D O C U MD O E N T 6.1 2

Traffic and Transport

River Humber Gas Pipeline Replacement Project

Under Regulation 5(2)(a) of the Infrastructure Planning (Applications: Prescribed Forms and Procedure) Regulations 2009

Application Reference: EN060004 April 2015

Environmental Statement Volume 6 Environmental Statement Document 6.12

CONTENTS

Tables ...... ii Plates and Figures ...... iv DCO Documents Referenced ...... iv Abbreviations ...... v 12 TRAFFIC AND TRANSPORT ...... 1 12.1 Introduction ...... 1 12.2 Regulatory and Planning Policy Framework ...... 1 12.3 Methodology ...... 6 12.4 Existing Baseline Information ...... 13 12.5 Future Baseline Information ...... 27 12.6 Receptors Potentially Affected ...... 27 12.7 Environmental Design Measures ...... 55 12.8 Residual Effects ...... 57 12.9 Difficulties Encountered in Compiling the ES ...... 57 12.10 Summary ...... 60 12.11 References ...... 60 12.12 Figures ...... 61

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Tables

Table Title 12-1 Traffic and Transport Assessment – Compliance with National Policy Statements EN-1 and EN-4 and their Requirements 12-2 Traffic and Transport Assessment – Other Regulatory and Planning Policy Framework 12-3 Traffic and Transport Assessment - Baseline Information Requests 12-4 Traffic and Transport Assessment - Post-Scoping Consultation 12-5 Traffic and Transport Assessment – Receptor Sensitivity 12-6 Traffic and Transport Assessment - Summary of Surrounding Highway Network for Goxhill Site (Ref: Figure 12.1) 12-7 Traffic and Transport Assessment - Summary of Pedestrian and Equestrian Provision for Goxhill Site 12-8 Traffic and Transport Assessment - Summary of Bus Services near Goxhill Site 12-9 Traffic and Transport Assessment – Summary of Five year Collision data from 2009-2013 for Goxhill Area 12-10 Traffic and Transport Assessment - Summary of Traffic Flow Data for Goxhill Site 12-11 Traffic and Transport Assessment - Summary of Surrounding Highway Network for Paul Site 12-12 Traffic and Transport Assessment - Summary of Pedestrian and Equestrian Provision near Paull Site 12-13 Traffic and Transport Assessment - Summary of Bus Services near Paull Site 12-14 Traffic and Transport Assessment - Summary of Five year Collision data from 2009-2013 near Paull Site 12-15 Traffic and Transport Assessment - Summary of Traffic Flow Data for Paull Site 12-16 Traffic and Transport Assessment - Summary of Potential Changes to Baseline Conditions 12-16 Traffic and Transport Assessment – Summary of Receptors Scoped out of the Detailed Assessment for Goxhill 12-17 Traffic and Transport Assessment - Summary of Receptor Sensitivity along the Goxhill Construction Route

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Table Title 12-18 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Average Traffic Flow for Goxhill Site 12-19 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Traffic Flow for Goxhill Site using Peak Construction Flows 12-20 Traffic and Transport Assessment – Impact on Level of Pedestrian Severance for Goxhill 12-21 Traffic and Transport Assessment – Impact on Level of Pedestrian Amenity for Goxhill 12-22 Traffic and Transport Assessment – Impact on users of PRoWs and Bridleways for Goxhill 12-23 Traffic and Transport Assessment – Summary of Effects on Receptors for Goxhill 12-24 Traffic and Transport Assessment – Summary of Receptors Scoped out of the Detailed Assessment for Paull 12-25 Traffic and Transport Assessment Summary of Receptor Sensitivity along Paull Construction Route 12-26 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Average Traffic Flow for Paull Site 12-27 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Traffic Flow for Paull Site using Peak Construction Flows 12-28 Traffic and Transport Assessment – Impact on Level of Pedestrian Severance for Paull 12-29 Traffic and Transport Assessment – Impact on Level of Pedestrian Amenity for Paull 12-30 Traffic and Transport Assessment – Impact on users of PRoWs and Bridleways for Paull 12-31 Traffic and Transport Assessment – Summary of Effects on Receptors at Paull 12-32 Traffic and Transport Assessment – Summary of Residual Effects on Receptors for Goxhill following Mitigation Measures 12-33 Traffic and Transport Assessment – Summary of Residual Effects on Receptors for Paull following Mitigation Measures

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Plates and Figures

Figure Number Title Plate 12-1 Summary of Goxhill Forecast Total Traffic Volumes Generated by the Scheme over the Construction Period Plate 12-2 Summary of Paull Forecast Total Traffic Volumes Generated by the Scheme over the Construction Period Figure 12.1 Traffic Routes under Assessment for Goxhill Figure 12.2 Traffic Routes under Assessment for Paull Figure 12.3 Location Plan of Surveyed Sites for Goxhill Area Figure 12.4 Location Plan of Surveyed Sites for Paull Area Figure 12.5 Cycle routes near to Goxhill Site Figure 12.6 Cycle routes near to Paull Site DCO Documents Referenced

DCO Document Title of Document Reference 2.4 Indicative Site Layout Plans 6.4.1 Appendix 4.1: PINS Scoping Opinion Comments 6.4.2 Appendix 4.1: Section 42 Comments 6.17 Scoping Opinion 7.2 Transport Assessment 7.2.1 Initial Traffic Management Plan

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Abbreviations

ATC Automated Traffic Counts DCO Development Consent Order DfT Department for Transport DMRB Design Manual for Roads and Bridges EIA Environmental Impact Assessment ERYC East Riding of Yorkshire Council ES Environmental Statement HGV Heavy Goods Vehicle IEMA Institute of Environmental Management and Assessment MCC Manual Classified Counts MWC Main Works Contractor NLC North Lincolnshire Council NPPF National Planning Policy Framework PEIR Preliminary Environmental Information Report PRoW Public Right of Way TMP Traffic Management Plan

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12 TRAFFIC AND TRANSPORT 12.1 Introduction

12.1.1 This chapter presents the findings of the Traffic and Transport Assessment, undertaken by Hyder Consulting (UK) Limited. It identifies the methodology used to assess effects, presents existing and future baseline information, identifies receptors potentially affected, mitigation and the residual effects of the Scheme with mitigation measures implemented.

12.1.2 An EIA Scoping Report was produced and a Scoping Opinion was issued by PINS in June 2014. A summary of the responses received (and how responses have been dealt with in the Environmental Statement (ES)), is provided in Appendix 4.1 (DCO Document Reference 6.4.1). It should be noted that the Scoping Opinion suggested that a Traffic and Transport Assessment be included within the ES, which is why this chapter has been prepared.

12.1.3 Prior to the production of the ES, a Preliminary Environmental Information Report (PEIR) was prepared. The PEIR contained a preliminary review of existing environmental conditions along with potential effects of the Scheme and mitigation measures to avoid and reduce the predicted effects. Responses from consultees were taken into consideration to assist with the preparation of this ES Section (refer to Appendix 4.2 DCO Document Reference 6.4.2). 12.2 Regulatory and Planning Policy Framework

12.2.1 This assessment has been undertaken in accordance with current legislation along with national, regional and local plans and policies. A summary of which is provided below. Compliance with National Policy Statements EN-1 and EN-4 is provided in Table 12-1. Other relevant international, national, regional and local legislation is provided in Table 12-2.

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Table 12-1 Traffic and Transport Assessment – Compliance with National Policy Statements EN-1 and EN-4 and their Requirements NPS Section Covered in ES Section Overarching National Policy Statement (NPS) for Energy (EN-1) The NPS discusses generic impacts associated with the transport of materials, Section 12.7 goods and personnel to and from a development during all project phases (Sections 5.13 and 5.14). NPS for Gas Supply Infrastructure and Gas and Oil Pipelines (EN-4) Generic impacts associated with increased Heavy Goods Vehicle (HGV) traffic Section 12.7 flows generated on local roads for the movement of materials (Section 2.20).

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Table 12-2 Traffic and Transport Assessment – Other Regulatory and Planning Policy Framework Policy/Legislation Summary of Requirements Where Addressed in this Chapter National Planning The framework outlines the requirement for transport assessments to support Section 12.4 to 12.10 Policy Framework development. It provides guidance when considering development planning (NPPF) (March decisions stating that decisions should take account of whether: 2012) – Section 4  The opportunities for sustainable transport modes have been taken up (Paragraphs 17, 23, depending on the nature and location of the application site, to reduce the need 29, 32 and 36) for major transport infrastructure;  Safe and suitable access to the application site can be achieved for all people; and  Improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe. Planning Practice Travel Plan, Transport Assessments and Statements should be prepared and Section 12.4 to 12.10 Guidance (March should consider existing conditions and the impacts on environment (such as There is also a 2014) – Paragraph highway network, cumulative effects of traffic flows from developments and separate Transport 001-008 mitigation measures) Assessment (DCO Document Reference 7.2). North Lincolnshire The Core Strategy sets out the management plan for growth and development in Section 12.4 to 12.10 Core Strategy North Lincolnshire up to 2026. (adopted June The document sets out a framework for a more integrated transport policy 2011) – Chapter 3, 5 involving travel choice, better public transport, tackling congestion and pollution. 11 and 15 Developments should undertake an assessment procedure to address the effects of traffic, from proposed development, on the existing highway network. The

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Policy/Legislation Summary of Requirements Where Addressed in this Chapter development must mitigate any impacts on the highway (Core Strategy Ref: CS25 & CS27). ‘Saved Policies’ The North Lincolnshire Local Plan is used to make planning decisions and Section 12.4 to 12.10 from the North combines a number of plan polices which have been “saved” together, including Lincolnshire Local (T1, T2, T4, T6, T7 and T8) regarding transportation and developments. Plan (adopted May 2003) – Chapter 9 Joint Structure Plan This Plan sets out the strategy for future development and land use in the area to Section 12.4 to 12.10 for Hull and East ensure sustainable development. The Plan establishes a framework ensuring that Riding ‘saved new developments are easily accessible by walking, cycling and that public policies’ (adopted transport helps to encourage the greater use of these means of travel, and can 2005) – Chapter 5 contribute significantly to reducing social exclusion and alleviating congestion. Policy DS6 Development Infrastructure sets out the need to undertake traffic assessments to assess the existing highway network and assess the impact of other development cumulative demands.

Holderness District The Plan establishes area wide policies and provides a basis for making future Section 12.4 to 12.10 Wide Local Plan development decisions. New development can have significant implications for the (adopted April 1999) existing transport network and should ensure optimum ease and safety of – Part 1, Part 2.8 movement for pedestrians and cyclists. and Part 2.10 The Plan sets out the Council’s aims and objectives. The Council will take into account the highway implications of all new development proposals and seek to:  2.8.17 (Aim 3) - Encourage new development that is well located in relation to the existing road network and require that additional infrastructure is provided prior to or as part of the development.  2.8.18 (Aim 4) - Eliminate road safety hazards for all road users and pedestrians including where appropriate the use of traffic calming measures; The River Humber Gas Pipeline Replacement Project Page 4

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Policy/Legislation Summary of Requirements Where Addressed in this Chapter  2.8.18 (Aim 4) - Encourage throughout Holderness the provision of transport facilities for all sectors of the community;  2.8.18 (Aim 4) - Apply appropriate highway standards to all new road construction;  2.8.18 (Aim 4) Encourage opportunities that segregate pedestrians and cyclists from other vehicular traffic and encourage the use of public rights of way and footpaths; and

In considering planning applications the Council will assess the likely impacts of highway proposals schemes in relation to the landscape as a whole and will require schemes to give environmental considerations a high priority. (Policy Ref: Tr1-Tr8 and R1)

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12.3 Methodology

12.3.1 The approach outlined below has been followed in preparing the Traffic and Transport chapter of the ES. The scope of this assessment comprises:

. Review of baseline information; . Review of relevant regulatory and planning policy and legislation; . Suitability assessment of all roads on construction routes; . Assessment of predicted increase to baseline traffic flow due to construction traffic associated with the Scheme - such as increase in net traffic, composition of Heavy Goods Vehicles (HGVs) and effect on driver congestion/delay; . Identification of mitigation measures; and . Assessment of residual effects on receptors. Obtaining Baseline Information

12.3.2 Baseline information has been gathered by:

. Identifying appropriate study area(s); . Taking into consideration issues raised through consultation with interested parties (including during scoping); . Undertaking a desk study (including requesting information from third parties) within agreed study area(s); and . Undertaking surveys within agreed study area(s).

12.3.3 Guidance outlined in the following documents was also used to inform the baseline information gathering and referenced where applicable as part of the impact assessment process:

. Guidelines for the Environmental Assessment of Road Traffic (Institute of Environmental Management and Assessment (IEMA), (thereafter referred to as the ‘IEMA Guidelines’); . Guidance on Transport Assessment (Department for Transport (DfT), 2007); . Planning and the Strategic Road Network – Circular 02/2007 (2007); . The Design Manual for Roads and Bridges (DMRB) (1993); . National Planning Policy Framework (NPPF) (2012); . National Policy Statement for Energy (EN-1) (2011); and . National Policy Statement for Gas Supply Infrastructure and Gas and Oil Pipelines (EN-4) (2011).

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Study Area

12.3.4 Using the information from the guidelines stated above, the spatial scope of the assessment has been identified.

12.3.5 The IEMA Guidelines suggest a number of rules to delimit the scale and extent of the assessment:

. Include roads where traffic flows would increase by more than 30% (or the number of HGVs would increase by more than 30%); and . Include any other specifically sensitive areas where traffic flows would have a net increase by 10% or more; and include highway links where HGV flows have increased significantly.

12.3.6 Sensitive areas are defined by the presence of sensitive receptors, such as hospitals, residential properties, community centres, conservation areas, schools, equestrian facilities or accident black spots.

12.3.7 The highways considered within this assessment for the application site are shown on Figure 12.1 for the Goxhill study area and Figure 12.2 for the Paull study area and have been identified according to the guidelines set out above.

Desk Study

12.3.8 A desk study was undertaken to obtain information relating to the traffic and transport baseline.

12.3.9 Table 12-3 summarises the sources of baseline information and the nature of the baseline information requested / obtained.

Table 12-3 Traffic and Transport Assessment - Baseline Information Requests Source Baseline Information Requested / Obtained North Lincolnshire Five year Personal Injury Collision data for Council Goxhill Area East Riding of Five year Personal Injury Collision data for Paull Yorkshire Council Area

Surveys

12.3.10 A site visit was undertaken in November 2014 to assess the suitability of all roads within the Goxhill and Paull area to accommodate construction traffic travelling to/from the Scheme.

12.3.11 Traffic surveys were undertaken in September 2014 and December 2014 at strategic locations on the highway network surrounding the application site at Goxhill and Paull. The surveys collected baseline traffic flow data on those roads which will be used to access each site.

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. Automated Traffic Counts (ATC) – Classified link flow movements; and . Manual Classified Counts (MCC) – Classified turning flow movements at junctions.

12.3.13 The ATC surveys were undertaken for a seven day period from Tuesday 16th September 2014 to Monday 22nd September 2014 and additional sites recorded for a seven day period from Friday 4th December 2014 to Thursday 10th December 2014

12.3.14 The MCC surveys were undertaken for a 12 hour period between 07:00-19:00 hours on the Thursday 18th September 2014.

12.3.15 Figure 12.3 and 12.4 shows the location of all survey sites and the type of survey undertaken. The existing baseline traffic levels within the Goxhill and Paull study areas have been summarised in Section 12.4.

Post-Scoping and PEIR Consultation

12.3.16 Further consultation has been undertaken since the receipt of the responses to the EIA Scoping Report and PEIR, to agree a range of issues particular to the Traffic and Transport Assessment. Table 12-4 summarises such consultation.

Table 12-4 Traffic and Transport Assessment - Post-Scoping Consultation Consultee Date of Summary of Consultation Consultation William Park and Mike 06/05/14 Site meeting held with highways Peeke - East Riding of team to discuss their preferences on Yorkshire Council the proposed routes to/from the (ERYC) Highways application site and the need for Department baseline survey data. ERYC informed that traffic surveys had been undertaken to identify the existing flows on the proposed routes used by construction vehicles. Five-year personal injury collision data was obtained from ERYC for all roads along the proposed construction vehicles routes. Louisa Simpson - 14/05/14 Meeting held with highways team to North Lincolnshire discuss their preferences on the Council (NLC) proposed routes to/from the Highways Department application site and the need for baseline survey data. NLC informed that traffic surveys had been undertaken to identify the existing flows on the proposed The River Humber Gas Pipeline Replacement Project Page 8

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Consultee Date of Summary of Consultation Consultation routes used by construction vehicles. Five-year personal injury collision data was obtained from NLC for all roads along the proposed construction vehicles routes. Will Park, Mike Peeke - 17/11/14 Meeting held to discuss the East Riding of proposed construction traffic routes Yorkshire Council and comments raised by East Riding Highways Department of Yorkshire Council and residents following public consultation. It was agreed that precondition surveys of the highway would be undertaken and that a monthly requirement is included in the Initial Traffic Management Plan (TMP) (DCO Document Reference 7.2.1) to monitor the condition of the highways during construction. This would be done with ERYC. Louisa Simpson - 26/11/14 Meeting held to discuss the North Lincolnshire proposed construction traffic routes Council Highways and comments raised by North Lincolnshire Council and residents following public consultation. Concern was raised by residents regarding the effect increased traffic flows/HGVs would cause such as noise pollution and road safety. Mitigation measures from the Initial TMP were discussed and were deemed appropriate. North Lincolnshire Council were to review the proposed passing places and provide feedback. Louisa Simpson, Ian 24/02/2015 Meeting held to discuss the Jickells and Darren proposed construction traffic routes, Cowling - North passing places and comments Lincolnshire Council raised by North Lincolnshire Council Highways and residents.

12.3.17 Please note a summary on how the responses to the EIA Scoping Report and the PEIR have been dealt with are summarised in Appendices 4.1 and 4.2 (DCO Document References 6.4.1 and 6.4.2) respectively.

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Identifying Environmental Design Measures and Assessing Residual Effects

12.3.18 The approach outlined below has been followed to identify outline environmental design measures and assess likely residual effects:

. Consideration of best practice / guidance outlined in Section 12.3.3; . Professional judgement; . Consideration of the baseline information obtained, Scheme details and issues raised through consultation with interested parties; . Identification of appropriate mitigation measures; and . Prediction of residual effects based on baseline information, Scheme details and environmental design measures.

Significance Criteria

12.3.19 The following section outlines the criteria that have been used to determine the assessment of effects.

Receptor Sensitivity

12.3.20 Areas along the highway routes that could be sensitive to changes in traffic / HGV volumes have been identified. Sensitive areas are defined by the presence of sensitive receptors, such as hospitals, residential properties, community centres, conservation areas, schools, equestrian facilities or accident black spots. Definitions of receptor sensitivity are provided within Table 12-5, identifying the type of resource and receptors which may be affected as set out in the IEMA Guidelines.

Table 12-5 Traffic and Transport Assessment – Receptor Sensitivity Receptor Resource Receptor Sensitivity Major Receptors of greatest sensitivity to traffic flow: schools, colleges, playgrounds, accident

blackspots, retirement homes, urban/residential roads without footways that are used by pedestrians (Paragraph 2.5 IEMA Guidelines). Moderate Traffic flow sensitive receptors Residents, workers, including: congested junctions, walkers, pedestrians doctors’ surgeries, hospitals, (sensitive groups such as shopping areas with roadside children, elderly and frontage, roads with narrow disabled), cyclists and footways, unsegregated

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Receptor Resource Receptor Sensitivity cycleways, community centres, equestrians using the parks, recreation facilities. highway.

Minor Receptors with some sensitivity to traffic flow: places of worship, public open space, nature conservation areas, listed buildings, tourist attractions and residential areas with adequate footway provision. Negligible Receptors with low sensitivity to traffic flows and those sufficiently distant from affected roads and junctions.

Magnitude of Change

12.3.21 The expected traffic generation of the Scheme during the construction has been quantified and where appropriate assessed against anticipated background traffic flows to outline the anticipated percentage increases in total vehicles and HGVs.

Significance of Effects

12.3.22 The overall significance of the effects is a judgement as to whether the magnitude and duration of impacts, when combined with the characteristics of the road network and the sensitivity of receptors would cause an adverse effect. The following criteria have been used to assess the significance of effects identified within IEMA Guidelines and through professional judgement.

Increase in Traffic Levels and Driver Delay

12.3.23 In order to determine the significance of effects, the following parameters have been considered:

. The sensitivity of each road on the construction routes; . The percentage increase in total traffic and/or HGVs as a result of the Scheme along each road on the construction routes. In accordance with the IEMA Guidelines, only links where increases in total traffic flow or HGV flows are in excess of 30% on any link, or 10% on links through sensitive areas, would be further assessed for effects (such as Public Transport Delay, Vulnerable Road Users, Accident and road safety and parking and loading); and . The environmental effects as set out within IEMA Guidelines on each link where the impacts of the Scheme are above the significance thresholds.

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Public Transport delay to Passengers

12.3.24 The following criteria from IEMA Guidelines and professional judgement are used to assess the effect on receptors.

. Any change to total journey times by public transport of more than 20% lasting for more than four weeks in any 12 month period. . Changes to bus services/bus stops or taxi facilities for over four weeks in any 12 month period.

Vulnerable Road User delay

12.3.25 The following criteria from IEMA Guidelines and professional judgement are used to assess the effect on receptors.

. Pedestrian severance occurs when there is difficulty experienced in crossing a heavily trafficked road. The guidance set out in the Highways Agency DMRB Volume 11, Section 3, Part 8, suggests that changes in net traffic flows of 30%, 60% and 90% are considered to have a minor, moderate and major effect in severance respectively; . Where there will be a temporary maximum increase in pedestrian journey length along a road or other public right of way for more than four weeks in any 12 month period; . Where there will be a temporary maximum increase in journey length along a road or other public right of way for cyclists and equestrians, for more than four weeks in any 12 month period; . The pedestrian amenity threshold, as set out in the IEMA Guidelines to assess the significance of change, is where the traffic flow is doubled (increase over 100%) or where the HGV flows are over 30%, 60% and 90% (considered to have minor, moderate and major effects respectively). Pedestrian amenity is defined as the relative pleasantness of a journey and is considered to be affected by traffic flow, traffic composition and footway width/separation from traffic; and . Where a temporary increase is forecast of more than 30% in lorries or total flow on a route intersecting a Public Right of Way (PRoW), bridleway or near an equestrian centre for more than four weeks in any 12 month period.

Accidents and Road Safety

12.3.26 Accidents and safety is assessed using the personal injury accident data obtained from highway authority records. The IEMA Guidelines recommend that professional judgement will be needed to assess the effects. The following criteria are used to assess the effect on receptors.

. Where junctions have had ten or more collisions in a three year period. . Where links have recorded ten or more collisions per 100m lengths in a three year period.

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Parking and Loading

12.3.27 IEMA Guidelines recommend that professional judgement is used to assess the parking and loading effects on receptors. The following criteria has been used.

. Loss of more than four weeks in any 12 month period of one or more on- street loading bays, five or more on street residents/businesses bays, five or more pedal cycle/motor cycle spaces and 20 general parking spaces or equivalent length of unrestricted kerbside space. 12.4 Existing Baseline Information

12.4.1 The following section outlines the baseline information obtained through desk based studies, consultation and surveys. The value of receptors is summarised in Section 12.6.

Goxhill

Highway Network

12.4.2 The existing highway network within the Goxhill study area is shown in Figure 12.1. Those roads that have been selected as construction routes have been highlighted on Figure 12.1. Details of the proposed route selection, operation and proposed effect on local areas, have been identified within an Initial TMP produced for the Scheme (DCO Document Reference 7.2.1).

12.4.3 Table 12-6 provides a summary of the surrounding highway network for the proposed construction routes. The speed limit is up to 60 mph on rural roads and then reduces to 30mph when entering the villages.

Table 12-6 Traffic and Transport Assessment - Summary of Surrounding Highway Network for Goxhill Site (Ref: Figure 12.1)

Road Classification Description Speed limit Land Use A15 A-Road Dual 60mph Rural carriageway with two lanes in each direction. B1206 B-Road Single 60mph Rural carriageway with one lane in each direction. B1206 Local Road Single 30mph Residential / Wold Road carriageway with Rural at one lane in each Barrow-upon- direction. Humber village

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Road Classification Description Speed limit Land Use College Local Road Single 60mph Rural Road carriageway with one lane in each direction. Thornton Local Road Single 60mph Rural Road carriageway with one lane in each direction. Ferry Road Local Road Single 30mph Residential / south of carriageway with Rural at North End one lane in each Goxhill village direction. Ferry Road Local Road Narrow single 30/60mph Residential / north of carriageway with Rural at North End two-way traffic. Goxhill village Passing places provided. East Local Road Narrow single 60mph Rural Marsh carriageway with Road two-way traffic. Passing places provided. Soff Lane Local Road Single 60mph Rural carriageway with one lane in each direction Church Local Road Single 60mph Rural Side carriageway with one lane in each direction. Chapel Local Road Single 60mph Rural Field Road carriageway with south of one lane in each Field direction. House Chapel Local Road Narrow single 60mph Rural Field Road carriageway with north of two-way traffic. Field Passing places House provided.

12.4.4 A summary of carriageway restrictions along the highway network have been identified as follows:

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. B-class and minor roads to the north of Goxhill have narrow single carriageways which cannot safely accommodate two-way traffic, with infrequent passing places; . Roads through Goxhill, North End and South End have narrow single carriageways and on-street parking is evident. There are also a series of tight bends in the carriageway alignment; and . B-class and minor roads have width restriction at bridges and have tight bends in the carriageway alignment and restrictions on turning movements at junctions.

12.4.5 Land use within the Goxhill study area is mainly rural/agricultural with industrial activities which generate a mix of HGVs and farm vehicles using the existing highway.

12.4.6 Goxhill village is located to the south west of the application site. Further west are the villages of Barrow-upon-Humber and Barton-upon-Humber. The villages consist of residential properties, schools, churches, local shops, public houses, community buildings and recreational green spaces.

Pedestrian and Equestrian Provision

12.4.7 Table 12-7 provides a summary of the footway provision along the proposed routes to the application site at Goxhill, making reference to connecting PRoWs as shown on Figure 12.1.

12.4.8 Footway provision is predominately limited to residential areas and grass verges are mainly provided on those roads through rural settings. Street lighting along the routes is minimal and limited to roads through villages. Bridleways connect to the highway network throughout the area, therefore indicating the presence of pedestrian and equestrian usage.

Table 12-7 Traffic and Transport Assessment - Summary of Pedestrian and Equestrian Provision for Goxhill Site Road Footway Provision Public Right of Way (Ref:Figure12.1) (footpaths and bridleways) A15 No provision No connection B1206 No provision - grass verges No connection only Thornton Road No provision - grass verges No connection only Wold Road Limited provision - footway No connection on one side of the carriageway past residential properties.

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Road Footway Provision Public Right of Way (Ref:Figure12.1) (footpaths and bridleways) College Road No provision – grass verges Footpath located midway only between Thornton Road and Soff Lane (No. 56) Ferry Road Limited provision - footway Footpaths are located south south of North on one side of the of Howe Lane (No. 55), End carriageway past residential south of Manor Lane (No. properties (north of Elm 54), north of Manor Lane Lane). Remainder is grass (No.53), south of Elm Lane verges only. (No. 49) and north of Elm Lane (No. 52). A bridleway is located on Mill Lane (No. 60) and North of Elm Lane (No. 58). Ferry Road north Limited provision - footway Footpath located on Skyes of North End on one side of the Lane (N0. 48) carriageway past residential properties (Gatehouse Road to Willow Lane). East Marsh No provision – grass verges No connection (nearest Road only footpath located along the Humber Estuary (No.50)). Soff Lane No provision – grass verges No connection. only. Church Side Limited provision – Narrow Footpaths located between section of footway on one Chapel Field Road and Soff side of the carriageway past Lane (No. 70) and Church residential properties. side, east of Chapel Field Road junction (No. 71). Chapel Field No provision – grass verges Footpath located south of Road south of only. Rurard Road (No. 64). Field House Chapel Field No provision – grass verges Footpath located between Road north of only. East Marsh Road and Ruard Field House Road (No. 72).

Cycling Provision

12.4.9 The following cycle routes/facilities connect to the construction route to the Goxhill area and shown on Figure 12.5:

. National Cycle Network Route 1 – Located on Burnham Road; . Bridleway (No.60) located on Mill Lane; The River Humber Gas Pipeline Replacement Project Page 16

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. Bridleway (No. 58) located North of Elm Lane; and . Local Route – Located on the A1077 Barrow Road.

12.4.10 There are no designated cycle routes located on the proposed construction traffic routes to the application site boundary at Goxhill. However, it is likely that cyclists would still be using the surrounding local highway network for predominantly leisure trips. Cyclists may also use local bridleways within the area as an alternative to using the carriageway.

Public Transport

12.4.11 Goxhill train station is located to the north of Howe Lane and is served by train operator Northern Rail. The station provides services to Barton-upon-Humber and Cleethorpes and operates a minimal service of one train every one to two hours throughout the day. A level crossing for the north-south railway line is located on Soff Lane, east of the junction with College Road.

12.4.12 There are a number of bus routes serving the Goxhill study area that currently operate on roads identified as provisional traffic routes to the application site. The routes are summarised in Table 12-8.

Table 12-8 Traffic and Transport Assessment - Summary of Bus Services near Goxhill Site Bus Service Route Frequency 252 Goxhill - Barton Once a day 260 The Villager 13 times a day 360 Scunthorpe Colleges - East Halton Twice a day 450 Immingham - Barton - Brigg 6 times a day 550 Burnham - Barton Baysgarth School Twice a day 552 Baysgarth School - South Killingholme Twice a day 553 Goxhill - Barton Baysgarth School Twice a day 555 Thornton Abbey - Barton Baysgarth Twice a day School S1 Caistor - Barton Upon Humber Once a day

Collision Data

12.4.13 Five year collision data from 2009-2013 was obtained from North Lincolnshire Council for all proposed construction routes to the application site at Goxhill. A summary of collision locations is provided below in Table 12-9. Details on the collision search area and causation factors can be found within the Initial TMP produced for the Scheme (DCO Document Reference 7.2.1).

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Table 12-9 Traffic and Transport Assessment – Summary of Five year Collision data from 2009-2013 for Goxhill Area Collision Severity Collision Type Road Total Fatal Serious Slight Ped Cycle Powered HGV -two- wheelers A15 / B1206 9 0 2 7 0 1 1 2 junction B1206 from A15 to 10 0 1 9 0 0 0 2 Barrow upon Humber Wold 4 0 1 3 0 0 0 0 Road Wold Road / College 6 0 2 4 0 1 0 3 Road junction Thornton Road / College 3 0 1 2 0 0 0 2 Road junction Thornton Road / Goxhill 4 0 0 4 0 1 0 1 Road junction College 2 1 0 1 0 0 0 0 Road Soff 2 1 0 1 0 0 0 1 Lane Church 1 0 0 1 0 0 0 0 Side Ferry 3 0 1 2 0 0 0 1 Road

12.4.14 The following observations can be made from the five year collision data in Table 12-9:

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. Two collisions caused fatal injuries, these occurred on Soff Lane and College Road; . Eleven collisions caused serious injuries and 25 collisions caused slight injuries; . Collison clusters are located at junctions along the proposed construction vehicles routes; . There have been a high proportion of collisions involving HGVs at junctions; . Four collisions involved vulnerable road users, with one collision involving a powered-two-wheeler and three involving cyclists; and . There have been no collisions involving pedestrians, despite the limited provision of footways throughout the area. Traffic Flow Data

12.4.15 Traffic surveys were undertaken at strategic locations on the proposed routes to the application site at Goxhill. The surveys were required to determine the existing level of traffic on the existing highway network.

12.4.16 The ATC surveys were undertaken for a 7-day period from Tuesday 16th September 2014 to Monday 22nd September 2014 at the following sites:

. B1206 Wold Road, south of College Road; . College Road, west of Thornton Road; . Ferry Road, south of Mill Lane; and . Churchside between Chapel Field Road and Soff Lane.

12.4.17 Additional ATC data was collected on 7-day period from Friday 4th December 2014 to Thursday 10th December 2014 at the following locations:

. B1206 Wold Road, south of A1077; . Ferry Road, south of Howe Lane; . Ferry Road, north of Neatgangs Lane; . East Marsh Road, east of Horsegate Field Road; and . Chapel Field Road, north of Ruard Road.

12.4.18 The Manual Classified Counts were undertaken on Thursday 18th September over the 12 hour period between 07:00-19:00 hours at the following locations:

. B1206 Wold Road / College Road junction; . College Road / Thornton Road; . Ferry Road / North End junction; . College Road / Soff Lane; and . College Road / Churchside.

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12.4.19 The locations of all ATC and MCC surveys undertaken are shown on Figure 12.3 and survey data can be found within the Transport Assessment (DCO Document Reference 7.2).

12.4.20 Table 2-10 provides a summary of the traffic flows recorded within the Goxhill study area over a 12 hour and 18 hour period.

12.4.21 It should be noted that the MCC surveys were undertaken over a 12 hour period. Therefore, the 18 hour flow data shown in Table 12-10 for these sites has been calculated by applying a conversion factor derived by the change in flow recorded at the ATC survey sites undertaken within the Goxhill area. The following factors have therefore been applied to the 12 hour flow data:

. 12 hour to 18 hour flow – Total Flow (1.13) / HGV (1.08).

Table 12-10 Traffic and Transport Assessment - Summary of Traffic Flow Data for Goxhill Site Road Baseline 2014 Average Weekday Traffic Flows (Ref:Figure12.1) 12 hour flows 18 hour flows Total HGV Total HGV B1206 Wold Road 2446 290 2834 318 (south of College Road) Wold Road (south of 1849 210 2136 229 A1077) College Road west 2165 52 2513 59 of Thornton Road Ferry Road (south of 957 57 1109 61 Mill Lane) Ferry Road (south of 3425 71 3990 75 Howes Lane) Ferry Road (north of 477 79 539 86 N End)* Ferry Road (north of 103 3 110 3 Neatgangs) East Marsh Road 117 1 128 2 (east of Horsegate Field Road) Chapel Field Road 79 4 85 5 (north of Ruard Road) Churchside 348 26 393 28 Soff Lane* 635 108 718 117 College Road (east 2599 177 2937 192 of Soff Lane)*

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Road Baseline 2014 Average Weekday Traffic Flows (Ref:Figure12.1) 12 hour flows 18 hour flows Total HGV Total HGV Thornton Road 1242 64 1403 69 (north of College Road)* Note: 18hour flows for roads indicated with a (*) have been generated using the conversion factor.

Paull

Highway Network

12.4.22 The existing highway network near the Paull Site is shown in Figure 12.2. Those roads that have been selected as the preferred construction route to/from the Site have been highlighted. Details of the proposed route selection, operation and proposed effect on local areas have been identified within an Initial TMP produced for the Scheme (DCO Document Reference 7.2.1).

12.4.23 Table 12-11 provides a summary of the surrounding highway network for the proposed construction routes. It can be seen that the speed limit is 40 / 60 mph on the rural roads and then reduces to 30mph when entering residential areas.

12.4.24 A summary of carriageway restrictions along the highway network have been identified as follows:

. Farbridge Lane is a narrow single carriageway road with two-way traffic. There are currently no passing places which restricts two-way movement between Rose Hill farm track road and Paull Road; . Thorngumbald Road is a narrow single carriageway road with two-way traffic. There are currently no passing places which restricts two-way movement; and . Thorngumbald Road has a tight left hand bend leading on to Dark Lane. Visibility is obscured on the approach to the bend due to adjacent trees/hedgerows.

12.4.25 Land use surrounding the application site at Paull is mainly rural/agricultural with residential properties located along Back Road together with an industrial unit and fuel supplier’s yard. This generates a mix of residential, farm and HGVs using the existing highway. Fort Paull and Paull Holme Strays Nature Reserve are located west of Thorngumbald Road.

12.4.26 Thorngumbald village is located to the north east of the application site at Paull. The village consists of residential properties, schools, churches, local shops, public houses, community buildings and recreational green spaces.

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Table 12-11 Traffic and Transport Assessment - Summary of Surrounding Highway Network for Paul Site

Road (Ref: Classification Description Speed Limit Land Use Figure12.2) A1033 A-Road Dual 40mph Commercial carriageway with one lane in each direction A1033 / Main A-Road Single 40/60mph Rural / Road carriageway residential with one lane past village in each direction A1033 / Hull A-Road Single 40mph Rural Road carriageway with one lane in each direction Paull Road Local Road Single 40/60mph Rural carriageway with one lane in each direction Back Road Local Road Single 30mph Rural / carriageway Residential with two-way traffic Thorngumbald Local Road Narrow single 30/60mph Rural / Road carriageway Residential with two-way traffic. No passing places Dark Lane Local Road Narrow single 60mph Rural carriageway with two-way traffic. No passing places Hooks Lane Local Road Narrow single 30/60mph Rural / carriageway Residential with two-way traffic

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Pedestrian and Equestrian Provision

12.4.27 Table 12-12 provides a summary of the footway provision along the proposed routes to the application site in Paull, making reference to connecting Public Rights of Way (PRoW) and bridleways as shown on Figure 12.2.

12.4.28 It can be seen that footway provision is predominately limited to residential areas and grass verges are mainly provided on those roads through rural settings. Street lighting along the routes is minimal and limited to roads through villages. Bridleways connect to the highway network throughout the area, therefore indicating the presence of pedestrian and equestrian usage.

Table 12-12 Traffic and Transport Assessment - Summary of Pedestrian and Equestrian Provision near Paull Site Road Footway Provision Public Right of Way (Ref:Figure12.2) (footpaths and bridleways) A1033 Hedon No provision No connection Road A1033 / Main Limited provision – grass Footways and Bridleway Road verges only then located north of Havenside footways from the B1240 to Hooks Lane through the village A1033 / Hull Limited provision – No connection Road footway on one side of the carriageway Paull Road No provision – grass Footpath located at bridge over verges only Burswick Drain connecting to Havenside Back Road Footways provided on No connection one side of the carriageway Thorngumbald Limited provision – Footway located at Road sections of footway on Thorngumbald Drain (No.1 and one side of the 2). A footpath (No. 6) is located carriageway. Remainder south of Thorngumbald Road grass verges only. connection to footpath No. 1 Dark Lane No provision – grass Footway located at Haylands verges only Drain (No.) Hooks Lane Limited provision – No connection footway on one side of the carriageway past

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Cycling

12.4.29 The following cycle routes/facilities are provided to the north west of the Paull area as shown on Figure 12.6:

. National Route 66 – East-west traffic free section located north of Hedon Road and parallel to Hedon Road; . Local route – Kingston-Upon-Hull Link located on A1033 Hull Road segregated foot/cycleway; and . Local route – Hedon to Partridge Route located on traffic free section north of A1033, Hedon village connecting to Route 66 and Station Road.

12.4.30 Although there are no designated cycle routes on the proposed construction traffic routes, it is likely that cyclists would still be using the surrounding local highway network for predominantly leisure trips. Cyclists may also use local bridleways within the area as an alternative to using the carriageway. Evidence of this is the South Holderness Cycle Map, produced by East Riding of Yorkshire Council, which shows Ride 4 using the roads proposed to be used by construction traffic.

Public Transport

12.4.31 There are no train stations located within the vicinity of the application site in Paull. The nearest station is located in the City of Hull to the west of the application site.

12.4.32 There are a number of bus routes serving the Paull study area that currently operate on roads identified as provisional traffic routes to the application site. The East Yorkshire Motor Company bus routes are summarised in Table 12-13.

Table 12-13 Traffic and Transport Assessment - Summary of Bus Services near Paull Site Bus Service Route Frequency 35 Hull – Willerby Square One an hour

75 Hull - Withernsea via Brunswick One an hour 76 Hull - Withernsea via Ryehill One an hour 77 Hull - Hedon One every two hours 78 Hull - Hedon One every two hours 175 Hull - Withernsea Twice a day

Collision Data

12.4.33 Five year collision data from 2009-2013 was obtained from East Riding Council for all proposed construction routes to the application site in Paull. A summary of collision locations is provided below in Table 12-14 and details on the collision search area and causation factors can be found within the Initial TMP produced The River Humber Gas Pipeline Replacement Project Page 24

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for the Scheme and the Transport Assessment (DCO Document Reference 7.2.1 and DCO Document Reference 7.2 respectively).

Table 12-14 Traffic and Transport Assessment - Summary of Five year Collision data from 2009-2013 near Paull Site Collision Severity Collision Type Road Total Fatal Serious Slight Ped Cycle Powered- HGV two- wheelers Thorngumbald 2 0 0 2 0 0 0 0 Road Paull Road 3 0 1 2 1 0 0 0 Farbridge Lane / Paul 1 0 0 1 0 0 0 0 Road junction Dark Lane 1 0 1 0 0 0 0 0 Bellcroft Lane 1 0 0 1 0 0 0 0

12.4.34 The following observations can be made from the five year collision data in Table 12-14:

. Of the eight collisions recorded only two caused serious injuries with the remainder resulting in slight injuries; . HGVs have not been involved in any collisions; and . One collision involved a pedestrian and there has been no collisions involving cyclist or powered-two-wheelers. Traffic Flow Data

12.4.35 Traffic surveys were undertaken at strategic locations on the proposed routes to the application site in Paull. The surveys were required to determine the existing level of traffic on the existing highway network.

12.4.36 The ATC surveys were undertaken for a 7-day period from Tuesday 16th September 2014 to Monday 22nd September 2014 at the following sites:

. Paull Road; . Back Road; . Hooks Lane; and . A1033 Main Road.

12.4.37 Additional ATC data was collected on for a 7-day period from Friday 4th December 2014 to Thursday 10th December 2014 at the following location:

. Thorngumbald Road, west of Paull Holme.

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12.4.38 The Manual Classified Counts were undertaken on Thursday 18th September 2014 over the 12 hour period between 07:00-19:00 hours at the following locations:

. Farbridge Road / Private access road to Rose Hill Farm junction; . Paull Road / Farbridge Lane junction; . Paull Road / Back Road / Main Street junction; and . Hooks Lane / A1033 main road.

12.4.39 The locations of all ATC and MCC surveys undertaken as shown on Figure 12.4 and survey data can be found within the Transport Assessment (DCO Document Reference 7.2).

12.4.40 Table 12-15 provides a summary of the traffic flows recorded within Paull. It should be noted that the MCC surveys were undertaken over a 12 hour period. Therefore, the 18 hour flow data shown in Table 12-15 for these sites has been calculated by applying a factor derived by the change in flow recorded at the ATC survey sites undertaken within the Paull area. The following factors have therefore been applied to the 12 hour flow data:

. 12 hour to 18 hour flow – Total Flow (1.19) / HGV (1.12)

Table 12-15 Traffic and Transport Assessment - Summary of Traffic Flow Data for Paull Site Baseline 2014 Average Weekday Traffic Flows Road (Ref:Figure12.4) 12 hour flows 18 hour flows Total HGV Total HGV Paull Road 1464 37 1749 45 Back Road 1017 15 1229 16 Hooks Lane 1092 9 1277 10 Hooks Lane, south of junction with A1033* 1091 31 1303 35 A1033 main road 8308 130 10000 147 A1033 main road north of Hooks Lane junction* 7348 474 8774 0 Farbridge Lane west of Rose Hill Farm* 651 31 777 35 Rose Hill Farm Private Road* 56 2 67 112 Farbridge Lane west of Paull Road* 1655 100 1976 112 Back Road* 1007 29 1202 33 A1033 Main Road south of New Road Junction* 7919 346 9456 388

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Baseline 2014 Average Weekday Traffic Flows Road (Ref:Figure12.4) 12 hour flows 18 hour flows Total HGV Total HGV Thorngumbald Road 513 14 590 16 Note: 18 hour flows for roads indicated with a (*) have been generated using the conversion factor. 12.5 Future Baseline Information

12.5.1 The following section predicts what the future baseline would be without the Scheme.

12.5.2 A number of factors may change the existing baseline conditions during the years up to and including the development construction period for the following reasons. A summary of these can be found within Table 12-16 below.

Table 12-16 Traffic and Transport Assessment - Summary of Potential Changes to Baseline Conditions Potential Change Likelihood of Change New cycle routes, At this time it is understood that there are no plans bridleways or PROWs for new cycle routes, bridleways of PROWs and on or connecting to bridleways within the Goxhill and Paull study areas. highway network New bus services on At this time it is understood that there are no plans the existing highway for new bus routes within the Goxhill and Paull study network areas. New highway Consultation with North Lincolnshire and East improvement schemes Riding of Yorkshire Councils identified that there are presently no highway schemes proposed between by 2016 and 2019 within the Goxhill and Paull study areas. Change in the number Unknown, latest accident data has been analysed. of collisions, causation and trend pattern

12.6 Receptors Potentially Affected

Goxhill

Sensitivity Assessment

12.6.1 Table 12-17 identifies those roads on the construction route for Goxhill for which a detailed assessment was not considered a requirement (i.e. they have been ‘scoped out’); together with an explanation as to why they were scoped out from

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the detailed assessment. These roads are all A-roads or Motorways where the exiting traffic flows are high and have a high proportion of HGVs.

Table 12-17 Traffic and Transport Assessment – Summary of Receptors Scoped out of the Detailed Assessment for Goxhill Road Rationale for Scoping out of Detailed Assessment A15 M62

M1 All roads are suitable to support the construction M18 traffic therefore no assessment is required. M180 A15 A63

12.6.2 For the remaining roads which form the construction route, to/from the Goxhill site, a detailed assessment on the significance of effects on receptors has been undertaken using the sensitivity criteria identified within Section 12.3.21. For the Goxhill area, receptors have been identified as residents, workers, walkers, pedestrians (sensitive groups such as children, elderly and disabled), cyclists and equestrians using the highway. Table 12-18 below identifies the Receptor Sensitivity of each road on the construction traffic route.

Table 12-18 Traffic and Transport Assessment - Summary of Receptor Sensitivity along the Goxhill Construction Route Road Description Receptor Sensitivity B1206 Wold Residential area, Minor Road (south of sufficient footway width College Road) provided, low trip attractors, single carriageway road. B1206 Wold Residential area, limited Minor Road (south of footway provision, low A1077) trip attractors, single carriageway road. College Road Low frontage activity, no Minor west of Thornton footways but grass Road verges provided, single carriageway road, road is link between Goxhill and Barton-upon- Humber villages.

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Road Description Receptor Sensitivity Ferry Road (south Mix of agricultural and Major of Mill Lane) residential frontages, footway provision limited, although there are grass verges, narrow road with two-way movement, Goxhill School, village shops and train station located nearby, connection to PRoWs. Ferry Road (south Residential properties Major of Howes Lane) footways provided although there are grass verges, single carriageway road, Goxhill School and village shops and train station located nearby, connection to PRoWs. Ferry Road (north Mainly rural with a few Moderate of N End) residential properties, limited footway provision, although there are grass verges, narrow road with restricted two- way movement, connection to PRoWs Ferry Road (north Mainly rural with a few Moderate of Neatgangs) residential/farm properties, no footway provision, although there are grass verges, narrow road with restricted two- way movement. East Marsh Road Mainly rural with a few Moderate (east of residential/farm Horsegate Field properties, no footway Road) provision, although there are grass verges, narrow road with restricted two- way movement, part of equestrian exercise route.

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Road Description Receptor Sensitivity Chapel Field Mainly rural no footway Moderate Road (north of provision, although there Ruard Road) are grass verges, narrow road with restricted two- way movement, connection to PRoW. Churchside Rural with residential Moderate properties, no footway provision, although there are grass verges, narrow road with restricted two- way movement, connection to PRoW. Soff Lane Mainly rural with Minor residential/industrial/farm properties to the west, no footway provision, although there are grass verges, single carriageway road. College Road Low frontage activity, no Minor (east of Soff footways but grass Lane) verges provided, single carriageway road. Thornton Road Residential properties Moderate (north of College accessed from setback Road) driveways, no footways provided although there are grass verges, single carriageway road, road is link between Goxhill and Barton-upon- Humber villages.

Increase in Traffic Levels and Driver Delay

12.6.3 In order to determine the significance of effects, the following parameters have been considered:

. The sensitivity of each road on the construction route; . The percentage increase in total traffic and/or HGVs as a result of the Scheme along each road on the construction route. In accordance with the IEMA Guidelines, only links where increases in total traffic flow or HGV flows are in excess of 30% on any link, or 10% on links through sensitive areas, would be further assessed for effects (such as public transport delay, The River Humber Gas Pipeline Replacement Project Page 30

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vulnerable road users, accident and road safety and parking and loading); and . The environmental effects as set out within IEMA Guidelines on each link where the impacts of the Scheme are above the significance thresholds.

12.6.4 For the purpose of this assessment it has been assumed that all roads are considered to fall within sensitive areas and are therefore subject to assessment where a net increase in traffic flow is over 10% and when the increase in HGV flows is over 30%. This has been decided due to the presence of residential properties, a school, train station, the number of PRoWs that access the construction route and the presence of equestrians.

12.6.5 An assessment has been undertaken using the predicted increase in weekday average traffic flows for a 12 hour period on those roads which form part of the construction route to the Goxhill Site. The predicted increase in traffic flows during peak construction periods has also been assessed as a worst case scenario for the same 12 hour period. The 12 hour assessment period has been used as this will be the core operational hours when construction vehicles will be arriving/leaving the site between 07:00-19:00hrs. However, it should be noted that the duration of peak traffic flow movements would only extend over a one month period (between the 23-24 month of the programme) as shown on Plate 12-1.

12.6.6 Table 12-19 provides a summary of the baseline 12 hour average traffic flows, the predicted construction traffic movements associated with the Goxhill site and the predicted percentage increase in weekday average traffic flows. It can be seen that all roads, except for the B1206 Wold Road and College Road, east of Soff Lane, have a predicted increase in total traffic of 10% or 30% of HGV flows and therefore may have a minor adverse effect on driver delay. Those roads that are above these thresholds have been highlighted.

12.6.7 Table 12-20 provides a summary of the baseline 12 hour average traffic flows, the predicted peak construction traffic movements associated with the Paull site and the predicted percentage increase in weekday average traffic flows. It can be seen that all roads would have either a predicted increase in total traffic of 10% or 30% of HGV flows and would require detailed assessment of significance effects on receptors and therefore may have an adverse effect on receptors. Those roads that are above these thresholds have been highlighted.

12.6.8 Using the worst case scenario (peak traffic flow for construction), all roads would be subject to further detailed assessment identifying the impact on public transport, vulnerable road user delay, accidents and Road Safety and Parking and Loading.

Public Transport delay to Passengers

12.6.9 There are a number of bus routes that serve the local area of Goxhill and travel along the construction route as identified within Section 12.4.12. However, it is considered that these would not be significantly affected by the increase in traffic generated by the construction of the Scheme. The reasoning for this is that there The River Humber Gas Pipeline Replacement Project Page 31

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are no planned road closures, diversions or changes being made to existing speed limits for the general public, therefore there would be minimal delay to buses. Potential minimal delay may be experienced where there would be localised traffic management on the highway to assist the movement of HGVs where there are restrictions in carriageway width or visibility. This would be in the form of traffic marshals at each site access/egress and would be for short periods of time with minimal delay imposed on traffic. There may also be minimal delay due to construction vehicles (including abnormal loads) travelling at a slightly reduced speed on the highway network. The TMP driver manual would state that construction drivers should travel at 25mph on 30mph roads and 40mph on roads where the current speed limit is 60mph.

12.6.10 There would also be no change to bus services or to boarding/alighting bus passengers.

Vulnerable Road User delay

12.6.11 The assessment of pedestrian severance has been undertaken. Table 12-21 shows significance of effects on receptors due to the increase in traffic flows. It can be seen that there would be a negligible effect on most roads as the net traffic increase would be less than 30%. However, a major adverse effect would be seen on those roads where the baseline traffic flow is notably low, such as East Marsh Road.

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Plate 12-1 Summary of Goxhill Forecast Total Traffic Volumes Generated by the Scheme over the Construction Period

5000 Total Number Traffic Movements Total Number HGV Movements 4500

4000

3500 Month

Per 3000

2500 Movements

2000 Traffic

of 1500 Numbr 1000 Total 500

0 1 3 5 7 9 11131517192123252729313335 Month

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Table 12-19 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Average Traffic Flow for Goxhill Site Baseline Weekday Baseline Flows Percentage Average Average with Increase Flows Construction Construction Traffic flows Traffic Flows Road (Ref: Figure 12.1) Total HGV Total HGV Total HGV Total HGV B1206 Wold Road 2446 290 138 58 2584 348 6% 20% Wold Road (south of A1077) 1849 210 138 58 1987 268 7% 28% College Road west of Thornton Road 2165 52 138 58 2303 110 6% 112% Ferry Road (south) 957 57 99 30 1056 87 10% 52% Ferry Road (south of Howe Lane) 3425 71 99 30 3524 101 3% 42% Ferry Road north of N End 477 79 99 30 576 109 21% 38% Ferry Road (north of Neatgangs) 103 3 99 30 202 33 96% 938% East Marsh Road 117 1 99 30 216 31 85% 2143% Chapel Field Road 79 4 97 28 176 32 122% 636% Churchside 348 26 97 28 445 54 28% 108% Soff Lane 635 108 97 28 732 136 15% 26% College Road east of Soff Lane 2599 177 97 28 2696 205 4% 16% Thornton Road 1242 64 99 30 1341 94 8% 47% Note: Changes in net traffic flows of 10% or increase of 30% of HGV flows have been highlighted

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Table 12-20 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Traffic Flow for Goxhill Site using Peak Construction Flows Baseline Weekday Peak Baseline Percentage Average Flows Construction Flows with Change Traffic flows Construction Traffic Flows Road (Ref: Figure 12.1) Total HGV Total HGV Total HGV Total HGV B1206 Wold Road 2446 290 220 103 2666 393 9% 35% Wold Road (south of A1077) 1849 210 220 103 2069 313 12% 49% College Road west of Thornton Road 2165 52 220 103 2385 155 10% 198% Ferry Road (south) 957 57 169 59 1125 116 18% 102% Ferry Road (south of Howe lane) 3425 71 169 59 3594 130 5% 82% Ferry Road north of N End 477 79 169 59 646 138 35% 74% Ferry Road (north of Neatgangs) 103 3 169 59 271 62 164% 1828% East Marsh Road 117 1 169 59 285 60 145% 4179% Chapel Field Road 79 4 155 45 234 49 195% 1023% Church Side 348 26 155 45 503 71 44% 173% Soff Lane 635 108 155 45 790 153 24% 42% College Road east of Soff 2754 222 6% 25% Lane 2599 177 155 45 Thornton Road 1242 64 169 59 1411 123 14% 91% Note: Changes in net traffic flows of 10% or increase of 30% of HGV flows have been highlighted

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12.6.12 An assessment of pedestrian amenity has been undertaken. Table 12-22 shows the significance of effects on receptors due to the increase in traffic flows. Although the net traffic increase is below 100% on most roads, the increase in HGVs would be greater than 30%. A high proportion of roads would have a major adverse effect, where HGV flows would increase by over 90%. The reason for this is that that baseline HGV flows on these roads is notably low. However, it should be noted that some roads are provided with sufficiently wide footways and wide grassed verges providing a safe area for pedestrians to wait should they encounter large construction vehicles. The likely trip attractors within the area is also relatively low and pedestrian flows vary along the construction route.

12.6.13 The Scheme at Goxhill would not require the closure of any PRoWs/ bridleways. Therefore, pedestrians would not need to be diverted or change their intended walking routes.

12.6.14 An assessment of all roads on the construction route was undertaken to identify all intersections with PRoWs and bridleways (refer to Table 12-7 for locations). Table 12-23 summaries the impact on users of the PRoWs and bridleways. It was identified that there would be a moderate/major adverse effect on receptors on Ferry Road and a major adverse effect on receptors on Chapel Field Road and Churchside.

Accidents and Road Safety

12.6.15 Accidents and safety is assessed using the personal injury accident data obtained from highway authority records.

12.6.16 A review of the accident data for the roads which form the construction route to/from the Goxhill site was undertaken in Section 12.4. From Table 12-9 it was identified that there were no junctions or links with 10 or more accidents.

12.6.17 However, on the construction route to the Goxhill site there are roads which have carriageway width restrictions and poor surfacing, tight geometry at junctions and visibility limitations. The increased number of HGVs using these routes may therefore affect road conditions and road safety. Therefore, it is considered that there would be a moderate adverse effect on receptors on affected roads.

Parking and Loading

12.6.18 The scheme does not require the loss of any on street loading or parking bays as construction vehicles would be parked within the site. However, residents on Ferry Road would be requested to use their driveways instead of kerbside parking to aid the free movement of two-way HGV movements along this section of the construction route. Therefore, the impact on receptors would be negligible.

Summary of Sensitivity Effects on Receptors

12.6.19 The potential receptors identified in Section 12.4 from the desk study, consultation and surveys have been assigned a value in accordance with guidance outlined in paragraph 12.3.3. These values take into consideration both

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the receptor sensitivity for each road on the construction traffic route and the magnitude of effects assessment for each .

12.6.20 Table 12-24 provides a summary of the significance of effects before mitigation measures have been introduced. This is judged on the relationship of the magnitude of impact of each assessment criteria to the assessed sensitivity of each receptor.

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Table 12-21 Traffic and Transport Assessment – Impact on Level of Pedestrian Severance for Goxhill Baseline Weekday Baseline Percentage Assessment Average Flows Average Flows with Change of Effect Construction Construction Traffic flows Traffic Flows Road (Ref: Figure 12.1) Total HGV Total HGV Total HGV Total HGV Total B1206 Wold Road 2446 290 220 103 2666 393 9% 35% Negligible Wold Road (south of A1077) 1849 210 220 103 2069 313 12% 49% Negligible College Road west of Thornton Road 2165 52 220 103 2385 155 10% 198% Negligible Ferry Road (south of Mill Negligible Lane) 957 57 169 59 1125 116 18% 102% Ferry Road (south of Howe Negligible lane) 3425 71 169 59 3594 130 5% 82% Ferry Road (north of N End) 477 79 169 59 646 138 35% 74% Minor adverse Ferry Road (north of Neatgangs Lane) 103 3 169 59 271 62 164% 1828% Major adverse East Marsh Road 117 1 169 59 285 60 145% 4179% Major adverse Chapel Field Road 79 4 155 45 234 49 195% 1023% Major adverse Churchside 348 26 155 45 503 71 44% 173% Minor adverse Soff Lane 635 108 155 45 790 153 24% 42% Negligible College Road west of Soff 155 45 2754 222 6% 25% Lane 2599 177 Negligible Thornton Road 1242 64 169 59 1411 123 14% 91% Negligible Note: Changes in net traffic flows of over 30%, 60% and 90% are considered minor, moderate and major effects and have been highlighted.

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Table 12-22 Traffic and Transport Assessment – Impact on Level of Pedestrian Amenity for Goxhill

Baseline Weekday Baseline Flows Percentage Assessment Average Flows Average with Increase of Effect Construction Construction Traffic flows Traffic Flows Road (Ref: Figure 12.1) Total HGV Total HGV Total HGV Total HGV Total B1206 Wold Road 2446 290 220 103 2666 393 9% 35% Minor adverse Wold Road (south of A1077) 1849 210 220 103 2069 313 12% 49% Minor adverse College Road west of Thornton Road 2165 52 220 103 2385 155 10% 198% Major adverse Ferry Road (south of Mill Major adverse Lane) 957 57 169 59 1125 116 18% 102% Ferry Road (south of Moderate Howe lane) 3425 71 169 59 3594 130 5% 82% adverse Ferry Road (north of N Moderate End) 477 79 169 59 646 138 35% 74% adverse Ferry Road (north of Neatgangs) 103 3 169 59 271 62 164% 1828% Major adverse East Marsh Road 117 1 169 59 285 60 145% 4179% Major adverse Chapel Field Road 79 4 155 45 234 49 195% 1023% Major adverse Churchside 348 26 155 45 503 71 44% 173% Major adverse Soff Lane 635 108 155 45 790 153 24% 42% Minor adverse College Road east of Soff 155 45 2754 222 6% 25% Minor adverse Lane 2599 177 Thornton Road 1242 64 169 59 1411 123 14% 91% Major adverse

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Note: Changes are highlighted where either the net traffic flow would be doubled (over 100%) or when there would be an increase in HGV flows of over 30%, 60% and 90% (considered minor, moderate and major effects respectively).

Table 12-23 Traffic and Transport Assessment – Impact on users of PRoWs and Bridleways for Goxhill Baseline Weekday Baseline Flows Percentage Assessment of Effect Average Flows Average with Change Construction Construction Traffic flows Traffic Flows Road (Ref: Figure 12.1) Total HGV Total HGV Total HGV Total HGV Total B1206 Wold Road 2446 290 220 103 2666 393 9% 35% No PRoWs/bridleways Wold Road (south of A1077) 1849 210 220 103 2069 313 12% 49% No PRoWs/bridleways College Road west of Thornton Road 2165 52 220 103 2385 155 10% 198% No PRoWs/bridleways Ferry Road (south of Mill Lane) 957 57 169 59 1125 116 18% 102% Major adverse Ferry Road (south of Howe lane) 3425 71 169 59 3594 130 5% 82% Moderate adverse Ferry Road (north of N End) 477 79 169 59 646 138 35% 74% Moderate adverse Ferry Road (north of Neatgangs) 103 3 169 59 271 62 164% 1828% No PRoWs/bridleways East Marsh Road 117 1 169 59 285 60 145% 4179% No PRoWs/bridleways Chapel Field Road 79 4 155 45 234 49 195% 1023% Major adverse Churchside 348 26 155 45 503 71 44% 173% Major adverse Soff Lane 635 108 155 45 790 153 24% 42% No PRoWs/bridleways College Road east of Soff 155 45 2754 222 6% 25% Lane 2599 177 No PRoWs/bridleways Thornton Road 1242 64 169 59 1411 123 14% 91% No PRoWs/bridleways

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Note: Changes have been highlighted where the net traffic flow would be over 10% or where there would be an increase in HGV flows of over 30%, 60% and 90% (considered minor, moderate and major effects respectively where there is a connection to a PRoW.

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Table 12-24 Traffic and Transport Assessment – Summary of Effects on Receptors for Goxhill Road/Receptor (Ref: Pedestrian Pedestrian PRoWs and Accidents and Road Parking and Driver / Public Figure 12.1) Severance Amenity Bridleways Safety Loading Transport Delay

B1206 Wold Road Negligible Negligible No Negligible Negligible Negligible PRoWs/bridleways

Wold Road (south of Negligible Negligible No Negligible Negligible Negligible A1077) PRoWs/bridleways

College Road (west of Negligible Moderate No Negligible/Minor adverse Negligible Negligible Thornton Road) Adverse PRoWs/bridleways at College Road / Thornton Road junction

Ferry Road (south of Minor Major Major adverse Negligible Negligible Negligible Mill Lane) Adverse Adverse

Ferry Road (south of Minor Major Major adverse Negligible Negligible Negligible Howe lane) Adverse Adverse

Ferry Road (north of N Minor Moderate Moderate adverse Minor adverse Negligible Negligible End) adverse Adverse

Ferry Road (north of Major Major No Moderate adverse Negligible Negligible Neatgangs) adverse Adverse PRoWs/bridleways

East Marsh Road Major Major No Moderate adverse Negligible Negligible adverse Adverse PRoWs/bridleways but an equestrians

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Road/Receptor (Ref: Pedestrian Pedestrian PRoWs and Accidents and Road Parking and Driver / Public Figure 12.1) Severance Amenity Bridleways Safety Loading Transport Delay

present – Moderate Adverse

Chapel Field Road Major Major Major adverse Minor adverse Negligible Negligible adverse Adverse

Churchside Minor Major Major adverse Negligible Negligible Negligible adverse Adverse

Soff Lane Negligible Negligible No Negligible Negligible Negligible PRoWs/bridleways

College Road east of Negligible Negligible No Negligible Negligible Negligible Soff Lane PRoWs/bridleways

Thornton Road Negligible Minor No Minor adverse Negligible Negligible Averse PRoWs/bridleways

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Paull

Sensitivity Assessment

12.6.21 Table 12-25 identifies those roads on the construction route for the Paull site for which a detailed assessment was not considered a requirement (i.e. they have been ‘scoped out’); together with an explanation as to why they were scoped out from the detailed assessment. These roads are all A-roads or Motorways where the existing traffic flows are high and have a high proportion of HGVs.

Table 12-25 Traffic and Transport Assessment – Summary of Receptors Scoped out of the Detailed Assessment for Paull Receptor Rationale for Scoping out of Detailed Assessment Highway A1(M)

M1 All roads are suitable to support the M62 construction traffic therefore no assessment is M18 required. A63 A1033 (Hedon Road / Hull Road) Rose Hill This is a private road therefore no assessment Farm track is required. road

12.6.22 Two construction route options to the Paull site have been investigated from Paull Road. The routes were:

. One-way clockwise route through Paull and Thorngumbald Villages; and . Two-way route on a track road through Rose Hill Farm and on Thorngumbald Road.

12.6.23 To reduce the effects on receptors, particularly through the villages, the preferred option was identified as utilising the Rose Hill farm track as shown on Figure 12.2.

12.6.24 The remaining roads, which form the preferred construction route, to/from the Paull site through Rose Hill Farm, have been subject to a detailed assessment on the significance of effects on receptors using the sensitivity criteria identified within Section 12.3.21. For the Paull area, receptors have been identified as residents, workers, walkers, pedestrians (sensitive groups such as children, elderly and disabled), cyclists and equestrians using the highway. Table 12-26

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below identifies the Receptor Sensitivity of each road on the construction traffic route.

Table 12-26 Traffic and Transport Assessment Summary of Receptor Sensitivity along Paull Construction Route Road Description Receptor Sensitivity Paull Road Low trip attractors, single Minor carriageway road, no footways but there are grass verges. Farbridge Lane Low trip attractors, single Minor west of Rose Hill carriageway road, no farm footways but there are grass verges. Thorngumbald Mixed frontage activity but Moderate Road mainly rural, limited footways but there are grass verges, single carriageway road, road is link between Paull and Thorngumbald Villages. Increase in Traffic Levels and Driver Delay

12.6.25 In order to determine the significance of effects, the following parameters have been considered:

. The sensitivity of each road on the preferred route; . The percentage increase in total traffic and/or HGVs as a result of the Scheme along each road on the preferred route. In accordance with the IEMA Guidelines, only links where increases in total traffic flow or HGV flows are in excess of 30% on any link, or 10% on links through sensitive areas, would be further assessed for effects (such as Public Transport Delay, Vulnerable Road Users, Accident and road safety and parking and loading); and . The environmental effects as set out within IEMA Guidelines on each link where the impacts of the Scheme are above the significance thresholds.

12.6.26 For the purpose of this assessment it has been assumed that all roads are considered to fall within sensitive areas and are therefore subject to assessment where a net increase in traffic flow is over 10% and when the increase in HGV flows is over 30%. This has been decided due to the presence of PRoWs that access the construction route, the presence of equestrians and highway conditions.

12.6.27 An assessment has been undertaken using the predicted increase in weekday average traffic flows for a 12 hour period on those roads which form part of the construction route to the Paull Site. The predicted increase in traffic flows during

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peak construction periods has also been assessed as a worst case scenario for the same 12 hour period. The 12 hour assessment period has been used as this would be the core operational hours when construction vehicles would be arriving/leaving the site between 07:00-19:00hrs. However, it should be noted that the duration of peak traffic flow movements would only extend over a one month period (between the 23-24 month of the programme) as shown on Plate 12-2.

12.6.28 Table 12-27 provides a summary of the baseline 12 hour average traffic flows, the predicted construction traffic movements associated with the Paull site and the predicted percentage increase in weekday average traffic flows. It can be seen that all roads, have a predicted increase in total traffic of either over 10% or 30% of HGV flows. The total net increase in traffic flow on Thorngumbald Road would be 14%. However, there would be an increase of HGVs by 136%, therefore there would be a major adverse effect on receptors.

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Plate 12-2 Summary of Paull Forecast Total Traffic Volumes Generated by the Scheme over the Construction Period Paull Total Traffic Volume Forcast 4500

4000 Total Number Traffic Movements

3500

3000 Month

Per

2500 Movements

2000 Traffic 1500 of

Numbr 1000 Total 500

0 1357911131517192123252729313335

Month

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Table 12-27 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Average Traffic Flow for Paull Site Baseline Weekday Peak Baseline Flows Percentage Average Construction with Change

Flows Traffic flows Construction Traffic Flows Road (Ref:Figure12.2) Total HGV Total HGV Road Total HGV Total Paull Road 1464 37 73 19 1537 56 5% 52% Farbridge Lane west of Rose Hill farm 651 31 73 19 724 50 11% 61% Thorngumbald Road 513 14 73 19 586 33 14% 136% Note: Changes in net traffic flows of 10% or increase of 30% of HGV flows have been highlighted

Table 12-28 Traffic and Transport Assessment – Predicted Increase in 12 hour (0700-1900hrs) Weekday Traffic Flow for Paull Site using Peak Construction Flows Baseline Weekday Peak Baseline Flows Percentage Average Construction with Construction Change Flows Traffic flows Traffic Flows Road (Ref:Figure12.2) Total HGV Total HGV Total HGV Total HGV Paull Road 1464 37 201 94 1665 131 14% 255% Farbridge Lane west of Rose Hill farm 651 31 201 94 852 125 31% 303% Thorngumbald Road 513 14 201 94 714 108 39% 671% Note: Changes in net traffic flows of 10% or increase of 30% of HGV flows have been highlighted

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12.6.29 Table 12-28 provides a summary of the baseline 12 hour average traffic flows, the predicted peak construction traffic movements associated with the Paull site and the predicted percentage increase in weekday Average traffic flows. It can be seen that all roads would have either a predicted increase in total traffic of 10% or 30% of HGV flows. A major adverse effect on Thorngumbald Road has also been identified due to the notable increase in HGV movements.

12.6.30 Using the worst case scenario (peak traffic flow for construction), all roads would be subject to further detailed assessment identifying the impact on public transport, vulnerable road user delay, accidents and Road Safety and Parking and Loading.

Public Transport delay to Passengers

12.6.31 There are a number of bus routes that serve the local area of Paull and travel along the construction route as identified within Section 12.4. However, it is considered that these would not be significantly affected by the increase in traffic generated by the construction of the Scheme. The reasoning for this is that there are no planned road closures, diversions or changes being made to exiting speed limits for the general public, therefore there would be minimal delay to buses. The only potential delay may be where there would be localised traffic management on the highway to assist the movement of HGV’s where there are restrictions in carriageway width or visibility. This would be in the form of traffic marshals at each site access/egress and would be for short periods of time with minimal delay imposed on traffic. There may also be minimal delay due to construction vehicles travelling at a slightly reduced speed on the highway network. The TMP driver manual would state that construction drivers should travel at 25mph on 30mph roads and 40mph on roads where the current speed limit is 60mph.

12.6.32 There would also be no change to bus services or to boarding/alighting bus passengers. It is considered that the effects on public Transport delay to passengers would be negligible.

Vulnerable Road User delay

12.6.33 The assessment of pedestrian severance has been undertaken. Table 12-29 shows significance of effects on receptors due to the increase in traffic flows. It can be seen that there would be a negligible effect on Paull Road and a minor adverse effect on Farbridge Lane and Thorngumbald Road.

12.6.34 An assessment of pedestrian amenity has been undertaken. Table 12-30 shows the significance of effects on receptors due to the increase in traffic flows. It can be seen that although all roads would have a net increase of less than 39%, the number of HGVs will notably increase given the low baseline flows. Therefore, there would be a major adverse effect on receptors.

12.6.35 The Scheme at Paull may require temporary closure of PRoWs No. 6 and No. 1 past the AGI for a period of approximately three days whilst decommissioning the Existing No 09 Crossing is undertaken. Signage would be provided.

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12.6.36 An assessment of all roads on the construction route was undertaken to identify all intersections with PRoWs and Bridleways (refer to Table 12-12 for locations). Table 12-31 summaries the impact on users of the PRoWs and bridleways. It was identified that on roads where the predicted increase in HGVs was greater than 90% there would be major adverse effect on receptors.

Accidents and Road Safety

12.6.37 A review of the accident data for the roads which form the construction route to/from the Paull site was undertaken in Section 12.4. From Table 12-14 it was identified that there were no junctions or links with 10 or more accidents.

12.6.38 However, on the construction route to the Paull site there are roads which have carriageway width restrictions and poor surfacing, tight geometry at junctions and visibility limitations. The increased number of HGVs using these routes may therefore affect road conditions and road safety. Therefore, it is considered that there would be a moderate adverse effect on receptors on affected roads.

Parking and Loading

12.6.39 The scheme does not require the loss of any on street loading or parking bays as construction vehicles would be parked within the site. Therefore, the impact on receptors would be negligible.

Summary of Sensitivity Effects on Receptors

12.6.40 The potential receptors identified in Section 12.4 from the desk study, consultation and surveys have been assigned a value in accordance with guidance outlined in paragraph 12.3.3.

12.6.41 Table 12-32 provides a summary of the traffic and transport impact on receptor sensitivity effects before mitigation measures have been introduced.

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Table 12-29 Traffic and Transport Assessment – Impact on Level of Pedestrian Severance for Paull

Baseline Weekday Baseline Flows Percentage Assessment of Average Flows Average with Change Effect Construction Construction Traffic flows Traffic Flows Road (Ref: Figure Total HGV Total HGV Total HGV Total HGV Total 12.2) Paull Road 1464 37 201 94 1665 131 14% 255% Negligible Farbridge Lane 651 31 201 94 852 125 31% 303% Minor adverse west of Rose Hill Farm Thorngumbald 513 14 201 94 714 108 39% 671% Minor adverse Road Note: Changes are highlighted when there would be an increase in net traffic flows of 30%, 60% and 90% (considered minor, moderate and major effects respectively).

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Table 12-30 Traffic and Transport Assessment – Impact on Level of Pedestrian Amenity for Paull

Baseline Weekday Baseline Flows Percentage Assessment of Average Flows Average with Change Effect Construction Construction Traffic flows Traffic Flows Road (Ref: Figure Total HGV Total HGV Total HGV Total HGV Total 12.2) Paull Road 1464 37 201 94 1665 131 14% 255% Major Adverse Farbridge Lane west 651 31 201 94 852 125 31% 303% Major Adverse of Rose Hill Farm Thorngumbald Road 513 14 201 94 714 108 39% 671% Major Adverse Note: Changes are highlighted where either the net traffic flow would be doubled (over 100%) or when there would be an increase in HGV flow of over 30%, 60% and 90% (considered minor, moderate and major effects respectively).

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Table 12-31 Traffic and Transport Assessment – Impact on users of PRoWs and Bridleways for Paull Baseline Weekday Baseline Flows Percentage Assessment of Average Flows Average with Change Effect Construction Construction Traffic flows Traffic Flows Road (Ref: Figure Total HGV Total HGV Total HGV Total HGV Total 12.2) Paull Road 1464 37 201 94 1665 131 14% 255% Major adverse Farbridge Lane west of 651 31 201 94 852 125 31% 303% No Rose Hill Farm PRoWs/bridleways Thorngumbald Road 513 14 201 94 714 108 39% 671% Major adverse Note: Changes have been highlighted where the net traffic flow would be over 10% or where there would be an increase in HGV flows of over 30%, 60% and 90% (considered minor, moderate and major effects respectively where there is a connection to a PRoW.

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Table 12-32 Traffic and Transport Assessment – Summary of Effects on Receptors at Paull Road (Ref: Figure Pedestrian Pedestrian PRoWs and Accidents Parking and Driver / Public 12.2) Severance Amenity Bridleways and Road Loading Transport Safety Delay Paull Road Negligible Moderate Moderate Negligible Negligible Negligible Adverse Adverse Farbridge Lane west of Negligible Moderate No Minor Adverse Negligible Negligible Rose Hill Farm Adverse PRoWs/bridle ways Thorngumbald Road Negligible Moderate Moderate Negligible Negligible Negligible Adverse Adverse

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12.7 Environmental Design Measures

12.7.1 The following section outlines the environmental design measures proposed to minimise potential effects of the Scheme. Further details of the measures can be found within the Initial TMP (DCO Document Reference 7.2.1).

Increase in Traffic Levels and Driver Delay

. A one-way traffic route would be used around Goxhill to reduce the potential impact on receptors; . A temporary haul road would be created to by-pass the Churchside / Soff Lane junction at South End, which has width restrictions and poor visibility which would affect the movement of HGVs; . The private track road for Rose Hill Farm would be used to minimise the impact of receptors by avoiding the Paull and Thorngumbald villages; . Abnormal loads would be planned to avoid disruption on the highway with other HGV vehicles travelling to the sites; . Traffic routes would be clearly signed and drivers would be provided with route plans identifying local weight restrictions; . Speed limit reductions for construction vehicles only on routes to site would be in place. Limits would be; inside the redline site boundary all non- surfaced roads restricted to 10mph and any surfaced roads would be restricted to 15mph. 30mph zones outside of the site would be restricted to 25mph for HGV drivers and 60mph zones would be restricted to 40mph for HGV drivers. The Soff Lane/South End Diversion would be limited to 15mph at all times; and . The transportation of segments and waste/arisings is planned to be carried out during working hours Monday to Friday i.e. weekdays only and during school term this will be restricted between the hours of 09:00-15:15hrs. Vulnerable Road Users

. Temporary signage for construction traffic and public to notify all road users of the presence of HGVs. Signs to be erected where PRoWs and Bridleways intersect the highway; and . TMP driver pack would advise drivers to be observant of walkers, cyclists and equestrians (the latter particularly on East Marsh Road near Uplands Lodge). Accidents and Road Safety

. Traffic management would be provided in the form of traffic marshals to control the movement of general traffic and construction vehicles (particularly those with abnormal loads) at each site access/egress; . Highway improvements such as localised widening to the road geometry would be undertaken to ensure sufficient swept paths are provided at junctions for HGVs and avoid conflict with other road users;

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. Localised widening of the carriageway and hedge removal would be undertaken to improve visibility splays on approaches to access/egress to site; . Passing places would be provided on single carriageway roads where two- way traffic movement is restricted and existing passing places lengthened where required; . Speed limit reductions for construction vehicles only on routes to site would be in place. Limits would be; inside the redline site boundary all non- surfaced roads restricted to 10mph and any surfaced roads would be restricted to 15mph. 30mph zones outside of the site would be restricted to 25mph for HGV drivers and 60mph zones would be restricted to 40mph for HGV drivers. The Soff Lane Diversion would be limited to 15mph at all times; . Electronic speed notification signs may be installed along the construction route to remind residents of the speed limit, particularly in sensitive areas; . Site accesses would be provided with advance information signs and count down signs to provide a clear notification to road users approaching the site; . A temporary haul road is to be created through the construction area to reduce the potential for conflict at the East Marsh Road / Chapel Field Road junction which has a tight bend in the carriageway and to avoid two-way traffic on the private track road leading towards the site (refer to the Site Layout Plans (DCO Document Reference 2.4); . Brushes and scrapers would be kept at access points to clean roads; . Local roads and roads off the public highway that are not currently subject to gritting during the winter months will be identified. A gritting regime shall be agreed with the Local Highway Authority to reduce the potential for sheet ice on the highway used by construction vehicles; . Monthly condition assessments of the construction haul routes would be undertaken by the Main Works Contractor (MWC) to inspect for defects such as potholes which could cause an increase in noise levels. The highway authority would be notified and invited to attend inspections. Indentations would be repaired where required by the MWC; and . HGV movements would be restricted to 07:00 to 19:00 on weekdays (excluding bank holidays) only. Any HGV movements at the site would be limited to movements between the two construction sites along East Marsh Lane or a very small number of isolated movements at the weekend. Any isolated HGV movements on a Saturday would be occur before 1pm and there would be no HGV movements on a Sunday. Parking and Loading

. The TMP and site layout plans would provide sufficient off road parking for all construction traffic. This would avoid parking on the footpaths, grass verges and double parking occurring by construction vehicles.

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12.8 Residual Effects

12.8.1 The following section assesses the potential residual effects on the individual receptors identified in Section 12.6, with the provision of the mitigation measures identified in Section 12.7.

12.8.2 Table 12-33 provides a summary of the residual impacts on roads on the construction route travelling to/from the Goxhill site as a result of mitigation measures. The residual impacts of the Scheme are mainly assessed as negligible or minor adverse. Moderate adverse effects would be seen on those roads where baseline flows are notably low. This is due to the imrpovements in carriageway widths and surface, improvements to visbility resulting from cutting back or removal of foliage, reduction in the speed of construction vehicles and management of construction deliveries. Additionally, there are a number of requirements contained within the Driver Pack (refer to the Initial Traffic Management Plan, DCO Document Reference 7.2.1) that relate to ensuring the movement of vehicles in a safe manner.

12.8.3 Table 12-34 provides a summary of the residual impacts on roads on the construction route travelling to/from the Paull site as a result of mitigation measures. The residual impacts of the Scheme are mainly assessed as negligible or minor adverse. 12.9 Difficulties Encountered in Compiling the ES

12.9.1 No specific difficulties have been encountered whilst compiling this chapter. However, the following should be noted:

. Traffic flows obtained on site and used to assess the impact on baseline conditions are for a set period and have been assumed to represent the annual average daily flows; and . Pedestrian, equestrian and cycle flows appeared low during the site surveys. No data has been collected on the existing level of usage of footways, PRoWs or bridleways by these receptors and the Councils confirmed that usage data was not available.

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Table 12-33 Traffic and Transport Assessment – Summary of Residual Effects on Receptors for Goxhill following Mitigation Measures Road/Receptor (Ref: Pedestrian Pedestrian PRoWs and Accidents and Parking and Public transport Figure 12.1) Severance Amenity Bridleways Road Safety Loading Delay B1206 Wold Road Negligible Negligible No Negligible Negligible Negligible PRoWs/bridleways Wold Road (south of Negligible Negligible No Negligible Negligible Negligible A1077) PRoWs/bridleways College Road (west of Negligible Minor Adverse No Negligible at Negligible Negligible Thornton Road) PRoWs/bridleways College Road / Thornton Road junction Ferry Road (south of Mill Minor adverse Moderate Moderate adverse Negligible Negligible Negligible Lane) Adverse

Ferry Road (south of Minor adverse Moderate Moderate adverse Negligible Negligible Negligible Howes lane) Adverse

Ferry Road (north of N Minor adverse Minor adverse Moderate adverse Minor adverse Negligible Negligible End) Ferry Road (north of Moderate Moderate No Minor adverse Negligible Negligible Neatsgangs) adverse adverse PRoWs/bridleways East Marsh Road Moderate Moderate No Minor adverse Negligible Negligible adverse adverse PRoWs/bridleways but equestrians present – Minor adverse Chapel Field Road Moderate Moderate Moderate adverse Minor adverse Negligible Negligible adverse adverse

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Road/Receptor (Ref: Pedestrian Pedestrian PRoWs and Accidents and Parking and Public transport Figure 12.1) Severance Amenity Bridleways Road Safety Loading Delay Churchside Minor adverse Moderate Moderate adverse Negligible Negligible Negligible Adverse

Soff Lane Negligible Negligible No Negligible Negligible Negligible PRoWs/bridleways College Road east of Negligible Negligible No Negligible Negligible Negligible Soff Lane PRoWs/bridleways Thornton Road Negligible Negligible No Minor adverse Negligible Negligible PRoWs/bridleways Table 12-34 Traffic and Transport Assessment – Summary of Residual Effects on Receptors for Paull following Mitigation Measures Road/Receptor Pedestrian Pedestrian PRoWs and Accidents and Parking and Public Transport (Ref: Figure 12.2) Severance Amenity Bridleways Road Safety Loading Delay Paull Road Negligible Minor Adverse Minor Adverse Negligible Negligible Negligible Farbridge Lane west Negligible Minor Adverse No Negligible Negligible Negligible of Rose Hill Farm PRoWs/bridleways Thorngumbald Road Minor Adverse Minor Adverse Moderate Adverse Negligible Negligible Negligible

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12.10 Summary

12.10.1 An assessment has been undertaken on traffic and transport receptors relevant to the Scheme. Receptors have been identified as all roads on the construction routes, footways and PRoWs / Bridleways located on or adjoining the construction traffic routes to the Scheme, residents travelling to/from home by foot and car, workers/visitors travelling to/from residential properties or local businesses/amenities by foot or by car, pedestrians/leisure walkers (sensitives groups such as children, elderly and disabled), cyclists and equestrians.

12.10.2 Environmental design measures have only been proposed for the Scheme during construction as traffic flows to the constructed Scheme would be minimal during operation and there would be no change to the existing baseline. Environmental design measures have been described within Section 12.7.1.

12.10.3 The Scheme following mitigation may give rise to the following during the construction phase:

. Negligible effect on traffic flow/congestion and delay to drivers where traffic management measures are provided on the highway; . Minor effect on Footpaths 1 and 6 at Paull due the anticipated three day closure to allow for the decommissioning of the Existing No 09 Crossing and temporary effects on footpaths 70 and 71 associated with the Soff Lane Diversion; . Negligible to moderate effect on pedestrian amenity and severance, equestrians and cyclists on the construction routes; . Minor to Moderate effect on users of PRoWs / bridleways that intersect the construction routes; . Negligible effect on bus services where traffic management is introduced on the construction routes; and . Negligible to Minor effects impact on the safety of road users on roads where there are carriageway width restrictions and poor surfacing, tight geometry at junctions and visibility limitations. 12.11 References

Defra (2011) Construction Code of Practice for the Sustainable Use of Soils on Construction Sites

Department for Communities and Local Government (2012) The National Planning Policy Framework (NPPF)

Department for Transport (2007) Guidance on Transport Assessment

Department for Transport (2007) Planning and the Strategic Road Network – Circular 02/2007

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Department of Energy and Climate Chance (2011) National Policy Statement for Gas Supply Infrastructure and Gas and Oil Pipelines (EN-4)

Department of Energy and Climate Chance (2011) Overarching National Policy Statement for Energy (EN-1)

East Riding of Yorkshire Council (2014) Local Plan Proposed Submission

East Riding of Yorkshire Council (2011) Rights of Way Improvement Plan

Highways Agency (1993) The Design Manual for Roads and Bridges

HM Government (2011) Natural Environment White Paper The Natural Choice: Securing the Value of Nature

Holderness District Council (1999) Holderness District Wide Local Plan

Hull and East Riding Councils (2005) Joint Structure Plan for Hull and East Riding ‘saved policies’

Hyder Consulting (UK) Limited (May 2014) River Humber Pipeline Replacement Project Environmental Impact Assessment Scoping Report

Institute of Environmental Management and Assessment (1993) Guidelines for the Environmental Assessment of Road Traffic

National Planning Policy Framework (March 2012)

National Planning Practice Guidance (March 2014)

North Lincolnshire Council (2011) Core Strategy

North Lincolnshire Council (2007) Rights of Way Improvement Plan

North Lincolnshire Council (2003) ‘Saved Policies’ from the North Lincolnshire Local Plan 12.12 Figures

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THORNGUMBALD ROAD

6

7

EAST MARSH ROAD NEATGANGS LANE

50

FERRY ROAD

SYKES LANE

48

52 HORSEGATE FIELD ROAD 58 ELM LANE 72 CHESTNUT WAY 60 RUARD ROAD MILL LANE 73 49 WILLOW LANE 53

MANOR LANE

54 64 CHAPEL FIELD ROAD HOWE LANE 55

COLLEGE ROAD 66

WOLD ROAD CHURCH SIDE 71

56 THORNTON ROAD 70

SOFF LANE

B1205

SOFF LANE DIVERSION

RED LINE BOUNDARY 1 WAY NORMAL/HGV 2 WAY ABNORMAL LOAD 1 WAY NORMAL/HGV TRAFFIC 2 WAY ALL TRAFFIC CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY HULL ROAD HULL ROAD

HULL ROAD

PAULL ROAD

A1033

FARBRIDGE LANE THORNGUMBALD ROAD BACK ROAD ROSE HILL FARM TRACK

3 THORNGUMBALD ROAD HOOKS LANE

6 2

7 1

DARKS LANE

EAST MARSH ROAD 6

50

RED LINE BOUNDARY PROPOSED CONSTRUCTION TRAFFIC ROUTES CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY THORNGUMBALD ROAD

6

7

EAST MARSH ROAD NEATGANGS LANE

50

FERRY ROAD

SYKES LANE

48

52 HORSEGATE FIELD ROAD 58 ELM LANE 72 CHESTNUT WAY 60 RUARD ROAD MILL LANE 73 49 WILLOW LANE 53

MANOR LANE

54

64 CHAPEL FIELD ROAD HOWE LANE 55

COLLEGE ROAD 66

WOLD ROAD CHURCH SIDE 71

56 THORNTON ROAD 70

SOFF LANE

B1205

SOFF LANE DIVERSION

RED LINE BOUNDARY PROPOSED CONSTRUCTION TRAFFIC ROUTES CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY MANUAL CLASSIFIED COUNT SURVEY SITE AUTOMATIC TRAFFIC COUNT SURVEY SITE HULL ROAD HULL ROAD

HULL ROAD

PAULL ROAD

A1033

FARBRIDGE LANE THORNGUMBALD ROAD BACK ROAD ROSE HILL FARM TRACK

3

THORNGUMBALD ROAD HOOKS LANE

6 2

7 1

DARKS LANE

EAST MARSH ROAD 6

50

RED LINE BOUNDARY PROPOSED CONSTRUCTION TRAFFIC ROUTES CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY MANUAL CLASSIFIED COUNT SURVEY SITE AUTOMATIC TRAFFIC COUNT SURVEY SITE EAST MARSH ROAD NEATGANGS LANE

50

FERRY ROAD

SYKES LANE

48

52 HORSEGATE FIELD ROAD 58 ELM LANE 72 CHESTNUT WAY 60 RUARD ROAD MILL LANE LOCAL CYCLE ROUTE ON A1077 73 49 WILLOW LANE 53

MANOR LANE

54 64 HOWE LANE CHAPEL FIELD ROAD 55

ROUTE 1 BURNHAM ROAD COLLEGE ROAD 66

WOLD ROAD CHURCH SIDE 71

56 THORNTON ROAD 70

SOFF LANE

B1205

SOFF LANE DIVERSION

RED LINE BOUNDARY PROPOSED CONSTRUCTION TRAFFIC ROUTES CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY CYCLE ROUTE ROUTE 66 HEDON TO PATRINGTON ROUTE ROUTE 66 KINGSTON-UPON-HULL LINK

HULL ROAD HULL ROAD

HULL ROAD

PAULL ROAD

A1033

FARBRIDGE LANE THORNGUMBALD ROAD BACK ROAD ROSE HILL FARM TRACK

3

THORNGUMBALD ROAD HOOKS LANE

6 2

7 1

DARKS LANE

EAST MARSH ROAD 6

50

RED LINE BOUNDARY PROPOSED CONSTRUCTION TRAFFIC ROUTES CONSTRUCTION SITE TEMPORARY SITE ACCESS PUBLIC RIGHT OF WAY CYCLE ROUTE