Proposed Commercial Development, Land at Rush Lane, Dosthill, Tamworth Transport Assessment

PROPOSED COMMERCIAL DEVELOPMENT, LAND AT RUSH LANE, DOSTHILL, TAMWORTH TRANSPORT ASSESSMENT

AUGUST 2017

REPORT REF: 23134/08-17/4966 PROPOSED COMMERCIAL DEVELOPMENT, LAND AT RUSH LANE, DOSTHILL, TAMWORTH TRANSPORT ASSESSMENT

AUGUST 2017

REPORT REF: 23134/08-17/4966

CLIENT: Kingsbury Pallets Ltd.

ENGINEER: Mewies Engineering Consultants The Colmore Building 20 Colmore Circus Queensway Birmingham B4 6AT

Tel: 0121 262 4045 Email [email protected]

Report Prepared By:

...... Amrit Mudhar Senior Transport Planner

Report Checked By: Report Approved By:

...... Neil Benison Tim Rose Associate Director Associate Director

COPYRIGHT The contents of this document must not be copied or reproduced in whole or part without the written consent of Mewies Engineering Consultants Ltd. Land at Rush Lane, Dosthill, Tamworth Transport Assessment

CONTENTS

1.0 INTRODUCTION 5

2.0 POLICY CONTEXT 7

3.0 SITE DESCRIPTION AND EXISTING CONDITIONS 12

4.0 DEVELOPMENT PROPOSALS 19

5.0 TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT 22

6.0 JUNCTION CAPACITY ASSESSMENTS 26

7.0 SUMMARY AND CONCLUSIONS 30

TABLES

TABLE 3.1: LOCAL AMENITIES AND SERVICES 14

TABLE 3.2: BUS SERVICES OPERATING WITHIN PROXIMITY TO THE APPLICATION SITE 15

TABLE 3.3: WILNECOTE RAIL STATION SERVICES 16

TABLE 3.4: PERSONAL INJURY ACCIDENTS AT JUNCTIONS IN THE SEARCH AREA 18

TABLE 4.1: NORTH WARWICKSHIRE LOCAL PLAN (2006-2031): PARKING STANDARDS 20

TABLE 5.1: TRICS VEHICLE TRIP RATES AND TRIP GENERATION 22

TABLE 5.2: TRICS OGV TRIP RATES AND TRIP GENERATION 23

TABLE 5.3: BASELINE MODE SHARE AND EQUIVALENT TRIP GENERATION BY MODE 24

TABLE 5.4: DEVELOPMENT TRIPS: SITE ACCESS AND A51/ RUSH LANE JUNCTION 25

TABLE 6.1: TEMPRO GROWTH FACTORS 27

TABLE 6.2: RUSH LANE/ SITE ACCESS JUNCTIONS 8 RESULTS: 2027 DO SOMETHING 27

TABLE 6.3: A51 TAMWORTH ROAD/ RUSH LANE JUNCTIONS 8 RESULTS 28

FIGURES

FIGURE 1.1: INDICATIVE APPLICATION SITE BOUNDARY AND LOCATION 5

FIGURE 3.1: LOCATIONS OF PERSONAL INJURY ACCIDENTS WITHIN SEARCH AREA 17

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APPENDICES

A. ILLUSTRATIVE SITE PLAN

B. CYCLING MAP AND INFORMATION GUIDE FOR TAMWORTH

C. BUS ROUTE MAP AND RELEVANT BUS TIMETABLES

D. PERSONAL INJURY ACCIDENT DATA

E. ACCESS DESIGN AND VEHICLE TRACKING (DRAWING NUMBER 23134_08_020_01A)

F. TRICS OUTPUTS

G. TRAFFIC SURVEY DATA

H. TRAFFIC FLOW DIAGRAMS

I. JUNCTION CAPACITY ASSESSMENT OUTPUTS

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1.0 INTRODUCTION

Background

1.1 Mewies Engineering Consultants Ltd (M-EC) has been commissioned by Kingsbury Pallets Ltd. to provide transport advice to support the forthcoming full planning application for the proposed mixed use industrial development at the site known as Land at Rush Lane, Dosthill in Tamworth.

1.2 The proposed development is for up to 3,983 m2 and consists of a recycling building, pallet workshop, kiln, pallet repair/ manufacturing units and sorting shelter (Use Class B2 general industrial); a pallet store (Use Class B8 storage or distribution); biomass boiler room; ancillary office (Use Class B1 office); and associated highways and access.

1.3 The indicative application site location is illustrated in Figure 1.1 with further details of the proposed application site layout provided in the Illustrative Site Plan in Appendix A.

Contains Ordnance Survey data © Crown copyright and database right 2017 Figure 1.1: Indicative Application Site Boundary and Location

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1.4 This Transport Assessment provides an assessment of the expected transport impacts from the proposed development and has been prepared in line with the principles of the National Planning Policy Framework1 (NPPF) and Planning Practice Guidance2 (PPG).

Transport Scoping

1.5 As part of the transport scoping process, Warwickshire County Council (as the local highway authority) and Highways England (as the strategic highway authority) were contacted to seek agreement on the proposed approach to preparing this Transport Assessment, including the approach taken to calculating and assessing vehicular trip impact from the proposed development on the surrounding highway network.

1.6 Warwickshire County Council were unable to provide a formal pre-application scoping response; however, preliminary advice received stated that junction capacity assessments of the A51 Tamworth Road/ Rush Lane junction would be required. Highways England was satisfied that trip generation from the proposed development would not have an impact on the strategic road network and therefore no assessments, particular of junctions with the A5 were required.

Report Structure

1.7 The content of this Transport Assessment has been informed by guidance provided in PPG. The structure of this Transport Assessment is as follows:

Section 2: a summary of relevant national and local policy guidance in the context of the proposed development; Section 3: a review of existing application site conditions including a description of the site location and context in relation to the local and national highway network, a review of existing site accessibility and sustainability and a review of road collision data for the highway network in proximity to the application site; Section 4: further details about the development proposals including the access arrangements, parking strategy, pedestrian and cycle access strategy and public transport strategy; Section 5: development trip generation, mode share and vehicular trip impact; Section 6: site access junction capacity assessments; and Section 7: summary and conclusions.

2 PPG is a web resource accessible via the GOV.UK website: www.gov.uk/government/collections/planning-practice-guidance

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2.0 POLICY CONTEXT

Introduction

2.1 This section provides a summary of relevant national and local policy guidance in the context of the proposed development and demonstrates how the proposed development aligns with these policies and guidance. The policies and guidance referred to in this report have also been used to inform the contents of this Transport Assessment.

National Planning Policy and Guidance

National Planning Policy Framework (DCLG, March 2012)

2.2 NPPF promotes the preparation of documents such as Transport Statements and Assessments to assess trip impact from developments and states that these documents should take into account whether:

on the nature and location of the site, to reduce the need for major transport infrastructure; safe and suitable access to the site can be achieved for all people; and improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of

2.3 This Transport Assessment has been prepared in line with the guiding principles of the NPPF and considers the impact of development trips generated by the proposed development on the surrounding highway network. It also reviews existing site accessibility by sustainable travel modes.

Planning Practice Guidance (DCLG, November 2016)

2.4 PPG provides links with the NPPF and highlights the importance of preparing Transport Statements, Transport Assessment and Travel Plans in support of developments. PPG states that these transport documents are important as they can contribute to:

lessening traffic generation and its detrimental impacts; reducing carbon emissions and climate impacts; creating accessible, connected, inclusive communities; improving health outcomes and quality of life; improving road safety; and

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reducing the need for new development to increase existing road capacity or

2.5 PPG also states that Transport Assessments are a way of assessing trip impact from developments and that they can also be used to identify mitigation measures to manage or reduce the transport demand from a development. PPG also provides some guidance with regard to the contents of Transport Assessments and states that consideration as part of a Transport Assessment (or Statement) could include:

appropriate study parameters (ie area, scope and duration of study); assessment of public transport capacity, walking/cycling capacity and road network capacity; road trip generation and trip distribution methodologies and/ or assumptions about the development proposal; measures to promote sustainable travel; safety implications of development; and mitigation measures (where applicable) including scope and implementation

2.6 Alongside these key considerations, PPG also states that the cumulative impact from committed development and the proposed development should be assessed.

2.7 The structure and contents of this Transport Assessment have been informed by the key considerations set out in PPG. Cumulative impacts from committed development have also been taken into account through the use of TEMPro3 growth factors.

Circular 02/2013: The Strategic Road Network and Delivery of a Sustainable Development (DfT, September 2013)

2.8 Circular 02/2013 provides advice on assessing development trip impact on the strategic road network and states that development should seek to make better use of existing capacity on the transport network and not increase demand on sections of the strategic road network that are already operating at levels that are over-capacity.

2.9 The Circular echoes the planning principles outlined in the NPPF and states that r refused on transport grounds where the

3 Trip End Model Presentation Program (TEMPro)

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2.10 This Transport Assessment has been prepared in line with the objectives of the Circular and in consultation with Highways England.

The Strategic Road Network: Planning for the Future (Highways England, September 2015)

2.11 Planning for the Future supplements the assessment methodology in Circular 02/2013 for determining development trip impact on the strategic road network and states that the assessment should:

demonstrate how the proposals will improve accessibility by all modes of travel and influence travel behaviours; assess the likely impact of residual trips (i.e. after measures above have been considered); identify appropriate and proportionate mitigation measures, and ensure that what is proposed promotes sustainable transport outcomes and avoids unnecessary works to the SRN.

2.12 Highways England is supportive of facilitating growth around the strategic road network, whilst maintaining a safe and efficient strategic road network and states that developments should only be refused or be conditional where impacts of development on the capacity of the SRN (once proposed mitigations are

2.13 Highways England encourage early engagement at the pre-application stage to ensure Transport Assessments are appropriately scoped. This Transport Assessment has been prepared in line with guidance provided in Planning for the Future and has also been informed by pre-application discussions undertaken with Highways England.

Local Planning Policy and Guidance

Warwickshire Local Transport Plan 2011 2016 (Warwickshire County Council, April 2011)

2.14 recognises the need for cross boundary travel to facilitate economic growth and prosperity in the county and makes note of the strong travel links between North Warwickshire and surrounding areas such as Tamworth and Birmingham. It also recognises the key role buses have in linking main towns, residential and employment areas, providing an alternative to travel by private car.

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2.15 The LTP also recognises the limited accessibility by sustainable travel modes to some industrial developments located in out of town and peripheral locations and notes one of the key challenges of the LTP is to improve connectivity by public transport to these employment sites.

2.16 Whilst accessibility to the application site by sustainable travel modes is limited, there may be future improvements to local public transport services which may increase the sustainability of the application site location. Notwithstanding this, staff will be encouraged to travel using sustainable travel modes to the site, notably car sharing and cycling (for more confident cyclists).

North Warwickshire Local Plan: Core Strategy (Adopted October 2014)

2.17 The North Warwickshire Core Strategy sets out the long term spatial strategy for the district to 2029 and outlines key strategic policies that aim to support the growth of prosperity of the borough. The Core Strategy also recognises the need to work cross boundary to support the needs to adjoining authorities such as Tamworth and Birmingham to ensure shortfalls in housing and employment are met.

2.18 The Core Strategy states that there are a number of brownfield sites within the borough which have come about partly due to the closure of coal mines; some sites have already been redeveloped with further redevelopment opportunities supported to meet the needs of residents and businesses within the borough. states:

Employment generation will benefit local residents and ensure long lasting benefits to the Borough, including improved skills, reducing out commuting and regeneration of industrial estates where appropriate.

2.19 The proposed development aligns with the aspirations of the presently adopted Core Strategy by supporting the local economy through the regeneration of a brownfield site to meet the employment needs of the borough.

Staffordshire County Council: Tamworth Borough Integrated Transport Strategy 2015 2031 (June 2015)

2.20 Although the application site is not located within the Staffordshire county boundary, it is situated to the south of the Tamworth borough boundary and is positively affected by some of the proposals within the Integrated Transport Strategy, notably the bus access improvements along the A51 Tamworth Road.

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2.21 The Integrated Transport Strategy also notes the A51 as one of the key north-south routes through the borough and for delivering a connected transport network cross-boundary aiding residents of Tamworth to access jobs in the surrounding districts as well as within Tamworth itself.

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3.0 SITE DESCRIPTION AND EXISTING CONDITIONS

Introduction

3.1 This section describes the application site location and provides an overview of existing conditions associated with the application site including the local highway network and existing site accessibility by walking, cycling and public transport. A road safety assessment has also been undertaken for the highway network surrounding the application site.

Site Location and Planning History

3.2 The application site comprises previously developed land which has undergone site clearance. The application site is bounded to the west by Rush Lane, a railway line to the east and the access road to the Biffa waste site to the south. The application site is located on the edge of Tamworth to the south of Dosthill with Tamworth town centre located approximately 6km to the north of the application site.

3.3 The application site has been subject to previous planning consents with outline planning permission granted in 20054 for a much larger mixed-use employment site, with a developable area of approximately 10,000 m2 for B1, B2 and B8 uses. A Transport Impact Statement, undertaken by Scott Wilson (February 2001) was submitted as part of the planning application which assessed the expected traffic impact on the local highway network, notably the A51 Tamworth Road/ Rush Lane junction. The assessment considered a worst-case trip generation scenario with all development delivered as B1 offices (B1 Use has a higher trip rate per 100 m2 when compared to B2 and B8 uses) and found the A51 Tamworth Road/ Rush Lane junction to operate within capacity.

3.4 Subsequently, there have been two further planning consents for an extension of time (3 years each) to implement the consented development under North Warwickshire Borough Council Application References PAP/2010/0147 and PAP/2013/0298.

Strategic and Local Highway Network

3.5 The application site is well located in proximity to the strategic road network with the A5 and M42 (Junction 10) located approximately 4km from the application site via Rush Lane (subject to 7.5 tonne weight restrictions) and approximately 6km via the A51 Tamworth Road and B5404 Watling Street. The A5 to the west provides connectivity with Cannock and Telford, and to the south-east provides connectivity with Milton Keynes and the M1

4 North Warwickshire Borough Council Application Reference: OAP/2004/0496 (old reference: PKINDO/0650/2004/OAP)

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providing north-south connections across the country. M42 Junction 10 to the north

motorway network providing connectivity to destinations in the West Midlands and further south to Bristol via the M5 and London via the M40.

3.6 Primary vehicular site access is proposed from Rush Lane which is a two-way single carriageway forming a priority T-junction with the A51 Tamworth Road to the west. To the east Rush Lane forms a priority T-junction with Whateley Lane which to the north provides access to the area of Hockley and to the east connects to Trinity Road and further north to the A5/ M42 junction. Rush Lane also provides access to existing employment sites within the vicinity of the application site.

3.7 Rush Lane is subject to a national speed limit and weight restriction of 7.5 tonnes, except for access. The carriageway is unlit and approximately 7m wide in proximity to the proposed main site access location. There are no lane markings on the carriageway apart from on the junction approach to the A51 Tamworth Road.

3.8 The A51 Tamworth Road in proximity to the application site is an unlit two-way single carriageway with lane markings. To the north it provides access to Dosthill and Tamworth town centre, and to the south provides access to Kingsbury. The A51 Tamworth Road is approximately 6.5m wide and subject to a 50mph speed limit; however, reduces to 30mph on the approach to Dosthill and Kingsbury where street lighting is also provided.

3.9 The access road to the south of the application site leading to the Biffa waste site forms a priority T-junction with Rush Lane. The carriageway is approximately 7.5m wide in proximity to its junction with Rush Lane, narrowing to approximately 6.5m wide. No street lighting is provided.

Local Amenities

3.10 There are a number of key local amenities and services accessible on foot or by cycle from the application site including convenience stores, hot food take-aways, a supermarket and Wilnecote Rail Station. The approximate distance of these amenities and services, along with the corresponding walk and/ or cycle times have been summarised in Table 3.1.

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Table 3.1: Local Amenities and Services

Approximate Distance from Approximate Walk/ Cycle Amenity/ Service Proposed Staff Car Park Time Access Bus Stops on A51 Tamworth 650m 8 mins walk Road

Fox Inn Public House 1km 12 mins walk

Convenience Store/ Dosthill 1.3km 16 mins walk or 5 mins cycle Fish Bar/ The co-operative Tesco Express/ petrol filling 1.5km 18 mins walk or 6 mins cycle station harmacy 1.6km 19 mins walk or 6 mins cycle plus other health services

Wilnecote Rail Station 3km 11 mins cycle

Morrisons supermarket/ 3.5km 14 mins cycle petrol filling station Source: Google maps (www.google.co.uk/maps), accessed on 12/06/17

Pedestrian and Cycle Accessibility

3.11 Warwickshire and Staffordshire County Councils Definitive Public Rights of Way (PROW) maps5 identify a network of PROWs within the vicinity of the application site connecting Rush Lane with the areas of Dosthill, Whateley, Hockley and also Freasley which are located to the east of the M42; it should be noted that some of these PROWs are without dedicated footways.

3.12 There is also a footway located along the easternside of the A51 Tamworth Road providing connectivity between Rush Lane and Dosthill to the north.

3.13 Staffordshire County Council has produced a cycling map and information guide for Tamworth (see Appendix B) which identifies cycle routes within the vicinity of the application site. There is a network of local on-road advisory and off-road cycle paths close to the application site providing connectivity to the residential areas within Dosthill and local services and facilities such as convenience stores, hot food take-aways, a supermarket and Wilnecote Rail Station (see Local Amenities sub-section for further details). No National Cycle Network routes are accessible within the vicinity of the application site6.

3.14 There are also opportunities for more confident cyclists to access the application site via Rush Lane and Whateley Lane from the east; these carriageways have access restrictions

5 Source: Warwickshire County Council website (www.warwickshire.gov.uk) and Staffordshire County Council website (www.staffordshire.gov.uk) 6 Source: Sustrans website (www.sustrans.org.uk)

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for vehicles over 7.5 tonnes, therefore provide a safer route to nearby residential areas than the A51 Tamworth Road.

Public Transport Accessibility and Facilities

3.15 The closest bus stops to the application site are located on the A51 Tamworth Road, approximately 650m (southbound) and 700m (northbound) from the proposed staff car park site access; both bus stops comprise a flag and bus schedule on a post. The bus services serving these bus stops are summarised in Table 3.2 with the relevant bus timetables and a bus route map for Tamworth provided in Appendix C.

Table 3.2: Bus Services Operating within Proximity to the Application Site

Frequency

Service No. Route Description Monday to Saturday Sunday Friday 16/ 30 to 60 minutes 30 to 60 minutes Tamworth Dosthill Central Bus between 08:28* between 09:28 Kingsbury and 16:58 and 16:58 No service Kingsbury Dosthill 30 to 60 minutes between 08:47 and Tamworth 16:17 16X/ Tamworth Dosthill Once at 06:58 No Service Central Bus Birmingham No service Birmingham Once at 17:59 No Service Dosthill Tamworth 115/ Tamworth Dosthill 60 to 70 minutes between 08:15 and Arriva Hurley 18:25 45 to 80 minutes 60 to 66 minutes No service Hurley Dosthill between 07:21 to between 08:01 to Tamworth 18:07 18:07 118/ 119 Every 2 hours Hurley Dosthill Stagecoach No service between 09:19 Tamworth Circular and 19:19 Every 2 hours Tamworth Dosthill No service between 10:52 Hurley Circular and 18:52 * First bus is at 08:03 on school days and 08:28 on non-school days Source: derived from Staffordshire County Council website: www.staffordshire.gov.uk, accessed on 09/06/2017

3.16 The closest rail station to the application site is Wilnecote Rail Station located approximately 3km from the proposed staff car park site access, to the north-east of the application site. This is a local unmanned rail station managed by London Midland and provides connectivity to Tamworth, Birmingham, Burton-on-Trent, Derby and Nottingham. Weekday frequency and travel time of services to these destinations is provided in Table 3.3.

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Table 3.3: Wilnecote Rail Station Services

Approximate Travel Time Destination Weekday Frequency (minutes)

Tamworth 3

Birmingham 17 21

Burton-on-Trent 1 or 2 every 2 hours 14 15

Derby 29

Nottingham 58 Source: National Rail Enquiries website (www.nationalrail.co.uk), accessed on 12/06/17

Road Safety Assessment

3.17 As the local highway network within the vicinity of the application site lies within both Warwickshire and Staffordshire County Council boundaries, the of personal injury accident (PIA) data has been requested from both of these councils. This data will be used determine to whether there are any existing safety issues related to the layout of the road on the local highway network in proximity to the application site. The data request area is shown in Figure 3.1.

3.18 The PIA data provided by Warwickshire County Council covered the period between 1st January 2012 and 20 th May 2017 and the PIA data provided by Staffordshire County Council covered the period between 1st July 2011 and 30th June 2016 (see Appendix D).

3.19 Over the review period, there were a total of 14 PIAs recorded in the search area, of which 13 were of slight severity and one was of serious severity; no fatalities were recorded in the PIA search area. The locations of these PIAs are illustrated in Figure 3.1.

3.20 Seven PIAs were recorded at junctions and seven were recorded along links. Of the PIAs recorded along a link, all were recorded in isolated locations (i.e. not in clusters) with six recorded on the A51 and one recorded on Rush Lane; as no trends can be ascertained from these PIAs, they were excluded from further analysis.

3.21 Of the seven PIAs recorded at junctions, one was recorded in isolation at the A51/ Sefton Road junction; as no trends can be ascertained from this PIA, it was excluded from further analysis. The remaining six PIAs were recorded at two junctions (see Figure 3.1) with three PIAs recorded at each junction; these junctions are:

Junction 1 A51/ Hedging Lane priority T-junction; and Junction 2 A51/ Welford Road priority T-junction.

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3.22 These PIAs were further analysed to determine whether there were any trends present which could be contributing to the PIAs at these junctions. A summary of the conditions at the time these PIAs were recorded is provided in Table 3.4; however, no common factors were found which contributed to the PIAs.

Contains Ordnance Survey data © Crown copyright and database right 2017 Figure 3.1: Locations of Personal Injury Accidents within Search Area

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Table 3.4: Personal Injury Accidents at Junctions in the Search Area

Jct. Street Road Severity Day Time Weather Contributory Factors No. Lighting Surface 1 Serious Thu 12:55 Daylight Wet/ Raining 1 casualty, 2 vehicles: Damp without Sudden braking; high Swerved; Slippery road winds (due to weather); Loss of control; Inexperienced or learner driver/ rider 1 Slight Wed 16:20 Daylight Dry Fine 1 casualty, 1 vehicle: without Failed to look properly; high Failed to judge vehicles winds path or speed 1 Slight Sun 11:50 Daylight Dry Fine 1 casualty, 2 vehicles: without Defective brakes; Failed high to judge other persons winds path or speed; Sudden braking; Impaired by alcohol; Careless/ Reckless/ In a hurry 2 Slight Fri 21:00 Darkness: Dry Fine 1 casualty, 2 vehicles: street without Exceeding speed limit; lights high Following too close; present winds Aggressive driving; and lit Careless/ Reckless/ In a hurry 2 Slight Tue 16:56 Daylight Dry Fine 1 casualty, 2 vehicles: without None stated high winds 2 Slight Fri 17:30 Darkness: Wet/ Fine 1 casualty, 1 vehicle: street Damp without Failed to look properly lights high present winds and lit Source: derived from Warwickshire and Staffordshire County Council Personal Injury Accident Data

3.23 Having reviewed the PIA data provided by Warwickshire and Staffordshire County Councils, it is concluded that there is not a road safety issue within the vicinity of the application site and it is unlikely that the proposed development would increase the risk of collision on the highway network within the vicinity of the application site.

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4.0 DEVELOPMENT PROPOSALS

Introduction

4.1 The proposed development is for up to 3,983 m2 of B2 general industrial, B8 storage or distribution, B1 (ancillary) office and associated highways and access, at Land at Rush Lane, Dosthill in Tamworth. The proposed breakdown of land uses on site is as follows:

Recycling building (B2): 1,050 m2

Pallet workshop (B2): 250 m2

Pallet repair/manufacture (B2): 1600 m2

Sorting shelter (B2): 180 m2

Kiln (B2): 108 m2

Pallet store (B8): 250 m2

Ancillary office (B1): 500 m2

Biomass boiler room: 45 m2.

4.2 The indicative application site location is illustrated in Figure 1.1 with the Illustrative Site Plan in Appendix A providing further details of the proposed site layout.

Vehicular Access Arrangements

4.3 The primary vehicular access to the application site is proposed to be via Rush Lane to the north of the site. As other industrial units are located within the vicinity of the application site, the surrounding highway network is already capable of accommodating the types of vehicles which will be accessing the application site. A second vehicular access for staff car parking only will be provided via the existing gated access off the access road which leads to the Biffa waste site. The proposed access locations have been illustrated in the Site Plan in Appendix A.

4.4 Visibility splays of 2.4m x 43m in line with guidance provided in Manual for Streets can be achieved at the location proposed for the main site access junction. An Automatic Traffic Counter (ATC) survey was undertaken on Rush Lane for a one-week period between Thursday 15th June and Wednesday 21st June 2017, to determine existing vehicle speeds in proximity to the proposed main vehicular site access location and ascertain that visibility from the site is sufficient. The data obtained from the ATC survey showed that the 85th percentile speeds recorded were 29.9mph (48.1kph) westbound and 32.3mph (52kph) southbound; and therefore, there is sufficient visibility to accommodate the proposed site access.

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4.5 Swept path analysis of the main site access has been undertaken using a maximum legal length (UK) articulated vehicle (16.5m in length) and is illustrated in Drawing No. 23134_08_020_01A in Appendix E along with visibility splays of 2.4m x 43m in accordance with Manual for Streets.

Parking Strategy

4.6 Parking provision at the application site will be provided in line with guidance provided in Appendix 4 of the North Warwickshire Local Plan (adopted July 2006); this guidance provides parking standards for cars, cycles and impaired mobility. Although this version of the Local Plan is not the latest adopted version, the parking standards still remain valid.

4.7 Table 4.1 sets out the parking standards by land use and resulting parking provision which will be provided at the application site. As the Local Plan does not set out parking standards for visitor use at employment sites, a factor of 10% has been applied to the total number of standard car and cycle parking spaces; therefore, 46 car parking spaces and 10 cycle spaces will be provided as part of the proposed development.

4.8 Further, there is also a requirement to provide motorcycle parking, the standard for which is one space per 10 standard car parking spaces, plus one; therefore, five motorcycle spaces will also be provided as part of the proposed development.

Table 4.1: North Warwickshire Local Plan (2006-2031): Parking Standards

Maximum Car Resulting Car Minimum Resulting Cycle Land Use Parking Parking Cycle Parking Parking Standard Provision Standard Provision 1 space per 75 m2 up to 2,499 m2 1 space per 200 B1 Offices 7 3 then 1 space per m2 30 m2 1 space per 100 1 space per 500 B2 Industry 32 6 m2 m2 1 space per 150 1 space per 1,000 B8 Warehousing 2 0 m2 m2 10% of standard 10% of standard Visitor parking 4 1 provision provision Mobility Impaired: 5% of total 5% of total 2 - Employees and capacity capacity Visitors

Total 46 10 Subject to rounding Source: derived from Appendix 4 of the North Warwickshire Local Plan (adopted July 2006)

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4.9 It should be noted that although the Illustrative Site Plan in Appendix A shows a total of 72 car parking spaces; 26 additional spaces are illustrated in the event the adjacent plot of land to the application is developed as part of a separate planning application and therefore would be required to meet the specific requirements of the pallet business (i.e. spaces for off-site workers/ HGV driver e employee parking); the employee and visitor car parking for the wider site would be contained within the current application site boundary.

4.10 The Illustrative Site Plan in Appendix A does not currently show the exact location of the cycle parking; however, there is space within the application site to accommodate the required 10 spaces which will be dealt with by condition.

Pedestrian and Cycle Access Strategy

4.11 The proposed development will provide foot and cycleways on-site connecting all areas of the application site, notably the parking areas with the buildings on-site. Where it is not possible to deliver segregated facilities, shared space will be provided, for example, at the car park access for staff car parking only which will not be used by HGVs.

4.12 Cycle parking in line with the North Warwickshire Local Plan (adopted July 2006) will be provided at the application site (see Parking Strategy sub-section) in the form of Sheffield stands positioned 1m apart. The stands will be located in close proximity to the office building; employees wishing to use these stands will be encouraged to access the cycle parking via the staff car park entrance to avoid conflicts with HGVs accessing the main vehicular site access.

Public Transport Strategy

4.13 As existing bus services are located approximately 650m (or eight application site and Wilnecote Rail Station is located cycle ride) from the application site, the existing public transport arrangements are considered adequate and therefore no improvements to public transport services are required. However, there may be potential improvements to bus provision along the A51 Tamworth Road through the LTP which would enhance sustainable accessibility to and from the application site.

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5.0 TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT

Introduction

5.1 This section provides a review of trip generation from the proposed development and a comparison of vehicular trip generation based on trip rates extracted from the TRICS7 database and the previously consented trips rates in the Transport Assessment prepared by Scott Wilson in 2001 to support the outline planning application.

Trip Generation: TRICS Vehicle Trip Rates

5.1 Vehicle trip rates have been extracted from the TRICS database (v7.4.1) for the main land

The resulting vehicle trip rates and anticipated vehicle trip generation has been summarised in Table 5.1 and shows that there are expected to be 28 two-way vehicle trips generated by the proposed development in the morning peak hour (08:00-09:00) and 20 two-way vehicle trips generated in the evening peak hour (17:00-18:00). Full TRICS outputs data has been provided in Appendix F.

5.2 It should be noted that as the biomass boiler room is not considered as usable floorspace for the purposes of this Transport Assessment, it was excluded from the trip generation calculations.

Table 5.1: TRICS Vehicle Trip Rates and Trip Generation

Morning Peak Hour Evening Peak Hour (08:00-09:00) (17:00-18:00)

In Out Two-way In Out Two-way

B2 (inc. B1) vehicle trip 0.575 0.158 0.733 0.066 0.452 0.518 rates: per 100 m2 Trip generation: 21 6 27 2 17 19 3,688 m2 B2 (inc. B1) B8 vehicle trip rates: 0.348 0.153 0.501 0.116 0.333 0.449 per 100 m2 Trip generation: 1 0 1 0 1 1 250 m2 B8

Total trip generation 22 6 28 3 18 20 Subject to rounding

5.3 In order to establish the number of journeys that are likely to be made by future employees commuting to/ from the application site during the morning and evening peak hours, the number of OGV8 trips generated by the proposed development was calculated

7 Trip Rate Information Computer System (TRICS) 8 Other Goods Vehicle (OGV)

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and deducted from the overall vehicular trip generation as presented in Table 5.1. OGV trip generation was calculated using the OGV trip rates extracted from the TRICS outputs. Table 5.2 provides a summary of the OGV trip rates and trip generation for the proposed development and resultant non-OGV trips (i.e. employee commuter trips).

5.4 Table 5.2 shows that having deducted the OGV vehicle trips from total trip generation, there are anticipated to be 26 two-way vehicle trips in the morning peak and 20 two-way vehicle trips in the evening peak made by employees commuting to/ from the application site. Employee vehicle trips have been calculated as there is the potential to reduce these through promoting sustainable modes of travel to/ from the application site. further details are provided in the following sub-section.

Table 5.2: TRICS OGV Trip Rates and Trip Generation

Morning Peak Hour Evening Peak Hour (08:00-09:00) (17:00-18:00)

In Out Two-way In Out Two-way

B2 (inc. B1) vehicle trip 0.023 0.019 0.042 0.000 0.000 0.000 rates: per 100 m2 Trip generation: 1 1 2 0 0 0 1,400 m2 B2 (inc. B1) B8 vehicle trip rates: 0.089 0.070 0.159 0.037 0.043 0.080 per 100 m2 Trip generation: 0 0 0 0 0 0 1,600 m2 B8 Total OGV trip 1 1 2 0 0 0 generation Resultant non-OGV 21 5 26 3 17 20 trips Subject to rounding

Mode Share: 2011 Census Mode Share

5.5 The 2011 Census Method of travel to work (workday population) dataset has been used to calculate the expected modal split of employee trips generated by the proposed development. As the application site is located is Middle Layer Super Output Area (MSOA) North Warwickshire 002, mode share data for this MSOA has been used to inform the modal split of travel by employees to and from the site during the morning and evening peak hours. The calculated mode share has been summarised in Table 5.3 which shows that it is expected that the proposed development could generate up to 34 two-way person trips in the morning peak hour and 26 two-way person trips in the evening peak hour.

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Table 5.3: Baseline Mode Share and Equivalent Trip Generation by Mode

Morning Peak Hour Evening Peak Hour Mode Mode (08:00-09:00) (17:00-18:00) Share In Out Two-way In Out Two-way

Driving a 78% 21 5 26 3 17 20 Car or Van Passenger in 10% 3 1 4 0 2 3 a Car or Van

Bus 2% 0 0 1 0 0 0

Motorcycle 1% 0 0 0 0 0 0

Bicycle 3% 1 0 1 0 1 1

On Foot 4% 1 0 2 0 1 1

Other 2% 0 0 1 0 0 0

Total 100% 27 7 34 3 22 26 Subject to rounding Source: derived from 2011 Census Method of travel to work (workday population) dataset

Trip Distribution and Assignment

5.6 Trip distribution and assignment of development trips has been based on traffic flow data obtained from the ATC survey undertaken on Rush Lane between Thursday 15th June and Wednesday 21st June 2017 and the MCC survey undertaken at the A51 Tamworth Road/ Rush Lane junction on Thursday 15th June 2017. The outputs of the traffic surveys are provided in Appendix G.

5.7 The directional splits of traffic flows along Rush Lane and the A51 Tamworth Road were calculated based on weekday average traffic flows for the morning and evening peak hours extracted from the ATC and MCC survey. The ATC survey outputs showed that the directional split of traffic flows south-westbound and north-eastbound along Rush Lane was 64:36 in the morning peak hour and 46:54 in the evening peak hour. The MCC survey outputs showed that the directional split of traffic flows outbound north and south along the A51 Tamworth Road from Rush Lane were 54:46 in the morning peak hour and 55:45 in the evening peak hour. Inbound, the MCC survey outputs showed that the directional split of traffic flows from the A51 Tamworth Road north and south were 57:43 in the morning peak hour and 49:51 in the evening peak hour.

5.8 Flow diagrams illustrating the assignment of development trips have been provided in Appendix H with a summary of the two-way development vehicle trip impact provided in Table 5.4.

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Table 5.4: Development Trips: Site Access and A51/ Rush Lane Junction

Morning Peak Hour (08:00-09:00) Evening Peak Hour (17:00-18:00) Junction In Out Two-way In Out Two-way

Site access 22 6 28 3 18 20

A51 Tamworth 8 4 12 1 8 10 Road/ Rush Lane Subject to rounding

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6.0 JUNCTION CAPACITY ASSESSMENTS

Introduction

6.1 This section assesses the impact of vehicular trips expected to be generated by the proposed development at the main vehicular site access and the A51 Tamworth Road/ Rush Lane junction. The details of the scenarios tested in the junction capacity assessments are set out along with a summary of the outputs.

Assessment Junctions and Scenarios

6.2 The junctions which will be assessed are the main vehicular site access and the A51 Tamworth Road/ Rush Lane priority T-junction.

6.3 The assessment years for the junction capacity assessments will be as follows:

2017 base year (submission year of the planning application); and 2027 Do Minimum (A51 Tamworth Road/ Rush Lane junction only base year traffic flows with TEMPro growth factors applied); and 2027 Do something (base year traffic flows with TEMPro growth factors applied plus development vehicle trips).

TEMPro Growth Factors

6.4 Growth factors were extracted from TEMPro (version 7.2) for weekday morning and evening peak periods for rural minor roads in MSOA North Warwickshire 002; these factors were applied to 2017 base year traffic flows to obtain background traffic flows for the 2027 forecast year. This would then allow the addition of development trips with the resulting traffic flows used to inform the junction capacity assessments. Table 6.1 provides the TEMPro growth factors applied to morning and evening base year traffic flows. The resulting traffic flows are presented in the traffic flow diagrams provided in Appendix H.

6.5 To demonstrate that the growth factors for rural minor roads in the MSOA North Warwickshire 002 are robust, growth factors were also extracted for rural principal roads in the MSOA and both minor and principal roads for North Warwickshire which were found to be lower; these have also been provided in Table 6.1.

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Table 6.1: TEMPro Growth Factors

Weekday AM Peak Weekday PM Peak Geography Period (07:00 09:59) Period (16:00 18:59)

2017 to 2027 Rural, Minor Roads

North Warwickshire 1.074 1.074

North Warwickshire 002 1.079 1.075

2017 to 2027 Rural Principal Roads

North Warwickshire 1.069 1.068

North Warwickshire 002 1.073 1.069 Source: TEMPro version 7.2

Junction Capacity Assessment Results

6.6 This sub-section summarises the results from the junction capacity assessments undertaken for both the main vehicular site access and the A51 Tamworth Road/ Rush Lane junction.

Main Vehicular Site Access

6.7 The main vehicular site access to/ from the site is proposed to be off Rush Lane. Junctions 8 modelling software (PICADY module for priority T-junctions) was used to assess the traffic impact of the proposed development on the main vehicular site access for the 2027 Do Something scenario (by which time the application site is expected to be built-out and open). A summary of the modelling results has been provided in Table 6.2 which shows that the main vehicular site access is expected to operate well within capacity once the application site is operational.

6.8 Full junction assessment outputs provided in Appendix I.

Table 6.2: Rush Lane/ Site Access Junctions 8 Results: 2027 Do Something

Morning Peak Hour (08:00-09:00) Evening Peak Hour (17:00-18:00)

Arm Queue Queue Delay (s) RFC Delay (s) RFC (PCUs) (PCUs) Site Access to 0.01 5.92 0.01 0.01 5.50 0.01 Rush Lane(W) Site Access to 0.01 8.19 0.00 0.02 6.99 0.02 Rush Lane(E) Rush Lane(W) to Rush Lane(E)/ Site 0.01 5.99 0.01 0.00 5.75 0.00 Access

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A51 Tamworth Road/ Rush Lane

6.9 The traffic impact from the proposed development on the A51 Tamworth Road/ Rush Lane junction has been assessed using Junctions 8 modelling software (PICADY module for priority T-junctions). Junction capacity assessments have been undertaken for the 2017 base year, 2027 Do Minimum scenario (base year traffic flows with TEMPro growth factors applied to take account of background increases in traffic flows and committed development trips) and 2027 Do Something scenario (2027 Do Minimum scenario plus development trips). A summary of the modelling results has been provided in Table 6.3 which shows that the A51 Tamworth Road/ Rush Lane junction is expected to operate within capacity once the application site is operational with no significant impact resulting from the addition of development trips to the junction.

6.10 Full junction assessment outputs provided in Appendix I.

Table 6.3: A51 Tamworth Road/ Rush Lane Junctions 8 Results

Morning Peak Hour (08:00-09:00) Evening Peak Hour (17:00-18:00)

Arm Queue Queue Delay (s) RFC Delay (s) RFC (PCUs) (PCUs)

2017 Base

Rush Lane to 0.11 9.64 0.07 0.06 6.92 0.06 A51(S) Rush Lane to 0.17 16.05 0.13 0.15 12.66 0.12 A51(N) A51(S) to A51(N)/ 0.32 5.45 0.12 0.17 5.68 0.08 Rush Lane

2027 Do Minimum

Rush Lane to 0.13 10.68 0.08 0.07 7.10 0.06 A51(S) Rush Lane to 0.19 15.97 0.14 0.17 13.41 0.14 A51(N) A51(S) to A51(N)/ 0.39 5.40 0.14 0.20 5.62 0.09 Rush Lane

2027 Do Something

Rush Lane to 0.13 10.72 0.09 0.08 7.17 0.07 A51(S) Rush Lane to 0.20 16.24 0.14 0.18 13.52 0.15 A51(N) A51(S) to A51(N)/ 0.42 5.41 0.15 0.21 5.60 0.09 Rush Lane

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Summary

6.11 Overall, the proposed development is not expected to have any significant impact on the existing A51 Tamworth Road/ Rush Lane junction with both the A51 Tamworth Road/ Rush Lane junction and main vehicular site access expected to operate within capacity in the 2027 Do Something scenario; therefore, no mitigation schemes are required as part of the proposed development.

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7.0 SUMMARY AND CONCLUSIONS

7.1 This Transport Assessment has been prepared to support the planning application for the proposed development at Land at Rush Lane, Dosthill in Tamworth. The proposed development is for up to 3,983 m2 and consists of a recycling building, pallet workshop, kiln, pallet repair/ manufacturing units and sorting shelter (Use Class B2 general industrial); a pallet store (Use Class B8 storage or distribution); biomass boiler room; ancillary office (Use Class B1 office); and associated highways and access.

7.2 The proposed development aligns with national and local planning policy due to the location of the proposed development in an existing industrial area which can be accessed by sustainable travel modes. The application site is well located in proximity to the local and strategic highway network.

7.3 Parking on-site has been informed by parking standards provided in the North Warwickshire Local Plan (adopted July 2006); although this is not the current adopted Local Plan, the parking standards are still valid.

7.4 A trip generation exercise was undertaken using vehicle trip rates extracted from the TRICS database; the proposed development is expected to generate 28 two-way vehicle trips in the morning peak hour (08:00-09:00) and 20 two-way vehicle trips in the evening peak hour (17:00-18:00).

7.5 A review of the most recent five- Staffordshire County Councils was undertaken which showed that there were no existing road safety issues on the highway network within proximity to the application site. As the expected trip generation from the proposed development is relatively low, it is unlikely that there would be an increases risk of collisions on the highway network within the vicinity of the application site.

7.6 Junction capacity assessments were undertaken using Junction 8 modelling software for the main vehicle site access off Rush Lane and the A51 Tamworth Road/ Rush Lane junction to determine the impact of development traffic at these junctions. The outputs of the modelling showed that both main vehicle site access and the A51 Tamworth Road/ Rush Lane junction would operate within capacity with the proposed development operational; therefore, no mitigation is required as a result of the proposed development.

7.7 In conclusion, the site is suitably located for the proposed land uses and vehicle trips generated from the proposed development will have a minimal impact on the A51

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Tamworth Road/ Rush Lane junction. Therefore, there are no reasons in transport terms why the proposed development should not be approved.

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No Area L/A Reference Severity Day Date Time Grid Coords Link/Node Street 1 E07000218 N02520813 Slight Friday 22/02/2013 01:25 421314/298730 Location: A51 Tamworth Road at House Name The folly, Kingsbury 1st Rd: A51 2nd Rd: Speed C'Way Jct Det/Ctrl Lighting Weather Rd Surf PedX - Human - Phy Fac Special Hazard MPH Single c'way NotJCT Dark/no lights Fine Dry None None None None Veh Vehicle type Towing Manoeuvre Dir Veh loc Junct. loc Skidding Hit obj in Left cway Hit obj off Sex Age B/T 1 Car No Rt hand bend S N On main Not at Over None Nearside Tree Male +ve

Cas No Veh ref Cas Class Sex Age Severity Car Pass Ped Direction Ped Movement Ped location School Pupil 1 1 Drv/Rider Male 42 Slight No Not ped Not ped Not ped Other

Description: V1 tvl N on A51, on slight bend loses control and leaves c/way to n/s before rolling onto its roof

User Information: Contributory Factors: 501V001A 410V001A 306V001B

2 E07000218 N02654513 Slight Thursday 14/11/2013 11:34 421380/299288 Location: A51 Tamworth Road at House Name Stone hill farm cottage, Kingsbury 1st Rd: A51 2nd Rd: Speed C'Way Jct Det/Ctrl Lighting Weather Rd Surf PedX - Human - Phy Fac Special Hazard MPH Single c'way NotJCT Daylight Fine Dry None None Rdworks None Veh Vehicle type Towing Manoeuvre Dir Veh loc Junct. loc Skidding Hit obj in Left cway Hit obj off Sex Age B/T 1 Car No Going ahead S N On main Not at Yes None None Female N/R 2 Taxi No Waiting S N On main Not at No None None Male -1 N/C Cas No Veh ref Cas Class Sex Age Severity Car Pass Ped Direction Ped Movement Ped location School Pupil 1 1 Drv/Rider Female 87 Slight No Not ped Not ped Not ped Other

Description: V2 stationary on A51 due to road works, V1 failed to stop and hit rear of V2

User Information: Contributory Factors: 108V001B 703V001B

3 E07000218 N0258161414Slight Monday 09/06/2014 15:26 421295/298708 Location: A51 TAMWORTH RD CLIFF NR KINGSBURY NR/TO STONE HILL FARM COTTAGE 1st Rd: A51 2nd Rd: Speed C'Way Jct Det/Ctrl Lighting Weather Rd Surf PedX - Human - Phy Fac Special Hazard MPH Single c'way NotJCT Daylight Fine Dry None None None None Veh Vehicle type Towing Manoeuvre Dir Veh loc Junct. loc Skidding Hit obj in Left cway Hit obj off Sex Age B/T 1 Car No Rt hand bend N SW On main Not at OT None Nearside None Female -ve 2 Car No Start SW N On main Not at No None None Male -ve 3 Car No Parked P P On main Not at No None None Male -ve Cas No Veh ref Cas Class Sex Age Severity Car Pass Ped Direction Ped Movement Ped location School Pupil 1 1 Drv/Rider Female 21 Slight No Not ped Not ped Not ped Other 2 2 Drv/Rider Male 63 Slight No Not ped Not ped Not ped Other Description: V1 NEG RH BEND, V3 HAS BROKEN DOWN IN OPP CARRIAGEWAY AND UNABLE TO MOVE, V2'S DRIVER HAD PULLED OVER TO ASSIST V3. AS V2 THEN STARTS TO MOVE OFF COLL OCCURS BET V2 AND V1 ROUNDING THE BEND, THE IMPACT CAUSING V1 TO OVERTURN

User Information: Contributory Factors: 406V001A 405V002A 406V002A 703V002A 703V001A

4 E07000218 N0260671414Slight Sunday 27/07/2014 16:20 421686/299200 Location: RUSH LANE WHATELEY APPROX 300 MT NE TAMWORTH RD NR TAMWORTH 1st Rd: 2nd Rd: Speed C'Way Jct Det/Ctrl Lighting Weather Rd Surf PedX - Human - Phy Fac Special Hazard MPH Single c'way NotJCT Daylight Fine Dry None None None None Veh Vehicle type Towing Manoeuvre Dir Veh loc Junct. loc Skidding Hit obj in Left cway Hit obj off Sex Age B/T 1 Car No Rt hand bend NE SW On main Not at No None None Untra. -1 N/C 2 Car No Lt hand bend SW NE On main Not at OT None N/s & reboundTree Male +ve Cas No Veh ref Cas Class Sex Age Severity Car Pass Ped Direction Ped Movement Ped location School Pupil 1 2 Drv/Rider Male 23 Slight No Not ped Not ped Not ped Other 2 1 Passenger Male 20 Slight Front Not ped Not ped Not ped Other 3 1 Passenger Female 16 Slight Rear Not ped Not ped Not ped Other Description: V2 APPS BEND IS CONFRONTED BY ONCOMING V1 IN MIDDLE OF RD, CAUSING V2 TO SWERVE TO N/S VERGE AND ROLL OVER ONTO SIDE, V1 FAILS TO STOP User Information: Contributory Factors: 108V001A 403V001A 603V002A 410V002A 409V002A 501V002B

Full Report 21-June-2017 1