Phase 6 Transport Statement and Travel Plan

PHASE 6

TRANSPORT STATEMENT AND TRAVEL PLAN

FEBRUARY 2021

CONTENTS

1. INTRODUCTION 1 2. SITE AND LOCAL TRANSPORT NETWORK 2 3. DEVELOPMENT PROPOSALS 7 4. TRAVEL PLAN 12 5. TRANSPORT POLICY CONTEXT 15 6. ACCESSIBILITY 21 7. PARKING 24 8. CONCLUSIONS 26

FIGURES 1 SITE LOCATION PLAN AND LOCAL HIGHWAY NETWORK 2 LOCAL HIGHWAY NETWORK AND FACILITIES

APPENDICES

A NORTH SOMERSET COUNCIL ‘A MAP FOR CYCLISTS’ EXTRACT B PROPOSED SITE LAYOUT C TRICS OUTPUT – B2 LAND USE D TRAVELWEST ISOCHRONE PLOTS

1. INTRODUCTION

1.1 Key Transport Consultants Ltd is retained by Smart Systems Ltd (SSL) to provide professional transport advice in respect of a proposed expansion of their existing aluminium manufacturing plant on Arnold’s Way, Yatton in North Somerset, subsequently referred to as the Phase 6 extension. This Transport Statement (TS) has been prepared to support a planning application for the proposed development.

1.2 This report continues in Section 2 with a description of the site and local transport network whilst Section 3 describes the development proposals along with associated vehicular trips. The Travel Plan for the entire site is discussed in Section 4 and Section 5 identifies the transport policy framework.

1.3 Section 6 identifies the accessibility of the site by all transport modes while the parking provision is described in Section 7. Conclusions are set out in Section 8.

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2. SITE AND LOCAL TRANSPORT NETWORK

Site Location and Strategic Road Network

2.1 The proposals represent a further expansion of the existing SSL aluminium manufacturing plant, which is located at the northern end of Yatton in North Somerset as shown in Figures 1 and 2. The site lies at the western end of Arnold’s Way.

2.2 The site lies close to the M5 motorway which can be accessed at Junction 20 (Clevedon) to the north via the B3133, or at Junction 21 (Weston-super-Mare) to the south via the B3133 and the A370.

Site Access

2.3 The SSL site currently has two vehicular access points, both taken from the north side of Arnold’s Way. The access to the east currently provides access to a parking area for 73 cars including two disabled parking bays and an area for motorcycle parking. This access is typically used by office-based employees such as those working in management, sales and administration. The access junction is a wide priority junction.

2.4 Pedestrian access to the site is via a footway link alongside the eastern access. The short length of footway runs from Arnold’s Way back to the site boundary fence, the footway has tactile paving and dropped kerbs at each end and on the opposite side of Arnold’s Way. Beyond the end of the footway pedestrians are required to walk across the car park to access the main entrance.

2.5 The second access is located approximately 120m to the west of the main site access. This access is the main access used by employees working in the Phase 1 to 5 buildings and is also used by HGVs for delivery of materials and collection of finished items and items to be sent for painting.

Local Road Network

2.6 Arnold’s Way is a local distributor road, typically 7.3m wide which provides access to industrial uses including the existing SSL plant and Stowell Concrete. A ghost island priority junction on Arnold’s Way approximately 300m east of the SSL existing main site access serves residential developments on the northern edge of Yatton via Brunel Way and Meadowland. Arnold’s Way also provides access to a farm and an agricultural vehicle repair and sales centre. A new development of seven industrial units has recently been completed

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under application ref 18/P/4210/FUL to the north-east of the site, with access from Arnold’s Way.

2.7 450m northeast of the SSL existing main entrance, Arnold’s Way meets the B3133 North End Road at a standard roundabout junction. The roundabout is estimated to have an Inscribed Circle Diameter of approximately 36m and has five arms, two of which carry through traffic on the B3133 which passes through the junction from northwest to southeast. A third arm is Arnold’s Way which approaches from the southwest, and the fourth arm serves a residential development that is still being built out. The fifth arm, opposite Arnold’s Way is a recently constructed access to a new residential development.

2.8 North End Road and its junction with Arnold’s Way is subject to a 40mph speed limit, the speed limit on Arnold’s Way reduces to 30mph immediately after its junction with the B3133.

2.9 All traffic accessing the SSL site will pass along Arnold’s Way and through the junction with the B3133.

2.10 To the southeast of the roundabout, the B3133 heads southeast and passes through the centre of Yatton, a village in North Somerset with a population of around 9,000 people. Approximately 250m south east of the roundabout the speed limit on the B3133 reduces to 30mph. The B3133 continues as North End Road through Yatton until it reaches a bridge across the Bristol to Exeter railway line, a major branch of the Great Western Main Line. To the south of the railway line, which crosses the village from east to west, the B3133 is named High Street.

2.11 At the southern end of Yatton several of the routes heading east have weight restrictions in place, including the Claverham Road, which passes through the village of Claverham, and Wood Hill. Both of these routes provide shortcuts to the A370 for vehicles heading toward Bristol.

2.12 As the B3133 leaves the south-eastern end of the village its name changes again to Frost Hill and then Smallway before meeting the A370 at a signalised crossroad junction. The A370 Bristol Road links Bristol with Weston-super-Mare and the M5 motorway at Junction 21.

2.13 To the northwest of Yatton the B3133 becomes more rural in nature, winding through a number of small settlements across North Somerset before reaching the southern edge of Clevedon. With the exception of a 750m length of road to the north of its junction with Arnold’s

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Way, there are generally no footways alongside the B3133 between Yatton and Clevedon. The road is subject to a 40mph speed limit between Yatton and Clevedon.

2.14 As the B3133 Kenn Road enters the suburban area of Clevedon, it crosses Southern Way and Central Way at a 40m ICD roundabout junction. Central Way is a wide residential distributor road which skirts around the south-eastern edge of Clevedon to a large four arm gyratory that links to M5 Junction 20.

2.15 The B3133 has a 7.5T weight restriction, apart from loading, between just north of the M5 bridge and the traffic signal junction with the A370 in Congresbury.

Pedestrian and Cycle Facilities

2.16 Along the southern side of Arnold’s Way, set back from the edge of the carriageway behind a grass verge there is a good quality wide footway running along the length of Arnold’s Way. To the east, at the junction of Arnold’s Way with the B3133 the footway is signed as a shared path which follows the B3133 to the north and south.

2.17 To the north of the roundabout along the eastern side, a footway continues approximately 700m to the north and terminate opposite The Bridge Inn.

2.18 To the south the shared path continues on the western side of the B3133 for approximately 120m.

2.19 South of the Arnold’s Way roundabout the footway continues south along both sides of the B3133, with the footway on the western side of the B3133 stopping at its junction with Macquarie Farm Close, opposite the rugby ground.

2.20 The footway continues along the eastern side of the road until the mini-roundabout junction of the B3133 North End Road with Wemberham Lane and Grange Farm Road, where a footway is present on both sides of the road. This arrangement continues along the B3133 through the rest of Yatton.

2.21 Generally, the footway is well maintained but varies in width along the length of the B3133 with some sections narrow.

2.22 Alternative pedestrian and cycle routes to the centre of the village are available through the residential estates to the north of Yatton which would provide a more convenient journey.

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Opposite the SSL site the end of Horsecastle Farm Road, is closed to motorised traffic and provides a pedestrian and cycle link through to the residential areas in the north of Yatton.

2.23 Although there are no dedicated cycle facilities through the residential areas the roads are typically quieter than the B3133 with traffic speeds expected to be lower; the route is also shorter than the route along the B3133.

2.24 One of the key constraints to movement by any mode in the village is the railway line. There is only one main crossing point where the B3133 passes over the railway line. There is also a pedestrian footbridge between the platforms at the station, which could be used by pedestrians.

2.25 The Strawberry Line cycle route, which currently links Cheddar and Yatton, terminates at Yatton railway station to the south of the Bristol to Exeter line. The Strawberry Line forms part of National Cycle Route (NCR) 26, which links Clevedon with Cheddar. To the northeast of Yatton NCR 26 follows Kenmoor Road and Manmoor Lane to Clevedon. There is an aspiration to extend the Strawberry line north to Clevedon and south from Cheddar to Wells and Shepton Mallet.

2.26 The Bloor Homes for a residential development on the corner of the B3133 North End and Arnold’s Way, includes a further extension of the Strawberry Line to Lampley Road.

2.27 An extract of the North Somerset Rural map for cyclists is enclosed as Appendix A.

Public Transport

2.28 The nearest bus stops to the site are located on the B3133 North End Road to the south of its junction with Arnold’s Way. The stops are approximately 600m walk (8 minutes) from the main entrance to the SSL building. The stops are served by bus services 88, 128 and X6A. Further details can be found in section 5 of this report.

2.29 A S106 Agreement signed in relation to the Phase 3 application included a sum of money towards improvement of these bus stops.

2.30 Yatton railway station is approximately 900m walk (11 minutes) from the SSL site via Horsecastle Farm Road, details about the services operating from Yatton can be seen in section 5 of this report.

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Traffic Flows

2.31 Given the current COVID situation, traffic surveys are not deemed to be representative. Additionally, the residential development forming the fifth arm of the Arnold’s Way/B3133 is still being built, so would not be generating final traffic flows at present.

2.32 The planning application for the development (15/9/0946/O) was written in 2015 and had estimated flows for the roundabout for 2019.

2.33 Using this data, without allowing for growth in traffic over the last two years, the Transport Assessment predicted 1,488 vehicles using the roundabout in the morning peak hour and 1,454 in the evening.

Personal Injury Accidents

2.34 Personal injury accidents were reviewed on Arnold’s Way for the last five years.

2.35 A single accident last occurred in 2016 at the roundabout junction of the B3133. It involved one vehicle and one slight injury and occurred just after midnight on a Saturday morning.

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3. DEVELOPMENT PROPOSALS

Summary

3.1 The development of Phase 6 comprises the erection of a steel portal frame building to provide an area for the assembly of doors, which are currently undertaken elsewhere in the site. The development will provide 5,432m2 of floor are with a mezzanine floor area of 3,683m2. The proposed site layout is enclosed as Appendix B.

3.2 In 2018, permission was granted by North Somerset Council for construction of Phase 5a. Construction of Phase 5a has not been commenced, but, due to ongoing business growth Phase 5a is now considered to offer insufficient space to accommodate manufacturing activities. Phase 6 therefore encompasses the following:

• Modification to approved, but as yet unconstructed, Phase 5a, by • reducing the built width by 4.5m • increasing the built length by 74m • increasing the built height by 2.2m

3.3 This increases the floor area of the consented Phase 5A from 2,610m2 by 6,415m2 to 9,025m2.

The Building

3.4 The maximum external height of building will be 12.4m. The internal layout of the building will comprise 4 distinct zones as follows:

(i) Vertical paint plant – within approximate footprint of Phase 5a. Features full height (approximately 9.5m) from built floor level to internal finish of roof. Paint plant will stand to approximately 9m built height, utilising the available clearance height

(ii) Comfort and break out-spaces – primarily featuring, changing facilities, toilet, shower, restroom, and similar. It is located on the eastern side of the building, across 2 floors. Access to upper floor will be via a staircase and lift, door access to mezzanine floor

(iii) • Ground floor assembly and accessory lines; storage and dispatch – comprising approximately 60% of the southern end of the new building. Production lines with direct material flow southwards through building from paint plant through production to a storage area. Goods readied and prepared for dispatch via loading bay access points. Unobstructed head height of 5.1m. Materials handling lift (5 tonne capacity)

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installed at southern elevation to transfer goods between ground and mezzanine floor. Four staircases provide access to the mezzanine floor

(iv) Mezzanine floor ancillary press and manufacturing; – Upper floor providing manufacturing capacity. Ceiling height from 3.3m to 4.9m. Direct door access to Comfort and beak-out spaces

• The building is designed to be an engineering workshop and assembly area, and some space for warehousing. The activities undertaken will be additional warehousing for storage of fabricated sections and accessories stores. The occupancy will primarily be 8am-10pm, although night-time production may,

3.5 It is expected that the new facilities will generate up to 60 new jobs at the site.

Operation

3.6 The site operates 24 hours a day during the week, with only a small number of maintenance staff on site at weekends.

3.7 The existing extrusion plant operates on two shifts per day, with one starting at 06:00 and finishing at 18:00 and the alternative shift running from 18:00 until 06:00.

3.8 The packing plant operates two shifts, one between 06:00 and 16:30 and a second between 16:30 and 03:00. The packing plant also employ ancillary staff, maintenance staff and management who work between 08:00 and 17:00, 07:00 and 19:00 and 09:00 and 18:00 respectively.

3.9 The paint plant also operates two shifts, the first between 06:00 and 14:00 and the second between 14:00 and 22:00. Management for the paint plant work between 09:00 and 18:00.

3.10 The warehouse operates one shift between 07:00 and 16:00. Drivers also start work at 07:00. There are also management, administration and sales staff who work between 08:00 and 17:00, 08:00 and 17:00 and from 09:00 onwards respectively.

3.11 The majority of existing and proposed staff start and finish work outside of the typical local highway peak hours (08:00 – 09:00 & 17:00 – 18:00).

3.12 All of the employees working in the phase 6 extension will work on a shift basis, with all employees cover two shifts, 07:00 – 15:00 and 16:00 – 22:00. The first from 07:00 to 15:00

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would have an estimated workforce of 30 and a second shift from 16:00 to 22:00 is expected to have the remaining 30 staff.

3.13 Taking the above shifts into account, the proposed development would generate no additional traffic in the normal peak hours.

Access

3.14 Access to the Phase 6 development will be taken via the existing second site access described previously. The access will be used by employees and HGV movements to and from the site. There are no proposals to alter the existing access.

3.15 Pedestrian and cycle access to the site will be via the existing main (eastern) entrance to the site.

Parking

3.16 Parking provision is discussed in section 7 of this report.

Showers and Lockers

3.17 There would be showers and lockers for staff who choose to run or cycle within the Phase 6 building.

Proposed Development Trips

3.18 The proposed Phase 6 development will increase the potential number of jobs at the site by 60. Over a day it is expected that car trips to and from the site will increase in line with the increase in employees.

3.19 As the site operates shift patterns, the impact of the increase in employees will be significantly less than a similar scale development that operates between 09:00 and 17:00.

3.20 Given that the traffic flows through the junction are forecast to be zero at peak times, and that there are not any significant traffic congestion or road safety issues at the junction it is not considered necessary to undertake a capacity assessment of the junction.

Traffic Generation – Alternative method

3.21 In order to provide a robust assessment of the traffic that could be generated by the proposed land use, TRICS, the industry standard database of surveys of existing developments, has been used to forecast the traffic flows likely to be generated by the proposals. The proposed

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phase 6 development will accommodate B2 use, and including the consented area of Phase 5A, would have a floor space of 9,025m2.

3.22 The TRICS category Industrial Unit and surveyed developments of between 1,000m2 and 20,000m2, located in England and Wales have been used to produce the B2 weekday peak hour trip rates set out in Table 3.1 below. The TRICS output is provided in Appendix C.

Table 3.1: TRICS B2 Trip Rates per 100m2 GFA - Weekday Time Period Inbound Outbound Two Way 08:00 to 09:00 0.235 (0.027) 0.059 (0.022) 0.294 (0.049) 17:00 to 18:00 0.056 (0.002) 0.178 (0.001) 0.234 (0.003) () OGV trip rate shown in brackets

3.23 The trip rates have been used to forecast vehicle trips associated with the proposed development. The calculated traffic flows are shown in Table 3.2 below.

Table 3.2: TRICS Forecast Vehicle Trips - Weekday Time Period Phase 4 (proposed) Inbound Outbound Two Way 08:00 to 09:00 21 (2) 5 (2) 27 (4) 17:00 to 18:00 5 (0) 16 (0) 21 (0) () No. of OGVs shown in brackets

3.24 The site-specific forecast based on the existing traffic flows at the site, forecast no increase in traffic movements during the morning or evening peak hours, and therefore lower than the figures calculated from TRICS. Using the above trips for the traffic impact analysis will therefore represent an overestimate of the likely impact of the development as SSL intend to use it.

3.25 Looking at the roundabout junction of Arnold’s Way with the B3133, the TRICS calculated flows for Phase 6 would increase the number of vehicles passing through the junction in the morning peak hour in 2019 (including the two residential developments) from 1,488 to 1,515. An increase of less than 2%. In the evening peak hour, the flow through the junction would increase from 1,454 to 1,475, an increase of just under 2%.

3.26 It is important to remember the 24-hour nature of the operation at Smart Systems, which may account for the predicted lower intensity in peak hour traffic flows. The TRICS calculated traffic flows are considered to be an over-estimate of the traffic generation potential of the site.

3.27 Even though the TRICS generated flows are considered to represent an overestimate of the potential impact of the phase 6 development, the traffic flows through the junction are still forecast to see small increases in the peak hours. As there are no significant traffic issues at

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the junction it is still not considered necessary to undertake a capacity assessment of the junction.

HGV Movements

3.28 As set out previously, there are not expected to be any HGV movements occurring during the peak hours.

3.29 The expansion would allow SSL to relocate some processes already taking place in existing buildings into a new purpose designed facility to improve efficiency and increase production. The expansion will be used to assemble ancillary elements such as locks and handles, and therefore no material increase in HGVs are predicted.

3.30 However, using the alternative analysis based on TRICS, the forecast for a unit of the site of Phase 6 would generate just four HGV movements in the morning peak hour, and none in the evening.

Traffic analysis summary

3.31 The traffic analysis has shown that the proposed development will increase traffic on Arnold’s Way and to a lesser extent the B3133 and the surrounding road network.

3.32 Whether calculating the forecast development trips by prorating the existing SSL peak hour traffic flows, or by using TRICS data (which is believed to present a significant over-estimate) the increase in traffic flows on the roundabout junction of Arnold’s Way with B3133 North End Road is less than 5% and is considered unlikely to give rise to any capacity issues at the junction.

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4. TRAVEL PLAN

4.1 SSL have a Travel Plan in place which was last updated in October 2012 following the increase in the number of staff at the site due to expansion of the operation on site. The previous version of the Travel Plan was in place for a period of 5 years.

4.2 The travel plan was due to be updated but given the current circumstances with reduced public transport capacity and government advice not to car share, it is felt surveys will not be representative of “normal” conditions with more Single Occupancy Vehicles. However, from data from other travel surveys, whilst public transport and car sharing have declined, walking and cycling has increased, and it is hoped that those staff who walk/cycle who have switched from driving may chose to continue to do so.

4.3 Once travel conditions return to normal, new travel surveys will be undertaken and the Travel Plan updated.

4.4 The Travel Plan document focused on both operational trips and staff trips. The Travel Plan has two main objectives:

1. To reduce the number of material delivery trips to the warehouse and the number of miles travelled by wagons during a calendar year. Smart Systems have established that by introducing the importation of raw aluminium billet to the plant they can increase the efficiency of loads transported into the country. This in turn will reduce the number of journeys and the mileage travelled by approximately 446,000 miles per year.

2. To increase staff and management awareness of travel to and from the factory. The introduction of the new extrusion and paint plant will increase staff employment over 3 years from an existing base of 208 employees to over 400 employees.

4.5 Regarding staff trips, the modal choice of staff travelling to work was recorded the following in February 2012. The results of the travel survey are summarised below.

Table 4.1: Summary Staff Travel Walking & Car Working from

Cycling Driving Sharing home Total Yatton 30 10 5 0 45 Within 5 miles 4 37 10 0 51 5 - 10 miles 0 31 3 0 34 10 - 15 miles 0 60 2 0 62 15 plus miles 0 6 0 10 16 Total 34 144 20 10 208

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4.6 From the above data, the following modal splits are established:

• Walking & Cycling 16%

• Driving 69%

• Car Sharing 10%

• Working from home 5%

4.7 The targets set out, which are noted to be set to be challenging but achievable are as follows:

• To reduce car use for business miles by 5%.

• To increase car sharing by 25% on existing numbers.

• To increase walking and cycling to work by 25%

• To reduce off site deliveries to external paint contractors by 90%.

4.8 2011 Census data provides information about the journey to work mode choice of residents in an area. The results for residents of Yatton and residents of North Somerset in general have been summarised in Table 4.2 below.

Table 4.2: 2011 Census Data- Journey to work Mode Yatton Ward North Somerset Local Authority Area Train 7% 3% Bus 2% 3% Taxi 0% 0% Motorcycle 1% 1% Car/van driver 73% 73% Car/van passenger 5% 6% Bicycle 3% 3% On foot 9% 10% Other 0% 1% Total 100% 100%

4.9 When the staff travel mode share from the 2012 surveys are compared with the averages for Yatton and North Somerset residents, it can be seen that the existing workforce travels sustainably, and it demonstrates that the proposed targets set out are challenging.

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Trip distribution

4.10 SSL have summarised their employee’s home locations to inform the distribution of new employee trips to and from the site. The employee home locations are summarised in Table 4.3 below.

Table 4.3: Employee Home Locations Location Proportion Yatton 21% Clevedon 15% Weston-super-Mare 14% Nailsea 4% Portishead 2% Bristol 23% Gloucester 2% Wales 4% Banbury 2% Other 12% Total 100%

4.11 The proportions above have then been used to manually assign trips to the local road network.

4.12 Employee’s living in Clevedon, Nailsea, Portishead, Wales and Gloucester are assumed to travel north along the B3133 North End Road. Employees living in Yatton, Weston-super- Mare and Bristol are assumed to travel south along the B3133, and employees travelling to W-s-M and Bristol will continue along the A370. Excluding employees who live in ‘other’ places it is expected that 34% of employee traffic will travel north and 66% will travel south along the B3133.

4.13 HGV movements to and from the site predominantly use the B3133 North End Road to reach the M5 at Clevedon. Most of the raw materials are shipped to Royal Portbury Dock and are then transport to SSL by road. Infrequent HGV movements pass through Yatton to access the A370, this is dependent on the location of each customer.

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5. TRANSPORT POLICY CONTEXT

5.1 This section of the TS summarises the various national, sub-regional and local transport-related policies and guidance, which must be considered when developing suitable development proposals for the site.

National Planning Policy Framework

5.2 The National Planning Policy Framework (NPPF) was published by the Ministry for Housing, Communities and Local Government in February 2019. Section 9 of NPPF is titled Promoting Sustainable Transport and comprises ten paragraphs, set out below, that specifically address transport issues for plan making and development.

“Promoting Sustainable Transport

102 Transport issues should be considered from the earliest stages of plan-making and development proposals, so that: a) the potential impacts of development on transport networks can be addressed; b) opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated; c) opportunities to promote walking, cycling and public transport use are identified and pursued; d) the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account – including appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental gains; and e) patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and contribute to making high quality places.

103. The planning system should actively manage patterns of growth in support of these objectives. Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions, and improve air quality and public health. However, opportunities to maximise sustainable transport solutions will vary between urban and rural areas, and this should be taken into account in both plan-making and decision- making.

104. Planning policies should: a) support an appropriate mix of uses across an area, and within larger scale sites, to minimise the number and length of journeys needed for employment, shopping, leisure, education and other activities;

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b) be prepared with the active involvement of local highways authorities, other transport infrastructure providers and operators and neighbouring councils, so that strategies and investments for supporting sustainable transport and development patterns are aligned; c) identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice and realise opportunities for large scale development; d) provide for high quality walking and cycling networks and supporting facilities such as cycle parking (drawing on Local Cycling and Walking Infrastructure Plans); e) provide for any large scale transport facilities that need to be located in the area, and the infrastructure and wider development required to support their operation, expansion and contribution to the wider economy. In doing so they should take into account whether such development is likely to be a nationally significant infrastructure project and any relevant national policy statements; and f) recognise the importance of maintaining a national network of general aviation airfields, and their need to adapt and change over time – taking into account their economic value in serving business, leisure, training and emergency service needs, and the Government’s General Aviation Strategy.

105. If setting local parking standards for residential and non-residential development, policies should take into account: a) the accessibility of the development; b) the type, mix and use of development; c) the availability of and opportunities for public transport; d) local car ownership levels; and e) the need to ensure an adequate provision of spaces for charging plug-in and other ultra-low emission vehicles.

106. Maximum parking standards for residential and non-residential development should only be set where there is a clear and compelling justification that they are necessary for managing the local road network, or for optimising the density of development in city and town centres and other locations that are well served by public transport (in accordance with chapter 11 of this Framework). In town centres, local authorities should seek to improve the quality of parking so that it is convenient, safe and secure, alongside measures to promote accessibility for pedestrians and cyclists.

107. Planning policies and decisions should recognise the importance of providing adequate overnight lorry parking facilities, taking into account any local shortages, to reduce the risk of parking in locations that lack proper facilities or could cause a nuisance. Proposals for new or expanded distribution centres should make provision for sufficient lorry parking to cater for their

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anticipated use.

Considering development proposals

108. In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:

a) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location; b) safe and suitable access to the site can be achieved for all users; and

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.

109. Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.

110. Within this context, applications for development should: a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use; b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport; c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards; d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.

111. All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed.”

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5.3 The transport aspects of the Plot 6 development proposal are considered to meet all the requirements of NPPF for the promotion of sustainable transport.

Planning Practice Guidance

5.4 National Planning Practice Guidance has been updated and released online. The online resource makes reference to Transport Assessments where it is stated:

‘The scope and level of detail in a Transport Assessment or Statement will vary from site to site but the following should be considered when settling the scope of the proposed assessment:

• information about the proposed development, site layout, (particularly proposed transport access and layout across all modes of transport)

• information about neighbouring uses, amenity and character, existing functional classification of the nearby road network;

• data about existing public transport provision, including provision/ frequency of services and proposed public transport changes;

• a qualitative and quantitative description of the travel characteristics of the proposed development, including movements across all modes of transport that would result from the development and in the vicinity of the site;

• an assessment of trips from all directly relevant committed development in the area (i.e. development that there is a reasonable degree of certainty will proceed within the next three years);

• data about current traffic flows on links and at junctions (including by different modes of transport and the volume and type of vehicles) within the study area and identification of critical links and junctions on the highways network;

• an analysis of the injury accident records on the public highway in the vicinity of the site access for the most recent three-year period, or five-year period if the proposed site has been identified as within a high accident area;

• an assessment of the likely associated environmental impacts of transport related to the development, particularly in relation to proximity to environmentally sensitive areas (such as air quality management areas or noise sensitive areas);

• measures to improve the accessibility of the location (such as provision/ enhancement of nearby footpath and cycle path linkages) where these are necessary to make the development acceptable in planning terms;

• a description of parking facilities in the area and the parking strategy of the development;

• ways of encouraging environmental sustainability by reducing the need to travel; and

• measures to mitigate the residual impacts of development (such as improvements to the public transport network, introducing walking and cycling facilities, physical improvements to existing roads.

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In general, assessments should be based on normal traffic flow and usage conditions (e.g. non- school holiday periods, typical weather conditions) but it may be necessary to consider the implications for any regular peak traffic and usage periods (such as rush hours). Projections should use local traffic forecasts such as TEMPRO drawing where necessary on National Road Traffic Forecasts for traffic data.

The timeframe that the assessment covers should be agreed with the local planning authority in consultation with the relevant transport network operators and service providers. However, in circumstances where there will be an impact on a national transport network, this period will be set out in the relevant Government policy.’

North Somerset Council Core Strategy

5.5 The North Somerset Council (NSC) Core Strategy was formally adopted in 2012 and then readopted in January 2017.

5.6 Vision 6: Service Village Vision (of which Yatton is one), states:

By 2026 the Service Villages will become thriving rural communities and a focal point for local housing needs, services and community facilities. They will become more self contained in terms of providing jobs and serving the local and surrounding community for all their day today needs, whilst protecting their individual character.

North Somerset Council – Development Management Polices

5.7 Policy DM24 States

Development will be permitted provided it would not prejudice highway safety or inhibit necessary access for emergency, public transport, service or waste collection vehicles.

Development giving rise to a significant number of travel movements will only be refused on transport grounds if it:

• is likely to have a severe residual cumulative impact on traffic congestion or on the character and function of the surrounding area; or

• is not accessible by non-car modes or cannot readily be integrated with public transport, cycleway and footpath links, and bridleways where appropriate.

Development which gives rise to a significant detrimental impact on travel patterns, or exacerbates existing transport problems, will only be permitted where acceptable counter measures or mitigation is possible.

Where a proposal would be acceptable apart from deficiencies in highways and transport infrastructure and services, which may be off-site, planning permission may, in accordance with Core Strategy Policy CS34, be granted subject to the applicant entering into an appropriate legal agreement to fund the improvements sought.

Joint Local Transport Plan 4 (JLTP4)

5.8 Joint Local Transport Plan 4 (JLTP4) 2020 - 2036, dated March 2020, is led by the West of England Combined Authority (WECA), working with Bath & North East Somerset, Bristol, North Somerset and South Gloucestershire Councils. JLTP4 “aims to achieve a well-connected sustainable transport network that works for residents, businesses and visitors across the

F:\DATA\Jobs\0793 Smart Systems - Phase 5\Phase 6\Transport Statement 2.0.docx 19

region; a network that offers greater, realistic travel choices and makes walking, cycling and public transport the natural way to travel.”

5.9 JLTP4 identifies the following five objectives based on the aspirations of the West of England authorities:

• Take action against climate change and address poor air quality; • Support sustainable and inclusive economic growth; • Enable equality and improve accessibility; • Contribute to better health, wellbeing, safety and security; • Create better places.

5.10 The document identifies policies and interventions based on “improving connectivity” as follows:

• beyond the West of England: B1 to B2; • within the West of England: W1 to W5; • local: L1 to L5; and • neighbourhood: N1 to N2

5.11 Section 11 of the document sets out the major schemes and a summary of interventions. The schemes are set out under the headings:

• Transformational - including improvements to the bus network, an expanded metrobus network, new Park & Ride sites and enhanced rail services; • Early investment schemes - including committed projects and schemes under development; • Joint Transport Study Required Schemes - including Local Plan schemes; Working with partners to build our current programme - including schemes to be developed in partnerships with Highways England and Network Rail.

F:\DATA\Jobs\0793 Smart Systems - Phase 5\Phase 6\Transport Statement 2.0.docx 20

6. ACCESSIBILITY

Background

6.1 The National Travel Survey (NTS): 2019, published in August 2020, provides details of all trips per person per year, and is shown in Table 6.1 below. This provides clear evidence of the relationship between distance and probability of use of different modes of transport. The analysis shows that walking is the dominant mode for trips under 1.6km (79.81%).

6.2 For distances over 1.6km but less than 3.2km, use of a car is the most popular mode of travel (58.9% for car driver and passenger), while walking is the second most popular mode, chosen by almost a third (31.03%).

Table 6.1: Proportion of Total Trips by Mode and Distance Modal Split by Distance Car Distance Car Driver Bus Train Walk Cycle Other Passenger 0 - 1.6km 11.26% 6.58% 0.70% 0.00% 79.81% 1.06% 0.58% 1.6 - 3.2km 36.98% 21.94% 5.03% 0.07% 31.03% 2.85% 2.10% 3.2 – 8km 51.59% 27.22% 9.88% 0.63% 4.04% 2.40% 4.24% All Journeys 39.89% 21.01% 5.28% 2.23% 26.23% 1.70% 3.66%

6.3 The NTS is consistent with guidance in the IHT document Providing for Journeys on Foot (2000). This identifies that the preferred maximum walking distance is around 2km. DfT guidance contained within Local Transport Note 1/04 – Policy, Planning and Design for Walking and Cycling shows that the mean average length for a cycle journey is around 4km although journeys of up to three times this distance are not uncommon for regular commuters. The recent development of electric cycles is such that average journey lengths are likely to increase.

Walking

6.4 The Travelwest Isochrone plot in Appendix D shows that most of Yatton is within a 30-minute walk of the site. and the station is just over a 10-minute walk.

6.5 There are clearly good opportunities for employees living in Yatton to walk to work. The Travel Plan survey shows that around 67% of employees living in Yatton walk or cycle to work.

6.6 As detailed in section 2 of this report there is a reasonable level of footway provision within Yatton, south of Arnold’s Way. In addition to footways along the B3133 North End Road there

F:\DATA\Jobs\0793 Smart Systems - Phase 5\Phase 6\Transport Statement 2.0.docx 21

are also pedestrian routes through the residential areas of the village which pass along much quieter roads.

6.7 It is considered that there is adequate footway provision in Yatton to enable anyone living within walking distance to travel to the site on foot.

Cycling

6.8 Cycle parking is provided for 20 bicycles close to the entrance of the Phase 6 building.

6.9 The Travelwest Isochrone plot in Appendix D shows most of Yatton is within a 10-minute cycle, and Claverham, Congresbury and parts of Clevedon are within a 20-minute cycle. Most of Clevedon is within a 30-minute cycle as well as Cleeve.

6.10 There are limited cycle facilities within Yatton, although The Strawberry Line, which forms part of National Cycle Route (NCR) 26 between Clevedon and Cheddar, can be accessed adjacent to the railway station.

Public Transport

Bus

6.11 The nearest bus stops to the site are located on the B3133 North End Road to the south of its junction with Arnold’s Way. The stops are approximately 600m walk (8 minutes) from the main entrance to the SSL building. The stops are served by bus services 128 and X2 excel (as of February 2021 – Services may be disrupted due to COVID-19)

6.12 The northbound stop has raised kerbs and a bus shelter, the southbound stop has raised kerbs but no bus shelter.

6.13 Details of the bus services, routes and frequencies are provided in Table 6.2 below, and a Travelwest public transport isochrone plot is included in Appendix D.

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Table 6.2 – Local Bus Services Service No. Direction Mon - Fri Saturday Sunday (company) To Clevedon 1 service, No service No service 128 Thursday only (Citistar) at 09:51 To Bishop 1 service, No service No service Sutton Thursday only at 12:38 To Weston- Hourly service 5 services a No service X2 super-Mare from 07:47 to day (First) 18:46 To Bristol Hourly service 5 services a No service from 07:30 to day 17:43

Rail

6.14 As mention previously Yatton benefits from a railway station located on the mainline between Bristol and Exeter. The station is approximately 900m walk (11 minutes) from the SSL site via Horsecastle Farm Road.

6.15 The station offers direct services to Exeter, Taunton, Paignton, Weston-super-Mare, Bristol (Temple Meads and Parkway), and local stations including Bedminster, Parson Street, Nailsea & Backwell, Worle, Weston Milton, Highbridge & Burnham and Bridgwater.

Summary

6.16 On the basis of the above it is considered that there are significant opportunities for employees to walk, cycle or use public transport to travel to and from work. However, it must be remembered that none of these modes are particularly suitable for those working shifts, particularly as some shifts start at 6:00 and others end at 22:00, outside the bus service times.

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7. PARKING

Car Parking

7.1 The development proposals include 73 parking spaces of which 3 will be marked for use by blue badge holders.

7.2 The NSC parking standards are currently set out in the North Somerset Parking Standards Supplementary Planning Document – November 2013. For B2 units the standards set out a minimum level of provision of 1 space per 45m2 Gross Floor Area (GFA), 2.

7.3 Based on the current NSC parking standards the Phase 6 expansion must introduce a minimum of 200 parking spaces for the scheme. The proposed level of parking at 73 spaces sits below the minimum requirement, but is appropriate for the use of the building, where only 60 staff are planned to be employed in two shifts.

7.4 Non-residential developments in North Somerset are required to mark out 5% of the parking provision for use by blue badge holders.

Cycle Parking

7.5 The current cycle parking standard is set out in the North Somerset Parking Standards Supplementary Planning Document – November 2013. For B2 land uses there is a requirement for 1 cycle parking space per 6 staff or 1 per 500m2 GFA (whichever is greater).

7.6 As the Phase 6 development is an expansion of the existing facility, there will be no visitors to the Phase 6 development, and it is therefore considered unnecessary to provide short stay cycle parking. There is existing visitor cycle parking associated with the Phase 1 and Phase 2 parts of the site.

7.7 It is proposed that cycle parking for an additional 20 bicycles is provided as part of the Phase 6 development. This is just higher than the standard but reflects the travel patterns of existing staff.

HGV Parking

7.8 The North Somerset Parking Standards Supplementary Planning Document – November 2013 provides guidance on the level of HGV parking to be provided.

7.9 For use class B2/B8 it states:

• For the first 2,000sqm GFA, 1 lorry space per 500sqm. • Over 2,000sqm GFA, 1 lorry space per 1,000sqm.

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7.10 The standards require parking for 11 HGVs to be provided. The development will include ample forecourt areas, separate from the staff parking areas where HGVs can park, as well as ample HGV parking within the wider site.

Parking summary

7.11 With regards to the local parking standards, it is considered that the development complies with local parking policy.

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8. CONCLUSIONS

8.1 This Transport Statement has considered the transport implications of a proposed Phase 6 expansion of the SSL Aluminium Extrusion plant at its existing site off Arnold’s Way in Yatton.

8.2 In terms of accessibility, it is considered that there are reasonable opportunities to travel to the site on foot, by cycle and by public transport including bus and rail. It is noted that some of these modes will not be suitable for all employees due to the shift patterns operated at the site.

8.3 On the basis of a robust set of development traffic flow forecasts, the traffic generation of the proposed development is not expected to cause any significant capacity issues at local junctions or on the local highway network.

8.4 The percentage increases in flows at local junctions on the B3133 arising as a result of this development and previously consented developments on the site, would be low and considered unlikely to make a material difference to operating conditions at the junctions. The additional traffic generated by the proposed development is not considered significant and therefore detailed traffic capacity tests of local junctions have not been undertaken.

8.5 The 73 proposed staff car parking spaces, including 3 disabled spaces are considered to be adequate to serve the development. 20 covered cycle parking spaces are also proposed.

8.6 On the basis of the low increases in traffic flows described above arising from the proposed development, and the details of recorded injury accidents, it is considered that the proposed development will not make a material difference to highway safety conditions on the local road network.

8.7 It is therefore considered that, with respect to transport, the development complies with Government sustainable development guidance and that there are no transport related reasons why the application should not be approved.

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FIGURES

THE PROPERTY OF THIS DRAWING IS VESTED IN KEY TRANSPORT CONSULTANTS LTD AND MUST NOT BE COPIED OR REPRODUCED IN ANY WAY WITHOUT THEIR WRITTEN CONSENT REPRODUCED FROM THE ORDNANCE SURVEY MAP WITH THE PERMISSION OF THE CONTROLLER OF HMSO. {\fArial|b0|i0|c0|p34;\H1.083x;©} CROWN COPYRIGHT. LICENCE NO: 100035409 © WESTON-SUPER-MARE 8.0 KM BRISTOL TOEXETERRAILWAYLINE 5.0 KM EXISTING SMARTSYSTEMSSITE M5 JUNCTION21 1.6 KM A370 WESTONROAD M5 CLEVEDON M5 JUNCTION20 YATTON B3133 KENNROAD B3133 NORTHENDROAD CONGRESBURY CLAVERHAM CLEEVE A370 BRISTOLROAD CAD FILENAME: SMART SYSTEMS LTD-PHASE6 LOCAL HIGHWAY NETWORK hase 6\AutoCAD\Figure1.dwg F:\DATA\Jobs\0793 SmartSystems -Phase5 SITE LOCATIONAND FIGURE 1 1:40,000 NAILSEA A370 MAINROAD E-mail :[email protected] Tel :01179209430 BS8 1HP BRISTOL LTD 26BERKELEYSQUARE KEY TRANSPORTCONSULTANTS BACKWELL THE PROPERTY OF THIS DRAWING IS VESTED IN KEY TRANSPORT CONSULTANTS LTD AND MUST NOT BE COPIED OR REPRODUCED IN ANY WAY WITHOUT THEIR WRITTEN CONSENT REPRODUCED FROM THE ORDNANCE SURVEY MAP WITH THE PERMISSION OF THE CONTROLLER OF HMSO. {\fArial|b0|i0|c0|p34;\H1.083x;©} CROWN COPYRIGHT. LICENCE NO: 100035409 © EXISITING SMARTSYSTEMSSITE M5 PEDESTRIAN/CYCLE LINKTO HORSECASTLE FARMROAD B3133 NORTHENDROAD THE STRAWBERRYLINE(NCR26) 0.8 KM A370 WESTONROAD 1.6 KM YATTON YATTON RAILWAYSTATION BUS STOPS LOCAL SHOPS B3133 NORTHENDROAD B3133 HIGHSTREET CAD FILENAME: SMART SYSTEMS LTD-PHASE6 LOCAL HIGHWAY NETWORK hase 6\AutoCAD\Figure2.dwg F:\DATA\Jobs\0793 SmartSystems -Phase5 AND FACILITIES FIGURE 2 1:10,000 E-mail :[email protected] Tel :01179209430 BS8 1HP BRISTOL LTD 26BERKELEYSQUARE KEY TRANSPORTCONSULTANTS CLAVERHAM

APPENDIX A

NORTH SOMERSET COUNCIL ‘A MAP FOR CYCLISTS’ EXTRACT

APPENDIX B

PROPOSED SITE LAYOUT

6 32 31

7 S

8 R 36 35 34 33

9 P

G M

11 L

12 Phase 5 K

J 13

14 H J N S

1 1

2 2

3 3

4 4 Vertical paint plant 5 5

6 6

7 7

8 8 Offices, canteen & changing 9 9 Phase 3 10 Full height internal cladded wall to GL 10 10

11 11

12 12 4

13 13

Stairs Stairs 14 14

10 15 15

16 Office 16 LV/HV Elec WC Sub

15 17 17

18 18

16 19

Stairs 19 Stairs 19

20 20

24 20 25 30 21 21

22 22

8 no Lift covered cycles 23 23 31 34 52 46 45 35 G A 24 12 no 53 covered cycles 54

25 mj

55 74 26

Rev D Layout to include parking and cycle storage areas Feb 2021 ss Rev C Layout amended to include additional stairwells Jan 2021 ss Rev B Layout amended to A2 size and boundaries amended and Electrical HV units added Dec 2020 ss Rev A Layout and grids amended to suit Engineers details Dec 2020 ss Revisions: Client: Dwg Title: Proposed Phase 6 Site Layout Plan Architectural Designs No 25 Cartwright Avenue Project: Proposed Works to Dwg Ref: P602 Dwg Scale: 1:500@ A2 Harley, Whitefort, Worcester. WR4 0NZ 0 50 100 Smart Systems Ltd T: 01905 25977 M: 07788 822393 Scale bar Dwg Rev: D Date Drawn: Dec 2020 E: [email protected] 12 Phase 5

13 Phase 5

1 1

2 2

3 3

4 4 Vertical paint plant 5 5

6 6

7 7

8 8 Offices, Offices, canteen & canteen & changing changing 9 9 Extent of previously approved Phase 5A (Shown dotted) Extent of previously approved Phase 5A (Shown dotted) 10 10 Full height internal cladded wall to GL 10 Full height internal cladded wall to GL 10

1 Extent of previously approved Phase 5A (Shown dotted) Extent of previously approved Phase 5A (Shown dotted)

11 11

12 12

Extent of previously approved Phase 5A (Shown dotted) 5 Extent of previously approved Phase 5A (Shown dotted)

13 13

144800 Approx 6 144800 Approx

Stairs Stairs Stairs Stairs 14 14 132175 Approx 132175 Approx

10 15 15

16 Office 16 Office LV/HV Elec WC WC Sub 17 15 17 Phase 6 Phase 6 Mezz & 18 18 5,342m² 16 19 FF office Stairs Stairs 19 19 Approx Stairs 3,683m² Stairs 20 20 Approx 24 20 25 30 21 21

22 22

8 no Lift covered cycles 23 23

31 34 52 46 45 35 G A G A 37500 Main portal span 12 no 53 covered 38590 cycles 54 Approx

55 74 37500 Main portal span 38590 Approx Proposed Phase 6 48950 Mezzanine Floor Plan 1:500 Approx

Proposed Phase 6 Ground Floor Plan 1:500

0 10 20 30 40 50 Scale bar

Rev D Layout to include parking and cycle storage areas Feb 2021 ss Rev C Layout amended to include additional stairwells Jan 2021 ss Rev B Layout amended to A2 size and Electrical HV units added Dec 2020 ss Rev A Layout and grids amended to suit Engineers details Dec 2020 ss Revisions: Client: Dwg Title: Proposed Phase 6 Ground Floor Plan & Architectural Designs Mezzanine Plan No 25 Cartwright Avenue Project: Proposed Works to Dwg Ref: P603 Dwg Scale: 1:500@ A2 Harley, Whitefort, Worcester. WR4 0NZ Smart Systems Ltd T: 01905 25977 M: 07788 822393 Dwg Rev: D Date Drawn: Dec 2020 E: [email protected] Extent of previously approved Phase 5A (Shown dotted)

Proposed Phase 6 Layout

23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3

FD FD RSD FD FD FD RSD FD

East Elevation 1:250 Extent of previously approved Phase 5A (Shown dotted) 37500

G F E D C B A G A 285 4639

3135 18750 18750 2425 5586 6190 5004 9325

Tanks FD FD Tanks

South Elevation Sectional Detail 1:250

Extent of previously approved Phase 5A (shown dotted)

Proposed Phase 6 Layout

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

FD FD FD FD FD RSD Tanks Tanks Tanks

West Elevation

Rev C Layout amended to include additional stairwells Jan 2021 ss Rev B Layout amended to A2 size and Electrical HV units added Dec 2020 ss Rev A Layout and grids amended to suit Engineers details Dec 2020 ss Revisions: Client: Dwg Title: Proposed Phase 6 Elevations and Section Architectural Designs No 25 Cartwright Avenue Project: Proposed Works to Dwg Ref: P604 Dwg Scale: 1:250@ A2 Harley, Whitefort, Worcester. WR4 0NZ Smart Systems Ltd T: 01905 25977 M: 07788 822393 Dwg Rev: C Date Drawn: Dec 2020 E: [email protected] Chestnut

View

The Forge

A E I M Q U Y AC AD AE AF AG AH AL

6 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 15

7 14 S

13 8 R 36 35 34 33 12

9 P

11 N

G 10 M 10

11 L 9

12 Phase 5 K 29

70 Phase 1 J 13

LINEA 2 27 UNLOADING ZONE

14 H FILTER 1 FILTER 2 J N S

Q.E. SAT CLEANING UNIT 1 Q.E. SAT CLEANING UNIT 2

Q.E. GEMA Q.E. GEMA

1 DRYING OVEN CURING OVEN 1

N°1 UNDERGROUND PIPES Ø150 FOR ELECTRICAL WIRING

POWDER COATING BOOTH 1 POWDER COATING BOOTH 2 Phase 2 600 22 2 LINEA 1

2 TYPE "B"

OPENSHUT DN 100 3 3 34

4 4 Vertical

paint plant

5 5 16

14 6 6 12

7 7

8 8 Offices, canteen & changing 9 9 Phase 3 10 Full height internal cladded wall to GL 10 10

1 11 11 Goods 3 18 12 12 4 In 5 36 14 13 13 34 8 6 16 Stairs Stairs 2

14 14 26

1 1 10 45 15 15 JONES 11 46 CLOSE BRUNEL WAY 16 Office 16 LV/HV Elec

Sub

15 3

17 17 27 23

45 18 18 35

16 19

Stairs 19 19 Stairs 6

20 20 37

24 20 25 30 21 21

22 22 19

8 no Lift covered cycles 23 23 31 34 Works 49 52 46 45 35

G A 43

N 12 24 13 12 no 53 covered cycles 54

25 mj

55 74 26

El Sub Sta 70

28 29 37

30 WAKEDEAN GARDENS

33 31 Phase 4 79 34

37 38 25

16 41

Path (um)

Rev D Layout to include parking and cycle storage areas Feb 2021 ss Rev C Layout amended to include additional stairwells Jan 2021 ss Rev B Layout amended to boundaries and Electrical HV units added Dec 2020 ss Rev A Layout and grids amended to suit Engineers details Dec 2020 ss Revisions: Client: Dwg Title: Proposed Phase 6 Site Location Plan Architectural Designs

0 50 100 No 25 Cartwright Avenue Scale bar Project: Proposed Works to Dwg Ref: P601 Dwg Scale: 1:2500@ A3 Harley, Whitefort, Worcester. WR4 0NZ Smart Systems Ltd T: 01905 25977 M: 07788 822393 Dwg Rev: D Date Drawn: Dec 2020 E: [email protected]

APPENDIX C

TRICS OUTPUT – B2 LAND USE

TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 1 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

Calculation Reference: AUDIT-739001-210209-0250 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : C - INDUSTRIAL UNIT TOTAL VEHICLES

Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 1 days 03 SOUTH WEST BR BRISTOL CITY 1 days DV DEVON 2 days 04 EAST ANGLIA SF SUFFOLK 1 days 05 EAST MIDLANDS DS DERBYSHIRE 1 days 06 WEST MIDLANDS HE HEREFORDSHIRE 1 days WM WEST MIDLANDS 2 days 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 2 days LC LANCASHIRE 1 days 09 NORTH TV TEES VALLEY 1 days 10 WALES CF CARDIFF 1 days 11 SCOTLAND SR STIRLING 1 days 17 ULSTER (NORTHERN IRELAND) AN ANTRIM 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Primary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 1010 to 20000 (units: sqm) Range Selected by User: 1000 to 20000 (units: sqm)

Parking Spaces Range: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/12 to 04/09/20

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 3 days Tuesday 5 days Wednesday 1 days Thursday 5 days Friday 3 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 17 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 7 Edge of Town 10

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 14 Commercial Zone 1 Development Zone 1 No Sub Category 1 TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 2 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: B 1 9 days B 2 6 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Filter by Use Class Breakdown: All Surveys Included

Population within 500m Range: All Surveys Included Population within 1 mile: 1,001 to 5,000 1 days 5,001 to 10,000 3 days 10,001 to 15,000 5 days 15,001 to 20,000 1 days 20,001 to 25,000 2 days 25,001 to 50,000 5 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 50,001 to 75,000 2 days 75,001 to 100,000 3 days 100,001 to 125,000 2 days 125,001 to 250,000 5 days 250,001 to 500,000 4 days 500,001 or More 1 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 5 days 1.1 to 1.5 12 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: No 17 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 17 days

This data displays the number of selected surveys with PTAL Ratings.

Covid-19 Restrictions Yes At least one survey within the selected data set was undertaken at a time of Covid-19 restrictions TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 3 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

LIST OF SITES relevant to selection parameters

1 AN-02-C-01 COMPOSITES ANTRIM FERGUSON ROAD L I S B U R N

Suburban Area (PPS6 Out of Centre) No Sub Category Total Gross floor area: 6 5 0 0 sqm Survey date: FRIDAY 19/06/15 Survey Type: MANUAL 2 BR-02-C-02 STAINLESS FITTINGS BRISTOL CITY SOUTH LIBERTY LANE BRISTOL

Edge of Town Industrial Zone Total Gross floor area: 1 4 7 5 sqm Survey date: TUESDAY 22/09/15 Survey Type: MANUAL 3 CF-02-C-02 BAKERY CARDIFF MAES-Y-COED ROAD CARDIFF

Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 4 1 2 5 sqm Survey date: THURSDAY 06/10/16 Survey Type: MANUAL 4 CH-02-C-02 INDUSTRIAL MATERIALS CHESHIRE JUPITER DRIVE CHESTER CHESTER W. EMP. PARK Edge of Town Industrial Zone Total Gross floor area: 8 1 0 0 sqm Survey date: WEDNESDAY 19/11/14 Survey Type: MANUAL 5 CH-02-C-03 OFFICE FURNITURE CHESHIRE BRUNEL ROAD MACCLESFIELD LYME GREEN BUS. PARK Edge of Town Development Zone Total Gross floor area: 6 6 5 8 sqm Survey date: MONDAY 19/09/16 Survey Type: MANUAL 6 DS-02-C-02 ENGINEERED PRODUCTS DERBYSHIRE PONTEFRACT STREET DERBY

Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 2 6 0 0 sqm Survey date: THURSDAY 25/06/15 Survey Type: MANUAL 7 DV-02-C-01 TUBE MANUFACTURE DEVON PLYMBRIDGE ROAD PLYMOUTH ESTOVER Edge of Town Industrial Zone Total Gross floor area: 2 0 0 0 0 sqm Survey date: TUESDAY 17/07/12 Survey Type: MANUAL 8 DV-02-C-02 ENERGY RECOVERY FACILITY DEVON GRACE ROAD SOUTH EXETER MARSH BARTON TRAD. EST. Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 3 5 1 3 sqm Survey date: THURSDAY 06/07/17 Survey Type: MANUAL 9 HC-02-C-01 ENGINEERING COMPANY HAMPSHIRE JAYS CLOSE BASINGSTOKE

Edge of Town Industrial Zone Total Gross floor area: 3 0 0 0 sqm Survey date: THURSDAY 16/06/16 Survey Type: MANUAL TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 4 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

LIST OF SITES relevant to selection parameters (Cont.)

10 HE-02-C-02 THERMAL PROCESSING HEREFORDSHIRE COLLEGE ROAD HEREFORD BURCOTT Edge of Town Commercial Zone Total Gross floor area: 1 8 8 0 sqm Survey date: TUESDAY 22/10/13 Survey Type: MANUAL 11 LC-02-C-04 POWDER COATINGS LANCASHIRE CHORLEY ROAD BLACKPOOL LITTLE CARLETON Edge of Town Industrial Zone Total Gross floor area: 1 0 1 0 sqm Survey date: THURSDAY 20/06/19 Survey Type: MANUAL 12 SF-02-C-01 JOINERY SUFFOLK ANSON ROAD IPSWICH MARTLESHAM HEATH Edge of Town Industrial Zone Total Gross floor area: 1 1 0 0 sqm Survey date: FRIDAY 12/07/13 Survey Type: MANUAL 13 SR-02-C-01 SPECIALIST MODEL MAKING STIRLING BORROWMEADOW ROAD STIRLING

Edge of Town Industrial Zone Total Gross floor area: 2 3 5 0 sqm Survey date: MONDAY 16/06/14 Survey Type: MANUAL 14 TV-02-C-02 FLUID ENGINEERING TEES VALLEY PARKVIEW ROAD WEST HARTLEPOOL

Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 0 5 0 sqm Survey date: FRIDAY 04/09/20 Survey Type: MANUAL 15 WM-02-C-03 INDUSTRIAL GLASS WEST MIDLANDS DOWNING STREET SMETHWICK

Edge of Town Industrial Zone Total Gross floor area: 5 0 7 0 sqm Survey date: TUESDAY 06/11/12 Survey Type: MANUAL 16 WM-02-C-04 FOUNDRY WEST MIDLANDS STOURVALE ROAD STOURBRIDGE LYE Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 4 3 2 4 sqm Survey date: TUESDAY 21/11/17 Survey Type: MANUAL 17 WY-02-C-02 FLUID SYSTEMS WEST YORKSHIRE BROWN LANE WEST LEEDS HOLBECK Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 3 3 5 0 sqm Survey date: MONDAY 19/10/15 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 5 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT TOTAL VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 2 7850 0.427 2 7850 0.000 2 7850 0.427 07:00 - 08:00 17 5653 0.291 17 5653 0.056 17 5653 0.347 08:00 - 09:00 17 5653 0.235 17 5653 0.059 17 5653 0.294 09:00 - 10:00 17 5653 0.171 17 5653 0.099 17 5653 0.270 10:00 - 11:00 17 5653 0.129 17 5653 0.093 17 5653 0.222 11:00 - 12:00 17 5653 0.098 17 5653 0.102 17 5653 0.200 12:00 - 13:00 17 5653 0.142 17 5653 0.179 17 5653 0.321 13:00 - 14:00 17 5653 0.164 17 5653 0.121 17 5653 0.285 14:00 - 15:00 17 5653 0.092 17 5653 0.149 17 5653 0.241 15:00 - 16:00 17 5653 0.071 17 5653 0.179 17 5653 0.250 16:00 - 17:00 17 5653 0.037 17 5653 0.273 17 5653 0.310 17:00 - 18:00 17 5653 0.056 17 5653 0.178 17 5653 0.234 18:00 - 19:00 17 5653 0.030 17 5653 0.106 17 5653 0.136 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.943 1.594 3.537

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 6 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary

Trip rate parameter range selected: 1010 - 20000 (units: sqm) Survey date date range: 01/01/12 - 04/09/20 Number of weekdays (Monday-Friday): 17 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Tuesday 09/02/21 Page 7 Key Transport Consultants Ltd 26 Berkeley Square Bristol BS8 1HP Licence No: 739001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 2 7850 0.000 2 7850 0.000 2 7850 0.000 07:00 - 08:00 17 5653 0.020 17 5653 0.016 17 5653 0.036 08:00 - 09:00 17 5653 0.027 17 5653 0.022 17 5653 0.049 09:00 - 10:00 17 5653 0.046 17 5653 0.027 17 5653 0.073 10:00 - 11:00 17 5653 0.042 17 5653 0.024 17 5653 0.066 11:00 - 12:00 17 5653 0.025 17 5653 0.029 17 5653 0.054 12:00 - 13:00 17 5653 0.034 17 5653 0.029 17 5653 0.063 13:00 - 14:00 17 5653 0.031 17 5653 0.025 17 5653 0.056 14:00 - 15:00 17 5653 0.024 17 5653 0.022 17 5653 0.046 15:00 - 16:00 17 5653 0.015 17 5653 0.017 17 5653 0.032 16:00 - 17:00 17 5653 0.008 17 5653 0.017 17 5653 0.025 17:00 - 18:00 17 5653 0.002 17 5653 0.001 17 5653 0.003 18:00 - 19:00 17 5653 0.001 17 5653 0.000 17 5653 0.001 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.275 0.229 0.504

APPENDIX D

TRAVELWEST ISOCHRONE PLOTS