Technical Report

Yate HGV Study - Stage 1 Report

Prepared for South Council

14th November 2016

1 The Square Temple Quay 2nd Floor Bristol, BS1 6DG GB +44 117 910 2580 +44 117 910 2581

Contents

Section Page Introduction ...... 1 Approach and Structure of the report ...... 1 Background ...... 2 The study area ...... 2 – the transport context ...... 3 Feedback from communities and businesses ...... 4 HGV management in the study area ...... 5 Relevant Studies ...... 6 Data Collection ...... 7 Data provided by SGC ...... 7 Other data sources...... 7 Data analysis ...... 8 Analysis Methodology ...... 8 Highway Classification ...... 8 Visual Survey (site visit) and Geometric Survey ...... 9 B4059/B4427 between B4058 Bristol Road and A38 ( route) ...... 9 B4058 Bristol Road between B4509 and A4174 at (Winterbourne route) ..... 11 B4058/B4059 between B4059 and M5 Junction 14 ( route) ...... 13 A432 Badminton Road between the SGC offices and A4174 Wick Wick roundabout (Badminton Road route) ...... 14 A432 between Smarts Green roundabout and M4 Junction 18 at ( route) ...... 15 Stover Road/Yate Road/ Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre through route) ...... 16 Traffic Flow Data and Flow Classification ...... 18 The six study routes ...... 19 Latteridge Route ...... 19 Winterbourne Route ...... 20 Rangeworthy Route ...... 21 Badminton Road Route ...... 22 Old Sodbury Route ...... 24 Yate Town Centre Through Route ...... 25 Main Mobility Corridors ...... 27 Pavement Condition ...... 27 Information supplied ...... 27 Other Information ...... 28 Traffic Flows ...... 28 Carriageway Conditions ...... 30 Condition at the study routes ...... 31 Latteridge route ...... 31 Rangeworthy Route ...... 32 Winterbourne Route ...... 32 Badminton Route ...... 32 Old Sodbury Route ...... 33 Yate Town Centre Through Route ...... 33 Air Quality ...... 34 Legislation ...... 35 YATE HGV STUDY

National Planning Policy Framework ...... 36 Planning Implications ...... 36 Accident and Road Safety ...... 37 Analysis of Collision Data ...... 37 Route: B4059/B4427 (Latteridge Route) ...... 38 Route: B4058/B4059 (Rangeworthy Route) ...... 40 B4058 Yate to Hambrook (Winterbourne Route) ...... 42 A432 Yate to M4 Junction 18 (Old Sodbury Route) ...... 47 Stover Road/Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre Through Route)...... 49 Noise ...... 53 Traffic Regulation Orders (TROs) ...... 56 Feedback from communities and businesses ...... 56 Summary of feedback from communities ...... 60 Feedback from businesses ...... 61 Current HGV management in the study area ...... 61 HGV operators and in the study area ...... 63 Other relevant studies, schemes and bids ...... 66 North Yate New Neighbourhood Transport Review ...... 66 Western Gateway ...... 67 Yate Traffic and Movement Study ...... 68 Summary of findings of data collection and data analysis ...... 69 Feedback from communities and businesses ...... 69 Visual survey (site visit) and Geometric Survey ...... 69 Traffic flows ...... 70 Pavement conditions ...... 70 Air quality ...... 71 Accidents and road safety ...... 71 Noise 72 Overall Conclusions ...... 72 Stage 2 – Routes and Impact Assessment ...... 73

Appendixes Appendix 1: Pavement Conditions – General Site Inspection Appendix 2: Air Quality Data Appendix 3: Plans Appendix 4: Noise Measurement Sheets

Tables Table 1. SGC actions as a response to various stakeholders ...... 5 Table 2. Traffic flow definitions ...... 19 Table 3. Latteridge Route ‐ Summary of traffic data ...... 19 Table 4. Winterbourne Route ‐ Summary of traffic data ...... 20 Table 5. Rangeworthy Route ‐ Summary of traffic data ...... 21 Table 6. Badminton Route ‐ Summary of traffic data ...... 23 Table 7. Old Sodbury Route ‐ Summary of traffic data ...... 24 Table 8. Yate Town Centre Through Route ‐ Summary of traffic data ...... 25 Table 9. MCC data at Goose Green Way south of B4060 Peg Hill ...... 26 Table 10. Traffic flows on adjacent major mobility corridors ...... 27 Table 11. Summary of traffic counts ...... 29 Table 12. Air quality objectives and european directives ...... 36 Table 13. Summary of personal injury accidents ...... 37 Table 14. Latteridge route ‐ Summary of personal injury Accidents ...... 38

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Table 15. Rangeworthy route ‐ Summary of Personal Injury Accidents ...... 40 Table 16. Winterbourne route ‐ Summary of Personal Injury Accidents ...... 42 Table 17. Badminton Road Route ‐ Summary of Personal Injury Accidents ...... 45 Table 18. Old Sodbury Route ‐ Summary of Personal Injury Accidents ...... 47 Table 19. Yate Town Centre Through Route ‐ Summary of Personal Injury Accidents ...... 49 Table 20. Noise survey results and SEL ...... 55 Table 21. Summary of feedback from communities and businesses ...... 56 Table 22. Current HGV operators in Yate ...... 64

Figures Figure 1. Studied routes ...... 2 Figure 2. Main industrial estates in Yate ...... 4 Figure 3. Highway classification ...... 9 Figure 4. Latteridge route ‐ Acton Court ...... 10 Figure 5. Latteridge route ‐ Bend at Latteridge village ...... 10 Figure 6. Winterbourne route – Pedestrian crossing ...... 12 Figure 7. Winterbourne route – Parked cars in proximity to Silverhill Primary School ...... 12 Figure 8 Winterbourne route – Hambrook section ...... 13 Figure 9. Rangeworthy route ‐ Typical section ...... 14 Figure 10. Badminton Road route ‐ Accident site ...... 15 Figure 11. Old Sodbury route – Lorries turning facility ...... 16 Figure 12 – Station Road HGV prohibition signage ...... 17 Figure 13– Accident site at Goose Green Way / Peg Hill junction ...... 18 Figure 14. Latteridge Route ‐ Directional 24 hours traffic Flow ...... 20 Figure 15. Winterbourne Route ‐ Directional 24 hours traffic Flow ...... 21 Figure 16. Rangeworthy Route ‐ Directional 24 hours traffic Flow ...... 22 Figure 17. Badminton Route ‐ Directional 24 hours traffic Flow ...... 23 Figure 18. Directional 24 hours traffic Flow – Old Sodbury Route ...... 24 Figure 19. Directional 24 hours traffic Flow – Yate Town Centre Through Route ...... 26 Figure 20. Air quality measurement locations ...... 35 Figure 21. Summary plan of Accidents ...... 38 Figure 22. Latteridge route ‐ Accident site on bend by Acton Court ...... 39 Figure 23. Rangeworthy route ‐ Accident location near ...... 42 Figure 24. Winterbourne route ‐ Accident location at Old Gloucester Road ...... 44 Figure 25. Winterbourne route ‐ Parked cars in proximity to Silverhill Primary School ...... 44 Figure 26. Winterbourne route ‐ Church Road junction ...... 45 Figure 27. Badminton Road Route ‐ Coalpit Heath Accident site ...... 47 Figure 28. Old Sodbury Route ‐ Accident site ...... 49 Figure 29. Site of fatal accident on eastbound carriageway of Kennedy Way ...... 51 Figure 30. Site of accident involving HGV on eastbound carriageway of Kennedy Way ...... 52 Figure 31. Goose Green Way / Peg hill junction accident cluster location ...... 52 Figure 32. Locations of the noise survey ...... 54 Figure 33. Badminton Road TRO ...... 61 Figure 34. Station Road HGV restriction ...... 62 Figure 35– HGV Prohibition signage at Smarts Green roundabout junction ...... 62 Figure 36. HGV signage ‐ junction of Yate Road/Iron Acton Way/Armstrong Way ...... 63 Figure 37. Sainsbury Armstrong Way distribution hub ...... 65 Figure 38– Yate Shopping Centre ...... 65 Figure 39– B&Q vehicle on Cotswold Way ...... 66

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Document History This document has been issued and amended as follows: Version Date Description Created by Checked by Approved by 1.1 10 Oct 14 Draft DC TA BS 1.2 28 Nov 14 Draft DC TA BS 1.2 14 Nov 16 Final TA

Acronyms and Abbreviations SGC Council HGV Heavy Goods Vehicles SRN Strategic Road Network HA Highway Authority mph Miles Per Hour TRO Traffic Regulation Orders NYNN North Yate New Neighbourhood DfT Department for Transport PRN Primary Route Network LHA Local Highway Authorities ATC Automatic Traffic Count RCI Road Condition Index LPV Longitudinal Profile Variance IL Investigatory Level PSV Polished Stone Value PIAs Personal Injury Accidents CRTN Calculation of Road Traffic Noise AQMA Air Quality Management Area NO2 Nitrogen dioxide EC European Commission LAQM Local Air Quality Management AQAP Air Quality Action Plan SEL Sound Exposure Level

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Yate HGV Routing Study – Stage 1 Report

Introduction This study aims to analyse and assess at a high level the suitability of HGV routes between Yate and the Strategic highway network with a view to recommending a strategy for the future management of these routes within the local highway network hierarchy. The six routes being considered in this study are:  B4059/B4427 between B4058 Bristol Road and A38 (Latteridge route)  B4058 Bristol Road between B4509 and A4174 at Hambrook (Winterbourne route)  B4058/B4059 between B4059 and M5 Junction 14 (Rangeworthy route)  A432 Badminton Road between the SGC offices and A4174 Wick Wick roundabout (Badminton Road route)  A432 between Smarts Green roundabout and M4 Junction 18 at Tormarton (Old Sodbury route)  B4059/A432 Stover Road/Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre Through Route) The study builds on the existing work SGC has undertaken to date which includes video surveys of HGV movements on the key routes, consultation with local residents, and consultation with the larger local HGV operators. In terms of feedback from local residents, the two routes with the greatest strength of feeling regarding the type and volume of HGV movements are the Latteridge Route and the Rangeworthy Route. However, this study assesse all six of the routes outlined in the bulleted list above in order to develop a coherent HGV strategy. The study will be carried out in the following two stages.  Stage 1: Data collection and analysis  Stage 2: Routes and Impact Assessment The key deliverable of both stages of the study will be a report. This report deals only with the stage 1 of the study.

Approach and Structure of the report This Stage 1 report summarises the data collected from various sources and outlines the findings of the analysis. The bulk of the data has been provided by SGC. Although additional information has been provided through site visits and desk‐top ‘virtual site visits’ that CH2M Hill has undertaken, the extent of the data analysis outlined in this report has been largely dictated by the quality and quantity of data provided by SGC. The report commences by outlining the background to the study including current HGV management in the study area, feedback from communities and businesses, relevant studies, and a summary of the characteristics of the six routes being assessed. This is intended to provide the context for the study and an understanding as to why the study has been commissioned. Further detail on these aspects is provided in the relevant sections of the Data Analysis section of this report. Please note that in the sections that summarise feedback from communities and businesses, actual names have been replaced by initials in order to provide a degree of anonymity. The main body of the report summarises the data that has been collected and outlines the findings of the analysis. The report concludes by recommending additional surveys where critical data is missing, and by outlining the next stages of the project.

Background This section of the report is intended to provide the context for the study and an understanding as to why the study has been commissioned. Further detail on these aspects is provided in the relevant sections of the Data Analysis section of this report. The study area The study area is essentially the following six routes:  B4059/B4427 between B4058 Bristol Road and A38 (Latteridge Route)  B4058 Bristol Road between B4509 and A4174 at Hambrook (Winterbourne Route)  B4058/B4059 between B4059 and M5 Junction 14 (Rangeworthy Route)  A432 Badminton Road between the SGC offices and A4174 Wick Wick roundabout (Badminton Road Route)  A432 between Smarts Green roundabout and M4 Junction 18 at Tormarton (Old Sodbury Route)  B4059/A432 Stover Road/Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre Through Route) The Badminton Road Route and the Old Sodbury Route are ‘A’ roads. The Latteridge route, Rangeworthy route and Winterbourne route are ‘B’ roads. The Kennedy Way section of the Yate Town Centre Through Route is an ‘A’ road but the rest of the route has ‘B’ class status. The routes are summarised visually in Figure 1. Full descriptions of the routes are given in the Visual Survey (site visit) and Geometric Survey section of the report. Figure 1. Studied routes

YATE HGV STUDY

Yate – the transport context Yate is situated approximately 11 miles north‐east of Bristol and the town itself has a population of about 30,000. It is contiguous with Chipping Sodbury and the combined population of the two towns is around 35,000. Significantly, Yate is located only approximately 5 miles from the junction of the M4 and M5 motorways. The M4 is on an east‐west alignment and lies south of the town, while the M5 is on a north‐ south alignment and lies west of the town. The close proximity to these two motorways means that the town can be considered well connected in terms of the trunk road network. The major mobility corridors that Yate is close to are as follows:  The M5 – a north/south motorway running from Birmingham to Exeter which is part of the SRN operated by the HA.  The M4 – an east/west motorway running from London to South West Wales which is part of the SRN operated by the HA.  The A38 – a primary route from the South West to the Midlands, again part of the SRN operated by the HA.  A4174 –a ring road around the northern and eastern edges of Bristol that, although a primary route, is operated by the Local Highway Authorities. The proximity of Yate to these major mobility corridors results in Yate being an attractive town from which to commute from, and an attractive base for industrial and warehousing operations. At the western end of Yate are several large industrial estates, and combined together these estates are the biggest generators of HGV movements in the town. The industrial estates are adjacent to each other and include:  Badminton Road Trading Estate (10.8 hectares)  Stover Trading Estate (12.9 hectares)  Beeches Industrial Estate (12.9 hectares)  Great Western Business Park (33.4 hectares)  Business Park (22 hectares)  North Road Industrial Area (5.9 hectares)  Station Road Industrial Area (7.3 hectares) Numerous distribution warehouses and logistics operators are based in these industrial estates, plus firms that simply generate a lot of HGV traffic. The highway network between the town and the major mobility corridors is therefore subject to a significant number of vehicle movements, including a significant number of HGV movements. This puts a strain on the local highway network including the six routes that are being assessed as part of this study. Figure 2 shows the main industrial estates in the Yate area. Yate’s compact town centre is bounded by Station Road to the north and Kennedy Way to the south. Station Road continues west from the town centre and is designated as the A432 from its junction with Kennedy Way at the western boundary of the town until the junction with North Road at which point it becomes Badminton Road. Station Road is therefore the main route into Yate town centre for vehicles travelling from the west and south. It is also used as a through route for many vehicles travelling beyond the town centre to Chipping Sodbury to the east. However, SGC has an aspiration to reduce through traffic from using Station Road, instead wishing vehicles to use a combination of Stover Road/Yate Road/Iron Acton Way/Goose Green Way/. This is also SGC’s preferred route for HGVs making through trips. Vehicles over 7.5 tonnes are banned from using Station Road (west) to access the town centre expect for loading. There is also a prohibition on vehicles over 7.5 tonnes from accessing Chipping Sodbury High Street except for loading. There are a number of HGV‐generating businesses in Yate’s thriving compact ‘Yate Shopping Centre’ including Tesco, Argos, M&S, Peakcoks, Iceland and Halfords. A full size Morrissons supermarket and B&Q DIY superstore are also located in the town centre area off the Station Road/Kennedy Way roundabout junction. HGVs travelling to and from these premises for loading/unloading purposes are of course permitted to use Station Road to access them.

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Figure 2. Main industrial estates in Yate

Feedback from communities and businesses The feedback from communities that SGC has received over the last five years or so almost exclusively concerns the Latteridge and Rangeworthy routes. Feedback on the other routes is either non‐existent or very minor. When Latteridge route residents were demanding HGV mitigation action in 2010, SGC consulted with the following firms as they were identified as the main HGV distribution companies, or HGV movement generating companies, in the study area:  TNT  Tuffnells  Morrisons  David Hathaway Transport

One of the reasons Morrisons were consulted was because the Armstrong Way distribution centre they were operating from was subject to a Section 52 (S52) planning condition. The condition dictated that vehicles from the site were only able to use the Latteridge route in the western and southerly direction of travel, not the Rangeworthy Route or the Winterbourne route.

YATE HGV STUDY

Following the consultation and further work undertaken by SGC, the S52 agreement was varied to allow Armstrong Way vehicles to use other roads in addition to Latteridge Road. Two 30mph zones were also implemented on the Latteridge Route at Latteridge village and the section of the route between Iron Acton Bypass and Crossing Cottage.

HGV management in the study area There are no restrictions on HGV movements on any of the study routes themselves with the exception of the Armstrong Way S52 agreement described above. There are however, numerous Traffic Regulation Orders (TRO) restricting HGVs using side routes off the main study routes. In Yate town centre there are further TRO‐controlled HGV restricitons to prevent through traffic from going through the town centre. Station Road is subject to a weight restriciton of 7.5tonnes except for loading. Signage indicating the restriction is in place at the major aproaches to Station Road. Chipping Sodbury High Street is also subject to a 7.5 tonne weight restriciton except for loading. In the west of the town where the main industrial estates are located, there is evidence of a clear strategy of using signage to ensure HGVs find their required destination. Although there are zero TRO’s on the study routes themselves, SGC has managed the HGV network in other ways. This has been partly in response to feedback from residents and various stakeholders. The key steps taken by SGC in recent years concerning the study routes themselves are summarised in Table 1:

Table 1. SGC actions as a response to various stakeholders

Date Issue Late 2009 / Early Pressure from LK (Acton Court) and other stakeholders on Latteridge Road to limit 2010 the number of HGVs using the Latteridge Route is exerted on SGC April – June 2010 SGC acts on stakeholder and resident feedback and:  undertakes video surveys on the key HGV routes around Yate including Latteridge route and Rangeworthy route  consults with local transport operators and distribution centres  takes legal advice on the option of varying the Armstrong Way S52 agreement to allow HGVs from this site to use other local routes in the westerly direction of travel in addition to Latteridge Road June 2010 SGC issues briefing notes to Councillors summarising:  charactetistics of local HGV routes  results of video surveys  transport operator and distribution centre consultation feedback  resident feedback  various options to reduce the impact of HGVs on Latteridge Road December 2010 Further to reviewing the data and information collated in June 2010, a SGC local member meeting is held at which it is agreed that a number of steps will be taken to reduce the impact of HGVs on the residents of Latteridge Road. The main steps are:  Subject to legal advice, to vary the Armstrong Way Section 52 agreement to remove the obligation for HGV’s to use Latteridge Road exclusively in the western direction of travel

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Date Issue  To promote two 30mph scheme in the capital programme for 2011/12 on two sections of Latteridge Road: a. Iron Acton Bypass to Crossing Cottage b. Through the village of Latteridge to the 50mph limit at . January 2011 SGC officers circulate briefing note to the SGC executive member for Planning, Transport and the Strategic Environment, and to the SGC Safer and Stronger Group. This note confirms the decision to proceed with the options outlined at the December 2010 meeting as legal advice has confimed that the Armstrong Way S52 can indeed be varied as proposed. This confirms that HGVs from that site can use other routes in addition to Latteridge route in the westbound direction of travel including Wotton Road (Rangeworthy Route) and Badminton Road (Badminton Road route). February/March Rangeworthy route residents attend February and March Council meetings to 2011 complain about the impact of HGVs on the Rangeworthy Route and demanding action. February 2011 SGC officers and the executive member for Planning, Transport and the Strategic onwards Environment field various letters and emails from residents of Latteridge and Rangeworthy routes concerned about the impact of HGVs on the two routes and asking for the Council for action. 2014 SGC takes decision to commission CH2MHIll to undertake Yate HGV study. Some residents become aware of the study and ask to contribute to the study and be kept informed of project progress.

Relevant Studies The study takes account of three other relevant transport studies in Yate. These are:

 North Yate New Neighbourhood (NYNN) Transport Review  Western Gateway  Yate Traffic and Movement Study

The link between these studies and the Yate HGV Study is described in the Relevant Studies section of this report.

YATE HGV STUDY Data Collection The bulk of the data has been provided by SGC, the remainder by CH2MHILL. All the figures included in this report are appended in Appendix 3.

Data provided by SGC SGC has provided the following data:  Pavement Condition – Pavement Condition subsection PDFs and MapInfo tables, SCRIM deficiency PDFs and MapInfo tables, Weighted Defect Values CAD files, SCRIM deficiency CAD files, access to Scanner Survey of pavement condition  Traffic flow data – an Excel file for each Study route  Air Quality – PDF of SGC 2013 Air quality management progress report, and 2013 monitoring data from Sally Radwell, Environmental Health.  Accident and Road safety – Excel files and PDFS with accident data for the six study routes for the period 1 July 2011 and 30 June 2014.  Feedback from communities and businesses – copies of numerous documents in various formats including e‐mails, letters, briefing notes, PDFs and Excel files.  Current HGV Management in the Study area ‐ information on TROs  HGV operators in the study area – Word document with names and addressed of Yate transport companies

 Other Relevant studies – PDF of Yate Traffic and Movement Study draft report Version 3, three PDFs and one Word document on Western Gateway, and one PDF of North Yate New Neighbourhood Transport Review.

Other data sources The following data has been provided by CH2MHILL:  Pavement Condition – photos and text following Visual Survey (site visit)  Traffic flow data – Excel files of traffic flows on Main Mobility Corridors from DfT source  Air Quality – extract from Defra national AQMA dataset  Accident and Road safety – photos and text following Visual Survey (site visit)  Geometric restraints – text informaton obtained via Google Earth  Visual survey ‐ photos and text obtained via Visual Survey (site visit)  Current HGV Management in the Study area ‐ photos and text on TROs and associated HGV signage discerned from Visual Survey (Site visit)  Noise survey – undertaken by the study team

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Data analysis

Analysis Methodology Appropriate members of the CH2MHILL study team, as outlined in the Schedule 2 document, have undertaken the relevant analysis based on their expertise. After conducting initial analysis on the datasets provided, various members of the study team have undertaken a physical site visit to the study area, to further inform the findings of the data.

A large number of documents in various formats comprised the Feedback from communities and businesses dataset. All of these documents were read and reviewed, and for reasons of space and practicality the contents have been summarised in tabular form.

Visual plans have been produced where a particular dataset, and the findings of the relevant analysis, demand it. These have generally been produced by CH2MHILL. However, PDF plans provided by SGC have been used to illustrate the analysis findings for the Pavement Condition section, as CH2MHILL‐produced plans would have represented unnecessary duplication.

Highway Classification The routes included in this study considered a wide variety of highway classifications ranging from the highly strategic nationally important routes to local ‘B’ roads. DfT’s document titled “Guidance on Road Classification and the Primary Route Network” published in January 2012 provides information on route classification and the various definitions used in reference to the highway network. The definitions below are summarised from the aforementioned document. Strategic Road Network (SRN) – “Nationally significant roads used for the distribution of goods and services and a network for the travelling public.” All motorways are part of the SRN along with a number of, although not all, A roads. Primary Route Network (PRN) – “Roads used for transport on a regional or county level or for feeding the SRN for longer journeys.” Also defined as “roads that provide the most satisfactory route between places of traffic importance”. The PRN consists of the entire SRN along with a number of high class ‘A’ Roads for which Local Highway Authorities (LHA) are responsible. ‘A’ roads on the PRN (known as Primary Routes) can be identified by the use of green colouring on maps or traffic signs. ‘A’ Roads – Are “the top tier of the roads classification system” and when not part of the SRN are identified by the LHA with the approval of the Secretary of State. Each ‘A’ road has a unique number as defined by a list maintained by the DfT ‘B’ Road – B roads from the second tier of the roads classification system and are defined by the LHA again with the approval of the Secretary of State. As with ‘A’ Roads each ‘B’ road has a unique reference from a list maintained by Central Government Classified Unnumbered Road – the third tier of the Routes Classification system is once again defined by the LHA and approved by the Secretary of State although there is no central numbering system. Instead the LHA is permitted to develop its own identification system. These roads are often referred to as either C or D Roads although these are not officially defined and there is no national identification database. This may lead to route number duplication therefore the DfT recommend these numbering systems are not displayed on items such as maps or traffic signs. Unclassified Road – the lowest class within the Route Classification System which all routes are assumed to be unless otherwise defined by either the DfT or LHA. As with Classified Unnumbered Roads they are often referred to as C or D roads although no national numbering system of this type exists. Other official classes exist, such as Special Road, although these definitions are not relevant to this study.

YATE HGV STUDY

There are also numerous unofficial roads types such and C and D roads touched on above. Further information on these type is contained in “Guidance on Road Classification and the Primary Route Network”. Figure 3 illustrates the highway classification of the studied routes.

Figure 3. Highway classification

Visual Survey (site visit) and Geometric Survey Physical site visits were undertaken to provide the context for the raw data and to gain an understanding of the characteristics of the routes. The geometric survey followed the site visits in order to pin‐point specific locations identified on the site visit as potential HGV issues. The geometric survey was undertaken using Google Earth to provide a high level assessment of any geometrical issues that may prevent HGV movement on the study routes.

B4059/B4427 between B4058 Bristol Road and A38 (Latteridge route) The Latteridge route is the B4059/B4427 and is an important secondary route providing access between the A38 and Yate. This route also gives access to the Motorway network via Junction 15 of the M5 for traffic wishing to travel south. The road is classified as a ‘B’ class secondary route. The land surrounding the route is mainly rural in nature with small numbers of residential and agricultural premises together with a slightly larger concentration of properties around the village of Latteridge and to a lesser extent the small settlement of Earthcott Green. The vast majority of properties are set well back from the highway. There are no major HGV generators or attractors along the route itself. However,

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a short distance north of Iron Acton village, the road is bounded by Acton Court, a recently restored Tudor House which is both a Grade I Listed Building and a Scheduled Ancient Monument. Figure 4 shows the entrance to Acton Court. The ancient monument itself is set back approximately 50 metres from the highway. Figure 4. Latteridge route ‐ Acton Court

Although large sections of the route are straight and of sufficient width, the route is narrow in places and has some sharp bends, most notably in Latteridge village, and in the vicinity of Acton Court. Figure 5 shows an HGV negotiating one of the bends in Latteridge village clearly showing that the vehicle has crossed the centre line due to the narrowness of the carriageway.

Figure 5. Latteridge route ‐ Bend at Latteridge village

YATE HGV STUDY

The two sharp bends in Latteridge village itself are characterised by carriageway widening, tight radii and junctions on the outsides. Although the carriageway widening to around 8.2m provides some additional room for HGVs the small radii would likely still present a barrier to regular HGV use. Also the junctions on the outside of the bends could pose safety issues related to driver confusion during twilight or dark periods. The tight bend directly north of Acton Court is very similar to the bends in Latteridge village in that it has carriageway widening to around 8.2m and a paved area on the outside which may, in some circumstances, cause driver confusion. However its radius does not appear as small as those previously mentioned. The speed limit on the Latteridge Route is generally 40 mph or 50mph with the exception of Earthcott Green and Latteridge village where the speed limit is 30mph. Signage indicates a 25mph limit around the sharp bends at Latteridge. Few accidents were recorded along the route. The Latteridge route is 6.56 km in length.

B4058 Bristol Road between B4509 and A4174 at Hambrook (Winterbourne route) The Winterbourne route is the B4058 Bristol Road and runs south from the village of Iron Acton to the A4174 Avon Ring Road via the western boundary of Winterbourne and the small village of Hambrook. The route terminates at the A4174 Ring Road in very close proximity to the M4/M32 junction route and is subject to heavy congestion around Hambrook. The road is classified as a ‘B’ class secondary route and runs broadly parallel to the Badminton Road Route which is designated as an A road. The route is part rural and part semi‐urban as the road is bounded to the east, and occasionally to the west also, by the contiguous built‐up areas of Winterbourne, Watley’s End and Frampton Cottrell. There are two schools along the route; the Winterbourne International Academy secondary school, and Silverhill Primary School. The primary school is located on Swan Lane approximately 100m to the west of the junction with the study route. There are a number of heavily trafficked junctions on this route, most notably:  B4058/Church Road junction – a signalised junction giving access to to the east.  B4058/Swan lane junction – a priority junction giving access to the B4427 to the west, and Silverhill Primary School in the immediate vicinity to the west.  B4058/Nicholls Lane junction – a priority junction giving access to Winterbourne residential area to the east and with an Esso petrol station and Tesco Express opposite the junction.  B4058/Beacon Lane/Flaxpits Lane/Dragon Road junction – a very busy junction giving access to to the west, Winterbourne to the east, and Winterbourne Down to the south‐ east. There is a zebra crossing at this junction and shops including a bank immediately to the north of the junction.  B4058/Old Gloucester Road junction – a busy junction giving access to Bradley Stoke and Parkway rail station to the west. Figure 6 and Figure 7 show some of the key junctions along this route.

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Figure 6. Winterbourne route – Pedestrian crossing

Figure 7. Winterbourne route – Parked cars in proximity to Silverhill Primary School

YATE HGV STUDY

Given the number of heavily trafficked junctions on this route, it is no surprise that there are a number of accident cluster sites on this route including immediately south of the junction with Swan Lane where close to Silverhill Primary School. Due to the proximity of schools and retail facilities at various points on the route there are significant pedestrian movements on the footways. In general terms the route is not particularly narrow although there are sections where parked cars encroach onto the carriageway. Figure 8 shows parked cars in the Hambrook section of the route.

Figure 8 Winterbourne route – Hambrook section

There are a number of sharp bends and relatively steep gradients in the Hambrook section of the route. A particular restraint point is the bend immediately north of the White Horse Public House. The bend has a small radius and variable carriageway width along its curve from just over 8m at its southern point to around 7m to its north. The highway in the area also has a general south to north uphill gradient which has generated an element of super‐elevation around the bend which could also cause issues for HGVs. The speed limit is generally 40 mph or 50mph with the exception of the built‐up area of Winterbourne where the speed limit is 30mph. The route is 7.62 km in length.

B4058/B4059 between B4059 and M5 Junction 14 (Rangeworthy route) The Rangeworthy Route is the B4058/B4059 and is called Wotton Road between the villages of Iron Acton and Rangeworthy, Bagstone Road between Rangeworthy and the village of Bagstone, and Bristol Road between Bagstone and . It is the most direct route between Yate and the M5 for vehicles travelling in a northbound direction and as such is subject to significant numbers of HGV movements. The road is classified as a ‘B’ class secondary route. In common with the Latteridge Route, the land surrounding the route is mainly rural in nature. The small villages on the route are Latteridge, Bagstone, Cromhall and Tortworth. They tend to be linear albeit with the bulk of the settlements concentrated to the west of the highway, with the exception of Tortworth which is located to the east. The vast majority of the properties that are located on the route itself are set well back from the highway. There appear to be no major HGV generators or attractors along the route itself, although it was noted that there was a significant amount of agricultural traffic on this route. The road width is fairly generous for a B road with numerous straight sections and good slight lines. Figure 9 shows a typical section of the route in Rangeworthy village. The main exception is in the vicinity of Tortworth village where there are bends and relatively steep gradients. The majority of the accidents on the route occurred along this section. Through the villages of Bagstone and Cromhall footways are narrow

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and intermittent and carriageways somewhat constricted to widths of around 6m. This route this section also has frequent side road junctions with poor visibility. A second section of the route likely to present issues to HGVs is a particularly hilly section of the B4509 near the village of Tortworth. The changes in gradient combined with a narrow carriageway, of around 6.25m in places, and poor forward visibility mean the route could be difficult for HGVs to use regularly. The speed limit is generally 40mph or 50mph with the exception of Cromhall village and Rangeworthy village where the speed limit is 30mph. The route is 13km in length.

Figure 9. Rangeworthy route ‐ Typical section

A432 Badminton Road between the SGC offices and A4174 Wick Wick roundabout (Badminton Road route) The Badminton Road route is the A432 and runs south west from Iron Acton village to the A4174 Ring Road at the Wick Wick roundabout by Bromley Heath & . For HGVs it is the most suitable of the study routes for vehicles travelling from Yate in a southbound or westbound direction due to its ‘A’ road designation and is therefore heavily trafficked. The route is part rural and part semi‐urban as the road passes through the centre of Coalpit Heath and is bounded to the east at its northern end by the Woodward Avenue industrial estate. This industrial estate is the major HGV attractor and generator on the route itself. Road widths are of suitable width for the route’s ‘A‘ status classification and most of the route is straight with good sight lines. There are no extreme gradients. A number of accidents were recorded on this route but this is probably unsurprising given the volume of traffic on the route and because the route passes through the centre of Coalpit Heath where a significant number of the accidents are located. Figure 10 shows a location just north of the junction of Badminton Road/Church Road that is the site of an accident cluster. The speed limit changes from 40mph to 30mph here and the Church Road junction is busy as it gives access to Frampton Cotterell.

YATE HGV STUDY

Figure 10. Badminton Road route ‐ Coalpit Heath Accident site

The speed limit is generally 40 mph with the exception of Coalpit Heath and Nibley where the speed limit is 30 mph. The route is 5.63km in length.

A432 between Smarts Green roundabout and M4 Junction 18 at Tormarton (Old Sodbury route) The Old Sodbury A432/A46 route is the only one of the study routes that heads in an easterly direction from Yate/Chipping Sodbury. The route runs from the Smarts Green roundabout in Chipping Sodbury to junction 18 of the M4. The route has ‘A’ class status. The route is predominantly rural with the exception of the small village of Old Sodbury in the A432 section. Very few of the properties are located on the main road with the bulk of the settlement located to the north of the road. There do not appear to be any major HGV trip attractors or generators on the route. There is a depot on the A46 that is signed with a ‘Lorries turning 200 yds’ sign in both directions of travel but it appears to be largely disused at the current time. Figure 11 shows this location.

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Figure 11. Old Sodbury route – Lorries turning facility

Much of the route is straight and of good carriageway width, particularly on the A46. However, immediately to the east of Old Sodbury village, the A432 is subject to a handful of sharp bends and steep gradients. There is an overtaking lane on the climb out of Old Sodbury village in the eastbound direction of travel. The bend by the junction with Catchpot Lane was the site of a fatal accident and this is probably the main point of concern related to passage of HGVs on this route. At this point the A432 has a long bend with a small radius and a significant gradient change. These features along with overgrown vegetation directly adjusting the carriageway also act to reduce forward visibility. The speed limit is 60mph on the A46 and 40 mph on the A432. The speed limit was reduced relatively recently in the section between Yate and Old Sodbury following a safety audit. The route is 6.7km in length.

Stover Road/Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre through route) This route is designated the B4059 between Badminton Road and the Link Road/Kennedy Way roundabout. Between the Link Road/Kennedy Way roundabout and the Smarts Green roundabout the route is designated the A432. The route represents a through route connecting the west of Yate with the east of Chipping Sodbury avoiding both Yate town centre and Chipping Sodbury town centre which are subject to 7.5 tonne weight restrictions except loading. The route does not represent a significant diversion in terms of distance compared to the direct route through the town centre along Station Road with the exception of vehicles travelling to and from Yate on the Badminton Road Route. HGVs making through trips are clearly signposted to use the Yate Town Centre Through Route. There is therefore likely to be limited abuse of the weight restriction on Station Road, and little difference in travel time between the study route and the direct route as Station Road is subject to many signal controlled junctions along its length. Figure 12 shows Station Road HGV prohibition signage.

YATE HGV STUDY

Figure 12 – Station Road HGV prohibition signage

The Chipping Sodbury town centre (High Street) 7.5 tonne weight restriction is aided by the fact that the study route is by far the more practical option for west‐east through traffic than the High Street. Abuse of the Chipping Sodbury weight limit is therefore likely to be minimal. This study route can be classified as urban as it is bounded by built‐up residential or industrial area on at least one side for the duration of the route, and for significant sections of the route on both sides. As well as an important west‐east through route, Goose Green Way is the primary distributor route for the North Yate residential areas. There are major HGV attractors and generators on this route, namely the industrial estates in the west of Yate and the businesses in Yate town centre. As a result this route is heavily trafficked. It was noted on site visit that the busiest sections of the route for HGVS were the Yate Road and Iron Acton Way sections. Several large HGVs were observed using Goose Green Way/Link Road/Kennedy Way for through trips suggesting that the Station Road weight restriction is effective to at least some degree. A number of HGVs were observed travelling between Goose Green Way and Peg Hill. These appeared to be construction vehicles and presumably related to house‐building in North Yate. Road widths are generous for the duration of the route, and much of the Kennedy Way/Cotswold Way section is dual‐carriageway, almost exclusively so in the eastbound direction of travel. The highway pavement is generally of a good condition, although the western section of Goose Green Way appears to be the most de‐graded with the central dividing white line almost invisible. Sight‐lines are generally good, there is only one sharp bend on the entire route and there are no significant gradients. A number of accidents were recorded on this route. This is unsurprising given the volume of traffic on the route and the fact there is significant congestion at peak times. There are no really significant accident cluster locations although 4 accidents, including a serious accident, were recorded at the Goose Green Way/Peg Hill junction which is depicted in Figure 13. Kennedy Way was subject to a handful of accidents including a fatality when a pedestrian was struck in the vicinity of the Bowling Road over‐bridge. The speed limit is exclusively 40mph on this route, with the exception of Link Road and Stover Road/Yate Road where the speed limit is unclear, but assumed to be 30mph and 60mph respectively. The speed limit on Kennedy Way was reduced from 50mph to 40mph relatively recently following the accidents outlined above. The route is 6.45km in length.

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Figure 13– Accident site at Goose Green Way / Peg Hill junction

Traffic Flow Data and Flow Classification Traffic flows for the following six routes have been established using Automatic Traffic Counters (ATCs):  Latteridge Route: Counter is just east of the A38 with no access to M5 so the count is probably representative of the whole route.  Rangeworthy Route: Counter is on B4509 just east of the M5 so the count is probably representative of the whole route.  Winterbourne Route: Counter is on the B4058 just north of the junction with A4174 and M32 junction 1 but with no direct access to M4 so the count is probably representative of the whole route  Old Sodbury Route: Counter is at Colt’s Green, East of Yate centre and will be representative of A432. The count may not be so representative of the A46 section of the route.  Badminton Road Route: The counter is just north of the A4147/ A432 junction just North of M5 overbridge. There is no direct access to M5 so the count is probably representative of the whole route.  Yate Town Centre Through Route: The count site is located on the B4059 Iron Acton Way just east of the junction with North Road. This location is east of the main Yate industrial estates and north‐west of Yate town centre so is probably representative of through traffic. It should be noted that the data used was Manual Classified Count (MCC) data. It did not include vehicle breakdown so a composite of two other count sites (Yate Road just east of Dyers lane, and A432 Badminton Road, Old Sodbury) has been used as a proxy for the likely HGV volume and HGV percentage at this site.

Data for all sites except that along the Old Sodbury route and the Town Centre Through Route has been provided for the weekday (Monday to Friday) average during the neutral month of May 2014. The relevant ATC site for Old Sodbury route showed incomplete data for the month of May 2014 so March 2014 has been used as a substitute. The MCC data for the Yate Town Centre Through Route covered one full week only in early July 2008. This data is 6 years older than the data for the other study routes so must be treated with caution. However, Yate hasn’t expanded significantly in the last six years, and due to the recent economic recession 2004 traffic levels are likely to be similar to 2008 traffic levels – see Figure 2 of

YATE HGV STUDY

DfT Road Transport Forecasts 2013 for further details. Therefore the traffic flow figures for the Yate Town Centre Through Route are likely to be comparable with the other study routes. The following sections outline the key data from the surveys along each route as defined by Table 2. Table 2. Traffic flow definitions

Period Definition

AM Peak A single hour period between 7am and 10am during which the highest volume of traffic uses the route

HGV Peak (Total) A single hour period between 7am and 7pm during which the highest volume of HGVs use the route

HGV Peak (% between A single hour period between 7am and 7pm which has the highest proportion of HGV 07:00‐1900) traffic when compared to the total flow of all vehicles

PM Peak A single hour period between 4pm and 7pm during which the highest volume of traffic uses the route

Twelve Hour (daytime) The daytime period between 7am and 7pm

Twelve Hour (night time) The night time period between 7pm and 7am

24 hour A complete day of traffic data

When considering the % HGV peak the busiest hour during a twelve hour period between 07:00 and 19:00 has been used as low flows outside of these periods artificially inflate the HGV proportion.

The six study routes Latteridge Route The 6.45km Latteridge route runs from the A38 at its junction with the B4427, Church Road, along the B4427 before merging with the Winterbourne route at the B4058, Yate Road. The survey site (site 4800) was located east of the A38 prior to the B4427/M5 overbridge. Figure 14 summarises key findings of the traffic surveys in relation to use by HGVs. Table 3 shows directional 24 hours traffic Flow on Latteridge Route.

Table 3. Latteridge Route ‐ Summary of traffic data

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 08:00‐09:00 383 21 5.48 08:00‐09:00 497 28 5.63

HGV Peak 16:00‐17:00 425 26 6.12 07:00‐08:00 451 40 8.87 (Total)

HGV Peak (% 09:00‐10:00 222 20 9.01 14:00‐15:00 247 24 9.72 between 07:00‐1900)

PM Peak 17:00‐18:00 471 20 4.25 17:00‐18:00 450 4 0.89

Twelve Hour 07:00‐19:00 3578 217 6.06 07:00‐19:00 3756 224 5.96 Daytime

Twelve Hour 19:00‐07:00 613 34 5.55 19:00‐07:00 634 50 7.89 Night time

24 hour 4191 251 5.99 4390 274 6.24

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Figure 14. Latteridge Route ‐ Directional 24 hours traffic Flow

Winterbourne Route The Winterbourne route runs northwards from the A4174 dual carriageway along the B4058 to a point just east of its junction with the B4059 and has a length of approximately 7.2km. The ATC survey site, number 4080, was located along Bristol Road immediately east of the M5 overbridge. Figure 15 summarises traffic data of Winterbourne Route. Table 4 shows directional 24 hours traffic Flow on Winterbourne Route. Table 4. Winterbourne Route ‐ Summary of traffic data

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 08:00‐09:00 277 10 3.61 08:00‐09:00 526 10 1.90

HGV Peak 14:00‐15:00 333 13 3.90 09:00‐10:00 377 14 3.71 (Total)

HGV Peak 09:00‐10:00 193 12 6.22 12:00‐13:00 293 14 4.78 (% between 07:00‐1900)

PM Peak 16:00‐17:00 446 8 1.79 17:00‐18:00 412 6 1.46

Twelve Hour 07:00‐19:00 3679 126 3.42 07:00‐19:00 4269 133 3.12 Daytime

Twelve Hour 19:00‐07:00 894 14 1.57 19:00‐07:00 903 20 2.21 Night time

24 hour 4573 140 3.06 5172 153 2.96

YATE HGV STUDY

Figure 15. Winterbourne Route ‐ Directional 24 hours traffic Flow

Rangeworthy Route The Rangeworthy route is the longest of those studied at 13.6km and also somewhat more convoluted. Beginning at junction 14 of the M5 it follows the B4059 eastwards before turning southwards along the B4058 towards the Winterbourne route discussed above. Data was collected from site 4782 along the B4509, immediately east of junction 14. Table 5 summarises traffic data of Rangeworthy Route. Figure 16 shows directional 24 hours traffic Flow on Rangeworthy Route. Table 5. Rangeworthy Route ‐ Summary of traffic data

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 07:00‐08:00 821 43 5.24 07:00‐08:00 661 42 6.35

HGV Peak 09:00‐10:00 480 48 10.00 08:00‐09:00 548 52 9.49 (Total)

HGV Peak (% 11:00‐12:00 382 41 10.73 09:00‐10:00 339 47 13.86 between 07:00‐1900)

PM Peak 16:00‐17:00 603 18 2.99 17:00‐18:00 732 22 3.01

Twelve Hour 07:00‐19:00 6000 410 6.83 07:00‐19:00 5664 416 7.34 Daytime

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Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

Twelve Hour 19:00‐07:00 1039 105 10.11 19:00‐07:00 1220 112 9.18 Night time

24 hour 7039 515 7.32 6884 528 7.67

Figure 16. Rangeworthy Route ‐ Directional 24 hours traffic Flow

Badminton Road Route The Badminton route along the A432 is the shortest in the study at just 5.7km. It begins to the west of Yate at the junction of the A423 and the B4059 following the A432 to its roundabout junction with the A4174. The ATC survey (site 4753) for this route was located along the A432 immediately north of Cuckoo Lane. Table 6 summarises traffic data of Badminton Route. Figure 17 shows directional 24 hours traffic Flow on Badminton Route.

YATE HGV STUDY

Table 6. Badminton Route ‐ Summary of traffic data

Northbound Southbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 07:00‐08:00 1008 34 3.37 07:00‐08:00 693 54 7.79

HGV Peak 10:00‐11:00 627 52 8.29 07:00‐08:00 693 54 7.79 (Total)

HGV Peak (% 10:00‐11:00 627 52 8.29 07:00‐08:00 693 54 7.79 between 07:00‐1900)

PM Peak 17:00‐18:00 839 38 4.53 18:00‐19:00 635 11 1.73

Twelve Hour 07:00‐19:00 8851 494 5.58 07:00‐19:00 7326 410 5.60 Daytime

Twelve Hour 19:00‐07:00 2155 98 4.55 19:00‐07:00 2069 107 5.17 Night Time

24 hour 11006 592 5.38 9395 517 5.50

Figure 17. Badminton Route ‐ Directional 24 hours traffic Flow

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Old Sodbury Route The 6.8km Old Sodbury route begins at junction 18 of the M4 motorway travelling northwards along the A46 turning westwards onto the A432 at Old Sodbury terminating at the eastern edge of Yate. ATC site 4745 which provided the data for this route was located just east of Station Close, near the town of Yate. Table 7 summarises traffic data of Old Sodbury Route. Figure 18 shows directional 24 hours traffic Flow on Old Sodbury Route.

Table 7. Old Sodbury Route ‐ Summary of traffic data

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 08:00‐09:00 516 32 6.20 07:00‐08:00 788 57 7.23

HGV Peak 14:00‐15:00 395 36 9.11 07:00‐08:00 788 57 7.23 (Total)

HGV Peak (% 09:00‐10:00 371 35 9.43 11:00‐12:00 333 41 12.31 between 07:00‐1900)

PM Peak 17:00‐18:00 633 26 4.11 17:00‐18:00 500 17 3.40

Twelve Hour 07:00‐19:00 4994 363 7.27 07:00‐19:00 5076 416 8.20 Daytime

Twelve Hour 19:00‐07:00 844 77 9.12 19:00‐07:00 990 106 10.71 Night Time

24 hour 5838 440 7.54 6066 522 8.61

Figure 18. Directional 24 hours traffic Flow – Old Sodbury Route

YATE HGV STUDY

Yate Town Centre Through Route The 6.4 km Yate Town Centre Through Route begins at the Badminton Road/Stover Road junction west of Yate and continues along Yate Road, Iron Acton Way, Goose Green Way, Link Road, Kennedy Way and Cotswold Way until the Smarts Green roundabout junction in the south‐east of Chipping Sodbury. Most of the count data available for sites on this route was for total vehicle flow only and not broken down by vehicle type. The few sites that did break the overall flows down by vehicle type did not have data for an entire 24 hour period. As a result there was no data for this route that was consistent in format, vehicle breakdown, or time period with the other sites. As a result, careful thought has been given to a methodology that will provide traffic flow data in the most similar format to the other sites. The chosen methodology is as follows: 1. Two representative sites have been chosen with 24hr HGV breakdown data to provide a proxy HGV percentage for each analysis time period. The two sites have been chosen as they are broadly speaking at opposite ends of the study route: a. Site 4215: B4059 Yate Road east of Dyers Lane b. Site 4745: A432 Badminton Road east of Station Close, Old Sodbury 2. The data from these two sites has been averaged to provide an average combined representative HGV percentage 3. The HGV percentage has been applied to the traffic flow data for Site 20080032: B4059 Iron Acton Way east of North Road to generate overall HGV volumes for each analysis time period. This site was chosen for the following reasons: a. The count data available is for both directions of travel and covers a full week in early July 2008 for an entire 24 hour period for each day. The data analysed and presented below is weekday average data in order to be as comparable as possible with the other study routes. b. The location east of the junction with North Road is west of Chipping Sodbury, north of Yate Town Centre, and east of the industrial estates in the western section of Yate. Traffic counted here is therefore likely to be genuine through traffic. Table 8 summarises traffic data for the Yate Town Centre Through Route according to the above methodology. Figure 19 shows directional 24 hours traffic Flow on the Yate Town Centre Through Route. Table 8. Yate Town Centre Through Route ‐ Summary of traffic data

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

AM Peak 08:00‐09:00 541 28 5.11 08:00‐09:00 905 53 5.83

HGV Peak 09:00‐10:00 07:00‐08:00 476 35 7.36 757 52 6.82 (Total)

HGV Peak (% 10:00‐11:00 11:00‐12:00 between 406 30 7.43 452 38 8.30 07:00‐1900)

PM Peak 17:00‐18:00 1080 28 2.63 17:00‐18:00 491 11 2.18

Twelve Hour 07:00‐19:00 07:00‐19:00 7400 474 6.41 6692 389 5.81 Daytime

Twelve Hour 19:00‐07:00 19:00‐07:00 1772 122 6.91 1461 112 7.66 Night Time

24 hour 9172 596 6.50 8153 501 6.14

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Figure 19. Directional 24 hours traffic Flow – Yate Town Centre Through Route

An interesting comparison is to contrast the figures in Table 8 with the 12 hour daytime data for the MCC count that was undertaken on one weekday in early July 209 at Goose Green Way, south of the B4060 Peg Hill junction. The 12 hour daytime data, which included HGV breakdown, is outlined in Table 9. Table 9. MCC data at Goose Green Way south of B4060 Peg Hill

Eastbound Westbound Peak Period Peak hours Total flow HGV flow % HGV Peak hours Total flow HGV flow % HGV

Twelve Hour 07:00‐19:00 07:00‐19:00 6372 223 3.50 6021 264 4.38 Daytime

The total flow figures for the Goose Green Way site are lower than the 12 hour daytime figures for the Iron Acton Way site, and the HGV percentage figures are significantly lower. Bearing in mind that the HGV percentages for the Iron Acton Way site are based on the composite Yate Road / Old Sodbury Badminton Road site figures, the comparison would suggest that there is a greater proportion of HGVs at either end of the study route than on the ‘genuine’ through section of Goose Green Way. This is perhaps not surprising as a lot of HGV traffic on Yate Road is likely to be travelling to and from the industrial estates in the west of Yate or Yate town centre, and a lot of traffic on Badminton Road, Old Sodbury is likely to be travelling to and from Chipping Sodbury town centre and Yate town centre. It also suggests that a significant proportion of HGVs travelling through or beyond Yate town centre are adhering to the

YATE HGV STUDY directional signage and complying with the town centre weight restriction. This was also backed up by the findings of the site visits in which HGVs were observed travelling from Goose Green Way to Kennedy Way via Link Road (in both directions of travel).

In terms of general traffic, the tidal pattern of movement on the Yate to Old Sodbury Route is that a greater volume of all traffic travels westbound in the morning and eastbound in the evening. This is logical in terms of the count site being on the western section of the route on Iron Acton Way as it reflects out‐commuting from Yate residential areas to the western Yate industrial areas and the Bristol urban area and North‐west fringe area.

Main Mobility Corridors Along with the local routes described above, HGVs would also be required to use Primary Routes, some of which are part of the Strategic Road Network (SRN) operated by the Highways Agency (HA). They are:  The M5 – a north/south motorway running from Birmingham to Exeter which is part of the SRN operated by the HA  The M4 – a east/west motorway running from London to South West Wales which is part of the SRN operated by the HA  The A38 – a primary route from the South West to the Midlands, again part of the SRN operated by the HA  A4174 –a ring road around the northern and eastern edges of Bristol that, although a primary route, is operated by the Local Highway Authorities. Flows for the first four of these routes have been gathered from the DfT’s online traffic data tool, however the data is only available as combined direction Annual Average Daily Flows (AADF). The flows for the latest complete year (2013) are summarised in Table 10.

Table 10. Traffic flows on adjacent major mobility corridors

Road Site Location Total flows Total HGV %HGV

M5 26020 Between junctions 14 & 15 84282 7776 9.22

M4 56015 Between junction 19 & 20 110725 11119 10.04

M4 36016 Between junctions 18 & 19 85811 7164 8.35

A38 6399 Between Old Rd & B4427 21556 677 3.14

A38 26402 Between B4427 & B4061 21652 618 2.85

A38 46406 Between B4061 & B4509 6650 365 5.49

A4174 99050 Between A4174 & A432 32927 2037 6.19

A4174 99051 Between A432 & Emersons Way Roundabout 37072 1964 5.30

Pavement Condition This section of the study considers condition data and maintenance for the considered routes. It discusses overall condition in relation to traffic flow, but in particular, heavy goods vehicle flow. The majority of the lengths in each route are of reasonable width and alignment, with few steep gradients.

Information supplied  Classified traffic count at one location for each route  SCANNER condition data in Red/ Amber/ Green pdf format on route plans  SCRIM skidding deficiency data in refined Red/ Amber/ Green pdf format on route plans

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Other Information A drive‐through condition review was carried out by an experienced pavement engineer on 25th September 2014. It was not intended that this should be a detailed visual survey but a strategic view, commensurate with the overall study. The survey also acted as a reality check on the SCANNER information. An additional condition review was undertaken on 30 October 2014 to assess the Yate Town Centre Through Route. A photographic record is appended for each project length (Appendix 1). The photographs are not intended to be a detailed record but a general indication of condition and representative defects.

Traffic Flows Traffic counts have been provided for the following locations:  Latteridge Route: Counter is just east of the A38 with no access to M5 so the count is probably representative of the whole route.  Rangeworthy Route: Counter is on B4509 just east of the M5 so the count is probably representative of the whole route.  Winterbourne Route: Counter is on the B4058 just north of the junction with A4174 and M32 junction 1 but with no direct access to M4 so the count is probably representative of the whole route  Old Sodbury Route: Counter is at Colt’s Green, East of Yate centre and will be representative of A432. The count may not be so representative of the A46 section of the route.  Badminton Road Route: The counter is just north of the A4147/ A432 junction just North of M5 overbridge. There is no direct access to M5 so the count is probably representative of the whole route.  Yate Town Centre Through Route: The count site is located on the B4059 Iron Acton Way just east of the junction with North Road. The count site is located east of the main Yate industrial estates and north‐west of Yate town centre so is probably representative of through traffic. It should be noted that this data is MCC data not ATC data and did not include vehicle breakdown so a composite of two other count sites (Yate Road just east of Dyers lane, and A432 Badminton Road, Old Sodbury) has been used as a proxy for the likely HGV volume and HGV percentage at this site.

Table 11 summarises the traffic counts in relation to this study. The OGV1/ OGV2 classifications have been interpreted from the count results.

YATE HGV STUDY

Table 11. Summary of traffic counts

Site Direction OGV1 OGV2 Total HGV Total all traffic

Old Sodbury:A432 Badminton Road e/o Eastbound 850 (274) 162 440 5838 Station Close, Old Sodbury (Counter 4745) Westbound 907 (392) 176 522 6066

Badminton: A432 Badminton Rd n/o Cuckoo Northbound 1347 164 592 11006 Lane, Downend (469)

(Counter 4753) Southbound 1108 167 517 9395 (386)

Winterbourne: B4058 Bristol Road e/o Eastbound 521 (123) 19 140 4573 B4427, Hambrook Westbound 516 (138) 23 153 5172 (Counter 4080)

Rangeworthy: B4509 e/o M5 Junction 14, Eastbound 888 (303) 219 515 7039 Westbound 1114 223 528 6884 (Counter 4782) (289)

Latteridge: B4427 Church Road e/o A38, Eastbound 600 (174) 85 251 4191 Westbound 643 (198) 90 274 4390 (Counter 4800)

Yate Town Centre Through Route: B4059 Iron Eastbound 596 9172 Acton Way e/o North Road Westbound 501 8153 (Site number 20080032)

CA Classification System: C&A 10 Class Vehicle Type 1 Motor Cycle 2 Car or Light Van 3 Car or Light Van + Trailer 4 Heavy Van 5 Light Goods 6 Rigid 7 Rigid + Trailer 8 Articulated HGV 9 Minibus 10 Coach

In Table 11 above:  OGV1 and OGV2 refer to the Highways Agency classification in DMRB HD24 (Traffic Assessment)  OGV1 has been taken as the sum of Classes 4, 5, 6, and 10. Figures in brackets exclude Class 4.  OGV2 has been taken as the sum of classes 7, and 8  NB: Class 6 includes 4 axle rigids, which are OGV1. As these are a very low proportion of Class 6 there is very little error.

It should be noted that the wear of an axle is not in proportion to its mass but approximately in proportion to the fourth power of its mass. In UK the wear, or “damage” from axles of all types is related to a standard equivalent 8 tonne axle. A five tonne axle is (5 8)4 = 0.15, an eight tonne axle (8 8)4 = 1.0, and a ten tonne axle (10 8)4 = 2.44. (i.e. a 5 tonne axle is only equivalent to 0.15 standard axles but a 10 tonne axle is equivalent to 2.44 equivalent eight tonne axles). It is seen that heavy vans and even 10 tonne delivery

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lorries are significantly less damaging than vehicles with 8‐10 tonne axles. This is why heavy vans (Class 4 in traffic counts) have been excluded from one of the interpreted figures in Table 11 above. Generally none of the individual sites has high HGV flow and this will impact on maintenance as it is HGV’s that cause most wear.

Carriageway Conditions Scanner Surveys carried out to SCANNER specifications are a national standard providing pavement survey information on a wide range of parameters; SCANNER surveys are essentially automated visual condition surveys. Output from the surveys also allows comparison of one route with another, and one authority to another. The Road Condition Index (RCI) is one means of achieving this. SCANNER measures a wide variety of parameters, which can be used to asses features such as edge deterioration, “bumps” (potholes), ruts etc. RCI figures are used for national statistics. Four defects comprise the RCI score:  Ruts; tramline effect, measured in mm  Cracks: measured as a percentage of area  Ride quality: Reported as 3 metre and 10 metre Longitudinal Profile Variance (LPV), where the longitudinal shape of a wheelpath is compared with adjacent 3, or 10 metre lengths.  Texture Depth: measured in mm. This is the macro‐texture of the road surface that provides water‐clearing properties analogous to the tread on a tyre.

The RCI scores each defect and reports the total of scores to a Red/ Amber/ Green traffic light system over 20 metre lengths. Each defect has an upper and lower limit. Below the lower limit there is no score. Between the lower and upper limit there is a sliding scale from zero to 100. A total score of all defects of up to 40 is regarded as good (Green). A total score between 40 and 100 is regarded as a situation where maintenance should be planned (Amber). Above a score of 100 the section of road is regarded as requiring maintenance (Red). A weighting system limits any one of the four particular defects to a score of 90 (i.e. in any 20m length the Red situation cannot be generated by one type of defect alone). Each year Highway Authorities report the total length of Red in each of roads Classes A, B, and C for national statistics. It should be noted that the lower and upper limits of defects are different for different Classes of road so a similar score will not necessarily indicate the same degree of defectiveness (i.e. a Class B road with a score of 80 may be in worse condition than an A Road with a score of 80 because the level of service is less). For A Roads the national average is about 6 to 7%, and for rural B Roads it is about 10%. There are several points to note when considering RCI scores. Surface dressing is a very effective technique. It will not improve rutting or ride quality but properly laid it seals cracks against ingress of water and provides texture depth. However, because of these qualities it can disguise underlying defects in a SCANNER survey. Ride quality (LPV), especially on rural roads can be an indicator of defectiveness or the onset of defectiveness; increasing values for LPV year to year indicate deterioration. However, hand laid haunch repairs (edge repairs) and intermittent repairs can give poor ride quality even though the pavement is sound. In urban areas SCANNER will tend to identify poor ride quality at junctions, with cracking in utility trenches and ironwork etc. Whilst these are defects per se they would often not require specific remediation. Maps of SCANNER RCI are included in Appendix 1.

Skidding Resistance Each section of road will have been allocated a skid category, based on the type of road and layout. Each Category will have an Investigatory Level (IL) of in service skidding resistance. Categories are usually based on HD 28 (Skid Resistance), as amended by IAN 98. In service skid resistance is measured at network level using SCRIM (Sideways force Routine Investigation Machine) and compared with the IL. Where the measured skidding resistance is less than the IL there is said to be SCRIM Deficiency. It should be noted that sites with bends, gradients, and approaching junctions may have a higher skidding resistance requirement (IL); for the same level of in service skidding resistance one site may have deficiency whilst another may not, depending on the site category. Wet skidding resistance is partly provided by surface texture depth. Otherwise skidding resistance is provided by the Polished Stone Value (PSV) of the surfacing

YATE HGV STUDY aggregate. Polishing reduces skidding resistance. Most polishing is caused by heavy goods vehicles, and is exacerbated by higher stress sites such as bends and braking areas. The relatively good alignment over most of these routes, and the fairly low HGV flows should mean that polishing is not a major issue. It was noted during the drive through survey that some lengths of surface dressing had suffered stripping or bleeding; this reduces texture depth, and the area of aggregate in contact with tyres. South Gloucester Council SCRIM record maps report the following bands of deficiency: < ‐0.15 ‐0.15 to ‐0.11 ‐0.10 to ‐0.06 ‐0.05 to ‐0.01 0.00 to 0.04 0.05 to 0.09 >0.09 This section of the report will make general comments on SCRIM levels in maintenance terms. Maps of SCRIM deficiency are included in Appendix 1.

Overall Condition Overall the lengths were in good condition. As might be anticipated the rural lengths of B Road had significant surface dressed lengths. The edges of minor roads are often evolved sections of ad‐hoc widening that suffer significant lengths of haunch failure/ edge deterioration, mainly as a consequence of heavy vehicles travelling very close to the edge. The lengths in this study generally have adequate width and are of reasonable alignment. Vehicles do not need to travel close to the edge and the overall width means that wheelpaths are not channelized. Nevertheless edge deterioration is probably the predominant defect, leading to combinations of rutting/ cracking/ poor LPV in the SCANNER score. SCANNER data can be used to generate an Edge Condition Index, which some authorities find useful; it does not form part of the SCANNER RCI. The drive through survey confirmed that the SCANNER surveys were giving an accurate overall impression of the carriageway condition. The SCANNER RCI’s indicate low levels of Category Red condition. Equally important the levels of Category Amber are also low, indicating that there is not an immediate backlog of Red in the pipeline.

Condition at the study routes Latteridge route B4059: Overall this section is in fair condition with 6.83% in the SCANNER Red category between Iron Acton and Earthcott Green and 0.73% between Earthcott Green and Rudgeway. Overall the SCANNER surveys seem to reflect condition in the field. Between Iron Acton and Earthcott Green the surfacing is predominantly surface dressing. Between Earthcott Green and Rudgeway there are long lengths of surface dressing and Thin Surface Course. Starting in the South at Iron Acton the SCANNER results indicate poor pavement over a short length and this is confirmed by visual assessment. There is significant edge deterioration combined with utility trench reinstatements over a short, continuous length. To a lesser extent the defects extend to the level crossing, where there are further concentrated defects (See Photos 1‐ 10 Iron Acton to level crossing in –Latteridge Route ‐ Appendix 1). There is some bleeding/ stripping of the surface dressing. The defects generally have poor ride quality. These too are reflected in the SCANNER survey. It is noticeable that these sections are narrower and of poorer alignment than the majority of the length. Similarly there are edge defects and stripping on the uphill section approaching Latteridge (See Photos 11 and 12 ‐ Latteridge Route ‐ Appendix 1). The Thin Surface Course through Latteridge is fair (See Photo 13 ‐ Latteridge Route ‐ Appendix 1). From the power lines North of Latteridge nearly to Earthcott Green there are intermittent defects of edge deterioration and surface fretting. From Earthcott Green (See Photo 14 ‐ Latteridge Route ‐ Appendix 1) through to Rudgeway the carriageway is generally wider and the overall condition is very good (See Photos 15 and 16 ‐ Latteridge Route ‐ Appendix 1). The main issues in this section are at the South end where there is significant edge deterioration and rutting. The road through this section is narrower with sharp bends; heavy vehicles will be travelling on the pavement edge. There are similar issues on the approach to Latteridge from the south. With these exceptions the existing maintenance regime appears to be appropriate for the traffic being carried.

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SCRIM: There are no lengths where the SCRIM deficiency exceeds ‐0.15 but there are deficient areas between the A38 and M5 at the West end, and along the narrow stretch of carriageway at the East end, by Acton Court, where bleeding/ stripping was identified in the wheelpaths.

Rangeworthy Route From A38 to Hill (junction B4059) there is 1.39% Red; from Charfield Hill to B4059 junction at Acton Lodge there is 2.7% Red. From the visual survey the RCI data seems to reflect actual condition. Most of the route is surface dressed. There are few visible defects in the mainly surface dressed length from A38 (See Photos 1 and 2 ‐ Rangeworthy Route – Appendix 1) to Charfield Hill but there are edge defects, and surfacing defects approaching Charfield Hill and Cromhall; there is also some polishing and bleeding in wheelpaths (See Photos 3 to 6 around junction at Charfield Hill, and Photos 7 to 10 around Cromhall ‐ Rangeworthy Route – Appendix 1). Around Heath End there are signs of significant half‐width patches beneath the surface dressing; the joint sealant is bleeding through (See Photos 10 to 12 ‐ Rangeworthy Route – Appendix 1). Defects continue to Cowslip Farm but are more intermittent. From Cowslip Farm to Acton Lodge there are intermittent Red/ Amber lengths but no significant individual defects. The road is severely rutted outside the garden centre at Acton Lodge, with rutting and associated linked cracking (See Photos 14 and 15 ‐ Rangeworthy Route – Appendix 1). There is wheelpath bleeding from Acton Lodge to the junction with B4059 (See Photo 16 ‐ Rangeworthy Route – Appendix 1). Overall this section is sound, with few defects. There are specific issues with edge deterioration on the southbound approach to Charfield Hill and section through Cromhall to Heath End; this section also has the most concentrated lengths of RCI Category Amber. Examination of the edge line in Photograph 5 (Rangeworthy Route – Appendix 1) illustrates the issue with ride quality. Some of the issues here will be in relation to loss of texture depth because of bleeding/embedment of surface dressing, and ride quality. Nevertheless the existing maintenance regime appears to be appropriate for the traffic being carried. SCRIM: There is one length where the SCRIM deficiency exceeds ‐0.15 at the bend through Blagstone but there are deficient areas North and South of Charfield Hill and through Blagstone/ Rangeworthy, where bleeding/ stripping was identified in the wheelpaths. At the South end, the section towards the B4059 junction is deficient but again stripping/ bleeding was identified in wheelpaths (See Photo 16).

Winterbourne Route The section from the B4059 junction at Iron Acton and Winterbourne Hill is included in the overall length in the Rangeworthy survey and the whole length has 2.7% Red from RCI. The first length is in surface dressing, changing to Thin Surface Course/ AC10 between Elm Farm and the start of the built up area in Frampton Cotterell. (See Photos 1 and 2 at Elm Farm, and 3 to 5 approaching Frampton ‐ Winterbourne Route – Appendix 1). Through Frampton Cotterell and Winterbourne the route becomes more urban with a mixture of Thin Surface Course and HRA surfacing. There is intermittent surface deterioration, which may be associated with utility reinstatements (See Photos 5‐10 ‐ Winterbourne Route – Appendix 1). There is some severe rutting in Winterbourne at the top of Winterbourne Hill (See Photos 10 and 11 ‐ Winterbourne Route – Appendix 1). There is also rutting on the south side of the motorway bridge (See Photo 13, with a general view in Photo 12). SCANNER information was not supplied from the M5 overbridge to A4174 but major road works were taking place at the time of the drive through survey Overall this section is sound but with discrete areas of severe defects. The more urban sections through Frampton/ Winterbourne have a greater incidence of RCI Amber category but this is likely to be caused by issues such as joints around utility openings, poor ride quality around junctions and utility openings. Whilst these are defects they will often not require specific remediation. The existing maintenance regime appears to be appropriate for the traffic being carried. SCRIM: There are no lengths where the SCRIM deficiency exceeds ‐0.15 but there are deficient areas through the urban areas in Winterbourne and down Winterbourne Hill.

Badminton Route This section has 2.26% in the RCI Red category. The surfacing is mixed with a length of micro‐asphalt at the South end (See Photos 1 and 2 ‐ Badminton Route – Appendix 1) and a mixture of Thin Surface Course and surface dressing in the more open lengths. The more urban lengths, with residential properties

YATE HGV STUDY adjacent, tend to be Thin Surface Course/ AC10. The SCANNER information indicates a length of significant defects by Park Lane but it was evident on the drive through inspection that substantial resurfacing/ repairs had been carried out recently (See Photo 3 ‐ Badminton Route – Appendix 1). There is a further defective section north of the railway viaduct (See Photo 6, with general condition around the viaduct in Photos 4, and 5 ‐ Badminton Route – Appendix 1). There are intermittent defects in the residential area through Coalpit Heath (See pictures 7 to 10 ‐ Badminton Route – Appendix 1); these defects may be associated with longitudinal utility trenches. The wider section through Nibley and up to the council offices is generally free of significant defects. The most significant defects identified by the SCANNER survey (around Park Lane) have been rectified. There are remaining issues in the urban areas where there are multiple minor surfacing defects. The existing maintenance regime appears to be appropriate for the traffic being carried. SCRIM: There is one length where the SCRIM deficiency exceeds ‐0.15, near Park Lane but this may have been addressed in works apparently carried out before the drive through survey. Otherwise there are only intermittent lengths of deficiency.

Old Sodbury Route This length consists of two sections, the A432 from Smarts Green to the junction with A46 just East of Old Sodbury, and the A46 continuing south to M4 Junction 18. The RCI data indicates the first section (A432) has 2.26% in the Red category, and the section of A46 has 0.63%. There is no plan provided for Smarts Green to Old Sodbury but this section, surfaced in Thin Surface Course is visually in good condition. With the exception of surface dressing on the hill approaching the A432/ A46 junction, and the extreme South of the section near J18, all surfacing is Thin Surface Course. The visual survey confirmed the low level of defects indicated by the SCANNER survey. Photographs 1 to 8 (Old Sodbury Route – Appendix 1) along the route show general condition only. There was some additional rutting and cracking on the bend on the hill just South of the A432/ A46 junction. The SCANNER survey has located the cracking and rutting across the entrance to Acton Turnville Road. Overall this section is sound, with few defects. The existing maintenance regime appears to be appropriate for the traffic being carried. SCRIM: There is one length where the SCRIM deficiency exceeds ‐0.15, at the immediate approach to the A46 junction. Otherwise there are only a few intermittent deficient lengths.

Yate Town Centre Through Route Data was initially received from SGC for the Iron Acton Way/Goose Green Way/Link Road section of the route. Data was subsequently received for the Stover Road/Yate Road and Kennedy Way/Cotswold Way sections a few weeks later. The data for the Iron Acton Way/Goose Green Way/Link Road section was received in both PDF and MapInfo form. Unlike the other routes, the PDFs did not include a bar chart outlining the percentage breakdowns of the four quality categories for the Scanner Subsection data and the seven categories for the SCRIM deficiency. However, from the MapInfo tables the percentage results have been calculated. For the Scanner subsection data 3.1% of the route is category Red, 4.9% is category Orange, 10.4% is category Yellow and 81.6% is category Green. The visual survey confirmed the low level of defects indicated by the SCANNER survey. The section in poorest condition is the section of Goose Green Way around the Greenways Road and Randolph Avenue junctions and it is worth noting that it was apparent from the visual survey that this was the poorest section of the entire route. SCRIM: There is one section where the SCRIM deficiency exceeds ‐0.15 in both directions of travel, at the junction with North Road. Otherwise there are only intermittent lengths of deficiency.

When the outstanding data for the Stover Road/Yate Road and Kennedy Way/Cotswold Way sections of the route arrived it became clear that this section of the route was in very good condition. The new data was in BMP and MapInfo form and also without the percentage breakdown into the four quality categories for the Scanner Subsection data and the seven categories for the SCRIM deficiency data. The Kennedy Way/Cotswold section of the route is in excellent condition in terms of subsection with very

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few sections scored as Red and Amber. The SCRIM results are also good with no parts of this section colour‐coded in red or yellow that would indicate deficiency exceeding ‐0.15 and ‐0.11 respectively. The Stover Road/Yate Road section of the route is in even better condition. The Subsection results show almost all green with a few small areas of yellow. The SCRIM results show no parts in red or yellow that would indicate deficiency exceeding ‐0.15 and ‐0.11 respectively. (Photos 1 to 11 – Yate Town Centre Through Route ‐ Appendix 1) show general condition along the route. It can be seen from the photographs that there is some cracking and rutting on certain sections, but that in general the section is sound with few defects. The existing maintenance regime appears to be appropriate for the traffic being carried. One issue to highlight is the extremely faint central white lining on certain parts of the carriageway, in particular those parts of the route that had the worst Scanner Subsection results such as Goose Green Way (see photo 7 – Yate Town Centre Through Route ‐ Appendix 1).

Air Quality This section of the study considers the available data for air quality for each of the routes, and the constraints that air quality may present for any planning decision around the route options. Air quality policy tends to work only to provide constraints rather than opportunities for traffic management.

Air quality data has been obtained from published information and more recent data directly from the officer responsible at SGC. The data appears to be comprehensive and well‐prepared. 2013 data is included in Appendix 2.

The measurement locations are presented in Figure 20, with one single measurement on the Badminton Road Route and numerous locations on the south end of the Winterbourne Route, close to the ring road. There are a few monitoring sites on Station Road in Yate but none on the Yate Town Centre Through Route itself. In terms of the study routes, this shows immediately that air quality is only likely to be a potential concern on the Badminton Road Route, and Winterbourne Route. This is because Local Authorities are directed by the Air Quality Strategy 2007 to measuring air quality where it is likely that there are issues. There may potentially be an air quality constraint to increasing flows on the Winterbourne Route. There are unlikely to be air quality constraints on the Badminton Road, Old Sodbury, Rangeworthy, Latteridge and Yate Town Centre Through Routes.

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Figure 20. Air quality measurement locations

Legislation The Local Air Quality Management (LAQM) process as set out in Part IV of the Environment Act (1995) and the Air Quality Strategy for , Scotland, Wales and Northern Ireland 2007 places an obligation on all local authorities to regularly review and assess air quality in their areas, and to determine whether or not air quality objectives are being achieved. The UK government is responsible to the European Commission (EC) for ensuring that it complies with the provisions of the EU Directives. The UK government and governments of other member states are currently in negotiations with the EC over breaching limit values for PM10 and NO2. The air quality objectives applicable to this assessment are shown in Table 12.

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Table 12. Air quality objectives and european directives

Air Quality Objective EU Limit Value

Pollutant Concentration Averaging Compliance Concentration Compliance Period Date Date

‐3 ‐3 NO2 200 μg m 1‐hour mean (not 31 December 200 μg m (18 1 January 2010 to be exceeded 2005 exceedances) more than 18 times per year)

40 μg m‐3 annual mean 31 December 40 μg m‐3 1 January 2010 2005

‐3 ‐3 PM10 50 μg m 24‐hour mean 31 December 50 μg m (35 1 January 2005 (not to be 2010 exceedances) exceeded more than 35 times per year)

40 μg m‐3 annual mean 31 December 40 μg m‐3 1 January 2005 2004

Local authorities have no legal requirement to achieve compliance with AQS objectives. Local authorities are however required to demonstrate best efforts to work towards achieving the objectives in order to meet statutory EU Limit Values.

Under Local Air Quality Management (LAQM), local authorities have a duty to make periodic reviews of local air quality against AQS objectives. Where a local authority’s Review and Assessment of local air quality indicates that AQS objectives are not expected to be achieved, local authorities are required to designate Air Quality Management Areas (AQMAs). An Air Quality Action Plan (AQAP) must then be formulated detailing how the local authority proposes to meet AQS objectives.

National Planning Policy Framework National Planning Policy Framework (2012) states that planning policies should sustain compliance with and contribute towards meeting EU limit values or national objectives for pollutants, taking into account the presence of Air Quality Management Areas (AQMAs) and the cumulative impacts on air quality from individual sites in local areas. Planning decisions should ensure that any new project in AQMAs is consistent with the local Air Quality Action Plan (AQAP).

Planning Implications Therefore route options which cause the annual mean EU Limit Value for nitrogen dioxide to be exceeded at relevant locations (most commonly residential properties) would contravene National Planning Policy. It should be noted that relatively substantial increases in HGV flow (>200 vpd) would require an air quality impact assessment. Larger flow changes than this are required to make significant changes to roadside NO2 concentrations.

There may potentially be an air quality constraint to increasing flows on the Winterbourne Route. There are unlikely to be air quality constraints on the Badminton Road, Old Sodbury, Rangeworthy, Latteridge and Yate Town Centre Through Route routes.

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Accident and Road Safety Analysis of Collision Data A summary of the Personal Injury Accidents (PIAs) recorded on the six routes that are subject of this study for the 3‐year period 1 July 2011 and 30 June 2014, is provided in Table 13, by severity.

Table 13. Summary of personal injury accidents

Route Severity Slight Serious Fatal B4059/B4427 (Latteridge Route) 6 1 0 B4058/B4059 (Rangeworthy Route) 16 2 0 B4058 Yate to Hambrook (Winterbourne Route) 34 3 0 A432 Yate to A4174 (Badminton Road Route) 24 1 0 A432 Yate to M4 Junction 18 (Old Sodbury Route) 10 5 1 Yate Town Centre Through Route 18 3 1 Total 108 15 2

The summary table indicates that, between 1 July 2011 and 30 June 2014, there were a total of 125 Personal Injury Accidents on the routes being considered, of which: 108 (86.4%) resulted in slight injury; 15 (12%) resulted in serious injury; and 2 (1.6%) resulted in a fatality.

The B4058 Yate to Hambrook (Winterbourne) route has the most recorded PIAs, 37 (29.6%) of the 125 accidents, and the Old Sodbury route is the worst performing in terms of severity of injury with 5 (31.2%) of the 16 recorded PIAs on that route resulting in serious injury and 1 (6.3%) resulting in a fatality.

The collision records identify that, of the 125 recorded PIAs, 20 (16%) identify a HGV as being one of the vehicles involved. However, further investigation into the detail of each of these 20 collisions revealed that 17 involved a van/goods vehicle <3.5t which we have discounted as we consider these to be light goods vehicles rather than HGV. Therefore detailed analysis identified that 3 (2.4%) of the recorded 125 PIAs involved a HGV between 3.5t and 7.5t, which is not considered to be significant.

There are no records of any collision involving a HGV in excess of 7.5t on any of the routes that are subject of this commission between 1 July 2011 and 30 June 2014.

Figure 21 is a summary plan of all the accidents on all six study routes. The plan clearly shows that the Winterbourne Route was subject to the most accidents, followed by the Badminton Road Route and the Yate Town Centre Through Route.

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Figure 21. Summary plan of Accidents

Further analysis of the collision data is provided in the following sections of this report on a route‐by‐route basis.

Route: B4059/B4427 (Latteridge Route) Table 14 summarises the 7 Personal Injury Accidents (PIAs) recorded on the B4059/B4427 Latteridge route between 1 July 2011 and 30 June 2014:

Table 14. Latteridge route ‐ Summary of personal injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Mon 21/11/11 1557 40 Wet/Damp Raining Daylight Slight Thurs 26/07/12 0002 50 Dry Fine/Dry Dark/Unlit Slight Sun 18/08/13 0900 40 Dry Fine/Dry Daylight Slight Sat 22/02/14 1130 30 Dry Fine/Dry Daylight Slight Weds 26/03/14 1735 50 Dry Fine/Dry Daylight Serious Thurs 12/06/14 1615 30 Dry Fine/Dry Daylight Slight Fri 25/05/14 1740 30 Wet/Damp Raining Daylight Slight

There is no pattern to suggest that collisions occur on any particular day of the week with 1 (14.3%) occurring on a Monday; 1 (14.3%) occurring on a Wednesday; 2 (28.6%) occurring on a Thursday; 1 (14.3%) occurring on a Friday; 1 (14.3%) occurring on a Saturday; with 1 (14.3%) occurring on a Sunday. This can

YATE HGV STUDY be further broken down to indicate that 5 (71.4%) of the recorded 7 PIAs occurred on a weekday with the remaining 2 (28.6%) occurring on a weekend. All of the 7 recorded PIAs occurred in different months, so there is no evidence to suggest that any one month is any worse than another.

The frequency of collisions by year has increased since 2011 with 1 (14.3%) collision in 2011; 1 (14.3%) occurring in 2012; 1 (14.3%) collision in 2013; but 4 (57.1%) occurring in 2014. However, the 2011 and 2014 figures may do not represent a true representation of those years as we have only been supplied with 6 months of collision data for both years.

Figure 22 shows the sharp bend just north of Acton Court that was the site of one of the slight accidents in Table 14.

Figure 22. Latteridge route ‐ Accident site on bend by Acton Court

Reading through the collision data supplied there is nothing obvious that would account for this significant increase in the frequency of collisions on this route and it will be interesting to learn from South Gloucestershire Council Officers if there have been any recent amendments to the carriageway alignment or road surface road that could account for the increase in the frequency of collisions.

The majority of the recorded collisions, 3 (42.9%) occurred during the evening rush hour between 16:00 and 18:00. Of the remaining collisions: 1 (14.3%) occurred before 08:00; 1 (14.3%) occurred during the morning rush hour between 08:00 and 10:00; and 2 (28.6%) occurred between 10:00 and 16:00.

The posted speed limit along the route does not identify a pattern, although 3 (42.9%) of the 7 recorded PIAs occurred within a 30mph limit; with 2 (28.6%) occurring in the 40mph speed limit; and a further 2 (28.6%) occurring in the 50mph speed limit.

Analysis shows that 5 (71.4%) of the recorded PIAs occurred when the road surface was dry compared with 2 (28.6%) when it was wet/damp. 5 of the collisions (71.4%) occurred when the weather was fine and dry compared with 2 (28.6%) that occurred when it was raining.

Of the 7 recorded PIAs, 6 (85.7%) occurred during the hours of daylight; with 1 (14.3%) occurring during the hours of darkness on a section of the route that was unlit.

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A total of 6 (85.7%) of the recorded PIAs resulted in slight injury; with 1 (14.3%) resulting in serious injury. No fatal collisions were recorded on this route between 1 July 2011 and 30 June 2014.

None of the collisions recorded on the B4059/B4427 Latteridge route between 1 July 2011 and 30 June 2014 involved a HGV in excess of 3.5t. There are no significant accident cluster sites on the Latteridge Route.

Route: B4058/B4059 (Rangeworthy Route) Table 15 below summarises the 18 Personal Injury Accidents (PIAs) recorded on the B4058/B4059 Rangeworthy route between 1 July 2011 and 30 June 2014:

Table 15. Rangeworthy route ‐ Summary of Personal Injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Weds 06/07/11 1637 40 Wet/Damp Raining Daylight Slight Fri 14/10/11 1455 50 Dry Fine/Dry Daylight Slight Fri 07/10/11 1520 60 Dry Fine/Dry Daylight Slight Sat 26/11/11 1840 40 Wet/Damp Raining Dark/Unlit Slight Sun 24/06/12 1031 40 Dry Fine/Dry Daylight Slight Sun 26/08/12 0227 40 Dry Unknown Dark/Unlit Slight Weds 19/09/12 0910 40 Dry Fine/Dry Daylight Slight Mon 24/09/12 1730 70 Dry Fine/Dry Daylight Slight Weds 26/09/12 1605 40 Wet/Damp Raining Daylight Slight Weds 17/10/12 1850 30 Dry Fine/Dry Dark/Lit Slight Mon 14/01/13 0930 50 Wet/Damp Raining Daylight Slight Weds 27/02/13 0851 40 Wet/Damp Fine/Dry Daylight Slight Thurs 08/08/13 2315 40 Wet/Damp Raining Dark/Unlit Slight Fri 13/09/13 0730 30 Dry Fine/Dry Daylight Slight Weds 23/10/13 1920 40 Dry Fine/Dry Dark/Unlit Serious Thurs 27/02/14 1506 40 Dry Fine/Dry Daylight Serious Thurs 20/02/14 1530 70 Wet/Damp Raining Daylight Slight Tues 29/04/14 0635 30 Dry Fine/Dry Daylight Slight

Analysis shows that collisions have been recorded on all days of the week, with the majority, 6 (33.3%) of the 18 recorded collisions, occurring on a Wednesday. Of the other 12 collisions: 2 (11.1%) occurred on a Monday; 1 (5.6%) occurred on a Tuesday; 3 (16.7%) occurred on a Wednesday; 3 (16.7%) also occurred on a Friday; whilst 1 (5.6%) occurred on a Saturday; with 2 (11.1%) occurring on a Sunday. This can be further broken down to indicate that 15 (83.3%) of the recorded 18 PIAs occurred on a weekday with the remaining 3 (16.7%) occurring on a weekend.

None of the 18 recorded collision occurred in either March, May or December. The majority of collisions 4 (22.2%) occurred in both September and October as the seasons change from summer to autumn and the clocks go back by an hour. Of the remaining 10 recorded collisions: 1 (5.6%) occurred in January; 3 (16.7%) occurred in February; 1 (5.6%) occurred in April; 1 (5.6%) occurred in June; 1 (5.6%) occurred in July; 2 (11.1%) occurred in August; and 1 (5.6%) occurred in November.

The frequency of collisions by year is reasonably consistent with 4 (22.2%) of the collisions occurring in 2011; 6 (33.3%) occurring in 2012; 5 (27.8%) occurring in 2013; and 3 (16.7%) occurring in 2014, suggesting little or no amendment to the alignment of the route between 2011 and 2014. However, the 2011 and 2014 figures may do not represent a true representation of those years as we have only been supplied with 6 months of collision data for both years.

The majority of the recorded collisions, 5 (27.8%) occurred between 10:00 and 16:00. Of the remaining 13 collisions: 3 (16.7%) occurred before 08:00; 3 (16.7%) occurred during the morning rush hour between

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08:00 and 10:00; 3 (16.7%) occurred during the evening rush hour between 16:00 and 18:00; with 4 collisions (22.2%) occurring after 18:00.

The majority of recorded collisions 10 (55.6%) occurred within the posted speed limit of 40mph. 3 collisions (16.7%) occurred within the 30mph speed limit; 2 (11.1%) occurred within the 50 mph speed limit; and 1 (5.6%) occurred within the 60mph speed limit. The remaining 2 collisions (11.1%) occurred within a 70mph speed limit, which we assume to be the motorway and are therefore remote from the study area.

Analysis shows that 11 (61.1%) of the recorded PIAs occurred when the road surface was dry, compared with 7 (38.9%) when the road surface was wet/damp. 11 of the collisions (61.1%) occurred when the weather was fine/dry; 6 (33.3%) occurred when it was raining; and the weather conditions for 1 (5.6%) of the collisions has been recorded as unknown.

Of the 18 recorded PIAs, 13 (72.2%) occurred during the hours of daylight; 4 (22.2%) occurred during the hours of darkness on sections of the route that were unlit; and 1 (5.6%) occurred during the hours of darkness on a section of the route that was lit.

A total of 16 (88.9%) of the recorded PIAs resulted in slight injury; with 2 (11.13%) resulting in serious injury). No fatal collisions were recorded on this route between 1 July 2011 and 30 June 2014.

One of the recorded PIAs on the B4058/B4059 Rangeworthy route identifies a HGV between 3.5T – 7.5T as being one of the vehicles involved in the collision and the Police records of this collision has been extracted from the data and reproduced below:

 Collision reference 141401464 B4509 Tortworth Road (outside/by Pottery Cottage), Tortworth Green – vehicle 1 (goods 3.5‐7.5t) travelling westbound towards the M5. It is thought that vehicle 1 had a blow‐out which caused vehicle 1 to collide with oncoming vehicle 2 (car). Vehicle 4 (car) behind vehicle 2 swerved to avoid debris from vehicle 1 and collided head‐on with vehicle 3 (car) which was travelling behind vehicle 1 at the time of the initial collision.

From the analysis of the PIAs recorded on the B4058/B4059 Rangeworthy route between 1 July 2011 and 30 June 2014, it can be concluded that, whilst a HGV between 3.5T – 7.5T was mentioned in one of the reports, the collision cannot be directly attributed to HGVs being present on the route.

Figure 21 shows that there are no significant accident cluster sites on the Rangeworthy Route with the exception of the B4059/M5 junction itself. A handful of accidents took place in the Tortworth section of the route where the road is formed of a series of horizontal curves and subject to steep gradients ‐ 10% in places, but not in one particular location. The two serious accidents on this route were both just east of the crossroads junction with Cromhall and Tortworth Road but this location is a flat location with good sightlines and good carriageway width as Figure 23 shows.

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Figure 23. Rangeworthy route ‐ Accident location near Tortworth

B4058 Yate to Hambrook (Winterbourne Route) Table 16 summarises the 37 Personal Injury Accidents (PIAs) recorded on the B405? Yate to Hambrook (Winterbourne) route between 1 July 2011 and 30 June 2014:

Table 16. Winterbourne route ‐ Summary of Personal Injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Weds 13/07/11 1830 30 Dry Fine/Dry Daylight Slight Mon 18/07/11 0550 50 Dry Fine/Dry Daylight Slight Sat 30/07/11 0829 30 Dry Fine/Dry Daylight Slight Fri 14/10/11 1455 50 Dry Fine/Dry Daylight Slight Sun 09/10/11 1142 50 Dry Fine/Dry Daylight Slight Fri 14/10/11 1726 40 Dry Fine/Dry Daylight Slight Thurs 20/10/11 1715 30 Dry Fine/Dry Daylight Slight Fri 18/11/11 1708 50 Dry Fine/Dry Dark/Lit Slight Thurs 01/09/11 1150 30 Dry Fine/Dry Daylight Slight Sat 26/11/11 1240 30 Dry Fine/Dry Daylight Slight Sat 05/11/11 0951 30 Dry Fine/Dry Daylight Slight Thurs 01/12/11 0822 40 Dry Fine/Dry Daylight Slight Sat 24/12/11 1240 30 Dry Fine/Dry Daylight Slight Thurs 12/01/12 1644 30 Dry Fine/Dry Dark/Lit Slight Sun 29/01/12 2130 40 Wet/Damp Raining Dark/Lit Slight Mon 20/02/12 1735 50 Dry Fine/Dry Dark/Lit Slight Fri 02/03/12 1700 50 Dry Fine/Dry Daylight Slight Mon 21/05/12 1525 30 Dry Fine/Dry Daylight Slight Fri 23/05/12 1120 50 Dry Fine/Dry Daylight Slight Tues 25/09/12 0810 30 Wet/Damp Fine/Dry Daylight Slight Fri 05/10/12 2030 50 Wet/Damp Raining Dark/Lit Slight Sun 07/10/12 1030 50 Dry Fine/Dry Daylight Slight Fri 02/11/12 1054 40 Dry Fine/Dry Daylight Slight Sat 17/11/12 1740 50 Wet/Damp Fine/Dry Dark/Lit Slight Thurs 13/12/12 1438 30 Dry Fine/Dry Daylight Slight

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Mon 04/03/13 1020 40 Dry Fine/Dry Daylight Serious Tues 23/07/13 1545 30 Dry Fine/Dry Daylight Slight Tues 20/08/13 1555 30 Dry Fine/Dry Daylight Slight Weds 21/08/13 1730 30 Dry Fine/Dry Daylight Slight Weds 28/08/13 0800 40 Dry Fine/Dry Daylight Serious Fri 20/09/13 1550 30 Dry Fine/Dry Daylight Slight Weds 23/10/13 1645 30 Dry Fine/Dry Daylight Slight Weds 16/10/13 0945 30 Wet/Damp Raining/High Daylight Slight Wind Mon 16/09/13 0545 50 Dry Fine/Dry Dark/Lit Serious Fri 15/11/13 0735 30 Dry Fine/Dry Daylight Slight Weds 13/11/13 0726 40 Dry Fine/Dry Daylight Slight Mon 25/11/13 1447 30 Dry Fine/Dry Daylight Slight

Analysis shows that collisions have been recorded on all days of the week, with the majority, 9 (24.3%) of the 37 recorded collisions, occurring on a Friday. Of the other 28 collisions: 6 (16.2%) occurred on a Monday; 3 (8.1%) occurred on a Tuesday; 6 (16.2%) occurred on a Wednesday; 5 (13.5%) occurred on a Thursday; whilst 5 (13.5%) occurred on a Saturday; with 3 (8.1%) occurring on a Sunday. This can be further broken down to indicate that 29 (78.4%) of the recorded 37 PIAs occurred on a weekday with the remaining 8 (21.6%) occurring on a weekend.

None of the 37 recorded collision occurred in either April or June. The majority of collisions, 8 (21.6%) occurred in both October and November as the seasons change from summer to autumn and the clocks go back by an hour. Of the remaining 21 recorded collisions: 2 (5.4%) occurred in January; 1 (2.7%) occurred in February; 2 (5.4%) occurred in March; 2 (5.4%) occurred in May; 4 (10.8%) occurred in July; 3 (8.1%) occurred in August; 4 (10.8%) occurred in September; and 3 (8.1%) occurred in December.

The frequency of collisions by year is reasonably consistent with 13 (35.1%) of the collisions occurring in 2011; 12 (32.4%) occurring in 2012; and 12 (32.4%) occurring in 2013. There have been no recorded collisions in 2014 to 30 June. Whilst the frequency between years is reasonably consistent, 13 collisions in the 6 months we have data for in 2011 is significant.

The majority of the recorded collisions 15 (40.5%) occurred between 10:00 and 16:00. Of the remaining collisions: 4 (10.8%) occurred before 08:00; 6 (16.2%) occurred during the morning rush hour between 08:00 and 10:00; 9 (24.3%) occurred during the evening rush hour between 16:00 and 18:00; and 3 (8.1%) occurred after 18:00.

The majority of recorded collisions, 19 (51.4%) occurred within the posted speed limit of 30mph; whilst 7 (18.9%) occurred within the 40mph speed limit; and 11 (29.7%) occurred within the 50mph speed limit.

Analysis shows that 32 (86.5%) of the 37 recorded PIAs occurred when the road surface was dry, compared with 5 (13.5%) when the road surface was wet/damp. 34 of the collisions (91.9%) occurred when the weather was fine/dry; 2 (5.4%) occurred when it was raining; and 1 (2.7%) occurred when the weather was raining with high winds.

Of the 37 recorded PIAs, 30 (81.1%) occurred during the hours of daylight; with 7 (18.9%) occurring during the hours of darkness on sections of the route that were lit.

A total of 34 (91.9%) of the recorded PIAs resulted in slight injury; with 3 (8.1%) resulting in serious injury. No fatal collisions were recorded on this route between 1 July 2011 and 30 June 2014.

None of the collisions recorded on the B4058 Yate to Hambrook (Winterbourne) route between 1 July 2011 and 30 June 2014 involved a HGV in excess of 3.5t. There are three accident cluster sites on this route:  Hambrook area; at the junction with the A4174 Bristol Ring Road and at the Old Gloucester Road junction

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 Winterbourne; between the Church Lane and Swan Lane junctions  Winterbourne; between the Court Road and Church Road junctions The B4058/Old Gloucester Road junction at Hambrook is heavily trafficked particularly at peak times. It was noted that the white lining on the anti‐skid surface is very faint as Figure 24 shows.

Figure 24. Winterbourne route ‐ Accident location at Old Gloucester Road

The accident cluster area in Winterbourne between the Church Lane and Swan Lane junctions is in the vicinity of the Winterbourne International Academy located to the east of the study route and Silverhill Primary School which is located to the east. There are a number of junctions along this stretch of the study route including the busy Nicholls Road junction opposite which is a busy Esso Petrol Station and Tesco Express. Figure 25 shows the section of the study route immediately north of the petrol station.

Figure 25. Winterbourne route ‐ Parked cars in proximity to Silverhill Primary School

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The cluster area in Winterbourne between the Court Road and Church Road junctions includes two serious accidents, one of which involves a pedestrian. Several slight accidents were recorded around the Church Road junction itself. The junction is busy but signalised, and the study route is flat and straight at this point with good sight lines as Figure 26 demonstrates, so it is not obvious why there are a number of accidents at this location.

Figure 26. Winterbourne route ‐ Church Road junction

A432 Yate to A4174 (Badminton Road Route) Table 17 summarises the 25 Personal Injury Accidents (PIAs) recorded on the A432 Yate to A4174 route between 1 July 2011 and 30 June 2014:

Table 17. Badminton Road Route ‐ Summary of Personal Injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Sun 14/08/11 0348 30 Dry Fine/Dry Dark/Lit Slight Mon 31/10/11 0920 40 Dry Fine/Dry Daylight Slight Weds 19/10/11 1908 30 Dry Fine/Dry Daylight Slight Tues 29/11/11 1759 30 Dry Fine/Dry Dark/Lit Slight Sun 12/02/12 1730 40 Dry Fine/Dry Dark/Lit Slight Sat 18/02/12 1440 40 Wet/Damp Raining Daylight Slight Weds 14/03/12 1131 30 Dry Fine/Dry Daylight Slight Weds 29/02/12 1725 40 Dry Fine/Dry Dark/Lit Slight Sun 06/05/12 1450 30 Dry Fine/Dry Daylight Slight Thurs 21/06/12 1655 30 Wet/Damp Raining Daylight Slight Sun 17/06/12 0128 40 Dry Fine/Dry Dark/Unlit Slight Thurs 09/08/12 1242 30 Dry Fine/Dry Daylight Slight Mon 24/09/12 1540 40 Wet/Damp Fine/Dry Daylight Slight Fri 14/12/12 1745 30 Wet/Damp Raining Dark/Lit Slight Tues 26/03/13 1422 40 Dry Fine/Dry Daylight Slight Thurs 16/05/13 1745 40 Dry Unknown Daylight Slight

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Thurs 23/05/13 2300 30 Dry Fine/Dry Dark/Lit Serious Thurs 11/07/13 1816 30 Dry Fine/Dry Daylight Slight Tues 03/12/13 0744 30 Dry Fine/Dry Daylight Slight Tues 11/02/14 1942 30 Wet/Damp Raining Dark/Lit Slight Weds 04/06/14 1807 30 Wet/Damp Raining Daylight Slight Thurs 03/04/14 1830 30 Wet/Damp Raining Daylight Slight Sat 12/04/14 1533 30 Dry Fine/Dry Daylight Slight Weds 18/06/14 1130 40 Dry Fine/Dry Daylight Slight Weds 21/05/14 1853 40 Dry Fine/Dry Daylight Slight

Analysis shows that collisions have been recorded on all days of the week, with the majority, 6 (24.0%) of the 25 recorded collisions, occurring on both a Wednesday and Thursday. Of the other 13 collisions: 2 (8.0%) occurred on a Monday; 4 (16.0%) occurred on a Tuesday; 1 (4.0%) occurred on a Friday; 2 (8.0%) occurred on a Saturday; with 4 (16.0%) occurring on a Sunday. This can be further broken down to indicate that 19 (76.0%) of the recorded 25 PIAs occurred on a weekday with the remaining 6 (24.0%) occurring on a weekend.

None of the 25 recorded collision occurred in January. Unlike the previous routes, the majority of collisions, 4 (16.0%) occurred in February, May and June. Of the remaining 13 recorded collisions: 2 (8.0%) occurred in March; 2 (8.0%) occurred in April; 1 (4.0%) occurred in July; 2 (8.0%) occurred in August; 1 (4.0%) occurred in September; 2 (8.0%) occurred in October; 1 (4.0%) occurred in November; with 2 collisions (8.0%) occurring in December.

The frequency of collisions by year peaks in 2012 with 10 (40.0%) of the reported 25 collision occurring. Of the remaining 15 collisions: 4 (16.0%) occurred in 2011 which is not the full picture as we only have collision data for the first six months; 5 (20.0%) occurred in 2013; with 6 (24.0%) occurring during the first six months of 2014, which has the potential to increase to 2012 levels.

The majority of the recorded collisions, 8 (32.0%) occurred between 10:00 and 16:00. Of the remaining collisions: 3 (12.0%) occurred before 08:00; 1 (4.0%) occurred during the morning rush hour between 08:00 and 10:00; 6 (24.0%) occurred during the evening rush hour between 16:00 and 18:00; and 7 (28.0%) occurred after 18:00.

The majority of recorded collisions, 25 (60.0%) occurred within the posted speed limit of 30mph; with the remaining 10 collisions (40.0%) occurring within the 40mph speed limit.

Analysis shows that 18 (72.0%) of the 25 recorded PIAs occurred when the road surface was dry, compared with 7 (28.0%) when the road surface was wet/damp. 18 of the collisions (72.0%) occurred when the weather was fine/dry; 6 (24.0%) occurred when it was raining; and the weather conditions associated with 1 collision (4.0%) are recorded as unknown.

Of the 25 recorded PIAs, 17 (68.0%) occurred during the hours of daylight; 7 (28.0%) occurred during the hours of darkness on sections of the route that were lit; with 1 (4.0%) occurring during the hours of darkness on a section of the route that was unlit.

A total of 24 (96.0%) of the 25 recorded PIAs resulted in slight injury; with 1 (4.0%) resulting in serious injury. No fatal collisions were recorded on this route between 1 July 2011 and 30 June 2014.

None of the collisions recorded on the A432 Yate to A4174 route between 1 July 2011 and 30 June 2014 involved a HGV in excess of 3.5t.

As Figure 21 shows, the main accident cluster site on this route is at the northern end of Coalpit Heath around the junction with Church Road, and one of the accidents at this location involved a pedestrian. The Church Road junction is a busy access point to and from Frampton Cotterell and the speed limit on the study route also changes from 40mph to 30mph. Figure 27 shows the location.

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Figure 27. Badminton Road Route ‐ Coalpit Heath Accident site

A432 Yate to M4 Junction 18 (Old Sodbury Route) Table 18 below summarises the 16 Personal Injury Accidents (PIAs) recorded on the A432 Yate to M4 Junction 18 route between 1 July 2011 and 30 June 2014.

Table 18. Old Sodbury Route ‐ Summary of Personal Injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Tues 04/10/11 1137 40 Dry Fine/Dry Daylight Slight Tues 19/06/12 1919 40 Dry Fine/Dry Daylight Serious Sun 14/10/12 1344 30 Dry Fine/Dry Daylight Slight Thurs 08/11/12 1330 40 Wet/Damp Fine/Dry Daylight Slight Thurs 13/12/12 1456 60 Dry Fine/Dry Daylight Slight Thurs 14/02/13 1344 30 Dry Fine/Dry Daylight Slight Fri 22/03/13 0006 40 Wet/Damp Raining/High Dark/Unlit Slight winds Sat 29/06/13 1740 40 Dry Fine/Dry Daylight Fatal Sat 29/06/13 2015 40 Dry Fine/Dry Daylight Serious Sat 20/07/13 0919 60 Dry Fine/Dry Daylight Slight Thurs 27/06/13 1505 50 Wet/Damp Raining Daylight Serious Tues 18/02/14 0910 40 Dry Fine/Dry Daylight Slight Thurs 06/02/14 0844 40 Wet/Damp Raining Daylight Serious Thurs 13/02/14 0625 50 Wet/Damp Raining Dark/Lit Slight Thurs 29/05/14 1740 60 Wet/Damp Raining Daylight Slight Mon 16/06/14 1734 40 Dry Fine/Dry Daylight Serious

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Analysis shows that no collisions were recorded as occurring on a Wednesday. Of the 16 collisions recorded, the majority, 7 (43.8%) occurred on a Thursday. Of the other 9 collisions: 1 (6.3%) occurred on a Monday; 3 (18.8%) occurred on a Tuesday; 1 (6.3%) occurred on a Friday; 2 (18.8%) occurred on a Saturday; with 1 (6.3%) occurring on a Sunday. This can be further broken down to indicate that 12 (75.0%) of the recorded 16 PIAs occurred on a weekday with the remaining 4 (25.0%) occurring on a weekend.

None of the 16 recorded collisions occurred in either January, April, August or September. Unlike other routes, the majority of collisions, 5 (31.3%) occurred in June. Of the remaining 11 recorded collisions: 4 (25.0%) occurred in February; 1 (6.3%) occurred in March; 1 (6.3%) occurred in May; 1 (6.3%) occurred in July; 2 (12.5%) occurred in October; 1 (6.3%) occurred in November; with 1 collision (6.3%) occurring in December. The frequency of collisions by year peaks in 2013 with 6 (37.5%) of the reported 16 collision occurring. Of the remaining 10 collision: 1 (6.3%) occurred in 2011 which is not the full picture as we only have collision data for the first six months; 4 (25.0%) occurred in 2012; with 5 (31.3%) occurring during the first six months of 2014, which has the potential to increase to, or exceed, 2013 levels.

The majority of the recorded collisions, 6 (37.5%) occurred between 10:00 and 16:00. Of the remaining collisions: 2 (12.5%) occurred before 08:00; 3 (18.8%) occurred during the morning rush hour between 08:00 and 10:00; 3 (18.8%) occurred during the evening rush hour between 16:00 and 18:00; and 2 (12.5%) occurred after 18:00.

The majority of recorded collisions, 9 (56.3%) occurred within the posted speed limit of 40mph. Of the remaining 7 collisions: 2 (12.5%) occurred within the 30mph speed limit; 2 (12.5%) occurred within the 50mph speed limit; whilst 3 (18.8%) occurred in the 60mph speed limit.

Analysis shows that 10 (62.5%) of the 16 recorded PIAs occurred when the road surface was dry, compared with 6 (37.5%) when the road surface was wet/damp. 11 of the collisions (68.8%) occurred when the weather was fine/dry; 4 (25.0%) occurred when it was raining; with 1 collision (6.3%) occurring when it was raining with high winds. Of the 16 recorded PIAs, 14 (87.5%) occurred during the hours of daylight; 1 (6.3%) occurred during the hours of darkness on a section of the route that was lit; with 1 (6.3%) occurring during the hours of darkness on a section of the route that was unlit.

A total of 10 (62.5%) of the 16 recorded PIAs resulted in slight injury; with 5 (31.3%) resulting in serious injury). A single fatal collision (6.3%) was recorded on this route in June 2013. Figure 28 shows the location of the accident. The Police record has been reproduced below:

 Collision reference 131304134 A432 Badminton Road at junction with Catchpot Lane, Old Sodbury – vehicle 2 (motorcycle >500cc) travelling eastbound through series of bends towards A46 at Old Sodbury. For reasons yet to be established, vehicle 2 crossed to on‐coming carriageway whilst negotiating left‐hand bend and collided head‐on with on‐coming vehicle 1 (car).

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Figure 28. Old Sodbury Route ‐ Accident site

One of the recorded PIAs on the A432 (Yate to M4 Junction 18) route identifies a HGV between 3.5T – 7.5T as being one of the vehicles involved in the collision and the Police records of this collision has been extracted from the data and reproduced below:

 Collision reference 141401820 A432 Badminton Road, Old Sodbury – vehicle 1 (car) travelling westbound on A432 towards Chipping Sodbury. Driver 1 lost control, skidded and collided with the rear offside wheel of on‐coming vehicle 2 (goods 3.5t – 7.5t).

From the analysis of the PIAs recorded on the A432 (Yate to M4 Junction 18) route between 1 July 2011 and 30 June 2014, it can be concluded that, whilst a HGV between 3.5T – 7.5T was mentioned in one of the reports, the collision cannot be directly attributed to HGVs being present on the route.

There are no accident cluster sites on this route. Figure 21 shows all the accidents on the Old Sodbury Route.

Stover Road/Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way (Yate Town Centre Through Route) Table 19 below summarises the 22 Personal Injury Accidents (PIAs) recorded on the Yate Town Centre Through route between 1 July 2011 and 30 June 2014.

Table 19. Yate Town Centre Through Route ‐ Summary of Personal Injury Accidents

Day Date Time Speed Limit Road Surface Weather Lighting Severity Wed 03/08/2011 1830 50 Dry Fine/Dry Daylight Slight Thur 04/08/2011 1735 40 Dry Fine/Dry Daylight Slight Fri 28/10/2011 1530 40 Dry Fine/Dry Daylight Slight Thur 17/11/2011 1415 40 Dry Fine/Dry Daylight Slight Mon 02/01/2012 1810 30 Wet/Damp Raining Dark, Lit Slight Sun 22/04/2012 0403 50 Dry Fine/Dry Dark, Lit Slight Sat 05/05/2012 1410 40 Dry Fine/Dry Daylight Slight Sat 09/06/2012 1750 30 Dry Fine/Dry Daylight Slight Thur 28/06/2012 2255 30 Dry Fine/Dry Dark, Lit Serious Thur 26/07/2012 2136 50 Dry Fine/Dry Dark, Lit Fatal Fri 10/08/2012 1310 40 Dry Fine/Dry Daylight Slight

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Mon 21/01/2013 1756 40 Wet/Damp Fine/Dry Daylight Slight Fri 08/02/2013 1745 30 Dry Fine/Dry Daylight Slight Sat 23/02/2013 1230 40 Dry Fine/Dry Daylight Slight Sat 23/03/2013 1233 30 Wet/Damp Fine/Dry Daylight Slight Thur 11/04/2013 1519 40 Wet/Damp Raining Daylight Slight Mon 22/04/2013 2215 30 Dry Fine/Dry Dark, Lit Slight Thur 13/06/2013 1630 40 Dry Fine/Dry Daylight Slight Mon 08/07/2013 1725 30 Dry Fine/Dry Daylight Slight Tue 04/02/2014 0907 50 Dry Fine/Dry Daylight Serious Wed 19/03/2014 1533 30 Dry Fine/Dry Daylight Slight Thur 10/04/2014 1710 40 Dry Fine/Dry Daylight Serious

Of the 22 collisions recorded, 7 (31.8%) occurred on a Thursday. Of the other 15 collisions: 4 (18.2%) occurred on a Monday; 1 (4.5%) occurred on a Tuesday; 2 (9.1%) occurred on a Wednesday; 3 (13.6%) occurred on a Friday; 4 (18.2%) occurred on a Saturday; with 1 (4.5%) occurring on a Sunday. This can be further broken down to indicate that 17 (77.3%) of the recorded 16 PIAs occurred on a weekday with the remaining 5 (22.7.%) occurring on a weekend.

The 22 recorded collisions were fairly evenly spread out over the calendar year with the exception of September and December when no accidents were recorded.

The majority of the recorded collisions, 8 (33.4%) occurred between 10:00 and 16:00. Of the remaining collisions: 1 (4.5%) occurred before 08:00; 1 (4.5) occurred during the morning rush hour between 08:00 and 10:00; 9 (40.9%) occurred during the evening rush hour between 16:00 and 18:30 (albeit 1 PIA occurred on a Saturday); and 3 (13.6%) occurred after 18:30.

5 (22.7%) of the recorded collisions occurred on Kennedy Way/Cotswold Way when the speed limit was 50mph. Of those 5 collisions, 1 was serious and 1 was fatal, and in both these cases an overtaking manoeuvre was the key contributing factor. The speed limit on this section of road has since been reduced to 40mph.

Analysis shows that 18 (81.8%) of the 22 recorded PIAs occurred when the road surface was dry, compared with 4 (18.2%) when the road surface was wet/damp. Of the 22 recorded PIAs, 17 (77.3%) occurred during the hours of daylight; 5 (22.7%) occurred during the hours of darkness on a section of the route that was lit. All sections of this route are subject to street lighting.

A total of 18 (81.8%) of the 22 recorded PIAs resulted in slight injury; with 3 (13.6%) resulting in serious injury). A single fatal collision (4.5%) was recorded on this route in July 2012. The accident did not involve an HGV. Figure 29 shows the location of the fatal accident. The details of the accidents have been reproduced below:

 Collision reference 121204615, A432 Kennedy Way, Chipping Sodbury on Bowling Road Over‐ Bridge. Vehicle 1 and Vehicle 2 were travelling eastbound on the 2‐Lane dual carriageway towards Chipping Sodbury. It Would Appear Vehicle 1 was overtaking Vehicle 2. Casualty 1 (a pedestrian) was crossing from Nearside, started to run, but was hit by Vehicle 1 in Lane2.

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Figure 29. Site of fatal accident on eastbound carriageway of Kennedy Way

One of the recorded PIAs on this study route identifies a HGV between 3.5T – 7.5T as being one of the vehicles involved in the collision and the details of this collision has been extracted from the data and reproduced below:

 Vehicle 1 travelling south‐eastbound on Cotswold Way. As it reached the point where the road changes to two lanes, driver 1 overtook an unknown vehicle on the nearside. Upon passing the unknown vehicle, vehicle 1 hit vehicle 2 (the HGV 3.5T‐7.5T) which was parked at the side of the road due to a flat tyre.

So it would appear that the HGV was one of the primary causes of this accident due to it being stationary on a 50mph dual carriageway. The accident resulted in a serious injury to the driver and passenger of vehicle 1. Figure 30 shows the location of the accident.

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Figure 30. Site of accident involving HGV on eastbound carriageway of Kennedy Way

From the analysis of the PIAs recorded on the Yate Town Centre Through Route between 1 July 2011 and 30 June 2014, it can be concluded that one of the accidents involved an HGV of between 3.5T – 7.5T, and that the collision can be directly attributed to the HGV being present on the route, albeit that it appears that the HGV was not at fault for the accident.

There are no significant accidents cluster sites on this route with the exception of the Goose Green Way/Peg Hill junction where four accidents were recorded, one of which was serious. None of these accidents involved an HGV. Figure 31 shows the accident cluster location

Figure 31. Goose Green Way / Peg hill junction accident cluster location

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Noise No noise data has been made available. It is therefore has been decided to carry out noise at the following locations: 1. Cromhall Village – south of the junction with Church Lane 2. Rangeworthy Route – Rangeworthy village (outside the Rose & Crown public house) 3. Latteridge Route ‐ Latteridge village (on the straight section between the two sharp bends) 4. Latteridge Route – in the vicinity of Lawn Cottage (halfway between Acton Court and the junction with the B4058 Bristol Road) 5. Old Sodbury Route – Old Sodbury Village (opposite The Dog Inn public house by the junction with Cotswold Lane) 6. Badminton Road Route – Coalpit Heath village (close to the junction with Woodend Road) 7. Winterbourne Route – Winterbourne village (opposite the George & Dragon public house by the junction of Winterbourne Hill and Beacon Lane) 8. Yate Town Centre Through Route To determine the potential impact on the noise climate, a series of attended noise measurements were undertaken on each route. The aim of the surveys was twofold; first to determine the existing noise climate and secondly to gather noise data on vehicle types in order to predict the impact from the various scenarios to be developed in stage 2 of the study. Along each route a location was selected that met the basic criteria for noise measurements of traffic, which are:  At least 3m form any vertical reflecting objects (e.g. houses).  An unobstructed angle of view of the road of at least 150.  10m from the nearside kerb.  Free flowing traffic conditions. By keeping to these criteria it will enable comparisons to be made between the results obtained at the various locations. Due to these requirements, some survey locations were not at the exact specified positions. The selected locations are shown in Figure 32. Appendix 4 shows the measurement sheets with information about the surveys and pictures of the sites. It was not possible to find a suitable survey position at Location 4. However, from observations (e.g. vehicle speed, road condition) it was considered that location 3 was similar and therefore representative of measurement location 4.

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Figure 32. Locations of the noise survey

In addition to the site specific requirements there is also a requirement for the surveys to be undertaken when the road surface is dry and the wind speed is less than 5 m/s. By standardising the conditions it allows reliable measurements to be obtained and a dataset that can be used for comparison purposes.

At each location the noise surveys were undertaken over a 3‐hour period during the day between 10:00 and 17:00. By undertaking the surveys during this time period it allows the 3‐hour measured level to be converted to an 18‐hour level using the shortened measurement methodology given in the Calculation of Road Traffic Noise. The 18‐hour index is the usual index used for road traffic noise in the UK.

During the 3‐hour survey, the noise from passing individual heavy vehicles was also noted. From these, the Sound Exposure Level (SEL) of an individual passing vehicle can be calculated. Given the number of such vehicles over a set period of time, the SELs can be used to determine the overall noise level. These can then be used to predict the noise level (LAeq) from the existing conditions and from future changes to the traffic flow for any given time period.

The equation for calculating the noise level from an SEL is:

LAeq = SEL – 10*log(T) + 10*log(N) Where:

 T is the time period in seconds

 N is the number of vehicles

The LAeq for each vehicle type (i.e. light and heavy) is calculated and then these are logarithmically added to arrive at the overall noise level. From each survey location the SEL of the two vehicles types was calculated by taking the average from 10 representative pass‐bys. The results from the 3‐hour surveys together with the calculated SEL of HGVs are shown in Table 20.

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Table 20. Noise survey results and SEL

Calculated Noise survey results, dB 2 Location and Route SEL , dB 1 LAeq LA10,3h LA10,18h Heavy Cromhall Village, Rangeworthy 64.7 68.4 67.4 81.3 route Rangeworthy Village, 65.2 69.5 68.5 80.3 Rangeworthy route Latteridge Village, Latteridge 68.1 72.9 71.9 81.3 route Old Sodbury Village, Old Sodbury 69.7 73.63 72.6 83.0 route Coalpit Heath Village, 69.6 67.3 66.3 82.1 Badmington Road route Winterborne Village, 68.9 72.3 71.3 81.2 Winterborne route Yate Town Centre Through Route 71.2 74 73 83.7 1 The LA10,18h is calculated by taking the 3‐hour measured level and subtracting 1dB, as described in the Calculation of Road Traffic Noise (CRTN). 2 The SEL are calculated from using the noise analysis software from the sound level meter manufacturer. However, the formulae for calculating an SEL is SEL = LAeq + 10*log(T). 3 The measurement at this location was cut short to 2 hours due the survey needing to move the microphone.

It should be noted that the SEL level cannot be directly related to the actual noise from the passing vehicles. It is defined as the sound pressure level which, if occurring over a period of one second, would contain the same amount of sound energy as the event. Therefore the SEL presents a higher level than the maximum from a passing vehicle. However, the SELs are directly comparable site by site, and differences would be due to a combination of factors including specific vehicle type, road surface, and vehicle speed. Assuming the speed of the vehicle does not change significantly, the SEL is also independent of the time of day that the vehicle is passing.

The selected measurement location at Coalpit Heath Village was partially screened by a brick wall, and the microphone position was also below the level of the road. The effect of this has been calculated using the methodologies in CTRN and a correction applied to make the measurement results representative of the topography along the majority of the route. This has resulted in a correction of 5.1dB being applied to the measurements at Coalpit Heath Village, with the values presented in Table 20 reflecting this correction.

The selected measurement location on Yate Town Centre Through Route was located at 13 metres of distance from the nearside kerb. The effect of this has been calculated using the methodologies in CTRN and a correction of 0.89dB has been applied to the measurements at Yate location.

Where there were two survey locations along a single route (e.g. Rangeworthy) then the averaged SEL has been used for the calculations of overall noise level.

The highest overall noise level was measured at Yate Town Centre Through Route. Although this location does not have the highest number of passing vehicles, the traffic at this survey location was probably travelling quicker and more freely flowing that at other locations. This is also shown by the highest SEL for HGVs being measured at this location. The next highest noise levels were measured along the Old Sodbury route and the Badminton route. This is unsurprising given that the Old Sodbury route has the highest percentage of HGV traffic and the Badminton route has the highest overall level of traffic. It is expected that due to having the highest percentage of HGV traffic, the Old Sodbury route is the most affected by HGV traffic at present.

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Traffic Regulation Orders (TROs) Currently there are no existing Traffic Regulation Orders (TROs) in operation in either direction on any of the six study routes that prohibit any movement by HGV. However, sites visits have made us aware of the following:

 A number of area wide prohibitions of vehicles in excess of 7.5t to prevent them proceeding through the centre of Yate on Station Road and Chipping Sodbury on High Street;  A deliberate signing strategy by SGC to sign HGVs and other large vehicles to the various industrial areas around Yate by means of a lorry symbol on advanced direction signs;  The prohibition of vehicles in excess of 7.5t except for access or except for loading on the majority of residential roads off the six study routes, particularly the A432 Badminton Road (Badminton Road Route);  A number of white text on blue background advisory signs erected on a number of rural roads advising that they are unsuitable for large vehicles; and  A number of weight limits on unsuitable rural roads linking the motorway network with the towns and villages in this part of South Gloucestershire.

Feedback from communities and businesses CH2MHILL received from SGC a large number of documents containing feedback from communities and businesses. These documents ranged from letters and e‐mails to briefing documents for SGC officers and elected members. All the documents received by SGC have been reviewed, and the contents of each document are outlined in Table 21. It should be noted actual names have been removed, only initials and a summary of the content have been retained.

Table 21. Summary of feedback from communities and businesses Feedback Date Summary of feedback Routes format concerned FreightAtlas 2003 A guide designed to help drivers of commercial vehicles find the All routes .pdf most appropriate routes to main freight delivery destinations FW Lorries 19/08/0 Email exchange between LK of Acton House and SGC regarding the Latteridge and 9 impact of HGVs on Latteridge Road in Iron Acton and requesting Route Latteridge traffic counts that differentiate between different vehicle types. Road.msg SGC email: 31/03/1 E‐mail from SE to SK regarding plea from custodian of Acton Court Latteridge 100331164 0 about the number of HGVs using Latteridge Road and that a weight Route 4 limit should apply. Email states that approx. 500‐600 HGVs use Latteridge Road every weekday and 800 use Wotton Road. The distribution centre at Woodward Road, Yate (now Morrison, previously Excel logistics) is subject to a Section 50 planning agreement requiring that the vehicles use Latteridge Road (and not Wotton Road) SGC email: 21/04/1 E‐mail from HG to DB. Regarding requesting CCTV camera results Latteridge 100421102 0 for the camera at the Iron Acton bypass. Related to the complaint Route & 4 from Acton Court about the number of HGVs using Latteridge Road Rangeworthy and the request for a weight limit. HG: ‘If this happened it would Route merely increase the agony on other roads – but mainly the Wotton Rd through Rangeworthy which is about to get a 30mph limit because of the school. They already suffer with more lorries than Latteridge…’ SGC email: 21/04/1 E‐mail from DB to HG and DH to DB. DB states that ‘both the Latteridge 100421144 0 Wotton Road and Latteridge Road are both designated Lorry Route & 2 Routes… I am arranging for additional surveys carried out on the

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Feedback Date Summary of feedback Routes format concerned other HGV routes in the area to see how these routes are currently Rangeworthy being utilised.’ HG replies that ‘there is an option of a weight limit Route for both Latteridge and Wotton Roads which could, and I believe must, be considered…’ Final docs Circa A number of documents and plans circulated to inform a June 2010 All routes for June meeting with SGC officers and SGC Councillors. States that the Circulation 2010 main distribution companies are Morrisons, TNT, Tuffnells and June2010 David Hathaway Transport and that these were consulted on HGV Cllr M.zip restriction options for Latteridge Road and Wotton Road. Responses were as follows:  TNT : don’t want any restrictions  Tuffnells: Would accept a 32tonne weight limit as does not affect them, but not keen on an overnight restriction as they run a 24‐hour operation  Morrisons: Would not support a weight limit on Latteridge Road unless they can use Wotton Road instead. But they are moving out of Yate to Bridgwater – have now gone. Contains two sets of video data for HGV movements on Latteridge Road, one set relating to normal flows and one set relating to flows when Latteridge Road was closed due to construction of a retaining wall. It shows that the HGV traffic not able to use Latteridge Road was mainly re‐distributed to Wotton Road ‐ % of HGVs as proportion of total traffic up from 16% to 20% and B4058 Bristol Road (Winterbourne Route) where HGV traffic increased from 2% to 5%. FOIVosper. Circa Contains video survey data described above All routes xls June 2010 Plan.pdf 16/06/1 Plan showing vehicle counts and locations of major distribution All routes 0 centres Word 21/06/1 Document outlining thoughts on various HGV restrictions for Latteridge document: 0 Latteridge Road and Wotton Road Route and Notes from Rangeworthy 21st June Route 2010.doc Word 21/06/1 A SGC briefing note to Councillors summarising the issues relating All routes Document: 0 to HGV movements around Yate. The summary is: Draft  Most concerns relate to Latteridge Road and Wotton Members Road. Video surveys show that these roads have a higher Briefing proportion of HGVs than other B roads in SGC Note  Latteridge Road used by approx. 200 Armstrong Way, Morrison vehicles per day.  Latteridge Road is narrow and has many sharp bends, and is bounded by Acton Court  Road accident figures for Latteridge Road show between 2 and 8 recorded injury accidents per year with peaks of eight in 1997 and seven in 2005.  Wotton Road is primary route used by HGVs travelling north via the M5. Has a large proportion of HGVs (16%)

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Feedback Date Summary of feedback Routes format concerned compared to roads of a similar nature. A ‘better’ road for HGVs than Latteridge Road but not without problems.  Weight limit can only be introduced on Latteridge Road if Section 52 agreement specifying routing for Armstrong Way distribution depot is revoked.  Weight limit would cause relocation of HGVs onto alternative routes – paragraph 12 summarises the alternatives and lists their pros and cons.  Options include: 1) revoking Armstrong Way Section 52 agreement although this would only remove a proportion of the HGVs on Latteridge Road, and would put extra vehicles on Wotton Road. 2) Revoke S52 and introduce 7.5t weight limit on Latteridge Road but this would transfer HGVs to other routes. 3) Do nothing! ‐ ‘accompanied by a small number of minor targeted measures the situation may become more acceptable to local residents.’ SGC email: 18/08/1 E‐mail exchange between SE and SK of SGC regarding possible Latteridge 100818161 0 closure to ‘Latteridge Hill’. Route 5 SGC email: 16/09/1 E‐mail exchange between SE of SGC and JB of Morrison regarding Latteridge 101014174 0 HGV movements from Morrison’s Armstrong Way distribution Route & 2 depot and potential options by SGC to put a weight limit on Rangeworthy Latteridge Road and Wotton Road. JB is concerned by the Route possibility of weight restriction on Latteridge Road as it would affect their entire fleet. Word 24/09/1 Draft reply to Parish Council stating that there are no Latteridge document: 0 current restrictions on the B4059 or B4058 and that there may not Route PTS169345 be in the future also. HGVs using Latteridge Road.doc Executive 26/01/1 Briefing note from SGC to Council Executive members. Acting on Latteridge Briefing 1 the legal advice received, this note states SGC’s intention to vary Route, Note Latt the Armstrong Way S52 by permitting alternative routes to the Rangeworthy Rd.doc ones previously prescribed to also allow the Morrison vehicles to Route & use B4058 Wotton, Stover Road and A432 Badminton Road Badminton (westbound). SGC also states intention to promote two 30mph Road Route schemes on the B4059 Latteridge Road in the capital programme for 2011/12 – 1)Iron Acton bypass to Crossing Cottage and 2) through the village of Latteridge to the 50mph limit at Earthcott Word 26/01/1 SGC Briefing/Update note to Safer and Stronger Group. This note Latteridge document: 1 states SGC’s intention to vary the Armstrong Way S52 by Route SSCG11012 permitting alternative routes to the ones previously prescribed 6‐ and also states intention to promote two 30mph schemes on the Briefing.doc B4059 Latteridge Road in the capital programme for 2011/12 – 1) Iron Acton bypass to Crossing Cottage and 2) through the village of Latteridge. letterrespo 14/02/1 Letter responses from SGC to residents explaining the reasons for Latteridge nses 1 varying the Armstrong Way S52 agreement Route 110221.doc

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Feedback Date Summary of feedback Routes format concerned SW‐ 21/02/1 Draft response from SGC Cllr to a resident outlining the Latteridge Willoughby. 1 background to varying the Armstrong Way S52 agreement Route & doc Rangeworthy Route Englishherit 02/03/1 Letter from English Heritage to LK of Acton Court specifically states Latteridge agestruct 1 that ‘traffic vibration is not the cause of the structural problems Route report.pdf within the building.’ Word 03/03/1 SGC draft response to an un‐named resident requesting a weight Rangeworthy document: 1 restriction on Wotton Road Route Questions 030311ans wers.doc Word 05/04/1 A document from the instructed legal Counsel summarising Latteridge document: 1 instructions from GS of SGC about the S52 agreement dated 23 Route, CounselOpi August 1983. In summary SGC wishes to know if it is able to Rangeworthy nion.doc enforce the clause requiring the Armstrong Way distribution depot Route & vehicles only to use certain routes, and if it is possible to stop the Badminton site being a distribution depot. This document confirms that the Road Route original routing restriction was varied allowing vehicles to use the B4058 Wotton Road and the B4059 to the M5 junction 14 and the A38 and the B4059 Stover Road and A432 Badminton Road in addition to the routes described in the S52 Agreement. This did not require any new, or revisions to any existing, TROs. Residents of B4058 Wotton Road have vociferously objected to the increased lorry movements along this road. Affected residents attended and spoke at the Council meetings of February and March. At the March 2011 Council meeting, SGC passed a motion that SGC would look at rescinding the planning permission that allows the Morrison site to be a distribution depot when they move out and follow a similar process when other Yate distribution centres are vacated. RE HGV 06/04/1 Email exchange between SGC and resident of Wotton Road, Rangeworthy Traffic 1 Rangeworthy. Residents mentions accident risk, road surface and Route Problems extreme noise caused by HGVS and disgruntlement about the on the variance to the S52 agreement. B4058 Wotton Road.msg 110418 18/04/1 Letter from SGC to Mr Baker of Clarke Willmott LLP regarding use Latteridge B.pdf 1 of B4059 by HGVs and ‘action to use the provision contained in the Route, Section 52 agreement’ Rangeworthy Route & Badminton Road Route 110607 07/06/1 Letter from SGC to Mr B of Clarke Willmott LLP regarding use of Latteridge B.pdf 1 B4059 by HGVs and further clarifying that ‘the S52 agreement Route, contained provision for the amendment of the vehicle routes’ Rangeworthy Route & Badminton Road Route

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Feedback Date Summary of feedback Routes format concerned SGC email: 20/12/1 Email exchange between SE and CC of SGC. SE informs CC that ‘as Latteridge 111220164 1 far as I am aware the s.52 was amended to remove the Route, 3 requirement for vehicles accessing or exiting the Morrisons site to Rangeworthy use only the A432 Badminton Road or B4059 Latteridge Road. I am Route & not sure how this was done as I was not party to and certainly Badminton didn’t recommend the change.’ Road Route

SGC email: 16/01/1 Email from a Cromhall resident to SE requesting information about Rangeworthy 140116153 4 & ‘a consultation regarding HGV routing on South Gloucestershire Route 9 & 17/01/1 roads including the B4058’ and then requesting that ‘I should very 140117143 4 much like to offer my views and comments’ 1 TH‐T418‐ 04/03/1 SGC response to Latteridge Road resident about size and volume Latteridge ECS329267 4 of HGV traffic. SGC state that a full study will take place. Road ‐ Mr DM Latteridge HGVs.doc FW RE 18/09/1 Email exchange between resident and SGC about creating a bypass Latteridge REQUE.msg 4 on Latteridge Road. SGC state that this is no financially feasible. Road

Summary of feedback from communities The feedback from communities as outlined in Table 21 can be summarised by the following paragraphs. The most striking finding is that the feedback almost exclusively concerns the Latteridge and Rangeworthy routes. Feedback on the other routes is either non‐existent or very minor. A number of residents of Latteridge village, Iron Acton Parish Council, and the custodian of the historic monument Acton House have been requesting a restriction on the number of HGVs using Latteridge Road for a number of years, and local councillors have acted upon those concerns. The Latteridge Road residents’ perception that the route is subject to a high volume of large HGVs for which the road is unsuitable may well have been fuelled by their knowledge that the huge (254,689 square feet) chilled distribution centre at Armstrong Way – occupied by Morrisons supermarket prior to their relocation in 2003 to Bridgwater, and now by Sainsbury ‐ was subject to a Section 52 agreement specifically requiring that HGVs used Latteridge Road to the exclusion of all other routes in the northbound/westbound direction of travel. Ongoing pressure from Latteridge route stakeholders, residents and their elected councilors ultimately resulted in some key decisions being made by SGC in 2010 including the variance of the Armstrong Way S52 agreement, and the implementation of two 30mph schemes on Latteridge Road – see timeline in Table 1 in Background section of the report for further details. The changes made to Latteridge Road, and in particular the variance of the S52 agreement, helped appease some Latteridge residents, but resulted in Rangeworthy route residents becoming more energised in their efforts to curb HGV movements on the B4058, particularly on the Wotton Road section. The Rangeworthy Route residents contend that the main issues are accident risk, excessive noise and poor road surface. This section of the B4058 is a historically a heavily trafficked HGV route and some residents along this route were clearly and stridently of the opinion that the improvements outlined above to the Latteridge route would be directly detrimental to Wotton Road. They also consider this route to be no more suitable for large vehicles than Latteridge Road. Particularly vociferous views were expressed by residents of Rangeworthy village, and a number of residents on the Rangeworthy route attended and spoke at SGC Council meetings in February and March 2011.

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Feedback from businesses Feedback from businesses was mainly sought in 2010 when SGC was considering varying the Armstrong Way S52 Agreement as outlined in the previous section. The following businesses were consulted with as they were identified as the main distribution companies, or HGV movement generating companies, in the study area:  TNT  Tuffnells  Morrisons  David Hathaway Transport

Understandably, the consultees were not supportive of restrictions on HGV movements. Equally understandably, Morrison supermarket did not have a problem with varying the S52 agreement to allow their vehicles to use other roads in addition to Latteridge Road.

Current HGV management in the study area SGC have confirmed that there are no restrictions on HGV movements on any of the study routes themselves with the exception of the Armstrong Way S52 agreement described above. There are however, numerous Traffic Regulation Orders (TRO) restricting HGVs using side routes off the main study routes. These are too numerous to list, but are particualrly prevalent on the Badminton Road Route and Winterbourne Route where there are many residential side streets, several of which also act as ‘short cuts’ between the other study route. Figure 33 shows a typical restriction on the Badminton Road Route.

Figure 33. Badminton Road TRO

In Yate town centre there are further TRO‐controlled HGV restricitons. In line with the Council’s aspiration to prevent vehicles from using Station Road as a west‐east through route through the town centre, HGVs over 7.5 tonnes in weight are prevented from accessing the town centre via Station Road except for loading purposes. The relevant signage indicating the prohibition is in place at all the main approaches to Yate town centre, complemented by HGV directional signage indicating that the designated through route is via Yate Road/Iron Acton Way/Goose Green Way/Link Road/Kennedy Way/Cotswold Way. Figure 34 shows the relevant prohibition signage on Station Road.

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Figure 34. Station Road HGV restriction

Chipping Sodbury town centre is also subject to a ‘7.5 tonne except loading’ prohibition. Relevant signage is in place at the Station Road/Link Road junction and the Smarts Green roundabout junction. Figure 35 shows some of the prohibiton signage at the Smarts Green roundabout junction.

Figure 35– Chipping Sodbury HGV Prohibition signage at Smarts Green roundabout junction

Along the Yate Town Centre Through Route, and in the west of the town where the main industrial estates are located, there is clear evidence of a comprehensive strategy of using signage to ensure HGVs find their required destination. Typical signage of this nature is the sign shown in Figure 36 which is located at the roundabout junction of Yate Road/Iron Acton Way/Armstrong Way.

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Figure 36. HGV signage ‐ junction of Yate Road/Iron Acton Way/Armstrong Way

In terms of the study routes themselves, although there are zero TRO‐controlled restrictions, SGC has managed the HGV network in other ways. This has been partly in response to feedback from residents and various stakeholders. The key steps taken by SGC in recent years concerning the study routes themselves are summarised in Table 1 in the Background section of the report.

HGV operators and in the study area Table 22 outlines the current HGV operators in Yate. This information has been provided by SGC based on a search on Vehicle and Operator Service Agency’ website www.tan.gov.uk (by selecting the operators with a BS37 postcode, then excluding operators without a currently valid licence and operators based in Westerleigh, Old Sodbury, Dodington, Codrington and Tormarton areas as these are unlikely to be traveling through Yate). Table 22 shows only the top 22 operators that have 65% of the vehicles.

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Table 22. Current HGV operators in Yate

Operator Operating Centres Vehicles Trailers TNT UK LTD WESTERLEIGH BUSINESS PARK,WOODWARD 80 30 AVENUE,YATE,BRISTOL,BS37 5YS,GB DAVID HATHAWAY TRANSPORT WOODWARD AVENUE,YATE,BRISTOL,BS37 5YS,GB 64 86 BRAKE BROS LTD ARMSTRONG WAY,GREAT WESTERN BUSINESS 50 10 PARK,YATE,BRISTOL,BS37 5NG,GB SOUTH GLOUCESTERSHIRE LANE,YATE,BRISTOL,BS37 41 3 COUNCIL 7PN,GB DHL SUPPLY CHAIN LIMITED GREAT WESTERN BUSINESS PARK,ARMSTRONG 40 80 WAY,YATE,BRISTOL,BS37 5NG SITA UK LTD YATE HOUSE RECYCLING CENTRE,COLLETT 40 0 WAY,YATE,BRISTOL,BS37 5NL,GB TUFFNELLS PARCELS EXPRESS UNIT V,WELLINGTON DRIVE,STOVER TRADING 35 50 LTD ESTATE,BRISTOL,BS37 5NZ,GB DYNAMIC STORAGE LTD DYNAMIC HOUSE,STOVER 26 12 ROAD,YATE,BRISTOL,BS37 5JN,GB E R H (HOLDINGS) LIMITED DEAN ROAD,YATE,BRISTOL,BS37 5NR,GB 20 2 HANSON QUARRY PRODUCTS CHIPPING SODBURY QUARRY,BARNHILL 20 2 EUROPE LTD RD,CHIPPING SODBURY,BRISTOL,BS37 6BN,GB SITA UK LTD DEAN ROAD,YATE,BRISTOL,BS37 5ND,GB 17 0 A J M PET PRODUCTS LTD WAVERLEY ROAD,BEECHES INDUSTRIAL 16 0 ESTATE,YATE,BRISTOL,BS37 5QT,GB WEST HOUSE TRANSPORT (S&G) ASSIDOMAN PACKAGING (STH 14 21 LTD WEST),WOODWARD AV,YATE,BRISTOL,BS37 5YS,GB YATE DISPOSABLES LTD 26, NORTH ROAD,YATE,BRISTOL,BS37 7PA,GB 12 0 DURBIN METAL INDUSTRIES LTD HAWKESORTH HOUSE ,HAWKESWORTH 11 0 ROAD,GREAT WESTERN BUSINESS PARK ,YATE,BRISTOL,BS37 5NW,GB LATHAM'S LTD BADMINTON ROAD TRADING 10 0 ESTATE,YATE,BRISTOL,BS37 5JX,GB A NICHOLS (COW MILLS) LTD COW MILLS,CHIPPING SODBURY,BRISTOL,BS37 10 0 4AD,GB JOHN ALEXANDER GENT UNIT 5,BADMINTON ROAD TRADING 10 0 ESTATE,YATE,BRISTOL,BS37 5NS,GB W H BENCE (COACHWORKS) LTD GREAT WESTERN BUSINESS PARK,ARMSTRONG 99 WAY,YATE,BRISTOL,BS37 5NG,GB W H BENCE (COACHWORKS) LTD UNIT 7,BADMINTON ROAD TRADING 99 ESTATE,YATE,BRISTOL,BS37 5NS,GB B D THORNELL LTD COLET WAY,GREAT WESTER BUSINESS 97 PARK,YATE,BRISTOL,BS37 5NH,GB VICTORIA RECOVERY LTD 81, NORTH ROAD,YATE,BRISTOL,BS37 7PS,GB 9 1

It can be seen from Table 22 that the vast majority of the operators listed are based in the west of Yate where the large industrial estates are located.

Of the operators listed in Table 22, TNT Express (UK), Tuffnells Parcels Express Ltd, and David Hathaway Transport Ltd have been consulted in the past by SGC. This consultation took place when SGC were looking into varying the Armstrong Way S52 agreement. At the time of the consultation, the occupants of the Armstrong Way distribution hub that was subject to the S52 agreement was Morrisons supermarket. The current occupants of the distribution hub are Sainsbury as Figure 37 shows.

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Figure 37. Sainsbury Armstrong Way distribution hub

It is also important to note that businesses located in Yate Town Centre and in the western section of Chipping Sodbury also generate HGV traffic. Some of the bigger businesses in the thriving and compact Yate Shopping Centre include:  Tesco  Marks & Spencers  Halfords  Argos  Peacocks  Iceland Figure 38 shows the Yate Shopping Centre.

Figure 38– Yate Shopping Centre

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In addition to the outlets located in Yate Shopping Centre, two large superstores are located off the Station Road/Kennedy Way roundabout junction. They are:  Morrissons supermarket  B&Q Figure 39 shows a B&Q vehicle on Cotswold Way.

Figure 39– B&Q vehicle on Cotswold Way

Other relevant studies, schemes and bids North Yate New Neighbourhood Transport Review The North Yate New Neighbourhood (NYNN) is planned as a mixed use development comprising up to 3,000 dwellings in total, employment opportunities and associated infrastructure. The neighbourhood will be bounded by Tanhouse Lane to the north and the Eastfield Drive residential area to the south. The North Yate New Neighbourhood Transport Review was produced for SGC in May 2012 by Atkins and is a review of the soundness of the transport case for the NYNN.

The review document notes that traffic congestion occurs in Yate and Chipping Sodbury during the morning and evening peak periods including the junctions in Yate town centre and the A432 Station Road. This reflects the commuting from Yate and Chipping Sodbury to Bristol and the North Fringe, with heavy traffic flows along the A432 Corridor. The document also notes that congestion is experienced on the A432 Badminton Road on the approach to the A4174 Avon Ring Road, and on the B4058 Bristol Road (Winterbourne Route) through Winterbourne. Demand for travel to and from Yate and Chipping Sodbury will therefore increase in the plan period which runs from now until 2027.

Atkins state that their analyses demonstrates that the local road network north of Goose Green Way has sufficient capacity to accommodate the additional traffic generated by NYNN, but that there will be additional peak period queuing and traffic delays at junctions on Goose Green Way, Iron Acton Way and Yate Road. Atkins continue that improvements to junctions on these routes will, therefore, be required to mitigate the impacts of traffic generated by development in Yate and Chipping Sodbury, particularly traffic generated by the New Neighbourhood.

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The review recommends the following highway improvement measures:  Randolph Avenue / Goose Green Way Roundabout;  Greenways Road / Goose Green Way Signalised Junction;  North Road / Goose Green Way Signalised Junction;  Yate Road / Iron Acton Way / Armstrong Way / Stover Road Roundabout;  Wotton Road / Yate Road Signalised Junction;  Latteridge Road / Yate Road / Bristol Road Signalised Junction; and  A432 Station Road / Goose Green Way / Link Road roundabout (east of the town centre).

The review concludes by stating that the additional travel demand generated by the New Neighbourhood can reasonably be accommodated by the Yate and Chipping Sodbury transport network without adversely impacting on the local economy, environment, road safety and quality of life, provided that a number of criteria are met including:

 A sustainable transport package is implemented  Appropriate highway infrastructure is provided within the New Neighbourhood to enable access on to the local road network at least two appropriately defined locations; and  Improvements are provided at key locations on the local highway network.

The impact of NYNN on the six study routes in this study is likely to be an increased volume of general traffic on the Winterbourne Route and Badminton Road Route, but particularly on the Yate Town Centre Through Route.

Western Gateway The Yate Western Gateway project is a development framework focused on the employment areas around Yate Station which form the ‘western gateway’ to Yate and Chipping Sodbury. The project grew out of a developer led proposal to redevelop part of the Stover Trading Estate. This proved difficult to progress because of highway constraints. SGC Officers were keen to promote a wider review of the area and this became the Yate Western Gateway project.

The main area covered by the project includes the employment areas at Stover Road, North Road, Station Road and Badminton Road which are key HGV generators and attractors. The area developed as trading estates in the post war period but the estates are now dated with some buildings unsuitable for modern needs. Existing planning policy seeks to safeguard these areas for future employment use but there is scope to consider some alternative uses as part of a regenerative strategy. The Western Gateway Development Framework provides an overall strategy for the regeneration of the area in line with recommendations of the Council’s Employment Land Review and its Draft Core Strategy.

As part of the Development Framework there is an aspiration to develop an office sector rather than continue with the existing industrial and warehousing base. Demand for warehousing space is expected to grow slightly but is likely to be concentrated in the Severnside area away from Yate where there is relatively good access to the motorway network and significant available land supply. The framework proposes that ‘the area will remain focused on manufacturing and warehousing but some additional uses will be allowed where this will facilitate regeneration without undermining the Core Town Centre areas (Yate and Chipping Sodbury).’

If the framework is successful in significantly diversifying the employment base of the Western Gateway the effect on the highway network is likely to be an increased volume of general traffic due to the land‐ uses being more intensive, putting more strain on the existing highway network. However, if the area remains mainly manufacturing and warehousing as is more likely, the effect of the Western Gateway Development Framework on general traffic and HGV movements to and from Yate is likely to be neutral.

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Yate Traffic and Movement Study SGC worked with Yate Town Council to identify a number of transport related issues associated with the access to Yate Town Centre for pedestrians, cyclists, public transport and potential delays to general traffic. Due to new development opportunities adjacent to the town centre, SGC secured Section 106 funding for transport related works to reduce severance through enhanced pedestrian crossing and access facilities, improved public transport facilities, and other measures such as enhanced signing and upgraded traffic signal control systems. The limits of the study area were the town centre and Station Road/Badminton Road as far west as the roundabout junction with Culvert Avenue opposite the SGC offices. So the western boundary of the Yate Traffic and Movement Study is contiguous with the eastern end of the Badminton Road Route and the western and town centre sections of the Yate Town Centre Through Route. The study was carried out in the context of the Yate Community Plan (“A Vision for 2028”) a document that seeks to reflect the aspirations of the people of Yate for the future of the town over the next 20 years. CH2MHILL worked on the study for SGC, and the study was intended to inform SGC and the Town Council of barriers to movement, and to identify measures aimed at addressing issues highlighted by the study which meet the objectives of the Yate Community Plan. Identified measures were prioritised in terms of deliverability, cost and outcome and CH2MHILL issued draft report version 3 in July 2014. CH2MHILL are awaiting feedback from SGC in order to finalise the report. The main study findings, albeit in draft form, can be summarised as follows:  The local highway network operates without significant queuing and delay.  Localised pinch points have been identified where works could be carried out to enhance traffic flow. This includes the Badminton Road eastbound approach to the Stover Road signals, and approaches to the Longs Drive and Cranleigh Court Road signals.  An analysis of accident data for the past 5 years shows that there are no severe accident locations within the study area.  The NMU audit highlights a number of potential improvements in bus stop provision, walking and cycling routes and crossing provision. Specifically, it highlights the need for improved crossing facilities at the Longs Drive and Cranleigh Court Road signal controlled intersections. The draft study recommendations are as follows:  The recommendations from the study include a review of traffic signage with the aim of promoting the downgrading of Station Road.  The study also highlights that more radical measures could be effective in achieving the objective of the Town Centre traffic and movement strategy and Yate Community Plan. Traffic management measures aimed at restricting or removing through trips along Station Road north of the Shopping Centre would reduce severance and integrate Yate with its Town Centre.  To facilitate the traffic management and movement strategy for Yate Town Centre, a range of mass action and corridor works and localised improvement schemes have been recommended. In terms of links with the Yate HGV Study, the most significant findings/issues are  The aim of promoting the downgrade of Station Road to through traffic.  Works could be carried out to enhance traffic flow including the Badminton Road eastbound approach to the Stover Road signals To be in line with the findings and recommendations of the Yate Traffic and Movement Study, the Yate HGV should seek to discourage unnecessary west‐east HGV through movements along Station Road and through the town centre, and avoid recommendations that would result in significantly increasing traffic flow along Badminton Road through the Stover Road signalised junction.

YATE HGV STUDY Summary of findings of data collection and data analysis The key findings of the data collection and analysis are summarised in the following paragraphs.

Feedback from communities and businesses  The feedback from communities almost exclusively concerns the Latteridge and Rangeworthy routes.  Latteridge Road residents’ perception that the route is subject to a high volume of large HGVs for which the road is unsuitable may well have been fuelled by their knowledge that the Armstrong Way distribution hub was subject to a Section 52 agreement specifically requiring that HGVs used Latteridge Road to the exclusion of other routes in the northbound/westbound direction of travel.  Further to feedback from Latteridge Road residents, SGC varied the Armstrong Way S52 agreement allowing vehicles to use alternatives to Latteridge Road including the Rangeworthy Route, and implemented two 30mph zones on the Latteridge Route.  The decisions made by SGC partially appeased Latteridge Route residents but led to an increase in negative feedback from Rangeworthy Route residents. Some of these residents consider the Rangeworthy Route to also be subject to a high volume of large HGVs for which it is unsuitable, and unhappiness was increased because they felt that the variance to the Armstrong Way S52 agreement would lead to an increase in HGVs on their route.  Referring to Acton Court, a survey undertaken by English Heritage states that ‘traffic vibration is not the cause of the structural problems within the building’.  Transport operators that have been consulted by SGC are generally not supportive of restrictions on HGV movements on the six study routes.

Visual survey (site visit) and Geometric Survey  The Latteridge Route is mainly rural in nature and features two small villages, Latteridge and Earthcott Green, where the speed limit is now 30mph. The vast majority of properties are set well back from the highway including the Ancient Monument of Acton Court. Although large sections of the route are straight and of sufficient width, the route is narrow in places and has some sharp bends, most notably in Latteridge village, and directly north of Acton Court.  The Winterbourne Route is part rural and part semi‐urban where the road is bounded to the east, and occasionally to the west also, by the contiguous built‐up areas of Winterbourne, Watley’s End and Frampton Cottrell. There are two schools along the route and a number of heavily trafficked junctions. In general terms the route is not particularly narrow although there are sections where parked cars encroach onto the carriageway.  The Rangeworthy Route is mainly rural in nature and appears from site visits to carry a significant amount of agricultural traffic. It is the longest of the study routes and features the small villages of Latteridge, Bagstone, Cromhall and Tortworth where the vast majority of properties are set well back from the highway. In general terms the road width is fairly generous for a ‘B’ road with numerous straight sections and good slight lines although there are several side road junctions with poor visibility. There are sections where the road is narrower such as in the vicinity of Tortworth village where there are steep gradients and in certain sections through the villages of Bagstone and Cromhall.  The ‘A’ road Badminton Road Route is part rural and part semi‐urban. The route passes through the centre of Coalpit Heath and is bounded to the east at its northern end by the Woodward Avenue industrial estate. Road widths are of suitable width for the route’s ‘A‘ status classification and most of the route is straight with good sight lines. There are no extreme gradients. Traffic volumes are noticeably high.  The Old Sodbury Route is predominantly rural. The sole village is Old Sodbury in the A432 section of the route and the bulk of properties in the village are located well to the north of the road. The route is straight and of good carriageway width with the exception of the A432 immediately to the east of Old Sodbury village which is subject to a handful of very sharp bends and steep

STAGE 1 REPORT V1.2.DOCX 69

gradients. The only fatal accident in the study area was located on one of these bends. There is an overtaking lane on the climb out of Old Sodbury village in the eastbound direction of travel.  The Yate Town Centre Through Route connects the west of Yate with the east of Chipping Sodbury avoiding both Yate town centre and Chipping Sodbury town centre weight restrictions. For most origins and destinations this represents an insignificant diversion in terms of travel time. The western sections of the study route are designated the B4059, the eastern sections designated the A432, with the B4059 Goose Green Way section acting as the Primary Distributor route for the North Yate residential areas. This route is heavily trafficked and urban, bounded by built‐up residential or industrial areas on at least one side for the duration of the route. Road widths are generous and the highway pavement is generally in very good condition. A number of accidents were recorded on this route with a small cluster at the Goose Green Way/Peg Hill junction.

Traffic flows  In terms of the total number of vehicles using the routes on a daily basis the M4 is by far the busiest strategic route while the survey along the Badminton Road Route shows this has the highest daily flows of the study routes.  The Yate Town Centre Through Route shows the highest single direction hourly flow which occurs between 5pm and 6pm of 1080 vehicles.  The quietest strategic route in terms of daily vehicles is the A38 which shows that 6650 vehicles use the section between the B4061 and B4509 on a daily basis.  Of the local routes the lowest single direction flow of just 193 vehicles occurs along the Winterbourne route.  The majority of HGV peaks along local routes in terms of both the total and proportion of HGV traffic occur outside the highway AM and PM peak periods.  Of the Strategic Routes the M4 has the highest proportion of HGV traffic  Of the local routes the Yate Town Centre Through Route shows the highest single direction daily number of HGVs at 596, closely followed by the Badminton Road Route with 592. However the highest single direction hourly number of HGV occurred along the Old Sodbury route between 7am and 8am peaking at 57 HGVs.  The peak single direction hourly proportion of 13.86% HGVs occurred along the Rangeworthy Route happening between 9am and 10am.  The highest single direction daily proportion of HGVs occurred along the Old Sodbury Route peaking at 8.61%.  The tidal pattern of movement on the Yate Town Centre Through Route is that a greater volume of general traffic travels westbound in the morning and eastbound in the evening reflecting out‐ commuting from Yate.

Pavement conditions Overall the lengths considered in the study are in good condition. The SCANNER RCI’s indicate low levels of Category Red (sections in need of immediate maintenance). Equally important, the levels of Category Amber are also low, indicating that there is not an immediate backlog of Red in the pipeline. The edges of minor roads are often evolved sections of ad‐hoc widening that suffer significant lengths of haunch failure/ edge deterioration, mainly as a consequence of heavy vehicles travelling very close to the edge. The lengths in this study generally have adequate width and are of reasonable alignment, consequently vehicles do not need to travel close to the edge and the overall width means that wheelpaths are not channelized. The major defects are edge deterioration and bleeding/ stripping of the surface dressing in wheelpaths. The network levels of skidding resistance, as measured by SCRIM, are generally good. On each section the existing maintenance regime appears to be appropriate for the traffic being carried. Traffic levels in terms of HGV’s are relatively low.

YATE HGV STUDY

Each of the individual sections has some defective lengths. At Latteridge there is significant edge deterioration combined with utility trench reinstatements over a short, continuous length around Acton Court. On the Rangeworthy section there are edge defects, and surfacing defects approaching Charfield Hill and Cromhall; there is also some polishing and bleeding in wheelpaths. The road is severely rutted outside the garden centre at Acton Lodge, with rutting and associated linked cracking. At Winterbourne there is some rutting in the more urban areas, particularly at the South end of High Street. The Badminton and Old Sodbury lengths have only intermittent minor defects. At Old Sodbury the main issue is rutting approaching M4 Junction 18. On the Yate Town Centre Through Route, Goose Green Way is the worst‐ performing section with rutting and cracking most pronounced in the vicinity of Greenways Road and Randolph Avenue, but the rest of the route is in very good condition. The central white lining is also very faint, or in some cases invisible entirely, on the Goose Green Way section.

Significant lengths of each route, particularly in the rural areas have been treated with surface dressing; this is a cost effective treatment in the circumstances. One issue with surface dressing is that it is usually a noisier surfacing than Thin Surface Course/ AC, or even hot rolled Asphalt with pre‐coated chippings; this is less of an issue in rural areas. If noise reduction is required then consideration could be given to the use of Thin Surface Course at the next maintenance intervention. Some of the more recent 10mm designs are dense, more durable, and quiet.

Air quality There may potentially be an air quality constraint to increasing flows on the Winterbourne Route. There are unlikely to be air quality constraints on the Badminton Road, Old Sodbury, Rangeworthy, Latteridge and Yate Town Centre Through Routes.

Accidents and road safety  Between 1 July 2011 and 30 June 2014, there were a total of 125 Personal Injury Accidents (PIAs) on the routes being considered, of which: 108 (86.4%) resulted in slight injury; 15 (12%) resulted in serious injury; and 2 (1.6%) resulted in fatalities;  The B4058 Yate to Hambrook (Winterbourne) route has the most recorded PIAs, 37 (29.6%) of the 125 accidents, and the Old Sodbury route is the worst performing in terms of severity of injury with 5 (31.2%) of the 16 recorded PIAs on that route resulting in serious injury and 1 (6.3%) resulting in a fatality;  Collisions were recorded on all days of the week, with the majority 30 (125%) of the recorded 103 occurring on a Thursday. 97 of the collisions (77.6%) occurred on a weekday; with the remaining 28 (22.4%) occurring during the weekend;  The majority 40 (32.0%) of the 125 recorded collisions occurred during 2012 but this is not a true reflection as collision data has only been supplied for the last 6 months of 2011 and the first 6 months of 2014;  44 (35.2%) of the recorded 125 collisions occurred during the inter‐peak period 10:00 and 16:00;  The majority 50 (40.0%) of the recorded 125 collisions occurred within a posted 30mph speed limit. 2 collisions (1.6%) occurred within a speed limit of 70mph and we assumed that these occurred on the motorway and are outside the study area;  94 (75.2%) of the recorded 125 collisions occurred when the road surface was dry;  The majority 99 (79.72%) of collisions occurred when the weather was fine and dry and it is worth recording that the weather conditions associated with 2 of the collisions (1.6%) have been recorded as unknown;  The majority 97 (77.6%) of the 125 recorded collisions occurred during daylight;  The collision records identify that, of the 125 recorded PIAs, 20 (16.0%) identify a HGV as being one of the vehicles involved. However, further investigation into the detail of each of the 16 collisions revealed that 17 involved a van/goods vehicle <3.5t which we have discounted as we consider these to be light goods vehicles rather than HGV. Therefore detailed analysis identified that 3 (2.4%) of the recorded 125 PIAs involved a HGV between 3.5t and 7.5t, which is not

STAGE 1 REPORT V1.2.DOCX 71

considered to be significant;  Analysis of the collisions involving a HGV between 3.5t and 7.5t reveal that only 1 of the collisions can be directly attributable to HGVs being present on any of the routes; and  There are no records of any collision involving a HGV in excess of 7.5t on any of the routes that are subject of this commission between 1 July 2011 and 30 June 2014.

Noise The highest overall noise level was measured at Yate Town Centre Through Route. Although this location does not have the highest number of passing vehicles, the traffic at this survey location was probably travelling quicker and more freely flowing that at other locations. This is also shown by the highest SEL for HGVs being measured at this location. The next highest noise levels were measured along the Old Sodbury route and the Badminton route. This is unsurprising given that the Old Sodbury route has the highest percentage of HGV traffic and the Badminton route has the highest overall level of traffic. It is expected that due to having the highest percentage of HGV traffic, the Old Sodbury route is the most affected by HGV traffic at present.

Overall Conclusions Although there are short sections on most of the routes where carriageway widths, gradients and pavement condition mean the carriageway is not ideally suited to accommodating HGVs, none of the routes can be described as generally unsuitable for HGVs. The overall characteristic of the routes is that carriageway widths are sufficient, there are no other obvious geometric restrictions, and pavement condition is good.

Of the six study routes, the ‘B’ class Winterbourne route is arguably the least suitable for HGVs given it features significant sections of built‐up residential area, two schools including a large secondary school, several heavily trafficked and relatively complex junctions, and a viable alternative in the broadly parallel Badminton Road Route. The Yate Town Centre Through Route is also predominantly urban in nature but the route is well suited to its purpose; relatively few residential properties have direct access to and from the study route and most of the route has been expressly designed as a primary distributor route.

Analysis of the traffic flow survey data provided shows that the Badminton Road Route is the most heavily trafficked route, closely followed by the Yate Town Centre Through Route. The Old Sodbury Route and Rangeworthy Route have the highest proportion of HGVs. The Winterbourne Route and Latteridge Route are the least trafficked routes in general terms, although it should be noted that on site visit the Winterbourne Route appeared busier than the traffic flow data suggests.

There may potentially be an air quality constraint to increasing flows on the Winterbourne Route. The Old Sodbury route is the most affected by HGV traffic at present, with very reasonably noise levels on Latteridge and Rangeworthy Routes.

In the three year period of the accident analysis only three accidents involving HGVs were recorded, and none for vehicles over 7.5tonnes in weight, a surprising result. Across all sites the vast majority (86.4%) of accidents were of slight severity. Of the 125 accidents recorded in total, 15 (12.0%) were serious and two (1.6%) were fatalities. One of the stand out findings of the accident analysis is that there are relatively few accidents on the Latteridge Route and Rangeworthy Route compared to the Winterbourne Route, the Badminton Road Route and the Yate Town Centre Through Route. The Winterbourne Route is by some distance subject to the most accidents. This result is striking when the length of the route and relatively low volume of traffic is taken into account. The Winterbourne Route and Badminton Road Route, and to a lesser extent the Yate Town Centre Through Route, are the only routes that feature any kind of accident cluster location.

YATE HGV STUDY

The vast majority of feedback from communities is concerned with the Latteridge Route and Rangeworthy Route. However, the bulk of the analysis outlined in this Stage 1 report does not suggest these routes are generally unsuitable for HGVs. Some Latteridge Route and Rangeworthy Route residents have been lobbying SGC for HGV restrictions. Yate transport operators have indicated in the past to SGC that they are not supportive of restrictions on these routes, citing lack of viable alternative routes that do not constitute significant diversions. Management of the HGV network by SGC to date has largely consisted of TROs restricting HGVs of over 7.5 tonnes from using many of the side roads off the main study routes, prohibition of HGVs of over 7.5 tonnes using Yate and Chipping Sodbury town centres as through routes, and a signing strategy to sign HGVs to the various industrial areas around Yate.

Stage 2 – Routes and Impact Assessment The next stage of the project builds on the findings of the data collection and analysis. A high level appraisal matrix/framework will be developed that compares the study routes. A multi‐criteria scoring system will be used to quantitatively asses the following issues:  Network suitability to support strategic HGV links between Yate and the motorway networks. This will include assessment of the following: ‐ Pavement conditions. ‐ Geometry. ‐ Developments along the routes. ‐ Road safety. ‐ Environmental factors (noise and air quality).  The existing usage of the specified routes by HGV traffic. After developing the base‐case appraisal matrix that documents existing conditions, up to three scenarios will be built to assess possible impacts of HGV management measures, which will be one or a mixture of the following measures:  Overnight HGV bans.  Bans on particular sizes of vehicles.  24hr HGV bans.  Bans on specific or all routes. At this stage of the assessment more criteria will be added in order to evaluate possible impacts of HGV management measures and to highlight the differences between the scenarios in relation to:  Anticipated usage of the specified routes by HGV traffic corresponding to each scenario.  Environmental factors per scenarios (noise and air quality).  Social factors.  Likely impacts on operators. This will allow the comparison between the scenarios and the base case, and the recommendation of one of the scenarios. At this stage, we will provide guidance on alleviation measures along the routes that correspond to the assessed scenarios, in order to alleviate impact of HGVs on local communities and improve the network to support the approved HGV route strategy. This stage will also contain a general statement on wider ranging economic impact relating to the introduction of HGV control measures including assessment on businesses outside the study area. Stage 2 deliverable will be a report explaining the appraisal framework, the scenarios, and possible impacts of each of the scenarios.

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Appendices

Appendix 1: Pavement Conditions – General

Site Inspection

Latteridge Route (For the purpose of annotating photographs, and for descriptions in the written report, this section of B4059 is considered to run East to West from Iron Acton to Rudgeway)

Photograph 1 –East end on Westbound kerb; edge deterioration

Photograph 2 – East end on Westbound kerb; edge deterioration

Photograph 3 – East end on Eastbound kerb; edge deterioration

Photograph 4 – East end on Eastbound kerb; repaired edge deterioration and utility opening

Photograph 5 –West of Acton Court looking West along Eastbound kerb; edge repair

Photograph 6 – Eastbound between Acton Court and level crossing

Photograph 6 – Looking West along Eastbound kerb between Acton Court and level crossing; repaired patch

Photograph 8 – Westbound approaching level crossing

Photograph 9 – Westbound approach to level crossing; edge deterioration and repairs

Photograph 10 – Westbound approach to level crossing; edge deterioration and repairs

Photograph 11 – Looking East along Westbound kerb; some edge deterioration

Photograph 12 – Looking West along Westbound kerb; some edge deterioration and repairs; utility openings

Photograph 13 – Westbound through Latteridge

Photograph 14 – General view looking East from cross roads (B4059/ B4427)

Photograph 15 – Westbound into Rudgeway, representative condition

Photograph 16 – Looking East from Rudgeway; representative condition

Rangeworthy Route (For the purpose of annotating photographs, and for descriptions in the written report, this section of A4059 is considered to run South from M5 Junction 14 at the North end to Acton Lodge in the South)

Photograph 1 –General condition: Looking North to A38 junction.

Photograph 2 – General condition: Looking South from A38 junction

Photograph 3 – Looking North: Rutting and edge deterioration North of B4059/ B4058 junction (Charfield Hill)

Photograph 4 – Looking North: Rutting and edge deterioration North of B4059/ B4058 junction (Charfield Hill)

Photograph 5 – Wheeltrack bleeding and edge deterioration North of B4059/ B4058 junction (Charfield Hill)

Photograph 6 – Previous patching North of B4059/ B4058 junction (Charfield Hill)

Photograph 6 – General view of condition. Looking South from entry to Cromhall.

Photograph 8 – Southbound: Rutting in Cromhall

Photograph 9 – Southbound: general view through Cromhall

Photograph 10 – Looking southbound in Heath End. General view of condition and bleeding along lines of joints of previous patch repairs.

Photograph 11 – General condition. Looking North in Bagstone. Note lines of bleeding along previous patches

Photograph 12 – Looking North outside Rangeworthy Memorial Hall. Note bleeding in wheeltracks.

Photograph 13 – Looking South to junction with B4058/ B4059, and Acton Lodge garden centre

Photograph 14 – Northbound Lane outside Acton Lodge garden centre. Linked rutting and cracking

Photograph 15 – Northbound Lane outside Acton Lodge garden centre. Linked rutting and cracking

Photograph 16 – General condition. Looking West from Acton Lodge along B4058. Note bleeding in wheeltracks.

Winterbourne Route (For the purpose of annotating photographs, and for descriptions in the written report, this section of B4059 is considered to run North to South from Iron Acton through Winterbourne)

Photograph 1 –General condition looking Southbound (Some wheelpath cracking in foreground)

Photograph 2 – General condition looking Northbound (edge of patch in foreground)

Photograph 3 – General condition Southbound

Photograph 4 Approach to junction with Perrinpit Rd/ Church Rd

Photograph 5 –general condition Southbound just beyond junction with Perrinpit Rd/ Church Rd

Photograph 6 – Looking North; multiple utility openings

Photograph 6 – Looking South across Swan Lane

Photograph 8 – Southbound near Tesco Express; cracking probably associated with utility opening.

Photograph 9 – Southbound near Parkside avenue; cracking probably associated with utility opening but note occurs in both wheelpaths.

Photograph 10 – Rutting on Northbound side (High St near Beacon Lane)

Photograph 11 – General condition looking Southbound down Winterbourne hill

Photograph 12 – General condition Looking North from under motorway bridge

Photograph 13 – Looking North under motorway bridge. Rutting on Southbound side

Badminton Route (For the purpose of annotating photographs, and for descriptions in the written report, this section of A432 is considered to run from Moorend in the South to Nibley in the North)

Photograph 1 –Looking North from A4174 junction. Surface change is joint from motorway overbridge.

Photograph 2 – Looking North from just North of motorway crossing

Photograph 3 – General condition looking north from Park Lane (NB new patches)

Photograph 4 – General condition looking South from near railway viaduct

Photograph 5 – General condition looking North to railway viaduct

Photograph 6 – Looking South along Northbound kerb, North of viaduct

Photograph 6 – Northbound Lane outside No 212

Photograph 8 – Northbound Lane outside No 212

Photograph 9 – Northbound Lane outside No 230

Photograph 10 – Northbound Lane outside “The Badminton”. Note pumping through cracks

Photograph 11 – General condition. Looking South from entry to Nibley

Photograph 12 – General condition. Looking North at entry to Nibley

Old Sodbury Route (For the purpose of annotating photographs, and for descriptions in the written report, this section of A432 is considered to run from Smarts Green in the North to J18 in the South)

Photograph 1 –General condition: looking South from Smarts Green

Photograph 2 – Looking North: general condition near Colts Green

Photograph 3 – Looking North: general condition near Commonmead Lane

Photograph 4 Looking South: general condition near Commonmead Lane

Photograph 5 –General condition looking North

Photograph 6 – General condition looking North across A432/ A46 junction

Photograph 7– General condition looking South from A432/ A46 junction

Photograph 8 – General condition looking South from layby near Acton Turnville Road

Photograph 9‐ General condition looking North from layby near Acton Turnville Road

Photograph 10 ‐ Southbound joint across Acton Turnville Road

Photograph 11 ‐ Southbound joint across Acton Turnville Road

Yate Town Centre Through Route (For the purpose of annotating photographs, and for descriptions in the written report, this route is considered to run West to East from the SGC offices at the Badminton Road/Stover Road junction to the Smarts Green roundabout junction at Chipping Sodbury)

Photograph 1 ‐ General condition northbound Stover Road

Photograph 2 ‐ General condition northbound Yate Road

Photograph 3 ‐ General condition westbound Iron Acton Way

Photograph 4 ‐ Cracking near approach to junction with North Road

Photograph 5 ‐ Patching and cracking probably associated with utility opening

Photograph 6 ‐ General Condition eastbound Goose Green Way

Photograph 7 ‐ General Condition Goose Green Way ‐ note faded white lining

Photograph 8 ‐ General Condition Eastbound Goose Green Way.JPG

Photograph 9 ‐ General Condition Northbound Link Road

Photograph 10 ‐ General Condition Eastbound Kennedy Way

Photograph 11 ‐ General Condition Eastbound Cotswold Way

Appendix 2: Air Quality Data

South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Table 1 Details of Non-Automatic Monitoring Sites Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) NO2 1 Yate - Station Road Motor Aids Roadside 370721 182499 2.4 N N Y (5) 2.5 Y Benzene Yate - Station Road 4 Roadside 370418 182525 2.4 NO2 N Y Y (24) 6 Co-Location 1 Yate - Station Road 5 Roadside 370418 182525 2.4 NO2 N Y Y (24) 6 Co-location 2 Yate - Station Road 6 Roadside 370418 182525 2.4 NO2 N Y Y (24) 6 Co-location 3 - 152 Gloucester Road 10 Roadside 360266 179136 2.2 NO2 N N Y (0) 3.5 Y North - Premier Store façade Thornbury – 48 High Street 11 Roadside 363654 189893 2.6 NO2 N N N 0.5 Y Morgan Stone - Church Road 12 Roadside 362161 179570 2.5 NO2 N N N 1 rear of Friends Life

13 Filton - MOD Roundabout Roadside 361523 178732 2.3 NO2 N N N 1 Kingswood - 79 Regent Street 17 Roadside 364830 173878 2.6 NO2 Y N N 2.5 HSBC Kingswood - 70 Regent Street 18 Roadside 364762 173852 2.4 NO2 Y N Y (0) 5.5 CM Lea facade

Downend – Boscombe Crescent Urban NO2 21 365673 177475 2.6 N N N 1.5 St Augustines Church Background Benzene – 44 High Street 22 Roadside 364116 172413 2.6 NO2 N N N 3 Lloyds Bank

Page 1 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure)

23 Kingswood - Cecil Road Roadside 364854 173717 2.4 NO2 N N Y (16.5) 1

Urban 26 Kingswood – 8 Gilbert Road 364846 174007 3.1 NO2 N N Y (5) 1.5 Background

Kingswood - 90 Regent Street NO2 27 Roadside 364866 173835 2.8 Y N Y (0) 2 Y Nat West façade Benzene Staple Hill - 123 High Street 29 Roadside 364822 175932 2.7 NO2 Y N Y (2) 1 Y Backhouse Bet Bradley Stoke – 109 Ormonds 24.8 34 Close M4 East of Roadside 362395 182544 2.7 NO2 N N Y (11) Y (M4 33) Interchange Bradley Stoke - Woodlands 3.3 35 Lane M4 East of Almondsbury Roadside 362118 183031 2.5 NO2 N N Y (9.8) Y (M4 22.5) Interchange (lp47) Hambrook - Whiteshill 37 36 Roadside 364556 178856 2.4 NO2 N N Y (20) M4 East of M32 (M4) Almondsbury - Old Aust Road 7 37 M4 West of Almondsbury Roadside 361147 184846 2.0 NO2 N N Y (108) Y (M4) Interchange – Ableton Lane Urban 38 354282 184653 2.8 NO2 N N Y (0) 49 Severn Beach Primary School Background

Urban NO2 42 -Braydon Ave 361418 181674 2.6 N N Y (8) 1.5 Background Benzene

44 Stoke Gifford - Hatchet Road Roadside 362061 180025 2.8 NO2 N N Y (14) 4

Bradley Stoke - Bradley Stoke 45 Roadside 363265 180539 2.8 NO2 N N Y (27.5) 2.5 Way

Page 2 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) Winterbourne - High Street opp 46 Roadside 364852 180758 2.7 NO2 N N Y (16.5) 1 Ridings School Hambrook – Bristol Road 53 Roadside 363907 178389 2.0 NO2 N N Y (16) 6.5 rear of 17 Fenbrook Close

Longwell Green - A431 / NO2 54 Roadside 365256 171656 2.7 N N Y (33) 1.5 Aldermoor Way Benzene Coalpit Heath - Badminton 57 Roadside 367742 181160 2.3 NO2 N N Y (12) 2 Road The Salon/Carpet shop - Kingsfield 31 58 Roadside 365327 172141 2.6 NO2 N N Y (27) Lane/ Aspects Leisure Site (lp6) (A4174) Downend - North Street Kustom 60 Roadside 365101 176688 2.6 NO2 N N Y (4) 1 Floors & Furniture Staple Hill Crossroads - 1 Broad 61 Roadside 364926 175926 2.5 NO2 Y N Y (0) 2.5 Y Street William Hill Staple Hill Crossroads - 2 Broad 62 Roadside 364909 175908 2.4 NO2 Y N Y (0) 1.5 Y Street Café 501 façade

63 – 28 Park Leaze Roadside 359487 182479 2.6 NO2 N N Y (8) 1.5 Kingswood - 40 Regent Street 67 Roadside 364671 173877 2.8 NO2 Y N Y (0) 2.5 Y Thomas Cook façade Kingswood - 26-32 Regent 68 Roadside 364631 173886 2.9 NO2 Y N Y (0) 2.5 Y Street Store Twenty One façade Kingswood - 12 Regent Street 69 Roadside 364597 173892 2.5 NO2 Y N Y (0) 2.5 Y Silver Brides façade Kingswood - Two Mile Hill Road 70 Roadside 364533 173896 2.5 NO2 Y N Y (0) 2.5 Job Centre Plus façade

Page 3 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) Staple Hill - 11 The Square 71 Roadside 365075 175918 2.7 NO2 Y N Y (0.5) 6.5 Bunch Florist Staple Hill - 25 Broad Street 72 Roadside 364990 175920 2.7 NO2 Y N Y (6.5) 1.5 Westbury Inks Staple Hill - 11 Road 73 Roadside 364902 175843 2.4 NO2 Y N Y (1.5) 0.5 Y Starlight Staple Hill - 29-31 Soundwell 74 Roadside 364885 175772 2.5 NO2 Y N Y (4) 0.5 Road opp Page Comm Assoc Staple Hill - 118 High Street 75 Roadside 364856 175917 2.5 NO2 Y N Y (2.5) 0.5 Santander Staple Hill - 84-86 High Street 76 Roadside 364722 175926 2.7 NO2 Y N Y (0) 2 Staple Oak Pub façade

78 Staple Hill - 9-11 Victoria Street Roadside 364909 176016 2.6 NO2 Y N Y (3.7) 1.2 Y

Staple Hill - 27-29 Victoria 79 Roadside 364913 176067 2.6 NO2 Y N Y (3.3) 1.2 Y Street Chipping Sodbury – 51A Broad 83 Roadside 372791 182241 1.8 NO2 N N Y (0) 5.2 Y Street façade – Blackhorse 87A Roadside 357739 181334 1.6 NO2 Y N Y (0) 13 Y Hill Hollywood Cottage facade Cribbs Causeway – Blackhorse 87B Roadside 357739 181334 1.6 NO2 Y N Y (0) 13 Y Hill Hollywood Cottage facade Cribbs Causeway – Blackhorse 87C Roadside 357739 181334 1.6 NO2 Y N Y (0) 13 Y Hill Hollywood Cottage facade Kingswood - Downend Road 90 Roadside 364665 173925 2.6 NO2 Y N Y (5.5) 1.5 Junction with Boultons Road

Page 4 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) Kingswood - Regent Street 92 Roadside 364968 173836 2.7 NO2 Y N N 2 British Legion Club Kingswood - Hanham Road 93 Roadside 364979 173801 3.0 NO2 Y N Y (0) 2 Y Exchange Court Flats Kingswood - High Street 94 Roadside 365023 173836 2.4 NO2 Y N Y (0) 2 Y Kings Arms Kingswood - 45 High Street 95 Roadside 365078 173846 2.5 NO2 Y N Y (0) 2.7 Y Adam Lee Kingswood - 71 High Street 96 Roadside 365164 173832 2.7 NO2 Y N Y (5.5) 2.3 Homeless Project

97 Kingswood - 129 High Street Roadside 365361 173804 2.5 NO2 Y N Y (2) 1.5 Y Kingswood - High Street 98 Roadside 365463 173785 2.7 NO2 Y N Y (0) 2.5 Sainsbury’s Local façade Staple Hill - High Street 101 Roadside 364546 175951 2.9 NO2 N N Y (9) 1.5 lp outside Beech House Staple Hill - 58 High Street 102 Roadside 364637 175934 2.4 NO2 Y N Y (0) 1.5 Y Aladdin's Cave Staple Hill - Page Road 103 Roadside 364751 175892 2.8 NO2 N N Y (4.5) 2 Brookridge Court Staple Hill - Page Road 104 Roadside 364777 175817 2.7 NO2 N N Y (19) 1.5 Stars Pre-School Staple Hill - North Street 105 Roadside 364932 176147 2.7 NO2 Y N Y (2.5) 2 lp outside no 2

Stoke Gifford - 73 Hambrook a 106 Other 363112 179559 2.2 NO2 N N Y (0) 10 Y Lane façade

Page 5 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure)

Patchway - 204 Gloucester a 108 Other 360613 181680 2.0 NO2 N N Y (0) 12 Y Road rear façade Patchway - 5 Falcon Close 7.5 113 Roadside 359112 181909 2.0 NO2 N N Y (0) Y façade (M5 45) - 23 Keens Grove 114 Roadside 355263 185351 2.7 NO2 N N Y (0) 7 Y façade Pilning - 2 Wick Road 115 Roadside 355212 185360 2.5 NO2 N N Y (0) 8.5 Y façade - 14 High Street 116 Roadside 366882 173562 3.1 NO2 N N Y (0) 2.2 Y Webbs (lp against façade) Filton Northville - 29 Gloucester 117 Roadside 359874 178259 2.5 NO2 N N Y (2.5) 2.9 Y Road North Blockbuster Filton Northville - 19 Gloucester 118 Roadside 359875 178207 2.5 NO2 N N Y (3.4) 4.7 Y Road North Dental Lab Filton - 137 Gloucester Road 119 Roadside 360263 179250 2.5 NO2 N N Y (0.5) 3.6 North

120 Filton – 709 Southmead Road Roadside 360052 179013 2.4 NO2 N N Y (6.7) 3 Filton - 107 Gloucester Road 121 Roadside 360080 178882 2.2 NO2 N N Y (7.2) 2.8 North

122 Filton - 549 Filton Avenue Roadside 360566 178229 2.3 NO2 N N Y (4.5) 4 Y Filton - 542 Filton Avenue 123 Roadside 360575 178265 2.5 NO2 N N Y (5) 4 Al's Hobbies Filton - 702a Filton Ave 124 Roadside 360918 178905 2.4 NO2 N N Y (6.6) 1.9 Y Way Ahead

Page 6 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) 0.5 125 Filton - 71 Station Road Roadside 360891 179005 2.5 NO2 N N Y (5.4) (A4174 9.3) Soundwell - 296 Soundwell 126 Roadside 364528 174424 2.3 NO2 N N Y (0.8) 3.5 Y Road Soundwell - 264 Soundwell 127 Roadside 364585 174491 2.2 NO2 N N Y (1.8) 2 Y Road (lp) Kingswood - 109 Downend 128 Roadside 364587 174431 2.4 NO2 N N Y (1.6) 2 Y Road Cribbs Causeway – 1 Holly 18 129 Roadside 357508 181059 2.1 NO2 N N Y (0) Y Cottages façade (M5 44) Cribbs Causeway – 2 Mayfield 17 130 Roadside 357488 181011 1.8 NO2 N N Y (0) Y Cottages façade (A4018 38) Bradley Stoke - 188 Oaktree 131 Roadside 360949 182831 2.1 NO2 N N Y (4.5) 11.7 Y Crescent

132 Hanham - 66 High St Roadside 364178 172337 2.5 NO2 N N Y (0.6) 2.7 Y Hambrook - 123 Old Gloucester 10.4 133 Roadside 363736 178507 2.1 NO2 N N Y (0) Y Road façade (A4174) Hambrook – Bristol Road, Old 134 Roadside 364048 178719 1.9 NO2 N N Y (0) Y Bakery – Harford Drive 135 Roadside 364029 178413 2.5 NO2 N N Y Y Flats Little Stoke – 26 Gipsy Patch 136 Roadside 361242 180544 2.1 NO2 N N Y (0) Y Lane Warmley - 35 High Street 137 Roadside 366984 173563 2.3 NO2 N N Y (0) Y (lp against façade)

Page 7 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Relevant Is Exposure? Distance monitoring Does this (Y/N with to kerb of Site co-located location Site X OS Y OS Pollutants In distance (m) nearest Site Name Site Type Height with a represent No. Grid Ref Grid Ref Monitored AQMA? from road (m) (m) Continuous worst-case monitoring site (N/A if not Analyser? exposure? to relevant applicable) (Y/N) exposure) Warmley - 18 High Street 138 Roadside 366941 173558 2.6 NO2 N N Y (0) Y (dp on façade) Warmley - 14 High Street 139 Roadside 366890 173560 2.6 NO2 N N Y (0) Y Webbs (façade on dp) Warmley - 2 Stanley Road 140 Roadside 366879 173594 1.5 NO2 N N Y (0) (dp on façade) Warmley - 41 Deanery Road 141 Roadside 366705 173581 2.7 NO2 N N Y (0) Y (dp on façade) Warmley - 33 Deanery Road 142 Roadside 366613 173597 2.1 NO2 N N Y (0) Y Warmley Court façade Warmley - 1 High Street 143 Roadside 366815 173574 2.5 NO2 N N Y (0) Y Ideal Pharmacy façade Warmley - 8 Tower Road North 144 Roadside 366913 173523 2.0 NO2 N N Y (0) façade Warmley - 1 London Road 145 Roadside 367107 173531 3 NO2 N N Y (Cycle Path) Kingswood - 34 Hill St 146 Roadside 365910 173680 2.2 NO2 N N Y (0) Y façade Soundwell - 264 Soundwell Rd 147 Roadside 364586 174496 2.0 NO2 N N Y (0) Y facade

a Monitoring locations where any special source orientated monitoring is undertaken in relation to specific emission sources; in this case, railway line

Page 8 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Table 2 Results of Nitrogen Dioxide Diffusion Tubes in 2013

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

1 Yate - Station Road Motor Aids Roadside N N 83% 31.5 Yate - Station Road Triplicate & 4 Roadside N 100% 25.5 Co-location 1 Co-located Yate - Station Road Triplicate & 5 Roadside N 92% 25.6 Co-location 2 Co-located Yate - Station Road Triplicate & 6 Roadside N 100% 25.0 Co-location 3 Co-located Filton - 152 Gloucester Road North 10 Roadside N N 75% a Premier Store façade 35.7 Thornbury – 48 High Street 11 Roadside N N 92% 27.8 Morgan Stone Stoke Gifford - Church Road 12 Roadside N N 100% 32.7 rear of Friends Life 13 Filton - MOD Roundabout Roadside N N 100% 35.3

17 Kingswood - 79 Regent Street HSBC Roadside Y N 100% 25.8 Kingswood - 70 Regent Street 18 Roadside Y N 83% 36.0 CM Lea facade Downend – Boscombe Crescent Urban 21 N N 100% 18.8 St Augustines Church Background Hanham - 44 High Street 22 Roadside N N 83% 32.5 Lloyds Bank 23 Kingswood - Cecil Road Roadside N N 100% 30.1 Urban 26 Kingswood – 8 Gilbert Road N N 100% 23.6 Background

Page 9 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

Kingswood - 90 Regent Street 27 Roadside Y N 100% 32.3 Nat West façade Staple Hill - 123 High Street 29 Roadside Y N 100% 35.2 Backhouse Bet Bradley Stoke – 109 Ormonds Close 34 Roadside N N 100% 33.5 M4 East of Almondsbury Interchange Bradley Stoke - Woodlands Lane M4 35 East of Almondsbury Interchange Roadside N N 92% 33.3 (lp47) Hambrook - Whiteshill 36 Roadside N N 100% 20.9 M4 East of M32 Almondsbury - Old Aust Road 37 Roadside N N 100% 37.0 M4 West of Almondsbury Interchange Severn Beach – Ableton Lane Severn Urban 38 N N 100% 18.2 Beach Primary School Background Urban 42 Little Stoke -Braydon Ave N N 100% 27.0 Background 44 Stoke Gifford - Hatchet Road Roadside N N 100% 31.5

45 Bradley Stoke - Bradley Stoke Way Roadside N N 100% 35.2 Winterbourne - High Street opp The 46 Roadside N N 100% 34.4 Ridings School Hambrook – Bristol Road 53 Roadside N N 100% 39.4 rear of 17 Fenbrook Close Longwell Green - A431 / Aldermoor 54 Roadside N N 100% 33.4 Way Coalpit Heath - Badminton Road The 57 Roadside N N 83% 32.9 Salon/Carpet shop Longwell Green - Kingsfield Lane/ 58 Roadside N N 83% 24.2 Aspects Leisure Site (lp6)

Page 10 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

Downend - North Street Kustom 60 Roadside N N 92% 36.0 Floors & Furniture Staple Hill Crossroads - 1 Broad 61 Roadside Y N 100% 42.1 Street William Hill Staple Hill Crossroads - 2 Broad 62 Roadside Y N 100% 36.4 Street Café 501 façade 63 Patchway – 28 Park Leaze Roadside N N 100% 25.1 Kingswood - 40 Regent Street 67 Roadside Y N 92% 40.9 Thomas Cook façade Kingswood - 26-32 Regent Street 68 Roadside Y N 92% 41.3 Store Twenty One façade Kingswood - 12 Regent Street 69 Roadside Y N 100% 36.0 Silver Brides façade Kingswood - Two Mile Hill Road 70 Roadside Y N 92% 34.7 Job Centre Plus façade Staple Hill - 11 The Square 71 Roadside Y N 75% 27.1 Bunch Florist Staple Hill - 25 Broad Street 72 Roadside Y N 100% 34.8 Westbury Inks Staple Hill - 11 Soundwell Road 73 Roadside Y N 100% 39.3 Starlight Staple Hill - 29-31 Soundwell Road 74 Roadside Y N 100% 32.2 opp Page Comm Assoc Staple Hill - 118 High Street 75 Roadside Y N 100% 43.6 Santander Staple Hill - 84-86 High Street 76 Roadside Y N 100% 34.9 Staple Oak Pub façade 78 Staple Hill - 9-11 Victoria Street Roadside Y N 100% 44.4

Page 11 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

79 Staple Hill - 27-29 Victoria Street Roadside Y N 100% 35.8 Chipping Sodbury – 51A Broad Street 83 Roadside N N 100% 23.6 façade Cribbs Causeway – Blackhorse Hill 87A Roadside Y Y 100% 32.7 Hollywood Cottage facade Cribbs Causeway – Blackhorse Hill 87B Roadside Y Y 83% 32.2 Hollywood Cottage facade Cribbs Causeway – Blackhorse Hill 87C Roadside Y Y 83% 32.1 Hollywood Cottage facade Kingswood - Downend Road Junction 90 Roadside Y N 100% 34.5 with Boultons Road Kingswood - Regent Street 92 Roadside Y N 92% 36.9 British Legion Club Kingswood - Hanham Road Exchange 93 Roadside Y N 83% 32.0 Court Flats Kingswood - High Street 94 Roadside Y N 83% 44.2 Kings Arms facade Kingswood - 45 High Street 95 Roadside Y N 92% 37.4 Adam Lee facade Kingswood - 71 High Street 96 Roadside Y N 100% 38.3 Homeless Project 97 Kingswood - 129 High Street Roadside Y N 100% 37.4 Kingswood - High Street 98 Roadside Y N 83% 37.9 Sainsbury’s Local Staple Hill - High Street 101 Roadside N N 92% 28.0 lp outside Beech House Staple Hill - 58 High Street 102 Roadside Y N 100% 41.7 Aladdin's Cave facade

Page 12 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

Staple Hill - Page Road 103 Roadside N N 92% 24.5 Brookridge Court Staple Hill - Page Road 104 Roadside N N 83% 24.6 Stars Pre-School Staple Hill - North Street 105 Roadside Y N 100% 28.1 lp outside no 2 Stoke Gifford - 73 Hambrook Lane 106 Other N N 92% 22.1 façade Patchway - 204 Gloucester Road 108 Other N N 100% 28.6 rear façade

113 Patchway - 5 Falcon Close façade Roadside N N 100% 30.8

114 Pilning - 23 Keens Grove façade Roadside N N 92% 29.0

115 Pilning - 2 Wick Road façade Roadside N N 92% 27.6 Warmley - 14 High Street 116 Roadside N N 100% 44.3 Webbs lp at façade Filton Northville - 29 Gloucester Road 117 Roadside N N 100% 35.1 North Blockbuster Filton Northville - 19 Gloucester Road 118 Roadside N N 83% 32.7 North Dental Lab 119 Filton - 137 Gloucester Road North Roadside N N 100% 37.0

120 Filton – 709 Southmead Road Roadside N N 100% 39.7

121 Filton - 107 Gloucester Road North Roadside N N 100% 38.5

122 Filton - 549 Filton Avenue Roadside N N 100% 34.5

Page 13 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

Filton - 542 Filton Avenue 123 Roadside N N 100% 33.6 Al's Hobbies 124 Filton - 702a Filton Ave Way Ahead Roadside N N 100% 39.1

125 Filton - 71 Station Road Roadside N N 100% 29.5

126 Soundwell - 296 Soundwell Road Roadside N N 100% 32.2

127 Soundwell - 264 Soundwell Road (lp) Roadside N N 100% 43.7

128 Kingswood - 109 Downend Road Roadside N N 100% 35.3 Cribbs Causeway - 1 Holly Cottages 129 Roadside N N 100% 32.2 façade Cribbs Causeway - 2 Mayfield 130 Roadside N N 100% 29.7 Cottages façade 131 Bradley Stoke - 188 Oaktree Crescent Roadside N N 100% 33.7 Hanham - 66 High St 132 Roadside N N 100% 36.1 Café Bonjour Hambrook - 123 Old Gloucester Road 133 Roadside N N 100% 32.5 façade Hambrook – Bristol Road 134 Roadside N N 75% a Old Bakery 47.2 Frenchay – Harford Drive 135 Roadside N N 75% a Dyrham Flats 36.0 136 Little Stoke – 26 Gipsy Patch Lane Roadside N N 58% 23.7 Warmley - 35 High Street 137 Roadside N N 75% a (lp against façade) 50.2

Page 14 10/10/2014 South Gloucestershire Council Air Quality Data Ref: R302838 2013 Diffusion Tube Monitoring Data Requested by: Gordon Allison (CH2M Hill)

Triplicate or Full Calendar Year Data 2013 Annual mean Site Within Site Name Site Type Co-located Capture 2013 concentration (g/m3) No. AQMA? Tube (%) (Bias Adjustment factor = 0.90)

Warmley - 18 High Street 138 Roadside N N 75% a (dp on façade) 41.1 Warmley - 14 High Street 139 Roadside N N 75% a Webbs (façade on dp) 43.2 Warmley - 2 Stanley Road 140 Roadside N N 75% a (dp on façade) 26.8 Warmley - 41 Deanery Road 141 Roadside N N 75% a (dp on façade) 37.2 Warmley - 33 Deanery Road 142 Roadside N N 75% a Warmley Court façade 34.2 Warmley - 1 High Street 143 Roadside N N 75% a Ideal Pharmacy façade 29.3 Warmley - 8 Tower Road North 144 Roadside N N 75% a façade 28.7 Warmley - 1 London Road 145 Roadside N N 58% a (Cycle Path) 27.7 Kingswood - 34 Hill St 146 Roadside N N 17% a façade 39.5 Soundwell - 264 Soundwell Rd 147 Roadside N N 17% a façade 33.7 a Annualised mean where full calendar year data capture 75% or less as in Box 3.2 of TG(09) (NB: Sites with results highlighted yellow – not yet annualised). 3 Exceedence of NO2 annual mean objective (40µg/m ) 3 Exceedence of NO2 annual mean objective >60µg/m indicating potential exceedence of NO2 hourly mean objective 3 Borderline within 10% of NO2 annual mean objective (>36µg/m )

Page 15 10/10/2014

Appendix 3: Plans

Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. KEY Ordnance Survey Licence number 100023410 ¯ Industrial Estate Stover Trading Estate

Station Road Industrial

Great Western Business Park

Beeches Industrial Estate A38 Badminton Road Trading Estate

RANGEWORTHY ROUTE

M5

LATTERIDGE ROUTE A46

YATE TOWN CENTRE THROUGH ROUTE

0 1 2 WINTERBOURNE ROUTE Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY BADMINTON ROAD ROUTE OLD SODBURY ROUTE Drawing : ALL ROUTES - INDUSTRIAL ESTATES IN YATE

Drawn By : Tim Hughes Date: 13/11/2014 Checked By : Dan Carey Date: 13/11/2014 Approved By : Toufik Al-Joura Date: 13/11/2014

M4 Drawing No. : Revision YHGVS-008 -

Drawing Scale : 1:60,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Industrial_Estates_in_Yate\All_Routes_Industrial_Estates_in_Yate.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. KEY Ordnance Survey Licence number 100023410 ¯ Motorway A Road

B Road

A38

RANGEWORTHY ROUTE

M5

LATTERIDGE ROUTE A46

YATE TOWN CENTRE THROUGH ROUTE

0 1 2 WINTERBOURNE ROUTE Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY BADMINTON ROAD ROUTE OLD SODBURY ROUTE Drawing : ALL ROUTES - HIGHWAY CLASSIFICATION

Drawn By : Tim Hughes Date: 12/11/2014 Checked By : Dan Carey Date: 12/11/2014 Approved By : Toufik Al-Joura Date: 12/11/2014 M4 A4174 Drawing No. : Revision YHGVS-009 -

Drawing Scale : 1:60,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Highway_Classification\All_Routes_Highways_Classification.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY ¯ ¯ Latteridge Route Eastbound HGV Users Total Users

Latteridge Route Westbound HGV Users Total Users

0 0.5 1 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : LATTERIDGE ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 10/10/2014 Checked By : Dan Carey Date: 10/10/2014 Approved By : Toufik Al-Joura Date: 10/10/2014 Route Time Direction Total Flow HGV Flow %HGV Route Time Direction Total Flow HGV Flow %HGV Drawing No. : Revision YHGVS-003 - Latteridge Route (E) 24 Hours Eastbound 4191 251 5.99 Latteridge Route (W) 24 Hours Westbound 4390 274 6.24 Drawing Scale : 1:35,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Latteridge_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY

Winterbourne Route ¯ ¯ Eastbound HGV Users Total Users

Winterbourne Route Westbound HGV Users Total Users

0 0.5 1 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : WINTERBOURNE ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 10/10/2014 Checked By : Dan Carey Date: 10/10/2014 Approved By : Toufik Al-Joura Date: 10/10/2014

Drawing No. : Revision Route Time Direction Total Flow HGV Flow %HGV Route Time Direction Total Flow HGV Flow %HGV YHGVS-001 - Winterbourne Route (E) 24 Hours Eastbound 4573 140 3.06 Winterbourne Route (W) 24 Hours Westbound 5172 153 2.96 Drawing Scale : 1:25,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Winterbourne_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY

Rangeworthy Route ¯ ¯ Eastbound HGV Users Total Users

Rangeworthy Route Westbound HGV Users Total Users

0 1 2 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : RANGEWORTHY ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 10/10/2014 Checked By : Dan Carey Date: 10/10/2014 Approved By : Toufik Al-Joura Date: 10/10/2014

Drawing No. : Revision Route Time Direction Total FlowHGV Flow %HGV Route Time Direction Total FlowHGV Flow %HGV YHGVS-005 - Rangeworthy Route (E) 24 Hours Eastbound 7039 515 7.32 Rangeworthy Route (W) 24 Hours Westbound 6884 528 7.67 Drawing Scale : 1:40,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Rangeworthy_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY

Badminton Road ¯ ¯ Southbound HGV Users Total Users

Badminton Road Northbound HGV Users Total Users

0 0.5 1 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : BADMINTON ROAD ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 10/10/2014 Checked By : Dan Carey Date: 10/10/2014 Approved By : Toufik Al-Joura Date: 10/10/2014

Drawing No. : Revision Route Time Direction Total Flow HGV Flow %HGV Route Time Direction Total Flow HGV Flow %HGV YHGVS-002 -

Badminton Road Route (S) 24 Hours Southbound 9395 517 5.5 Badminton Road Route (N) 24 Hours Northbound 11006 592 5.38 Drawing Scale : 1:30,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Badminton_Road_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY

Old Sodbury Route ¯ ¯ Westbound HGV Users Total Users

Old Sodbury Route Eastbound HGV Users Total Users

0 0.4 0.8 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : OLD SODBURY ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 10/10/2014 Checked By : Dan Carey Date: 10/10/2014 Approved By : Toufik Al-Joura Date: 10/10/2014 Route Time Direction Total Flow HGV Flow %HGV Route Time Direction Total Flow HGV Flow %HGV Drawing No. : Revision Old Sodbury Route (W) 24 Hours Westbound 6066 522 8.61 Old Sodbury Route (E) 24 Hours Eastbound 5838 440 7.54 YHGVS-004 - Drawing Scale : 1:22,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Old_Sodbury_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. Ordnance Survey Licence number 100023410 KEY

Yate Town Centre Through ¯ ¯ Route Westbound HGV Users Total Users

Yate Town Centre Through Route Eastbound HGV Users Total Users

0 0.5 1 Kilometres

Client

CH2M HILL Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 (0)1793 812089 www.ch2m.com

Project : YATE HGV STUDY

Drawing : YATE TOWN CENTRE THROUGH ROUTE - TRAFFIC VOLUMES

Drawn By : Tim Hughes Date: 12/11/2014 Checked By : Dan Carey Date: 12/11/2014 Approved By : Toufik Al-Joura Date: 12/11/2014

Drawing No. : Revision Route Time Direction Total Flow HGV Flow %HGV Route Time Direction Total Flow HGV Flow %HGV YHGVS-001 -

Yate Town Centre Through Route 24 Hours Eastbound 9172 518 5.65 Yate Town Centre Through Route 24 Hours Westbound 8153 499 6.12 Drawing Scale : 1:30,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Traffic_Flow_Mapping\Yate_Town_Centre_Through_Route_Traffic_Volumes.mxd Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. KEY Ordnance Survey Licence number 100023410 Yate HGV Routes ¯ Badminton Road Route Latteridge Route Old Sodbury Route Rangeworthy Route Winterbourne Route Yate Town Centre Through Route

Air quality monitoring 11 "/ "/ locations RANGEWORTHY ROUTE Air Quality Management Area

LATTERIDGE ROUTE

YATE TOWN CENTRE THROUGH ROUTE

35 "/ 0 1 2 34 46 1 "/ "/ "/ Kilometres WINTERBOURNE ROUTE 5 83 "/ Client

42 "/

57 CH2M HILL "/ Geospatial Burderop Park, Swindon, SN4 0QD Tel: +44 (0)1793 812479 Fax: +44 46 (0)1793 812089 45 "/ "/ www.ch2m.com Project : 44 "/ YATE HGV STUDY BADMINTON ROAD ROUTE 12 106 OLD SODBURY ROUTE "/ "/ Drawing : ALL ROUTES - AIR QUALITY 36 13 134"/ Drawn By : Date: 12/11/2014 "/ "/ Tim Hughes 1"/3553 Checked By : Gordon Allison Date: 12/11/2014 "/"/ 133 Approved By : Toufik Al-Joura Date: 12/11/2014 Drawing No. : Revision YHGVS-010 - 21 "/ Drawing Scale : 1:60,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Air_Quality\All_Routes_Air_Quality.mxd (! Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2014. All rights reserved. KEY (!(!(!(! (!(! Ordnance Survey Licence number 100023410 (! Yate HGV Routes ! ¯ 0#( Badminton Road Route Latteridge Route Old Sodbury Route (! Rangeworthy Route (! Winterbourne Route Yate Town Centre Through Route

RANGEWORTHY ROUTE Accidents involving HGV 3.5-7.5 tonnes 0# Severity: Seroius (2) Accidents not involving HGV (! (! Severity: Fatal (1) (! Severity: Serious (10) (! (! Severity: Slight (90)

(!(! (!(! LATTERIDGE ROUTE (!

(! (! (! YATE TOWN CENTRE THROUGH ROUTE (! (!(! (! (!(! (! (!(! (! (! (! (! (! WINTERBOURNE ROUTE (! (! (! 0 1 2 (! (! Kilometres !(! (! (! (!( (! 0# Client (!(!(!(! (! (! (! (! (! (!! (!(!(! ( (! (! (!(! (!(! (! (! (! CH2M HILL !((! (!0# Geospatial ( (! Burderop Park, Swindon, SN4 0QD !( Tel: +44 (0)1793 812479 Fax: +44 ( (0)1793 812089 (! (!(! www.ch2m.com Project : (! BADMINTON ROAD ROUTE OLD SODBURY ROUTE YATE HGV STUDY (!(! ! Drawing : (!(!(! ( ALL ROUTES - ACCIDENT (! (! LOCATIONS (!(! (! (!(!(! (! Drawn By : Tim Hughes Date: 12/11/2014 (! Checked By : Dan Carey Date: 12/11/2014 Approved By : Toufik Al-Joura Date: 12/11/2014

Drawing No. : Revision YHGVS-007 -

Drawing Scale : 1:60,000

Document Path: \\swin-fs-06\Transportation\Geospatial\Projects\Yate_HGV_Study\GIS\MXDs\Accident_Mapping\All_Routes_Accident_Mapping.mxd

Appendix 4: Noise Measurements Sheets

Noise Measurement Record

Reference:

Project Yate HGV Study Date 12Nov2014 Measurement Location Location 8 Yate Route By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Grey SOLO Class 1 Serial No. 11159 Cal. Date 21Oct2014 Microphone MCE 212 Serial No. 16796 Cal. Date 21Oct2014 Preamplifier Serial No. Cal. Date Field Calibrator CAL21 01dB Serial No. 50441914 Cal. Date 16Oct2014 Initial Calibration Level 93.9dB Correction +0.1dB Date 12/11/2014 Time 10:21 Final Calibration Level 93.9dB Correction +0.1dB Date 12/11/2014 Time 13:21

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.55143 W: 2.41670 Distance to source 13 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [x] 1 0.31.5 Light air Wind motion visible in smoke. [ ] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [ ] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature 14 degrees [ ] Rain / Snow [x] Sunny Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 8 12Nov14 10:21 03:00:00 70.3 55.6 74 86.5

General Observations: Noise Measurement Record

Reference:

Project Yate HGV Study Date 18Nov2014 Measurement Location Location 7 Winterbourne Route By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Grey SOLO Class 1 Serial No. 11159 Cal. Date 21Oct2014 Microphone MCE 212 Serial No. 16796 Cal. Date 21Oct2014 Preamplifier Serial No. Cal. Date Field Calibrator CAL21 01dB Serial No. 50441914 Cal. Date 16Oct2014 Initial Calibration Level 93.8dB Correction 0.8dB Date 18/11/2014 Time 10:00 Final Calibration Level 93.8dB Correction 0.8dB Date 18/11/2014 Time 13:00

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.53000 W: 2.50277 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [ ] 1 0.31.5 Light air Wind motion visible in smoke. [x] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [ ] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [x] Fog [ ] Frost [ ] Other: Temperature 9 degrees [ ] Rain / Snow [x] Partly sunny Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 7 18Nov14 10:08 03:00:00 68.9 55.7 72.3 87.8

General Observations: Noise Measurement Record

Reference:

Project Yate HGV Study Date 19Nov2014 Measurement Location Location 6 Badminton Route By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Grey SOLO Class 1 Serial No. 11159 Cal. Date 21Oct2014 Microphone MCE 212 Serial No. 16796 Cal. Date 21Oct2014 Preamplifier Serial No. Cal. Date Field Calibrator CAL21 01dB Serial No. 50441914 Cal. Date 16Oct2014 Initial Calibration Level 93.8dB Correction 0.8dB Date 19/11/2014 Time 10:08 Final Calibration Level 93.8dB Correction 0.8dB Date 19/11/2014 Time 13:08

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.52416 W: 2.47189 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [ ] 1 0.31.5 Light air Wind motion visible in smoke. [ ] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [x] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature 11 degrees [ ] Rain / Snow [x] Partly sunny Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 6 19Nov14 10:08 03:00:00 64.5 54.9 67.3 90.7

General Observations:

From 1:15 to 2:15 a man was cutting the grass in the field where the sonometre was located. Noise Measurement Record

Reference:

Project Yate HGV Study Date 19Nov2014 Measurement Location Location 5 Old Sodbury By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Grey SOLO Class 1 Serial No. 11159 Cal. Date 21Oct2014 Microphone MCE 212 Serial No. 16796 Cal. Date 21Oct2014 Preamplifier Serial No. Cal. Date Field Calibrator CAL21 01dB Serial No. 50441914 Cal. Date 16Oct2014 Initial Calibration Level 93.8dB Correction 0.8dB Date 19/11/2014 Time 13:30 Final Calibration Level 93.8dB Correction 0.8dB Date 19/11/2014 Time 15:27

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.53259 W: 2.35895 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [ ] 1 0.31.5 Light air Wind motion visible in smoke. [ ] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [x] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature 9 degrees [ ] Rain / Snow [x] Cloudy Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 5 19Nov14 13:30 01:52:00 69.7 54.9 73.6 98.3

General Observations:

The measurement had to end within 3 hours because the land owner did not allow to do the measurements in his land. Noise Measurement Record

Reference:

Project Yate HGV Study Date 18Nov2014 Measurement Location Location 3 Latteridge By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Grey SOLO Class 1 Serial No. 11159 Cal. Date 21Oct2014 Microphone MCE 212 Serial No. 16796 Cal. Date 21Oct2014 Preamplifier Serial No. Cal. Date Field Calibrator CAL21 01dB Serial No. 50441914 Cal. Date 16Oct2014 Initial Calibration Level 93.8dB Correction 0.8dB Date 18/11/2014 Time 13:55 Final Calibration Level 93.8dB Correction 0.8dB Date 18/11/2014 Time 16:55

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.55987 W: 2.48432 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [ ] 1 0.31.5 Light air Wind motion visible in smoke. [x] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [ ] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature 9 degrees [ ] Rain / Snow [x] Partly Sunny + Cloudy Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 3 18Nov14 13:55 03:00:00 68.1 44.6 72.9 88.7

General Observations: Noise Measurement Record

Reference:

Project Yate HGV Study Date 5Nov2014 Measurement Location Location 2 Rangeworthy Village By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Blue SOLO Class 1 Serial No. 61083 Cal. Date 3Feb2014 Microphone MCE 212 Serial No. 91247 Cal. Date 3Feb2014 Preamplifier Serial No. Cal. Date Field Calibrator Bruel&kjael 4231 Serial No. 1807572 Cal. Date 30Jan2014 Initial Calibration Level 94.0dB Correction +0.1dB Date 05/11/2014 Time 10:00 Final Calibration Level 94.0dB Correction +0.1dB Date 05/11/2014 Time 13:00

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.57626 W: 2.45006 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [x] 1 0.31.5 Light air Wind motion visible in smoke. [ ] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [ ] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature [ ] Rain / Snow [x] Partly Sunny + Cloudy Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax Notes

Location 2 05Nov14 10:00 03:00:00 65.2 42 69.5 93.9

General Observations: Noise Measurement Record

Reference:

Project Yate HGV Study Date 5Nov2014 Measurement Location Location 1 Cromhall Village By Sara Ripoll Source(s) Description

Equipment Sound Level Meter Blue SOLO Class 1 Serial No. 61083 Cal. Date 3Feb2014 Microphone MCE 212 Serial No. 91247 Cal. Date 3Feb2014 Preamplifier Serial No. Cal. Date Field Calibrator Bruel&kjael 4231 Serial No. 1807572 Cal. Date 30Jan2014 Initial Calibration Level 94.0dB Correction +0.1dB Date 5Nov14 Time 13:14 Final Calibration Level 94.0dB Correction +0.1dB Date 05Nov14 Time 16:14

Measurenent Location(s) Description Traffic Noise Height above ground 1.5 m GPS Coordinates N: +51.61315 W: 2.43955 Distance to source 10 m Vertical Refl. Surface(s) Distance to surface m Sketch

SLM Storage Directory: Source Coding: (●) Car (●)(●) Lorry (●)(●)(●) (Descriptions)

Weather □ Measured m/s Equipment Details: □ Estimated Select: Force m/s Description Conditions (Beaufort Scale) [ ] 0 <0.3 Calm Calm. Smoke rises vertically. [ ] 1 0.31.5 Light air Wind motion visible in smoke. [ ] 2 1.53.3 Light breeze Wind felt on exposed skin. Leaves rustle. [x] 3 3.35.5 Gentle breeze Leaves and smaller twigs in constant motion. [ ] 4 5.58.0 Moderate breeze Dust and loose paper raised. Small branches begin to move. [ ] 5 8.010.8 Fresh breeze Branches of a moderate size move. Small trees begin to sway. Wind Direction Conditions: [ ] Fog [ ] Frost [ ] Other: Temperature [ ] Rain / Snow [x] Partly Sunny + Cloudy Measured Noise Levels

Location Date Start Duration LAeq LA90 LA10 LAMax

Location 1 05Nov14 13:14 03:00:00 64.7 46.1 68.4 88.8

General Observations: