Branston Road High School Transport Assessment
COSTCEL1038 /001 Revision FINAL December 2015
Document Control Sheet
Project Name: Transport Assessment Project Number: COSTCEL1038 Report Title: Branston Road High School Report Number: 001
Issue Prepared Reviewed Approved Status/Amendment Name: Lewis McAuliffe Name: Shaun Moore Name: Chris Barker
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Date: 23/12/2015 Date: 23/12/2015 Date: 23/12/2015 Name: Name: Name:
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Project Name Transport Assessment Document Title Branston Road High School
Executive Summary
Amey have been commissioned by Entrust on behalf of Staffordshire County Council (SCC) to undertake a Transport Assessment in support of a planning application for a new 8 form entry secondary educational development on land off Branston Road near Tatenhill, East Staffordshire. The proposed development, known as Branston Road High School (BRHS) will cater for both secondary and sixth form students and is estimated to open for use in 2018, with full occupancy anticipated by 2022, whereby the school will have 1440 student places and 182 members of staff.
Consideration has been given to both local and national policy in line with the BRHS development, with particular reference to the East Staffordshire Borough Council Local Plan 2012 – 2031, where its conclusion marks the end of our Future Year assessment scenario.
The existing sustainable transport provisions are detailed, together with the proposed expansion and significant improvement of infrastructure to further promote sustainable modes of travel to and from the BRHS development.
Existing ‘baseline’ traffic conditions on the local highway network have been assessed against the predicted future traffic levels that will be generated by the proposed BRHS development, with the addition of vehicle trips associated with proposed committed developments in the area which have been given planning consent.
Local junction modelling has been carried out in order to assess the traffic impacts of the proposed development; evaluating the impacts of the additional vehicular trips on capacity, queuing and delay at both existing and proposed junctions. The operational capacity of each of the existing and proposed junctions adjoining the proposed BRHS development site have been assessed in the: 2018 Opening Year, 2022 Interim Year when the school will be fully occupied and; 2031 Future Year scenarios, respectively. The 2015 Base Year scenario has only been used to assess the existing junctions.
As a result of the modelling assessments, some junctions are showing a level of queuing. A contributory factor to the queueing shown in the assessment results is that the spine road which serves the Lawns Farm development is only partially constructed in the Interim Year 2022. Due to this, the vehicles to the north of the Lawns Farm development will egress the site from the south exclusively and subsequently migrate north, which will in turn cause junctions to the south to experience greater traffic volumes fed by the southbound traffic movement, including the junctions along Branston Road. In the 2031 Future Year, the Lawns Farm development spine road is fully constructed and operational and therefore queuing and delay is reduced.
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The PM assessments have been undertaken on a ‘worst case’ scenario with the afternoon school trips being modelled within the recognised PM peak of 17:00 to 18:00. Realistically the majority of these trips will take place before the PM peak starts, within the inter-peak and as such, a more robust assessment has been undertaken. It is the view that in reality these particular junctions will operate within capacity.
One of the junctions demonstrating a level of queuing is the A38 Branston Interchange / A5121 Wellington Road / B5018. When all of the highway infrastructure proposals (that have been identified as part of other committed developments) have been implemented on the A38 Roundabout, including the provision of traffic signals, all signal movements between the A38 Roundabout and the A5121 Wellington Road / B5018 junction will operate and co-ordinate via Microprocessor Optimised Vehicle Actuation (MOVA) traffic signal control. Transport Research Laboratory (TRL) / Department for Transport (DFT) trials have shown that MOVA reduces delays by an average of 13% compared to a standard Vehicle Actuation (Traffic Advisory Leaflet 3/97). The addition of MOVA control at both junctions will subsequently reduce much of the queueing present at this junction.
Measures to mitigate forecast traffic issues and promote the use of sustainable travel have been included in the accompanying Framework Travel Plan (TP) document and include a detailed strategy incorporating the phased introduction of high quality walking and cycling measures/infrastructure. Ongoing assessment in this regard will be overseen by the Travel Plan Co-ordinator in association with relevant Parish Councils, Local Authorities and residents associations. Further to this improved infrastructure to assist walking and cycling will be implemented in the form of a shared use cycle/footway allowing sustainable non-motorised vehicle movement to and from the site, improving safety and connectivity to BRHS.
To conclude, investigations into the effect of the BRHS traffic in conjunction with the committed development traffic shows that there is an impact on the local highway network. However, by providing proposed highway mitigation measures in key locations, coupled with planned infrastructure improvements to encourage sustainable transport, the local highway network will continue to operate within capacity.
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Contents
1 Introduction ...... 1 1.1 Background ...... 1 1.2 Scope of the Study ...... 1
2 Policy Considerations ...... 3 2.1 Introduction ...... 3 2.2 National Policy ...... 3 2.3 Local Policy ...... 4
3 National Transport Initiatives ...... 10 3.1 Sustainable Transport Initiatives ...... 10
4 Site Location and Surrounding Highway Network ...... 11 4.1 Site Location ...... 11 4.2 Surrounding Highway Network ...... 13 4.3 Collision Data ...... 14
5 Sustainable Transport Audit ...... 26 5.1 Introduction ...... 26 5.2 Accessibility for Pedestrians ...... 26 5.3 Accessibility for Cyclists ...... 28 5.4 Accessibility by Bus ...... 29 5.5 Accessibility by Rail ...... 31 5.6 Summary ...... 31
6 Data Collection ...... 33 6.1 Introduction ...... 33 6.2 Surveyed Traffic Data ...... 33 6.3 Existing Traffic Data ...... 34
7 Proposed Development ...... 35 7.1 Branston Road High School ...... 35 7.2 Parking Provisions ...... 35 7.3 Parking Standards ...... 35 7.4 Conclusion...... 36
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8 Proposed Branston Road High School Development Traffic Impact Analysis ...... 37 8.1 Introduction ...... 37 8.2 Assessment Periods...... 37 8.3 Assessment Scenarios ...... 37 8.4 Committed Developments ...... 38 8.5 Lawns Farm Spine Road Phases T1, T2 and T3 ...... 39 8.6 Forecast Traffic Growth Rates ...... 39 8.7 Local Highway Network Assessment & Modelling Tools...... 40 8.8 Junctions Being Assessed ...... 42
9 Traffic Generation and Trip Distribution ...... 47 9.1 Requirement for a New Secondary School in Burton ...... 47 9.2 Assessment Years ...... 48 9.3 Traffic Generation ...... 48 9.4 Pupil Trip Distribution ...... 50 9.5 Student Mode Split ...... 56 9.6 Staff Trip Distribution and Mode Split...... 59 9.7 Trip Rates ...... 61 9.8 Inbound Vehicle Trip Assignment ...... 61 9.9 Outbound vehicle Trip Assignment ...... 67 9.10 Pedestrian and Cyclist Flows ...... 68
10 Proposed Branston Road High School (BRHS) Traffic Impact Modelling Results ...... 69 10.1 Introduction ...... 69 10.2 2015 Base Year Junction Modelling Results ...... 70 10.3 2018 Opening Year Modelling Results ...... 72 10.4 2022 Interim Year Modelling Results ...... 75 10.5 2031 Future Year Modelling Results ...... 78 10.6 Modelling Conclusions ...... 81
11 Transport and Mitigation Package ...... 83 11.1 Measures ...... 83 11.2 Framework Travel Plan ...... 83 11.3 Target ...... 85 11.4 Mitigation Measures ...... 86
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11.5 Branston Road ...... 87 11.6 Tatenhill, Rangemore and the Surrounding Areas ...... 87 11.7 Road Safety Audit ...... 88
12 Summary & Conclusions ...... 89 12.1 Conclusions ...... 89
Appendix A Personal Injury Collision Data A.1 Appendix A1.1 – Tatenhill Collision Reports ...... A.1 Appendix A1.2 – Tatenhill Collision Full Listings Data ...... A.2 Appendix A1.3 – Tatenhill Collision Location Plan ...... A.3 Appendix A2.1 – Wellington Road Collision Reports ...... A.4 Appendix A2.2 – Wellington Road Collision Full Listings Data ...... A.5 Appendix A2.3 – Welling ton Road Collision Location Plan ...... A.6
Appendix B Proposed Site Layout Plans B.1 Appendix B1.1 – Drawing No: LA-WS-L-90-01 – Landscape Proposals ...... B.1 Appendix B2.1 – Drawing No: CDX8621-P-SK15 – Proposed School Access & Car Park / Roundabout Option ...... B.2
Appendix C 2015, 2018, 2022 and 2031 Base Scenario Network Traffic Flow Diagrams C.1 Appendix C1.1 – 2015 AM Peak Base Network Flow Diagram (0800-0900) ...... C.1 Appendix C1.2 – 2015 PM Peak Base Network Flow Diagram (1700-1800) ...... C.2 Appendix C2.1 – 2018 AM Peak Base Network Flow Diagram (0800-0900) ...... C.3 Appendix C2.2 – 2018 PM Peak Base Network Flow Diagram (1700-1800) ...... C.4 Appendix C3.1 – 2022 AM Peak Base Network Flow Diagram (0800-0900) ...... C.5 Appendix C3.2 – 2022 PM Peak Base Network Flow Diagram (1700-1800) ...... C.6 Appendix C4.1 – 2031 AM Peak Base Network Flow Diagram (0800-0900) ...... C.7 Appendix C4.2 – 2031 PM Peak Base Network Flow Diagram (1700-1800) ...... C.8
Appendix D 2018, 2022 and 2031 Full Build Out Scenario Network Traffic Flow Diagrams D.1 Appendix D1.1 – 2018 AM Peak Full Development Network Flow Diagram (0800-0900) ...... D.1 Appendix D1.2 – 2018 PM Peak Full Development Network Flow Diagram (1700-1800) ...... D.2 Appendix D2.1 – 2022 AM Peak Full Development Network Flow Diagram (0800-0900) ...... D.3 Appendix D2.2 – 2022 PM Peak Full Development Network Flow Diagram (1700-1800) ...... D.4
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Appendix D3.1 – 2031 AM Peak Full Development Network Flow Diagram (0800-0900) ...... D.5 Appendix D3.2 – 2031 PM Peak Full Development Network Flow Diagram (1700-1800) ...... D.6
Appendix E Proposed Junction Designs E.1 Appendix E1.1 – Site 6 Junction Design ...... E.1 Appendix E2.1 – Site 7b Junction Design ...... E.2
Appendix F Sites 1 – 10: Existing and Preliminary Junction Designs and Layouts F.1 Appendix F1.1 – Drawing No: COSTCELI038/001 – Sites 1 – 10: Existing / Proposed Preliminary Design Junction Layout ...... F.1
Appendix G Safe Walking Assessment Documents G.1 Appendix G1.1 – Availability for Walking – Route Assessment: Cycle Route 54 ...... G.1
Appendix H Full TRICS Outputs H.1 Appendix H1.1 – Trip Rate Calculation Selection Parameters: VEHICLES ...... H.1 Appendix H1.2 – Trip Rate Calculation Selection Parameters: PUPILS...... H.2 Appendix H1.3 – Trip Rate Calculation Selection Parameters: TAXIS ...... H.3 Appendix H1.4 – Trip Rate Calculation Selection Parameters: OGV’S ...... H.4 Appendix H1.5 – Trip Rate Calculation Selection Parameters: PSV’S ...... H.5 Appendix H1.6 – Trip Rate Calculation Selection Parameters: CYCLISTS ...... H.6
Appendix I Inbound and Outbound combined staff / student trip distribution I.1 Appendix I1.1 – 2018 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE) ...... I.1 Appendix I1.2 – 2018 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE) ...... I.2 Appendix I2.1 – 2022 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE) ...... I.3 Appendix I2.2 – 2022 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE) ...... I.4 Appendix I3.1 – 2031 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE) ...... I.5 Appendix I3.2 – 2031 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE) ...... I.6
Appendix J 2015 Base Year Modelling Results J.1
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Appendix J1.1 – Model Output Reports: 2015 AM Base Traffic ...... J.1 Appendix J1.2 – Model Output Reports: 2015 PM Base Traffic ...... J.2
Appendix K 2018 Opening Year Modelling Results K.1 Appendix K1.1 – Model Output Reports: 2018 AM Base + School + Committed Developments ...... K.1 Appendix K1.2 – Model Output Reports: 2018 PM Base + School + Committed Developments ...... K.2
Appendix L 2022 Interim Year Modelling Results L.1 Appendix L1.1 – Model Output Reports: 2022 AM Base + School + Committed Developments ...... L.1 Appendix L1.2 – Model Output Reports: 2022 PM Base + School + Committed Developments ...... L.2
Appendix M 2031 Future Year Modelling Results M.1 Appendix M1.1 – Model Output Reports: 2031 AM Base + School + Committed Developments ...... M.1 Appendix M1.2 – Model Output Reports: 2031 PM Base + School + Committed Developments ...... M.2
Appendix N Road Safety Audit (RSA) Reports and Designer’s Responses N.1 Appendix N1.1 – Road Safety Audit Stage 1 Report ...... N.1 Appendix N1.2 – Road Safety Audit Designers Response ...... N.2
Appendix O Mitigation/Traffic Calming Options O.1 Appendix O1.1 – Proposed School Connectivity General Arrangement Overview (Drawing No: CDX8621/P/SK08A) ...... O.1 Appendix O2.1 – Potential Highway Measures (Option 1) Tatenhill Village (Drawing No: CDX8621/P/SK09) ...... O.2 Appendix O2.2 – Potential Highway Measures (Option 2) Tatenhill Village (Drawing No: CDX8621/P/SK12) ...... O.3 Appendix O2.3 – Potential Highway Measures (Option 3) Tatenhill Village (Drawing No: CDX8621/P/SK14) ...... O.4 Appendix O3.1 – Potential Highway Measures Rangemore Village 1 of 2 (Drawing No: CDX8621/P/SK10) ...... O.5
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Appendix O3.2 – Potential Highway Measures Rangemore Village 2 of 2 (Drawing No: CDX8621/P/SK11) ...... O.6 Appendix O4.1 – Potential Highway Measures North of Tatenhill Village (Drawing No: CDX8621/P/SK13) ...... O.7 Appendix O1.1 – Proposed Environmental Weight Limit Extents Plan (Drawing No: CDX8621/P/SK16) ...... O.8
Figures Figure 4-1: Location of proposed High School Site ...... 12 Figure 5-1: Existing subway beneath the A38 linking to Tatenhill ...... 26 Figure 5-2: Absence of footway along prolonged lengths of carriageway ...... 27 Figure 5-3: Bus Stops surrounding the Proposed Development site...... 29 Figure 6-1: Commissioned MCC locations ...... 34 Figure 9-1: Secondary Schools Areas of Influence ...... 49 Figure 9-2: Proposed area of influence for students in 2018 ...... 50 Figure 9-3: Proposed area of influence for students in 2022 ...... 51 Figure 9-4: Proposed area of influence for students in 2031 ...... 51 Figure 9-5: Network Loading from Existing Residential Areas ...... 52 Figure 9-6: Staff Trip Distribution ...... 60 Figure 9-7: Pedestrian and Cyclist Flows ...... 68 Figure 10-1: Junction operational capacity thresholds ...... 70
Tables Table 4-1: B5017 / Henhurst Hill / Hopley Road / Postern Road Collision Severity ...... 15 Table 4-2: B5017 / Henhurst Hill / Hopley Road / Postern Road Casualty Severity ...... 15 Table 4-3: Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road Collision Severity ...... 16 Table 4-4: Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road Casualty Severity ...... 16 Table 4-5: Main Street / Branston Road/ Dunstall Road / Tatenhill Lane Collision Severity ...... 17 Table 4-6: Main Street / Branston Road/ Dunstall Road / Tatenhill Lane Casualty Severity ...... 17 Table 4-7: Dunstall Road / B5016 Station Road / Efflinch Lane Collision Severity ...... 18 Table 4-8: Dunstall Road / B5016 Station Road / Efflinch Lane Casualty Severity ...... 18 Table 4-9: Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North Collision Severity ...... 19
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Table 4-10: Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North Casualty Severity ...... 19 Table 4-11: A38 Branston Interchange Collision Severity...... 20 Table 4-12: A38 Branston Interchange Casualty Severity ...... 20 Table 4-13: A5121 Wellington Road / B5018 Collision Severity ...... 21 Table 4-14: A5121 Wellington Road / B5018 Casualty Severity ...... 21 Table 4-15: Postern Road and Main Street Collision Severity ...... 22 Table 4-16: Postern Road and Main Street Casualty Severity ...... 22 Table 4-17: Tatenhill Lane and Tatenhill Common Collision Severity ...... 23 Table 4-18: Tatenhill Lane and Tatenhill Common Casualty Severity ...... 23 Table 4-19: Dunstall Road Collision Severity ...... 24 Table 4-20: Dunstall Road Casualty Severity ...... 24 Table 4-21: Branston Road Collision Severity ...... 25 Table 4-22: Branston Road Casualty Severity ...... 25 Table 7-1: Parking provisions for Branston Road High School ...... 36 Table 8-1: Table of TEMPRO Growth Factors for Burton-upon-Trent ...... 40 Table 8-2: Junction Assessment Software & Criteria ...... 46 Table 9-1: 2018 Pupil Distribution ...... 54 Table 9-2: 2022 Student Distribution ...... 55 Table 9-3: 2031 Student Distribution ...... 55 Table 9-4: PLASC data mode split ...... 57 Table 9-5: Siblings attending the same school ...... 58 Table 9-6: Trip rate comparison ...... 61 Table 9-7: Student Vehicle Routing 2018 and 2022 ...... 62 Table 9-8: Student Vehicle Routing 2031 ...... 63 Table 9-9: Staff Vehicle Routing 2018 and 2022 ...... 64 Table 9-10: Staff Vehicles Using a Different Route in 2031 ...... 66 Table 10-1: 2015 Base Year Modelling Results ...... 71 Table 10-2: 2018 Opening Year Modelling Results ...... 73 Table 10-3: 2022 Future Year Modelling Results ...... 75 Table 10-4: 2031 Future Year Modelling Results ...... 78 Table 11-1: Table of Baseline Modal Split ...... 85
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1 Introduction
1.1 Background
Entrust, on behalf of Staffordshire County Council (SCC) have commissioned Amey to provide a Transport Assessment (TA) and framework Travel Plan (TP) in support of the development of the BRHS. The proposed educational facility is to be constructed on farmland just outside the village of Tatenhill near Burton-upon-Trent, Staffordshire. The site of the new school is shown in Figure 4-1.
The TA will be submitted in line with the following guidance:
Manual for Streets 2: Wider Application of the Principles, The Chartered Institute of Highways and Transportation (2010),
Design Manual for Roads and Bridges (DMRB), and
The National Planning Policy Framework (NPPF), Department for Communities and Local Government (2012).
SCC Guidelines for Transport Assessment and Travel Plans (January 2008)
The National Planning Policy Framework (NPPF) states that all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment.
This TA sets forth the development proposals for the BRHS, setting out the accessibility arrangements, parking provision, considerations for sustainable transport, and mitigation measures where necessary; and identifies its transport impact on the adjoining highway network.
1.2 Scope of the Study
The purpose of this study is to provide a TA in support of the BRHS planning application for Staffordshire County Council. The TA will be compliant to National, Local and Department for Transport (DfT) guidance, will assess the effect of the proposed development in the context of its impact on the surrounding highway network and;
Assess the existing highway network,
Assess the future highway network with traffic generation from the BRHS and other proposed developments, and
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Identify locations that will be impacted by the school development which may require the provision of mitigation measures.
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2 Policy Considerations
2.1 Introduction
This chapter reviews National and Local policy documents relevant to the development of the proposed BRHS, its transport infrastructure, implications and ongoing sustainability.
2.2 National Policy
The National Planning Policy Framework (NPPF) sets out the objectives to integrate planning and transport at the national, regional, strategic and local level.
NPPF has a remit to promote sustainable transport and in terms of Transport Assessment, NPPF states that planning decisions should take account of whether:
The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure,
Safe and sustainable access to the site can be achieved for all people,
Improvements that can be undertaken within the transport network which cost effectively limits the significant impacts of the development, and
The development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.
The DfT published ‘Consultation on The Strategic Road Network and the Delivery of Sustainable Development’ in February 2013. This consultation is for a revised policy setting out the role of the strategic road network in enabling economic growth.
In reducing regulation, the updated policy will encourage growth by making it easier for businesses and communities to develop, while at the same time ensuring that the road network continues to operate efficiently.
The new document aims to remove the expectation that the traffic impact of a new development on the Strategic Road Network should be mitigated so as to be no worse off after the 10 year review period.
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This TA and TP for the BRHS outline the proposed measures that will encourage travel by sustainable transport. These include significant infrastructure improvements including connectivity for pedestrians and cyclists. The TP suggests a package of measures (incentives & disincentives) aimed at promoting sustainable travel by the occupier/s of the site, with an emphasis on reducing reliance on car travel, including both single occupancy car travel by staff and visitors and use of cars by parents to transport students to the school.
2.3 Local Policy
A number of local government policy documents have been reviewed to ascertain their present aims and objectives for transport and aspirations for the future. The list of documents reviewed includes:
Staffordshire Local Transport Plan, 2011,
East Staffordshire Borough Integrated Transport Strategy, 2014 – 2031,
East Staffordshire Borough Council Local Plan, 2012 – 2031,
Tatenhill Parish Neighbourhood Development Plan, 2012-2031 (July 2015),
Home to School travel and transport guidance: Statutory guidance for local authorities, July 2014: and,
SCC Home to School/College travel policy and guidance, 2015.
2.3.1 Staffordshire County Council Local Transport Plan, 2011
According to the Local Transport Plan 3 (LTP3) document, SCC has a broad vision for the future which includes:
“A connected Staffordshire, where everyone has the opportunity to prosper, be healthy and happy”.
"Staffordshire is a place where people can easily and safely access everyday facilities and activities through the highways and transport networks"
"Staffordshire’s economy prospers and grows, together with jobs, skills, qualifications and aspirations to support it"
The authority has also outlined several values, behaviours and outcomes associated with the above visions which the development of educational facilities helps to facilitate:
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Insightful Thinking,
Driving for performance and results,
Understanding the wider perspective,
Communicating Compellingly,
Seeking Out Improvement and Innovation, and
Leading Self and Others.
SCC also has the aspiration to:
1. “Provide the connections and create the right conditions for Staffordshire people to flourish and prosper, without state interference”
2. “Promote Staffordshire as the place to invest, live, learn and visit”.
3. “Have a world-class, dynamic economy with a highly skilled workforce”.
SCC forecasts a future increase in dwellings in the local area with the needs of families inhabiting them likely to strain existing education resources and facilities. SCC updated the Strategic Housing Market Area (SHMA) assessment that identifies the housing need as 11,648 houses from 2012 to 2031.
Planning for this level of housing will enable the Council to fully meet its demographically derived housing requirements as well as supporting the projected growth of the economy and net employment gains. 4,790 dwellings are proposed on greenfield sites in Burton upon Trent with 1,683 on brownfield sites and as such, the development of new institutions to accommodate the future growth in demand is seen as a necessity if the Council are to meet the aforementioned aspirations.
New educational facilities will place an additional strain upon local transport links. The Strategy Plan contains policies to promote a reduction in vehicle trips from new and existing development. A primary means of achieving this is increasing the integration between transport and land-use planning.
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Policy 3.1 of Local Transport Plan 3 (LTP3) notes that new development is to be designed in order to increase access by sustainable modes in urban areas. The planning system should be used to secure planning obligations to improve highway capacity, facilities for non-motorised users and improvements to public transport, amongst other measures.
2.3.2 East Staffordshire Borough Integrated Transport Strategy, 2014 – 2031
According to the East Staffordshire Borough Integrated Transport Strategy 2014 – 2031, although levels of walking and cycling levels are above the national average, census information indicates that a high proportion of commuter trips from surrounding towns and villages are presently made be private car.
As such, the Burton upon Trent Local Transport Package focuses on mitigating the potential impact of traffic generated from housing and employment growth. It aims to deal with the residual issues that are likely to remain on the highway network that have been identified in the Transport Study and Transport Assessments produced by relevant developers. Highway measures will be complemented by an extensive delivery of sustainable travel initiatives.
The document notes that all new developments that are predicted to generate significant levels of traffic will be required to produce a Travel Plan with a commitment to delivering outcomes, which is stated in the new Local Plan policy.
In order to further reduce forecast traffic levels, businesses in Burton upon Trent should be encouraged to develop Workplace Travel Plans that promote initiatives such as car sharing, sustainable travel, personalised journey planning, teleworking and flexible working hours. Targeted marketing initiatives in Burton upon Trent could include a combination of travel advice, discounted public transport tickets, better public transport information and local community events promoting walking and cycling. Schools in the town will also be encouraged to have Travel Plans in place during the plan period. Transport Assessments will determine the final measures required to be delivered by developers and refusal is only likely on transport grounds where the impact of the development is severe.
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2.3.3 East Staffordshire Borough Council Local Plan, 2012 – 2031
The Local Plan sets out the spatial strategy and planning policies for development in the borough between 2012 and 2031. It was initially established in 2006 and following revision and consultation, was submitted to the Secretary of State in April 2014. The plan submitted outlines the following vision for the Borough:
“The Borough Council’s vision is expressed as a commitment to protecting and enhancing the environment and heritage of East Staffordshire whilst allowing development to take place in order to maintain and strengthen the local economy and to promote the social well-being of the community”.
The key objectives of the Local Plan include:
• To enhance the range of community facilities;
• To improve accessibility to jobs and facilities;
• To reduce adverse transport impacts including emissions;
• To reduce energy use and increase energy efficiency;
• To safeguard public health and safety.
2.3.4 Tatenhill Parish Neighbourhood Development Plan, 2012 – 2031
Along with ten other parishes in East Staffordshire, in December 2012 Tatenhill was designated a Neighbourhood Area and awarded funding to assist the parish in writing a development plan. Subsequently, Tatenhill Parish Council produced the Tatenhill Parish Neighbourhood Development Plan, which has recently been revised with the latest submission document dated July 2015. The document sets out the parish council’s aspirations for sustainable development in their local area in conformity with the SCC and ESBC’s emerging, over-arching local plan. The broad vision of this states that:
“Tatenhill Parish should aim to be a strong, inclusive and accessible community which supports the needs of new and existing businesses and residents of all ages. It should utilise its landscape, history, leisure and tourism assets including, where appropriate, sympathetic new development to offer a sustainable and thriving rural lifestyle.”
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The Local Plan sets out objectives in the 8 main areas of Services and Facilities, Cultural Landscape, Biodiversity & Ecology, Traffic and Transport, Sustainable Access, Leisure and Tourism, Sustainable Residential Development and Sustainable Economic Development.
As part of the general principles of development within the parish, proposals will only be permitted where they are acceptable in terms of among other criteria, traffic generation. Whilst the parish council agree that development is a key to promoting social, economic and environmental sustainability, development should not undermine the distinct character and appearance of the local environment.
Key recreation policies in the document stipulate that new developments should improve footpath and cycle connections within the parish and protect/enhance existing sports facilities. Specific infrastructure policies state that community infrastructure (e.g. schools) be supported by appropriate highways and transportation infrastructure and that appropriate traffic calming features be introduced to discourage high speeds. Further identified needs include the allocation of priority to non-motorised users through the provision of footpath and cycle routes in the local area. It is however also stressed in the document that the developmental measures should not ‘urbanise’ the villages and that the present character is maintained.
2.3.5 Home to School travel and transport guidance: Statutory guidance for local authorities, July 2014
Produced by the Department for Education, the document places a duty on Local Authorities to have due regard concerning home to school travel and transport. The report places an onus upon Local Authorities to promote sustainable travel and assess the travel and transport needs of children and young people. Accordingly, there is an obligation on auditing relevant infrastructure in accordance with guidance on personal safety and security and the requirements of children. Following this, a strategy for establishing an environment conducive to their needs must be established. The document also tasks Local Authorities to regularly review travel policies, arrangements and contracts to ensure best value for money is achieved.
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2.3.6 SCC Home to School/College Travel Policy and Guidance, 2015
This document provides information on the availability of and how to obtain transport assistance to and from educational establishments for young people within Staffordshire. The eligibility requirements state that provisions are only made available to students who are current residents of Staffordshire; that live beyond walking distance from the educational body but within the catchment area.
For young people who are aged over 16 who wish to continue into further education SCC may offer subsidised travel assistance to their educational facility of choice (within the county); however, this scheme may not be the cheapest or best option and subsequently may find that the ‘Your Staffordshire’ card, which will be expanded upon further in Chapter 5.4, may provide a more cost effective or direct means of travel.
Summary
The National and Local planning documents have been reviewed and the BRHS development is compatible with these policies, in particular with regard to proposed highway measures detailed later within this TA and also within the TP in terms of encouraging sustainable transport.
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3 National Transport Initiatives
In addition to the policies mentioned in the preceding chapter, Staffordshire County Council (SCC) and East Staffordshire Borough Council (ESBC) also employ a series of nationally recognised initiatives. The projects and programmes listed below aim to promote sustainable transport and mitigate the adverse environmental impacts of travel. A number of the initiatives relevant to this TA are as follows:
3.1 Sustainable Transport Initiatives
3.1.1 Bikeability
This is the national programme for cycle training in England, Wales, and Scotland. As one of Cycling England’s flagship schemes, it intends to rescue a ‘lost generation’ of children who would otherwise miss out on the opportunity to learn to cycle safely and responsibly.
Launched in March 2007, it takes learners through three different levels awarding development at each stage of the training process. Level 1 establishes the basics of balance and control, whilst Levels 2 and 3 cover the planning and undertaking of independent journeys on busier roads.
3.1.2 Road Safety Education
It is important that road safety education is provided to students to encourage and enable children to safely walk or cycle to school and improve modal share to more sustainable means of travel; arrangements with the Local Authority can be made for the provision of cycle training, road safety training, and to promote car sharing schemes.
The ‘Modeshift STARS’ online accreditation scheme is a programme which recognises and rewards each school’s commitment to promoting cycling, walking and other forms of sustainable travel. The scheme encourages schools across the country to join in a major effort to increase levels of sustainable and active travel in order to improve the health and well-being of children and young people.
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4 Site Location and Surrounding Highway Network
4.1 Site Location
The proposed BRHS is to be constructed on farmland adjacent to Branston Road, west of the village of Tatenhill. The proposed location of the school is shown in Figure 4-1.
The village of Tatenhill is the closest settlement to the proposed new BRHS, located just west of the site, approximately 3.5miles south-west of Burton upon Trent. The village is primarily occupied by residential properties interspersed amidst land predominantly dedicated to farmland. In addition to this, Tatenhill also includes a Church and Rectory buildings as well as a Public House, a bowling club and village hall. All roads within its boundary are presently subject to a 30mph speed limit.
Access to the wider road network is facilitated along Branston Road which leads directly to the A38, a key distributor link and part of the national trunk road network.
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Key Proposed School Site
©Crown copyright and database rights 2015 Ordnance Survey (100049162)
Figure 4-1: Location of proposed High School Site
Running directly adjacent to the proposed site is Branston Road, an unclassified, un-lit, single-carriageway section presently subject to the national speed limit. Although the road is at-grade, its horizontal alignment includes several sharp bends which restrict forward visibilities and stopping sight distances. The section is currently devoid of footway and as such not deemed suitable for pedestrian usage. The road however does currently comprise part of cycle route NCN54 which links Tatenhill with the settlements of Barton-under-Needwood to the south and Burton-Upon-Trent to the north.
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4.2 Surrounding Highway Network
4.2.1 The A38 Trunk Road
The key highway route within close proximity to the proposed school site is the A38, located approximately 1km east of the school development. The A38 Trunk Road (maintained by Highways England) is part of the core trunk road network providing a strategic link between the North-east and South-west. Within this length, the A38 passes adjacent to the town of Burton-upon-Trent, which is an important East Staffordshire market town. The A38 Trunk Road acts as a nationally important strategic route, commuter route and collector road, serving the businesses and residences situated immediately alongside and adjacent to the route.
The section of the A38 under review as part of this TA is located close to Branston. Immediately adjacent to the carriageway, the land use is mixed between that of an industrial and commercial nature and includes major manufacturing bases for companies such as Ferroli. Interspersed with this are a number of residential dwellings throughout as accessed by a dedicated service road off the A38.
4.2.2 Other Key Routes
Other key routes surrounding Tatenhill include Dunstall Road which links the village to the neighbouring settlements of Dunstall and Barton-under-Needwood. The road is an unlit, single carriageway route, without footway and subject to a national speed limit beyond the village limits. Barton-under-Needwood includes facilities such as John Taylor High School, The Thomas Russell Infant School, Barton Library and Holland Sports Club. Furthermore, the road forms part of National Cycle Network Route (NCN54) and as such is utilised by cyclists (including groups) throughout the day.
Other key routes include Main Street which runs through Tatenhill village to link to Postern Road and Callingwood Lane in the north. To the west, Tatenhill Lane and Tatenhill Common link the villages of Rangemore and Tatenhill. All of these roads are unlit single carriageways that are devoid of footways; often narrow and winding in nature and are currently subject to various speed limits (other than the most northern section of Postern Road which has streetlights and footways on both sides of the carriageway).
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The A5121 Wellington Road is the eastern arm of the Branston Interchange and forms a major link between the strategic trunk network and the town of Burton upon Trent. The road is an at-grade, street-lit, dual carriageway section subject to a maximum speed limit of 40mph.
The B5018 forms the minor arm of the signalised T-junction with the A5121, east of the A38 Branston Interchange. The B5018 is a key local route connecting residences in the area of Branston to adjacent areas such as Stapenhill as well as the centre of Burton upon Trent. The route is an at-grade, street-lit single carriageway road which is directly bordered by residential dwellings.
Other major routes in the area include the B5017 Shobnall Road which forms an important link via the A5121 between Burton-upon-Trent and Needwood. Towards the A5121, the route is an at grade, street-lit, dual carriageway. Further westbound however, the route changes to single carriageway and then bordered by residential properties. The route also facilitates access to several key local amenities such as Shobnall Leisure Complex and Marston’s Sports and Social Club as well as Shobnall Primary School.
4.3 Collision Data
4.3.1 Introduction
This Chapter will analyse current collision trends at the junctions and the link roads indicated below, in the vicinity of the study area and identify highway safety issues.
The Junctions that have been assessed are:
B5017 / Henhurst Hill / Hopley Road / Postern Road (Site 1),
Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road (Site 2),
Main Street / Branston Road / Dunstall Road / Tatenhill Lane (Site 3),
Dunstall Road / B5016 (Site 4),
Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North (Site 5), and;
A38 Branston Interchange / A5121 Wellington Road / B5018 (Site 6).
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The links that have been assessed are:
Postern Road and Main Street (between Site 1 and Site 3),
Tatenhill Lane and Tatenhill Common (between Site 2 and Site 3),
Dunstall Road (between Site 3 and Site 4) and
Branston Road (between Site 3 and Site 6).
Personal injury data has been obtained for the five year period between 1st February 2010 and 30th April 2015, at the locations specified above, amounting to 63 Personal Injury Collisions (PIC’s). The full version of the Personal Injury Collision data can be found in Appendix A.
4.3.2 B5017 /Henhurst Hill / Hopley Road / Postern Road
This junction is a four arm crossroads which provides access from Hopley Road and Postern Road towards Burton-upon-Trent, with priority given to the B5017. Give way lines and give way signs are present on the Hopley Road and Postern Road arms of the junction.
Tables 4-1 and 4-2 list the injury incidents recorded over the last five years at this location.
Table 4-1: B5017 / Henhurst Hill / Hopley Road / Postern Road Collision Severity
Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 1 1 0 3 Total 0 0 1 1 1 0 3
Table 4-2: B5017 / Henhurst Hill / Hopley Road / Postern Road Casualty Severity
Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 2 1 4 0 7 Total 0 0 2 1 4 0 7
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Over the five year period shows a total of 3 personal injury collisions occurred on, or in the vicinity of the Hopley Road / Henhurst Hill / Postern Road / B5017 junction resulting in 7 slight casualties.
Of the 3 collisions, 1 involved a slight injury to a pedestrian and this was the only collision to have taken place in the hours of darkness without lit street lighting. This collision took place outside of the recognised 08:00 – 09:00 AM and 17:00 – 18:00 PM peak periods, and also occurred on wet road surface conditions. The contributory factors to this collision include the slippery road surface, excessive speed of the vehicle and the pedestrian was impaired by alcohol, and failed to judge the speed of the oncoming vehicle.
The other two collisions at this site also took place outside of the recognised AM and PM peak periods and occurred in the daylight, with dry road surface conditions and both involved cars. The speed limit at this location is 30 mph and all three collisions were of a different nature, featuring side-swipe, pedestrian and overtaking collisions, respectively.
4.3.3 Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road
This junction is a four arm crossroads which provides access to the Byrkley Garden Centre, with priority given to Rangemore Hill. A stop sign and stop lines are present on the access Road to Byrkley Garden Centre arm and give way signs and lines are present on the Tatenhill Arm.
Tables 4-3 and 4-4 list the injury incidents recorded over the last five years at this location.
Table 4-3: Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road Collision Severity
Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 1 0 0 0 0 1 Slight 2 2 2 2 0 1 9 Total 2 3 2 2 0 1 10
Table 4-4: Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road Casualty Severity
Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0
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Serious 0 1 0 0 0 0 1 Slight 3 3 4 4 0 1 15 Total 3 4 4 4 0 1 16
Over the five year period a total of 10 personal injury collisions occurred on, or in the vicinity of the Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road. These collisions resulted in 1 serious injury and 15 slight injuries.
Of the 10 collisions, two involved a motorcycle. The two collisions involving motorcycles were due to vehicles failing to observe the motorcycles before entering the main carriageway. The data shows that 8 of the 10 incidents involved side-swipe collisions and one involved a rear end shunt.
All of the 16 collisions occurred under daylight conditions, with fine weather and a dry road surface. Furthermore, no collisions occurred inside of the AM peak period and only a single collision took place within the recognised PM peak period.
4.3.4 Main Street / Branston Road / Dunstall Road / Tatenhill Lane
This junction is a four arm crossroads within Tatenhill village. There are give way lines and give way signs present on both the Branston Road and Tatenhill Lane arms of the junction. Main Street / Dunstall Road are the priority arms.
Tables 4-5 and 4-6 list the injury incidents recorded over the last five years at this location.
Table 4-5: Main Street / Branston Road/ Dunstall Road / Tatenhill Lane Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 0 0 1 2 Total 0 0 1 0 0 1 2
Table 4-6: Main Street / Branston Road/ Dunstall Road / Tatenhill Lane Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 0 1 0 1 2 Total 0 0 0 1 0 1 2
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Over the five year period, 2 personal injury collisions occurred on, or in the vicinity of the Main Street / Branston Road / Dunstall Road / Tatenhill Lane junction, resulting in 2 slight injuries. Of the 2 collisions, one involved a pedal cycle whilst the other involved cars; both collisions occurred in wet road surface conditions. The collision involving a cyclist took place during the AM peak period and was caused by the vehicle failing to observe the oncoming cyclist. Foggy weather and the driver travelling too fast for these conditions were a contributory factor in this collision.
The second collision was an incident involving a single car and occurred in darkness (without street lighting) on a wet road surface. Driving too fast for the conditions was a contributory factor in the driver losing control of the vehicle.
4.3.5 Dunstall Road / B5016 Station Road
This junction on the B5016 is a priority T-junction, providing access to Barton-under- Needwood, Dunstall in the North and Branston via the A38 in the East.
Tables 4-7 and 4-8 list the injury incidents recorded over the last five years at this location.
Table 4-7: Dunstall Road / B5016 Station Road / Efflinch Lane Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 0 1 0 2 Total 0 0 1 0 1 0 2
Table 4-8: Dunstall Road / B5016 Station Road / Efflinch Lane Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 0 2 0 3 Total 0 0 1 0 2 0 3
Over the five year period, there are a total of 2 personal injury collisions which occurred on, or in the vicinity of the Dunstall Road / B5016. These resulted in 3 slight injuries.
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Of the 2 collisions, one involved a pedestrian and the other involved two cars. A contributory factor to the incident involving a pedestrian was that the pedestrian failed to observe the oncoming vehicle. The second incident involved two cars in a rear end shut type collision. Both collisions occurred on a wet road surface in daylight hours. No collisions occurred inside of the recognised AM or PM peak period.
4.3.6 Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North
This junction is a five arm roundabout providing access to the A515 in the west and the A38 in the east.
Tables 4-9 and 4-10 list the injury incidents recorded over the last five years at this location.
Table 4-9: Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 1 1 1 1 0 5 Total 1 1 1 1 1 0 5
Table 4-10: Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 2 1 1 1 1 0 6 Total 2 1 1 1 1 0 6
Over the five year period there are a total of 5 personal injury collisions which occurred on, or in the vicinity of the B5017 / B5234 / Rangemore Hill junction. These resulted in 6 slight injuries.
Of the 5 collisions, 1 involved a pedal cycle and 1 involved a motorcycle; both of these collisions to vulnerable road users resulted in slight injuries. These 2 collisions took place in daylight with dry road surface conditions and the contributory factor in both collisions is that the vehicle failed to observe the motorcycle and pedal cycle, respectively.
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4.3.7 A38 Branston Interchange / A5121 Wellington Road / B5018
A38 Branston Road
This junction off the A38 trunk road is grade separated, which provides access to Tatenhill and Rangemore to the west and Branston to the east.
Tables 4-11 and 4-12 list the injury incidents recorded over the last five years at the A38 Branston Interchange.
Table 4-11: A38 Branston Interchange Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 3 3 5 2 5 3 21 Total 3 3 5 2 5 3 21
Table 4-12: A38 Branston Interchange Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 5 3 8 3 9 3 31 Total 5 3 8 3 9 3 31
Over the five year period there are a total of 21 personal injury collisions which occurred on, or in the vicinity of the A38 Branston Interchange. These resulted in 31 slight injuries.
Of the 21 collisions, 1 involved a pedal cycle, 2 involved a motorcycle, 4 involved light goods vehicles and 4 involved heavy goods vehicles.
10 of the collisions were rear end shunts by vehicles on approach to the roundabout junction. These collisions were caused by vehicles failing to observe oncoming traffic when entering the roundabout and braking harshly, as well as vehicles travelling at excessive speed, causing them to collide with the vehicles ahead, being held up at the give way lines.
6 of the collisions were caused by side swipes, which all took place when vehicles were either changing lane on the roundabout or entering the roundabout when another vehicle was already on the carriageway; failing to observe adjacent vehicles.
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3 of the collisions took place during the AM peak period and 4 took place during the PM peak period, contributing to 35% of all collisions occurring within peak hours. 5 of the 7 collisions that took place were rear end shut collisions and 2 were side swipe collisions.
A5121 Wellington Road / B5018
This junction to the east of the A38 Branston Interchange is a signal controlled T- junction, which provides access to Branston and Burton-upon-Trent via the B5018.
Tables 4-13 and 4-14 list the injury incidents recorded over the last five years at the A5121 Wellington Road / B5018. Table 4-13: A5121 Wellington Road / B5018 Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 1 0 1 0 0 0 2 Slight 4 2 0 2 0 0 8 Total 5 2 1 2 0 0 10
Table 4-14: A5121 Wellington Road / B5018 Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 1 0 3 0 0 0 4 Slight 6 2 0 3 0 0 11 Total 7 2 3 3 0 0 15
Over the five year period there are a total of 10 personal injury collisions which occurred on, or in the vicinity of the A5121 Wellington Road / B5018. These resulted in 4 serious and 11 slight injuries.
Of the 10 collisions, 1 involved a motor cycle, 2 involved heavy goods vehicles, 17 involved light goods vehicles and 1 involved an unknown vehicle.
6 of the incidents were rear end shunt type collisions by vehicles on approach to the junction causing them to collide with the vehicles ahead, waiting at the signals.
3 of the incidents were caused by right turn type collisions from the major arm to the minor arm of the junction, which all took place due to driver error, such as failing to observe oncoming traffic when entering the main carriageway from the junction, as well as vehicles disobeying traffic signals.
2 of the collisions took place during the AM peak period and none took place during the PM peak period, contributing to 20% of all collisions occurring within peak hours.
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4.3.8 Postern Road and Main Street (between site 1 and site 3)
This road forms a link between Henhurst Hill and Tatenhill and contains a number of bends, with speed limits varying between 30mph and the national speed limit.
Tables 4-15 and 4-16 list the injury incidents recorded over the last five years at this location.
Table 4-15: Postern Road and Main Street Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 3 1 0 5 Total 0 0 1 3 1 0 5
Table 4-16: Postern Road and Main Street Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 0 0 1 3 2 0 6 Total 0 0 1 3 2 0 6
Over the five year period there are a total of 5 personal injury collisions which occurred on Postern Road and Main Street collectively. These resulted in 6 slight injuries that were all located within the national speed limit stretch of this link; outside of the residential areas.
Of the 5 incidents, 1 involved a light goods vehicle and 1 involved a heavy goods vehicle; road layout was a contributory factor in all 5 collisions, where drivers failed to manage the bends in the carriageway. Four of the collisions that occurred were head on collisions, which were caused by vehicles failing to navigate the bends in the carriageway and encroaching into the path of an oncoming vehicle in the opposing lane.
One of the collisions involved a single vehicle losing control when taking a bend and this occurred during wet road surface conditions, which is thought to be a contributing factor in the outcome of the collision. No collisions occurred inside of the AM peak period and a single collision occurred inside of the PM peak period.
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4.3.9 Tatenhill Lane and Tatenhill Common (between site 2 and site 3)
This road forms a link between Rangemore and Tatenhill and contains a number of bends. Road markings are not present for much of this stretch of road and the national speed limit applies to the majority of this link (except for a 30mph limit through Rangemore Village and at the Tatenhill Village end).
Tables 4-17 and 4-18 list the injury incidents recorded over the last five years at this location.
Table 4-17: Tatenhill Lane and Tatenhill Common Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 1 1 2 1 0 6 Total 1 1 1 2 1 0 6
Table 4-18: Tatenhill Lane and Tatenhill Common Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 1 2 2 1 0 7 Total 1 1 2 2 1 0 7
Over the five year period there are a total of 6 personal injury collisions which occurred on the Tatenhill Lane and Tatenhill Common link. These resulted in 7 slight injuries.
Of the 6 incidents, loss of control was a contributory factor in 4 collisions, where excessive speed was noted to be the contributory factor in 2 of these and road layout being the contributory factor in the other 2.
None of the 6 collisions were recorded during the recognised AM or PM peak hours.
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4.3.10 Dunstall Road (between site 3 and site 4)
This road forms a link between Tatenhill and Barton-under-Needwood and contains a number of bends. Road markings are not present for much of this stretch of road and the national speed limit applies to the majority of this link.
Tables 4-19 and 4-20 list the injury incidents recorded over the last five years at this location.
Table 4-19: Dunstall Road Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 0 1 3 2 1 8 Total 1 0 1 3 2 1 8
Table 4-20: Dunstall Road Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 0 1 6 2 5 15 Total 1 0 1 6 2 5 15
Over the five year period there are a total of 8 personal injury collisions which occurred on Dunstall Road. These collisions resulted in 15 slight injuries.
Of the total 8 incidents, 1 involved a motorcycle and 1 involved a light goods vehicle. The road layout was a contributory factor in all 8 collisions, where drivers failed to manage the bends in the carriageway, of which 3 were due to excessive speed.
The collision involving the motorcycle involved a single vehicle only and took place in the daylight with dry road surface conditions. No collisions occurred inside of the recognised AM or PM peak period.
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4.3.11 Branston Road (between site 3 and site 6)
This road forms a link between Tatenhill and the A38 junction at Branston and contains a number of bends. The proposed BRHS is to be located off this road.
Tables 4-21 and 4-22 list the injury incidents recorded over the last five years at this location.
Table 4-21: Branston Road Collision Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 0 0 0 0 0 1 Total 1 0 0 0 0 0 1
Table 4-22: Branston Road Casualty Severity Severity 2010 2011 2012 2013 2014 2015 Total Fatal 0 0 0 0 0 0 0 Serious 0 0 0 0 0 0 0 Slight 1 0 0 0 0 0 1 Total 1 0 0 0 0 0 1
Over the five year period there was a single personal injury collision which occurred on, or in the vicinity of Branston Road resulting in 1 slight injury.
The single incident on this link road involved a motorcycle. The weather conditions were fine and the road surface was dry; the vehicle lost control when travelling along the main carriageway. No collisions occurred inside of the recognised AM or PM peak period.
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5 Sustainable Transport Audit
5.1 Introduction
Promoting sustainable travel is part of the Government’s initiative to raise the quality of community life and improve health and well-being, while minimising the detrimental impacts to the environment. The proposed development will be accessible via a range of sustainable transport options, as detailed later in this TA. The following chapter reviews the existing provision for each mode of transport and highlights the requirement for new and enhanced provision where applicable.
5.2 Accessibility for Pedestrians
In the document ‘Guidelines for Providing Journeys on Foot’ (2000), produced by The Chartered Institution of Highways and Transportation (CIHT), the benefits and significance of walking is highlighted. It is stated within the document that “walking accounts for over a quarter of all journeys and four fifths of journeys less than one mile” and further to this, walking accounts for “around half of all educational journeys”.
From the east of the proposed BRHS site there is currently a suitable link to Branston via Tatenhill Lane, in the form of an underpass beneath the A38. The path emerges to a cul- de-sac with street lit footways along both sides of the road and connects Tatenhill Lane to Court Farm Lane, thus linking the wider pedestrian infrastructure to and from Branston. The subway is of acceptable size, clean, reasonably well lit and frequently used by local residents; it is understood that the existing underpass will be improved during 2015/16 by Highways England. A picture of the subway is shown in Figure 5-1.
Figure 5-1: Existing subway beneath the A38 linking to Tatenhill
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At the end of Tatenhill Lane, the cul-de-sac meets the existing canal bridge and Branston Road. There are no designated footways on Branston Road, which runs directly adjacent to the proposed BRHS site and furthermore, this road holds a national speed limit, creating an unconducive environment for pedestrians (see Figure 5-2). There are several traffic free public footpaths/rights of way surrounding the site; through the surrounding fields and along the canal path but these routes are unfavourable in terms of direct access to the proposed site and also at times of inclement weather.
Figure 5-2: Absence of footway along prolonged lengths of carriageway
From the west and Tatenhill village, there is a short section of footway on Branston Road from its junction with Main Street; however this terminates west of Yews Bridge. To the north east, NCN54 runs across farmland from Shobnall Road to Branston Road, this route will be maintained during the construction at Lawns Farm (formerly known as Branston Locks) development. This development has proposals to implement pedestrian infrastructure to improve connectivity with the surrounding area and include construction of new footways/cycleways throughout the development. Moreover, there will be numerous facilities including retail, employment and supporting educational establishments, which will further increase the desire for walking activity along this route.
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5.3 Accessibility for Cyclists
The National Cycle Network (NCN) Route 54 is signed and currently runs along Branston Road, adjacent to the proposed BRHS site. This road and location is narrow and winding, and also subject to a national speed limit. As mentioned in 5.2, NCN54 also has a tarmac surfaced off-road section that starts to the north east of the proposed site and heads in a north easterly direction towards Shobnall Road. It is understood this route is to be diverted as part of the Lawns Farm development, though will still remain active designated route during construction of the site.
From the south, Dunstall 20/Tatenhill 1 is a bridle path available to cyclists, which runs from the A38 just to the West of Branston Water Park to Yews Bridge on Branston Road, 0.2 kms from the Western border of the BRHS site. This offers an off road route for cyclists and pedestrians seeking to access the site from residential areas to the far South West of Burton.
To the east of the site, cyclists can use the similar route outlined previously for pedestrians, following the desire line between Tatenhill Lane and Branston via the underpass. There are however cycling prohibition signs on the underpass, which is further enforced with railings, as previously shown in Figure 5-1, therefore cyclists are expected to dismount.
There is also a canal tow path alongside the Trent Mersey canal only 0.7miles from the School site which offers an off road route from the NE (Burton) and the SW (Barton under Needwood) to Branston Bridge and from there via the proposed path to the School. The tow path is part of the Way for the Millennium which is a public footpath, available in parts to cyclists and horse riders, spanning the width of the County for 65 kilometres, running from Newport in the west, to Burton upon Trent in the east.
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5.4 Accessibility by Bus
In a bid to make bus usage more affordable for young people, SCC in co-ordination with local bus operators has introduced the 'Your Staffordshire Card'. The card is available for young people aged between 11 - 19 who live in Staffordshire and permits travel on any single bus journey starting and ending within the county council boundary for a flat fare of £1.20. The card is heavily subsidised by the local authority and available to students (including school, college and university), working youngsters or those actively seeking employment.
The bus stops that are situated in the area surrounding the proposed development site are shown in Figure 5-3.
Figure 5-3: Bus Stops surrounding the Proposed Development site.
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From analysing the bus data, it is evident that there are no bus stops in the immediate vicinity of the proposed development site. The closest bus stop to the north is located on the B5017 Henhurst Hill which is approximately 2.2miles from the development site using public roads, most without a footway. The closest bus stop to the east is 1 mile away on the B5018 Main Street, Branston. Both these stops are beyond the limit of 350 metres that SCC considers bus stops to be accessible.
There are a number of bus services in the local area as depicted by Figure 5-3. The details of these services are as follows:
. Service 7/7A/7B/7E/X7 which runs at an hourly frequency between Burton, Barton-under-Needwood and Lichfield. The bus stops for this service are located along Main Street, Branston to the East of the development site and in Main Street, Barton-under-Needwood, to the South. Buses are operated by Arriva Midlands and run this service daily, with reduced frequency on Sundays.
. Service 10/810 combined provide an hourly Acorn Inn to Burton-upon-Trent and 2 hourly Acorn Inn to Lichfield service. The bus stops for this service are located along the Shobnall Road and Henhurst Hill to the North of the development site. Buses are operated by Midland Classic and are operated Monday to Saturday.
. Service 402A/403 which runs at a 2 hourly frequency between Burton-upon-Trent and Uttoxeter. The bus stops for this service are located along the Shobnall Road and Henhurst Hill to the North of the development site. Buses are operated by Midland Classic and run this service Monday to Saturday.
. Service V4 which runs at an hourly frequency between Burton-upon-Trent and Regents Park. The bus stops for this service are located along the Parkway to the North of the development site. Buses are operated by Trent Barton and run this service Monday to Saturday.
. Service X12 which runs at a half hourly frequency between Burton and Lichfield and hourly service between Nurton and Sutton Coldfield. The bus stops for this service are located along the Main Street, Branston to the East of the development site. Buses are operated by Midland Classic and run this service Monday to Sunday.
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5.5 Accessibility by Rail
The closest Railway Station to the proposed development site is Burton upon Trent Station, this being approximately 3 miles from the development site. There is free provision of cycle parking, promoting sustainable travel and the station also offers a car park with 110 spaces.
Cross Country Trains operate frequent services from Burton upon Trent station to northern and southern major cities, including Derby, Birmingham, Sheffield, Nottingham and Cardiff.
However, no students attending the school are expected to originate from locations served by the rail services.
5.6 Summary
Observations from various site visits conclude that there is currently a low level of pedestrian and cyclist activity in the area, mainly due to the rural topography and current lack of suitable infrastructure being unconducive to walking and cycling, albeit there being the NCN54 signed route on carriageway and tarmac off-road facility between Shobnall Road and Branston Road. There are good opportunities for cycle travel to the neighbouring settlements and lifting the cycling prohibition on the A38 underpass would facilitate the route towards Branston and Burton upon Trent, without cyclists having to dismount at this point.
A number of current constraints associated with accessing the proposed BRHS development site via sustainable modes have been identified; these are:
. The lack of infrastructure to support pedestrians currently makes this mode of transportation undesirable and in some instances unsafe (no dedicated footways, paved footpaths and lack of street lighting),
. The national speed limit along Branston Road in combination with the number of bends provides for an unconducive environment for cyclists, and
. The existing canal bridge over the Trent and Mersey Canal is located along Branston Road close to the Tatenhill Lane junction. The bridge is very narrow and does not currently contain a footway, therefore being restrictive to pedestrian movement.
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The local bus stops are situated at distances of 1 mile or more from the development site and utilise infrequent services, therefore the use of bus services as a regular means of transportation is currently unfavourable. Current SCC policy aims for access to bus services within 350 metres.
The development of Lawns Farm and its associated facilities will provide opportunities which will be favourable to both pedestrians and cyclists and will continue to improve as the development is occupied.
The improvement to local infrastructure will further enable and promote sustainable modes of travel to and from the site, which will take the form of new pedestrian and cycle routes. New bus stops will also be a feature of the Lawns Farm development, delivering an increased frequency of local bus services, providing better utilisation of public transportation and possibly providing an extended linked service to the proposed BRHS site.
In addition to this, the proposed mitigation measures highlighted later in this TA will significantly improve the provision of cycle and pedestrian infrastructure, thereby encouraging a greater level of sustainable travel.
Following full occupation of the new school, monitoring would take place to ascertain whether students walk/cycle to the school in the predicted numbers. If they do not, then SCC will negotiate with local public bus service providers to see whether they are prepared to serve stops in the vicinity of the school on a commercial basis.
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6 Data Collection
6.1 Introduction
This chapter sets out the data collection exercises that were carried out for this Transport Assessment.
As agreed with the client, a primary data collection exercise was commissioned to collect present day traffic data. 12 hour Manual Classified Count (MCC) traffic surveys were undertaken in July 2015, accompanied by Automatic Traffic Count (ATC) surveys, which were conducted for a 1 week period, starting from the 4th July 2015.
Traffic flow data for the A38 Branston Interchange (Site 6) was obtained from a forecast model based on the 2013 SCC/ HE Calibrated /Validated VISSIM model produced by JMP on behalf of David Tucker Associates.
6.2 Surveyed Traffic Data
The traffic surveys which were commissioned were carried out at the following junctions, the locations of which can be seen in Figure 6-1.
Site 1: B5017 / Henhurst Hill / Postern Road / Hopley Road junction,
Site 2: Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road junction,
Site 3: Main Street / Branston Road / Dunstall Road / Tatenhill Lane junction,
Site 4: Dunstall Road / B5016 Station Road,
Site 5: Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North; and,
Site 6: Data for the A38 Branston Interchange was obtained from the 2015 forecast of JMP’s 2013 VISSIM model.
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©Crown copyright and database rights 2015 Ordnance Survey Figure 6-1: Commissioned MCC(100049162) locations
The ATC surveys were conducted for a 1 week period starting from the 4th July 2015 on Branston Road, Tatenhill in both the Eastbound and Westbound directions. The MCC surveys were conducted on the Tuesday of week starting 6th July 2015 with the Belmot Road / B5017 East/Rangemore Hill/B5234/B5017 North junction resurveyed on 14th July due to a prior camera malfunction. Subsequently the results of these surveys have been compared to those of previous surveys undertaken within the area and it was shown that the recently acquired gave higher flows than previous data held by SCC.
6.3 Existing Traffic Data
JMP consultants were previously commissioned by Highways England to produce a 2013 base model and various future years forecast VISSIM transport models on behalf of David Tucker Associates (DTA), to support their Transport Assessment of the Lawns Farm development. Traffic data from the VISSIM model was used to form the basis for the modelling assessments in this TA.
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7 Proposed Development
7.1 Branston Road High School The proposed BRHS development will be an 8 Form Entry (FE) school, with an expected 30 students in each form (1FE = 30 students), giving a total of 1440 (1200 secondary + 240 sixth form) and the school will consist of three main buildings and two smaller annex buildings. In addition to this, the school also includes three full sized football pitches with a running track circling the main pitch for athletics events. A preliminary illustration detailing the layout and arrangement of the main buildings and school grounds is shown in Appendix B 1.1.
7.2 Parking Provisions
The proposed parking provisions consist of a car park immediately adjacent to the main school building which consists of 144 parking bays for staff and 24 spaces for sixth form students. Furthermore, an additional 56 parking bays have been allocated for visitors and an extra 12 enlarged bays for sense or mobility impaired staff, students or visitors. The facility also includes 20 fully sheltered, secure cycle bays for staff use and a further 145 for student use. As per the mandatory ESBC requirement, a minimum of 2 dedicated motorcycle bays have been allocated commensurate to a facility of this size.
In addition to the above on-site parking provision, a further 215 car parking spaces have been allocated in a pick-up/drop-off (PUDO) area located to the south of the development on the other side of Branston Road. This area will also accommodate a 100metre length of drop off bay and a 95metre length of bay to accommodate coaches when required.
This facility will also be used by Burton Rugby Club as part of their proposed new development and can be seen in Appendix B 1.2.
7.3 Parking Standards
Guidance concerning the provision of parking for the proposed new school has been derived from the Draft Supplementary Planning Guidance: Parking Standards document as produced by East Staffordshire Borough Council (ESBC). Specific guidance from the documents concerning educational institutions (Class D1) have been listed in Table 7-1 along with according allocations based on currently expected staff and student volumes.
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Where no specific criteria have been cited, additional guidance has been sought from the Parking Standards document as produced by the Planning Service within the Department of the Environment. Table 7-1: Parking provisions for Branston Road High School ESBC Dept. of Total Space Total Parking Standards Env Staff/Student Number Number Provision Criterion Guidance Number Required Allocated 1 per 10 1440 (1200 Staff students (to Not Applied Secondary & 240 144 144 Parking 18yrs old) Sixth Form) 1 space per 10 Student students aged Not Applied 240 24 24 Parking >17yrs One third of 33% of Visitor total staff 168 (144 Not Specified (n/a) 56 Parking provision + 24) = for visitors 56 A minimum of two safe parking spaces for 2 2 motorcycles Motorcycles Not Applied (n/a) Motorcycle Motorcycle will be Bays Bays required in any car park of more than 25 spaces 182 Total (91 Cycle 1 stand per 10 Teaching Staff & Stands Not Applied 19 Stands 20 Stands staff 91 Ancillary (Staff) Staff) Cycle 1440 (1200 1 stand per 10 144 Stands Not Applied Secondary & 240 145 Stands students Stands (Students) Sixth Form) One per disabled member of 5% of 224 12 Disabled staff, plus 2 12 Disabled Not Applied (144 + 24 + 56) Disabled Bays bays or 5% of Bays = 11.2 Bays total capacity, whichever is the greater
7.4 Conclusion
From an examination of the proposed parking provisions against existing parking standards utilised by ESBC, it can be concluded that the parking allocations either meet or exceed requisite criteria.
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8 Proposed Branston Road High School Development Traffic Impact Analysis
8.1 Introduction
This chapter of the report sets out the capacity assessments of the existing junctions within the vicinity of the proposed development.
8.2 Assessment Periods
Twelve hour MCC traffic surveys were undertaken in July 2015 for Sites 1 – 5. These counts contain the recognised AM, Inter and PM peak periods. No traffic counts were commissioned for Site 6: A38 Branston Interchange & A5121 Wellington Road / B5018 signal junction as it was agreed with SCC that the assessment of the A38 would be undertaken using traffic data taken from the VISSIM microsimulation model.
The traffic impact assessment time period for all junctions within the vicinity of the proposed BRHS are the weekday AM peak period (08:00 – 09:00) and weekday PM (17:00 – 18:00) peak hours as agreed with SCC as part of the scoping study for the project.
At present there are no Inter-peak models available/created and therefore it has been agreed with SCC that the proposed school development trips will be applied to the PM peak traffic flows and assessed in order to form a ‘worst case scenario’ assessment.
Typically, departures associated with a school site will occur during the period between 15:00 – 16:00. However, it was agreed with SCC that if any of the existing local junctions (Sites 1- 6) when assessed are over capacity, then Inter-peak models of the respective junction would be created if thought necessary.
8.3 Assessment Scenarios
Junction assessment models have been produced to assess the traffic impact on selected junctions within the vicinity of the proposed BRHS development for the following scenarios:
2015 Base Year,
2018 Opening Year,
2018 Opening Year + Committed Developments,
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2018 Opening Year + Committed Developments + High School Development,
2022 Interim Year,
2022 Interim Year + Committed Developments,
2022 Interim Year + Committed Developments + High School Development,
2031 Future Year,
2031 Future Year + Committed Developments, and
2031 Future Year + Committed Developments + High School Development.
The network flow diagrams for each of the scenarios outlined above can be seen in Appendix C.
8.4 Committed Developments
The Committed Developments which have been taken into account within the BRHS Transport Assessment are as follows:
Lawns Farm (2500 plus employment),
Land South of Forest Road (300 dwellings),
Red House Farm (250 dwellings),
Efflinch Lane Barton under Needwood (130 dwellings),
Barton under Needwood Marina (75 dwellings)
Land South of Branston (660 dwellings + industrial),
Land off Shobnall Road (83 dwellings), and
Branston Depot (480 dwellings).
TEMPRO growth was used to take into account future year committed development where the trip generation figures were not available for each of the aforementioned applications.
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8.5 Lawns Farm Spine Road Phases T1, T2 and T3
The Lawns Farm development will feature a spine road that will run through the site and allow the development to be served from two separate access points to the north and south of the site. The southern access point will connect the site to Branston Road via a new three arm roundabout, which has been referred to as site 7b in this TA. The spine road will be implemented in a phased construction in accordance with the Lawns Farm Development TA. Phase 1 (T1) will coincide with the BRHS opening year scenario of 2018 during which the link road will only be partially constructed and therefore provide no through connectivity to the north of the site for vehicles.
Phase 2 of the link road construction (T2) will be undertaken during the 2022 Interim year scenario. The assumption has been made that the link road providing a connection through the Lawns Farm site is likely to be delivered after 2022. Therefore the local highway network is assumed to receive a higher volume of traffic under (T2) conditions due to this road being only partially constructed and thus preventing vehicles from having full connectivity through the development.
In the forecast year of 2031 (end of the local plan period), following the completion of Phase 3 (T3) of the Lawns Farm Development, the site’s spine road is expected to be complete. This will allow vehicles which once exited the development from the south (and subsequently migrated north) to egress the development directly from the north, providing additional capacity to the junctions adjoining the development. School traffic will also be able to reroute via this option.
8.6 Forecast Traffic Growth Rates
Background traffic flows to be used for the modelling assessments of the AM and PM peak periods have been derived from 2015 traffic counts conducted during July 2015.
Future year assessments have been obtained by applying the respective NTEM growth factor obtained from TEMPRO v6.2, to the existing year 2015 traffic flows.
Local TEMPRO rates were used to calculate the overall background level of traffic growth and not the NTM calculator, so as to include predicted, site-specific, development trips in the TA and subsequently reduced the background level of growth in surrounding zones accordingly.
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For each committed development, the forecast generation of development trips were distributed onto the network according to the information provided within their associated TA. It was therefore possible to explicitly model each committed development trip; at each junction, for each turning movement and link within our study area and junctions that have been assessed as part of this TA. As a result, using the committed development trips and constraining to TEMPRO, provides the likely traffic generation and distribution of trips on the study area in the future year.
Local TEMPRO growth rates were then extracted for the study area for the following NTEM zones because all explicitly modelled committed developments are included within these zones.
TEMPRO forecast rates for Burton-upon-Trent were applied to the 2015 traffic data to provide a 2018 forecast opening year, a 2022 Interim year and a 2031 future year. The TEMPRO growth factors are shown in Table 8-1.
Table 8-1: Table of TEMPRO Growth Factors for Burton-upon-Trent
TEMPRO (v6.2) forecast growth rates for Burton upon Trent (41UC1)
Trip end by 2015 - 2018 2015 - 2022 2015 - 2031 time period AM IP PM AM IP PM AM IP PM
Origin 1.024 1.021 1.016 1.053 1.046 1.035 1.109 1.109 1.085
Destination 1.014 1.022 1.024 1.029 1.048 1.052 1.072 1.112 1.113
Average 1.019 1.022 1.020 1.041 1.047 1.044 1.091 1.111 1.099
The committed development trips for the study area were then added to the TEMPRO growth of the background base year traffic but the overall totals of traffic growth across the study area were constrained to TEMPRO accordingly. The committed development trips were frozen in order to ensure explicit modelling of these trips and their impact on the affected junctions but the background traffic was adjusted by each year and period to ensure that the overall study area growth did not exceed the TEMPRO growth rate.
8.7 Local Highway Network Assessment & Modelling Tools
The capacity of the junctions has been assessed using Transport Research Laboratory (TRL) computer program JUNCTIONS 9 for both priority and roundabout junctions.
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8.7.1 ARCADY/PICADY Modelling
The junctions listed have been assessed using PICADY (Priority Intersection Capacity And Delay) and ARCADY (Assessment of Roundabout Capacity And Delay), within the TRL’s Junctions 9 software suite. The software is used to predict capacities, queues and delays at existing layouts or when analysing the impacts of proposed design changes. For the junctions being assessed using ARCADY and PICADY, tables have been included within the TA showing the modelling results. Modelled junctions have derived values for each junction arm for the Ratio of flow to capacity (RFC) and the maximum queue length (vehicles).
A RFC value between 0.85 and 1.0 indicates that the junction continues to operate within the theoretical capacity, however, is beginning to show signs of queuing and delay,
A RFC value of over 1.0 indicates that the junction is operating over the theoretical capacity and problems are likely to be expected in terms to the queuing situation and delay experienced at the junction.
A RFC threshold of 1 or greater will be used to determine whether the junction is operating over capacity.
8.7.2 LINSIG Modelling
Modelling of the capacity and delay at signal controlled junctions and crossing within the study area has been undertaken using LINSIG. LINSIG is the UK industry standard software package for the design and assessment of traffic signal junctions. The software calculates the Practical Reserve Capacity (PRC) at a junction with a positive PRC value indicating spare capacity and a negative value indicating overcapacity. LINSIG calculates the PRC using values known as the Degree of Saturation (DoS) from each link.
The DoS is expressed as a percentage value to show how much capacity is utilised. For the junction being assessed using LINSIG, tables have been included to show the Degree of Saturation (DoS) and mean maximum queue in Passenger Car Units (PCU) values.
The following guideline values are utilised for the assessment of junctions.
A DoS value of 90% or lower indicates that the junction is operating within the theoretical capacity,
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A DoS value between 90% and 100% indicate that the junction continues to operate within the theoretical capacity, however, can begin to show signs of queuing and delay, and
A DoS value of 100% or greater indicate that the junction is “saturated” and operating over the theoretical operating capacity.
A DoS threshold of 100% or greater will be used to determine whether or not a junction is operating over capacity.
8.8 Junctions Being Assessed
As part of the modelling assessment within this TA, the junction’s operational capacities which are being assessed are as follows:
Site 1: B5017/Henhurst Hill/Hopley Road Junction/Postern Road: This junction is a 4 arm priority controlled crossroads. The B5017 Henhurst Hill is single lane carriageway oriented in the east – west direction. Postern Road and Hopley Road are the 2 minor arms oriented in a north – south direction respectively with a small left-right stagger between the arms. The roads are subject to a 30mph speed limit.
Site 2: Rangemore Hill/Tatenhill Lane/Byrkley Garden Centre Access Junction: This junction is a 3 arm priority controlled crossroad located within the community of Rangemore. Although a crossroads, the 4th arm is a private road facilitating access to the Byrkley Garden Centre, exclusively. Rangemore Hill is single lane carriageway oriented North – South direction while the minor arm of Tatenhill Lane is oriented in an East – West direction. All roads here are subjected to a national speed limit.
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Site 3: Main Street/Branston Road/Dunstall Road/Tatenhill Lane Junction: This junction is a 4 arm priority controlled crossroads located within the village of Tatenhill. The Main Street – Dunstall Road arm is a single lane carriageway oriented in the North - South direction. Tatenhill Lane and Branston Road are the 2 minor arms oriented in the West – East direction respectively with a slight right-left stagger between the arms. The roads are presently subjected to a 30mph speed limit.
Site 4: Dunstall Road/B5016 Junction: This junction is a 3 arm priority controlled T-junction located within the village of Barton-under-Needwood. The B5016 Main Street – Station Road major arms are both single lane carriageway and oriented in a North-West to South-East direction. The minor arm of Dunstall Road is oriented in a North - South direction. All roads are subjected to a 30mph speed limit.
Site 5: Belmot Road /B5017 East/Rangemore Hill/B5234/B5017 North Junction: This is a 5 arm roundabout located within the community of Needwood. All approach arms to the junction are single lane carriageway and subject to a national speed limit.
Site 6: A38 Branston Interchange/A5121 Wellington Road /B5018 Junction: This is a grade-separated roundabout junction, connecting local roads to the A38 trunk road. The A38 runs in a broadly North-South alignment, whilst the A5121 and Branston Road run in an East-West direction. Branston Road is single lane carriageway oriented in a West - East direction and subject to a national speed limit. The A5121 is also oriented in the West – East direction and subject to a 40mph speed limit restriction, with the B5018 subject to a 30mph limit (See Appendix D).
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Site 7a: Branston Road Bridge: The existing Branston Road canal bridge is being modified to include the addition of traffic signals that will run 2 stages, in order to provide a footway across it for connectivity purposes as described later within this TA. This improvement will be a permanent change and will stay operational even when the new road layout for the access into the Lawns Farm development (new canal bridge, road realignment and other infrastructure) is implemented after 2018, as described below as Site 7b.
Site 7b: New roundabout junction: In conjunction with the realignment of Branston Road, as part of the implementation of the Lawns Farm development, a new dual roundabout configuration will be proposed. Located adjacent to the existing Branston Road, the new layout utilises access to the east from the A38 via a new canal bridge that will be positioned north east of the existing canal bridge. The first of the two roundabouts will be a 3-arm variant, of which the western arm will be a link road through to the Lawns Farm development. The link will contain a segregated left turn option for eastbound vehicles, in order to facilitate a heavier traffic volume through to Branston Road East. The eastern arm will join the newly realigned Branston Road, whilst the southern arm will form a link to the second roundabout of the arrangement; a mini-roundabout.
The mini-roundabout will connect to the main roundabout of the configuration via its northern arm. The eastern roundabout arm will provide access to 53 dwellings plus Tatenhill Lane cul-de-sac, whilst the western arm will link back to the existing Branston Road; the main route way to the proposed BRHS (See Appendix E).
Site 8: New access to the School site: The proposed access is in the form of a priority T-Junction located directly off Branston Road and includes a right-turn facility in the form of a ghost island arrangement.
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Site 9: Combined pick-up/drop-off access and access to 250 dwellings priority roundabout Junction: This is a 4 arm roundabout on Branston Road at the access to the pick-up and drop-off point (PUDO) facility for parents and guardians.
Another arm of the roundabout will lead to an area within the proposed Lawns Farm development of 250 houses whilst the remaining two arms will be on Branston Road.
Site 10: Signalised Toucan crossing outside of the High School: A signalised Toucan Crossing will facilitate pedestrian movement from the PUDO.
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Table 8-2 shows the software packages used to assess the aforementioned junctions / facilities with the respective time periods. The junctions being assessed existing / primary design layout (Sites 1 – 10) are shown in Appendix F.
Table 8-2: Junction Assessment Software & Criteria Junction Assessment & Software Junctions 9 LINSIG Junction Name ARCADY PICADY AM PM AM PM AM PM Site 1: B5017/Henhurst Hill/Hopley Road/Postern Road junction. Site 2: Rangemore Hill/Tatenhill Lane junction/Byrkley Garden Centre Access junction. Site 3: Main Street/Branston Road/Dunstall Road/Tatenhill Lane junction. Site 4: Dunstall Road/B5016 junction.
Site 5: Belmot Road/B5017 East/Rangemore Hill/B5234/B5017 North. Site 6: A38 Branston Interchange & A5121 / B5018 junction.
Site 7a: Signals over the existing Branston Road Canal Bridge Crossing. Site 7b: Proposed 3-arm roundabout connecting Lawns Farm development with the realignment of Branston Road Site 8: Proposed priority junction access to the Branston Road High School (BRHS). Site 9: Proposed 250 Dwellings and Pick Up & Drop Off (PUDO) four arm roundabout Site 10: Proposed Toucan crossing point west of Branston Road High School (BRHS). & PUDO
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9 Traffic Generation and Trip Distribution
9.1 Requirement for a New Secondary School in Burton
SCC has forecast the future demand for secondary school places in Burton and their findings are published in ‘The Burton upon Trent School Planning Study Part 1’, October 2013 which is available online at the following web address:
http://www.staffordshire.gov.uk/education/schoolsandcolleges/PlanningSchoolPlaces/Ed ucation-studies/The-Burton-upon-Trent-School-Planning-Study-and-Appendices-2013.pdf
Future demand is a combination of increased birth rates in Burton and the delivery of housing development provided in East Staffordshire Borough Council’s (ESBC) adopted Local Plan 2012 to 2031. A total of approximately 14 forms of entry (FE) of secondary school places are forecast to be required by 2031. A single FE is equivalent to 30 students. These calculations do not take into consideration the recommendation to allow at least 5% surplus in the system for flexibility.
The number of additional school places per year has been estimated based on ESBC housing trajectory, the number of existing primary school students and birth rates.
To estimate the number of students that a residential development is likely to yield; SCC uses a figure of 0.03 students per school year per house. Therefore for a development site such as Lawns Farm delivering a total of 2580, dwellings this will produce 464 secondary school age children.
(Number of dwellings x 0.03) x number of school years = total secondary school students
(2580 x 0.03) x 6 = 464
A secondary school with a sixth form has 7 school years but the retention rate into the sixth form is approximately 50% (Staffordshire average based on the number of students on the roll in previous years) which is the equivalent of 6 full school years.
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9.2 Assessment Years
The school is required to open in September 2018 for an initial intake and will continue to increase until September 2022 when the school will be fully occupied. The school site is adjacent to the Lawns Farm development site and students are forecast to attend the new school from residential areas to the north of this development site. It is estimated that the link road providing a connection through the Lawns Farm site is likely to be delivered after 2022. Therefore the traffic impact has been assessed with and without this piece of infrastructure in place as the routes of some vehicular traffic vary in each scenario.
Traffic assessments have been made for the year of opening 2018, year of full occupation 2022 without the Lawns Farm link road and 2031 with the Lawns Farm link road in place and the end of the Local Plan period.
9.3 Traffic Generation
An estimate of the number of vehicle trips that Branston Road High School will generate was required so that its impact on the surrounding road network could be assessed.
The estimated trip generation has been produced using the following assumptions relating to staff and students:
Pupil numbers:
The planning application is for an 8 FE secondary school with post 16 provision comprising years 7 to 13 which will provide 1440 students in total when the school is full.
In the year of opening (2018) there are forecast to be 210 students at Branston Road High School comprising 5FE of year 7 students and 1 FE of each year 8 and year 9 students.
Staff numbers:
A total of 182 staff including both teaching and non-teaching is forecast to work at the new school in 2022 and 2031 when the school is full. This estimation is based on a similar 8FE secondary school with a sixth form, Plantsbrook School in Sutton Coldfield.
In the year of opening (2018) a total of 78 staff are estimated comprising 36 teaching staff and 42 non-teaching staff which is proportional to the number of students.
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For robustness it has been assumed that all staff will arrive and leave in the recognised peak hours. The new school will operate as an academy and currently it has not been determined whether or not it will have its own catchment area or superimposed over the existing pattern of student to secondary school movements and catchment areas. Two of the newly opened Staffordshire schools operate without their own catchment area. Figure 9-1, shows that Burton has six secondary schools with five high school catchment areas and a Catholic secondary, which serves a wider area across all the catchment as well as outside of the Council’s boundary. It is currently the case that the five non- denominational schools predominantly serve their local communities and largely draw students from their catchment areas. The Council have provided intelligence about existing patterns of travel for secondary school students in Burton.
Figure 9-1: Secondary Schools Areas of Influence
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9.4 Pupil Trip Distribution
The Council have also forecast the residential areas that the new school is likely to attract students from, for each of the three assessment years based on the assumption that students will attend school locally. Consideration has been given to students attending the new Burton and South Derbyshire UTC (University Technical College) for 14 to 19 year olds that will open in the centre of Burton in September 2016.
Figures 9-2, 9-3 and 9-4 show the existing residential areas and new housing sites where students of the new school are likely to reside.
Figure 9-2: Proposed area of influence for students in 2018
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Figure 9-3: Proposed area of influence for students in 2022
Figure 9-4: Proposed area of influence for students in 2031
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The existing residential area is comprised of three smaller areas that fall within the existing catchment areas of different schools:
Area to the west of the railway, south of the A5189 – within the catchment areas of John Taylor High School and Paget High School,
Area surrounding the A5121 – within the catchment area of Abbot Beyne School; and,
Area surrounding the hospital – within the catchment area of Paget High School.
Figure 9-5, shows the definition of these existing residential areas and the point at which the trips have been assumed to enter the road network.
Figure 9-5: Network Loading from Existing Residential Areas
The trips generated by the existing large residential area west of the railway and south of the A5189 load onto the road network in 3 different locations to match the concentrations of housing and the trips have been proportioned by the number of dwellings they represent.
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The existing area to the west of the railway, south of the A5189 immediately surrounds the new school and for these residents the new school will represent local secondary provision.
The area surrounding the A5121 is currently within the catchment of Abbot Beyne School but some students living there currently gain admission to the nearby The de Ferrers Academy. The area surrounding the hospital is currently within the catchment of Paget High but again some students living there currently gain admission to The de Ferrers Academy. Residential developments within The de Ferrers Academy catchment area are likely to result in the school achieving its admission numbers from within the defined catchment. It has been assumed that students not able to attend The de Ferrers Academy are likely to select the new school as their preference under those circumstances.
ESBC’s Local Plan and in particular the housing trajectory provides estimates of the number of dwellings complete on each of the housing sites in 2018, 2022 and 2031.
(http://www.eaststaffsbc.gov.uk/sites/default/files/docs/planning/planningpolicy/examin ation/Local%20Plan%202012-2031%20- %20FINAL%2812.10.15%29%20with%20MODS.pdf; figure 3.1)
The housing totals are then applied to the formula shown in the ‘requirement for a new secondary school’ section.
For the existing residential areas that are likely to attend the new school, the number of students has been estimated from the number of residential properties counted using GIS software ArcMap and the 'AddressBase' database and again applied to the formula of 0.03 students per school year per household. It is appropriate to estimate the students for existing residential areas in this way as for the 2031 scenario many students for whom school places are being provided have not yet been born and there will be an element of student migration due to house moves.
In 2018 the 210 students who are expected to attend the school are forecast to be distributed as follows.
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Table 9-1: 2018 Pupil Distribution Year 8 Number of Year 7 Total Residential Area and 9 dwellings Students Students Students
Lawns Farm adjacent to Shobnall Road 250 8 5 13
Lawns Farm adjacent to Branston Road 250 8 5 13
Tatenhill Lane 53 2 0 2
Land South of Branston 370 11 6 17
Forest Road and Land South of Forest Road * 0 8 8
Red House * 0 4 4
Beamhill * 0 6 6
Bargates * 0 4 4
Molson Coors Middle Yard * 0 4 4
County Farm * 0 4 4
Drakelow Park * 0 4 4
Pirelli * 0 4 4
Branston Depot * 0 2 2
WJ Howard Transport 83 2 4 6
Existing residential area west of the rail line, 1659 50 0 50 south of the A5189 Existing residential area surrounding A5121 220 7 0 7
Existing residential area surrounding 2115 63 0 63 Hospital Total n/a 150 60 210
* Students based on 2018 capacities of existing secondary schools not on the completion of new homes within the development sites.
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The majority of students will be Year 7 and they are expected to travel from areas surrounding the school. Years 8 and 9 (60 students in total) will be comprised of small numbers of children from a range of housing sites across Burton due to capacity constraints at existing schools.
In 2022 the school is expected to be fully occupied and are forecast to be distributed as follows.
Table 9-2: 2022 Student Distribution Number of Total Residential Area dwellings Pupils
Lawns Farm adjacent to Shobnall Road 250 45
Lawns Farm adjacent to Branston Road 850 153
Tatenhill Lane 53 10
Land South of Branston 610 110
Forest Road and Land South of Forest Road 383 69
Red House 250 45
WJ Howard Transport 83 15
Existing residential area west of the rail line, south of the 1659 299 A5189
Existing residential area surrounding A5121 1740 313
Existing residential area surrounding Hospital 2115 381
Total 7993 1440
In 2031 developments close to Branston Road High School will be complete and provide a greater number of students, therefore reducing the number of students able to attend the school from other areas of Burton. The distribution is expected to be as follows. Table 9-3: 2031 Student Distribution Number of Total Residential Area dwellings Pupils
Lawns Farm 2580 464
Tatenhill Lane 53 10
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Number of Total Residential Area dwellings Pupils
Land South of Branston 660 119
Forest Road and Land South of Forest Road 383 69
Red House 250 45
WJ Howard Transport 83 15
Branston Depot 217 39
Existing residential area west of the rail line, south of the A5189 1659 299
Existing residential area surrounding Hospital 2115 381
Total 8000 1441
In 2031 the Lawns Farm site can be considered as one development because the link road will be open through the site enabling all vehicles from that development to access the school via the southern entrance to Lawns Farm.
9.5 Student Mode Split
In order to comply with their home to school transport duties Staffordshire County Council must:
Promote the use of sustainable travel and transport
Make transport arrangements for all eligible children
The Department for Education defines children eligible for free school travel. This includes statutory walking distance eligibility and unsafe route eligibility on the basis that the students are unable to walk to school. Students not eligible for assistance with transport are therefore considered able to walk.
The Council’s policy states that secondary school students are eligible when attending their nearest and/ or catchment school if they live beyond a 3 mile walk or the route for walking is not considered to be safe.
The Staffordshire County Council’s ‘Home to School/ college Travel Policy and Guidance’, June 2015 is available at the following web address:
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http://www.staffordshire.gov.uk/education/schoolsandcolleges/Schooltransport/Transpor tPolicy/Travel-assistance-policy-June-2015-PDF-version.pdf
Visography TRACC accessibility planning software was utilised to calculate a 3 mile walking threshold using safe walking routes. The software assumes a walk speed of 4.8kph which equates to a maximum of a 1 hour walk time.
Safe walking network includes the route of NCN54 (National Cycle Network) between the Shobnall Road and Branston Road across land included in the Lawns Farm development. An assessment was made of this route by SCC to determine its suitability for use by secondary school students. A copy of the assessment is included in Appendix G.
As part of the school development a safe walking route will be provided from Tatenhill village to the west and Tatenhill Lane to the east and the new school (see Chapter 11).
For students who live within this threshold, an expected mode split has been calculated using PLASC (student level annual school census) data for 2010 for Paulet high School, Paget high School and Abbot Beyne School. These schools are all located within Burton and have entirely urban catchment areas where it is reasonable to assume that all children could walk to school. Some students currently travel to these schools using public service buses, dedicated school buses and by taxi. These results have been excluded as it is not likely that a public service bus will be provided in close proximity to the school and students within a 3 mile walk are unlikely to be eligible to travel by either dedicated school bus or taxi. The data relates to a total of 2240 students and the mode split is as follows.
Table 9-4: PLASC data mode split Mode Percentage
Car 18%
Car share 3%
Cycle 5%
Walk 74%
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In 2018 some students are forecast to travel to the school from beyond a 3 mile walk threshold. Applications for free school transport will be considered on an individual basis and will be in part determined by availability of places at other schools. For robustness it has been assumed that all students travelling from beyond a 3 mile walk distance will travel by car.
Car sharing in the table above refers to more formalised car sharing arrangements with student(s) from a different household. It is also assumed that students living in the same household and attending the same school will travel together in one vehicle.
Data for the last six years showing the percentage of students that have at least one sibling at the same school has been extracted for The de Ferrers Academy and John Taylor High School. These schools have partly rural catchment areas and attract more car trips.
Table 9-5: Siblings attending the same school Percentage with at least one Percentage with at least one Year sibling The de Ferrers sibling John Taylor High Academy School
2014/15 21% 23%
2013/14 20% 22%
2012/13 20% 22%
2011/12 20% 23%
2010/11 22% 24%
2009/10 23% 24%
Average 22%
This information has been taken into account when translating the number of students likely to arrive by car into the number of vehicles.
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9.6 Staff Trip Distribution and Mode Split
2011 Census special workplace statistics data (Table WU03BUK at output area to workplace zone geographies) was utilised to provide a staff trip distribution. The main employer in workplace zone E33022067 is Paget High School and therefore provides a representative distribution for staff. Data using these geographies is safeguarded as potentially exclusive and only available for a collapsed mode split; car driver and other. Figure 9-6, shows the resulting distribution of trips by car and the area covered by E33022067. Origins have been aggregated into MSOAs (middle layer super output areas) within East Staffordshire and Local Authorities beyond that.
The data shows that 76.5% of work trips travelling to workplace zone E33022067 do so by car and this mode split has been applied to the new school.
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Figure 9-6: Staff Trip Distribution
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9.7 Trip Rates
For comparison purposes the resulting vehicle trip rates have been compared to trip rates produced using TRICS. AM peak arrivals comprise parents and staff and the departures are parents only. The PM peak is the reversal of the AM.
In TRICS the PM peak trip rates for both 1500 to 1600 representing student vehicles and 1600 to 1700 for staff have been combined to produce the total number of PM peak school trips.
Table 9-6 below shows that the trip rates produced by SCC are higher than those that can be extracted from TRICS. The full TRICS outputs can be seen in Appendix H.
Table 9-6: Trip rate comparison AM Peak PM Peak
Arrivals Departures Arrivals Departures
TRICS (1500 to 1600 0.137 0.082 0.056 0.096 for PM peak)
TRICS (1600 to 1700 - - 0.019 0.052 for PM peak)
TRICS (Total PM - - 0.075 0.148 peak)
SCC 2018 0.505 0.219 0.219 0.505
SCC 2022 and 2031 0.238 0.141 0.141 0.238 *Vehicle trip rate per student
9.8 Inbound Vehicle Trip Assignment
Student and staff vehicle trips have been assigned to the road network using Google maps directions tools taking into account travel time and distance. Where appropriate, trips have been split on to more than one route to reflect the reasonably equal choices available to drivers. The Student Vehicle routing for 2018 and 2022 can be seen in Table 9-7.
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Table 9-7: Student Vehicle Routing 2018 and 2022 Residential Area Route
Lawns Farm adjacent to 50% Tatenhill village, Branston Road eastbound, Shobnall Road 50% A5121, Branston Road westbound
Lawns Farm adjacent to Branston Road westbound Branston Road
Tatenhill Lane Branston Road westbound
Land South of Branston Main Street westbound, Branston Road westbound
Forest Road and Land South of 50% Tatenhill village, Branston Road eastbound, Forest Road 50% A5121, Branston Road westbound
50% Tatenhill village, Branston Road eastbound, Red House 50% A5121, Branston Road westbound
Main Road, Anslow, Hopley Road, Postern Road, Beamhill Branston Road eastbound
50% Station Street, A5121, Branston Road westbound, 50% A511 eastbound, Stapenhill Road Bargates southbound, A5189, Main Street, Branston Road westbound
50% A5121 southbound, Branston road westbound, Molson Coors Middle Yard 50% A38 southbound, Branston Road westbound
50% Main Road, Anslow, Hopley Road, Postern County Farm Road, Branston Road eastbound, 50% A38 southbound, Branston Road westbound
50% Rosliston Road northbound, A5189, Main Street, Branston Road westbound, 50% via Walton Drakelow Park on Trent, A38 northbound, Branston Road westbound
50% A5121 southbound, Branston road westbound, Pirelli 50% A38 southbound, Branston Road westbound
Branston Depot Burton Road westbound, Branston Road westbound
WJ Howard Transport Burton Road westbound, Branston Road westbound
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Residential Area Route
Shobnall Road trips 50% Henhurst Hill, Tatenhill village, Branston Road eastbound, 50% Shobnall Road eastbound, A5121, Branston Road westbound, Tatenhill village, Branston Road eastbound, 50% Existing residential area west of Shobnall Road eastbound, A5121, Branston Road the rail line, south of the A5189 westbound Branston trips Burton Road westbound, Branston Road westbound Tatenhill trips Branston Road eastbound
Existing residential area A5121 southbound, Branston Road westbound surrounding A5121
Existing residential area A5121 southbound, Branston Road westbound surrounding Hospital
In the 2031 scenario the Lawns Farm link road will be open, providing additional route options. For the potentially affected journeys, route lengths were calculated in ArcMap GIS to determine the most attractive route. The Student Vehicle routing for 2031 can be seen in Table 9-8.
Table 9-8: Student Vehicle Routing 2031 Residential Area Route
Lawns Farm Lawns Farm link road, Branston road westbound
Tatenhill Lane Branston Road westbound
Land South of Branston Main Street westbound, Branston Road westbound
Forest Road and Land South of Shobnall Road eastbound, Lawns Farm link road, Forest Road Branston Road westbound
Shobnall Road eastbound, Lawns Farm link road, Red House Branston Road westbound
WJ Howard Transport Burton Road westbound, Branston Road westbound
Branston Depot Burton Road westbound, Branston Road westbound
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Residential Area Route
Shobnall Road trips Shobnall Road eastbound, Lawns Farm link road, Branston road westbound Existing residential area west of Branston trips Burton Road westbound, Branston the rail line, south of the A5189 Road westbound Tatenhill trips Branston Road eastbound
Existing residential area Shobnall Road westbound, Lawns Farm link road, surrounding Hospital Branston Road westbound
Staff vehicle trips have been assigned to the road network using Google maps directions tools taking into account travel time and distance. Where appropriate, trips have been split on to more than one route to reflect the reasonably equal choices available to drivers. The Staff Vehicle routing for 2018 and 2022 can be seen in Table 9-9.
Table 9-9: Staff Vehicle Routing 2018 and 2022 Residential Area Route
Birmingham A38 northbound, Branston Road westbound
Broxtowe A38 northbound, Branston Road westbound
Cannock Chase A38 northbound, Branston Road westbound
Derby A38 southbound, Branston Road westbound
Dudley A38 northbound, Branston Road westbound
Uttoxeter (East Staffordshire Rangemore Hill north southbound, Tatenhill Lane, 001, 003) Branston Road eastbound
50% A38 northbound, 25% Postern Road southbound, Tatenhill village, Branston Road East Staffordshire 004 eastbound, 25% Rangemore Hill southbound, Tatenhill Lane, Branston Road eastbound
75% A38 southbound, Branston Road westbound, 25% Anslow village, Hopley Road southbound, East Staffordshire 005 Postern Road, Tatenhill village, Branston Road eastbound
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Residential Area Route
50% Rangemore Hill southbound, Tatenhill Lane, East Staffordshire 006 (rural) Branston Road eastbound, 50% Dunstall Road northbound, Branston Road eastbound
A511 southbound, A5121 southbound, Branston East Staffordshire 007 Road westbound
50% A38 southbound, Branston Road westbound, East Staffordshire 008 50% Wellington Road southbound, A5121, Branston Road westbound
50% A5121 southbound, Branston Road westbound, East Staffordshire 009 50% Shobnall Road eastbound, A5121 southbound, Branston Road westbound
A511 westbound, Stapenhill Road southbound, East Staffordshire 010 Burton Road, Branston Road westbound
East Staffordshire 011 Main Road westbound, Branston Road westbound
A444, Burton Road westbound, Branston Road East Staffordshire 012 westbound
East Staffordshire 013 Main Road westbound, Branston Road westbound
A444, Burton Road westbound, Branston Road East Staffordshire 014 westbound
East Staffordshire 015 Dunstall Road northbound, Branston road eastbound
Lichfield A38 northbound, Branston Road westbound
Melton A38 southbound, Branston Road westbound
A444, Burton Road westbound, Branston Road North Warwickshire westbound
A511 westbound, Stapenhill Road, Burton Road, North West Leicestershire Branston Road westbound
Nottingham A38 southbound, Branston Road westbound
Nuneaton and Bedworth A38 northbound, Branston Road westbound
A444, Burton Road westbound, Branston Road South Derbyshire westbound
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Residential Area Route
South Staffordshire A38 northbound, Branston Road westbound
Rangemore Hill north southbound, Tatenhill Lane, Staffordshire Moorlands Branston Road eastbound
Rangemore Hill north southbound, Tatenhill Lane, Stoke-on-Trent Branston Road eastbound
Tamworth A38 northbound, Branston Road westbound
Walsall A38 northbound, Branston Road westbound
Staff vehicle trips have been assigned to the road network using Google maps directions tools taking into account travel time and distance. Where appropriate, trips have been split on to more than one route to reflect the reasonably equal choices available to drivers. The Staff Vehicle routing for 20318 can be seen in Table 9-10.
Table 9-10: Staff Vehicles Using a Different Route in 2031 Residential Area Route
50% A511 southbound, Wellington Road, Shobnall Road westbound, Lawns Farm link road, Branston Road East Staffordshire 007 westbound, 50% Shobnall Street, Shobnall Road westbound, Lawns Farm link road, Branston Road westbound
50% A38 southbound, 50% Wellington Road southbound, East Staffordshire 008 Shobnall Road westbound, Lawns Farm link road, Branston Road westbound
50% A511 southbound, Wellington Road, Shobnall Road westbound, Lawns Farm link road, Branston Road East Staffordshire 009 westbound, 50% Shobnall Street, Shobnall Road westbound, Lawns Farm link road, Branston Road westbound
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9.9 Outbound vehicle Trip Assignment
The assumption has been made that all student trips will egress the PUDO area following drop-off and be proportionally distributed across the network in compliance with the existing network AM trip proportions. Likewise during the PM peak period, all outbound student trips within the PM peak shall be proportionally distributed across the network based on the existing network PM trip turning proportions.
The staff trips shall use designated staff parking facilities within the school grounds, as covered in Chapter 7 and the assumption has been made that all inbound staff trips occurring in the AM peak shall egress the school in the PM peak. All respective Staff trips shall subsequently be proportionally distributed across the network based on the existing network PM trip proportions, similarly to the method outlined for the student trip distributions.
The inbound and outbound combined staff / student trip distribution for each modelled year group of 2018, 2022 and 2031 can be seen in Appendix I.
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9.10 Pedestrian and Cyclist Flows
Figure 9-7, shows forecast pedestrian and cyclist flows for students in the locality of the school. It includes students walking between the pick-up/ drop-off location and the school grounds.
Figure 9-7: Pedestrian and Cyclist Flows
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10 Proposed Branston Road High School (BRHS) Traffic Impact Modelling Results
10.1 Introduction
This chapter of the report discusses the traffic impact on the following junctions within the development area:
B5017 / Henhurst Hill / Hopley Road / Postern Road (Site 1),
Rangemore Hill / Tatenhill Lane / Byrkley Garden Centre Access Road (Site 2),
Main Street / Branston Road / Dunstall Road / Tatenhill Lane (Site 3),
Dunstall Road / B5016 (Site 4),
Belmot Road / B5017 East / Rangemore Hill / B5234 / B5017 North (Site 5), and;
A38 Branston Interchange / A5121 Wellington Road / B5018 (Site 6).
In addition to the above junctions, the following proposed options as part of the development for junction improvement have also been assessed:
Signalisation of Branston Road Bridge (Site 7a),
Branston Road / Lawns Farm Development Access Road / Tatenhill Lane (Site 7b),
Branston Road / Proposed New School Access (Site 8),
Branston Road / 250 Homes Development / Pick-up & Drop-off (PUDO)(Site 9), and;
Toucan Crossing along Branston Road (Site 10).
The junction operational capacities of Sites 1-10 have been assessed in 2015, the opening year of 2018 and future years of 2022 and 2031. The initial summary results can be seen in Figure 10-1.
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2015 Opening Year 2018 2022 Future Year 2031 Future Year Sites Junction AM PM AM PM AM PM AM PM
1 B5017/Henhurst Hill/Postern Road/Hopley Road junction
2 Rangemore Hill/Tatenhill Lane junction
3 Tatenhill Lane/Dunstall Road/Main Street/Branston Road junction
4 Dunstall Road/B5016 junction
5 Belmot Road/B5017 East/Rangemore Hill/B5234/B5017 North
6 A38 Branston Interchange and A5121 / B5018 signal junction
7a Branston Road Bridge Crossing (Signalisation) New priority controlled 3-arm Roundabout / 3-arm mini-roundabout 7b configuration off A38 with segregated left turn - (new alignment of Branston Road) 8 New proposed priority junction access to the Burton High School Combined - Pick up / Drop off and Nurtons 250 Hse - 4-arm 9 Roundabout 10 Pedestrian Crossing Point by school & PUDO
Key:
Junction Operational Capacity thresholds DoS / RFC Within Capacity - Less than 0.85 RFC or 85 DoS At Capacity - Between 0.85-0.90 RFC of Between 85-90 DoS Over Capacity - Greater than or equal to 0.90 RFC or reater than or equal to 90 DoS Figure 10-1: Junction operational capacity thresholds
10.2 2015 Base Year Junction Modelling Results
10.2.1 Introduction
For the purposes of assessment using ARCADY and PICADY, a Ratio to Flow Capacity (RFC) value of 0.85 is generally regarded as the capacity threshold value. Values below 0.85 suggest that a particular arm of a junction is operating efficiently and within the theoretical capacity. Subsequently, any queuing and delay along that particular arm are deemed negligible and that the respective arm can accommodate additional traffic volumes before delays and congestion start to appear. Adversely, values above 0.85 suggest that a particular arm’s capacity to accommodate present vehicle flows is approaching its saturation point and that subsequent delays and traffic congestion might arise.
Similarly to that described above, LINSIG expresses the capacity of a particular junction as the Degree of Saturation (DoS), which is given as a percentage. LINSIG uses a threshold value of 90.0%, below which junction arms are deemed to operate efficiently. Values above 90.0% suggest that congestion and delay can tend to begin. Practical Reserve Capacity (PRC) is related to the DoS; a positive PRC indicates that a junction has spare capacity and may be able to accept more traffic.
The AM and PM 2015 Base Year modelling results can be seen in Table 10-1. The full modelling outputs for this scenario can be seen in Appendix J.
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Table 10-1: 2015 Base Year Modelling Results
2015 - Base Modelling AM Peak PM Peak Site Arm Queue Delay Junction Queue Delay Junction Number RFC RFC (Veh) (s) Delay (S) (Veh) (s) Delay (S) Hopley Road 0 5.21 0.08 0 4.75 0.11 B5017 Henhurst Hill (E) 0 10.86 0.16 0 12.63 0.25 1 3.57 3.48 Postern Road 0 4.86 0.02 0 4.78 0.02 B5017 Henhurst Hill (W) 0 14.23 0.31 0 13.86 0.24 Rangemore Hill (N) 0 4.69 0.03 0 4.36 0.01 Tatenhill Lane (E) 0 11.99 0.25 0 12.06 0.23 2 2.46 2.36 Rangermore Hill (S) 0 5.13 0.05 0 4.94 0.04 Byrkey Drive 0 10.44 0.01 0 10.15 0.06 Main Street 0 5.42 0.01 0 5.51 0.01 Branston Road 0 9.82 0.19 0 10.96 0.31 3 6.35 7.37 Dunstall Road 0 6.63 0.13 0 5.90 0.04 Tatenhill Lane 0 10.21 0.20 0 8.80 0.15 Dunstall Road 0 6.90 0.16 0 10.04 0.11 4 2.88 1.54 B5016 Station Road (East) 0 7.10 0.23 0 5.15 0.08 Belmot Road 0 4.66 0.17 0 4.17 0.10 B5017 East 0 4.37 0.23 0 4.51 0.31 5 Rangemore Hill 0 3.37 0.21 4.01 0 3.55 0.24 4.08 B5234 0 3.44 0.16 0 3.78 0.19 B5017 Northewest 0 4.35 0.26 0 4.30 0.27 A38 SB off-slip 1 6.26 0.50 0 2.43 0.18 A5121 Wellington Road 0 1.43 0.13 0 1.44 0.18 6 3.45 2.00 A38 NB off-slip 1 3.62 0.53 1 2.66 0.34 Branston Road 0 3.97 0.26 0 2.52 0.11
10.2.2 2015 Base Year Modelling Results – AM Assessment
The results of the AM Peak hour assessment across the 6 sites reviewed are shown in Table 10-1 with the full modelled outputs shown in Appendix J.
The results of Sites 1 – 6 demonstrate that all of the junction arms operate within capacity with all RFC values below the threshold values set out previously, with minimal queues and delays.
10.2.3 2015 Base Year Modelling Results – PM Assessment
The results of the PM peak hour assessment show that the all of the junction arms assessed operate under capacity. Corresponding RFC for the junction arms assessed are all well below the threshold values as set out previously. The results show that during the Base year 2015, all of the junction arms operate within capacity, with minimal queues and delays.
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10.3 2018 Opening Year Modelling Results
In addition to the 6 sites already examined in the 2015 Base Year assessment, 5 additional options proposed as part of the development for highway improvements have also been assessed as listed below:
Signalisation of Branston Road Bridge (Site 7a),
Branston Road / Lawns Farm Development Access Road / Tatenhill Lane (Site 7b),
Branston Road / Proposed New School Access (Site 8),
Branston Road / 250 Homes Development / Pick-up & Drop-off (PUDO)(Site 9); and,
Toucan Crossing along Branston Road (Site 10).
The AM & PM 2018 Opening Year modelling results can be seen in Table 10-2. The full modelling outputs for this scenario can be seen in Appendix K.
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Table 10-2: 2018 Opening Year Modelling Results
2018 - Opening Year Modelling AM Peak PM Peak Site Arm Delay Junction Queue Delay Junction Number Queue (Veh) RFC RFC (s) Delay (S) (Veh) (s) Delay (S) Hopley Road 1 15.57 0.36 0 14.22 0.29 B5017 Henhurst Hill (E) 0 5.21 0.07 0 4.75 0.11 1 4.02 3.91 Postern Road 0 11.06 0.18 0 13.23 0.29 B5017 Henhurst Hill (W) 0 4.89 0.02 0 4.82 0.02 Rangemore Hill (N) 0 4.66 0.03 0 4.34 0.01 Tatenhill Lane (E) 1 13.43 0.33 0 13.53 0.31 2 3.10 2.93 Rangermore Hill (S) 0 5.18 0.05 0 4.97 0.05 Byrkey Drive 0 10.55 0.01 0 10.25 0.06 Main Street 0 5.36 0.01 0 5.44 0.01 Branston Road 0 9.42 0.30 1 12.63 0.38 3 7.09 8.36 Dunstall Road 0 6.79 0.14 0 9.10 0.16 Tatenhill Lane 0 10.88 0.23 0 9.23 0.17 Dunstall Road 0 7.18 0.18 0 6.51 0.12 4 3.01 1.65 B5016 Station Road (East) 0 7.02 0.23 0 5.16 0.08 Belmot Road 0 4.63 0.18 0 4.44 0.12 B5017 East 0 4.36 0.23 1 4.87 0.35 5 Rangemore Hill 0 3.44 0.23 4.02 0 3.94 0.30 4.42 B5234 0 3.47 0.16 0 4.08 0.21 B5017 Northwest 0 4.39 0.26 0 4.68 0.31 Mean Max Mean Max Site DoS PRC Cycle DoS PRC Cycle Arm Queue Queue Number (%) (%) Time (s) (%) (%) Time (s) (PCU) (PCU) (J1) A38 SB off-slip 7 60.10 3 31.10 (J1) A5121 Wellington Road 5 29.10 4 33.60 (J1) A38 NB off-slip 9 51.30 5 37.70 6 (J1) Branston Road 5 35.50 14.7 90 5 36.60 25.4 90 (J2) A5121 Wellington Road East 11 65.20 14 71.80 (J2) B5018 Main Street 9 76.80 8 63.00 (J2) A5121 Wellington Road West 16 78.50 7 69.80 Branston Road (W) 12 72.10 13 66.10 7a 24.9 90 36.1 90 Branston Road (E) 14 70.70 11 65.60 Site Delay Junction Queue Delay Junction Arm Queue (Veh) RFC RFC Number (s) Delay (S) (Veh) (s) Delay (S) (J1) Lawns Farm Access Road 0 4.41 0.04 0 3.92 0.02 (J1) Branston Road (E) 0 2.45 0.25 3.06 1 2.72 0.33 3.04 (J1) Link to mini roundabout 1 3.50 0.35 0 3.28 0.29 7b (J2) Branston Road (W) 0 3.09 0.31 0 2.84 0.25 (J2) Link to main roundabout 0 3.46 0.29 3.26 1 3.76 0.35 3.36 (J2) Branston Road (E) 0 3.36 0.04 0 3.51 0.04 School Access 0 0.00 0.00 0 6.63 0.11 8 0.47 0.63 Branston Road (East) - RT 0 6.19 0.09 0 0.00 0.00 250 Homes Access 0 4.28 0.13 0 3.89 0.06 Branston Road (E) 1 4.37 0.34 1 4.62 0.38 9 4.32 4.44 PUDO Access 0 3.56 0.05 0 3.65 0.06 Branston Road (W) 1 4.40 0.32 0 4.42 0.31 Mean Max Mean Max Site DoS PRC Cycle DoS PRC Cycle Arm Queue Queue Number (%) (%) Time (s) (%) (%) Time (s) (PCU) (PCU) Branston Road (W) 2 18.40 2 21.40 10 297.5 90 321.5 90 Branston Road (E) 2 22.60 2 16.40
10.3.1 2018 Opening Year Modelling Results – AM Assessment
The results demonstrate that all of the junction arms (including the 5 new proposed assessed options) operate within capacity with all RFC and DoS values below the threshold values set out previously. This shows that during the ‘Opening Year’ 2018, all junction arms operate within capacity with minimal queues and delays.
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It is noted that on Site 6, the A38 Branston Interchange, there a queue of 16 PCU’s on the A5121 Wellington Road West approach arm. 1 PCU equates to approximately 5.5metres and therefore 16 PCU’s equates to 88metres. A queue of this length is considered acceptable and can be accommodated on the junction, as the length of this link stretches back approximately 130metres. Furthermore the associated DoS value of 78.5% is below the threshold value of 90.0%.
10.3.2 2018 Opening Year Modelling Results – PM Assessment
The results of the PM Peak hour assessment across the 11 sites reviewed are also shown in Table 10-2, with the full modelled outputs shown in Appendix K.
The results of this assessment again suggest that all of the junction arms assessed operate satisfactorily. Corresponding RFC and DoS values for the junction arms assessed are all well below the threshold values as set out previously. This shows that during the Opening Year of 2018 in the PM peak period, all of the junctions and their respective arms operate within capacity with minimal queues and delays.
The highest queueing figure recorded across the PM Peak period is at Site 6, which has a queue of 14 PCU’s on the A5121 Wellington Road East arm. This is indicative of the return trip movement in the PM peak period. Similarly to the analysis of the same site during the AM peak period, a queue of 14 PCU’s equates to 77metres and this link stretches back for over 250metres before reaching the following junction and can therefore accommodate a queue of far greater than exhibited here. Furthermore the associated DoS value of 71.8% is below the threshold value of 90.0%.
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10.4 2022 Interim Year Modelling Results
The AM & PM 2022 Interim Year modelling results can be seen in Table 10-3. The full modelling outputs for this scenario can be seen in Appendix L.
Table 10-3: 2022 Future Year Modelling Results
2022 - Future Year Modelling AM Peak PM Peak Site Arm Queue Delay Junction Queue Delay Junction Number RFC RFC (Veh) (s) Delay (S) (Veh) (s) Delay (S) Hopley Road 1 17.05 0.42 1 16.14 0.35 B5017 Henhurst Hill (E) 0 5.19 0.07 0 4.85 0.10 1 4.87 5.47 Postern Road 0 11.55 0.22 1 17.31 0.45 B5017 Henhurst Hill (W) 0 4.99 0.02 0 4.77 0.02 Rangemore Hill (N) 0 4.55 0.03 0 4.26 0.01 Tatenhill Lane (E) 1 21.82 0.57 2 26.50 0.63 2 6.43 7.63 Rangermore Hill (S) 0 5.61 0.08 0 5.34 0.07 Byrkey Drive 0 10.89 0.01 0 10.60 0.05 Main Street 0 5.27 0.01 0 5.34 0.01 Branston Road 1 17.23 0.56 9 96.77 0.96 3 11.44 61.07 Dunstall Road 0 7.73 0.21 0 6.61 0.08 Tatenhill Lane 1 14.51 0.35 0 11.11 0.26 Dunstall Road 0 7.81 0.23 0 7.19 0.17 4 3.44 2.23 B5016 Station Road (East) 0 7.02 0.21 0 5.20 0.08 Belmot Road 0 4.77 0.19 0 4.55 0.12 B5017 East 0 4.40 0.22 1 4.83 0.33 5 Rangemore Hill 0 3.58 0.26 4.11 1 4.23 0.35 4.53 B5234 0 3.53 0.17 0 4.24 0.22 B5017 Northwest 0 4.53 0.28 1 4.82 0.32 Mean Max Mean Max Site DoS PRC Cycle Time DoS PRC Cycle Time Arm Queue Queue Number (%) (%) (s) (%) (%) (s) (PCU) (PCU) (J1) A38 SB off-slip 8 78.40 4 40.00 (J1) A5121 Wellington Road 7 56.00 7 60.30 (J1) A38 NB off-slip 11 71.30 9 72.30 6 (J1) Branston Road 15 72.90 -5.5 90 15 65.90 12.7 90 (J2) A5121 Wellington Road East 11 64.80 15 79.80 (J2) B5018 Main Street 13 79.00 11 66.20 (J2) A5121 Wellington Road West 29 94.90 2 64.50 Branston Road (W) 7a Modelling Not Required Beyond Year 2018 Branston Road (E) Site Queue Delay Junction Queue Delay Junction Arm RFC RFC Number (Veh) (s) Delay (S) (Veh) (s) Delay (S) (J1) Lawns Farm Access Road 0 5.91 0.25 0 6.08 0.28 (J1) Branston Road (E) 3 7.28 0.73 8.15 8 19.60 0.90 14.54 (J1) Link to mini roundabout 3 12.10 0.75 3 15.77 0.78 7b (J2) Branston Road (W) 1 4.48 0.51 1 4.10 0.47 (J2) Link to main roundabout 1 5.59 0.56 5.03 2 7.02 0.65 5.69 (J2) Branston Road (E) 0 5.18 0.06 0 5.85 0.06 School Access 0 0.00 0.00 0 9.00 0.28 8 0.87 1.08 Branston Road (East) - RT 0 7.96 0.22 0 0.00 0.00 250 Homes Access 0 5.63 0.17 0 5.10 0.08 Branston Road (E) 2 8.07 0.64 3 10.47 0.72 9 7.13 8.65 PUDO Access 0 4.99 0.24 0 5.41 0.25 Branston Road (W) 1 7.00 0.53 1 7.50 0.55 Mean Max Mean Max Site DoS PRC Cycle Time DoS PRC Cycle Time Arm Queue Queue Number (%) (%) (s) (%) (%) (s) (PCU) (PCU) Branston Road (W) 3 28.10 5 40.40 10 156.9 90 122.5 90 Branston Road (E) 4 35.00 3 25.60
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10.4.1 2022 Interim Year Modelling Results – AM Assessment
The results for the future year of 2022 demonstrate that 10 of the 11 junction sites operate within capacity and of those 10 sites, all respective junction arms operate with RFC and DoS values below the threshold values set out previously with minimal queues and delays.
Site 6 is the only junction which does not operate within capacity according to the modelling results with a Practical Reserve Capacity of -5.5. This result is attributed to a single arm of the A38 Branston Interchange junction being overcapacity, with all other respective arms operating well below the thresholds. The A5121 Wellington Road West approach arm of the junction shows a queue of 29 PCU’s (160metres approximately) and a DoS value of 94.9% which is marginally above the threshold value of 90.0%. Although this arm of the junction is above its theoretical capacity, the A5121 link stretches back approximately 132metres from the A38 circulatory carriageway to the stop line of the A5121 Wellington Road / B5018 junction. In the model there is a queue of 29 PCU’s in the nearside lane but the queue in the offside lane is just 4 vehicles and therefore in reality the traffic would distribute evenly across both lanes as they pass through the junction. As both lanes go ahead, this therefore does not pose a capacity issue.
10.4.2 2022 Interim Year Modelling Results – PM Assessment
The results of the PM Peak hour assessment across the 11 sites reviewed are also shown in Table 10-3 with the full modelled outputs shown in Appendix L.
The results of this assessment display that 9 of the 11 junction sites assessed operate within capacity and of those 9 sites, all corresponding RFC and DoS for the junction arms operate below the threshold values as set out previously with minimal queues and delays.
Site 6, the A38 Branston Interchange does display some queueing but despite this, the respective DoS values for all arms assessed are well below the threshold value of 90.0% demonstrating that the junction operates efficiently and without excessive congestion or delay.
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The Branston Road arm of Site 3, the Main Street / Branston Road / Dunstall Road / Tatenhill Lane Junction, during the PM peak assessment shows a queue of 9 vehicles and a respective RFC of 0.96. The RFC value of 0.96 is above the threshold value of 0.85 which shows that the approach arm is operating over capacity. A queue of 9 vehicles equates to approximately 54metres and given that the length of this approach arm to its nearest upstream junction is approximately 130metres, there is spare capacity to accommodate a queue far greater than 9 vehicles. Likewise, the delay on this arm is a little more than a minute and a half, which again is considered minimal.
Similarly, the (J1) Branston Road (E) arm of Site 7b (Branston Road / Lawns Farm Development Access Road / New Dwelling Development Access) shows a queue of 8 vehicles and a respective RFC value of 0.90. A queue of 8 vehicles equates to approximately 48metres. Considering that the length of this approach arm to its nearest upstream junction is approximately 250metres distance from this junction, there is spare capacity to accommodate a queue far greater than 11 vehicles.
In the forecast year of 2022, the Spine Road providing access to Lawns Farm development off site 7b will only be partially built out. This means that vehicles to the north of Lawns Farm development will egress the site from the south and subsequently migrate north, which will in turn supply greater traffic volumes to the junctions south of the development. This is a contributing factor to the queueing present at sites 3 and 7b in the future year 2022 scenario, as these are immediately fed by the southbound traffic movement from the Spine Road.
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10.5 2031 Future Year Modelling Results
The AM & PM 2031 Future Year modelling results can be seen in Table 10-4. The full modelling outputs for this scenario can be seen in Appendix M.
Table 10-4: 2031 Future Year Modelling Results
2031 - Future Year Modelling AM Peak PM Peak Site Arm Delay Junction Delay Junction Number Queue (Veh) RFC Queue (Veh) RFC (s) Delay (S) (s) Delay (S) Hopley Road 1 14.97 0.32 0 16.14 0.29 B5017 Henhurst Hill (E) 0 5.12 0.12 0 4.84 0.11 1 3.58 3.99 Postern Road 0 11.35 0.17 0 13.57 0.29 B5017 Henhurst Hill (W) 0 4.96 0.02 0 4.62 0.02 Rangemore Hill (N) 0 4.69 0.03 0 4.39 0.01 Tatenhill Lane (E) 0 12.12 0.27 0 12.35 0.27 2 2.71 2.72 Rangermore Hill (S) 0 5.19 0.05 0 4.97 0.04 Byrkey Drive 0 10.30 0.01 0 9.93 0.05 Main Street 0 5.41 0.01 0 5.48 0.01 Branston Road 0 9.14 0.30 1 11.67 0.34 3 7.03 7.92 Dunstall Road 0 6.72 0.14 0 6.04 0.05 Tatenhill Lane 0 10.46 0.22 0 9.22 0.18 Dunstall Road 0 6.82 0.16 0 6.36 0.11 4 2.86 1.61 B5016 Station Road (East) 0 6.82 0.21 0 5.20 0.07 Belmot Road 0 4.53 0.16 0 4.46 0.11 B5017 East 0 4.63 0.28 1 4.71 0.33 5 Rangemore Hill 0 3.45 0.21 4.08 0 3.72 0.27 4.35 B5234 0 3.49 0.17 0 4.01 0.22 B5017 Northwest 0 4.30 0.24 1 4.79 0.32 Mean Max Site Mean Max DoS PRC Cycle DoS PRC Cycle Arm Queue Number Queue (PCU) (%) (%) Time (s) (%) (%) Time (s) (PCU) (J1) A38 SB off-slip 7 54.00 7 55.00 (J1) A5121 Wellington Road 9 57.90 7 55.80 (J1) A38 NB off-slip 14 77.50 8 66.20 6 (J1) Branston Road 12 70.30 -8.8 90 11 56.10 -6.3 90 (J2) A5121 Wellington Road East 15 82.60 28 95.70 (J2) B5018 Main Street 22 97.90 15 92.70 (J2) A5121 Wellington Road West 35 97.50 23 94.50 Branston Road (W) 7a Modelling Not Required Beyond Year 2018 Branston Road (E) Site Delay Junction Delay Junction Arm Queue (Veh) RFC Queue (Veh) RFC Number (s) Delay (S) (s) Delay (S) (J1) Lawns Farm Access Road 0 5.22 0.22 0 4.81 0.19 (J1) Branston Road (E) 1 3.84 0.49 4.82 6 13.64 0.86 11.75 (J1) Link to mini roundabout 1 5.48 0.53 3 13.96 0.73 7b (J2) Branston Road (W) 1 3.61 0.41 1 3.49 0.39 (J2) Link to main roundabout 1 4.50 0.46 4.05 1 4.45 0.45 3.97 (J2) Branston Road (E) 0 4.31 0.05 0 4.06 0.04 School Access 0 0.00 0.00 0 7.85 0.25 8 1.12 1.55 Branston Road (East) - RT 0 7.10 0.21 0 0.00 0.00 250 Homes Access 0 4.80 0.15 0 4.59 0.08 Branston Rd (E) 1 6.38 0.55 1 5.80 0.50 9 5.54 5.43 PUDO Access 0 4.54 0.22 0 4.34 0.21 Branston Rd (W) 1 4.86 0.34 1 5.58 0.41 Mean Max Site Mean Max DoS PRC Cycle DoS PRC Cycle Arm Queue Number Queue (PCU) (%) (%) Time (s) (%) (%) Time (s) (PCU) Branston Road (W) 2 18.40 2 19.70 10 294.1 90 355.9 90 Branston Road (E) 2 22.80 2 17.10
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10.5.1 2031 Future Year Modelling Results – AM Assessment
The results of the 2031 Future Year Modelling results are listed in Table 10-4. As previously mentioned ARCADY and PICADY assessment will utilise a RFC threshold value of 0.85 and LINSIG, a DoS threshold value of 90.0%, respectively.
The results of this assessment display that 10 of the 11 junction sites assessed operate within capacity and of those 10 sites, all corresponding RFC and DoS for the junction arms operate below the threshold values as previously stipulated with minimal queues and delays.
Site 6 is the only junction which does not operate within capacity according to the modelling results with a Practical Reserve Capacity of -8.8, indicating that this junction does not have spare capacity to facilitate further traffic. However, this result is attributed to two arms of the A38 Branston Interchange junction being overcapacity, with all other respective arms operating well below the thresholds.
The A5121 Wellington Road West approach arm of the junction shows a queue of 35 PCU’s equating to approximately 192.5metres in length (an increase from 29 PCU’s in the 2022 analysis) and a DoS value of 97.50% (an increase from 94.9% in the 2022 assessment).
In the model there is a queue 35 PCU’s in the nearside lane but the queue in the offside lane is just 4 vehicles. As both lanes are marked for ‘Ahead’ movement, in reality traffic would distribute evenly across both the nearside and offside lanes as they pass through the junction. Due to distribution equalisation it is the view the queue in the nearside lane does not pose a capacity issue.
Also, the B5108 Main Street shows queues of 22 PCU’s and a DoS value of 97.5%. However the queues present on this arm are travelling away from the A38 Interchange and therefore the queueing vehicles do not pose a threat of blocking back towards the circulatory carriageway. The modelled queue of 22 PCU’s extend back approximately 130m where there is approximately 200m of carriageway available from the Wellington Road / B5018 junction stop line to the next downstream junction at Main Street.
10.5.2 2031 Future Year Modelling Results – PM Assessment
The PM Peak hour assessment results are shown in Table 10-4.
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The results of this assessment display that 9 of the 11 junction sites assessed operate within capacity and of those 9 sites, all corresponding RFC and DoS for the junction arms operate below the threshold values as previously stipulated with minimal queues and delays.
The A5121 Wellington Road West approach arm of the junction shows a queue of 23 PCU’s equating to 126.5metres in length and a DoS value of 94.5%. Although this arm of the junction is above its theoretical capacity, the A5121 link stretches back approximately 132metres from the A38 circulatory carriageway to the stop line of the A5121 Wellington Road / B5018 junction. In the model there is a queue 35 PCU’s in the nearside lane but the queue in the offside lane is just 0 vehicles and therefore in reality the traffic would distribute evenly across both lanes as they pass through the junction.
The A5121 Wellington Road East approach arm of the junction also has a queue of 28 PCU’s and a DoS value of 95.7% and this link stretches back for over 250metres away from the circulatory carriageway before reaching the following junction and can therefore accommodate a queue of far greater than exhibited here. The queue of 28 vehicles is in the nearside lane within the model but the queue in the offside is just 7 vehicles and therefore similarly to the West approach arm, in reality the traffic would distribute evenly across both lanes as they pass through the junction. As both lanes turn right, this therefore does not pose a capacity issue. Further to this, B5108 Main Street shows queues of 15 PCU’s and a DoS value of 92.7% however the queues present on this arm are again going away from the A38 Interchange and therefore the vehicles do not pose a threat of blocking back towards the circulatory carriageway.
In addition to this, Site 7b which functioned without difficultly in the 2031 AM Peak appears to be showing queuing on the (J1) Branston Road (E) arm of 6 vehicles and an RFC of 0.86. Although this is only marginally above the 0.85 threshold value, it shows that the arm may experience some congestion however the delay on this arm is minimal, at just 14 seconds.
In the forecast year of 2031, the Lawns Farm development Spine Road is expected to be complete. This means that vehicles which once exited the Lawns Farm development from the south and migrated north can now egress the development directly from the north. As such the proposed Site 7b junction will likely gain more capacity. This is evident for Site 3, which experienced queueing in the PM peak scenario of 2022 and subsequently no longer shows as being over capacity during the 2031 PM peak.
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Furthermore, as part of the package of future highway mitigation, the A38 Branston Interchange (Site 6) will incorporate MOVA signal control. TRL/DFT trials have shown that MOVA reduces delays by an average of 13% compared to a standard Vehicle Actuation, alleviating much of the queueing present at this junction (Traffic Advisory Leaflet 3/97), allowing for the operational performance of the A5121 Wellington Road to be improved further.
10.6 Modelling Conclusions
Modelling assessments have been undertaken assessing the predicted school trips and the committed developments which have been given consent within the vicinity of the proposed Branston High School development. The predicted trips have been appraised across the following scenarios:
2015 base year,
2018 Opening year,
2022 Interim year, and
2031 Future year in line with the Local Plan period.
All the aforementioned scenarios have been appraised in both the AM and PM peak periods. Normally school trips will access/egress during the recognised AM (08:00 - 09:00) and Inter-peak period, estimated to be between 15:00 and 16:00, and not during the PM peak period (17:00 – 18:00). By assessing the junctions in the vicinity of the BRHS during the outlined scenarios for the PM peak, as opposed to the Inter-peak, subsequently provides a more robust level of assessment. The PM peak period consequently provides a ‘worst case scenario’ appraisal of the highway network. It is the view that if a junction operates within or at capacity during the PM peak period in the worst case scenario, it is understood that it will operate with additional capacity during the Inter-peak period. This is because traffic volumes during the Inter-peak period are historically recognised to be lower than those of the PM.
From the modelling assessments it can be seen that in the AM 2015 Base Year scenario, all junction arms operate within capacity. Similarly during the PM peak period; there are no capacity issues with all junction arms operating without detriment to the surrounding highway network.
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In the AM peak of the 2018 Opening Year scenario with the addition of school trips, the modelling assessments show that during the AM peak period, all junction arms operate within capacity, with minimal queues and delays. Likewise, during the PM peak period; there are no capacity issues with all junction arms operating within capacity with only minimal queues and delays.
In the AM peak of the 2022 Interim Year scenario traffic levels increase so that during the AM peak period queues form on the A5121 Wellington Road West arm of Site 6. Similarly during the PM peak period queues form on Branston Road of Site 3 and Branston Road East of Site 7b.
In the AM peak of the Future Year 2031 scenario, with further increased traffic levels queues form on both the A5121 Wellington Road West and B5108 Main Street arms of Site 6. Similarly during the PM peak period, queues form on the A5121 Wellington Road West and B5108 Main Street arms of Site 6, and the B5108 Main Street arm. Further to these arms, the Branston Road East arm of Site 7b also experiences marginal queueing.
The aforementioned junction arms reported as being over capacity all have highway links long enough to enable them to accommodate queues greater than what has been reported in the modelling outputs, before impeding on the succeeding junction. Furthermore, the modelling displays uneven queueing at the A5121 Wellington Road across the nearside and offside lanes to the A38 Branston Interchange. As both the nearside and offside lanes allow vehicular movement in the same direction, in reality traffic would equalise and distribute evenly across both lanes as they pass through the junction.
Finally, with the implementation of MOVA traffic signal control on the A38 Branston Interchange roundabout and the B5018/A5121 Wellington Road junction, TRL/DFT trials have shown that MOVA reduces delays by an average of 13% compared to a standard Vehicle Actuation, alleviating much of the queueing present at this junction (Traffic Advisory Leaflet 3/97). Also the Lawns Farm development Spine Road is expected to be fully built out in 2031. The completed spine road will allow vehicles which once exited the Lawns Farm development from the south and migrated north through junctions within the vicinity of the Branston High School to egress the Lawns Farm development directly from the north. This will mean that such vehicle trips will not impacting the junctions we have assessed and so their operational capacities will improve.
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11 Transport and Mitigation Package
11.1 Measures
There are a range of sustainable travel options that can readily be promoted initially for journeys to/from the site, according to individual circumstances. These options should be promoted to all those travelling to/from the school, ideally prior to them making their first journey, so they can consider using sustainable modes from the outset. There should also be a particular focus on addressing demand from those living to the East and NE of the school site as these are the areas from which demand is expected to be greatest.
The overall options include at the outset:
Walking;
Cycling;
Car sharing between students and/or staff;
Car sharing with others (via a College or public website);
Use of shared vehicle/s between staff for travel at work; and
Use of environmentally friendly vehicles such as electric/hybrid cycles, scooters or cars.
11.2 Framework Travel Plan
A vital component of the mitigation measures is the implementation of a comprehensive Travel Plan which encompasses all elements of the proposed development. This includes a detailed strategy which incorporates the phased introduction of high quality walking and cycling infrastructure and consideration of possibilities of public transport services to the school.
The Travel Plan provided is based on an examination of the current policy context, a detailed site audit and estimates of potential demand including the origin of staff and student journeys. As such at this stage, it is considered a framework Travel Plan. A full Travel Plan will be submitted once the site is completed and staff and students start to take up occupation, enabling travel surveys to be undertaken with both.
The aim of the Travel Plan is to introduce:
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A package of measures (incentives & disincentives) aimed at promoting sustainable travel by the occupier/s of the site, with an emphasis on reducing reliance on car travel, including both single occupancy car travel by staff and visitors and use of cars by parents to transport students to the School.
Precisely what measures will be put in place to encourage sustainable travel will be finalised in the full Travel Plan that will be provided following initial occupation of the School in 2018. Ownership and responsibility for implementing the Travel Plan will rest with the School who will seek assistance for this from professional services, including Staffordshire County Council Transport Planning and Travel Plan officers, Transport Consultants and other external partners.
The Branston Road High School will undertake and complete analysis of staff, students and visitor travel surveys within 4 months of occupation of the site and use the outputs of these, together with consultation with staff, students and external partners, to build on the framework Travel Plan and produce a full Travel Plan within 6 months of occupation. They will also monitor and adapt the plan to address the specific requirements of the School, over time. The individual framework Travel Plan measures will include consideration of:
Administration – interest free staff loan scheme. Join SCC STARS scheme
Information and Promotion – information packs, web site, support groups, etc.,
Infrastructure - A range of infrastructure improvements around the school to support use of sustainable modes, including a new segregated pedestrian and cycle path adjacent to Branston Road
Public Transport – negotiations with local operators to extend commercial local bus services to the school, marketing and promotion, etc.,
Cycling – promotion, cycle trains, cycle buddies, training, access to equipment and repairs, etc.,
Walking - promotion, walking buses, walk buddies, access to equipment, etc.,
Car Sharing – links to SCC lift share database, promotion, support for parents seeking to establish car sharing arrangements; and
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Other – User permits, emergency taxi for staff, flexible working, investigate the need for a pool car/s, procure transport for school outings externally, and work with partners, visitors and service providers to encourage sustainable transport use.
11.2.1 Management
The Travel Plan will be managed on a day to day basis by a Travel Plan Co-ordinator (TPC) employed by the school. The TPC will be supported by a Travel Plan Support Group made up of key partners, staff and student representatives.
11.3 Target
As it is not possible to undertake any travel surveys until the site is occupied, it is necessary to use the estimates undertaken by SCC to establish baselines for the mode split expected for travel to/from the site by staff and students. These estimates provide greater detail for students than they do for staff travel.
Table 11-1: Table of Baseline Modal Split
Mode Students Staff All Car 18% 76% 25%
Walk 74% 24% 72% Cycle 5%
Car Share 3% n/a 3%
Public Transport 0% 0% 0%
Discussions with School Travel Advisors at SCC identified that their aim is to meet the STARS programme target of a 7% reduction in car use for journeys to school by 2018. At this stage it is therefore proposed that a similar target will be adopted by the School; i.e. that within 3 to 5 years of it being occupied car use by all those travelling to it will be reduced by 7%.
However, this target will be finalised once the results of travel surveys with those initially occupying the School are available to establish a more accurate and detailed baseline for both staff and students and the full Travel Plan is produced.
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11.4 Mitigation Measures
11.4.1 Pedestrian / Cycle Connectivity
From the west, connectivity from Tatenhill village will include the following:
Conversion of a section of grassed verge to footway in the section of Branston Road between the junction of Main Street and Yews bridge;
A priority build-out over Yews Bridge that will allow pedestrian movement and connection to adjoining facilities;
A new footway on the northern side of Branston Road between Yews Bridge and the proposed south western access to the school. To accommodate this footway and subsequent widening of the verge, the carriageway will have to be re-aligned on the southern side; and
A shared use cycle/footway that will run on the southern perimeter of the school to the south eastern corner of the site.
From the east, connectivity will include the following:
The existing A38 subway (under the ownership of Highways England) will be utilised for access underneath the A38. Currently this has a prohibition of cycling Order in place and as such, cyclists are expected to dismount at either end of the subway and walk through alongside other pedestrians. Consultation would be undertaken to ascertain the possibility of removing the cycling prohibition, as observations have shown that cyclists do not currently dismount.
A footway/build-out over the existing canal bridge (the bridge will be controlled via traffic signal controlled to accommodate this).
A shared use footway/cycleway on the southern side of Branston Road from a point immediately west of the canal bridge in a north westerly direction to connect to the proposed pick up and drop off facility.
A raised Toucan signal controlled crossing facility to accommodate both pedestrians and cyclists to link the pick-up and drop off area and the school pedestrian /cycle access.
From the north, connectivity will include the following:
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Utilisation of the existing section of National Cycle Network (NCN) Route 54 that runs off-road from a point adjacent to Lawns Farm cottage to Shobnall Road. The area of land where this is situated is earmarked for the Lawns Farm development and it is anticipated that the current route will be re-aligned to suit the proposed development layout, however it will still be available to use.
11.5 Branston Road
On Branston Road, it is proposed to implement the following:
Traffic signal operation on the existing canal bridge with provision of a footway across the bridge on the southern side.
Pedestrian/cycle connectivity as mentioned previously.
A pick up/drop off area within land opposite the school site for parents/guardians and students with roundabout junction access.
Carriageway realignment at the bend by Lawns Farm Cottage.
Visual narrowing with verge marker posts and road markings at various locations.
Reduced speed limit from de-restricted to 30mph.
Part-time advisory 20mph speed limit in the vicinity of the school.
Improved gateway into Tatenhill Village with improved signage and markings.
Street lighting.
11.6 Tatenhill, Rangemore and the Surrounding Areas
There are various options in terms of type and form of treatment/traffic calming measures that are possible, in particular for Tatenhill Main Street. These are as follows
Improved gateway treatments into Tatenhill and Rangemore villages.
Reduction in the speed limit from de-restricted to 40mph on Tatenhill Lane.
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Traffic calming of Tatenhill Main Street using either or a combination of vertical type traffic calming (e.g. speed cushions), horizontal type traffic calming (priority build-out), surface treatments, signage and markings. As Tatenhill village is designated a conservation area, then type and style of materials would need careful consideration.
Additional short section of footway on the corner of Tatenhill Lane and Main Street.
Area wide 7.5t Environmental Weight Limit to cover Branston Road, Tatenhill Main Street, Rangemore village.
Improved signage where appropriate.
Suitable mitigation will need to be discussed with the Local Highway Authority related to the impact of the development. This should include discussions with regard to timescale and trigger points for delivery of mitigation measures.
The above content does not include for measures associated with the Lawns Farm development. This particular development will include the provision of a 3 arm roundabout at the junction of Branston Road with the new Lawns Farm development access road (which has been assessed as stated in chapter 10 of this TA) and also the provision of a shared use footway/cycleway within the development site that will link the residential area to the school site.
11.7 Road Safety Audit
All measures mentioned above have undergone a Stage 1 Road Safety Audit (RSA). This has included key highway works in the vicinity of the school including the realignment of the bend. The RSA and designers response can be seen in Appendix N.
Also, various options for traffic calming in Main Street Tatenhill, Tatenhill Common and Dunstall Road have undergone the RSA process, however it should be noted that the option plans shown in Appendix O are for information purposes only at this stage and any measures as mentioned previously would require a full consultation with residents and other key stakeholders before a final layout is decided upon.
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12 Summary & Conclusions
12.1 Conclusions
This report outlines the work undertaken in association with the BRHS Transport Assessment. The study highlights the existing road network’s operational capacity and the effects of a programme of predicted future development on the operational performance of the road network in the vicinity of the BRHS. Combined data forecast for the 2018 opening year, 2022 Interim year and; 2031 future year scenarios have been used as the basis for assessment.
Traffic flows; vehicular queuing and journey time delays have been used as criteria to assess the network’s performance during the AM and PM Peak periods, for both base and future year scenarios. The platform to assess the traffic data has been undertaken using the local junction modelling packages ARCADY, PICADY and LINSIG. From the analysis undertaken within the preceding chapters of this report, the following conclusions are drawn:
During both the 2015 Base year and 2018 Opening Year all of the assessed junctions operate within the normal capacity thresholds with minimal vehicular queues.
During the 2022 Interim Year, queues begin to develop along a select number of arms including the Branston Road arm during the PM peak period producing an RFC value of 0.96, exceeding the threshold value of 0.85, indicating that this arm does not have sufficient capacity for the modelled traffic volume. However it is noted that this does not cause any significant stress to the local road network. Further queuing occurs the during the 2022 Interim Year, along the Branston Road (SW) arm on the Lawns Farm development access road with an RFC value of 0.93, indicating that this arm does not have sufficient capacity for the modelled traffic volume. Again, this does not cause any significant stress to the local road network.
During the 2031 Future Year, queues are again present at Site 6: A38 Branston Interchange & A5121 / B5018 signal junction. The highest queueing of twenty- two vehicles is generated along the B5018, to the east of the A38 Branston Interchange, which has a DoS value of 97.90. The queuing and DoS both indicate the B5018 does not have sufficient capacity to accommodate the modelled traffic
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volume. However the modelled queues of twenty vehicles extend back approximately 130m where there is 200m of carriageway available from the Wellington Road / B5018 junction stop line to the next downstream junction at Main Street.
Mitigation measures in key locations, coupled with planned infrastructure improvements will allow the local highway network to operate within capacity. The mitigation for the junction of the B5018 /Wellington Road/ A38 Branston Interchange will include the implementation of MOVA traffic signal control which has been shown to reduce delays by an average of 13% compared to a standard Vehicle Actuation from TRL/DFT trials (see Traffic Advisory Leaflet 3/97). Due to this it is the view that the implementation of MOVA will reduce much of the queueing present at this junction
If a junction therefore operates within capacity during the PM peak period under the worst case scenario, we know that it will operate with additional capacity during the Inter-peak period. Traffic conditions during the Inter-peak period are estimated to be significantly lower than those of the PM peak period and therefore junctions are likely to operate with additional capacity under these conditions. The PM peak is unlikely to cause stress to the network due to school trips being contained within the Inter-peak period.
The junction arms which report to be over capacity all have highway links with enough length enabling them to accommodate queues of far greater than what has been reported in the modelling outputs before impeding on the succeeding junction. Furthermore, the delay figures that correspond with the queue results are minimal and indicate that each of the respective junctions operate without detriment to the surrounding highway network, despite being ‘over capacity’ under modelling classification.
The Lawns Farm development Spine Road is expected to be complete for the forecast year of 2031. This will allow vehicles which once exited the Lawns Farm development from the south and migrated north to egress the development directly from the north, providing additional capacity to the junctions adjoining the development.
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Measures to mitigate forecast traffic issues and promote the use of sustainable travel have been included within the accompanying TP document and include a detailed strategy incorporating the phased introduction of high quality walking and cycling measures/infrastructure. Ongoing assessment in this regard will be overseen by the Travel Plan Co-ordinator in association with the Local Authority to ensure that the targeted modal split will be achieved and the further reduction in car use. Pedestrian and cycle connectivity will be improved by the inclusion of dedicated infrastructure such as the shared use cycle/footway, improving safety and connectivity to the school site.
Other forms of traffic calming include the reduction in speed limits from derestricted enforcement in the local areas surrounding the proposed BRHS site and will coincide with physical measures to promote safety for both vehicle users and pedestrians.
This TA has investigated the impact on the local highway network of the traffic impact associated with the proposed BRHS, in conjunction with the committed development traffic. The minimal detriment to the local highway network, as identified by the modelling assessments, has been addressed by the proposed highway mitigation measures as set out within this TA. A combination of both hard and soft engineering solutions have been outlined as mitigation measures for key locations, coupled with planned infrastructure improvements cited within committed development TA’s will enable the local highway network to continue to operate within capacity with the addition of BRHS.
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Appendix A Personal Injury Collision Data
Appendix A1.1 – Tatenhill Collision Reports
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Appendix A1.2 – Tatenhill Collision Full Listings Data
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Appendix A1.3 – Tatenhill Collision Location Plan
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Appendix A2.1 – Wellington Road Collision Reports
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Appendix A2.2 – Wellington Road Collision Full Listings Data
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Appendix A2.3 – Welling ton Road Collision Location Plan
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Appendix B Proposed Site Layout Plans
Appendix B1.1 – Drawing No: LA-WS-L-90-01 – Landscape Proposals
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Appendix B2.1 – Drawing No: CDX8621-P-SK15 – Proposed School Access & Car Park / Roundabout Option
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Appendix C 2015, 2018, 2022 and 2031 Base Scenario Network Traffic Flow Diagrams
Appendix C1.1 – 2015 AM Peak Base Network Flow Diagram (0800-0900)
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Appendix C1.2 – 2015 PM Peak Base Network Flow Diagram (1700-1800)
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Appendix C2.1 – 2018 AM Peak Base Network Flow Diagram (0800-0900)
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Appendix C2.2 – 2018 PM Peak Base Network Flow Diagram (1700-1800)
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Appendix C3.1 – 2022 AM Peak Base Network Flow Diagram (0800-0900)
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Appendix C3.2 – 2022 PM Peak Base Network Flow Diagram (1700-1800)
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Appendix C4.1 – 2031 AM Peak Base Network Flow Diagram (0800-0900)
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Appendix C4.2 – 2031 PM Peak Base Network Flow Diagram (1700-1800)
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Appendix D 2018, 2022 and 2031 Full Build out Scenario Network Traffic Flow Diagrams
Appendix D1.1 – 2018 AM Peak Full Development Network Flow Diagram (0800-0900)
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Appendix D1.2 – 2018 PM Peak Full Development Network Flow Diagram (1700-1800)
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Appendix D2.1 – 2022 AM Peak Full Development Network Flow Diagram (0800-0900)
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Appendix D2.2 – 2022 PM Peak Full Development Network Flow Diagram (1700-1800)
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Appendix D3.1 – 2031 AM Peak Full Development Network Flow Diagram (0800-0900)
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Appendix D3.2 – 2031 PM Peak Full Development Network Flow Diagram (1700-1800)
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Appendix E Proposed Junction Designs
Appendix E1.1 – Site 6 Junction Design
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Appendix E2.1 – Site 7b Junction Design
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Appendix F Sites 1 – 10: Existing and Preliminary Junction Designs and Layouts
Appendix F1.1 – Drawing No: COSTCELI038/001 – Sites 1 – 10: Existing / Proposed Preliminary Design Junction Layout
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Appendix G Safe Walking Assessment Documents
Appendix G1.1 – Availability for Walking – Route Assessment: Cycle Route 54
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Appendix H Full TRICS Outputs
Appendix H1.1 – Trip Rate Calculation Selection Parameters: VEHICLES
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Appendix H1.2 – Trip Rate Calculation Selection Parameters: PUPILS
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Appendix H1.3 – Trip Rate Calculation Selection Parameters: TAXIS
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Appendix H1.4 – Trip Rate Calculation Selection Parameters: OGV’S
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Appendix H1.5 – Trip Rate Calculation Selection Parameters: PSV’S
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Appendix H1.6 – Trip Rate Calculation Selection Parameters: CYCLISTS
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Appendix I Inbound and Outbound combined staff / student trip distribution
Appendix I1.1 – 2018 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE)
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Appendix I1.2 – 2018 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE)
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Appendix I2.1 – 2022 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE)
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Appendix I2.2 – 2022 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE)
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Appendix I3.1 – 2031 AM Peak (0800-0900) School Trip Assignment and Distribution (8FE)
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Appendix I3.2 – 2031 PM Peak (1700-1800) School Trip Assignment and Distribution (8FE)
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Appendix J 2015 Base Year Modelling Results
Appendix J1.1 – Model Output Reports: 2015 AM Base Traffic
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Appendix J1.2 – Model Output Reports: 2015 PM Base Traffic
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Appendix K 2018 Opening Year Modelling Results
Appendix K1.1 – Model Output Reports: 2018 AM Base + School + Committed Developments
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Appendix K1.2 – Model Output Reports: 2018 PM Base + School + Committed Developments
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Appendix L 2022 Interim Year Modelling Results
Appendix L1.1 – Model Output Reports: 2022 AM Base + School + Committed Developments
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Appendix L1.2 – Model Output Reports: 2022 PM Base + School + Committed Developments
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Appendix M 2031 Future Year Modelling Results
Appendix M1.1 – Model Output Reports: 2031 AM Base + School + Committed Developments
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Appendix M1.2 – Model Output Reports: 2031 PM Base + School + Committed Developments
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Appendix N Road Safety Audit (RSA) Reports and Designer’s Responses
Appendix N1.1 – Road Safety Audit Stage 1 Report
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Appendix N1.2 – Road Safety Audit Designers Response
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Appendix O Mitigation/Traffic Calming Options
Appendix O1.1 – Proposed School Connectivity General Arrangement Overview (Drawing No: CDX8621/P/SK08A)
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Appendix O2.1 – Potential Highway Measures (Option 1) Tatenhill Village (Drawing No: CDX8621/P/SK09)
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Appendix O2.2 – Potential Highway Measures (Option 2) Tatenhill Village (Drawing No: CDX8621/P/SK12)
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Appendix O2.3 – Potential Highway Measures (Option 3) Tatenhill Village (Drawing No: CDX8621/P/SK14)
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Appendix O3.1 – Potential Highway Measures Rangemore Village 1 of 2 (Drawing No: CDX8621/P/SK10)
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Appendix O3.2 – Potential Highway Measures Rangemore Village 2 of 2 (Drawing No: CDX8621/P/SK11)
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Appendix O4.1 – Potential Highway Measures North of Tatenhill Village (Drawing No: CDX8621/P/SK13)
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Appendix O1.1 – Proposed Environmental Weight Limit Extents Plan (Drawing No: CDX8621/P/SK16)
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