Wheelabrator Harewood Waste-to- Energy Facility
Chapter 6 – Traffic and Transport
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Table of Contents
6. Traffic and Transport ...... 6-3 Introduction ...... 6-3 Stakeholder Engagement ...... 6-3 Legislation and Planning Policy ...... 6-6 Assessment Methodology ...... 6-8 Baseline Conditions ...... 6-17 Design Measures and Impact Avoidance ...... 6-22 Assessment of Likely Impacts and Effects...... 6-24 Mitigation and Enhancement Measures ...... 6-42 Residual Effects...... 6-42 Cumulative Effects ...... 6-42 References ...... 6-44
Figures
Figure 6-1: Study Area Figure 6-2: Personal Injury Accident Plan Figure 6-3: Existing public footpaths, cycle routes and byways Figure 6-4: Existing Bus Stops Figure 6-5: Highway Links
Tables
Table 6-1: Key consultation responses to main matters ...... 6-3 Table 6-2: Status of Transport Reports ...... 6-7 Table 6-3: Existing Traffic Data...... 6-11 Table 6-4: Receptor Sensitivity ...... 6-12 Table 6-5: Classification of effects arising from changes in traffic flows ...... 6-13 Table 6-6: Criteria for Assessing Traffic Flows Causing Increased Delay or Congestion ...... 6-14 Table 6-7: Criteria for Assessing Diversions Causing Increased Delay ...... 6-14 Table 6-8: Criteria for Assessing Accidents and Safety ...... 6-15 Table 6-9: Criteria for Assessing Vulnerable Road User Delay ...... 6-15 Table 6-10: Review of Amenity and Ambience (Example template) ...... 6-16 Table 6-11: Criteria for Assessing Changes in Amenity and Ambience ...... 6-16 Table 6-12: Criteria for Assessing Fear and Intimidation ...... 6-17 Table 6-13: 2019 Baseline Traffic Conditions ...... 6-18 Table 6-14: Highway Link Summary ...... 6-18 Table 6-15: Reported Accidents by Study Junction ...... 6-19 Table 6-16: Reported Accidents by Study Link and Severity (Baseline) ...... 6-19 Table 6-17: Traffic Growth Rates (Unadjusted) ...... 6-21 Table 6-18: 2023 Baseline Traffic Conditions ...... 6-21 Table 6-19: 2025 Weekday Baseline Traffic Conditions ...... 6-22 Table 6-20: Construction Worker Vehicles (Cars/LGVs) ...... 6-25 Table 6-21: Construction Worker Vehicles (Cars/LGVs) – Average Construction Scenario (800 Workers)...... 6-26 Table 6-22: Construction Worker Vehicles (Cars/LGVs) – Peak Construction Scenario (1000 Workers) ...... 6-27 Table 6-23: Review of Vulnerable Road User ambience and amenity ...... 6-29 Table 6-24: Trip Generation (Weekday) - Staff ...... 6-31 Table 6-25: Summary of Inputs, Outputs and Loads ...... 6-32
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Table 6-26: Trip Generation – Operational Vehicles ...... 6-32 Table 6-27: Summary of Operational Traffic – Staff Vehicles + HGV Deliveries (Weekday) ...... 6-33 Table 6-28: Trip Distribution (Census 2011 – Test Valley 008 MSOA) ...... 6-34 Table 6-29: Gravity Model Results (Operational Vehicles) ...... 6-34 Table 6-30: 2025 Future (with Proposed Development) Weekday Traffic Conditions ...... 6-35 Table 6-31: Net Change in Traffic Flows (2025 with Proposed Development minus 2025 without Proposed Development) ...... 6-36 Table 6-32: Assessment of Traffic Flow impact on Driver Delay – Operation ...... 6-36 Table 6-33: Classification of Driver Delay – Operation ...... 6-37 Table 6-34: Review of Vulnerable Road User ambience and amenity ...... 6-38 Table 6-35: Net Change in Traffic Flows (2025 with Proposed Development minus 2025 without Proposed Development) ...... 6-39 Table 6-36: Summary of Magnitude of Impact and Significance of Effect ...... 6-40
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6. Traffic and Transport Introduction This document provides the preliminary findings of the environmental assessment undertaken to date to inform the formal consultation process. It does not constitute a full Environmental Statement (ES), which will be produced as part of the Development Consent Order (DCO) application. It is intended that this chapter provides consultees with an early opportunity to provide informed comments on the work undertaken to date and its findings. The Applicant will take into account these comments when finalising the ES and DCO application. The various assessments are at differing stages of completion due to outstanding design and baseline information, and in some areas there are gaps that are highlighted along with an explanation on how this will be further developed for the ES. This approach adheres with the EIA Regulations and Planning Inspectorate Advice Note 7. This chapter of the PEIR reports the findings of an assessment of the likely significant effects on traffic and transport as a result of the Harewood Waste-to-Energy Facility (hereafter referred to as the ‘Proposed Development’). For more details about the Proposed Development, refer to Chapter 4: Proposed Development of this ES.
This chapter identifies and proposes measures to address the potential impacts and effects of the Proposed Development on traffic and transport, during construction, operation and decommissioning where resolved. Further information on any mitigation required to manage the impacts of the Proposed Development will be provided in the final ES. Stakeholder Engagement Stakeholders for the Proposed Development include statutory consultees, land managers, landowners, heritage interest groups, academics and local communities. In addition to the statutory consultation process, there will be ongoing engagement with statutory and formal consultees to steer the development of the Proposed Development in terms of transport considerations.
A high-level summary of responses to the Scoping Opinion can be found in Chapter 2: Assessment Methodology and Significance Criteria. Key comments relevant to this discipline are outlined below.
Table 6-1: Key consultation responses to main matters
Consultee Main matter raised Key responses
Planning Inspectorate Access: The Environmental Statement Further details on construction and (PINS) (ES) should state finalised access operational site access are included at arrangements and construction Chapter 4 (Figure 4-8 and 4-9) and Section arrangements including access and size 6.8 of this report. of construction compounds Planning Inspectorate Pedestrian Delay, Amenity & Fear: Traffic counts are currently being completed (PINS) PINS agrees with scoping these out but on The Street to confirm the number of users Barton Stacey Parish should further information come to light between Barton Stacey and Longparish in Council (BSPC) on rights of way the applicant should order to provide further commentary on this Longparish Parish agree its approach with local planning. response. This will be used to inform the Council (LPC) BSPC & LPC would want to see Final ES. pedestrian delay, amenity and fear included in ES as they state that The Based on the comments from the Hampshire Street is the only pedestrian link County Council (HCC) Public Rights of Way between Barton Stacey and Longparish (PRoW) officer regarding current and is regularly used by walkers, in applications for amendments to the PRoW addition to comprising the only network, consideration of the potential pedestrian route for Drayton Park via
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the south side of the A303. The locality effects associated with Vulnerable Road of Public Houses and the bus stop on User Delay, Amenity and Fear and the bridge for private schools/college Intimidation have been considered in this services should also be noted. PEIR. Both Parish councils would also like to see cyclists considered in terms of delay, amenity and fear. Hampshire County Proposed PRoW: The modifications to the PRoW are not Council (HCC) HCC and BSPC state there are current currently committed; however, consideration Barton Stacey Parish applications that propose modifications of these amendments are set out within the Council (BSPC) of the PRoW definitive map, and these traffic and transport appraisal in this Chapter. need to be considered (PRoW 602) along with the restricted byways and footpaths to the South East. Planning Inspectorate Transport Assessment1: PINS suggest Details of the relationship between the ES Basingstoke & Deane the ES should clearly explain the and TA are provided at Section 6.5. Both a Borough Council relationship with the Transport construction (2023) and operational (2025) (BDBC) Assessment (TA) and how it influences scenario have been agreed for assessment Highways England assessment. with HCC and Highways England as part of BDBC suggest that the Transport the TA Scoping. Assessment should set out the type and amount of waste as this would impact An outline environmental construction on vehicles required and number of management plan is being prepared and will movements both during the construction be submitted with the final ES. This will be and operational phase. developed into a full CTMP as part of the Highways England would expect a detailed design process subject to approval. Transport Assessment to include assessment of A303 both from construction and operational perspective. Highways England would also expect a Construction Management Plan.
Planning Inspectorate Traffic Modelling & HGV Movements: Details of trip generation and trip routing are Basingstoke & Deane Justifications for trip generation included in Section 6.8 for construction and Borough Council assumptions should be set out. The ES operation, including the volume and type of (BDBC) should set out the traffic routes to be material to be transported. Longparish Parish used during operation and construction Council (LPC) and set out whether road closures would Specific details regarding where the waste New Forest District be required. An estimation of the volume will be sourced is not feasible in advance of Council of material to be transported to/from the contracts being awarded for waste haulage Proposed Development should be set to and from the site. Therefore, in the out. (PINS) absence of this information, industry A review of the type and quantity of standard practice in the form of a gravity where the waste will be sourced should model has been completed. The approach be undertaken, which will impact on adopted has been agreed with HCC and vehicle movements. Detailed Routes for Highways England. traffic generation and mitigation measures proposed should be set out. No information on hazardous loads is (BDBC) available at the time of preparing the PEIR. Information required on route distribution, hazardous loads and how this would affect roads within District council areas (LPC) Sufficient information should be provided to allow assessment of the potential impact of the development on the new Forest. (NFDC) Planning Inspectorate Study Area: See Figure 6-1 and explanation at Section 6.5. The study area has been agreed with
1 Transport Assessment - Transport Assessments are ways of assessing the potential transport impacts of developments (and they may propose mitigation measures to promote sustainable development).
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Barton Stacey Parish A study area should be shown on plan HCC and Highways England as part of the Council (BSPC) and clearly explained. (PINS) scoping process following a review of trip Hurstbourne Priors BSPC would like the study area to generation and distribution. Parish Council (HPC) include the A34. HPC suggest counts should extend to include Bullington Cross (A303/A34) junction and Junction 8 of the M3. LPC want to see traffic counts on the A303 east and westbound of the A34 at Bullington Cross. Barton Stacey Parish Traffic Counts Data and Time: See Section 6.5 and Graphs 6-1 and 6-2. Council (BSPC) BSPC would like to see traffic counts The 2018 traffic counts were completed Hurstbourne Priors undertaken based on worse case during June 2018 which is considered a Parish Council (HPC) scenarios including when local events neutral month by the Department for Longparish Parish are in operation and during school Transport for the collection of traffic data, Council (LPC) summer holidays, given the A303 and which also forms one of the busiest connection to the West Country. months on the A303 for movements through HPC suggest that baseline traffic counts the study area. should be undertaken during summer holidays. Planning Inspectorate Sensitive Receptors: The methodology for identifying the Longparish Parish PINS states that sensitive receptors sensitivity of receptors has been set out at Council (LPC) should be identified in line with IEMA Section 6.5. This can vary dependent on the Guidelines (1993). effect and the form of receptor. LPC would like to see The Street shown as a sensitive receptor due to its use by pedestrian traffic using local schools and clubs Planning Inspectorate Road Safety Assessment: The PEIR uses PIA data provided by HCC The ES should state what Personal for a five-year period up until 31/03/2018. Hurstbourne Priors Injury Accident (PIA) Data has been The study area for appraisal has been Parish Council (HPC) assessed. (PINS) agreed with HCC and Highways England. Longparish Parish HPC would like the PIA study area to Council (LPC) encompass an area of 25 miles from the site. LPC would like to see the PIA study area expanded to A34 (Newbury to Winchester) and Bullington Cross Junction. Longparish Parish Consideration of other highway The list of committed development for Council (LPC) proposals appraisal is currently being reviewed and Hurstbourne Priors LPC suggest consideration should be agreed with HCC and Highways England Parish Council given to other major planning schemes with reference to the agreed study area. This (HPC)Barton Stacey and implications they may have on will be included in the final TA and ES. Parish Council (BSPC) traffic movements including Solstice Park and Stonehenge Tunnel
HPC suggest that consideration be given to the impact of widening the A303 at Stonehenge upon future vehicular movements. Barton Stacey Parish Consideration of traffic movements Typical movements to and from the Access Council (BSPC) associated with neighbouring sites: Road and The Street have been determined BSPC have indicated that the Ministry of from baseline surveys. Defence Area is regularly used by MOD vehicles often in convoy, which can The TA will consider the interaction with The create congestion. In addition, residents Street / Access Road junction through swept have observed HGVs accessing the path analysis and Road Safety Audit Stage 1 Raymond Brown not signalling when for the Site Access / Access Road junction. using the A303 Slip Road and ‘cutting This will form the basis for determining corners’ to directly access the Raymond whether any improvements at the Site Brown site rather than turning into The Access are required. Street and indicating back out.
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· Overarching National Policy Statement for Energy (EN-1) (July 2011) – the statement sets out government policy for delivery of major energy infrastructure. In terms of the requirements for assessment it is noted that “if a project is likely to have significant transport implications, the applicant’s ES should include a transport assessment, using the NATA/WebTAG139 methodology stipulated in Department for Transport Guidance140”. · National Planning Policy Framework (NPPF) (February 2019) - The NPPF sets out the Government's planning policies for England and Wales and how these are to be applied. It is a material consideration in planning decisions. The document states that “development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.” It should be ensured that opportunities for sustainable transport modes can be or have been taken up, safe access can be achieved for all people and any significant impacts from the development on the transport network or on highway safety can be mitigated in a cost-effective manner. · National Waste Policy - Documents reflecting current national waste policy and legislation are also relevant to the Proposed Development. These include the ‘Waste Management Plan for England 2013; ‘National Planning Policy for Waste (2014); and the ‘Government Review of Waste Policy in England 2011’ and its ‘Action Plan’. Compliance will be required with the revised ‘Waste Framework Directive’ (2008/98/EC) and ‘The Waste (England and Wales) Regulations 2011’ (as amended) when determining the environmental permit. Regional Planning Policy The following regional planning policy has been considered in the preparation of this ES chapter:
· Hampshire Local Transport Plan 2011-2031 (April 2013) – The Hampshire Local Plan supports the County Council in realising their vision of “safe, efficient and reliable ways to get around a prospering and sustainable Hampshire”. The LTP sets out a series of main transport priorities and policy objectives for Hampshire up to 2031. The main transport priorities are to support economic growth, provide a safe, resilient and well-maintained road network and manage traffic to maximise the efficiency of existing network capacity, improving journey times and reducing emissions. · The Hampshire Minerals and Waste Plan (October 2013) – the plan identifies that most mineral and waste material movements are transported by road, mainly by heavy goods vehicles (HGVs). Policy 12 of the Plan states that “minerals and waste development should have a safe and suitable access to the highway network and where possible minimise the impact of its generated traffic through the use of alternative methods of transportation” and “highway improvements will be required to mitigate any significant adverse effects on: a. highway safety; b. pedestrian safety; c. highway capacity; and d. environment and amenity”. Local Planning Policy Relevant local planning policy set out in the Test Valley Borough Revised Local Plan DPD 2011- 2029 (January 2016) has been considered. This document sets out the vision for the future development of the Borough and includes core objectives which support the policies and proposals making up the spatial strategy. Objective 4 states that the Council will help provide employment land to support the local economy and will protect employment sites to ensure a range and choice is available. Allowing rural employment sites to expand and the re-use of existing buildings will help the rural economy. Objective 13 recognises that locating
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development in sustainable locations which encourage the use of non-car modes is not always possible. Test Valley Borough Council will work with the County Council and transport operators to improve and increase the use of alternatives to the private car by investing in existing infrastructure and implementing new facilities. Assessment Assumptions and Limitations This is a preliminary description of the traffic and transport receptors within the study area and the likely traffic impacts arising from the Proposed Development, as assessed at the time of writing. The PEIR draws on traffic surveys undertaken in 2018; however, some reports are still in production, or are currently under review at the time of preparation of this report. Table 6-3 outlines the status of the reports. The traffic appraisal will be updated where necessary as the design of the Proposed Development and EIA develops.
Table 6-2: Status of Transport Reports
Report Status
Transport Assessment Currently being drafted following agreement of TA scope and method. Details of committed development are being agreed with HCC and Highways England to allow full appraisal of construction and operational scenarios to be completed. Risk assessment (GG104) of slip roads being completed at request of Highways England to confirm suitability of slip roads for proposed conditions.
Staff Travel Plan (Operation) Currently being drafted. Location of site and level of staff suggests movement to and from site will predominantly comprise travel by private motor vehicle. Focus will therefore fall on car sharing schemes to support more sustainable travel patterns.
Outline Construction Traffic Currently being drafted. Some construction details will not be available until such Management Plan (CTMP) time as the contract is let for the detailed design and construction of the Proposed Development, and therefore the outline CTMP will be updated post planning to a full CTMP as further detail emerges.
Existing and forthcoming traffic surveys will inform the development of the TA. The preparation of this assessment is an ongoing iterative process, working with Hampshire County Council (highway authority) and Highway England (HE) (statutory consultee); to avoid impacts, incorporate mitigation for those that cannot be avoided, and to incorporate opportunities for enhancement at the earliest possible stage.
In preparing the assessment of impacts and effects the following assumptions are noted:
· The construction assessment year has been taken as 2023, as this is the year in which the peak construction activities are expected to occur. · The operational assessment year has been taken as 2025, as this is the year in which the Proposed Development is expected to be fully operational. · The peak hours used throughout the assessment assume the worst-case combination in all scenarios i.e. the network peak hours are 08:00-09:00 and 17:00-18:00. · The current assessment for construction is based on professional judgement, similar projects and assumes the application of standard construction practices and techniques for the construction period. · Information and data to inform this PEIR chapter has been gathered from several sources and therefore the assessment relies on the accuracy of this data. This includes: § Traffic survey data; § Future growth estimate information (Trip End Model Presentation Program); § Trip information derived from third party documents; and
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§ Operational and construction information provided by the Applicant. The following limitations to the appraisal are also noted:
· The appraisal of operational impacts does not currently include for committed development traffic (cumulative appraisal) as the list of schemes are to be agreed with HCC and HE. An unadjusted growth rate has therefore been used to represent future traffic growth on the A303 and local road networks for the purpose of the PEIR.
· There are aspects of the Proposed Development that it will not be possible to fix in advance of a contract being awarded for the detailed design and construction of the Proposed Development. Assumptions regarding construction staff and vehicle levels have therefore been developed based on similar examples.
· The location / sources of waste for the site are unconfirmed and therefore industry standard practice has been adopted in reviewing the likely distribution of waste vehicles to and from the site in the form of a gravity based model. The approach has been agreed with HE and HCC. Assessment Methodology The assessment looks at the construction, operational, and decommissioning phases with the aim of evaluating whether traffic increases associated with the Site would have a significant impact on the highway network in environmental terms.
The TA, alongside other reports are being prepared to support the application for the Proposed Development and will be included in the final ES. The TA appraises the impacts of the Proposed Development in the AM and PM highway network hours for both construction and operational traffic, with a focus on the ability of the infrastructure within the study area to accommodate the forecast increases in traffic flow. The ‘Traffic and Transport’ chapter of the Environmental Statement builds on this information to present scenarios for additional time periods, which have been used to inform the consideration of environmental effects herein, alongside the AM and PM peak hour data.
The final ES will also include 18 Hour Annual Average Weekday Traffic (AAWT) and 24 Hour Annual Average Daily Traffic (AADT) flows, which will be used to inform the Air Quality and Noise Assessments. Study Area The study area is shown on Figure 6-1. The extent of the traffic and transport study area was informed by the TA scoping discussions that took place with Hampshire County Council (HCC) and Highways England (HE) and consideration of the construction and operational traffic forecasts and hourly impact of the Proposed Development. The results show that beyond the immediate study area both construction and operation traffic flows will be low during peak hours of movement due to the arrival and departure times for staff/workers and the spread of HGV movements across the day. Discussions with HE has confirmed that there is no need to model the operation of the A34 / A303 Bullington Cross set of junctions.
The study area for traffic and transport comprises the following junctions:
· The Street / Access Road;
· The Street (N) / A303; and
· The Street (S) / A303.
The links considered within the study area are shown on Figure 6-5 and comprise the following:
· The Street (north of Site Access Road);
· The Street (between Site Access Road and A303 eastbound (EB) slip road);
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· The Street (between A303 EB slip road and A303 westbound (WB) slip road);
· The Street (south of A303 WB slip road);
· Site Access Road;
· A303 EB Slip Roads;
· A303 WB Slip Roads;
· A303 (towards Andover);
· A303 (between EB onslip and WB onslip); and
· A303 (towards Bullington Cross).
The performance of the A303 / EB entry and exit slip road and A303 / WB entry and exit slip road is considered further in the Transport Assessment. Sources of Information Desktop Research A ‘Transport Assessment Scoping Report’ (June 2019) was prepared to agree the parameters for appraisal in regards to the Transport Assessment for the Proposed Development. This was informed by a desktop study of baseline traffic conditions including accident statistics, a review of the Department for Transport’s Trip End Model Presentation Program (TEMPro) to determine background traffic growth levels, and calculation of forecast trip generation levels and distribution associated with the Proposed Development. The latter was used to inform discussions on the relevant study area for appraisal and junctions to be tested.
Examples of other Waste-to-Energy Facilities or similar were reviewed in order to ensure that the traffic forecasts proposed are representative of a scheme of this nature. This includes the sites below, both of which have been subject to DCO applications:
· Ferrybridge Multifuel 2 (FM2) Power Station; and · Wheelabrator Kemsley Generating Station (K3) and Wheelabrator Kemsley North (WKN) Waste to Energy Facility. Surveys The baseline forecast traffic flows were derived from relevant survey data collected in June 2018. June is classified by Department for Transport (DfT) (Ref. 6-1) as a neutral month for the collection of traffic data. Data for the A303 (east of Andover) has also been appraised for 2018, which confirms that June comprises the busiest month for the movement of vehicles through the study area in both the AM and PM peaks (see Graph 6-1) and is one of the busiest months in terms of 24-Hour Average Daily Traffic and 24-Hour Average Weekday Traffic (see Graph 6- 2) and therefore forms a robust basis for appraising the capacity impacts of the scheme.
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Graph 6-1: A303 Two-way Average Flow by Month – AM and PM Peaks
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Graph 6-2: A303 Two-way 24-Hour Average Daily Traffic and Average Weekday Traffic
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ADT 30000 AWT Average Flow (vehs) 20000
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Traffic data was collected for the study area and where appropriate uplifted using TEMPro to a common baseline year of 2019 to identify existing site conditions. Total traffic data, heavy duty vehicle volumes and typical speeds were established from this data.
A summary of traffic data collected which informs the appraisal contained herein is presented in Table 6-4. All traffic data has been collected within the last three years, which is the typical industry standard requirement for a transport appraisal. Traffic data from Webtris for the A303 has also been used to review traffic conditions on the A303 and factor data where appropriate.
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Table 6-3: Existing Traffic Data
Survey Data Type Location
The Street / Access Road The Street (N) / A303 Wednesday 20th June 2018 Manual Classified Count The Street (S) / A303 A303 / WB On and Off Slip A303 / EB On and Off Slip
Wednesday 20th June 2018 to Tuesday The Street (S) Automatic Traffic Count 26th June 2018 A303 EB On and Off Slip A303 WB On and Off Slip
The following additional surveys are being completed to inform the Air Quality and Noise assessments, as well as to review pedestrian / cycle levels on The Street.
· Automatic Traffic Count surveys at three locations: ─ The Street south of west bound slip onto A303 ─ The Street between the A303 and the B3048 ─ The B3048 at Long Parish · Non-motorised user counts at: ─ The Street / A303 EB Slip Road ─ The Street / A303 WB Slip Road Impact Assessment Methodology This assessment has been developed with reference to the following:
· Highways England, ‘Design Manual for Roads and Bridges (DMRB) Volume 11: Environmental Assessment’ (Ref. 6-4); and · Institute of Environmental Assessment (IEA, now Institute of Environmental Management and Assessment (IEMA)) (1993), ‘Guidelines for Environmental Assessment of Road Traffic’ (Ref. 6-5). The final assessment will cover construction, operation, and decommissioning of the Proposed Development. Only the construction (2023) and operational phase (2025) are appraised, with the results considered preliminary given the level of information available.
The Planning Inspectorate in the ‘Scoping Opinion: Wheelabrator Harewood Waste to Energy Facility’ (Ref. 6-2) agreed that the effects of ‘Pedestrian delay’; ‘Pedestrian amenity’, and ‘Fear and intimidation’ could be scoped out of the appraisal subject to no changes in baseline conditions. It was also agreed that ‘Community severance’ could be excluded based on the location of the Site and routing of traffic.
AECOM understands that at the time of writing the PEIR there have been no changes to baseline conditions; however, feedback from HCC Public Right of Ways team has noted that there are proposed modifications to the definitive map under consideration. There are applications for the addition of a Restricted Byway from Longparish to A303 road at Barton Stacey (1196) and claims for reinstatement of routes to the southwest (1221) and northeast (1210). See Figure 6-3 for details of these routes.
Based on the potential for the provision of these routes and for completeness, ‘Pedestrian Amenity’, ‘Vulnerable User (Pedestrian) Delay’ and ‘Fear and Intimidation’ have been included in the PEIR. The effects appraised by this chapter are therefore as follows:
· Driver Delay;
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· Road Accidents and Safety; · Pedestrian Amenity; · Vulnerable User (Pedestrian) Delay; and · Fear and Intimidation. The future baseline year for the appraisal of traffic and transport comprises 2023 for construction (peak workforce) and 2025 for operation (full opening of the scheme). The following scenarios will be appraised in the final ES:
· 2023 Future (without Construction), which would include the baseline traffic with adjusted factored future year growth traffic rate and committed development.
· 2023 Future (with Construction) which would include the 2023 Future (without Construction) as noted above plus the addition of the construction traffic
· 2025 Future (without Proposed Development) which would include the baseline traffic with factored future year growth traffic rate and committed development
· 2025 Future (with Proposed Development) which would include the 2025 Future (without Proposed Development) as noted above plus the addition of the Proposed Development
The decommissioning of the Proposed Development is discussed qualitatively within the PEIR and will also be the case in the final ES. Methodology for Determining Sensitive Receptors In order to assess the potential effects of the Proposed Development, receptors that currently exist in the study area and their sensitivity need to be identified. Whilst it is necessary to employ professional judgement when determining receptor sensitivity, it is possible to also develop and utilise threshold criteria. For the quantitative assessment being undertaken for the Proposed Development, numerical measures are therefore judged along with the adoption of a graduated approach to the definition of the degree of sensitivity.
In terms of highway links and junctions, the main effects of changes in traffic flows on the link will arise upon those using the link and junction (i.e. road users) and those who live, work or study in the immediate vicinity of the link (i.e. houses / places of work / schools). As such, a matrix has been prepared to allow these two parameters to be cross-referenced, to determine the sensitivity of the highway links forming the quantitative assessment (see Table 6-5).
Table 6-4: Receptor Sensitivity
Population Daily Traffic Flow (24 Low-Medium Medium-High None Present Low Density High Density hour 2-way AADT Density Density flow - vehicles) (e.g. (e.g. rural (e.g. city (e.g. village / (e.g. urban / agricultural) /hamlet) centre) edge of town) town centre) < 1,000 vehicles Very Low Very Low Low Medium Medium 1,001 – 5,000 vehicles Very Low Low Medium Medium High 5,001 – 10,000 Low Medium Medium High High vehicles >10,000 Medium Medium High High High
It is recognised that the population criteria are subjective and consideration of the link or junction characteristics as well as any particularly sensitive receptors at this location will be undertaken to identify whether any adjustments based on professional judgement are required to the resultant classification.
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In addition to the above, for specific effects it may be necessary to consider instead the users affected by the proposed development as a measure of receptor sensitivity. This is identified where appropriate. Significance Criteria The classification of effect is based on the magnitude of the impact and the sensitivity of the affected receptor or receiving environment.
The magnitude of the impact is assessed on a scale of very low, low, medium, and high, with the sensitivity of the receptor based on a scale of very low, low, medium and high.
Overall, the classification of potential effects is assessed based on the categories of sensitivity and magnitude identified above and as presented in the various tables included below.
Generally, effects classed from negligible to minor are not significant, whereas effects classed from moderate to major are considered significant. These can be adverse or beneficial.
Table 6-6 shows generally how the sensitivity of the receptor and the magnitude of the impact are considered together to define the classification of the effect. Further detail regarding the specific criteria for the assessment of effects is provided below.
Table 6-5: Classification of effects arising from changes in traffic flows
Magnitude of impacts Sensitivity of receptor High Medium Low Very Low
High Major Major Moderate Minor
Medium Major Moderate Minor Negligible
Low Moderate Minor Negligible Negligible
Very Low Minor Negligible Negligible Negligible
Methodology for Determining Construction Effects The assessment considers traffic and transport issues resulting from the construction of the proposed development in regard to ‘Driver Delay’, ‘Accidents and Road Safety’, ‘Pedestrian Amenity’, ‘Vulnerable User Delay’ and ’Fear and Intimidation’. The methodology is based on DMRB (Ref. 6-4) and IEMA (Ref. 6-5) guidance alongside professional judgement.
Construction effects will be assessed against a 2023 future baseline, which comprises the peak year for construction activities. The methodology for each effect is set out below.
Driver Delay
Driver delay can occur because of increased traffic flows on the network and/or due to a change in journey distance arising from a diversion as a result of a proposed development.
Table 6-7 shows the criteria used to assess the impacts that increased traffic flows would cause in terms of increased congestion at junctions, which is assumed to reflect delays. The thresholds for sensitivity in this scenario are based on the ratio of flow to capacity (RFC) which is a measure of the junction’s performance. The magnitude of impact is defined as the percentage change in traffic flows at the junction as a result of the proposed development. All junctions appraised as part of the TA are considered.
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Table 6-6: Criteria for Assessing Traffic Flows Causing Increased Delay or Congestion
Magnitude of impact Criteria High Medium Low Very Low Change in traffic flow >90% 60-90% 30-60% <30% Sensitivity of receptor Classification of effect RFC>100% High Major Major Moderate Minor RFC between 85% and 100% Medium Major Moderate Minor Negligible RFC between 50% and 85% Low Moderate Minor Negligible Negligible RFC <50% indicator Very Low Minor Negligible Negligible Negligible
In terms of traffic diversions, sensitivity is based on the number of travellers affected (diverted) expressed as Annual Average Daily Traffic (AADT), with the magnitude of impact defined by the length of the diversion, which is taken to reflect delay. Table 6-8 summarises the criteria for assessment and the classification of the effect.
Table 6-7: Criteria for Assessing Diversions Causing Increased Delay
Magnitude of impact Criteria High Medium Low Very Low
Change in journey distance >5km 2-5km 1-2km <1km Sensitivity of receptor Classification of effect (travellers diverted) >10,000 AADT High Major Major Moderate Minor 1,000-10,000 AADT Medium Major Moderate Minor Negligible 100-1,000 AADT Low Moderate Minor Negligible Negligible <100 AADT Very Low Minor Negligible Negligible Negligible
Accidents and Road Safety
The TA will include a review of the personal injury accident record and likely changes in transport conditions arising as a result of the proposed development. HCC has provided road accident data for the five-year period up to 31 March 2018.
Significant effects associated with accidents and safety risks are assumed to occur on link roads and junctions that have experienced on average more than nine personal injury accidents (PIA) in total in a three-year period and which will be subject to an increase of 30% or more in total traffic flow.
The criteria shown in Table 6-9 are derived from professional experience and are applied in the assessment. The potential change in accidents has been assumed to be affected by changes in traffic flow and alterations to highway design. It is assumed that the accident rate would change in line with the proportional change in AADT flows. Professional judgement will be used to consider the implications of any changes in highway design in the context of the local accident record within the final ES.
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Table 6-8: Criteria for Assessing Accidents and Safety
Criteria Magnitude of impact High Medium Low Very Low Change in Annual Average Daily Traffic (AADT) 120% or more 60-120% 30-60% <30% flow; and Number of PIAs within 20m of any impacted 9 or more 9 or more 9 or more <9 junctions; or Number of PIAs within any 150m section of 9 or more 9 or more 9 or more <9 impacted road links Sensitivity of receptor* Classification of effect High Major* Major* Moderate* Minor Medium Major* Moderate* Minor Negligible Low Moderate* Minor Negligible Negligible Very Low Minor Negligible Negligible Negligible *Sensitivity of link defined by criteria set out at Table 6-5. For junctions the maximum sensitivity of links connecting with the junction have been used
Vulnerable Road User Delay
This section relates to all pedestrians, cyclists and equestrians. Where there are delays to pedestrians, cyclists, equestrians and other vulnerable road users they are assessed based on changes in 'person-minutes'. These changes in journey times are determined from consideration of measured changes in the distances travelled and an estimated average travel speed, as well as professional judgement relating to additional delays likely to be encountered in crossing a link / continuing a journey. Journey times for pedestrians have been used, as equestrians and cyclists will generally travel faster.
Table 6-9: Criteria for Assessing Vulnerable Road User Delay
Magnitude of impact Criteria High Medium Low Very Low Change in journey time (minutes) >3 2-3 1-2 < 1 Sensitivity of receptor Classification of Effect (no. of travellers affected) >1,000 per day High Major Major Moderate Minor Between 200-1,000 per day Medium Major Moderate Minor Negligible Between 100-200 per day Low Moderate Minor Negligible Negligible <100 per day Very Low Minor Negligible Negligible Negligible
Pedestrian Amenity
The IEMA guidance (Ref. 6-4) broadly defines amenity as “the relative pleasantness of a journey, and is considered to be affected by traffic flow, traffic composition and pavement width/separation from traffic.” Amenity is a broad category including the overall relationship between pedestrians and traffic. Traveller care, travellers’ views; and traveller stress are all important considerations in defining amenity and ambience.
Based on the above and in the absence of a defined quantitative approach, a qualitative assessment has been made of the traveller care, travellers’ views and traveller stress to review the change in amenity and ambience in relation to the proposed development on a three point scale (better, worse or neutral).
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Table 6-10: Review of Amenity and Ambience (Example template)
Factor Sub-factor Better Neutral Worse Traveller Care Facilities Cleanliness Information Environment Traveller’s Views Traveller Stress Frustration Fear of potential accidents Route uncertainty
The results of the qualitative assessment are used to consider where conditions are forecast to worsen or improve in regards to amenity and ambience. Where a change is predicted, the magnitude of change is then considered based on professional experience with a rating of very low, low, medium or high. The magnitude of impact has been cross-referenced against the number of travellers affected, to identify the classification of the effect, as per Table 6-11.
Table 6-11: Criteria for Assessing Changes in Amenity and Ambience
Magnitude of impact No. of travellers affected (sensitivity) High Medium Low Very Low
>1,000 /day High Major Major Moderate Minor Between 200-1,000 /day Medium Major Moderate Minor Negligible Between 100-200 /day Low Moderate Minor Negligible Negligible
<100 /day Very Low Minor Negligible Negligible Negligible
The methodology set out above is applied to the Proposed Development where amenity or ambience issues for pedestrian, cyclists, equestrians and others are considered likely to be of concern.
Fear and Intimidation
The scale of fear and intimidation experienced by receptors is subjective and influenced by the volume of traffic, type of vehicle and the level of protection available i.e. property set back from the highway, wide footways and screening.
There is no formal guidance on the approach for the assessment of the level of fear and intimidation experienced by pedestrians; however, the IEMA guidance (Ref. 6-4) does suggest some thresholds which could be employed. An assessment of the degree of hazard for each link road has therefore been completed based on average hourly flow over an 18 hour weekday period or total HGV levels over an 18 weekday hour period; the result is based on the worst case.
The results for the with and without Proposed Development scenarios have then been compared to consider qualitatively the magnitude of impact arising from any change, with the result compared to the sensitivity of the receptor as defined to establish the classification of effect.
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Table 6-12: Criteria for Assessing Fear and Intimidation
Degree of Hazard Criteria High Medium Low Very Low Average hourly traffic flow (18 Hour AAWT*) >1,800 1200-1,800 600-1,200 <600 18 Hour AAWT (HGV) >3,000 2,000-3000 1,000-2,000 <1,000 *AAWT: Average Annual Weekday Traffic
Methodology for Determining Operational Effects The operational scenario (2025) assumes that the Proposed Development is in place and performing at full capacity, as such it represents a worst case scenario. The development traffic associated with operation of the scheme is added to the 2025 future (without Proposed Development) scenario and distributed across the traffic network. The forecasts for operational traffic are based on a combination of staff movements and deliveries.
The criteria used to assess the changes in traffic and transport impacts and effects during the temporary construction phase are also used to assess any permanent impacts and effects arising during the operational phase. By definition all impacts that arise during operation are considered as permanent. Baseline Conditions This section provides a description of the current baseline for the Proposed Development and identifies the sensitive receptors and their individual sensitivity (value). Existing Baseline The Proposed Development will be served from the Access Road, a road which runs along the southern boundary of the Site. The Access Road connects to The Street via a priority T- junction, with the Access Road forming the minor arm. The Access Road serves the A303 Enviropark which is owned by the Raymond Brown Group, as well as Forest Edge Kart Club, and Owls Lodge Shooting School and open space controlled by the MoD.
The Street is a single carriageway road subject to the national speed limit of 60mph. To the south of the junction with the Access Road, The Street is two-way with a 24 hour average weekday flow below 2,000 vehicles. To the north of The Street / Access Road junction, The Street reduces to a single lane with passing places.
The Street provides access to and from the east-bound and west-bound carriageways of the A303 from the Harewood Slip Roads. The slip roads are derestricted and subject to national speed limit.
In terms of the strategic road network, the A303 runs in an east-west direction from the M3 in the east, to the south of Andover to the west of the Site, where it continues in a south-westerly direction towards Devon. To the east of the Site the A303 connects to the A34 which runs north to Newbury and Oxford and south to Winchester where it joins the M3.
The study area primarily encompasses the Enviropark, areas of agricultural land (historical), open space owned by the MoD, the highway network and other limited development (e.g. Barton Stacey Services). The study area has therefore been defined as ‘Low Density’ for the purposes of the appraisal of sensitivity. No existing Public Rights of Way (PRoW) are in the vicinity of the Site. The closest PRoWs are restricted byways located to the approximately 900 metres south and 1.2 kilometres east of the Proposed Development site access junction with The Street.
A summary of the current highway conditions for key links within the defined study area (as shown in Figure 6-5) are set out in Table 6-14 and Table 6-15, alongside the sensitivity of each link.
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Table 6-13: 2019 Baseline Traffic Conditions
18 Hour AM Peak PM Peak 24 Hour Initial Speed Weekday Receptor Link Ref Link 0800-0900 1700-1800 Daily Traffic Limit Traffic Sensitivity Total HGV Total HGV Total HGV Total HGV * The Street (north 1 of Site Access 60mph 43 4 54 3 618 29 627 29 Very Low Road) The Street (between Site 2 60mph 85 30 87 5 1097 277 1130 279 Low Access Road and A303 EB slip road) The Street (between A303 EB 3 60mph 136 23 163 9 1923 32 1732 24 Low slip road and A303 WB slip road) The Street (south 4 of A303 WB slip 60mph 181 11 172 13 1619 71 1646 74 Low road) 5 Site Access Road 30mph 43 26 33 2 495 253 520 255 Very Low A303 EB Slip 6 60mph 107 21 102 4 1480 27 1366 21 Low Roads A303 WB Slip 60 7 114 19 122 8 1394 28 1291 21 Low Roads mph A303 (towards 8 70mph 4859 461 4921 233 56530 5765 59247 6535 Medium Andover) A303 (between EB 70 9 onslip and WB 4859 460 4896 233 56519 5800 59223 6572 Medium mph onslip) A303 (towards 70 10 4836 459 4886 237 56479 5832 59198 6604 Medium Bullington Cross) mph * Assumes Urban Low Density
Table 6-14: Highway Link Summary
Adjusted Link Existing Pedestrian Link Type Key Receptors Receptor Ref Facilities Sensitivity* The Street (north of Site Single- - No facilities Very Low 1 Access Road) Carriageway The Street (between Site Single- Access Road and A303 EB - No facilities Low 2 Carriageway slip road) Paved verge either The Street (between A303 EB Single- side of bridge slip road and A303 WB slip - Low 3 Carriageway carriageway. Steps to road) bus stop (WB on-slip) The Street (south of A303 WB Single- - No facilities Low 4 slip road) Carriageway Raymond Brown, Single- Site Access Road Shooting School, No facilities Low1 5 Carriageway Go-Karting, MoD Single- A303 EB Slip Roads - No facilities Low 6 Carriageway Single- A303 WB Slip Roads Bus Stop No facilities Low 7 Carriageway
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Dual- Barton Stacey A303 (towards Andover) No facilities Medium 8 carriageway Services A303 (between EB onslip and Dual- - No facilities Medium 9 WB onslip) carriageway A303 (towards Bullington Dual- - No facilities Medium 10 Cross) carriageway 1 Sensitivity of Access Road amended to ‘Low’ from ‘Very Low’ based on potential use of road by pedestrians
Road and Safety A review of PIA data obtained from HCC shows a total of 10 accidents have occurred on the links and junctions appraised within the most recently available five-year period (up to 31/03/2018). The severity of the PIA is set out below for information and is shown in Figure 6-2, however it is only the total number of PIAs at each study junction or link road that are important in regard to the ES appraisal. This includes:
· A total of three accidents occurred at the study junctions, of which one was classified as slight in severity and two were classified as serious. · A total of seven accidents occurred on links between junctions, with six classified as slight in severity and one classified as serious. Table 6-15: Reported Accidents by Study Junction
Ref Junction Slight Serious Fatal Total
1 The Street / A303 WB Slip Road 0 0 0 0
2 The Street / EB Slip Road 0 2 0 2
3 A303 / WB Slip Road 1 0 0 1
4 A303 / EB Slip Road 0 0 0 0
5 The Street / Access Road 0 0 0 0
Total 1 2 0 3
Table 6-16: Reported Accidents by Study Link and Severity (Baseline)
Ref Link Slight Serious Fatal Total
1 The Street (north of Site Access Road) 0 0 0 0 The Street (between Site Access Road 2 and A303 EB slip road) 0 0 0 0 The Street (between A303 EB slip road 3 and A303 WB slip road) 0 0 0 0
4 The Street (south of A303 WB slip road) 0 0 0 0
5 Site Access Road 0 0 0 0
6 A303 EB Slip Roads 0 0 0 0
7 A303 WB Slip Roads 0 0 0 0
8 A303 (towards Andover) 2 1 0 3 A303 (between EB onslip and WB 9 onslip) 1 0 0 1
10 A303 (towards Bullington Cross) 3 0 0 3
Total 6 1 0 7
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Public Transport Bus The nearest bus stops to the site are located on the eastbound carriageway slip road of the A303 approximately 500 m from the Site. This stop is known as Longparish Turn. Services are provided from this stop by Stagecoach Service 85 which operates between Andover and Winchester six times a day Monday to Friday and four times a day on Saturdays.
In addition to the above, Stagecoach Service C4 is a hail a ride services which operates twice a day on Monday/Wednesday/Friday & Saturdays. This provides a local loop service connecting Longparish, Barton Stacey with Andover.
There is no footway on the slip road connecting the bus stop with The Street.
Rail The nearest rail stations to the site are Andover & Winchester, which are located approximately 11 km and 16 km respectively from the site. Due to the distances any rail user would have to undertake a multi-modal journey to the site.
There are no direct rail/bus connections between the station and the site, and such distances are likely to only be cycled by the most competent cyclists for a journey to work.
Therefore, there may be a reliance on private taxis/minibuses to pick up and drop off rail users trying to access the site. Non-motorised Users Due to its rural nature, there are no dedicated footways or street lighting located along The Street, near the proposed site. Grass verges are present which pedestrians may use or alternatively walk in the carriageway.
On the south side of The Street bridge over the A303, there is a signed pedestrian route to Barton Stacey Services, which also provides a pedestrian connection with the westbound bus stop on the A303. Access to this bus stop from The Street requires the use of a concrete staircase which abuts the bridge, this inhibits wheelchair users from using the stop, along with the infirm or pushchair users.
The nearest PRoW to the Site is located approximately 350 m south of the A303 westbound slip. This PRoW is a restricted byway (Route 19) and connects The Street with Bransbury to the west. A restricted byway (Route 50) is also located to the east of the Site. This runs northeast from near the Owl Lodge Shooting School towards the A34 and connects to a footpath (Route 5) which runs south towards the A303.
It is noted that there are proposed modifications to the definitive map for PRoWs for the addition of a Restricted Byway from Longparish restricted Byway 50 to A303 road at Barton Stacey to the south of the application site (1196), and there are also claims for routes to the southwest (1221) and northeast (1210). 1196 includes a potential diversion route along the Access Road although at the time of writing the PEIR the application has not been determined and any change to the definitive map are not committed. Figure 6-3 shows the location of the proposed routes. It should be noted that for the purposes of assessment within this chapter, it has been assumed that these changes are committed.
There are no National Cycle Routes near the site or any dedicated cycle paths. Local roads are rural in nature and are narrow with no street lighting. Future Baseline The future year baseline for the Proposed Development comprises 2023 (construction) and 2025 (operation) respectively. Unadjusted growth rates (Table 6-18) taken from TEMPro for the Test Valley 008 area (Rural, All Roads) have been applied to the 2018 Baseline to arrive at the 2023 and 2025 future baseline scenarios, which are shown in Table 6-19 and 6-20 respectively. The forecasts, including growth rates, will be refined to accommodate the effects of committed development for the final ES.
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No changes to the local road or non-motorised user network are currently committed during this period based on consultation with HE and HCC; although it is noted that on the wider strategic network works to upgrade the M3 Junction 9 are likely to commence in 2021 (subject to permission) and that the construction strategy and traffic management for the Site, including supply chain locations and export of waste materials, will need to have reference to the potential effects of this scheme to minimise interaction and impacts. The M3 Junction 9 improvements scheme is currently envisaged to complete in 2023, prior to the peak for construction of the Proposed Development however there is likely to be some overlap in regards to construction traffic and the construction traffic management plan will need to account for this.
Table 6-17: Traffic Growth Rates (Unadjusted)
From To AM PM
2018 2023 1.0693 1.0682
2018 2025 1.0985 1.0977
Table 6-18: 2023 Baseline Traffic Conditions
AM Peak PM Peak 18 Hour 24 Hour Daily Link Speed Link 0800-0900 1700-1800 Weekday Traffic Traffic Ref Limit Total HGV Total HGV Total HGV Total HGV The Street (north of 1 60mph 45 4 57 3 654 31 595 23 Site Access Road) The Street (between Site Access Road 2 60mph 90 32 92 5 1162 293 1072 222 and A303 EB slip road) The Street (between A303 EB slip road 3 60mph 143 25 172 10 2036 34 1834 26 and A303 WB slip road) The Street (south of 4 60mph 191 12 182 14 1714 75 1561 59 A303 WB slip road) 5 Site Access Road 30mph 45 28 35 2 524 268 493 204 6 A303 EB Slip Roads 60mph 113 22 108 4 1567 28 1446 22 A303 WB Slip 60 7 121 20 129 9 1476 29 1367 22 Roads mph A303 (towards 8 70mph 5132 487 5194 246 59856 6105 61119 5964 Andover) A303 (between EB 70 9 onslip and WB 5132 485 5167 246 59844 6141 61095 5997 mph onslip) A303 (towards 70 10 5107 484 5157 250 59803 6175 61069 6027 Bullington Cross) mph
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Table 6-19: 2025 Weekday Baseline Traffic Conditions
PM Peak 18 Hour 24 Hour Daily AM Peak Link Speed 1700-1800 Weekday Traffic Link 0800-0900 Ref Limit Traffic Total HGV Total HGV Total HGV Total HGV The Street (north of 1 60mph 46 4 58 673 32 612 24 Site Access Road) 3 The Street (between Site 2 60mph 92 1195 301 1232 303 Access Road and 33 94 5 A303 EB slip road) The Street (between A303 EB 3 60mph 147 2095 35 1888 26 slip road and A303 25 177 10 WB slip road) The Street (south of 4 60mph 197 1764 77 1793 81 A303 WB slip road) 12 187 14 5 Site Access Road 30mph 46 29 36 2 540 276 566 278 A303 EB Slip 6 60mph 116 1612 29 1488 23 Roads 23 111 4 A303 WB Slip 7 70 mph 124 1518 30 1407 22 Roads 21 133 9 A303 (towards 8 70mph 5272 61592 6282 64552 7120 Andover) 500 5337 252 A303 (between EB 9 onslip and WB 70 mph 5272 499 5310 252 61580 6319 64526 7160 onslip) A303 (towards 10 5246 61537 6355 64499 7195 Bullington Cross) 498 5300 257
Design Measures and Impact Avoidance Construction Measures would be put in place during construction which would seek to reduce the impacts and effects of staff, deliveries, export of materials and equipment. Highway works necessary to facilitate safe access to and from the construction site and to minimise disruption would be completed in advance of the main works, including construction of the Site access.
An Outline Construction Environmental Management Plan (CEMP) (PEIR Volume II: Appendix 4-1) has been prepared and accompanies the DCO to outline potential measures that could be implemented to manage and mitigate likely effects arising from the construction phase of the Proposed Development. The outline CEMP would be developed into a full CEMP by the works contractor following receipt of the development consent. Generic measures for traffic will include:
· Measures to ensure that the maintenance and condition of public roads and non-motorised user facilities do not deteriorate due to the construction traffic, including monitoring arrangements; · Measures to avoid/limit and mitigate the deposition of mud and other debris on the highway; · Measures to provide for road safety for all modes for the public and construction staff during traffic management works and temporary traffic control measures; · Requirements for driver training (e.g. to protect pedestrians and non-motorised traffic) and appropriate use of technology to remove blind spots;
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· Procedures to be followed for the temporary closure or diversion of roads, PRoW or accesses; · Procedures to be followed to obtain consent to work on highways; · Measures to be implemented to reduce construction traffic impacts or impacts associated with parking on residential streets; · Permitted access routes and accesses for construction traffic which would be subject to approval of the relevant planning authority and would include avoiding travelling through Barton Stacey and Longparish (unless this is unavoidable e.g. local supplier); · Arrangements to maintain access for cyclists and pedestrians, where required; and · Procedures to address any highway incidents or vehicle breakdowns relating to construction traffic, especially at peak times. In addition to the above, it is the intention that any spoil that is generated from the Proposed Development will be re-used on-site where feasible/appropriate to minimise total export and import of materials and therefore construction vehicles. Should the cut material be found unsuitable as fill, then spoil would be exported from the site. This would predominantly be completed in the early stages of construction and would be managed to ensure that the maximum number of construction vehicles set out in Table 6-22 below is not exceeded.
Alongside the above and prior to commencement of the construction works, the contractor would ensure that a Construction Traffic Management Plan (CTMP) is produced and agreed with HCC. This shall be secured by an appropriately worded planning condition. An outline CTMP is to be included as an appendix to the final ES for the Proposed Development.
The full CTMP would, as appropriate, include the following, with the Outline CTMP including details of the elements where available:
· Details of site operations where available; · Main points of access/egress; · Phasing of works with consideration to minimising impact on existing traffic flows; · Road traffic management layouts and signage; · Details of any road closures; · Details of delivery management including any timing restrictions; · Measures to maintain traffic flows throughout the works so long as this still allows for the safe implementation of the required works; · Routing strategies for HGVs, with these vehicles to be directed along the strategic road network and designated routes for access; · Measures to avoid/limit the deposition of mud and other debris on the highway including wheel washing, road sweeping, loading protocols and hardstanding areas; and · Emergency access protocols. Where reasonably practicable, the number of private car trips to and from the construction site (both workforce and visitors) would be reduced by encouraging the use of alternative modes of transport or vehicle sharing. The CTMP would include details of the measures to be implemented which would be agreed with HCC and HE and would be put into operation with the aim of reducing workforce commuting by private car, especially sole occupancy car travel. Operation A staff travel plan will be delivered as part of the application package for the Proposed Development. Given the location of the Site, this focuses on the promotion of car sharing by staff and support for travel by ultra-low emission vehicles for staff travelling to and from the site. Electric vehicle charging points will be installed in the staff car park and will be delivered to the requirements set out by HCC parking standards.
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To support the operation of the site an operational management plan, including emergency access protocols would be developed by the Applicant and agreed with the relevant authorities. This would set out the protocol for access and egress to and from the site including the routes that would be permitted both during normal and emergency situations. This would include for example holding vehicles on site when the A303 is blocked or congested, with the site layout providing capacity for multiple stacking of HGVs on site. The operational management plan will also set out the monitoring, enforcement and penalties that will be applied to hauliers for not adhering to the operational management plan (e.g. permitted routes) and the terms of their contract.
Beyond the delivery of the Site access no road improvements are committed at the time of writing the PEIR; however, appraisal continues in consultation with the HE and HCC regarding the Proposed Development and the associated impacts and transport improvements will be set out where relevant as part of the final submission package. Assessment of Likely Impacts and Effects The impacts and effects (both beneficial and adverse) associated with the construction, operation, and decommissioning of the Proposed Development are outlined in the sections below. The assessments have been prepared following consideration of the embedded mitigation measures as described in Section 6.7. Further mitigation may be considered and embedded as the transport strategy is developed and refined in consultation with key stakeholders. Effects During Enabling Works, Construction and Commissioning The traffic and transport impacts during the construction period would likely be associated with construction vehicle movements to and from the worksite, temporary road works required to deliver improvements or changes to the local road network (although unconfirmed at this stage) and the movement of abnormal loads.
Vehicle movements required to construct the Proposed Development would include the delivery of plant and materials, movement of excavated materials, and delivery of aggregates and site worker trips.
Temporary road works will be needed to construct the proposed access. Any further road works are unconfirmed at the time of writing this PEIR.
The construction period for the Proposed Development is estimated to be approximately 42 months with the aim for the Site to be fully operational by 2025. Construction Worker Vehicles Peak daily movements to and from the construction site are likely to take place during 2023 when the workforce will peak at 1,000 employees per day, outside of this period staff levels are likely to average 800 employees per day.
Working hours on major construction sites tend to be long due to timescale pressures, whilst they will also differ by trade. Therefore, the arrival and departure of workers' vehicles tend to be spread rather than falling in the traditional network peak hours. During peak construction periods, the working construction hours for the Proposed Development are likely to involve 24- hour working and a three shift pattern. Based on experience and the working patterns employed at the applicant’s other sites at FM2 and Kemsley, staff are assumed to arrive between 0500-0700 hours (40%), 1300-1500 (40%) and 2100-2200 (20%).
For the non-peak periods when 24-hour working is not taking place, the construction workday will typically comprise 0700-1900 for most staff.
The workforce will form a mix of locally based staff and those that will travel from further afield to provide specialist skills or expertise to the project and who will therefore stay in residential
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accommodation within the area. For the purposes of the Transport Assessment and the ES appraisal, the following is assumed:
· 80% of construction staff will travel to site by private car with an average occupancy of 1.5 workers per vehicle; · 20% will travel to site by minibus with an average occupancy of ten workers per vehicle. This will encompass primarily non-domestic workers who will need to stay in the local area during the week which presents good opportunities to organise pooled transport e.g. minibuses Table 6-21 shows the profile of movements to and from the site by construction staff during the peak period (assuming 1,000 staff and shift working) and outside of the peak period (assuming 800 staff as a worst case and more restricted working hours). For the latter, the profile of movements is based on the arrival and departure profile of the FM2 construction car park during the AM (06:00-10:00) and PM (16:00-20:00) peak period for the Site.
Table 6-20: Construction Worker Vehicles (Cars/LGVs)
1000 Staff 800 Staff Hour Commencing (Peak – Shift Working) (Typical Working) Arrivals Departures Arrivals Departures
05:00 115 0 0 0
06:00 107 61 184 0
07:00 0 53 165 0
08:00 0 0 56 0
09:00 0 0 38 0
10:00 0 0 0 0
11:00 0 0 0 0
12:00 0 0 0 0
13:00 115 0 0 0
14:00 107 115 0 0
15:00 0 107 0 0
16:00 0 0 0 98
17:00 0 0 0 116
18:00 0 0 0 209
19:00 0 0 0 20
20:00 0 0 0 0
21:00 115 0 0 0
22:00 0 221 0 0
23:00 0 0 0 0
Total 557 557 443 443
Construction Vehicles The examples of Kemsley and FM2 have been reviewed to identify the peak level of construction vehicle movements to and from this site in the absence of more detailed information at this stage. Kemsley (K3) provides a comparable level of output to the Proposed Development and has a higher peak construction vehicle flow than Ferrybridge at 60 vehicles, amounting to 120 movements per day. This figure has therefore been taken forward for the
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purposes of reviewing the construction impacts of the Proposed Development. As noted at Paragraph 6.82 any spoil removal would predominantly fall early in the construction programme and would be managed to ensure that the maximum number of construction vehicles (HGVs) set out in Table 6-22 (120 movements per day) is not exceeded.
Delivery hours of 0700 to 1900 are assumed given that this will form the standard construction hours for the site. Based on experience from other sites, it is expected that the arrival and departure of these vehicles will be spread evenly over the day. Abnormal Loads It is envisaged that there will be abnormal loads when the main plant items are delivered to the Site. Abnormal load deliveries would be timed to minimise disruption to other road users following consultation with the relevant local authorities and planned to avoid any key highway construction works (e.g. M3 Junction 9). A Traffic Management Plan will be developed to route abnormal road traffic and deal with any required road closures and safety measures. Highways England and the Police will be consulted in its development.
Due to the location of the Site and its ease of access onto the strategic road network, it is considered that abnormal loads movements would not have an impact on highway network operations. Summary of Construction Traffic The peak for construction vehicle movements is likely to occur outside the monthly peak for staff movements to and from the site, but as a worst case for the PEIR it has been combined. The results are combined in Table 6-22 for the 800 construction worker and Table 6-23 for the 1000 construction worker scenario. For the purposes of appraisal, the worst case will be used. The peak construction scenario (1000 workers) provides the greatest total weekday and daily traffic levels; however, the average construction scenario leads to the greatest increases in hourly traffic flows on the highway network during the AM and PM peak hours and will therefore be used to inform the junction assessments and consideration of driver delay.
Table 6-21: Construction Worker Vehicles (Cars/LGVs) – Average Construction Scenario (800 Workers)
Cars / LGVs HGVs Total Hour Commencing Arrival Departure Arrival Departure Arrival Departure
05:00 0 0 0 0 0 0
06:00 184 0 0 0 184 0
07:00 165 0 5 5 170 5
08:00 56 0 5 5 61 5
09:00 38 0 5 5 43 5
10:00 0 0 5 5 5 5
11:00 0 0 5 5 5 5
12:00 0 0 5 5 5 5
13:00 0 0 5 5 5 5
14:00 0 0 5 5 5 5
15:00 0 0 5 5 5 5
16:00 0 98 5 5 5 103
17:00 0 116 5 5 5 121
18:00 0 209 5 5 5 214
19:00 0 20 0 0 0 20
20:00 0 0 0 0 0 0
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21:00 0 0 0 0 0 0
22:00 0 0 0 0 0 0
23:00 0 0 0 0 0 0
Total 443 443 60 60 503 503
Table 6-22: Construction Worker Vehicles (Cars/LGVs) – Peak Construction Scenario (1000 Workers)
Cars / LGVs HGVs Total Hour Commencing Arrival Departure Arrival Departure Arrival Departure
05:00 115 0 0 0 115 0
06:00 107 61 0 0 107 61
07:00 0 53 5 5 5 58
08:00 0 0 5 5 5 5
09:00 0 0 5 5 5 5
10:00 0 0 5 5 5 5
11:00 0 0 5 5 5 5
12:00 0 0 5 5 5 5
13:00 115 0 5 5 120 5
14:00 107 115 5 5 112 120
15:00 0 107 5 5 5 112
16:00 0 0 5 5 5 5
17:00 0 0 5 5 5 5
18:00 0 0 5 5 5 5
19:00 0 0 0 0 0 0
20:00 0 0 0 0 0 0
21:00 115 0 0 0 115 0
22:00 0 221 0 0 0 221
23:00 0 0 0 0 0 0
Total 557 557 60 60 617 617
Transportation of construction materials to and from the Proposed Development will be via the existing trunk network, with the following roads utilised:
· Access Road; · The Street; · A303 Slip Roads; · A303 (towards Andover); and · A303 (towards Bullington Cross) The routing of vehicles beyond these immediate links will be based on the gravity model results provided in Table 6-30 in the absence of specific detail on the location of construction materials and export of waste, which is only likely to be confirmed upon procurement of a contractor for detailed design and construction of the Proposed Development.
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The movement of local construction staff to and from the site will follow local travel to work patterns and will be based for the purposes of the final assessment on Census 2011 Journey to Work data (Table 6-29). For non-local staff, consideration will be given to the main urban locations for overnight stays e.g. Andover, Basingstoke, Winchester and Newbury and their method of travel, with traffic split between these key destinations.
The location and arrangements for construction workers are currently being reviewed which in turn will influence the location and distribution of movements to and from the site and the effects of the Proposed Development. An initial qualitative appraisal of construction impacts is therefore set out below. The full quantitative appraisal will be provided as part of the final ES. Assessment of Effects
Driver Delay
Initial junction capacity analysis for the study area using industry standard software in the form of Junctions 9 has been completed for the 2023 Do Minimum scenario based on validated baseline models. The results identify that all junctions operate well within capacity with the ability to accommodate increases in traffic in the peak highway network hours. Therefore, all junctions will have a very low or low sensitivity to change (i.e. not congested) and therefore the projected increases in construction traffic are expected to be accommodated within the existing capacity of the three junctions falling within the study area.
No diversions are currently proposed as part of the construction of the Proposed Development with works to facilitate access to the Site to be completed predominantly offline, with any tie in works managed through temporary traffic management measures (e.g. one way working under traffic signal control) or through overnight working. Appraisal of the A303 slip roads continues in consultation with Highways England and HCC, which could result in temporary delay or diversion of traffic dependent on the scale of the scheme. Any works will be confirmed as part of the final ES.
Overall, the impact on driver delay is expected to be temporary low adverse or lower, which results in a temporary negligible effect; this is not considered significant.
Accidents and Road Safety
The impact of the Proposed Development on accidents within the study area has been assessed as temporary low adverse, which results in a temporary negligible effect; this is not considered significant. This is on the basis that no junctions or links have experienced more than nine personal injury accidents over a three year period and would be subject to an increase of 30% or more in total traffic (AADT).
A risk assessment of the slip roads between the A303 and The Street is currently being completed by AECOM following consultation with Highways England. This is being prepared in line with ‘GG104: Requirements for safety risk assessment’ (Ref. 6-5). The results of this assessment will be used to update the final Traffic and Transport chapter which will support the ES with consideration to construction traffic levels.
Vulnerable Road User Amenity
In regards to ambience and amenity, a qualitative assessment has been completed below for the study area. Although not committed, this includes consideration of the effects from construction on potential modifications to the PRoW network.
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Table 6-23: Review of Vulnerable Road User ambience and amenity
Factor Sub-factor Better Neutral Worse Comment Non-motorised user provision and routes Facilities ü will be maintained during construction Roads and footways will be regularly swept during construction period and Cleanliness ü debris/ muck control methods will be employed on site
Traveller Care Appropriate signage will be provided Information ü informing of any change to the network e.g. diversion Overall conditions / quality of provision is expected to be maintained; however other Environment ü environmental conditions e.g. noise will be affected locally to the site on the Access Road. For example, views for non-motorised users using the Access Road will be Traveller’s Views ü affected during construction. Details of landscape impacts can be found at Chapter 14: Landscape and Visual. Frustration Frustration associated with an increase in ü traffic within the study area may occur. Users of the Access Road will need to Fear of pass the Site on carriageway (as per potential ü Traveller Stress existing conditions) and therefore fear of accidents accidents will be enhanced. Route Any diversions for non-motorised users uncertainty ü are likely to be limited and means that conditions are unlikely to change.
Overall, amenity and ambience for non-motorised users is likely to worsen but with limited users per day based on site observations (low sensitivity) the overall effect is likely to be minor adverse at worst, which results in a temporary negligible effect; this is not considered significant.
Vulnerable Road User Delay
No changes to the existing non-motorised user network are expected from construction of the Proposed Development which would result in a change to journey distance and/or journey time. Furthermore, additional delay from crossing The Street is expected to be limited and to affect only a small number of travellers.
Should the proposed modifications to the PRoW network be implemented prior to the construction of the Proposed Development, then measures will be in put in place to protect any routes or access points that may be affected by construction; although the need for mitigation measures are expected to be limited, local and affect only a small number of travellers. For example, access to Route 1221 from the A303 EB slip road would be protected by fencing if any highway improvements were needed or a minor diversion would be put in place. Similarly, pedestrians using the Access Road would be protected from any construction works by appropriate fencing and signage.
Overall, the impact on vulnerable road user delay is expected to be temporary low adverse or lower, which results in a temporary negligible effect; this is not considered significant.
Fear and Intimidation
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Based on the criteria set out in Table 6-13 and the forecast levels of traffic in 2023 (without Proposed Development) the degree of hazard to travellers from all motor vehicles and HGVs is expected to be very low on all links within the study area (including slip roads), with the exception of the A303 where a high degree of hazard is expected due to vehicle levels.
Construction of the Proposed Development will increase traffic flows on all links; however, it is not expected that the increase in construction traffic levels would increase two-way average hourly flows to above 600 vehicles or result in more than a 1,000 HGVs using the local study area links each day (non-A303) with the exception of the Access Road and The Street between the Access Road and EB A303 Slip Road where this is likely to increase to low.
The degree of hazard will remain high on the A303 and low or very low on all other links. Overall, at this preliminary stage the impact of the Proposed Development on fear and intimidation within the study area is assessed as temporary low adverse, which results in a temporary negligible effect; this is not considered significant. Effects Once the Proposed Development is Complete and Occupied The traffic and transport impacts during the operational period would be associated with staff vehicle movements and HGV deliveries to and from the Proposed Development.
Two future year scenarios for operation have been assessed:
· 2025 Future (without Proposed Development) scenario represents the future year 2025 baseline situation (see Table 6-15). This has been developed by applying factors derived from TEMPRO to the baseline year flows (see Table 6-13). · 2025 Future (with Proposed Development) scenario adds on the forecast operational traffic onto the 2025 Future (without Proposed Development) scenario, so that the impact of the Proposed Development can be quantified. Trip Generation Staff Vehicles
It is anticipated that a total of 50 staff will be employed at the Site; although only 40 of these will be present daily as a result of shift rotation. Three shift patterns are anticipated for Monday to Friday as follows:
· 0800-1700: 25 Staff · 0700-1900: 10 Staff · 1900-0700: 5 Staff At weekend it is expected that only operational staff will be present on site (15 Staff, with two shift patterns at weekends:
· 0700-1900: 10 Staff · 1900-0700: 5 Staff These hours have been used to develop a weekday profile of staff movements based on the following assumptions:
· All employees will arrive at the site in the hour before their shift starts and leave in the hour following their shift; and · All members of staff will travel alone by motor vehicle (e.g. car, van, motorcycle) given the location of the proposed development, and the limited accessibility by alternative modes. An element of car sharing will be present and promoted as part of the travel plan for the Proposed Development. However, in the interests of robustness a 1:1 ratio has been assumed. This therefore means a total of 40 motor vehicle movements to and 40 car movements from the Site during an average weekday and 15 motor vehicle movements to and 15 motor vehicle
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movements from the Site during an average weekend. Table 6-25 provides a detailed breakdown by hour.
Table 6-24: Trip Generation (Weekday) - Staff
Operational Staff (Cars / LGVs) Hour Commencing Arrivals Departures Total
06:00 10 0 10
07:00 25 5 30
08:00 0 0 0
09:00 0 0 0
10:00 0 0 0
11:00 0 0 0
12:00 0 0 0
13:00 0 0 0
14:00 0 0 0
15:00 0 0 0
16:00 0 0 0
17:00 0 25 25
18:00 5 0 5
19:00 0 10 10 Total 40 40 80
Deliveries / Ash Removal
Information regarding fuel and ash removal has been utilised as the basis to calculate the number of vehicle movements associated with deliveries to, or export of materials from, the site. The hourly level of vehicle movements has been calculated according to the following:
· Determining in liaison with the Applicant the predominant vehicle type for the movement of a materials to or from the site; · Applying the assumed vehicle type, ranging from a Refuse Collection Vehicle (8 tonnes) to a full articulated lorry (22 tonnes), to the daily tonnage of fuel or materials; and · Splitting the daily loads evenly over the delivery window (Monday to Friday 0700-1900 and Saturday 0700-1200) in order to establish the number of loads and therefore vehicles trips per hour. The results are presented in Table 6-26 and Table 6-27, with an expected 14 loads per hour. For the purposes of this assessment it is assumed that a delivery vehicle will arrive and depart within the same hour.
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Table 6-25: Summary of Inputs, Outputs and Loads
Ratio to Annual Daily 1 Payload Daily Hourly 2 Type Description Fuel (tonnes) (tonnes) (Tonnes) (Loads) (Loads)
Fuel - Direct Delivery N/A 150,000 526 8 66 5
Inputs Fuel - Bulked N/A 350,000 1228 20 61 5
Consumables 5.0% 25,000 88 18 5 1
Ash (bottom) 25.0% 125,000 439 22 20 2 Outputs APC Residue 5.0% 25,000 88 18 5 1
Note: All values have been rounded up to the nearest whole number. 1 assuming deliveries Mon – Sat only for 47.5 weeks = 285 days per annum 2 assuming vehicles access plant 0700 – 1900 Mon – Fri = 12 hours per day and 0700 – 1200 Saturday = 5 hours
Table 6-26: Trip Generation – Operational Vehicles
Daily 1 Hourly Type Description Arrivals Departures Two-way Arrivals Departures Two-way
Fuel - Direct 66 66 132 5 5 10 Delivery Inputs Fuel - Bulked 61 61 122 5 5 10
Consumables 5 5 10 1 1 2
Ash (IPA) 20 20 40 2 2 4 Outputs APCR 5 5 10 1 1 2
Total 157 157 314 14 14 28 1 0700 – 1900 Monday to Friday, 0700-1200 Saturday
Summary of Operational Traffic
The resultant profile of staff and HGV trips is set out in Table 6-28. The results indicate that operational traffic will peak at 58 movements between 07:00 and 08:00. In the AM (08:00- 09:00) and PM (17:00-18:00) peaks, traffic flows will comprise 28 and 53 vehicle movements respectively. 416 additional movements are expected on a weekday to and from the site.
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Table 6-27: Summary of Operational Traffic – Staff Vehicles + HGV Deliveries (Weekday)
Hour Staff HGVs Total Commencing Arrivals Departures Total Arrivals Departures Total Arrivals Departures Total
06:00 10 0 10 0 0 0 10 0 10
07:00 25 5 30 14 14 28 39 19 58
08:00 0 0 0 14 14 28 14 14 28
09:00 0 0 0 14 14 28 14 14 28
10:00 0 0 0 14 14 28 14 14 28
11:00 0 0 0 14 14 28 14 14 28
12:00 0 0 0 14 14 28 14 14 28
13:00 0 0 0 14 14 28 14 14 28
14:00 0 0 0 14 14 28 14 14 28
15:00 0 0 0 14 14 28 14 14 28
16:00 0 0 0 14 14 28 14 14 28
17:00 0 25 25 14 14 28 14 39 53
18:00 5 0 5 14 14 28 19 14 33
19:00 0 10 10 0 0 0 0 10 10
Total 40 40 80 168 168 336 208 208 416 Trip Distribution Site access will be taken from the Access Road that facilitates movements to and from the A303 Enviropark close to the junction with The Street. Figure 4-2 shows the proposed site access layout with the intention that a separate access will be provided for staff parking and operational movements. The latter will be provided immediately east of The Street / Access Road junction. The site access will be subject to a Road Safety Audit Stage 1 and a designer’s response prior to DCO submission. The operational site access will be constructed as one of the first construction activities to enable a suitable access/egress point during construction.
Staff Vehicles
A distribution for the site has been derived from Census 2011 Journey to Work data for journeys to the Middle Super Output Area (MSOA) – Test Valley 008 (MSOA) in which the Site is located. GIS has been used to analyse existing trip patterns for the MSOA, with the results presented in Table 6-29.
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Table 6-28: Trip Distribution (Census 2011 – Test Valley 008 MSOA)
Two-way Staff Trips Census 2011 Car Route % Driver Trips AM Peak PM Peak* (08:00-09:00) (17:00-18:00)
A303 E 108 9% 0 3 A303 W 174 14% 0 4 A34 N 45 4% 0 1 A34 S 318 25% 0 8 The Street N 26 2% 0 1 The Street S 116 9% 0 3 Andover (A303 W) 353 28% 0 8 B3048 (A303 W) 119 9% 0 3 Total 1259 100% 0 30 *Any differences due to rounding
Operational Vehicles
Waste will come from the local region, including Hampshire. Waste companies will want to deal with waste as close to its source as possible, to cut down on transport costs. Hampshire currently has very little landfill capacity, and as such is treating and landfilling commercial waste out of county. This material, along with similar additional material from the surrounding region, is likely to be treated at the Proposed Development.
A distribution has been derived based on industry standard practice in the form of a population- based gravity model for a defined catchment area. The use of a population-based gravity model is considered to serve as a representative proxy for commercial, industrial and domestic waste given that the waste generation will be proportional to population numbers.
Based on discussions with the Applicant it is expected that fuel will be sourced from a regional catchment area. The catchment area encompasses Hampshire, Dorset, Wiltshire, Surrey and West Berkshire. The area of West Sussex is excluded as this is likely to fall within the catchment area for the Wheelabrator Kemsley North Waste to Energy facility.
Population estimates based on 2011 Census data have then been sourced for the catchment area and grouped by key routes to and from the site, before being compared against the total population residing in the catchment area in order to arrive at the percentage distribution by route. The results are shown in Table 6-30.
Table 6-29: Gravity Model Results (Operational Vehicles)
Two-way Operational Trips Direction % AM Peak PM Peak (08:00-09:00) (17:00-18:00)
A303 East, A34 North 9% 3 3
A303 East, A34 South 39% 11 11
A303 East, M3 East 39% 11 11
A303 West 13% 4 4
Total 100% 28 28
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Vehicles exporting materials from the site have been assigned to the network using the same distribution as those making deliveries to it, starting their journeys using the A303.
It is expected that Fortis IBA, who is based on the adjacent land, will process the bottom ash from the Proposed Development at their IBA plant. The IBA will be transferred to the adjacent facility, where it will be processed. This will therefore overall reduce the number of offsite vehicle movements associated with the Proposed Development and reduce total journey distance for processing of IBA.
However, in the interests of robustness and as a worst case, it has been assumed that this arrangement is not in place and that all IBA ash will be transported offsite in line with the distribution set out at Table 6-30.
All wastes delivered will be required to report to the weighbridge facility and site control office from their vehicles will be directed to the appropriate operational area. In the event, that non- conforming waste is identified these will be segregated and placed in a designated quarantine area for off-site disposal. The rejection of waste at other facilities operated by the Applicant is understood to be limited and therefore the additional movements associated with rejection are expected to be low per annum. Changes in Traffic Flows Table 6-31 presents the 2025 Future (with Proposed Development) Traffic flows for the proposed scheme, with Table 6-32 illustrating the change in traffic flows arising from the scheme.
Table 6-30: 2025 Future (with Proposed Development) Weekday Traffic Conditions
AM Peak PM Peak 18 Hour Average 24 Hour Link Speed 0800-0900 1700-1800 Weekday Traffic Daily Traffic Link Ref Limit Total HGV Total HGV Total HGV Total HGV The Street (north 1 of Site Access 60mph 46 4 59 3 675 32 685 32 Road) The Street (between Site 2 Access Road and 60mph 120 61 147 33 1610 637 1646 639 A303 EB slip road) The Street (between A303 3 EB slip road and 60mph 161 39 206 24 2306 203 2343 203 A303 WB slip road) The Street (south 4 of A303 WB slip 60mph 197 12 189 14 1771 77 1801 81 road) 5 Site Access Road 30mph 74 57 89 30 956 612 982 614 A303 EB Slip 6 Roads 60mph 130 37 134 18 1816 197 1858 198 A303 WB Slip 60 7 138 35 160 23 1722 198 1757 198 Roads mph A303 (towards 8 Andover) 70mph 5275 502 5354 254 61677 6304 64637 7143 A303 (between 70 9 EB on slip and 5300 527 5360 280 61987 6655 64933 7496 WB on slip) mph A303 (towards 70 10 5273 524 5335 283 61901 6668 64863 7509 Bullington Cross) mph
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Table 6-31: Net Change in Traffic Flows (2025 with Proposed Development minus 2025 without Proposed Development) AM Peak PM Peak 18 Hour Average 24 Hour Link Speed 0800-0900 1700-1800 Weekday Traffic Daily Traffic Link Ref Limit Total HGV Total HGV Total HGV Total HGV
The Street (north 1 of Site Access 60mph 0 0 1 0 2 0 1 0 Road) The Street (between Site 2 Access Road 60mph 28 28 52 28 414 336 324 260 and A303 EB slip road) The Street (between A303 3 EB slip road and 60mph 14 14 29 14 211 168 165 130 A303 WB slip road) The Street (south 4 of A303 WB slip 60mph 0 0 2 0 7 0 6 0 road) Site Access 5 Road 30mph 28 28 53 28 416 336 326 260 A303 EB Slip 6 Roads 60mph 14 14 23 14 203 168 159 130 A303 WB Slip 60 7 14 14 27 14 203 168 159 130 Roads mph A303 (towards 8 Andover) 70mph 4 4 17 2 85 22 68 17 A303 (between 70 9 EB onslip and 28 28 50 28 407 336 318 260 WB onslip) mph A303 (towards 70 10 26 26 36 26 364 314 284 243 Bullington Cross) mph
Assessment of Effects Driver Delay Driver delay is considered as part of the junction capacity analysis for the study area in relation to the AM and PM peak hours. Table 6-33 presents the sensitivity of the receptor (maximum RFC recorded at the study junctions) for the AM and PM peak hours and the magnitude of impact (percentage change in traffic flow between with and without Proposed Development scenarios for the AM and PM peaks). This has been applied to the classification criteria presented in Table 6-7 to generate the classification of driver delay presented in Table 6-34.
Table 6-32: Assessment of Traffic Flow impact on Driver Delay – Operation
Maximum RFC / DoS % change in traffic flow Ref Junction (2025 DS) (2025 DM to 2025 DS) AM Peak PM Peak AM Peak PM Peak 1 The Street / A303 WB Slip Road 0.12 0.09 5.9% 11.7%
2 The Street / EB Slip Road 0.11 0.14 15.7% 27.5%
3 The Street / Access Road 0.10 0.11 30.3% 56.1%
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Table 6-33: Classification of Driver Delay – Operation Classification of Sensitivity Magnitude Ref Junction Effect AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
The Street / A303 Very Low Very Low 1 Very Low Very Low Negligible Negligible WB Slip Road (Adverse) (Adverse)
The Street / EB Very Low Low 2 Very Low Very Low Negligible Negligible Slip Road (Adverse) (Adverse)
The Street / Very Low Low 3 Very Low Very Low Negligible Negligible Access Road (Adverse) (Adverse)
In addition to the above, there will be no changes to the road network as a result of the Proposed Development that will require a permanent diversion of motor vehicles and which would therefore create driver delay.
The impact of driver delay at all junctions and links within the study area has been assessed as permanent very low adverse, which results in a negligible effect; this is not considered significant.
Accidents and Road Safety In considering the PIA data provided by HCC for the study area and the change in traffic flows, the effect of the proposed development on accident and safety risks would not be significant based on the criteria considered as there are no locations that have experienced more than nine personal injury accidents over a three year period and which would be subject to an increase of 30% or more in total traffic.
The impact on road safety at all junctions and links within the study area has been assessed as permanent very low adverse, which results in a negligible effect; this is not considered significant.
A risk assessment of the slip roads between the A303 and The Street is currently being completed by AECOM following consultation with Highways England. This is being prepared in line with ‘GG104: Requirements for safety risk assessment’ (Ref. 6-5). The results of this assessment will be used to update the final Traffic and Transport chapter which will support the ES and will also determine if any further mitigation or enhancement measures are required to support the Proposed Development.
Vulnerable Road User Amenity
In regards to ambience and amenity, a qualitative assessment has been completed below for the study area to consider the operational effects of the Proposed Development. Although not committed, this includes consideration of the effects from construction on potential modifications to the PRoW network.
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Table 6-34: Review of Vulnerable Road User ambience and amenity
Factor Sub-factor Better Neutral Worse Comment Non-motorised user provision and Facilities ü routes will be maintained. All vehicles will be covered, and waste secured appropriately in regards to transport to and from the site. Cleanliness ü Guidelines for hauliers will be set out as part of the operational management plan Traveller Care Appropriate direction signage will be provided for the site, as well as any Information ü warning signs regarding site access / heavy goods vehicles turning if necessary. Overall conditions / quality of provision is expected to be maintained; however Environment ü other environmental conditions e.g. noise will be affected. Views for non-motorised users using the Access Road will be affected. Traveller’s Views ü Details of landscape impacts can be found at Chapter 14: Landscape and Visual. Frustration associated with an increase Frustration ü in traffic within the study area may occur. Users of the Access Road will need to Fear of potential pass the Site on carriageway (as per ü Traveller Stress accidents existing conditions) and therefore fear of accidents may be enhanced. Route Any diversions for non-motorised users uncertainty are likely to be limited and means that ü conditions are unlikely to change.
Overall, amenity and ambience for non-motorised users is likely to worsen but with limited users per day (low sensitivity) the overall effect is likely to be minor adverse at worst, which results in a temporary negligible effect; this is not considered significant.
Vulnerable Road User Delay
No changes to the existing non-motorised user network are expected as a result of the Proposed Development. Therefore, there is expected to be no change to journey distance and/or journey time for non-motorised users as a result of the Proposed Development.
Traffic flows will increase on the local road network e.g. The Street as a result of the Proposed Development. However, at a maximum increase of 58 vehicles per hour on any link (Access Road), which averages below one vehicle per minute, the additional delay from crossing The Street is expected to be limited. Furthermore, any change will only affect a small number of non-motorised users given that no formal footways are present and are not well used by pedestrians.
Should the proposed modifications to the PRoW network be implemented, then measures will be in put in place to protect any routes or access points that may be affected by the Proposed Development or associated highway works; although the need for mitigation measures are expected to be limited and local.
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Overall, the impact on vulnerable road user delay is expected to be temporary low adverse or lower, which results in a temporary negligible effect; this is not considered significant.
Fear and Intimidation
Analysis of the change in levels of fear and intimidation has been completed below. Table 6-36 reviews the degree of hazard based on average hourly flows and the total number of HGVs over an 18-hour average weekday period.
Table 6-35: Net Change in Traffic Flows (2025 with Proposed Development minus 2025 without Proposed Development)
2025 without Proposed 2025 with Proposed Development Development
Link 18 Hr 18 Hr Link Weekday 18 Hour Weekday 18 Hour Ref Degree of Degree of (Average Weekday (Average Weekday Hazard Hazard Hourly (HGVs) Hourly (HGVs) Flow) Flow) The Street (north of Site 1 Access Road) 37 32 Very Low 37 32 Very Low
The Street (between 2 Site Access Road and 66 301 Very Low 89 637 Low A303 EB slip road)
The Street (between 3 A303 EB slip road and 116 35 Very Low 128 203 Very Low A303 WB slip road) The Street (south of 4 A303 WB slip road) 98 77 Very Low 98 77 Very Low
5 Access Road 30 276 Very Low 53 612 Low
6 A303 EB Slip Roads 90 29 Very Low 101 197 Very Low
7 A303 WB Slip Roads 84 30 Very Low 96 198 Very Low
8 A303 (towards Andover) 3422 6282 High 3427 6304 High
A303 (between EB 9 onslip and WB onslip) 3421 6319 High 3444 6655 High
A303 (towards 10 Bullington Cross) 3419 6355 High 3439 6668 High
Table 6-36 shows that all links are classified as low or very low, with the exception of the three links on the A303, which are classified as high, in regard to the degree of hazard arising from vehicle traffic. No changes are observed in the degree of hazard between the 2025 with and without Proposed Development scenarios, except for Link 2 (The Street between EB Slip Road and Access Road) and Link 5 (Access Road). The change at these locations is to be expected given that vehicles travelling to and from the site and specifically HGVs will be most concentrated at these locations. The degree of hazard at this location is still classified as low therefore the magnitude of impact is considered low adverse.
Overall, as no or low changes are observed in the degree of hazard, the impact on fear and intimidation is expected to be a maximum of low adverse, which based on the sensitivity of the links results in a permanent negligible effect; this is not considered significant.
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Table 6-36: Summary of Magnitude of Impact and Significance of Effect
Magnitude of Significant effect Receptor Sensitivity (Value) Description of Impact Significance of Effect Impact (Yes / No)
Construction The Street / A303 WB Slip Road Low adverse The Street / EB Slip Road Very Low Driver Delay arising from construction Negligible No (worst case) The Street / Access Road The Street / A303 WB Slip Road The Street / EB Slip Road The Street / Access Road Very Low The Street Accidents and road safety during Very low adverse Negligible No A303 slip roads construction Access Road Low A303 Medium Changes to vulnerable road user Non-motorised users (Local Roads) Low to Very Low Low adverse Negligible No amenity during construction Changes to vulnerable road user delay Non-motorised users (Local Roads) Low to Very Low Very low adverse Negligible No during construction The Street A303 Low to Very Low Very Low adverse Negligible No A303 slip roads Changes to fear and intimidation during The Street (between Access Road construction and A303 EB Slip Road) Low Low adverse Negligible No Access Road A303 Medium Very low adverse Negligible No Operation The Street / A303 WB Slip Road Driver Delay arising from operational Low adverse The Street / EB Slip Road Very Low Negligible No traffic (worst case) The Street / Access Road
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The Street / A303 WB Slip Road The Street / EB Slip Road The Street / Access Road Very Low The Street Accidents and road safety during Very low adverse Negligible No A303 slip roads operation Access Road Low A303 Medium Changes to vulnerable road user Non-motorised users (Local Roads) Low to Very Low Low adverse Negligible No amenity during operation Changes to vulnerable road user delay Non-motorised users (Local Roads) Low to Very Low Very low adverse Negligible No during operation The Street A303 Low to Very Low Very Low adverse A303 slip roads Changes to fear and intimidation during Negligible No The Street (between Access Road operation and A303 EB Slip Road) Low Low adverse Access Road A303 Medium Very low adverse
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Decommissioning The activities involved in the decommissioning process are not yet known but in outline are presented in Chapter 4: The Proposed Development. Traffic movements will be associated with the removal and recycling of material arising from demolition and materials associated with land restoration and re-instatement. Vehicle numbers are not expected to be any higher than experienced during the construction period.
Current baseline data collected for the purposes of this assessment will not be valid at the year of decommissioning, which is currently unknown. The Proposed Development has an expected operational life of at least 50 years. As it is unlikely that baseline traffic figures on local roads will reduce appreciably over this period, it is considered that the percentage increase in traffic due to decommissioning would be negligible, and that overall the effects of decommissioning traffic would be no greater than that of the construction traffic. From a road capacity perspective, the change from operational traffic to decommissioning traffic would not be anticipated to lead to any effect on road capacity and could be managed to limit impacts on peak network hours. Mitigation and Enhancement Measures At this stage no additional mitigation or enhancement measures are considered to be required. However, this will be further investigated through the Transport Assessment and in the final ES. Residual Effects Significant residual effects are defined as moderate or major. Traffic and Transport effects during the construction phase and the operation phase have been classified as negligible and are therefore not considered significant at this preliminary stage of assessment.
A Construction Traffic Management Plan will be agreed with Highways England and HCC this will set out how construction workers will travel to and from the site and the provision of on site car parking for construction workers. Cumulative Effects For Traffic and Transport the final assessment will include consideration of the cumulative effects arising from traffic associated with planned development in the area, which in transport terms is referred to as committed development. This may include both consented and allocated schemes, depending on the level of information available.
The full list of potential committed development that may affect the Proposed Development is currently being reviewed in traffic and transport terms to determine which sites may affect the level of traffic passing through the study area and therefore future forecasts. Schemes that do no effect the traffic network failing within the study area are likely to be excluded.
The list of committed development will be agreed with Highways England and Hampshire County Council. For the purposes of the PEIR unadjusted growth rates have been employed to account for growth in traffic arising from planned development and therefore the potential for cumulative effects. The assessment will be updated for the final ES.
For reference, the nearest committed developments to the Proposed Development include are as follows which may also affect traffic flows through the study area:
· A proposed wind farm at Land East of Bullington Cross, Winchester (Basingstoke & Deane Borough Council planning reference BDB/76295); · Employment Site No. 19, Harewood Forest Industrial Estate, Longparish (Harewood Test Valley Borough Council, Policy LE10, Page 175); · 350 dwellings, East Anton, Smannell Road, Andover, Hampshire. Test Valley Borough Council Planning Reference 12/02497/OUTN);
Prepared for: WTI/EfW Holdings Ltd. AECOM 6-42 Wheelabrator Harewood Waste-to- Energy Facility
· 180 dwellings Harewood Farm, London Road, Andover (Test Valley Borough Council Planning Reference 17/03153/OUTN); · 82 dwellings, Walworth Road, Picket Piece Andover (Test Valley Borough Council Planning Reference 16/01329/OUTN); · 53 dwellings, Land at Picket Twenty Picket Twenty Andover Hampshire (Test Valley Borough Council Planning Reference 18/02584/OUTN); and · 85 dwellings, Land at Goch Way, Andover (Test Valley Borough Council Planning Reference 14/0061/OUTN). In addition to the above Highways England have identified that improvement works to the M3 Junction 9 (which connects the A34 and M3) are likely, subject to approval, to be constructed between 2021 and 2023. The construction strategy and, the selection of the supply chain will need to have reference to this scheme and should seek to avoid peak construction travel periods and/or the use of this corridor where feasible.
Prepared for: WTI/EfW Holdings Ltd. AECOM 6-43 Wheelabrator Harewood Waste-to- Energy Facility References
Ref. 6-1 Department for Transport (2014) TAG Unit M1.2 Data Sources and Surveys https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachm ent_data/file/427119/webtag-tag-unit-m1-2-data-sources-and-surveys.pdf (Accessed: 26 September 2019)
Ref. 6-2 The Planning Inspectorate (2019) Scoping Opinion: Wheelabrator Harewood Waste to Energy Facility Ref. 6-3 Highways England (2011), Design Manual for Roads and Bridges (DMRB) Volume 11, Part 9: Vehicle Travellers http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol11/section3/11s3p09.pd f (Accessed: 26 September 2019) Ref. 6-4 Institute of Environmental Management and Assessment (1993), Guidelines for Environmental Assessment of Road Traffic Ref. 6-5 Highways England (2019) Design Manual for Roads and Bridges: GG 104 Requirements for safety risk assessment; http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol0/section2/GG%20104 %20Requirements%20for%20safety%20risk%20assessment-web.pdf (Accessed: 30 September 2019)
Prepared for: WTI/EfW Holdings Ltd. AECOM 6-44