2. Description of Development
The Introduction
2.1 The application seeks detailed consent for a bottling plant totalling 15,060 sq. metres, including 660 sq. metres of offices, ancillary car and cycle parking, together with a new access road off the A6. In addition, the proposals include a heritage visitor centre of 260 sq. metres with an associated heritage trail within the quarry area.
2.2 Access to the site will be from the A6 which will be in full compliance with current Highway Standards and Codes of Practice allowing all vehicles, including HGV’s to enter and exit the site safely.
The Application Area 2.3 The red line planning application site extends to a total of 10ha and comprises a large part of the disused Cowdale Quarry together with the adjoining area extending to the A6 across which the new access road is proposed to be constructed.
2.4 The quarry is located approximately 2.0 km east of Buxton Town Centre, bordered by the A6 to the north, the remainder of the quarry to the east and agricultural land beyond the quarry on the remaining boundaries. The groups of dwellings that form Cowdale Village are a short distance to the south east and Staden Business Park is a short distance to the south west.
Description of the Physical Characteristics of the Development 2.5 The development will include: a) The Bottling Plant which comprises a total gross floor area of 15,060 m2, with office and welfare facilities in a two storey element containing a total of 660m2 floorspace and the main plant area for production and warehousing at 14,370m2. b) The hard standing and loading areas around the building to accommodate the necessary vehicles for collecting and delivering water from the plant c) The new access road from the A6. d) The Heritage Centre and Heritage Trail. e) The Landscape Proposals including the lagoons.
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a) Description of the Bottling Plant
Offices
2.6 The two storey office and welfare element of the building contains a reception area, locker rooms and canteen on the ground floor. There is a lift to the first floor where there are further office areas and meeting rooms.
2.7 The office / welfare accommodation is accessed from the southern side of the building with separate access for staff and visitors.
Bottling Plant 2.8 The main bottling plant comprises two main elements as viewed externally, 1. The production element with an eaves height of 6.3m 2. The warehousing element with an eaves height of 10.5m.
2.9 The production area is laid out to include 3 bottling production lines. The warehousing area is intended to store up to 4 days production.
2.10 The roof profiles have been curved with the intention of creating a softer profile within the landscape.
2.11 The building, being designed at two heights provides the opportunity to locate the higher part of the building behind the ridge that will remain between the existing quarry face and the proposed cutting for the access road.
2.12 The loading bays and parking areas have been positioned to the south of the building, opposite the quarry face with the intention of minimising any potential noise and movement impact.
2.13 The northern face of the building will be set in part behind the existing landscaped promontory and behind new landscaped bunds.
2.14 The proposed buildings have been considered against the context and their purpose and have consequently been designed to utilise local materials where appropriate for example the use of the quarry stone as the main feature to the Heritage Visitor Centre and in boundary treatments around the Bottling Plant.
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Car Parking and Public Transport
2.15 Car parking provision is made on the basis of the numbers of staff employed and working practices of the facility. A bus service will be provided in order to discourage the use of the private car. 58 spaces including 6 disabled spaces will be provided.
2.16 For the Heritage Centre parking is provided to reflect its potential use as a wider venue for Park related events, and the potential for longer stay parking as visitors walk from the site to explore the area. 40 spaces including 4 disabled spaces will be provided.
2.17 The majority of the main access road into the quarry will be within a significant cutting bounded on both sides by steep rock faces which will, by their very nature, provide a very effective barrier for controlling exactly where vehicles are able to go within the quarry and also the number of vehicles able to park.
2.18 It is proposed that a more detailed Travel Plan will be submitted to the County Highways Authority at least 3 months prior to the occupation of the proposed development incorporating site specific measures, initiatives, time-bound targets and details of the monitoring processes.
2.19 In addition, secure and sheltered cycle stands will also be provided at locations where good natural surveillance is present. The standards indicate a level of 5% of the parking spaces, which would be 6 spaces. With the relationship to nearby longer distance cycle routes it is felt the visitor centre may attract higher numbers and 20 are to be provided.
Employment in the Plant
2.20 The proposals will generate around 100 new skilled jobs which include, • 60 operating people (3 shifts of 20) • 12 forklift drivers (3 shifts of 4) • 20 admin staff • 8 management and control
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b) The Hardstanding and Loading Areas
2.21 There are eight loading bays, 12 parking bays for heavy vehicles and 12 parking bays for trailers.
2.22 The loading bays and parking areas have been positioned to the south of the building, opposite the quarry face to minimise any potential noise and movement impact.
2.23 The hard standing areas are intended to allow for maximum flexibility in delivery vehicles arriving, loading and taking necessary rest periods while avoiding the need to provide more extensive internal warehousing.
c) The New Access Road from the A6 2.24 The proposed access road has been designed in conjunction with Derby County Council Highways and incorporates the following: • 7.2m carriageway (two way) • 2.0m verge on the A6 side of the access road • 2.0m footway on the Quarry side of the access road (none needed on the A6 side) • 3.0m catch-fenced safety zone on the quarry side of the footway • Slope cutting gradient in the order of 75 degrees from horizontal.
2.25 The cut slope gradient has been conservatively shown to give the maximum volume of material to be removed for transportation, construction works, highway movements etc.
2.26 The slope was designed-in-principle in accord with the guidance given in BS 6031:1981, the Code of Practice for Earthworks. Details of rock excavation work are provided at Appendix 1 of this Chapter.
d) The Heritage Centre and Heritage Trail
2.27 The proposals include a Heritage Visitor Centre and a heritage trail around the quarry.
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2.28 The Heritage Centre will be 260m2 in area and is intended to encourage leisure use of the heritage trail by providing welfare facilities, café facilities, exhibitions and information on the history of Cowdale Quarry, limestone quarries in the Peak District generally and the bottled water industry.
2.29 The design of the centre is based on the idea of a quarry wall which reflects its surroundings and purpose. The entrance is forced between two limestone walls so the visitor has an immediate reference to their environs and their purpose. The remaining walls are a dark grey render.
2.30 A flat 'brown roof' to the centre again reflects the quarry and enhances the centre’s integration into the landscape.
e) The Landscape Proposals including the lagoons
2.31 The landscape proposals include the use of engineering features to provide immediate impact and hence immediate integration of the scheme into its setting, combined with the design of the building as described above, rather than relying on planting that is generally only effective in the medium to long term.The ridge between the quarry face and the cutting for the access road will be retained, and although some of the existing spoil tips will be removed during construction, material will be stored on site and then replaced along the northern edge of the site to protect views from the north. As a result, the amount of material removed from site will be kept to a minimum.
2.32 To reduce short distance views into the quarry from the south and south east, a dry stone wall is proposed around the edge of the quarry on farmland owned by the applicant.
2.33 A significant number of existing trees will be retained and will be supplemented by new woodland planting. This will be part of a framework of vegetation types including wild grassland and wetlands and open water associated with the drainage strategy for the site. As a result, carefully considered landscape structure and species selection and a comprehensive long term management plan, all developed in close consultation with the consultant ecologist and arboriculturalist, will ensure both integration with and enhancement of the existing landscape.
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2.34 The development will also include the provision of lagoons on site acting as an attenuation feature. However, in addition to the onsite attenuation system a compensation / detention system will also be incorporated as part of the proposals. This will include large scale detention of clean water on site for use as compensation to the River Wye.
2.35 When the flow in the river is low during dry spells in the summer water will be discharged to the Wye to supplement the Base Flow in the river. This is an existing planning condition to the Rockhead Spring Abstraction Licence which requires the abstractor to provide compensation water to the River Wye when discharge levels of the river falls below certain threshold levels.
2.36 Clean surface water (from roofs) will be discharged to attenuation ponds and soakaways. Water generated from hard paved surfaces (roads and pavements) will be routed through a petrol interceptor prior to discharge to attenuation areas and then directly to the River Wye.
Land Use requirements of the Construction and Operational Phases
2.37 A site of 5.0 hectares is required to accommodate the proposed development during the operational phase. This size of site is also considered sufficient to accommodate all necessary requirements during the construction phase. A construction management plan will be agreed with the LPA prior to commencement of development to agree details.
The Water Resource
2.38 The Rockhead Spring is a natural Artesian spring located a short distance to the east of Cowdale Quarry on land owned by the applicant. The Spring is a high quality source of Spring Water which is a natural and sustainable resource when utilised in accordance with the Environment Agency licensing arrangements. It is one of only two such springs in Derbyshire, the other being the St. Ann’s Spring in Buxton.
2.39 The spring has a flow rate of between 5-15 litres per second, depending on the time of year, discharging via a conduit below the A6 into the adjoining River Wye watercourse.
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2.40 The water from the spring was recognised as a natural mineral water source under directive 80777 by the European Commission on 2 March 2000, further ratified as a natural mineral water source under the Spring Water & Bottled Drinking Water Regulations 1999 by High Peak Borough Council on the 12 June 2000.
2.41 The spring is licensed by the Environment Agency (license serial number 3/28/39/26/1/S dated 12 July 2006 ) for a maximum abstraction of 175,700,000 litres per annum or 480,000 litres per day. The licence is subject to renewal on 31 March 2018. The water is of a high quality and at its abstraction point has a limited temperature range of between 8 and 9 degrees Celsius.
2.42 To enable the Rockhead Spring mineral water aquifer to be drawn at up to its maximum abstraction allowable under its licence the ability to provide compensation water back into the River Wye watercourse at periods of low flow is required. The applicants have such a facility via a borehole located at Rockhead House, Staden Lane, Buxton.
2.43 This borehole has an abstraction licence (licence serial number 03/28/39/72/1/G dated 16 February 2004 ) for the abstraction of up to 125,200,000 litres per annum. The licence is subject to renewal on 31 March 2018. Although the borehole water is of a quality to be bottled, when used as compensation water related to the Rockhead Spring it can be pumped at 600,000 litres per day or 125% of the Rockhead production.
Expected Residues and Emissions
2.44 The emissions which would be expected of the plant and which are addressed in the Environmental Statement will include,
• Any surplus water being drained to the River Wye
• Any noise from machinery inside the plant
• Any noise from vehicles on site and from forklift trucks loading those vehicles.
• Any traffic generated by the plant with associated noise and exhaust fumes
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Design Measures addressing Sustainability and Climate Change
2.45 The following measures are proposed to address sustainability and climate change:
• Improving energy efficiency and consumption • Changing behaviour (e.g. turning off lights and appliances, encouraging greener transport ) • Using more energy from renewable sources / decarbonising electricity supply • Water conservation
Energy Efficiency and Consumption
2.46 Because of the nature of the bottling plant, there will be no windows in production areas. This will in turn minimise heat loss through glazing except in the office accommodation pods where high performance double glazed units will be installed with green anti-sun glass to minimise heat loss and consequently reduce the reliance on heating and carbon fuels.
2.47 The fabric of the building will be constructed from steel insulated panels and insulation with high thermal performance to achieve better than current building regulation standards. Steel also has an advantage as it is a fully recyclable material.
2.48 Condensing boilers and low energy lamps will be used throughout to provide heating and lighting to the building. This is considered the most efficient way to minimise the building's carbon footprint.
2.49 The use of reusable / recyclable materials such as steel which also benefits from short construction periods and relative lightness.
2.50 The proposals aim to achieve a 'very good' BREEAM rating for the proposed building.
Life time use and flexibility
2.51 The long term use of buildings significantly reduces their environmental impact. Design life and flexibility play important roles in extending the life of buildings and hence reduce energy consumption.
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2.52 The building will be constructed using materials that have a 60 year design life and thus reducing non routine maintenance. Steel cladding is an ideal material in this case and is 100% recyclable.
2.53 Providing building solutions that are easily modifiable to accommodate future needs also reduces waste and hence the steel framed structures which are to be utilised ensures layouts can easily be changed in the future.
Changing Behaviour
2.54 A sustainable transport approach is outlined in the Travel Plan which includes points for electric vehicles within the proposed car park. Showers are included within the staff accommodation to encourage cycling to the site.
2.55 Active measures to ensure light and appliances are turned off when not in use will include PIR's in all 'habitable' rooms for the lighting and the provision of waste recycling facilities throughout the development.
Water conservation and drainage
2.56 The project will employ methods to achieve reductions in water consumption including the installation of low water use fittings throughout.
2.57 The scheme has an extensive SUDS system including rhynes and ponds throughout the site which have been designed to ensure sufficient capacity for surface water run- off mitigation and as part of a water retention scheme described in Section 2.4 above .
Design Measures if Required to Mitigate Impacts of Nearby Quarry
2.58 There are no impacts from the nearby quarry which require to be mitigated within the scheme.
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APPENDIX 1
Proposal by Balfour Beatty Express Park, Buxton - Cowdale
Contents
General Proposal
Appendix 1 - Balfour Beatty Experience
Appendix 2 - Programme
Appendix 3 - Resources
Express Park, Buxton - Cowdale
General
Cowdale Quarry, Nr Cowdale, Buxton, Derbyshire, SK17 9SE
Brief History
The quarry comprises Carboniferous Limestone that has been used for the production of Limestone and Lime. It opened in 1898 with quarrying progressing until 1948 at which point works ceased. The site was retained and used for stockpiling until final closure in 1955. The indigenous Limestone in the area is generally hard and thickly bedded
1. Balfour Beatty Experience in Rock Excavation and Processing Balfour Beatty has extensive experience both nationally and internationally of rock excavation and its subsequent processing. Within Appendix 1 we have put together a selection of schemes that help to demonstrate our experience initially with some recent scheme undertaken form our Northwich Office in the North West and then a selection of other schemes around the UK. Our enclosures are listed below –
North West Region specific schemes
A90 Southbound Auxiliary Lane - widen cutting to install auxiliary lane, NADICS equipment and gantries. Required blasting (with pre-split) above existing A90 and relatively close proximity to Inverkeithing. Retaining walls etc – Two data sheets attached.
A1 Bramham to Wetherby upgrade - Data sheet attached.
A52 Penmaenbach – Rock Stabilisation - Data sheet attached.
A9 Ballinluig Junction - Data sheet attached.
M77/GSO DBFO - extensive rock cuttings. Rock processed and used for capping, drainage and structures fills - Data sheet attached.
A96 Newtongary Climbing Lane – Data sheet attached.
M8 Claylands to Edinburgh City Bypass – Two data sheets attached.
2. Methodology for Rock Excavation
The content and methodology below is based on a desk top study of the ground conditions and properties of the rock as there does not appear to be a site investigation. Prior to any final proposals on methodology and outputs, extensive and comprehensive ground investigation, testing and analysis would need to be carried out. Based on this information and after assessment of the reports by our in house earthworks, quarrying and materials engineers, a more accurate proposal can be provided. For the purposes of this methodology, we have based the material properties on the following definition.
“Carboniferous Limestone, Hard, Thickly bedded. Generally uniform, there would appear to be few if any beds of weaker strata such as shale etc”.
Express Park, Buxton - Cowdale
The limestone at rockhead is probably weathered but we would anticipate the majority will require pre-splitting and bulk blasting. Rock planing would be least favourable and expensive, with no guarantees that this method would be effective but see details in parts 3 and 10 for further comment on this.
The rock slopes will require careful design to minimize the total excavation, but also to provide stable slopes that require minimal long term maintenance. This can be achieved by a combination of appropriate slope design including benches at rockhead, intermediate benches and passive support in areas of weakness (bolts, anchors, netting). It is possible that the valley side may also have areas of made ground used to facilitate the original quarry processing areas (kilns and hoppers). The slope design will need to take account of any of these deposits to ensure their stability on the completed slope. We would particularly want to avoid future erosion in the developed design to avoid future slips and rockfalls. A solution in any such areas may be to remove the unstable material, install a 50mm weep pipe and re-build the face in the same stone with weak concrete to fill any void.
Due to the potential depth of the excavation (up to 20m) drilling and blasting will be undertaken in lifts to tie in with any benching required. If ground conditions permit, a pre- split will be included on each lift to provide a clean face and limit back-break. The specific design of the blasting would undertaken by a qualified and experienced shotfiring contractor, such as Albion Drilling Services or Blasting Services both of whom we have worked extensively with in the past. They will design the blasts to maximise the level of safety, whilst allowing efficient excavation and minimal environmental impact (noise, vibration and dust, see sections 10 and 11) by considering the blast hole diameter, inclination, burden, spacings, column charge, stemming and detonating sequence. Critically all blasts would be designed to take cognisance of the ground conditions, the proximity of the A6 (see section 9) and the proximity of the adjacent buildings (including the quarry buildings subject to Scheduled Monument Notification).
Prior to excavation, the area will require site clearance, soil strip and overburden strip. Due to the initial constraints on access to the A6 from the current access route, this material to be placed in temporary or permanent stockpiles on the main quarry area.
At rockhead loose and weathered limestone will excavated until competent material is reached allowing drilling rigs access
3. Issues relating to Rock Excavation
The strong argument for blasting is certainty and predictability offset by the risks associated which are occasional disruption to traffic on the A6 and momentary noise/vibration impact.
Mechanical excavation (hydraulic hammers, ripping etc) will produce continuous intrusive noise for the duration of the earthworks
If blasting is not an option (planning conditions etc) then one application which might be appropriate is the use of a Rock Hawg machine operated by AJ Gammond [see http://www.rockhawg.com/index.html & http://www.gammond.com/rockhawg.html ]. It would need to began at rockhead and excavate in lifts of say 600mm so should be capable of creating benches and stable clean batters (subject to some tidying and passive support in areas of weakness [bolts, anchors, netting])
Express Park, Buxton - Cowdale
They operate two machines: 55 tonnes, 440 horsepower unit with a 2.9m wide cutting drum. 110 tonnes, 660 horsepower unit with a 3.8m wide cutting drum Without a ground investigation report, but based on material of a similar nature, the out puts are: 55 tonne machine - 40 to 60m3/hr 110 tonne machine - 60 to 100m3/hr
An expensive option, however it does produces a product at 200mm down so there is a saving on processing the material. Assuming the complete excavation was rock planed at a daily output of 500m3 per day it would take around 44 weeks if one machine was deployed We have produced the following images that highlight our methodology –
The image above shows the typical rock cutting cross section in the area parallel to the A6. The first operation we would undertake is to install Temporary Vertical Concrete Barrier (TVCB ) on the A6 using traffic lights and single lane running. Should there be any rockfall then this will act as a containment barrier as it is 1.4m high.
Express Park, Buxton - Cowdale
The next stage following site clearance and using the Rock Hawg machine is to plane out a trench of depth 1.5m by width 3.0m on the lower edge to act as a rock trap. If we go down the drill and blast route then the Rock Hawg will only be used for this operation.
The Image on the right shows a similar trench being installed using this type of equipment.
Using Drill and Blast techniques starting at the roundabout end of the proposed road we will create a leading edge from which our excavation squad can cart the material into the quarry for further processing. To create the vertical slopes we will for each face drill a series of holes at around 1.0m centres to pre- split the rock so that a clean face is produced as the drill and blast process progresses through a series of benches.
Excavation progressing as the drill and blast process proceeds. We envisage one drill and blast team who will produce around 5,000m3 of material per week meaning the main road cut will be 22 week duration. It may be possible to work two blasting teams but the narrow nature of the cut and the sensitivity of the A6 below may make this not feasible
Express Park, Buxton - Cowdale
The above two images show how works will progress. There will be a blasting team working behind the excavation team to maintain progress.
Express Park, Buxton - Cowdale
4. Processing/Crushing/Screening of the Rock to provide Road Stone, Drain Stone and Fills
We anticipate that all limestone encountered will be suitable to process into roadstone [Class 6F2 and Type 1 Sub-base], drainage stone and other acceptable fills.
Crushed and screened material could also be used to produce concrete aggregate for site batching. Provided the material was suitable for concrete this could be used for a lean-mix surfacing options for the development roads or for the installation of any floor slabs required for the bottling plant etc in the ultimate development
Any surplus limestone material would presumably be used for screening/bunding, forming plateaus for aesthetic purposes or could be sold on the open market as aggregates (as dug or processed) or even through the other limestone quarries. Please note with the sale option there may be Aggregate Tax considerations.
The existing stockpiles may be worth investigating. Judging by the photographs there is a substantial proportion of granular material (when the quarry ceased production in 1948 it was used by the owners to stockpile materials until it was abandoned in 1955 therefore presumably this is a mixture of stripped overburden from other quarries, limestone waste and other rock). Subject to thorough investigation this material could be selectively excavated and screened to produce granular fill. It was mentioned that there may be some contaminated material in the stockpiles. If any was found, we would place it in an encapsulated cell within the screening and bunding therefore reducing the need to remove from site to a suitably licensed landfill facility.
We have calculated from the issued drawings and sections that the main rock cutting will be approximately 111,000m3 and the existing stockpiled material over the higher chainages sections to be in the order 35,000m3 for the road excavation requirements alone and if the whole amount of this fill is relocated then the total would be approximately 84,000m3
5. Potential Design Considerations
1. Where road batters intersect the spoil stockpiles, a bench should be included to prevent any eroded material slipping down the batter.
2. Site Investigation will be required along the alignment to establish the rockhead position and the extent of the made ground. It would be prudent to expect that during the life of the quarry, material could have been deposited to form structures/accesses/roads etc.
3. The slope design should to allow for maintaining the stability of any made ground above or below the road alignment.
4. As the excavation extends up to 20m depth, the slope design will need to probably allow for benches, shallower slopes and depending on the extent of weathering/discontinuities, additional stabilisation (rock nets, rock anchors, rock bolts or grouted dowels). Shown on the sections are a safety zone with barrier. A rock trap ditch profile could also be considered.
5. Existing quarry infra-structure (lime kilns, hoppers etc) are subject to Scheduled Monument Notification. There would be a need to understand any restrictions (vibration) relating to them and any renovation/stabilisation measures prior to and subsequent to rock excavation.
Express Park, Buxton - Cowdale
6. Construction issues (see also section 9)
1. Traffic Management on A6 There would be a need for temporary TM to allow access to site. The current access is unsuitable for low loaders .
Blasting would require a precautionary temporary closure of the A6 for say 5 to 8 minutes at each detonation using traffic lights or manning.
A fulltime westbound lane closure for the duration of the works would be an attractive option for construction but the local highway authority may want this minimised through careful phasing. The A6 is a very busy route with particularly poor road geometry around the proposed quarry entrance 2. Protection of A6 from falling material Risk based depending on ground conditions, topography and task
Barrier netting downhill side of limit of excavation
Lane closure, traffic lights and TVCB (see previous drawings) 3. Work on the A6 should be constructed early to allow for increased visibility, road width and lay-by to assist in all safety considerations prior to any working above commencing. Surplus materials to be exported without requirement to rehandle.
4. The site access will require wheel cleaning facilities if surplus materials are to be taken off site. Hopefully, this can be avoided.
7. Value Engineering
Our previous paragraphs cover much of the value engineering ideas, but are summarised below: Crush/screen limestone to produce full range of quarry products for use on site
Crush/screen surplus limestone to produce full range of quarry products for commercial sale [issues - though a sustainable solution planning approval may be required and further complicate planning matters relating to the development, Aggregate Levy, Quarry Regulations, Weighbridge etc]
Examine suitability of existing stockpiles as acceptable fill or for screening to produce granular fills.
Stockpile concrete aggregates for site batched concrete for the development or for use as lean-mix sub-base for pavements
Rock Hawg planing a possibility but time/programme/cost and capability in limestone to be seriously considered before taking forward.
Consider steepening the road from 5% to say 7% to reduce the depth of rock excavated
Express Park, Buxton - Cowdale
8. 278 Works
All of our works would be designed and managed by one of our competent Traffic Safety Control Officers (TSCO). Prior to any works beginning we would develop our phasing plans and consult with the local highway authority to refine them. We would agree with the highway authority the type of closures or restrictions that could be applied and then how we would manage them. We envisage that at stages in the works we would need to utilise short term traffic control in the form of single lane traffic running control by traffic lights. The lead time to get this arrangement is generally up to 8 weeks but if the approval timetable drops right this could be as short as 4 weeks.
Our phasing approach will be to set up the lights such that the traffic runs on the lane furthest away from the quarry. This will allows us to carry out the widening excavation works, drainage works ducts works, kerbing and blacktopping operations up to the centre of the road less a 0.5m safety zone that we will need to operate. To maximise our work area we would look at reducing the single lane running to 3.0m width (with the option that wide loads could be accommodated by opening out the cones temporarily.
In this traffic management phase we would build the central reserve islands.
In Phase Two, again using traffic lights we will move the traffic onto the lane on the quarry side of the road to allow us to extend the main outfall drain across the road and complete any surfacing / white lining works.
We have programmed the 278 works to take place early such that once the new junction is built then we will have a good safe access for future deliveries and equipment movements.
Prior to completion of the 278 works we will bring plant and equipment onto the site via the old narrow access track. In order to do this safely we will erect a series of warning signs in each direction to advise road users that a site access is being approached. Traffic Marshals will ensure that these operations take place safely and it may necessary to erect and operate temporary traffic lights to control these activities.
9. Preventing Rockfall onto the A6
Early in the programme we have indicated the placement of a rock containment barrier. We will use proprietary high containment TVCB’s of height 1.4m.These units each weighing around 4 tonnes will be lifted into place under temporary traffic light control and bolted to each other. They will be placed on the edge of the road on the quarry side. They are designed for use on motorways and the like to prevent Cars and HGV’s running in structures and can take 70mph impacts and are therefore are ideal to act as rock containment barriers.
To minimise the likelihood that rock can roll down the slope in the first place we will initiate a number of mitigation measures which are-
1) Erect a rockfall protection fence just below the lower edge of the top of the rock cutting. 2) After tree felling operations we plan to use a Rock Hawg which is a 55 Tonne machine that mills the rock similar to a rock trenching machine. We plan to construct a 1.5m deep by 3.0m wide trench to collect any rocks dislodged further up the slope.
Express Park, Buxton - Cowdale
3) The Rock Hawg could be used to remove the rest of the rock in the cutting but is a very expensive machine and a more cost effective option here will be to drill and blast. The design of the blasting operations will be carefully designed and trialled to ensure a “soft blast” is achieve particularly in the upper levels. We envisage that during these operations we will need to create a 250m radius exclusion zone which would encompass the A6 road. There would probably two blasts per week and we would need to shut the road for approximately 5 to 8 minutes which could be done by turning the traffic light signals to red and deploying a traffic marshal to ensure vehicles observe the closure. This would need to be agreed in detail with the local highway authority.
10. Noise
We anticipate that there will be around two blasts per week from our operations and as the quarry across the road currently blasts on a regular basis we do not envisage that the local EHO would have too many objections to our proposal. In order to remove the rock from the cutting we will need to use hydraulic breakers fitted to excavators to break the lumps of rock into more manageable pieces. Noise we will be produced but we will limit this to within agreed working hours with the local EHO. The rock will be carted into the quarry to be broken down further with hydraulic breakers followed by crushing and screening. These operations will be quite noisy but by undertaking this work deep inside the existing quarry then again we do not anticipate too many objections to this work.
Our safety advisor will carry out regular noise assessments at suitable agreed measuring points around the site to ensure noise levels agreed with the EHO are not exceeded. We will ensure that all plant brought to site is less than 3 years old which more likely to have the more up to date noise attenuation. We will also carefully select the plant to ensure the noise levels produced and within the agreed levels. Plant will also be selected to be energy efficient and well serviced to ensure emissions are minimised and operating efficiency is maximised.
11. Dust
The construction of the access to Cowdale Quarry will involve the excavation, blasting, transportation, processing and placement of large quantities of materials. The materials will be generally limestone rock which will be produced during wet and dry periods. These processes will generate large quantities of air-blown dust particulates unless carefully managed. To mitigate the dust nuisance we will implement the following control measures:
1) At the first signs of dust emission we will deploy suppression measures such as spraying with water bowsers to dampen down haul roads.
2) Processing plant such as screens and crushers can be fitted with misting water bars to again suppress the dust levels. We anticipate that water can been drawn from the site spring having first obtained a licence from EA
3) We will carefully position material stockpiles away from receptor sites that are susceptible to dust
4) All vehicles will be sheeted when leaving or entering the site;
5) We will police a 10 mph site speed limit for site vehicles
Express Park, Buxton - Cowdale
If required we can undertake dust monitoring prior to and during construction and regularly report the results, ensuring that mitigation measures are implemented as appropriate.
Using our in-house plant, which is regularly maintained and renewed, will mitigate air exhaust emissions from the on-site machinery.
12. Outline Programme
We have attached a high level programme for the works. The duration we have shown is 33 weeks which is generally governed by the rock blasting operations. (see Appendix 2). In advance of us starting on site we would need to mobilise and agree Traffic Management proposals with the Local Highway Authority we think it would be prudent to allow 8 weeks in advance of the site works beginning to get the necessary agreements in place
13. Ground Contamination Risk during Normal Site Activities
We have not seen any Ground Investigation details but we would envisage that the site is not particularly contaminated other than at hotspots around the quarry particularly where ever fuel was stored. It would be our intention not to disturb these areas. With regards the bulk rock cut and the spoil stockpile that will need to be relocated we do not envisage that existing contamination will be an issue.
Any fuel that we bring onto site for our plant will be contained in secure double bunded tanks and there will be a trained refuelling operative assigned for all fuelling operations. Drips trays will be provided as will emergency fuel spill clean up kits. Our operatives are trained to deploy these spill kits if necessary and are further briefed environmentally on their responsibilities and day to day obligations.
The fuel tanks will be sited away from receptor sites such as springs and watercourses.
During heavy rainfall there is the potential for run off into the adjacent watercourses. We will plan our works to mitigate these effects which could include ceasing certain operations during actual or predicted rainfall events. In addition operations such as topsoiling dealing with any silt laded materials will be programmed based on latest weather information. We will also use a combination of settlement ponds, siltbusters and filtration methods (straw bales and the like) as a last line of protection.
We have not produced a draft Site Waste Management Plan at this stage as we have insufficient information to develop anything meaningful. We summarise what we believe the quantities of materials to be in the table below.
Item Quantity Comments Spoil generally at SE 83,707m3 We envisage that this material will be moved to a landscape mound on end of quarry (assuming the whole the eastern edge of the quarry. It may be possible to recover by volume amount of the existing around 25% of this material through screening for potential resale mound is removed) Main cutting 111,431m3 We assume that over 95% of this material will be limestone rock that can be crushed and screened into saleable material Subbase to road 1,369m3 Assume can be recycled from main cutting material above and will be laid as a 250mm layer under the surfacing Pipe bedding and 864m3 Assume trenches on average depth 1.5m and 0.6m wide backfill to drains Ducts 180m3 Assume trenches on average depth 0.5m and 0.6m wide
Express Park, Buxton - Cowdale
Appendix 1 – Balfour Beatty Experience
Express Park, Buxton - Cowdale
Experience
Balfour Beatty has a strong experience portfolio and has recently delivered several schemes with similar characteristics to the proposed Cowdale Quarry works. This type of scheme is very much our core market and we will bring lessons learned/ best practice from schemes nationwide to ensure a best value solution.
Highways Projects involving Rock Cutting
PORTHMADOG BYPASS (£40m) This project involved the construction of a 5.3km single carriageway bypass (7.3m wide, plus hard shoulder and verges). It includes three roundabouts, three junctions and eight bridges, including a landmark three-span viaduct over the Glaslyn estuary. The new section of the A487 carriageway will improve journey times, ease congestion and enable current through traffic to bypass Tremadog, Porthmadog and Minffordd.
A new 4m culvert was constructed which maximised a bat flight route whilst retaining an optimal vertical alignment for the highway.
Environmental constraints were a pivotal aspect of the contract and the team worked hard from the outset to develop an environmentally sensitive design. The site includes a SSSI site and numerous environmental protection and enhancement measures were utilised.
The team was highly committed to the delivery of a quality, innovative solution from the outset. Numerous proposals were adopted as part of an alternative tender design and this ethos was carried forward into the contract where all members of the project team were encouraged to challenge ideas. WAG’s Project Manager Halcrow praised the team for “Frequently proposing ideas for simplifying and speeding up work.”
Rock Cutting - At the Eastern end of the route excavation of an 8m deep cutting through moderately strong mudstones and siltstones of bedrock was necessary to achieve the required highway alignment. The illustrative scheme design included rock traps and walls to protect the highway, however through detailed investigation and testing we redesigned the cutting and were able to refine the scope to eliminate the rock traps and walls.
Express Park, Buxton - Cowdale
The rock cut face was profiled to follow the natural bedding planes in the rock to produce a stable slope without the use of rock bolts, anchors or netting. The top of the cut was graded out into the surrounding ground profiles to prevent erosion. Approximately 200,000m3 of imported fill, required to balance the cut/fill levels, was sourced partially from the cutting excavation and mainly from on-site quarrying at Minffordd Quarry. Part of our works involved us taken possession of part of the operational quarry to relocate their quarry facilities including offices, weighbridges etc. As part of this work we needed to create a level area and we constructed the 25m high rock face that can be seen below. The rock in the quarry is a hard basalt material and the works involved us drilling and blasting as well as presplitting the rock face. The resultant material was processed by ourselves for use within the bypass
Express Park, Buxton - Cowdale
A470 PENLOYN – TAN LAN IMPROVEMENT (£4.3m)
The Penloyn to Tan Lan scheme is a 2.1km highway improvement including both on and off line work. The existing route was had a poor accident record and the new scheme effectively improves and widens the road alignment.
The new highway runs on sections of embankment up to 5m high and includes associated filter drains and drainage channels. Key aspects of the project have included 2 rock cuttings and the installation of a box culvert. Additional works include: traffic signs, carriageway markings, cycleway construction, masonry walling, and some soft landscaping together with statutory undertakers diversions.
Rock Cutting - Within the tender stage geotechnical report the assessment of the rock cutting indicated the rock as marginal between very hard ripping, extremely hard ripping/hydraulic breaking and blasting. Calling upon in-house expertise of our earthworks and materials specialists we proposed and executed the rock cutting works in two locations using excavators fitted with rock claws and hydraulic breakers. These rock cuttings were steeper than those at Porthmadog requiring the construction of new walls to the base of the cuttings. The excavated rock was crushed and processed on- site for re-use within the works.
Express Park, Buxton - Cowdale
A470 GELLIGEMLYN HIGHWAY IMPROVEMENT (£5m)
Balfour Beatty was recently awarded this 2km semi rural highway improvement contract which includes online and offline work. Improving the alignment will require significant rock cutting and carefully phased traffic management proposals.
Construction will involve extensive single way convoy working as existing carriageway is substandard in width. There are 9 stone faced retaining walls to be constructed on either side of the carriageway, of mass concrete or cantilevered retaining wall design. The ground conditions and excavation includes soils, rock and scree slopes.
Numerous environmental protection measures will be required
Other highways/ S38 & S278 schemes of note
WELLINGTON ROAD (£370k)
This S278 scheme comprised the creation of a new traffic signal junction, and access road into a development by Whitbread Group. This involved the construction of new carriageway in areas of existing footway, along with kerbing and footway works. An existing ditch was to be culverted along its length, with associated amendments to the existing drainage.
The traffic signal element of the works includes the erection of traffic signal equipment, ducting within footways and slot cutting of loops within carriageway. The street lighting at the junction was amended and upgraded to aid road safety; this included new connections to the local grid.
A5 LAKESIDE (£500k) This S278 scheme involved the construction of a new signalised control junction on the A5 and associated link road. The scheme provides access into a new mixed use development on previous brownfield land.
The scheme involved earthworks, drainage, installation of footways/cycleways, lighting, and new signage. Express Park, Buxton - Cowdale
The scheme was delivered through a carefully phased traffic management strategy that minimised disruption on the A5.
Client team feedback: “Balfour Beatty successfully delivered a new signalised control junction to the great satisfaction of all key stakeholders. I was particularly impressed by the team working ethic and commitment to partnering. Traffic management proposals were carefully developed, managed and maintained with disruption minimised at all times. Critically they provided programme and cost confidence throughout the construction period. I would have no hesitation in recommending Balfour Beatty for similar works.” Peter Foster
MEDIA CITY: BROADWAY LINK (£7m) The scheme involved the off-line construction of a 1.25km single carriageway road that links the M602 to the BBC Media City development. The road also required associated tie in works where a new junction/ roundabout was provided on Daniel Adamson Road. It was awarded following a competitive tendering process in which Balfour Beatty introduced £1.2m of savings (through significant value engineering proposals).
Structural work included a new RC overbridge structure spanning an existing railway line that serves the Blue Circle Cement Works along with retaining walls.
The scheme also involved approach roads and embankments (20,000m3 of fill) with ground improvement work including vibro-stone columns, VCC’s, a LTP and embankment strengthening.
Additional works included drainage, lighting and ducting.
MEDIA CITY: JUNCTIONS (£900k) This scheme involved the construction of four junctions to enable access into the new Media City development in Salford. Roadworks involved:
Drainage Traffic Lights ducts and controls and power supply Street Lighting columns, ducts and power supply Road Formation and Pavement Road Markings and signs Express Park, Buxton - Cowdale
Construction progress followed consultation with local authorities and the client to develop a four phase traffic management strategy.
Local businesses were consulted prior to consultation to keep parties informed of project developments and identify specific requirements (e.g. access).
WHITTINGTON BARRACKS (£680k)
This S278 project involved the construction of a new roundabout on the A51 Tamworth Road in Lichfield. The scheme provides a new junction & access road into the adjacent re-developed Whittington Barracks.
The roundabout was installed on the A51 carriageway, which is particularly heavily used by commuter traffic in the morning and evening peak periods. Significant traffic management was required to minimise disruption whilst promoting safe, efficient delivery, this included The scheme was awarded a continual 2 way lights for the duration of the ‘Performance beyond Compliance’ works. certificate from Considerate Constructors A SUDS was achieved by installing drainage that passed through an interceptor and then soaked back into the ground via 3No 2.1m dia perforated chambers (4.5m deep). Our environmental credentials were further enhanced by using recycled capping material (sourced from the adjacent demolition works) to construct the new offline carriageway.
BIRCHWOOD WAY ROUNDABOUT (£1m)
This S278 contract involved the construction of a new roundabout on the A574 in Warrington. This provided a new access junction into the Birchwood Commercial and Industrial Park. A traffic signalled controlled pedestrian crossing was constructed as part of the scheme.
Key aspects of the project included: roadworks, earthworks, drainage, landscaping, footways, kerbs, street lighting and 2 service diversions.
The volume of material exported off-site was minimised by re-cycling/re-using as much material as possible. Timber was recycled in temporary footways.
A phased traffic management system was developed to minimise disruption to the local road network. Local businesses were contacted and kept informed of the proposed works. Pedestrian access routes were maintained throughout the site at all times.
These projects represent just a sample of Balfour Beatty’s extensive experience. Further details can be provided upon request. Raynesway Construction
A90 Southbound Auxiliary Lane
Project Description: This contract, from Fife Council, was for Client: Fife Council widening the A90 between the Masterton and Inverkeithing Junctions in Fife. Engineer: Fife Council
The widening was required to allow Value: £2.87m vehicles to enter the new park and ride facility at Inverkeithing, without having to Duration: 32 weeks join the daily southbound queue for the Forth Road Bridge.
This part of the A90 is within a rock cutting and we undertook blasting operations to remove over 5000 cubic metres of Dolorite rock.
Other works included the installation of two overhead gantries and variable message signs which are linked into the NADICS system.
A Balfour Bea~y Company R0798F R0798 A90 Southbound Auxiliary Lane, Fife
Name & Address of Organisation & Department Fife Council 2nd Floor West Wing New City House 1 Edgar Street Dunfermline KY12 7EP
Tel: 01383 609 285
Supervising Officer Angus Carmichael
Contract/Commission Title A90 Southbound Auxiliary Lane, Fife
Tender/Final Value Tender Value: £1,815,986 Final Value: £2,874,994
Type of Work This contract, from Fife Council, was for widening the A90 between the Masterton and Inverkeithing Junctions in Fife.
The widening was required to allow vehicles to enter the new park and ride facility at Inverkeithing, without having to join the daily southbound queue for the Forth Road Bridge.
This part of the A90 is within a rock cutting and we undertook blasting operations to remove over 5000 cubic metres of Dolorite rock over 150% more than envisaged. The main reason for the increase in value was the crip lock retaining wall that was added and the diversion required of the services.
Other works included the installation of two overhead gantries and variable message signs which are linked into the NADICS system.
Start/Completion Dates of Contracts/Commissions Start date: 14 Nov 2005 Completion Date: 26 Jun 2006 Duration: 32 weeks
A1 Bramham to Wetherby Upgrade
The upgrade scheme will improve safety and provide more reliable journey times. of the A1 are currently in the order of 83,000 Project Overview vehicles per day. An early contractor involvement project, which involved the Highways Agency, Balfour Beatty Scope of Works and design partners, Atkins firstly taking the The scheme involved upgrading 10km of the scheme through the statutory approval process former A1 to motorway status and included followed by the actual design and construction widening 3km of the former dual 2 lane all- of the scheme. purpose A1 around Wetherby to dual 3 lane motorway standard. A public inquiry in November 2006 was the culmination of two years of work by the ECI To cater for motorway standards, former team and was concluded in just nine days. junctions at Bramham, Wetherby Grange and Following the end of the inquiry, detailed Walton Road have been closed. Access to the design commenced with construction beginning new motorway is provided by a new local road in Spring 2007. system providing connections to A1(M) J44 Bramham Crossroads, A1(M) J45 Grange Moor The section of the A1 in question forms part of and A1(M) J46 Kirk Deighton. a strategic route between London and Edinburgh as well as providing trunk road links A new bridge over the River Wharfe has been to principal towns. Traffic flows on this section constructed for the southbound motorway carriageway with the existing River Wharfe CEC T0425
bridges modified to carry the northbound overnight closures of the A1. The work was motorway traffic. completed on programme with no significant disruption to traffic. Demolition of the Two new bridges have been constructed over remaining elements did not require any closures the A1 at Wetherby Grange and Walton Road, of the A1 or daytime lane closures. with the demolition of the two existing bridges at these locations. In addition an existing subway beneath the A1, east of Wetherby has been extended in length.
In total 12km of new routes have been built for pedestrians, cyclists and equestrians.
Advanced Works To facilitate the widening of the A1(M) near Wetherby, it was necessary to acquire approximately 30 metres of land that formed part of the western end of Wetherby Racecourse. The acquisition of this land had Motorway Communications significant impact on the operation and An essential part of the works was the design alignment of the existing race track by and installation of a modern motorway completely removing the home bend. It was communications network. These works therefore necessary to re-align this bend and included emergency response telephones, join the new bend to the remainder of the CCTV cameras and variable message signs. unaffected track layout. These are all features that assist in managing the operation of the road and significantly These works primarily consisted of significant improve the safety of the travelling public. amounts of cut and fill earthworks, topsoil stripping and screening, track formation and the Traffic Management replacement of existing drainage. The works Throughout the works, two lanes of traffic in were programmed to ensure that the realigned each direction were maintained during peak track became established before times. Traffic speed was regulated throughout commencement of the racing season. by the use of average speed cameras, increasing Bridge Demolition Works the safety of the travelling public and the Two existing bridges crossing the A1 needed to workforce and improving journey time be demolished. Wetherby Grange bridge, a 3- reliability. span post tensioned reinforced concrete structure, was planned for demolition during a When it was essential that the A1 was closed for weekend overnight closure of the A1. However, limited periods works were phased and during the work, exceptionally hard concrete programmed to minimise the impact on the was encountered in the pier crossheads, which travelling public and the newly constructed significantly delayed the operation causing local access roads were used to provide a short delay and disruption to traffic on the Sunday. and effective local diversion route.
As a result, the site team devised a segmental Environmental Management demolition process for Walton Road Bridge, a To ensure the impact of the new road 3-span reinforced concrete structure. construction was minimised on the existing Demolition of those elements affecting traffic network of rivers and streams in the area, a was carried out in 2 stages during 2 weekend CEC T0425
number of balancing were constructed. Consultation and Liaison Whenever possible such ponds were The successful management of the project has supplemented by inclusion of sustainable relied on the close involvement of key drainage features within the drainage design stakeholders throughout the development and and construction, these features were construction stages. When the A1 main-line was particularly effective on the local access upgraded to motorway status, the operation and network. maintenance of the A1 transferred to Road Management Services Ltd (RMS). Liaison with RMS was been carried out throughout the design and construction stages in readiness for handover.
A traffic management group involving Balfour Beatty, Highways Agency, RMS, Leeds City Council and the Police, met regularly throughout key stages of construction in order to plan for A1 diversions, contra-flows and lane and carriageway closures necessary for the safe construction of the scheme.
Meetings with Leeds City Council were also Surveys carried out confirmed the presence of held at regular intervals in readiness for the Smooth Newts in one of the two existing ponds handover of the local access road network to the which were affected by the works. New ecology local authority. Local authority engineers ponds were constructed to replace the existing attended road safety audits conducted during ponds and the planting within them was the construction stage. designed to provide a suitable habitat for the Smooth Newts and other species in the longer During the early presentation stages of the term. scheme, following public consultation, an A1 Action Group was formed to represent the Surveys also highlighted the presence of interests of local people affected by the badgers, barn owls and bats within the scheme upgrading proposals. The action group boundary. Prior to construction, measures were consisted of representatives from several Parish taken to protect badger setts and to provide new Councils who met regularly with the Highways bat and bird boxes at a safe distance from the Agency and Balfour Beatty through the design works in accordance with environmental and construction phase to represent the interest legislation. of local residents and disseminate information on the key stages of development. An essential part of the design and construction was the effective use of local resources and Client: The Highways Agency especially recycled materials. The demolished Designer: Atkins bridges were processed to form a capping Value: £43m product for use in road construction. Rock Form of contract: ECI Target Cost excavated on site was also processed and used Contract Duration: to significantly reduce the import of material to Phase 1: October 2003 – November 2006 the site. All of the above significantly reduced Phase 2: February 2007 – August 2009 lorry materials around the site and lowered the scheme’s ‘carbon footprint’. CEC T0425
A55 Penmaenbach, Rockface Stabilisation – Sprayed Concrete
All works were carried out from hydraulic platforms during the road closure A55 Rockface Stabilisation Client The Welsh Office The North Wales coast road passes through Consultant Wrexham Borough Council several tunnels and runs adjacent to an Principal Contractor Balvac extensive number of sheer rock faces. Natural Value £42,000 rock exposures and rock cuttings are Programme seven days completed Nov 1998 frequently affected by natural weathering processes and require stabilisation to prevent rock falls and protection to minimise weathering.
Geotechnical studies indicated that the rockface on the approach to the Penmaenbach tunnel required cleaning, devegetation and stabilisation to ensure the continued safety of Wet sprayed concrete stabilised the rockface the rock face. The selected method of stabilisation was to use steel fibre reinforced The works were carried out from hydraulic sprayed concrete. platforms including the erection of protection screening for the tunnel portal. Access to the works required a road closure of the tunnel that carries the eastbound traffic. High pressure water jetting was used to clean All traffic was diverted onto the westbound and devegetate the rockface and the stainless dual carriageway in contra flow and because steel fibre reinforced wet spray concrete was of the disruption to road users the works were applied to this surface. A number of 50mm programmed for completion in seven days. diameter weep holes were created in the sprayed concrete for drainage. Extensive trials were conducted off site prior to the road closure to prove the method and Close collaboration with the client ensured materials. successful completion of the works.
Sherwood House, Gadbrook Business Centre, Rudheath, Northwich, Cheshire. CW9 7TN Tel: 01606 333 036 Fax: 01606 812 497 Email: [email protected] www.balvac.co.uk
A9 Ballinluig Junction Improvements
Aerial View of Works New Northbound merge slip & bridge
This £12.5m project for Transport Scotland, the traffic management to provide safe work was to construct a new grade separated areas while maintaining traffic flows at the interchange at the notorious accident black spot same time. Throughout the works average speed at Ballinluig in Perthshire. cameras were utilised to maintain the safety of the workforce. Roadworks Construction of two new slip roads to the west Structures side of the A9, together with a new roundabout Two new bridges over the Perth to Inverness on the A827, reconstruction & widening of the railway and two retaining walls were A9 carriageway to extend the dual carriageway constructed. Each bridge was formed of for approximately 550m Southwards. Beyond weathering steel beams, with in-situ concrete this creation of local & private access roads and deck and copes. High containment H4a parapet accommodation works were undertaken. Traffic being provided over each structure to afford the flows on the A9 were maintained by phasing of necessary protection to the railway.
CECC0524
Earthworks 90,000m3 of imported fill was sourced from a local disused slate quarry, this in the most part forming the new merge & diverge embankments.
Environmental Works In common with most projects of this nature, early consultation with SEPA and the inclusion of SUDs principles within the drainage design created a need for attenuation ponds. As the scheme at Ballinluig was located within the flood plain of the River Tummel the extent of these ponds meant that provision for a 1 in 40 year flood level had to be catered for to avoid overflow into adjacent areas. Otter culverts were also incorporated within the works.
Utilities Twenty utility diversions were completed including realignment of fibre optic cabling running to Inverness.
Client: Transport Scotland Designer: Halcrow Value: £12.5m
CECC0524 Balfour Bea~y
M77 (Fenwick to Malletsheugh) / Glasgow Southern Orbital
A726/B766 Flyover, Philipshill Junction Mearns Road Interchange on GSO
The extension of the M77 Motorway with the Glas- The project comprised: gow Southern Orbital (GSO) created the largest road construction project undertaken in Scotland in recent • the extension of the M77 from Malletsheugh to times. The Design, Build, Finance and Operate Fenwick, a 15.2km length of new dual two-lane (DBFO) project improves a vital part of Scotland’s motorway; strategic road network which is essential to continu- • the construction of the GSO from Maidenhill to ing economic growth, particularly in Ayrshire and SW Philipshill, a 9.2km length of new dual two-lane Scotland. It will also provide direct links with other all purpose carriageway; arterial roads serving the central belt, the south of • carriageway improvements to the A726 at Scotland and the ferry routes to Ireland. Philipshill in East Kilbride, over a length of nearly 1km; and The M77 extension runs from Malletsheugh, near • the creation of an all purpose road between Newton Mearns, to Fenwick in East Ayrshire and Malletsheugh and Fenwick to serve local traffic. replaces the substandard A77 trunk road to a dual two-lane motorway with a 70mph speed limit. The Balfour Beatty is the promoter/developer of and in- existing A77 between Malletsheugh and Fenwick will vestor in Connect, the Concessionaire awarded the become an all purpose road for local traffic with safer 32 year Design, Build, Finance and Operate DBFO facilities for cyclists and pedestrians. Contract by the Scottish Executive and East Renfrewshire Council to construct the M77/Glasgow The GSO provides a dual two-lane carriageway con- Southern Orbital (GSO) Project. necting the M77/A77 at the new Maidenhill Junction to the A726 at Philipshill, East Kilbride, thereby im- On behalf of Connect, Balfour Beatty Civil proving links between the Lanarkshire, Ayrshire and Engineering Ltd carried out the construction over a Renfrewshire conurbations, and also relieving com- period of 2 years for the works with a further period munities along the A726 and B764 corridors of sig- of 4 months to conclude the detrunking works to the nificant volumes of heavy through traffic. existing A77 and associated roads.
At Philipshill the A726 has been upgraded to provide Client: East Renfrewshire Council/ a new elevated section of dual two-lane carriageway Scottish Executive/ with connecting slip roads to cater for traffic travelling between East Kilbride and Busby, Glasgow and South Lanarkshire Council Paisley. Residents of Eaglesham, who have endured Concession Company: Connect M77 plc heavy vehicles passing through their conservation Value: £132m village for many years, have welcomed the GSO. Design & Subsequently, it is intended to convert the B764 Construct Contractor: Balfour Beatty Civil Eaglesham Moor Road into a local access road with Engineering Ltd cycling and pedestrian facilities. Designers: Atkins, Scott Wilson, Ironside Farrar
A Balfour Beatty Company C0413 Balfour Bea~y
M77 (Fenwick to Malletsheugh) / Glasgow Southern Orbital
M77 On Line Section at Fenwick Maidenhill - Junctin of M77 & GSO
Project Quarry at Floak
M77 Looking South towards Floak Balfour Bea~y
A96 Newtongarry Climbing Lane
This project involved the design and construction Due to the work being intertwined with the existing of 1km of climbing lane on the A96 Southeast of carriageway, the provision of a temporary diversion Huntly in Aberdeenshire. assisted in segregating the live traffic from construc- tion operations, the remainder of the works being As well as the road construction other works in- undertaken under traffic lights. cluded the construction of an underpass and refur- bishment of two existing culverts. Extensive accom- Client: Scottish Executive modation works were also required to provide re- positioned property access and safer main road Engineer: Aberdeenshire Council junctions. Designer: Halcrow Materials for road construction were provided from the cut/fill balance of the work together with mate- Value: £3.65m rial processing adjacent to the Works.
H0403 A Balfour Beatty Company Balfour Bea~y
M8 Motorway Extension Claylands to Edinburgh City Bypass (Design and Construct Project)
This project was one of the largest design and con- The new motorway was officially opened to traffic struct road contracts in Britain and one of the larg- by Scottish Office Minister Lord James Douglas- est road construction contracts awarded in Scot- Hamilton on 11th December 1995, some 10 weeks land in recent years. ahead of schedule.
The contract extended the existing M8 Motorway The photograph shows the new Hermiston Inter- from its terminal point just south of Newbridge to change which connects the eastern end of the new connect into the Edinburgh City Bypass at Sighthill. motorway with the Edinburgh City Bypass. The route is bounded on the north by the main Ed- inburgh/Glasgow Rail Line and on the south by the Client: The Scottish Office Union Canal. Development Department
The works comprised the construction of 7.3km of Engineer: Balfour Beatty in association with dual two lane motorway with hard shoulders and W.A. Fairhurst and Partners and some eighteen structures of which three were con- Scott Wilson Kirkpatrick and Com- tractor designed. pany (Scotland) Limited
Also included were major earthworks, including the Value: £39.5m excavation of some two million cubic metres of materials, accommodation works and works for the statutory authorities.
A Balfour Beatty Company C0180/95 Balfour Bea~y
M8 Motorway Extension Claylands to Edinburgh City Bypass (Design and Construct Project)
Protection of Wildlife
As part of the project scope, Balfour Beatty was cautions were developed during blasting and other required to carry out a number of measures to pro- operations to ensure that the animals were not dis- tect wildlife resident on site during construction ac- turbed. tivities. Client: The Scottish Office Development At the west end of the site, an area of special scien- Department tific interest populated with a rare colony of newts was identified. Precautions were put in place to Engineer: Balfour Beatty in association with segregate this area from the site, and special newt W A Fairhurst & Partners and Scott fences were erected to prevent the newts from stray- Wilson Kirkpatrick & Company ing onto the site. (Scotland) Limited
Other measures were also put in place to prevent Value: £39.5m any disturbances to a number of badgers’ sets along the line of the new motorway. Monitoring and pre-
A Balfour Beatty Company C0180A Express Park, Buxton - Cowdale
Appendix 2 – Programme
Project: Express Park Buxton, Access Road Programme: Draft
ID Task Name Duration Week 1 Week 2 Week 3 Week 4 Week 5 Week 6 Week 7 Week 8 Week 9 Week 10 Week 11 Week 12 Week 13 Week 14 Week 15 Week 16 Week 17 Week 18 Week 19 Week 20 Week 21 Week 22 Week 23 Week 24 Week 25 Week 26 Week 27 Week 28 Week 29 Week 30 Week 31 Week 32 S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S 1 Set up site cabins in quarry 10 days
2 Main cutting earthworks 130 days
3 Establish TVCB barriers on A6 10 days
4 Remove trees and vegetation 10 days
5 Rock Hawg trench parallel to A6 to create rock trap 10 days
6 Pre splitting of batters to cutting (Drill and Blast) 20 days
7 Drill and Blast main excavation (5000m3 per week) 110 days
8 Excavate and Cart blasted material into quarry for processing 110 days
9 Process material in quarry for either reuse or for stockpile 115 days
10 Excavate and cart spoil material between Chainages 330-510 to fill 110 days
11 278 Works at Junction 40 days
12 Excavate and widen A6 under traffic light single lane running 10 days
13 Drainage, Subbase and kerbs 10 days
14 Blacktop to binder course level 5 days
15 Headwall to culvert 5 days
16 Construct splitter islands using traffic light single lane running 5 days
17 Wearing course and white lining using traffic light single lane running 5 days
18 Road works into quarry 80 days
19 Drainage 55 days
20 Subbase 35 days
21 Kerbs 30 days
22 Surfacing 10 days
23 Road Markings 2 days
24 Extruded rock trap wall 10 days
25 Topsoil and seed 5 days
26 Foul Water Treatment 20 days
27 Electric supply ducts 15 days
28 Install package treatment plant 10 days
29 Clear Site 3 days
Project: Preliminary Programme Task Split Progress Milestone Summary Project Summary External Tasks External Milestone Deadline Date: Fri 04/05/12
Page 1 Express Park, Buxton - Cowdale
Appendix 3 – Resources
Express Park, Buxton - Cowdale
Balfour Beatty Team Roles Year UK Local Balfour Beatty have a large national and 2011 83 6 local staff resource (detailed in the table). Directors 2010 84 5 This will ensure the contract is accurately 2009 82 5 resourced from the outset and all project 2011 315 23 requirements are met. We appreciate our Project Managers 2010 316 22 staff are our greatest asset and all personnel receive comprehensive 2009 306 22 training and development opportunities. 2011 214 14 Foreman/ Supervisors 2010 215 14 Details of key team members, who we 2009 210 14 believe are well placed to meet the 2011 409 20 unique challenges of Cowdale, have Site Engineering 2010 410 19 been included overleaf. Many staff live in 2009 403 19 the area and have a good knowledge of 2011 22 3 the site. Personnel have been selected Planners 2010 22 3 with consideration to: 2009 20 3 2011 320 20 Commercial, Estimating Highways experience 2010 322 18 & Buying Qualifications 2009 312 19 TM experience 2011 265 12 Risk Management expertise HR & Admin 2010 270 12 Ability to deliver innovative 2009 271 14 solutions 2011 11 1 Rock cutting experience Plant & Equipment 2010 11 1 Partnering expertise 2009 9 1 Ability to provide time/ cost 2011 50 5 certainty Others 2010 55 5
The team structure will remain flexible to 2009 46 6 ensure we promote best value throughout 2011 1689 104 each stage of delivery. Where possible TOTALS 2010 1705 99 staff will also be involved pre construction 2009 1659 103 to allow their experience to be injected into proposed solutions.
Basic Organogram HEAD OFFICE SUPPORT
Paul Brown FUNCTIONS
Regional Director Temporary Works, Material Engineers, Risk Management, Peter Hanson Wyn Daniels Planning, IT, HSEQ Manager Project Manager Procurement, Resources (fortnightly visit) (Quality Manager)
Andrew Wood Tom Gilfeather Rob Eagles QS Construction Manager Engineer (part time) (Management Safety Rep) (Management Env Rep)
SUPPLY CHAIN DIRECTLY EMPLOYED PARTNERS OPERATIVES
Express Park, Buxton - Cowdale
Company Name: Name: BALFOUR BEATTY CIVIL ENGINEERING LTD Wyn Daniels Key Skills/Competency Academic Wyn has over 29 years experience working on complex highway construction and Qualifications: transport infrastructure projects. BSc (Hons) Civ Eng Experience of working in within environmentally sensitive locations, SSSIs and SACs including managing Environmental surveys and Archaeological watching briefs. Professional Qualifications: Extensive experience of Value Engineering design and construction of rock cuttings, embankments and various forms of retaining wall construction including soil-nailing, Chartered Engineer reinforced concrete, reinforced earth, crib walls and gabions MICE NEBOSH Experienced in NEC forms of contract CSCS Contracts Good communicator and motivator with a firm appreciation of environmental issues. Manager Strong Awareness and leadership of Health & Safety and Environmental Issues – fully conversant in Health Safety, Environmental and Quality management systems to ISO 9001, 14001 and 18001 Career Summary Wyn commenced his career in Civil Engineering after graduating from The Polytechnic of Date of Joining the Wales, Treforest in 1978 and began working for a family run construction company in Company Swansea where he obtained his grass roots training. Throughout his career Wyn has 2010 worked for a number of major civil engineering contractors accumulating an impressive Position within the portfolio of experience. Significantly Wyn’s experience includes the management of Company projects on traffic-sensitive routes and he is an excellent logistical planner. Project Manager
Wyn is passionate about his job and is always keen to find ways in which he can add value Time in this position to schemes which conserve or improve the environment and local communities. His strong 5 years leadership skills have helped him to deliver high profile contracts for public and private sector clients alike. He is especially experienced in the management of earthworks and environmental mitigation strategies. Wyn’s duties include the supervision of all site operations, labour and plant operations, including sub-contractors activities. He also pays close attention to all Health and Safety aspects within the scheme, delivering all necessary toolbox talks and Inductions whilst working closely with the site safety officer. Wyn encourages the workforce to take an active role in safety management and behavioural-based safety.
Detailed Project Experience A487 PORTHMADOG, MINFFORDD AND TREMADOG BYPASS (£30m) – Project Manager CLIENT: Welsh Assembly Government 2010 – 2011 NEC 3 Option C Construction of approx 5.3 km of new single carriageway from the western end of Tremadog to Minffordd including extensive rock cutting and embankment works in addition to 8 major new structures and 25 culverts. Over 1.5km of walling was constructed in local slate to provide reptile habitats. The site crosses Meirionnydd Oakwoods and Bat Sites, Special Area of Conservation (SAC), Afon Glaslyn SSSI/SAC & a Salmonid River. Extensive traffic management in phases was critical to the construction of road junctions the on-line sections South of Tremadog. Many of the structures incorporate otter and badger passages and an environmental bridge was designed and constructed to protect a major flight path for horseshoe bats. An access road through a local quarry was constructed to provide efficient access – significantly reducing the contract programme. The main carriageway was opened 6 months ahead of the Welsh Government Programme. Wyn managed all construction elements of the contract including value-engineering input into the design of the rock cutting and embankments. He has also overseen the excavation, topsoiling and planting of sections of the redundant carriageway between Tremadog and Porthmadog. Wyn’s liaison with Hyder and Gwynedd was an important factor in the formulation and delivery of the wide range of meticulously detailed ecological and archaeological mitigation measures.
Express Park, Buxton - Cowdale
Company Name: Name: BALFOUR BEATTY CIVIL ENGINEERING LTD Wyn Daniels A499 ABERDESACH TO LLANAELHEARN ROAD IMPROVEMENT (£21M) – Project Manager CLIENT: Gwynedd County Council 2007– 2009 NEC 3 Option C Wyn managed the pre-start and early construction stages of this NEC option C project aimed at relieving congestion along a busy holiday route. Scope included the, predominantly on-line, construction of a 7.3km stretch of single carriageway with 10km of Clawdd walling. Extensive cut and fill was required in order to achieve the finished alignment and several large-diameter culverts to accommodate bats. The site lies within Llyn Area of Outstanding Natural Beauty, and passes close to the woodland of Coed Cwmgwared SSSI. Core sustainability objectives largely focused on removing traffic from the village of Clynog Fawr and preserving the aesthetic beauty of the area. Wyn helped to establish shared offices on site to encourage collaborative partnerships. He also developed flexible, location-specific traffic management proposals in order to best-fit the complex earthworks. Wyn also liaised closely with Environmental Officers in order to develop sustainable initiatives including the extensive re-use of site-won material and the procurement of local labour. PORTH RELIEF ROAD (£78M) – Construction Manager (promoted to Project Manager) CLIENT: Rhondda Cynon Taf Sept 2004- July 2007 This was one of the largest highway projects procured by a local authority in the UK using an NEC ECI form of contract with Target Cost. The project featured 7.5km single-carriageway highway, involving 11 bridges, three roundabouts and five junctions. The location of the project within a South Wales valley included extensive cutting work to achieve the alignment for the new road. Major utilities diversions also featured within the scope. Wyn assisted in formulating alternative designs which saw the extensive deployment of soil nailing and rock anchoring in place of the originally-designed retaining wall construction. These value engineering options realized savings of approximately £18m and diverted the route of the road away from the Rhondda Fach. Wyn also established a close working relationship with the Environment Agency in order to devise strategies to safeguard the biodiversity (salmon and otters) of the Rhondda Fach. Insitu soil-forming materials were used instead of imported topsoil to prevent the invasion of foreign species and to promote local plant growth. Both initiatives led to the creation of habitats for otters, bats and a variety of birds. A48 NEWPORT SOUTHERN DISTRIBUTOR ROAD (£65M) Section Manager (£24M) - CLIENT: Newport City Council – Completed 2004 PFI Design & Build contract for a 12.5km urban dual carriageway with major structural elements. The road was constructed on the line of an existing single carriageway ‘A’ road and negotiated a number of busy junctions. Major traffic management measures (£3M) were required including the construction of a number of temporary highway diversions. Wyn was responsible for all stakeholder liaison during planning and construction, including gaining EAW consent for temporary works and permanent diversions of flood relief channels. He also oversaw the development and implementation of much of the traffic management for his section of the scheme which involved temporary ramps and carriageways. A494 DOLGELLAU TO BALA IMPROVEMENT (£2.5M) – Site Agent CLIENT: Welsh Office/ Gwynedd Council 1998 A bespoke partnering contract set up with the Welsh Office to deliver improvements to the A494 within the Snowdonia National Park near Drws Y Nant. This small but complex highway improvement project featured the on-line and off- line construction of embankments and cuttings to improve the alignment the carriageway. The road is a busy route used extensively during holiday periods and extensive traffic management and advance warning was required. During formation of the cuttings the level of rock was found to be significantly lower than suggested by the SI and this rendered the original designs inappropriate. Wyn worked closely with the client, designer and geotechnical specialists in order to assist with the redesign of earthworks within a tight timescale. The construction programme was rearranged to accommodate these works. Wyn took special care to communicate closely with his team in order to ensure that delivery was compliant with the specifications and finishes approved by Snowdonia National Park Authority. Granite was used in the wall construction and Wyn employed local specialists to achieve finishes similar to adjacent walls. He also developed a good relationship with EAW as the scheme crossed Afon Wnion (salmonid habitat) in several places.
Express Park, Buxton - Cowdale
Company Name: Name: BALFOUR BEATTY CIVIL ENGINEERING LTD Tom Gilfeather Key Skills/Competency Academic Experience of a similar scheme working on the A470 Qualifications: Over 40 years industry experience with Significant supervisory experience of civil HNC Civil Engineering engineering projects Professional Highly experienced in the implementation of Traffic Management on critical routes Qualifications: Specialist practical knowledge of earthworks and operating in a variety of ground CSCS Card conditions including rock cutting work, embankment construction and reinforced earth walls. Experience of Environmental Foreman role; supervising and monitoring the delivery of Date of Joining the environmentally and historically sensitive schemes Company Excellent team player with strong interpersonal skills and partnering experience 2010 (previously with Conversant in Health Safety, Environmental and Quality management systems to ISO sister company, Birse 9001, 14001 and 18001 since 1989) Career Summary Tom is a highly motivated with a wealth of industry knowledge. Hailing from an era of ‘self – delivery’ Tom is highly skilled in major earthworks, drainage and reinforced concrete Position within the disciplines. Well-respected by our direct labour force and subcontractors alike Tom is a Company natural leader who can always be relied upon to ‘drive’ forward a project. He has a great General presence and excellent PR skills when dealing with the general public and this combination Foreman/Construction has proved successful on numerous schemes. Manager Time in this position Having served a 4-year apprenticeship Tom spent his early career operating heavy 31 years excavation and earthmoving plant before gaining his class 1 license in order to drive HGVs. During the early 1980’s Tom gained promotion to foreman and began to develop his managerial career across a range of infrastructure projects in a variety of environments including coastal and nuclear works. He has been involved in the management of highway construction projects for over 20 years and most recently brought his experience of ecological mitigation measures to the Welsh Government’s A470 Penloyn to Tan Lan Improvements Scheme where he acted as an Environmental Foreman. `Tom displays initiative and has a positive outlook to all challenges He gives wholehearted commitment to a task and displays a high degree of resilience when facing difficult situations. His duties include the supervision of labour including subcontractors and updating the site workforce on environmental and safety issues via induction training and toolbox talks. He is pivotal in encouraging the workforce to take an active role in safety management and is a lead promoter of BBCEL’s “Take Care“ initiative which focuses on behavioral-based safety. Detailed Project Experience A470 PENLOYN TO TAN LAN IMPROVEMENTS SCHEME (£4M) – Construction Manager CLIENT: Welsh Government NEC Option B 2.1km highway improvement scheme, including both on and off line work to reduce the number of sharp bends on the A470 North of Llanrwst. The new highway alignment required the construction of embankment up to 5m high and substantial rock cutting works in two locations. Additional works included: traffic signs, carriageway markings, cycleway construction, masonry walling, and some soft landscaping together with statutory undertakers diversions. Environmental works included the installation of an oversize box culvert functioning as a bat crossing with a custom- built otter ledge. Temporary watercourse diversions were completed in full consultation with EAW and included temporary stilling ponds to prevent siltation in the Afon Conwy and potential harm to Morfa Uchaf Dyffryn Conwy SSSI. The A470 is a traffic-sensitive route carrying between 5200 and 8000 vehicles per day in this location. Tom was closely involved with the implementation of the phased traffic management throughout the scheme and had practical input into proposals for embargo mitigation measures. Being responsible for the day to day management of between 30 and 60 directly employed operatives and craftsmen on site to deliver the project. Tom paid particular attention to the close supervision of subcontractors constructing the box culvert to ensure compliance with our detailed environmental proposals.
Express Park, Buxton - Cowdale
Company Name: Name: BALFOUR BEATTY CIVIL ENGINEERING LTD Tom Gilfeather WIGAN INNER RELIEF ROAD (WESTWOOD LINK) (£6.8M) - Construction Manager CLIENT: Wigan Metropolitan Borough Council May 2005- Jan 2007 This early phase was part of a longer-term scheme to improve the inner relief road and facilitate the eventual link via the A5225 to the M6. The project focused on the on-line construction of a section of dual carriageway and a major new signal-controlled junction. The project featured extensive embankment construction, reinforced earth retaining walls and a new bridge. This particular section of road is heavily trafficked carrying between 25,000 and 30,000 vehicles per day. In addition to being responsible for the direct management of direct labour and subcontractors delivering all of these elements Tom’s remit included implementation and control of agreed traffic management measures along the A49 including provision for emergency services. DIDSBURY POINT DEVELOPMENT, GREATER MANCHESTER (£5M) - Construction Manager Client: Countryside Properties Group September 2002 to August 2003 Construction of estate roads joining into the A5103 trunk road, infrastructure and major drainage works. The site comprised some 13 hectares of redundant Withington General Hospital land and buildings which required demolition as part of the contract. Ecological surveys identified a number of issues including bat roosts, bat feeding corridors, house martin nesting sites and tree’s requiring protection. In addition to roosts in some of the trees Pipistrelle Bats were identified in one of the buildings to be demolished and were carefully evicted under DEFRA licence. Japanese Knotweed was treated on site. To supplement the existing habitat and vegetation, extensive planting of semi-mature trees was undertaken and an "urban park" has been created. The completed landscaping is designed to provide green corridors for wildlife linking the Urban Park to Paupers Wood. Tom was responsible for day-to-day management of all construction work including soil reclamation and protection of existing trees and woodland. Through sustained consultation with West Didsbury Residents Association Tom was able to generate a positive attitude amongst the workforce to conservation measures within the urban environment. Indeed, this approach to environmental best practice was formally recognised when the project won the Crystal Green Apple National Award 2003. MANCHESTER INNER RELIEF ROAD, EGERTON ST (£5.5M) - Senior General Foreman Highly complex online improvement of existing arterial roads into Manchester to create a 6 lane dual carriageway linking the A57(M) with the A57 and A6. Extensive reconstruction of 4 major bridges within 100m stretch included a mainline rail crossing, Metro-link crossing, canal crossing, and a Techspan reinforced earth arch over the River Irwell. Work took place at a major signalized road junction and daily traffic flows through the works were as high as 800 vehicles per hour. Tom coordinated works within multiple phases of extensive traffic management with night-working necessary in order to allow reconfiguration of traffic management apparatus between phases. A568 WIDNES EASTERN BYPASS PHASE 2 (£15M) - Senior General Foreman £15m Second Phase of Widnes Bypass comprising 6.8km of new dual carriageway, 700m of single carriageway, 6 major structures, retaining walls and ground stabilisation works. Tom managed the works which included a number of utilities diversions and major works to strengthen the 3 large-diameter bores of the Dee-Vyrnwy Aqueduct under a series of planned shutdowns. A49 WEAVERHAM BYPASS (£9M) - Senior General Foreman Off-line construction of 4.8km of new single carriageway, 3 bridges, major earthworks including the construction of extensive embankments, cuttings and drainage works. The construction works included traffic management to facilitate tie-ins to the existing roads. As part of his site management duties Tom supervised the felling and pruning of trees along the route which passed through agricultural land, this was later followed by an extensive planting programme. A41/A49 WHITCHURCH BYPASS (£5M) - General Foreman First Phase of Whitchurch Bypass including single carriageway road construction, 5No Structures, major drainage and earthworks consisting of extensive embankments and cuttings. The location of the site close to a major Roman settlement required an Archaeological watching brief. Tom managed the site works within the programme to minimise disruption resulting from the discovery of a number of historic artifacts.
Express Park, Buxton - Cowdale
Summary Further CVs can be provided upon request but we believe that Wyn and Tom are the type of characters that would be pivotal to delivery. Together they have a huge volume of experience and the right skills to drive the scheme from the outset.