meadows Way/A522 Dove Bank/Dove Fields Retail Park roundabout.



July 2013 26

B5027 Hockley Road/B5027 Oldfields Road/Hockley Road priority controlled

junction.

A518 Stafford Road/B5027 Stafford Road/A518 Old Knotty Way roundabout.

5.3.2 The full traffic survey is contained within Appendix 4. The AM and PM peak hours were

identified as 0745 to 0845 hours and 1645 to 1745 hours. The AM and PM peak hours

are shown within Figures 1 and 2 in terms of PCU’s.

5.3.3 Additional traffic count data for the A50(T) has been obtained from the Highways

Agency this data was collected in February 2012 and June 2013, this traffic flow

information is contained within Appendix 4.

5.4 Growthed Flows

5.4.1 In accordance with the guidance contained within DfT’s Guidance on Transport

Assessment, to assess the impact of the proposed development on the local highway

network an assessment year of 2018 has been assumed which is 5 years after

registration of the planning application.

5.4.2 The impact of the A50(T) which forms part of the strategic highway network will be

assessed in the year 2028 which is ten years post registration and therefore in

accordance with the DfT’s guidance.

5.4.3 In order to factor the surveyed traffic flows to the five years post registration year of

2018, and the future assessment year of 2028, a NTEM adjusted National Road Traffic

Model growth factor was applied for Uttoxeter.

5.4.4 The addition of this traffic growth as well as the NTEM growth factors does provide a

robust analysis as the growthed traffic flows are likely to include some double counting

as traffic growth trends are close to flat and a high proportion of any growth will stem

from proposed developments.



July 2013 27

5.4.5 The resultant growth factors are shown below;

2012 to 2018 AM Peak - 1.060

2012 to 2018 PM Peak - 1.064

2012 to 2028 AM Peak - 1.211

2012 to 2028 PM Peak - 1.224

5.4.6 The resultant growth traffic flows are shown in Figures 3 and 4 for the Weekday 2018

AM and PM peak periods.

5.4.7 The following section of the traffic impact analysis will detail the methodology used for

the deriving the 2018 and 2028 Assessment scenarios but the 2028 A50(T) traffic flow

figures are contained within Appendix 21.

5.5 Existing Site Traffic

5.5.1 As aforementioned the development is currently undeveloped and therefore does not

generate any traffic movements.

5.6 Committed Development

5.6.1 Staffordshire County Council have requested that the following committed

development be included within the traffic impact analysis of the local highway

network;

JCB Heavy Products Factory Redevelopment - Mixed-use development including 257

residential units, A1 food retail land-use with a gross floor area of 4,200sqm, B1

office land-use with a gross floor area of 5,000sqm and a Primary Care Trust building

(Planning ref: OU/05254/18)

Redevelopment of the former Uttoxeter Cattle Market - Mixed-use Development

including an Asda unit with a gross floor area of 2,880sqm, a non-food retail unit

with a gross floor area of 2,258sqm and Primary Care Trust Doctors surgery

(Planning ref: PA/2012_00771)



July 2013 28

5.6.2 The committed development flows for each of the schemes have been obtained from

the East Staffordshire Council website.

5.6.3 It should be noted that within the consented JCB traffic flows it has been assumed that

200 and 150 additional two-way vehicles movements in the AM and PM peak hours

respectively to Smithfield Road. The majority of traffic passes through the Bradley

Street/High Street/Smithfield Road junction and to the A518 via Silver Street. Given the

location of the JCB site, adjacent to the A518, the convenience and practicalities of this

as a route to/from the site to strategic routes in and around Uttoxeter may be

questionable and therefore provides a robust assessment of the Town Centre junctions.

5.6.4 Notwithstanding the above, the committed development flows for the JCB

redevelopment are contained within Figures 5 and 6. Whilst the committed

development flows for the Uttoxeter Cattle Market redevelopment are shown in Figures

7 and 8.

5.7 Base Flows

5.7.1 To calculate the 2018 Base Flows, the committed development flows displayed in

Figures 5 to 8 14 have been added to the 2018 Growthed Flows shown in Figures 3 and

4.

5.7.2 The resultant 2018 Base Flows for Weekday AM and PM Peak periods are displayed in

Figures 9 and 10.

5.8 Trip Distribution

5.8.1 Following pre-application discussions, a detailed trip distribution has been derived and

agreed with the highways officers at Staffordshire Council County and the Highways

Agency and their consultants.

5.8.2 The Technical Note which summarises the methodology used to derive the proposed

trip distribution is contained within Appendix 5 whilst Table 5.1 below summarises the

agreed trip distribution by route and site access junction.



July 2013 29

Derived Route % Distribution

New Road Bramshall

Road

Within Uttoxeter Wards (Heath and Town) 14% 11%

A50(T) eastbound towards Derby 10%

A50(T) westbound towards S-O-T 23%

B5013 southbound towards Cannock/Lichfield 2%

A522 New Road (N) towards Cheadle 12%

B5017 southbound towards Burton 2% 9%

B5030 northbound towards Rocester 10%

A518 southbound towards Stafford 6%

B5027 westbound towards Stone 1%

Total 71% 29%

Table 5.1 Summary of Proposed Distribution

5.8.3 The proposed trip distribution detailed in Table 5.1 will provide a robust assessment of

the operation of the Uttoxeter town centre network as it assumes the following;

All development traffic travelling to and from Burton-upon-Trent and will travel

through the Town Centre.

Apart from those assumed to travel to the Fox’s Biscuit Factory on the A522 Cheadle

Road all Uttoxeter trips will travel through the town centre.

5.8.4 The resultant agreed distributions for the proposed signal controlled junction onto the

A522 New Road is displayed in Figure 11 whilst the agreed trip distribution for the

Bramshall Road site access is displayed in Figure 12.



July 2013 30

5.9 Proposed Development

5.9.1 The proposed development will consist of the following land-uses::

Employment Use with a gross floor area of 25,000sqm.

700 Residential Units.

A First School.

A Local Centre providing community and retail facilities.

Proposed Employment Use - Vehicular Trips

5.9.2 In order to forecast the number of trips which the proposed employment use is

forecast to generate the TRICS 2012(b) database was analysed. Trip rates were

obtained for all developments in the field “Employment – Industrial Estate” for sites

with a gross floor area in the range of 10,000 to 50,000sqm.

5.9.3 These trip rates have been agreed in with the highways officers at Staffordshire County

Council and the Highways Agency, with the full TRICS output is contained within

Appendix 6.

5.9.4 No reductions have been applied to take into account the likely internalisation of trips

i.e. those living and working within the development site. This is deemed to provide an

extremely robust assessment of the highway network, especially given the fact that the

2001 Census states that up to 35% of those working within Uttoxeter travel a distance

of less than 2km which indicates that there is the potential for a high level of

internalised home to work trips.

5.9.5 These trips are identified in Table 5.2, below, along with the likely levels of trips

associated with the proposed Industrial use with a gross floor area of 25,000sqm.



July 2013 31

Peak Hour

Trip Rates Trips

Arr Dep Arr Dep

AM Peak 0.532 0.288 133 72

PM Peak 0.307 0.497 77 124

Table 5.2 Summary of Proposed Industrial Use Vehicular Trips (25,000sqm)

5.9.6 As can be seen from the above table, the proposed employment use is predicted to

result in an additional 205 two-way movements in the Weekday AM Peak and 201 two-

way movements during the Weekday PM peak hour.

5.9.7 To assign the proposed employment trips reference has been made to the trip

distribution contained in Figures 11 and 12. The resultant proposed Employment use

traffic flows for the Weekday AM and PM peak periods are displayed in Figures 13 to

Figure 16.

Proposed Residential Use - Vehicular Trips

5.9.8 In order to forecast the number of trips which the proposed residential element is

forecast to generate the TRICS 2012(b) database was analysed. Trip rates were

obtained for all developments in the field “Residential – Houses Privately Owned”

within the range 100 to 1000 units, with sites located in Greater London and Ireland

removed as well as site CH-03-A-06.

5.9.9 These trip rates have been agreed in principle with the highways officers at

Staffordshire County Council, with the full TRICS output is contained within Appendix 7.

These trips are identified in Table 5.3, below, along with the likely levels of trips

associated with the proposed 700 residential units.



July 2013 32

Peak Hour

Trip Rates Trips

Arr Dep Arr Dep

AM Peak 0.156 0.436 109 305

PM Peak 0.410 0.242 287 169

Table 5.3 Summary of Proposed Residential Use Vehicular Trips (700 Units)

5.9.10 As can be seen from Table 5.3, the proposed residential development is predicted to

result in 414 two-way movements in the Weekday AM Peak and 456 two-way

movements during the Weekday PM peak hour.

5.9.11 To assign the proposed employment trips reference has been made to the trip

distribution contained in Figures 11 and 12. The resultant proposed Residential use

traffic flows for the Weekday AM and PM peak periods are displayed in Figures 17 to

Figure 20.

First School

5.9.12 The proposed First School is being provided to cater for the increased demand

generated by the proposed residential element, therefore a substantial proportion if not

all trips to the school will be internal to the development site and likely to be

undertaken by sustainable modes.

5.9.13 It is noted that there may be a proportion of vehicle trips to the school which are part of

an external trip i.e. parents dropping off their children on the way to work. However,

these journeys would be included within the agreed trip rates for the residential

element and to derive First School traffic flows would result in double counting on the

local highway network.



July 2013 33

A Local Centre providing community and retail facilities

5.9.14 As the Local Centre element will provide facilities for those living or working within the

proposed development it has been assumed that any trips generated will be internal to

site and therefore not impact on the wider highway network.

Total Development Flows

5.9.15 To calculate the Weekday AM and PM peak periods total development flows the

proposed employment use development flows displayed in Figures 13 to 16 have been

added to the proposed residential development flows for each of the site access points

displayed in Figures 17 to 20. The resultant total development flows for the Weekday

AM and PM peak periods are displayed in Figures 21 and 22.

5.10 With Development Flows

5.10.1 In order to calculate the 2018 ‘With Development’ flows, the Base Flows contained

within Figures 9 and 10, were added to the development flows contained within Figures

21 and 22. The resultant 2018 ‘With Development’ flows are contained within Figures

23 and 24.

5.11 Proposed Multi-modal Trip Generation

5.11.1 In order to assess the modal split of trips generated by the proposed mixed use

development the TRICS version 2012(b) database was utilised for pedestrians, cyclists

and public transport users.

5.11.2 The multi modal trip rates for the proposed employment development have been

obtained using the same parameters and sites used to derive the proposed vehicular

trips and the full output is contained within Appendix 6. Table 5.5 below summarises

the multi-modal trip generation for the proposed employment development.



July 2013 34

Mode

Weekday AM Peak Weekday PM Peak

Arr Dep Arr Dep Arr Dep Arr Dep

Cycle 0.005 0.002 0.001 0.009 1 1 0 2

Foot 0.003 0.007 0.006 0.025 1 2 2 6

Public Transport 0.002 0.001 0.002 0.006 1 0 1 2

Table 5.5 Summary of Proposed Employment Use Multi-modal Trips (25,000sqm)

5.11.3 The multi modal trip rates for the proposed residential development have been

obtained using the same parameters and sites used to derived the proposed vehicular

trips and the full output is contained within Appendix 7. Table 5.6 below summarises

the multi-modal trip generation for proposed residential development.

Mode

Weekday AM Peak Weekday PM Peak

Arr Dep Arr Dep Arr Dep Arr Dep

Cycle 0.004 0.013 0.012 0.009 3 9 8 6

Foot 0.036 0.165 0.064 0.048 25 116 45 34

Public Transport 0.002 0.017 0.016 0.005 1 12 11 4

Table 5.6 Summary of Proposed Residential Multi-modal Trips (700 Units)

5.11.4 Based on the overall modal splits detailed above in Tables 5.5 and 5.6, Table 5.7 below

provides a summary of the overall modal split for the development site.



July 2013 35

Mode AM Peak PM Peak

Cycle 8% 14%

Foot 84% 72%

Public Transport 8% 14%

Total 100% 100%

Table 5.7 Proportional Modal Split for Proposed Development

5.11.5 As can be seen from Table 5.7 walking is forecast to be the most popular mode of non-

car transport for travelling to or from the proposed site. It is concluded that the existing

extensive pedestrian footway network located within the vicinity of the site together

with the improvements to the footway network on the A522 New Road can cater for

the proposed increased demand.



July 2013 36

6 JUNCTION ASSESSMENTS

6.1.1 This section of the Transport Assessment will consider the various junction assessments

on the local highway network. The local highway network of assessment has been

agreed with the local highway authority, Staffordshire Council and the Highways Agency

and their consultants and they are as follows;

Junction 1: A522 New Road/Parks Farm signal controlled junction.

Junction 2: B5027 Bramshall Road/proposed site access priority controlled junction.

Junction 3: A522 New Road/Tunnicliffe Way priority controlled junction.

Junction 4: A522 New Road/A522 Cheadle Road/B5030 Ashbourne Road mini-

roundabout.

Junction 5: B5027 Bramshall Road/B5027 Stone Road/Holly Road priority controlled

junction.

Junction 6: B5027 Stone Road/Smithfield Road/Springfield Road priority controlled

junction.

Junction 7: A522 High Street/A522 Bradley Street/Smithfield Road mini-roundabout.

Junction 8: A518 Dove Way/Derby Road/A518 Town Meadows Way roundabout.

Junction 9: A518 Town Meadows Way/A522 Dove Bank/Dove Fields Retail Park

roundabout.

Junction 10: B5027 Hockley Road/B5027 Oldfields Road/Hockley Road priority

controlled junction.

Junction 11: A518 Stafford Road/B5027 Stafford Road/A518 Old Knotty Way

roundabout.



July 2013 37

Junction 12: A522 Silver Street/A522 Dove Bank/Church Street priority controlled

junction.

Junction 13: A522 New Road/A50(T) Slips roundabout.

Junction 14: A50(T)/A518 Derby Road/Farm Access roundabout.

Junction 15: A50(T)/B5030 Ashbourne Road roundabout.

Junction 16: A50)T) East Slip Roads/A522 New Road priority controlled junction.

Junction 17:A50(T) East Slip Roads.

Junction 18: A50(T) West Slip Roads

Junction 19: A50(T)/A521 Rounabout

6.1.2 Queue survey data was collected when the traffic surveys were undertaken and this

data is contained within Appendix 4 and has been used to validate the traffic models. A

plan showing the location of the junctions is shown in Plan 8.

A522 New Road/Parks Farm Signal Controlled Junction (Jct. 1)

6.1.3 To provide access into the development site from the north it is proposed that the

existing A522 New Road/Parks Farm priority controlled junction be improved to provide

a signal controlled junction.

6.1.4 To assess the operation of the proposed signal controlled junction the computer

program LINSIG 3 has been utilised using the junction layout displayed in Plan 3 and the

2018 ‘With Development’ Flows.

6.1.5 Table 6.1 below summarises the results of the LINSIG analysis and the full outputs are

contained within Appendix 8.



July 2013 38

Link

2018 With Development

AM Peak PM Peak

DOS MMQ DOS MMQ

A522 New Road (s) Ahead/Left

71.6 11 73.4 13

Site Access Right/Left 69.7 7 69.1 6

A522 New Road (n) Ahead/Right

59.7 9 64.8 11

Table 6.1: Summary of LINSIG Output for A522 New Road/Parks Farm Junction

6.1.6 As can be seen in Table 6.1, the proposed signal controlled A522 New Road/Park Farm

junction is forecast to operate within its theoretical capacity of the 2018 ‘With

Development’ scenarios even when assuming that the pedestrian stage runs every cycle

which is deemed to be a worst case scenario.

6.1.7 During pre-application discussions with the highways officers at the HA, it was

requested that analysis be undertaken for the proposed junction for the 2028

assessment period.

6.1.8 Table 6.2 below summarises the results of the 2028 LINSIG analysis and the full outputs

are contained within Appendix 8.



July 2013 39

Link


AM Peak PM Peak

DOS MMQ DOS MMQ

A522 New Road (s) Ahead/Left

77.0 13 78.3 14

Site Access Right/Left 73.6 8 74.1 6

A522 New Road (n) Ahead/Right

62.7 11 70.5 13

Table 6.1: Summary of LINSIG Output for A522 New Road/Parks Farm Junction

6.1.9 As can be seen in Table 6.2, the proposed signal controlled A522 New Road/Park Farm

junction is forecast to operate within its theoretical capacity of the 2028 ‘With

Development’ scenarios and will not result in queuing back onto strategic highway

network even when assuming that the pedestrian stage runs every cycle which is

deemed to be a worst case scenario.

B5027 Bramshall Road/Site Access Priority Controlled Junction (Jct. 2)

6.1.10 Vehicular access into the development site from the south will be provided via a new

priority controlled junction off the B5027 Bramshall Road.

6.1.11 To assess the operation of the proposed priority controlled junction the computer

program PICADY 5 has been utilised using the junction layout displayed in Plan 4 and

the 2018 ‘With Development’ Flows.

6.1.12 Table 6.3 below summarises the results of the PICADY analysis and the full outputs are




July 2013 40

Link


AM Peak PM Peak

RFC Max Q RFC Max Q

B5027 Bramshall Road (e) Right Turn

0.217 0 0.167 0

Site Access 0.118 0 0.173 0

Table 6.3: Summary of PICADY Output for B5027 Bramshall Road/Site Access Junction

6.1.13 As can be seen in Table 6.2, the proposed signal controlled B5027 Bramshall Road/Site

Access junction is forecast to operate within its theoretical capacity in both of the 2018

‘With Development’ scenarios.

A522 New Road/Tunnicliffe Way Priority Controlled Junction (Jct. 3)

6.1.14 In order to assess the operation of the A522 New Road/Tunnicliffe Way priority

controlled junction the PICADY 5 program was utilised.

6.1.15 Assessments were undertaken using the 2012 surveyed flows the results of which are

summarised within Table 6.4 with the full results contained within Appendix 10.

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

Tunnicliffe Way 0.131 0 0.049 0

A522 New Road (n) Right Turn

0.013 0 0.005 0

Table 6.4: Summary of PICADY Output for A522 New Road/Tunnicliffe Way Junction



July 2013 41

6.1.16 As can be seen in Table 6.3 above the A522 New Road/Tunnicliffe Way junction

currently operates within capacity with no forecast or observed queuing on any of the

arms which concurs with the queue surveys and observations

6.1.17 Assessments have been also undertaken using the 2018 Base and ‘With Development’

flows, the results of which are summarised within Tables 6.5 below.

Arm

2018 Base 2018 With Development

AM Peak PM Peak AM Peak PM Peak

RFC Max Q RFC Max Q RFC Max Q RFC Max Q

Tunnicliffe Way 0.146 0 0.056 0 0.168 0 0.065 0

A522 New Road (n) Right Turn

0.013 0 0.006 0 0.015 0 0.007 0

Table 6.5: Summary of PICADY Output for A522 New Road/Tunnicliffe Way Junction -

2018 Base and ‘With Development’ Scenarios

6.1.18 As can be seen in Tables 6.5 A522 New Road/Tunnicliffe Way junction is forecast to

continue to operate within its theoretical capacity in the 2018 Base and ‘With

Development’ scenarios for both the AM and PM peak periods.

6.1.19 Based on the above it is considered that the impact of the proposed development at the

B5030 A522 New Road/Tunnicliffe Way junction is likely to be minimal.

A522 New Road/A522 Cheadle Road/B530 Ashbourne Road mini-roundabout (Jct. 4)

6.1.20 In order to assess the operation of the A522 New Road/A522 Cheadle Road/B530

Ashbourne Road mini-roundabout junction the ARCADY 7 program was utilised.





July 2013 42

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

B5030 Ashbourne Road 0.41 1 0.40 1

A522 New Road (s) 0.24 0 0.49 1

A522 New Road (n) 0.51 1 0.35 1

Table 6.6: Summary of ARCADY Output for A522 New Road/A522 Cheadle

Road/B5030 Ashbourne Road

6.1.22 As can be seen in Table 6.6 above the A522 New Road/A522 Cheadle Road/B5030

Ashbourne Road junction currently operates within capacity with no forecast or

observed queuing as the results of the queue surveys demonstrate.

6.1.23 Assessments have been also undertaken using the 2018 and 2028 Base and ‘With

Development’ flows, the results of which are summarised within Table 6.6 below.

Arm




B5030 Ashbourne Road

0.50 1 0.52 1 0.60 1 0.63 2

A522 New Road (s) 0.28 0 0.59 1 0.33 0 0.67 2

A522 New Road (n) 0.61 2 0.49 1 0.80 4 0.65 2

Table 6.7: Summary of PICADY Output for A522 New Road/A522 Cheadle Road/B5030

Ashbourne Road Junction - 2018 Base and ‘With Development’ Scenarios



July 2013 43

6.1.24 As can be seen in Table 6.7 the B5030 Ashbourne Road/A522 New Road/A522 Cheadle

Road junction is forecast to continue to operate within its theoretical capacity in the

2018 Base and ‘With Development’ scenarios for both the AM and PM peak periods.

6.1.25 This analysis is based on the robust assumption that all traffic travelling from the site to

Rocester and the A50(T) will use the mini-roundabout when there is the potential for

vehicles to turn left on to the one-way Holly Road which in turn joins the B5030

Ashbourne Road.


B5030 Ashbourne Road/A522 New Road/A522 Cheadle Road junction is likely to be

minimal.

B5027 Bramshall Road/Holly Road Priority Controlled Junction (Jct. 5)

6.1.27 In order to assess the operation of the B5027 Bramshall Road/Holly Road priority

controlled junction the PICADY 5 program was utilised.



Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

Holly Road Left-turn 0.408 1 0.301 0

Holly Road Right-turn 0.090 0 0.129 0

Bramshall Road Right-turn

0.448 1 0.535 1

Table 6.8: Summary of PICADY Output for B5027 Bramshall Road/Stone Road/Holly Road

Junction



July 2013 44

6.1.29 As can be seen in Table 6.8 above the B5027 Bramshall Road/Holly Road junction

currently operates within its theoretical capacity with no forecast or observed queuing

on any of the arms, as the results of the queue surveys and on-site observations also

demonstrate.


flows, the results of which are summarised within Table 6.9 below.

Arm




Holly Road Left-turn 0.500 1 0.415 1 0.525 1 0.431 1

Holly Road Right-turn

0.103 0 0.157 0 0.114 0 0.176 0

Bramshall Road Right-turn

0.514 1 0.642 3 0.562 1 0.773 5

Table 6.9: Summary of PICADY Output for B5027 Bramshall Road/Holly Road - 2018

Base and ‘With Development’ Scenarios

6.1.31 As can be seen in Tables 6.9 above the B5027 Bramshall Road/Holly Road junction is

forecast to continue to operate within its theoretical capacity in the 2018 Base and

‘With Development’ scenarios for both the AM and PM peak periods.


B5027 Bramshall Road/Holly Road junction is likely to be minimal.

B5027 Stone Road/Smithfield Road/Springfield Road Priority Controlled Junction (Jct.

6)

6.1.33 In order to assess the operation of the B5027 Stone Road/Smithfield Road/Springfield

Road priority controlled junction the PICADY 5 program was utilised.



July 2013 45



Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

B5027 Stone Road (s) Left-turn

0.383 1 0.473 1

B5027 Stone Road (s) Right-turn

0.094 0 0.184 0

Smithfield Road 0.123 0 0.043 0

Springfield Road 0.063 0 0.074 0

B5027 Stone Road (w) Right-turn

0.345 1 0.516 2

Table 6.10: Summary of PICADY Output for B5027 Stone Road/Smithfield Road/Springfield

Road Junction

6.1.35 As can be seen in Table 6.10 above the B5027 Stone Road/Smithfield Road/Springfield

Road junction currently operates within its theoretical capacity with no forecast or

observed queuing on any of the arms, as the results of the queue surveys and on-site

observations also demonstrate.





July 2013 46

Arm




B5027 Stone Road (s) Left-turn

0.432 1 0.581 1 0.510 1 0.729 3

B5027 Stone Road (s) Right-turn

0.220 0 0.458 1 0.245 0 0.530 1

Smithfield Road 0.143 0 0.069 0 0.157 0 0.077 0

Springfield Road 0.077 0 0.097 0 0.084 0 0.109 0

B5027 Stone Road (w) Right-turn

0.425 1 0.714 4 0.580 2 0.911 14

Table 6.11: Summary of PICADY Output for B5027 Stone Road/Smithfield

Road/Springfield Road- 2018 Base and ‘With Development’ Scenarios

6.1.37 As can be seen in Tables 6.11 above the B5027 Stone Road/Smithfield Road/Springfield

Road junction is forecast to continue to operate within its actual capacity in the 2018

Base and ‘With Development’ scenarios for both the AM and PM peak periods.

6.1.38 It is therefore concluded that the impact of the proposed development at the B5027

Stone Road/Smithfield Road/Springfield Road is likely to be minimal.

A522 High Street/A522 Bradley Street/Smithfield Road Mini-roundabout (Jct. 7)

6.1.39 The A522 High Street/A522 Bradley Street/Smithfield Road junction has recently been

converted to a mini-roundabout. The scheme replaced a priority controlled junction

where Bradley Street was the minor arm and includes zebra crossings on the Bradley

Street and High Street north arms of the junction.

6.1.40 In order to assess the operation of the A522 High Street/A522 Bradley Street/High

Street/Smithfield Road mini-roundabout the ARCADY 7 program was utilised.





July 2013 47

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A522 Bradley Street 0.31 1 0.60 1

Smithfield Road 0.35 1 0.38 1

A522 High Street 0.51 1 0.37 1

Table 6.12: Summary of ARCADY Output for A522 Stone Road/A522 Bradley

Street/Smithfield Road Junction

6.1.42 On site observations indicated that there was minimal queuing (1 vehicle on each arm)

and delay at the junction during the Weekday AM and PM peak periods. To replicate the

existing situation the model the intercept values have been adjusted on High Street and

Bradley Street arms to represent the observed queuing whilst still retaining some

queuing on the approaches.



Arm




A522 Bradley Street 0.40 1 0.81 4 0.44 1 0.89 7

Smithfield Road 0.53 1 0.62 2 0.59 1 0.69 2

A522 High Street 0.68 2 0.53 1 0.78 3 0.63 2

Table 6.13: Summary of ARCADY Output for A522 Stone Road/A522 Bradley

Street/Smithfield Road Junction - 2018 Base and ‘With Development’ Scenarios



July 2013 48

6.1.44 As can be seen in Table 6.13 the A522 High Street/A522 Bradley Street/Smithfield Road

is forecast to operate within its theoretical capacity in both the 2018 AM peak Base and

‘With Development’ scenarios.

6.1.45 Whilst in the 2018 PM peak periods the junction is forecast to operate close to it’s

actual capacity in the ‘With Development’ scenario on the A522 Bradley Street arm of

the junction.

6.1.46 However, it is considered that the assumptions used in the model represent a

hypothetical worst case as the traffic flows include both background traffic growth and

traffic from the committed JCB development. As previously stated, it is considered that

the assignment of a high number of trips from the JCB development is unlikely to occur

in practice and the assignment of the proposed development flows provides very robust

assessment of this section of the highway network.

6.1.47 It is therefore concluded that the impact of the proposed development at the A522

Stone Road/A522 Bradley Street/Smithfield Road is likely to be minimal.

A518 Dove Way/Derby Road/A518 Town Meadows Way Roundabout (Jct. 8)

6.1.48 In order to assess the operation of the A518 Dove Way/Derby Road/A518 Town

Meadows Way roundabout the ARCADY 7 program was utilised.





July 2013 49

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A518 Dove Way 0.27 0 0.36 1

Derby Road 0.49 1 0.63 2

A518 Town Meadows Way

0.48 1 0.47 1

Car Park 0.04 0 0.00 0

Table 6.14: Summary of ARCADY Output for A518 Dove Way/Derby Road/A518 Town

Meadows Way Junction

6.1.50 As can be seen in Table 6.14 above the A518 Dove Way/Derby Road/A518 Town

Meadows Way roundabout currently operates within its theoretical capacity with no

forecast or observed queuing on any of the arms, as the results of the queue surveys

and on-site observations also demonstrate.





July 2013 50

Arm




A518 Dove Way 0.34 1 0.44 1 0.34 1 0.45 1

Derby Road 0.61 2 0.81 4 0.62 2 0.82 4

A518 Town Meadows Way

0.57 1 0.52 1 0.58 1 0.53 1

Car Park 0.05 0 0.00 0 0.05 0 0.00 0

Table 6.15: Summary of ARCADY Output for A518 Dove Way/Derby Road/A518 Town

Meadows Way Junction - 2018 Base and ‘With Development’ Scenarios

6.1.52 As can be seen in Tables 6.15 above the A518 Dove Way/Derby Road/A518 Town

Meadows Way roundabout is forecast to continue to operate within its theoretical

capacity in the 2018 Base and ‘With Development’ scenarios for both the AM and PM

peak periods.


A518 Dove Way/Derby Road/A518 Town Meadows Way roundabout is likely to be

minimal.

A518 Town Meadows Way/A522 Dove Bank/Dovefields Retail Park Roundabout (Jct.

9)

6.1.54 In order to assess the operation of the A518 Town Meadows Way/A522 Dove

Bank/Dovefields Retail Park roundabout the ARCADY 7 program was utilised.





July 2013 51

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

Dovefields Retail Park 0.21 0 0.66 2

A518 Town Meadows Way (s)

0.40 1 0.49 1

A522 Dove Bank 0.34 1 0.65 2


0.53 1 0.73 3

Table 6.16: Summary of ARCADY Output for A518 Town Meadows Way/A522 Dove

Bank/Dovefields Retail Park Junction

6.1.56 As can be seen in Table 6.16 above the A518 Town Meadows Way/A522 Dove

Bank/Dovefields Retail Park roundabout currently operates within its theoretical

capacity with no forecast or observed queuing on any of the arms, as the results of the

queue surveys and on-site observations also demonstrate.





July 2013 52

Arm




Dovefields Retail Park

0.28 1 1.15 25 0.28 0 1.22 33


0.56 1 0.67 2 0.49 1 0.68 2

A522 Dove Bank 0.45 1 0.90 7 0.41 1 0.93 9


0.75 3 0.92 10 0.66 2 0.93 11

Table 6.17: Summary of ARCADY Output for A518 Town Meadows Way/A522 Dove

Bank/Dovefields Retail Park Junction - 2018 Base and ‘With Development’ Scenarios

6.1.58 As can be seen in Tables 6.17 above the A518 Town Meadows Way/A522 Dove

Bank/Dovefields Retail Park is forecast to operate within its actual capacity in the 2018

Base and ‘With Development’ scenarios apart from the Dovefields Retail Park arm of the

roundabout in the PM Peak period. This arm is forecast to operate in excess of its actual

capacity in the 2018 Base and ‘With Development’ scenarios with an increase in the

mean max queue of just 8 vehicles.

6.1.59 It should be noted that when the RFC exceeds a value of 1.00 it provides unreliable

results with exaggerated levels of queuing. Therefore the forecast level of queuing in

the 2028 Base and ‘With Development’ scenarios should be treated with caution

especially as the actual overall impact of the proposed development on the junction is

minimal with a forecast percentage increase in traffic of between 1.4% in AM peak and

1.1% in PM peak.


A518 Town Meadows Way/A522 Dove Bank/Dovefields Retail Park roundabout is likely

to be minimal.



July 2013 53

B5027 Hockley Road/B5027 Oldfields Road/Hockley Road Priority Controlled Junction

(Jct 10)

6.1.61 In order to assess the operation of the B5027 Hockley Road/B5027 Oldfields

Road/Hockley Road junction the PICADY 5 program was utilised.



Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

B5026 Oldfields Road Left-turn

0.21 0 0.66 2

B5026 Oldfields Right-turn

0.34 1 0.65 2

Hockley Road Right-turn 0.53 1 0.73 3

Table 6.18: Summary of PICADY Output for B5027 Hockley Road/B5027 Oldfields

Road/Hockley Road Junction

6.1.63 As can be seen in Table 6.18 above the B5027 Hockley Road/B5027 Oldfields

Road/Hockley Road junction currently operates within its theoretical capacity with no



6.1.64 Assessments have been also undertaken using the 2018 and 2028 Base and ‘With

Development’ flows, the results of which are summarised within Tables 6.19 below.



July 2013 54

Arm




B5026 Oldfields Road Left-turn

0.190 0 0.412 1 0.226 0 0.554 1

B5026 Oldfields Right-turn

0.568 1 0.714 2 0.707 2 0.838 5

Hockley Road Right-turn

0.222 0 0.204 0 0.228 0 0.211 0

Table 6.19: Summary of PICADY Output for B5027 Hockley Road/B5027 Oldfields

Road/Hockley Road Junction - 2018 Base and ‘With Development’ Scenarios

6.1.65 As can be seen in Table 6.19 above the B5027 Hockley Road/B5027 Oldfields

Road/Hockley Road junction is forecast to continue to operate within its theoretical


peak periods.


B5027 Hockley Road/B5027 Oldfields Road/Hockley Road junction is likely to be

minimal.

A518 Stafford Road/B5027 Stafford Road/A518 Old Knotty Way Roundabout (Jct. 11)

6.1.67 In order to assess the operation of the A518 Stafford Road/B5027 Stafford Road /A518

Old Knotty Way roundabout the ARCADY 7 program was utilised.


summarised within Tables 6.20 with the full results contained within Appendix 18.



July 2013 55

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A518 Old Knotty Way 0.38 1 0.44 1

Kingfisher Way 0.37 1 0.22 0

A518 Stafford Road 0.47 1 0.41 1

B5027 Stafford Road 0.21 0 0.25 0

Table 6.20: Summary of ARCADY Output for A518 Stafford Road/B5027 Stafford

Road/A518 Old Knotty Way Junction

6.1.69 As can be seen in Table 6.20 above the A518 Stafford Road/B5027 Stafford Road/A518

Old Knotty Way roundabout currently operates within its theoretical capacity with no







July 2013 56

Arm




A518 Old Knotty Way

0.43 1 0.52 1 0.44 1 0.53 1

Kingfisher Way 0.42 1 0.27 0 0.46 1 0.33 0

A518 Stafford Road 0.54 1 0.49 1 0.56 1 0.50 1

B5027 Stafford Road 0.31 0 0.33 1 0.37 0 0.38 1

Table 6.21: Summary of ARCADY Output for A518 Stafford Road/B5027 Stafford

Road/A518 Old Knotty Way - 2018 Base and ‘With Development’ Scenarios

6.1.71 As can be seen in Table 6.21 above the A518 Stafford Road/B5027 Stafford Road/A518

Old Knotty Way roundabout is forecast to continue to operate within its theoretical


peak periods.

6.1.72 It is therefore considered that the impact of the proposed development at the A518

Stafford Road/B5027 Stafford Road/A518 Old Knotty Way roundabout junction is likely

to be minimal.

A522 Silver Street/A522 Dove Bank/Church Street Priority Controlled Junction (Jct. 12)

6.1.73 In order to assess the operation of the A522 Silver Street/A522 Dove Bank/Church

Street priority controlled junction the PICADY 5 program was utilised.





July 2013 57

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

Silver Street Left-turn 0.475 1 0.549 1

Silver Street Right-turn 0.381 1 0.689 2

Church Street (n) Right-turn

0.492 1 0.767 3

Table 6.22: Summary of PICADY Output for A522 Silver Street/A522 Dove

Bank/Church Street Junction

6.1.75 On site observations indicated that there was minimal queuing (1 vehicle on each arm)

and delay at the junction during the Weekday AM and PM peak periods. To replicate the

existing situation the model has been run in the FLAT traffic profile type.

6.1.76 It should be noted that the forecast level of queuing is still slightly higher than observed

at the give-way lines, therefore it is concluded that the model is providing an

exaggeration of existing queuing.





July 2013 58

Arm




Silver Street Left-turn

0.583 2 1.090 31 1.022 20 1.255 47

Silver Street Right-turn

0.494 1 1.085 34 0.973 12 1.255 47

Church Street (n) Right-turn

0.492 1 0.910 12 0.612 2 0.986 18

Table 6.23: Summary of PICADY Output for A522 Silver Street/A522 Dove

Bank/Church Street Junction - 2018 Base and ‘With Development’ Scenarios

6.1.78 As can be seen in Table 6.23 the A522 Silver Street/A522 Dove Bank junction is forecast

to operate within its actual capacity in the 2018 AM peak Base scenario whilst in the

2018 PM peak Base the A522 Silver Street arm is forecast to operate in excess of its

actual capacity.

6.1.79 With the addition of the forecast development traffic the A522 Silver Road arm is

forecast to operate in excess of its actual capacity in the 2018 ‘With Development’

scenario whilst in the PM peak the addition of the development traffic the RFC’s and

Mean Max Queue will increase.

6.1.80 However, it should be noted that this analysis of this junction include the assignment of

a high number of trips from the JCB development

6.1.81 Notwithstanding the above, it is felt that to not only mitigate the impact of the

development but also improve the operation of this area of the local highway network a

mini-roundabout junction could be implemented at the A522 Silver Street/A522 Dove

Bank/Church Street junction. The proposed mini-roundabout, which is shown in Plan 9

consists of physical amendments which are all located within the extent of adopted

highway and the layout of the junction meets with current design guidance.



July 2013 59

6.1.82 To assess the operation of the proposed mini-roundabout junction the ARCADY program

has been utilised and assessments were undertaken using the 2018 Base and ‘With

Development’ flows, the results of which are summarised within Table 6.24 and the full

output is contained within Appendix 20.

Arm




Church Street (n) 0.42 1 0.86 5 0.43 1 0.88 6

Church Street (s) 0.68 2 0.84 5 0.73 3 0.89 7

Silver Street 0.44 1 0.59 1 0.46 1 0.62 2

Table 6.24: Summary of ARCADY Output for A522 Silver Street/A522 Dove

Bank/Church Street - 2018 Base and ‘With Development’ Scenarios

6.1.83 As can be seen in Table 6.24 the proposed mini-roundabout at the A522 Silver

Street/A522 Dove Bank/Church Street junction will operate within its theoretical

capacity in both the 2018 Base and ‘With Development’ scenarios and provides a

substantial overall improvement when compared to the existing junction arrangement

which is forecast to operate in excess of its actual capacity in the 2018 base scenarios.

A522 New Road/A50(T) Slips Roundabout (Jct. 13)

6.1.84 In order to assess the operation of the A522 New Road/A50(T) slips roundabout the

ARCADY 7 program was utilised.





July 2013 60

Arm

2012 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A522 New Road (n) 0.12 0 0.13 0

A50(T) Off Slip 0.29 0 0.28 0

A522 New Road (s) 0.29 0 0.31 0

Table 6.25: Summary of ARCADY Output for A522 New Road/A50(T) Slips Junction

6.1.86 As can be seen in Table 6.25 above the A522 New Road/A50(T) Slips roundabout



demonstrate.



Arm




A522 New Road (n) 0.13 0 0.15 0 0.15 0 0.18 0

A50(T) Off Slip 0.33 0 0.36 1 0.39 1 0.45 1

A522 New Road (s) 0.36 1 0.39 1 0.51 1 0.51 1

Table 6.26: Summary of ARCADY Output for A522 New Road/A50(T) Slips - 2018 Base

and ‘With Development’ Scenarios



July 2013 61

6.1.88 As can be seen in Table 6.25 above the A522 New Road/A50(T) Slips roundabout is

forecast to continue to operate within its theoretical capacity in the 2018 Base and

‘With Development’ scenarios for both the AM and PM peak periods.

6.1.89 As requested by the Highways Agency junction analysis has been undertaken for the

2028 Base and ‘With Development’ scenarios and the results of this analysis are

summarised below in Table 6.27.

Arm




A522 New Road (n) 0.16 0 0.18 0 0.18 0 0.21 0

A50(T) Off Slip 0.38 1 0.42 1 0.46 1 0.54 1

A522 New Road (s) 0.41 1 0.45 1 0.56 1 0.57 1

Table 6.27: Summary of ARCADY Output for A522 New Road/A50(T) Slips - 2028 Base

and ‘With Development’ Scenarios

6.1.90 As can be seen in Table 6.27 A522 New Road/A50(T) Slips roundabout is forecast to

continue to operate within its theoretical capacity in the 2028 Base and ‘With

Development’ scenarios for both the AM and PM peak periods and that it will not

impact on the operation of the strategic highway network.


New Road/A50(T) Slips roundabout junction is likely to be minimal.

A50(T)/A518 Derby Road/Farm Access Roundabout (Jct. 14)

6.1.1 In order to assess the operation of the A522 New Road/A50(T) slips roundabout the

ARCADY 7 program was utilised. The flows for assessing the operation of the A50(T) are

contained within Appendix 22 these flows have been derived using the same

methodology detailed within the Traffic Impact Analysis section.



July 2013 62



Arm

2011 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A50(T) (e) 0.86 6 0.91 10

A518 Derby Road 0.80 4 0.85 5

A50(T) (w) 0.90 8 0.82 4

Farm Access Road 0.00 0 0.02 0

Table 6.28: Summary of ARCADY Output for A50(T)/A518 Derby Road/Farm Access

Junction

6.1.3 As can be seen in Table 6.28 above the A50(T)/A518 Derby Road/Farm Access currently

operates within its theoretical capacity with the forecast queuing on the A50(T) arms as

the on-site observations also demonstrate.





July 2013 63

Arm




A50(T) (e) 1.10 167 1.17 275 1.11 180 1.18 297

A518 Derby Road 1.29 110 1.16 66 1.29 113 1.17 69

A50(T) (w) 1.10 150 1.03 53 1.11 169 1.04 65

Farm Access Road 0.00 0 0.05 0 0.00 0 0.05 0

Table 6.29: Summary of ARCADY Output for A50(T)/A518 Derby Road/Farm Access

Junction - 2028 Base and ‘With Development’ Scenarios

6.1.5 As can be seen in Tables 6.29 above the A50(T)/A518 Derby Road/Farm Access

roundabout is forecast to operate in excess of its actual capacity in both of the 2028

Base scenarios and as well as the ‘With Development’ scenarios.

6.1.6 However, as can be seen above the actual increase in the RFC is minimal other than on

the A518 Derby Road arm, this is due to the fact that the overall impact of the proposed

development on the junction is minimal with a forecast percentage increase in traffic of

1% in both of the Weekday peak periods.

6.1.7 With regard to the forecast increase in queuing as previously stated that RFC exceeds a

value of 1.00 it provides unreliable results with exaggerated levels of queuing.

6.1.8 It is therefore concluded that the proposed development will have a minimal impact on

the operation of the A50(T)/A518 Derby Road/Farm Access roundabout.



July 2013 64

A50(T)/B5030 Ashbourne Road Roundabout (Jct. 15)

6.1.9 In order to assess the operation of the A50(T)/B5030 Ashbourne Road roundabout the

ARCADY 7 program was utilised. The flows for assessing the operation of the A50(T) are




Arm

2011 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A50(T) (e) 0.93 12 0.95 15

B5030 Ashbourne Road (n)

0.88 6 0.90 6

A50(T) (w) 0.95 17 0.92 11

B5030 Ashbourne Road (s)

0.94 11 0.93 11

Table 6.30: Summary of ARCADY Output for A50(T)/B5030 Ashbourne Road Junction

6.1.11 To replicate the existing situation the model has been run in the FLAT traffic profile type

has been applied due to the FLAT profile shown within the traffic survey data for this

junction.





July 2013 65

Arm




A50(T) (e) 1.14 321 1.18 416 1.16 351 1.20 460

B5030 Ashbourne Road (n)

1.36 116 1.46 84 1.51 168 1.60 118

A50(T) (w) 1.16 363 1.14 258 1.17 383 1.15 279

B5030 Ashbourne Road (s)

1.28 149 1.29 215 1.32 169 1.34 249

Table 6.31: Summary of ARCADY Output for A50(T)/B5030 Ashbourne Road Junction -

2028 Base and ‘With Development’ Scenarios

6.1.13 As can be seen in Table 6.31 above the A50(T)/B5030 Ashbourne Road roundabout is

forecast to operate in excess of its actual capacity in both of the 2028 Base scenarios

and as well as the ‘With Development’ scenarios.

6.1.14 As detailed previously when the RFC exceeds a value of 1.00 it provides unreliable

results with exaggerated levels of queuing and therefore the forecast level of queuing in

the 2028 Base and ‘With Development’ scenarios should be treated with caution

especially as the actual overall impact of the proposed development on the junction is

minimal with a forecast percentage increase in traffic of between 1.9% in AM peak and

2.1% in PM peak.

6.1.15 It is therefore concluded that the proposed development will have a minimal impact on

the operation of the A50(T)/B5030 Ashbourne Road roundabout.

A522 New Road/A50(T) Slip Roads (Jct. 16)

6.1.16 In order to assess the operation of the A522 New Road/A50(T) Slip Roads priority

controlled junction the PICADY 5 program was utilised. The flows for assessing the

operation of the junction are contained within Appendix 22.



July 2013 66



Arm

2011 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A50(T) Slip Road Right-turn

0.167 0 0.023 0

A50(T) Slip Road Left-turn

0.339 1 0.129 0

A522 New Road Right-turn

0.344 1 0.336 1

Table 6.32: Summary of PICADY Output for A522 New Road/A50(T) Junction

6.1.18 As can be seen in Table 6.32 above the A522 New Road/A50(T) Slips priority controlled



demonstrate.





July 2013 67

Arm




A50(T) Slip Road Right-turn

0.232 0 0.039 0 0.284 0 0.046 0

A50(T) Slip Road Left-turn

0.531 1 0.293 0 0.706 2 0.582 1

A522 New Road Right-turn

0.451 1 0.619 3 0.455 1 0.623 3

Table 6.33: Summary of ARCADY Output for A522 New Road/A50(T Junction - 2028


6.1.20 As can be seen in Table 6.33 above the A522 New Road/A50(T) Slips priority controlled

junction is forecast to continue to operate within its theoretical capacity in the 2028

Base and ‘With Development’ scenarios for both the AM and PM peak periods and that

it will not impact on the operation of the strategic highway network.


New Road/A50(T) Slips roundabout junction is likely to be minimal.

A50(T)/A522 New Road Eastbound Slip Roads (Jct. 17)

6.1.22 TD 22/07 of the Design Manual for Roads and Bridges contains diagrams to assess the

layout of junctions based upon the mainline, merge and diverge flows.

6.1.23 The layout for the eastbound diverge off slip is best described as 2 lane downstream 2

lane upstream at a type A Taper Diverge. Whilst the layout for the eastbound on-slips is

best described as 2 lanes downstream 2 lane upstream at a type A Taper Merge.

6.1.24 Appendix 26 contains the plots of the merge and diverge diagrams for each of the

eastbound slip roads, whilst Tables 6.34 and 6.35 summarises the results of the

merge/diverge analysis.



July 2013 68

aScenario TD 22/06 Suggested Standard AM Peak

TD 22/06 Suggested Standard PM Peak

2028 Base 2-2 Type A 2-2 Type A

2028 With Development 2-2 Type A 2-2 Type A

Table 6.34: Summary of Eastbound Diverge

Scenario TD 22/06 Suggested Standard AM Peak




Table 6.35: Summary of Eastbound Merge

6.1.25 Consideration of the results set out in Tables 6.34 and 6.35 confirms that the additional

traffic forecast to be generated by the proposed mixed use development will not result

in any material detrimental impact on the operation of the A50(T) at this location.

A50(T)/A522 New Road Eastbound Slip Roads (Jct. 18)

6.1.26 TD 22/07 of the Design Manual for Roads and Bridges contains diagrams to assess the

layout of junctions based upon the mainline, merge and diverge flows.

6.1.27 The layout for the westbound diverge off slip is best described as 2 lane downstream 2

lane upstream at a type A Taper Diverge. Whilst the layout for the westbound on-slips

is best described as 2 lanes downstream 2 lane upstream at a type A Taper Merge.

6.1.28 Appendix 26 contains the plots of the merge and diverge diagrams for each of the

westbound slip roads, whilst Tables 6.36 and 6.37 summarises the results of the

merge/diverge analysis.



July 2013 69





Table 6.36: Summary of Westbound Diverge





Table 6.37: Summary of Westbound Merge

6.1.29 Consideration of the results set out in Tables 6.35 and 6.36 confirms that the additional

traffic forecast to be generated by the proposed mixed use development will not result

in any material detrimental impact on the operation of the A50(T) at this location.

A50(T)/A521 Roundabout (Jct. 19)

6.1.30 In order to assess the operation of the A50(T)/A521 roundabout junction the ARCADY 7

program was utilised. The flows for assessing the operation of the junction are






July 2013 70

Arm

2013 Surveyed Flows

AM Peak PM Peak

RFC Max Q RFC Max Q

A50(T) 0.167 0 0.023 0

A521 0.339 1 0.129 0

A50(T) 0.344 1 0.336 1

Table 6.38: Summary of ARCADY Output for A50(T)/A521 Junction

6.1.32 To replicate the existing situation the model has been run in the DIRECT traffic profile

type has been applied due to the profile shown within the traffic survey data for this

junction. In addition, to replicate the existing situation the intercept values in the

model have been adjusted to represent the observed queuing during the survey period.



Arm




A50(T) 1.08 129 1.00 40 1.08 142 1.02 58

A521 1.63 276 1.15 209 1.64 279 1.57 231

A50(T) 1.03 53 1.08 152 1.05 70 1.08 163

Table 6.33: Summary of ARCADY Output for A522 New Road/A50(T Junction - 2028




July 2013 71

6.1.34 Table 6.33 shows that the A50(T)/A521 roundabout is forecast to operate in excess of its

actual capacity in both of the 2028 Base scenarios as well as in the ‘With Development’

scenarios.

6.1.35 As previously stated the forecast level of queuing should be treated with caution due to

the RFC exceeding 1.00. The actual overall impact of the proposed development on the

junction is minimal with a forecast percentage increase in traffic of between 2.0% in the

AM peak and 2.3% in the PM peak.

6.1.36 It is therefore concluded that the

6.1 Capacity Assessment Summary

6.1.1 In summary, the capacity assessments undertaken as part of this traffic impact analysis

have demonstrated the following:

The A522 New Road/Parks Farm signal controlled and the B5027 Bramshall Road

proposed site access junctions, has been designed to accord with highway design

standards and will have more than sufficient capacity to accommodate the

proposed development traffic.

A522 New Road/Tunnicliffe Way priority controlled junction is forecast to operate

within capacity in all of the Base and ‘With Development’ scenarios.

A522 New Road/A522 Cheadle Road/B5030 Ashbourne Road mini-roundabout is

forecast to operate within capacity in all of the Base and ‘With Development’

scenarios.

B5027 Bramshall Road/B5207 Stone Road/Holly Road priority controlled junction


scenarios.

B5027 Stone Road/Smithfield Road/Springfield Road priority controlled junction is


scenarios.



July 2013 72

A522 High Street/A522 Bradley Street/Smithfield Road mini-roundabout is forecast

to operate close to its actual capacity in the Base and ‘With Development’ scenarios

but this is based on the unlikely JCB trip assignments.

A518 Dove Way/Derby Road/A518 Town Meadows Way roundabout is forecast to

operate within capacity in all of the Base and ‘With Development’ scenarios.

A518 Town Meadows Way/A522 Dove Bank/Dove Fields Retail Park roundabout is

forecast to operate in excess of its capacity in the Base scenarios but the addition of

the development traffic will have a minimal impact on its operation.

B5027 Hockley Road/B5027 Oldfields Road/Hockley Road priority controlled

junction is forecast to operate within capacity in all of the Base and ‘With

Development’ scenarios.

A518 Stafford Road/B5027 Stafford Road/A518 Old Knotty Way roundabout is


scenarios.

A522 Silver Street/A522 Dove Bank/Church Street priority controlled junction is

forecast to operate in excess of its capacity in the Base scenarios but the addition of

the development traffic will have a minimal impact on its operation given the fact

that the analysis is extremely robust as it includes the JCB development traffic

assignment.

However, a potential improvement scheme has been provided which involves the

implementation of a mini-roundabout junction, such an arrangement is forecast to

mitigate the impact of the proposed development as well as substantially improving

the overall operation of this section of the highway network.

A522 New Road/A50(T) Slip Road roundabout is forecast to operate within capacity

in all of the Base and ‘With Development’ scenarios.

A50(T)/A518 Derby Road/Farm Access roundabout is forecast to operate in excess

of its capacity in the Base scenarios but the addition of the development traffic will

have a minimal impact on its operation.

A50(T)/B5030 Ashbourne Road roundabout is forecast to operate in excess of its

capacity in the Base scenarios but the addition of the development traffic will have a

minimal impact on its operation.



July 2013 73

A522 New Road/A50(T) Slip Road priority controlled is forecast to operate within

capacity in all of the Base and ‘With Development’ scenario.

The merge/diverge analysis of the A50(T) slips has demonstrated that the existing

arrangements have sufficient capacity to accommodate the forecast development

traffic.

A50(T)/A521 roundabout is forecast to operate in excess of its capacity in the Base

scenarios but the addition of the development traffic will have a minimal impact on

its operation.

6.1.2 It is therefore concluded that the development proposals will result in a minor impact

on the local highway network following the implementation of the proposed highway

improvements.



July 2013 74

7 SMARTER TRAVEL CHOICES VIA TRAVEL PLANS

7.1 Introduction

7.1.1 In order to manage the travel by residents and employees on the new development, the

applicant wishes to offer a Travel Plan to encourage travel to the site by non-car modes.

7.2 Travel Planning Guidance

7.2.1 The preparation and adoption of a Travel Plan is an important element of managing the

demand for travel to all modern developments. The Department for Transport (DfT)

have produced guidance on the preparation of Travel Plans. The document, entitled

‘Good Practice Guidelines: Delivering Travel Plans through the Planning Process’ was

published in August 2009.

7.2.2 The guidance explains how “we often need to meet the demands of population and

economic growth whilst simultaneously reducing our impact on the environment” and

identifies that “The benefits of increases in sustainable travel, in particular cycling and

walking, can extend beyond reduction in CO2 emissions and climate impacts, and include

tackling congestion, tackling obesity and health issues, reducing social exclusion and

improving quality of life”.

7.2.3 The document sets out an overview of the process and delivery of Travel Plans and

states that “A travel plan is a long-term management strategy for an occupier or site

that seeks to deliver sustainable transport objectives through positive action and is

articulated in a document that is regularly reviewed.”

7.2.4 The Guidance states that “Travel Plans should involve the development of agreed explicit

outcomes linked to an appropriate package of measures aimed at encouraging more

sustainable travel, with an emphasis on reducing single occupancy car use…” and;

“A Travel Plan should seek to establish clear outcomes to be achieved in relation to

access and set out all the measures to be implemented in detail, including an action

plan, timescales, targets and responsibilities for implementation, monitoring and

review”.



July 2013 75

7.2.5 It is made clear in the document that Travel Plans should focus on achieving the lowest

practical level of single occupancy vehicle trips to or from a site and widening the use of

other travel modes and assist in the wider aims of encouraging sustainable travel,

improving health, reducing congestion, energy consumption and pollution. The Travel

Plan advises “needs to address all the journeys that may be made to and from a site”.

7.2.6 The guidance also specifies that “It is important to note that Travel planning should be

developed as one of the means of delivering an area’s sustainable transport strategy.

Travel Planning should feature in the policy framework and implementation

programmes of Regional Spatial Strategies and Local Development Frameworks”.

7.2.7 Further guidance relating specifically to residential Travel Plans is presented in the DfT

document entitled “Making Residential Travel Plans Work” published in June 2007.

7.3 Framework Umbrella Travel Plan

7.3.1 As the proposed development is for a mixed use scheme it proposed to provide a

‘umbrella’ Travel Plan for the entire scheme. This will enable site wide initiatives to

reduce vehicles trips and encourage sustainable trips to the development site.

7.3.2 A Framework Umbrella Travel Plan for the entire site has been prepared and is

presented in Appendix 28.



July 2013 76

8 ACCIDENT ANALYSIS

8.1 Introduction

8.1.1 Records of Personal Injury Accidents (PIA) have been obtained from Staffordshire

County Council for the latest 5 year period, between the 31st May 2007 and the 1st May

2012.

8.1.2 The junctions and the number and type of accidents that have occurred during this time

period are described below whilst the full detailed PIA data is contained within

Appendix 29.

A50(T) West/A522 New Road

8.1.3 A total of 8 accidents were reported during the 5 year period in this particular area, 7 of

these were classified as resulting in slight injuries, however, 1 of the incidents was fatal.

8.1.4 The fatal incident involved a car changing lane on the main carriageway which then

collided with a goods vehicle which was approaching the junction; the male driver of

vehicle 1 suffered a fatal injury.

A50(T) East/A522 Slip Road and Roundabout

8.1.5 There were a total of 10 accidents reported in the 5 year period at this location, all of

these were given a slight severity apart from 1 serious incident.

8.1.6 The serious accident involved 3 vehicles, two cars and a heavy goods vehicle, vehicle 1

(car) was following too close which caused them to fail to judge the other vehicles path

or speed, this caused 3 serious injuries to passengers in the vehicles.

A50(T)/Ashbourne Road/B5030 Roundabout

8.1.7 In total, there were 18 accidents recorded at this roundabout during the 5 year study

period, 17 of these accidents caused slight injuries and 1 resulted in serious injury.



July 2013 77

8.1.8 The serious incident involved 2 vehicles, a car and a heavy goods vehicle; the driver in

the car failed to look properly and was in a hurry, which caused the car to collide with

vehicle 2 which was travelling west to east on the roundabout.

A522 New Road/A522 Cheadle Road/B5030 Ashbourne Road

8.1.9 A total of 5 accidents were reported during the 5 year period all of which were classified

as resulting in slight injuries with 1 involving a cyclist.

8.1.10 The accident involving a cyclist was the result of a cyclist pulling onto carriageway in

front of an oncoming vehicle. Another accident was caused by excessive speed whilst

the remaining 3 accidents were the result of drivers failing to look properly when

undertaking manoeuvres and therefore can be attributed to driver error.

A522 New Road between Tunnicliffe Way and A50(T) Roundabout

8.1.11 In the 5 year period requested there were 5 reported accidents at this junction which all

resulted in slight injuries. All of these accidents were the result of drivers failing to look

properly when undertaking manoeuvres and therefore can be attributed to driver error.

B5027 Bramshall Road (Vicinity of proposed site access junction)


resulted in slight injuries. All of these accidents were the result of slippery road

conditions due to the weather.

B5027 Bramshall Road/Holly Road


as resulting in slight injuries with 1 involving a pedestrian.

8.1.14 The accident involving a pedestrian was the result of a pedestrian walking onto

carriageway in front of an oncoming vehicle. The remaining accident was the result of

driver not looking before undertaking a manoeuvre.



July 2013 78

A522 Silver Street/A522 Dove Bank/Church Street


resulted in slight injuries. All of these accidents can be attributed to driver error, 2 were

caused by inexperienced drivers and the remaining accident was a result of a distraction

within the vehicle.

A522 Dove Bank between Silver Street and A518 Town Meadows Way


as resulting in slight injuries.

8.1.17 Two of the accidents were the result of excessive speed whilst the remaining two

accidents were caused by drivers failing to look properly when undertaking a

manoeuvre therefore all of these accidents can be attributed to driver error.

A522 Dove Bank/A518 Town Meadows Way/Dove Fields Retail Park

8.1.18 A single accident which resulted in serious injury occurred at the above junction during

the 5 year period. The accident in which a vehicle lost control on the roundabout was

caused by a deposit on the road i.e. mud or oil.

A518 Dove Way/Derby Road/A518 Town Meadows Way



8.1.20 One of the accidents was the result of an inexperienced driver whilst the remaining

accident was caused by a driver failing to look properly when undertaking a manoeuvre

therefore all of these accidents can be attributed to driver error.

A522 High Street/A522 Bradley Street/High Street/Smithfield Road





July 2013 79

8.1.22 Four of the accidents were caused by drivers failing to look properly when undertaking a

manoeuvre, the remaining accidents were the result of distraction in the vehicle,

excessive alcohol or inexperienced drivers. Therefore all of these accidents can be

attributed to driver error.

A50 – A521 Roundabout

8.1.23 In the 5 year study period, a total of nine accidents were reported at the A50(T)/A521

roundabout, all nine of these incidents resulted in slight injuries. Five of these accidents

were caused by drivers failing to look properly when entering the roundabout whilst the

remaining four were caused by a variety of errors by the drivers involved..

A50 – A518 Roundabout

8.1.24 In the study period, a total of five accidents were reported at the A50(T)/A518

roundabout, all of the reported incidents were classified as resulting in slight injuries

and were the result of driver error. Two of the incidents were the result of drivers failing

to look properly when entering the roundabout and the remaining three were the result

of excess speed.

8.2 Summary

8.2.1 Overall the analysis of PIA data accidents has not revealed any trends or features of the

highway that are contributing to the accidents or that road safety will be affected by the

proposed development.



July 2013 80

9 CONCLUSIONS

9.1.1 This report has considered the traffic and transportation issues relating to a mixed use

development on land to the west of Uttoxeter.

9.1.2 The following conclusions have been drawn with regard to the proposed development:

The proposed development will be accessed by a series of safe and efficient

vehicular access arrangements.

The proposed development complies with local and national planning policy.

The existing pedestrian infrastructure located in the vicinity of the site will enable

safe pedestrian movement between the development site and the wide range of

local services located within the surrounding areas and Uttoxeter town centre.

The site benefits from being located in close proximity to the bus stops located on

Byrd’s Lane which provide services that are ideally placed to cater for the needs

of the development’s residents and employees. However, discussions are

currently on going with SCC and local bus operators to develop a bus strategy for

the site which will encourage journeys to and from the site by bus.

The traffic impact assessment indicated that the proposed development can be

accommodated on the local highway network.

The traffic impact of the proposed development is considered to have an minimal

impact on the junctions in the area.

9.1.3 Based on the above it is the conclusion of this Report that there are no material reasons

why the proposed development should not be granted planning consent on highways or

transportation grounds.

ST MODWEN - East Staffordshire Borough Council Application... · 2013. 8. 14. · ST MODWEN PROPOSED MIXED USE DEVELOPMENT LAND TO THE WEST OF UTTOXETER Transport Assessment July

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