Environmental Statement | Land at Cotes, Loughborough
10 Transport and Highways
10.1 Introduction
10.1.1 This Chapter has been prepared by Phil Jones Associates Ltd and sets out the results of an assessment of the traffic-related environmental effects of the development on Land at Cotes, Loughborough. The purpose of a traffic and transport chapter within an Environmental Statement (ES) is to assess those environmental effects that are potentially significant where a proposed development is likely to give rise to changes in traffic flows.
10.1.2 Data used in the assessment has been drawn from the Transport Assessment (TA) and Framework Travel Plan (FTP) for the Proposed Development contained in Appendix 10.1 in Volume 2. The TA sets out transport issues relating to the Proposed Development and identifies measures to deal with the anticipated transport effects and to improve accessibility and safety for all modes of travel. Consideration has also been given to the impact of traffic generated by a number of other committed developments within Loughborough, the details of which are contained within the TA and referred to in Chapter 1 of the ES. The assessments within this chapter have been undertaken on the assumption that the committed developments are fully operational and therefore the volume of vehicles associated with these schemes has been added to the baseline traffic flows.
10.1.3 A description of the amended Proposed Development is presented in Chapter 2 of this ES. An assessment has been undertaken of the of the likely magnitude of effects that may occur as a result of the Proposed Development and consideration has also been given to the effectiveness of a number of mitigation measures that have been incorporated into the scheme as they form part of the proposals.
10.1.4 The approach to the assessment has been based on the 1993 Institute of Environmental Assessment (now the Institute of Environmental Management and Assessment - IEMA) publication Guidance Notes No. 1: Guidelines for the Environmental Assessment of Road Traffic, hereafter referred to as the IEA guidelines, and the 2007 Welsh Assembly Government, Department for Communities and Local Government (DCLG) and the Department for Transport (DfT) publication Guidance on Transport Assessment. Reference has also been made within this assessment to the National Planning Policy Framework (NPPF) as well as other relevant local planning policy documents.
10.2 Assessment Approach
Methodology Potential Receptors 10.2.1 The methodology used in this ES chapter (adopting that advocated by the IEMA guidelines) includes evaluating:
Potential effects on local roads and the users of these roads, including public transport users, pedestrians and cyclists; and
Potential effects on land uses and environmental resources fronting those roads, including the relevant occupiers and users.
10.2.2 The IEMA guidelines also identify groups, locations and areas which may be sensitive to changes in traffic conditions and which should be considered for assessment. These potentially affected parties are summarised in Table 10.1.
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Table 10.1 Sensitive groups, locations and areas People at home Pedestrians People in work places Cyclists Children Open spaces Elderly Recreational sites Disabled Shopping areas Hospitals Sites of ecological/nature conservation value Churches Sites of visitor/tourist attraction Schools Accident hotspots Historical buildings Source: IEA (1993). Guidance Notes No. 1: Guidelines for the Environmental Assessment of Road Traffic.
Potentially Significant Effects
10.2.3 The IEMA guidelines also recommend that the following environmental effects may be considered to be potentially important when considering traffic from an individual development.
Table 10.2 Traffic related environmental effects Noise Fear and Intimidation Vibration Accidents and Safety Visual Effects Hazardous Loads Severance Air Pollution Driver Delay Dust and Dirt Pedestrian Delay Ecological Effects Pedestrian Amenity Heritage and Conservation
10.2.4 Of these effects, many are considered in chapters elsewhere within this Environmental Statement due to the specialist skills required (e.g. Air Quality - Chapter 11; Noise - Chapter 12). The remaining relevant effects (highlighted above in Table 10.2) are defined and discussed below with recommendations on significance criteria for each (based on the IEMA guidance where possible).
10.2.5 The following effects, highlighted in bold in Table 10.2 above, have been included in the scope of the assessment:
Potential effects on the community associated with severance caused by an increase in traffic levels during construction and occupation of the Proposed Development.
Potential effects on drivers associated with driver delay caused by additional traffic generated by the Proposed Development.
Potential effects on pedestrians associated with delays caused by changes in traffic volume or speed of traffic.
Potential effects on pedestrian amenity caused by the increase in traffic flow, traffic composition and pavement width/separation from traffic.
Potential effects on pedestrians associated with fear and intimidation caused by increase in volume of traffic and its HGV composition.
Potential effects of highway safety caused by the increase in traffic flow as a result of the Proposed Development.
10.2.6 The following effects have been excluded from the scope of the assessment:
Potential effects on sensitive receptors associated with hazardous loads. Hazardous loads are not expected during the construction or post construction phases; therefore this effect has be scoped out;
Potential effects of additional traffic on the highway network further afield than the highway network in the vicinity of the site and the eastern side of Loughborough.
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Effects are likely to be negligible as development traffic becomes diluted by other traffic flows and is dispersed through a variety of locations.
Data Gathering Methodology
10.2.7 In order to establish the baseline situation, existing traffic flows on the local highway network have been derived from commissioned traffic counts at junctions throughout the surrounding area. For the purposes of the future year assessments DfT TEMPRO growth factors have been applied to the 2013 survey data to derive the base year traffic flows for 2016 and 2026.
10.2.8 For the with development scenarios, data has been obtained from the Leicester and Leicestershire Integrated Transport Model (LLITM) which has been used to identify the distribution of development trips and any re-assignment of baseline trips that may occur as a result of the proposed development. This information has then been applied to the calculated future base flows to provide a ‘with development’ scenario. Full details of the methodology used are provided in the TA.
10.2.9 Personal Injury Accident (PIA) data for the study area was also obtained from Leicestershire County Council and Nottinghamshire County Council and has been used to determine if there is a history of accidents in the vicinity of the site.
10.2.10 A detailed site audit has also been undertaken, the purpose of which was to review the local road network in the vicinity of the Site and identify key pedestrian trip attractors, pedestrian and cycle crossing points and other areas of pedestrian activity. Other groups, locations and areas, which may be sensitive to changes in traffic conditions, were also considered. Additionally, the site visit considered road links and junctions that may have queuing and capacity issues or the potential to be an accident hotspot.
Methodology for Prediction of Effects
10.2.11 The estimated traffic generation resulting from the construction and operation phases of the Proposed Development has been compared with baseline traffic flows in order to determine the percentage increase in traffic on each road that has been taken forward for assessment.
10.2.12 In order to define the scale and extent if this assessment, the IEMA guidelines identify the following rules by which to undertake and assessment of potentially significant traffic- related environmental effects:
Rule 1: Include roads where traffic flows are predicted to increase by more than 30%;
Rule 2: Include any specifically sensitive areas where traffic flows are predicted to increase by 10% or more.
Significance Evaluation Methodology
10.2.13 The significance of each effect will be considered against the criteria within the IEMA guidelines, where possible. However, the IEMA guidelines state that:
’…for many effects there are no simple rules or formulae which define the thresholds of significance and there is, therefore, a need for interpretation and judgement on the part of the assessor, backed-up by data or quantified information wherever possible. Such judgements will include the assessment of the numbers of people experiencing a change in environmental impact as well as the assessment of the damage to various natural resources.’
10.2.14 The IEMA guidelines also state that:
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‘…the detailed assessment of impacts is…likely to concentrate on the period during which the absolute level of an impact is at its peak, as well as the hour at which the greatest level of change is likely to occur.’
10.2.15 The magnitude of each potentially significant effect has also been considered and an assessment has been made as to whether the Proposed Development would result in minor, moderate or major adverse impacts or would be beneficial. The criteria used to determine the significance and magnitude of each of the traffic-related environmental effects is based on the advice given in the IEMA guidelines and is summarised below.
Severance
10.2.16 Severance is the perceived division that can occur within a community when it becomes separated by a major traffic artery and is used to describe the factors that separate people from other people and places. For example, severance may result from the difficulty of crossing a heavily trafficked road or a physical barrier created by the road itself. It can also relate to quite minor traffic flows if they impede pedestrian access to essential facilities.
10.2.17 The effects of severance can be applied to motorists, pedestrians or residents. The IEMA guidelines suggest that changes of traffic flow of 30%, 60% and 90% are regarded as producing ‘minor’, ‘moderate’ and ‘major’ changes in severance respectively. However, there are no predictive formulae which give simple relationships between traffic factors and levels of severance.
10.2.18 The IEMA guidelines state that marginal changes in traffic flow are unlikely to create or remove severance, but that consideration in determining whether severance is likely to be an important issue should be given to factors such as road width, traffic flow and composition, traffic speeds, the availability of crossing facilities and the number of movements that are likely to cross the affected route. Consideration should also be given to different groups such as the elderly and young children.
10.2.19 Therefore, in order to assess severance, the current severance caused by traffic and related factors along the roads surrounding the Proposed Development has been estimated. The extent to which additional traffic will exacerbate this problem in accordance with the rules contained within the IEMA guidelines has then been assessed.
Driver delay
10.2.20 Delays to non-development traffic can occur at several points on the local highway network as a result of the additional traffic that would be generated by a development.
10.2.21 The IEMA guidelines state that delays are only likely to be significant when the traffic on the network surrounding the development is already at, or close to, the capacity of the system. The theoretical capacity of a road or a particular junction can be determined by assessing the Ratio of Flow Capacity (RFC). When an RFC value of 0.85 or more is experienced, queuing and congestion are likely to occur during busy periods.
Pedestrian delay
10.2.22 Changes in the volume, composition or speed of traffic may affect the ability of people to cross roads, and therefore, increases in traffic levels are likely to lead to greater increases in delay. Delays will also depend upon the general level of pedestrian activity, visibility and general physical conditions of the crossing location.
10.2.23 Given the range of local factors and conditions which can influence pedestrian delay, the IEMA guidelines do not recommend that thresholds be used as a means to establish the significance of pedestrian delay, but recommend that reasoned judgements be made instead. However the IEMA guidelines do note that, when existing traffic flows are low,
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increases in traffic of around 30% can double the delay experienced by pedestrians attempting to cross a road.
Pedestrian amenity
10.2.24 Pedestrian amenity is broadly defined as the relative pleasantness of a journey, and is considered to be affected by traffic flow, traffic composition and pavement width/separation from traffic.
10.2.25 The IEMA guidelines note that changes in pedestrian amenity may be considered significant where the traffic flow is halved or doubled, with the former leading to a beneficial effect and the latter an adverse effect.
Fear and intimidation
10.2.26 The scale of fear and intimidation experienced by pedestrians is dependent on the volume of traffic, its HGV composition, its proximity to people or the lack of protection caused by such factors as narrow pavement widths, as well as factors such as the speed and size of vehicles.
10.2.27 There are no commonly agreed thresholds by which to determine the significance of the effect. However, the IEMA guidelines note previous work that has been undertaken which puts forward thresholds that define the degree of hazard to pedestrians by average traffic flow, 18 hour/day heavy vehicle flow and average speed over an 18 hour day in miles per hour.
The IEMA guidelines also note that special consideration should be given to areas where there are likely to be particular problems, such as high speed sections of road, locations of turning points and accesses. Consideration should also be given to areas frequented by school children, the elderly and other vulnerable groups.
Accidents and safety
10.2.28 Where a proposed development is expected to produce a change in the character of the traffic on the local road network, as a result of increased HGV movements for example, the IEMA guidelines state the implications of local circumstances or factors which may elevate or lessen risks of accidents, such as junction conflicts, would require assessment in order to determine the potential significance of accident risk.
10.3 Policy Framework
10.3.1 National, regional and local policies relating to traffic and transport may have a bearing on the scope of the assessment of effects. Relevant policies and the issues that need to be considered when determining the scope of the assessment are discussed below. See Chapter 3 for further details of how policy issues have been considered within the Environmental Statement.
National Planning Policy Framework (NPPF)
10.3.2 The National Planning Policy Framework (NPPF) was published in March 2012 and sets out the Government’s planning policies for England and how these are expected to be applied to achieve sustainable development. The NPPF replaces the previous policy guidance contained within PPS 3 - Housing and PPG 13 - Transport.
10.3.3 The core planning principles, which are set out on pages 5 and 6 of the NPPF, set out the Government’s overarching roles that the planning system ought to play. One of the principles being to:-
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“Actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.”
10.3.4 Policies aimed at promoting sustainable development are covered by Paragraphs 29 to 41 of the NPPF with Paragraph 32 stating that:-
“All developments that generate significant amounts of movements should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:
• The opportunities for sustainable modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • Safe and suitable access to the site can be achieved for all people; and • Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of the development are severe.”
10.3.5 Paragraph 34 states:-
“Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised...”
10.3.6 Paragraph 35 states:-
"Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods and people. Therefore developments should be located and designed where practical to:
• Accommodate the efficient delivery of goods and supplies; • Give priority to pedestrians and cycle movements, and have access to high quality public transport facilities; • Create safe and secure layouts which minimise conflicts between traffic and cyclists and pedestrians, avoiding street clutter and where appropriate establishing homes zones; • Incorporate facilities for charging plug-in and other low emission vehicles; and • Consider the needs of people with disabilities by all modes of transport."
10.3.7 Paragraph 36 states:-
"A key tool to facilitate this will be a Travel Plan. All developments which generate significant amounts of movement should be required to provide a Travel Plan."
Leicestershire Local Transport Plan 2011 - 2026
10.3.8 Leicestershire’s Local Transport Plan provides the vision and policy context for local transport for the period between 2011 and 2026. The long term vision for the transport system in Leicestershire is:
“Leicestershire to be recognised as a place that has, with the help of its residents and businesses, a first class transport system that enables economic and social 6 | Transport and Highways Environmental Statement | Land at Cotes, Loughborough
travel in ways that improve people’s health, safety and prosperity, as well as their environment and their quality of life.”
10.3.9 LTP3 has 6 strategic transport aims:
Aim 1 – a transport system that supports a prosperous economy and provides successfully for population growth;
Aim 2 – an efficient, resilient and sustainable transport system that is well managed and maintained;
Aim 3 – a transport system that helps to reduce the carbon footprint of Leicestershire;
Aim 4 – an accessible and integrated transport system that helps promote equality of opportunity for all residents;
Aim 5 – a transport system that improves the safety, health and security or our residents; and
Aim 6 – a transport system that helps to improve the quality of life for our residents and makes Leicestershire a more attractive place to live, work and visit.
10.3.10 LTP3 seeks to deliver new development in areas where travel distances can be minimised, and genuine, safe and high quality choices are available (or can be provided) for people to walk, cycle and use public transport facilities and services nearby.
10.3.11 The Integrated Transport Policy provides opportunities for travel by sustainable modes. The site has a similar relationship to the town to other suburbs on the western edge of Loughborough in terms of distance, and has the added benefit of being located closer to the rail station.
Charnwood Borough Council
10.3.12 The Borough of Charnwood Local Plan was adopted on 12th January 2004. Over time it will be replaced by the Charnwood Local Development Framework, however at present a number of polices have been retained. The relevant retained transport policies are:
TR/1 – The Specified Road Network.
TR/5 – Transport Standards for New Development.
TR/6 – Traffic Generation from New Development.
TR/7 – Improving Bus Services and Facilities.
TR/13 – Access for Cyclists and Pedestrians.
TR/17 – The Impact of Traffic on Minor Rural Roads.
TR/18 – Parking Provision in new Development.
10.3.13 The Integrated Transport Strategy improves the opportunities for travel by foot, cycle, bus, and includes improvements to the highway network particularly in respect of rural roads such as Stanford Lane. The layout of the site will be designed in line with the guidance set out in the Manual for Streets 1 and 2, and will therefore maximise cycle/pedestrian connectivity and permeability.
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10.4 Scoping Criteria
10.4.1 The Pegasus Group, on behalf of Jelson Limited and Davidsons Developments Limited, consulted Charnwood Borough Council (CBC) in January 2013 and requested a Screening and Scoping opinion in accordance with Regulations 5 and 13 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2011. The Screening and Scoping report submitted to the Council identified the principal transport issues to be addressed by the EIA.
10.4.2 Following consultation with the LCC and the Highways Agency, CBC confirmed (5th March 2013) that the contents of the Scoping Report were considered acceptable. This chapter of the ES has therefore been prepared in accordance with the scope set out in the aforementioned Scoping Report.
10.4.3 The potentially significant effects that will be considered as part of this section of the ES are detailed in Table 10.2 above. As detailed in paragraph 10.2.10 the scope of this assessment has been determined using the IEMA guidelines which indicate that roads should be included where traffic flows are predicted to increase by more than 30% unless the road in question is located within a specifically sensitive area in which case the road should be included if traffic flows increase by 10% or more.
10.4.4 Further consultation regarding the scope of assessment for of the TA was held with LCC with regard to agreeing the key parameters for the assessment, such as the estimated volume and distribution of vehicle trips from the amended Proposed Development, and also the extent of the network for which an assessment would be required.
Sensitive Locations
10.4.5 Based on the information presented above and the for the purposes of this assessment it has been considered that the following links are particularly sensitive to increased traffic flows:
10.4.5.1 Links 4 & 17 - A60 Rempstone Rd / Loughborough Rd in Hoton 10.4.5.2 Link 8 - B676 Loughborough Road in Burton on the Wolds 10.4.5.3 Links 10 to 13 - North St, Church St, High St and Cotes Rd in Barrow Upon Soar
10.4.6 These links are considered to be sensitive primarily as they route through villages where there is likely to be higher levels of pedestrian activity and there are also residential properties fronting onto the carriageway. Locations within Loughborough are also expected to experience higher volumes of pedestrian activity, however these locations are considered to be less sensitive to increases in traffic as the facilities for pedestrians are of a higher standard in these locations.
10.5 Baseline Conditions
Site Description and Context Surrounding Highway Network
10.5.1 The site straddles the A60 Loughborough Road which provides a connection between Loughborough and Nottingham. The site is therefore well placed for travel to these locations in terms of vehicular access. The A60 Loughborough Road has a carriageway width of 7.3m with a narrow footway to the northern side of the carriageway. The A60 is subject to a 60mph speed, which reduces to 30mph through the village of Cotes from approximately 150m south of Stanford Lane, to approximately 450 east of Stanford Lane.
10.5.2 To the south-east of the site, Barrow Road meets the A60 Loughborough Road at a simple 8 | Transport and Highways Environmental Statement | Land at Cotes, Loughborough
priority junction; this junction is subject to queuing and delays during peak periods.
10.5.3 Stanford Lane runs to the west of the site providing a connection between the A60 Loughborough Road and Meadow Lane to the north-west. Stanford Lane varies in width and is subject to a 60mph speed limit, other than for a short section north of Cotes where the carriageway width narrows around a bend, where it can be difficult for two large vehicles to pass.
10.5.4 Stanford Lane connects to Meadow Lane to the north in the form of simple priority junction, visibility for a number of movements at this junction is sub-standard when considered against current highway design guidance.
Sustainable Transport Provision
Bus Services
10.5.5 Three bus services run in the vicinity of the development site, of which two, services 8 and 9, pass through the site along the A60. Service 27 would run no closer than 500m from the proposed local centre, and therefore has not been considered further.
10.5.6 Service 9 is the principal service. This runs between Loughborough and Nottingham City Centre via West Bridgeford. It is operated by Kinchbus, part of the Wellglade Group, from their Loughborough depot. A summary of service 9 is set out below:
Weekday: 26 departures in each direction. During the inter-peak departures are twice per hour scheduled at 30 minute intervals; in the morning peak, congestion delays extend the service interval by 5 minutes i.e. to 25 minutes, between some departures. All departures are commercially registered. Earliest arrival in Loughborough town centre is at 7.36am.
Evening: services operate at variable intervals up to 2 hours; final departure time is at 10:45pm.
Sunday: services operate at hourly intervals between 8.45am or 10:30am and 4:445pm or 6pm, depending on direction of travel.
10.5.7 Service 8 provides an additional departure/arrival on weekdays and Saturdays between the site and Loughborough town centre; earliest arrival there is at 7:25am. It also provides an hourly interval connection to Burton-on-the-Wolds, passing close to the primary school there. There are no Sunday departures on this service.
Rail Services
10.5.8 Service 9 calls at stops within 200m of Loughborough Rail station, from where train services are available to the regional city centres – Derby, Leicester and Nottingham, also directly to London and other cities/towns outside the region e.g. Sheffield and Luton Airport Parkway.
10.5.9 Weekday peak period direct departures run to/from the three regional city centres between once and four times per hour. On-train travel times to these centres are typically 12 minutes for Leicester, 23 minutes for Derby, and 26 minutes for Nottingham.
10.5.10 Employment opportunities are available at East Midlands Airport (EMA), as well as being a trip attractor for scheduled and holiday air travel. Kinchbus operate their Skylink service between Loughborough and EMA with 2 departures per hour during the daytime and 1 departure per hour overnight, on bus travel time is typically 25 minutes.
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Pedestrian & Cycle Facilities
10.5.11 A narrow footway is provided on the northern side of the A60 Loughborough Road and this provides a link to the village of Hoton to the north-east. To the south, the footway connects to Cotes Village and then continues south to bridge over the Rover Soar where the footpath stops. There is no footway provision on Stanford Lane, however this is a lightly trafficked route and is therefore considered suitable for walking and cycling.
10.5.12 Approximately 1km to the south-west of the site, Allsopp’s Lane provides a connection from the southern side of the A60, to Little Moor Lane on the eastern boundary of Loughborough. Allsopp’s Lane is classified as a Bridleway and therefore allows access by both foot and cycle. A committed improvement scheme is to be delivered by Network Rail with construction planned to commence in 2013.This will replace the current at-grade crossing with a bridge to improve safety for pedestrians/cyclists at this location.
10.5.13 The site is crossed by Public Footpaths H84, H85, H87, and Public Bridleway H88. A Natural England Higher Level Stewardship Permissive Bridleway also crosses the site.
10.5.14 Footpath H86 provides a route from Stanford Lane (approx 200m from the junction with Meadow Lane), which includes a bridge over the River Soar, and a tunnel under the railway. This provides a connection to the Meadow Lane industrial area to the west of the railway.
Baseline Survey Information Existing Traffic Flows
10.5.15 The main areas considered in terms of traffic flows are the A60 corridor from Rempstone to Queens Road in Loughborough, the corridor from the A6006 to the north of Normanton on Soar to Belton Road, and the corridor from the A60 at Hoton down to Barrow on Soar.
10.5.16 To establish current levels of traffic, surveys were undertaken during May and July 2013. Classified turning counts were collected by LCC’s Transport Data and Intelligence Team on Wednesday 15th May 2013 for the following junctions:
A60 Loughborough Road/Main Street/Ashby Road – Rempstone;
Leake Lane/Main Street/Normanton Lane – Stanford on Soar;
Main Street/Stanford Lane/Meadow lane – Stanford on Soar;
A60 Loughborough Road/Stanford Lane – Cotes;
A60 Loughborough Road/Barrow Road/Nottingham Road – Cotes; and
Loughborough Road/Cotes Road/Barrow Road – Cotes.
10.5.17 Additional classified turning counts and queue length surveys were collected by Streetwise Services on Wednesday 10th July 2013 for the following junctions:
Meadow Lane/Station Boulevard/North Road – Loughborough;
Meadow Lane/Belton Road/Ratcliffe Street – Loughborough;
A60 Nottingham Road/Station Boulevard – Loughborough;
A60 Nottingham Road/Morley Street – Loughborough;
10.5.18 The full details of the traffic counts undertaken in the vicinity of the site are provided in
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the TA which is included as Appendix 10.1 in Volume 2 of this ES. As detailed previously, traffic data for the future assessment horizons has been obtained by applying TEMPRO growth factors to the 2013 surveyed baseline flows, for both the 2016 and 2026 assessment horizons.
10.5.19 The AM and PM peak hour traffic flows for the assessment years of 2016 and 2026 are summarised in Table 10.3 below.
Table 10.3 Baseline Peak Hour Traffic Flows
Highway Link 2016 2026
AM Peak PM Peak AM Peak PM Peak
Total HGV Total HGV Total HGV Total HGV
1 A6006 Ashby Road 1192 76 1120 72 1336 85 1259 81
2 A6006 Main Street 991 79 967 77 1111 89 1087 87
3 A60 Loughborough Road 846 21 831 21 948 24 934 23
4 A60 Rempstone Road 811 29 807 29 908 33 907 33
5 Wymeswold Road 198 7 172 6 222 8 194 7
6 Prestwold Lane 390 16 381 16 436 18 1259 81
7 B676 Prestwold Lane 869 32 844 31 974 36 1087 87
8 B676 Loughborough Road 497 26 474 25 557 29 934 23
9 Nottingham Road 414 10 412 9 464 11 907 33
10 North Street 725 17 903 22 812 19 194 7
11 Church Street 80 0 124 0 90 0 429 18
12 High Street 1058 25 1165 28 1185 28 949 35
13 Cotes Road (South) 456 15 375 12 511 17 532 28
14 Cotes Road (North) 283 4 280 4 317 5 463 11
15 B676 Loughborough Road (West) 480 12 510 13 537 14 1015 24
16 B676 Loughborough Road (East) 503 19 460 17 564 21 139 0
17 A60 Loughborough Road 686 28 628 26 768 32 1309 31
18 A60 Loughborough Road 688 24 637 22 771 27 422 14
19 Barrow Road 761 14 783 14 852 15 315 5
20 A60 Nottingham Road 1389 51 1291 48 1556 58 573 15
21 Nottingham Road 1237 64 1040 54 1386 72 517 20
22 Morley Street 142 6 128 6 160 7 705 29
23 Nottingham Road 1214 62 1032 53 1360 69 716 25
24 Queens Road 716 22 896 28 803 25 881 16
25 Nottingham Road 671 38 443 25 752 42 1451 54
26 Meadow Lane 663 14 735 15 743 16 1169 61
27 A6004 Belton Road 1457 55 1466 56 1632 62 144 6
28 Meadow Lane 1272 74 1243 72 1425 83 1159 59
29 North Road 169 6 125 5 190 7 1007 31
30 Station Boulevard 822 35 907 38 921 39 498 28
31 Meadow Lane 703 51 598 44 788 58 807 17
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Highway Link 2016 2026
AM Peak PM Peak AM Peak PM Peak
Total HGV Total HGV Total HGV Total HGV
32 Meadow Lane 620 11 457 8 695 13 1573 60
33 Stanford Lane 150 3 88 2 168 4 1397 81
34 Main Street 564 9 433 7 632 10 141 5
35 Normanton Lane 117 1 150 2 131 2 1020 43
36 Leake Lane 451 7 297 5 505 8 672 49
37 A60 New Link Road ------
38 A60 Loughborough Road 710 26 676 24 796 29 99 2
10.5.20 The impact of the occupied development is assessed against the AM and PM peak hour baseline traffic flows as it during these periods that the majority of traffic will be generated by the development. Traffic associated with the construction phase of the development is, however, likely to be spread across a longer period throughout the day and therefore the impact of this traffic has been assessed against average 12 hour weekday traffic flows. The 2013 surveys only provide outputs for the AM and PM peak hours therefore conversion factors derived from local traffic counts have been applied to the data in Table 10.3 to provide baseline traffic flows over a 12 hour period. The resultant flows are detailed in Table 10.4.
Table 10.4 Baseline 12h Traffic Flows
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Total HGV Total HGV
1 A6006 Ashby Road 10241 655 11492 736
2 A6006 Main Street 8675 694 9735 779
3 A60 Loughborough Road 7426 186 8333 208
4 A60 Rempstone Road 7167 258 8043 290
5 Wymeswold Road 1640 59 1840 66
6 Prestwold Lane 3415 140 3833 157
7 B676 Prestwold Lane 7589 281 8516 315
8 B676 Loughborough Road 4301 224 4826 251
9 Nottingham Road 3661 84 4108 94
10 North Street 7212 173 8095 194
11 Church Street 904 3 1015 3
12 High Street 9846 236 11051 265
13 Cotes Road (South) 3683 122 4133 136
14 Cotes Road (North) 2493 37 2798 42
15 B676 Loughborough Road (West) 4383 114 4919 128
16 B676 Loughborough Road (East) 4269 162 4791 182
17 A60 Loughborough Road 5818 239 6528 268
18 A60 Loughborough Road 5868 205 6585 230
19 Barrow Road 6840 123 7676 138
20 A60 Nottingham Road 11872 439 13322 493
21 Nottingham Road 10087 525 11318 589
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Highway Link 2016 26
Total HGV Total HGV
22 Morley Street 1199 54 1345 61
23 Nottingham Road 9946 507 11160 569
24 Queens Road 7144 221 8019 249
25 Nottingham Road 4937 276 5538 310
26 Meadow Lane 6196 130 6868 144
27 A6004 Belton Road 12948 492 14199 540
28 Meadow Lane 11141 646 12502 725
29 North Road 1303 50 1462 56
30 Station Boulevard 7662 322 8599 361
31 Meadow Lane 5763 421 6467 472
32 Meadow Lane 4773 86 5355 96
33 Stanford Lane 1054 23 1182 26
34 Main Street 4414 71 4953 79
35 Normanton Lane 1181 14 1325 16
36 Leake Lane 3315 53 3719 60
37 A60 New Link Road 0 0 0 0
38 A60 Loughborough Road 6140 221 6890 248
Highway Safety
10.5.21 Personal Injury Accident data has been obtained from Leicestershire County Council and Nottinghamshire County Council for the highway network surrounding the site over the 4½ year period since January 2009. This information has been summarised for the whole area in Table 10.5 with a more detailed analysis of individual sections of the highway network included within the TA.
Table 10.5 - Summary of PIAs recorded on Surrounding Highway Network Period Severity Sensitive Road Users
Slight Serious Fatal Pedestrian Cyclist M’cycle
2009 15 5 1 - 1 2
2010 21 2 - 2 1 3
2011 14 6 - 3 1 3
2012 12 2 - 1 1 4
2013 8 - - 5 - -
10.5.22 As detailed in table 10.5 a total of 86 accidents were recorded on the highway network in the vicinity of the proposed development of which 15 resulted in serious injuries and one resulted in a fatality. The review of the accident record for the highway network surrounding the development site has revealed that there are a number of accident clusters where a number of incidents have occurred.
10.5.23 A number of accident clusters were identified to the south west of the development centred on a number of junctions within close proximity to Loughborough Station.
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However significant highway improvements were implemented during the middle of 2011, therefore the majority of these accidents occurred before the improvements were completed.
10.5.24 Further clusters of accidents were identified on Prestwold Lane between the A60 and Burton on the Wolds, on Cotes Road to the north of Barrow on Soar, and at Rempstone crossroads. The impact of the development at Rempstone crossroads is not considered significant. Further discussions are to be held with LCC to identify suitable safety enhancements that can be delivered as part of the development for the other two locations.
10.5.25 The majority of the accidents that were recorded in these clusters were the result of driver error such as failing to anticipate the slowing of vehicles in front resulting in rear shunts, pulling out in front of other vehicles, or driving through red lights.
10.6 Key Impacts and Likely Significant Effects
Construction Traffic Impact 10.6.1 It is anticipated that the construction activities will be undertaken over a ten/eleven year period and will be divided in to five phases. Due to the complexity and length of the construction programme it is not possible to accurately predict volumes of traffic that will be generated over the course of a normal working day.
10.6.2 The levels of traffic increase that would be required to trigger an assessment of the potentially significant environmental effects associated with traffic and transport, in accordance with the IEMA guidelines, have been calculated by increasing base traffic flows detailed in Table 10.5 by 30% (10% on the roads identified as sensitive in section 10.2.43) The resultant traffic increases that would be required to trigger a detailed assessment of the impact of construction traffic are detailed in Table 10.6.
Table 10.6 Increase in Traffic Volumes Required to Exceed Thresholds for Assessment
Highway Link 2016 Construction 2016 Construction Increase in Traffic Base Base + 30%
Total HGV Total HGV Total HGV
1 A6006 Ashby Road 10241 655 13314 852 3073 197
2 A6006 Main Street 8675 694 11277 902 2602 208
3 A60 Loughborough Road 7426 186 9653 241 2227 55
4 A60 Rempstone Road 7167 258 7883 284 716 26
5* Wymeswold Road 1640 59 2131 77 491 18
6 Prestwold Lane 3415 140 4440 182 1025 42
7 B676 Prestwold Lane 7589 281 9866 365 2277 84
8* B676 Loughborough Road 4301 224 4731 246 430 22
9 Nottingham Road 3661 84 4759 109 1098 25
10* North Street 7212 173 7933 190 721 17
11* Church Street 904 3 994 3 90 0
12* High Street 9846 236 10831 260 985 24
13* Cotes Road (South) 3683 122 4052 134 369 12
14 Cotes Road (North) 2493 37 3241 49 748 12
15 B676 Loughborough Road (West) 4383 114 5698 148 1315 34
16 B676 Loughborough Road (East) 4269 162 5550 211 1281 49
17* A60 Loughborough Road 5818 239 6400 262 582 23
18 A60 Loughborough Road 5868 205 7628 267 1760 62
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Highway Link 2016 Construction 2016 Construction Increase in Traffic Base Base + 30%
Total HGV Total HGV Total HGV
19 Barrow Road 6840 123 8892 160 2052 37
20 A60 Nottingham Road 11872 439 15433 571 3561 132
21 Nottingham Road 10087 525 13113 682 3026 157
22 Morley Street 1199 54 1559 70 360 16
23 Nottingham Road 9946 507 12930 659 2984 152
24 Queens Road 7144 221 9287 288 2143 67
25 Nottingham Road 4937 276 6418 359 1481 83
26 Meadow Lane 6196 130 8054 169 1858 39
27 A6004 Belton Road 12948 492 16833 640 3885 148
28 Meadow Lane 11141 646 14483 840 3342 194
29 North Road 1303 50 1694 64 391 14
30 Station Boulevard 7662 322 9960 418 2298 96
31 Meadow Lane 5763 421 7492 547 1729 126
32 Meadow Lane 4773 86 6205 112 1432 26
33 Stanford Lane 1054 23 1370 30 316 7
34 Main Street 4414 71 5739 92 1325 21
35 Normanton Lane 1181 14 1535 18 354 4
36 Leake Lane 3315 53 4310 69 995 16
37 A60 New Link Road 0 0 0 0 0 0
38 A60 Loughborough Road 6140 221 7982 287 1842 66
*Sensitive Links 10.6.3 The information contained within Table 10.6 indicates that, due to the high volumes of baseline traffic on the highway network surrounding the site, a large increase in development related traffic would be required during the construction phase to exceed the IEMA thresholds for a detailed assessment. In the immediate vicinity of the development an increase in excess of 1,700 two-way vehicle movements per day will be required to exceed the IEMA thresholds on the A60. Increases in traffic of this magnitude are considered to be highly unlikely during the construction phase.
10.6.4 In terms of HGV movements there are considered to be three reasonable routings for construction traffic to and from the proposed development:
To and from the West along the A60;
To and from the North / East along the A60; and
To and from the East along the B676 Loughborough Road.
10.6.5 For traffic routing to and from the west of the site along the A60 over 100 two-way HGV movements per day could occur before the IEMA threshold is exceeded. For lorries routing from the east along the A60 it is estimated that, due to the sensitive receptors identified in Hoton (Link 17), only 23 additional HGV movements per day would exceed the IEMA thresholds. For traffic routing to and from the east along Loughborough Road a maximum of 34 two-way HGV movements per day could be accommodated before the IEMA thresholds for a detailed assessment are exceeded.
10.6.6 Based on the information above it is considered that the additional traffic generated during Transport and Highways | 15
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the construction period is unlikely to result in a significant increase in total traffic on any link in the vicinity of the development. It is however possible that the increase in HGV traffic may have an impact on routes to the site from the east either along the A60 or B676. A detailed assessment of the potential impact, as well as possible mitigation measures, are discussed in the following sections.
Operational Traffic Impact 10.6.7 Full details of the predicted traffic generations, the assumptions made regarding the uptake of sustainable forms of transport and the proposed improvements to sustainable transport that will be implemented as part of the development are contained within the TA and Travel Plan that have been prepared for the proposed development. For the purposes of this assessment, a worst case scenario has been examined. This assumes that the improvements to sustainable modes of transport and the implementation of the Travel Plan will have a minimal impact on the travel patterns of people either resident or employed at the site.
10.6.8 Table 10.7 compares the predicted traffic generation for the proposed development with the 2026 AM an PM peak hour base flows to identify any potential sections of road where increases in traffic may exceed the thresholds set out in the IEMA guidelines, therefore requiring a detailed assessment.
Table 10.7 Increase in Traffic Volumes resulting from Proposed Development
Highway Link AM Peak Hour PM Peak Hour
2026 2026 % 2026 2026 % Base Base+Dev Change Base Base+Dev Change
1 A6006 Ashby Road 1336 1277 -4% 1259 1273 1%
2 A6006 Main Street 1111 1102 -1% 1087 1084 0%
3 A60 Loughborough Road 948 1050 11% 934 931 0%
4 A60 Rempstone Road 908 1043 15% 907 913 1%
5* Wymeswold Road 222 99 -55% 194 141 -27%
6 Prestwold Lane 436 419 -4% 429 435 1%
7 B676 Prestwold Lane 974 1067 10% 949 1061 12%
8* B676 Loughborough Road 557 673 21% 532 642 21%
9 Nottingham Road 464 442 -5% 463 464 0%
10* North Street 812 898 11% 1015 1210 19%
11* Church Street 90 90 0% 139 139 0%
12* High Street 1185 1400 18% 1309 1561 19%
13* Cotes Road (South) 511 800 57% 422 715 69%
14 Cotes Road (North) 317 525 66% 315 519 65%
15 B676 Loughborough Road (W) 537 547 2% 573 573 0%
16 B676 Loughborough Road (E) 564 661 17% 517 612 18%
17* A60 Loughborough Road 768 902 17% 705 711 1%
18 A60 Loughborough Road 771 902 17% 716 711 -1%
19 Barrow Road 852 1778 109% 881 1813 106%
20 A60 Nottingham Road 1556 1642 6% 1451 1602 10%
21 Nottingham Road 1386 1489 7% 1169 1294 11%
22 Morley Street 160 175 9% 144 160 11%
23 Nottingham Road 1360 1437 6% 1159 1270 10%
24 Queens Road 803 927 15% 1007 1042 3%
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Highway Link AM Peak Hour PM Peak Hour
2026 2026 % 2026 2026 % Base Base+Dev Change Base Base+Dev Change
25 Nottingham Road 752 661 -12% 498 488 -2%
26 Meadow Lane 743 762 3% 807 794 -2%
27 A6004 Belton Road 1632 1678 3% 1573 1746 11%
28 Meadow Lane 1425 1558 9% 1397 1531 10%
29 North Road 190 188 -1% 141 141 0%
30 Station Boulevard 921 935 2% 1020 1131 11%
31 Meadow Lane 788 941 19% 672 805 20%
32 Meadow Lane 695 870 25% 514 727 41%
33 Stanford Lane 168 346 106% 99 419 322%
34 Main Street 632 273 -57% 486 540 11%
35 Normanton Lane 131 146 11% 168 161 -4%
36 Leake Lane 505 129 -74% 334 395 18%
37 A60 New Link Road 0 1188 - 0 1173 -
38 A60 Loughborough Road 796 0 - 759 0 -
*Sensitive Links
10.6.9 The information contained within Table 10.7 indicates that the only locations where there is predicted to be significant increases in traffic as a result of the proposed development that will exceed the IEMA thresholds (i.e. 10% increase on sensitive links and 30% elsewhere) are along the following links:
Link 4 - A60 Rempstone Road (AM Only);
Link 5 - Wymeswold Road;
Link 8 - B676 Loughborough Road;
Link 10 - North Street;
Link 12 - High Street;
Link 13 - Cotes Road (South);
Link 14 - Cotes Road (North);
Link 17 - A60 Loughborough Road; (AM Only)
Link 19 - Barrow Road;
Link 32 - Meadow Lane;
Link 33 - Stanford Lane;
Link 34 - Main Street; and
Link 36 - Leake Lane.
10.6.10 Consequently, a detailed assessment of the effects along the above links is undertaken in the following section.
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Assessment of Significance Effects
10.6.11 The assessment of potential effects and their significance is defined below.
Severance
10.6.12 In accordance with the IEMA guidelines, receptors are likely to experience changes in severance when traffic flows change by 30% or more with changes in traffic flows of 60% and 90% producing ‘moderate’ and ‘major’ changes in severance. As detailed in Table 10.7, traffic changes in excess of this threshold are expected on Links 5, 13, 14, 19, 32, 33, 34 and 36.
10.6.13 Traffic flows on Links 5, 34 and 36 are predicted to decrease following the completion of the proposed development which is primarily due to the predicted re-assignment of baseline traffic flows and therefore there will be a beneficial impact in terms of severance. Given the magnitude of the predicted reduction of traffic on Link 36, it is anticipated that the change will be moderate whereas the beneficial change on links 5 and 34 will be minor.
10.6.14 Links 19 and 33 are all predicted to experience increases in traffic that would result in major adverse changes in severance. However in the case of Link 19 this is due to the realignment works to the A60 as part of the development and in the case of Link 33 this is due to the low flow in the baseline scenario which results in high percentage increases when development traffic flows are added in. In both cases there is very little development along either of these links and therefore pedestrian demand is very low. The impact of the increased severance effect is considered to be minor in these locations. Link 32 is similar in that minor increases in severance would be expected during the PM peak hour given the change in the volume of traffic, however pedestrian activity along this link is limited and therefore the impact along this link is not considered to be significant.
10.6.15 As detailed previously, following the completion of the development, traffic is predicted to increase along Cotes Road to the south of the site (Links 13 and 14). Given that the northern section of Cotes Road (Link 14) is predominantly rural, there is likely to be very little pedestrian demand therefore any change in the level of severance is not likely to be significant. However the southern section of Cotes Road is likely to experience higher volumes of pedestrian activity within Barrow upon Soar especially in the vicinity of Humphrey Perkins High School. Based on the increases in traffic a minor adverse increase in severance would be expected in the AM peak hour and a moderate adverse increase in severance would be expected in the PM peak hour. A mitigating factor in this location is that traffic calming has recently been installed on this section of road which will reduce traffic speeds and also dissuade vehicles from routing in this direction. Furthermore the parallel route of Willow Road is not included within the modelling and is possible that some traffic would use the alternative route.
10.6.16 As part of the realignment works to the A60 the existing section of the road through Cotes village will be stopped up which will result in a very substantial reduction of traffic past the existing dwellings. This will lead to major decrease in severance in this location (Link 38) which will be a long term beneficial impact.
10.6.17 It is likely that the development will have a moderate adverse impact on severance in the vicinity of Link 13, however adverse effects elsewhere are likely to be limited due to the low levels of pedestrian activity. Beneficial impacts are predicted to occur on Links 5, 34 and 36 which pass through Stanford on Soar and Hoton respectively. The overall significance of severance is considered to be minor.
Driver Delay
10.6.18 Delays to non-development traffic can occur on the network due to the additional traffic generated by the development. The IEMA guidelines note that these additional delays are
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only likely to be significant when traffic on the network surrounding the development is already at, or close to capacity.
10.6.19 The TA has identified that additional congestion as a result of the changing traffic patterns resulting from the completed development at the junction between Cotes Road, High Street and North Street. (Links 10, 12 and 13). The particular impact identified in the TA is on the Cotes Road arm of the junction (Link 13). However as discussed in detail in the TA it is considered that the traffic modelling is overestimating the impact of the development in this location as there are alternative routes, principally via Willow Road, and traffic calming measures that may not have been included within the model. It is likely that, if congestion will occur, traffic will divert to alternative routes resulting in a less significant impact. The development will have an adverse impact on driver delay, however, given the potential for drivers to reroute; the magnitude of this impact will be minor.
10.6.20 No capacity issues are predicted on the remaining links identified as sensitive in the previous section. The proposed work to realign the A60 will however relieve capacity constraints at the junctions between the A60 and Barrow Road (Links 19 and 38) and also the B676 and Cotes Road (Links 14 and 19). Given the volume of baseline and development traffic that will use this route, these works will have a moderate beneficial impact upon driver delay in this area.
10.6.21 Given that the predicted increase in driver delay is limited to the junction between Links 12 and 13, the overall significance of the driver delay effect is minor.
Pedestrian Delay
10.6.22 In accordance with IEMA guidelines, pedestrian delay is likely to occur when traffic affects the ability of people to cross roads. As detailed previously, many of the links where development traffic is likely to significantly change existing levels experience very low pedestrian volumes as they are predominantly rural in nature. The only locations where the level of pedestrian activity will be sufficient for a significant change in pedestrian delay to be likely are Links 4, 5 and 17 in the village of Hoton, Link 8 in Burton on the Wolds, Links 12 and 13 in Barrow upon Soar and Link 34 in Stanford on Soar.
10.6.23 As detailed previously, the traffic flows on Links 5 and 34 are predicted to decrease following the completion of the proposed development which will result in a beneficial impact on the level of pedestrian delay. The baseline traffic flows along these links are relatively low and it is anticipated that existing levels of pedestrian delay along these lines will be minimal. Therefore the likely beneficial change will be minor.
10.6.24 The IEMA guidelines indicate that increases in traffic of around 30% can double the delay experienced by pedestrians attempting to cross the road. Links 4 and 17 in the village of Hoton are predicted to experience traffic increases of between 15% and 17% in the AM peak hour. Increases of this magnitude will adversely affect pedestrian delay. However this will not lead to a doubling of delay therefore the magnitude of change will be minor.
10.6.25 Link 12 is expected to experience an increase in traffic of 18% in the AM peak hour and 19% in the PM peak hour and therefore is likely to experience minor increases in pedestrian delay. Link 13 is predicted to experience a 57% increase in traffic in the AM peak hour and a 69% increase in traffic in the PM peak hour. Increases of this magnitude are likely to more than double the level of pedestrian delay experienced on this link and, given that the pedestrian demand along this link will be high due to the proximity of the school, the magnitude of the change will be moderate. It should however be noted that the modelling undertaken as part of the TA is overestimating the change in traffic flow on this link and therefore the addition of development traffic may only result in a minor adverse change.
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10.6.26 Link 37, which will form the new alignment of the A60, will accommodate relatively high volumes of traffic. This will have an adverse effect on delay for pedestrians on the public right of way which will cross the realigned road. Given that the likely pedestrian demand using the rural footpath is likely to be low during the AM and PM peak hours on the highway network the magnitude of the change will be minor.
10.6.27 Given the magnitude and factors detailed above, the overall significance of the impact is considered to be minor.
Pedestrian Amenity
10.6.28 The IEMA guidelines note that changes in pedestrian amenity may be considered significant where the traffic flow is halved or doubled. There are seven locations where such a change is likely to occur.
10.6.29 Links 5, 34 and 36 are predicted to experience a halving or more in traffic flows which will therefore result in a beneficial impact on pedestrian amenity. Given that pedestrian movements are limited in these areas the overall magnitude of the change will be minor.
10.6.30 As detailed previously, the realignment works to the A60 will result in the existing section of the road through Cotes village being stopped up. This will result in a very substantial reduction of traffic past the existing dwellings within Cotes leading to a major beneficial impact on pedestrian amenity on Link 38.
10.6.31 Traffic flows on Links 14, 19 and 33 are all predicted to more than double in both the AM and PM peak hours which will have a significant adverse impact on pedestrian amenity. However as these links will predominantly remain rural in nature following the completion of the development, pedestrian activity will be limited therefore the overall magnitude of the change in these areas is likely to not be significant.
10.6.32 Link 13 is the remaining area where traffic levels are predicted to more than double in both the AM and PM peak hours and therefore the development is predicted to have significant adverse impact on pedestrian amenity. Pedestrian levels are likely to be high in this location due to the proximity of Humphrey Perkins High School. There are however pedestrian footways along both sides of Cotes Road and the composition of traffic is unlikely to change, given the limited number of HGVs that will generated by the scheme. It is therefore considered that the overall magnitude of the change in this area will be minor.
10.6.33 Given the magnitude and factors detailed above, the overall significance of the pedestrian amenity is considered to be minor.
Fear and Intimidation
10.6.34 As detailed previously, levels of fear and intimidation experienced by pedestrians are dependent on the volume of traffic, its HGV composition and factors such as the speed, size and proximity of vehicles.
10.6.35 Of the links identified for detailed assessment, many have very low levels of pedestrian activity therefore the impact of the changing traffic flows on fear and intimidation in these locations is likely to not be significant.
10.6.36 The highest levels of pedestrian flow are expected along Link 13 in Barrow upon Soar. Despite this increase in traffic it is considered that the magnitude of the change in fear and intimidation in this location will be minor as a result of the existing pedestrian facilities and the fact that the composition of the traffic will not change. The speed of traffic in this location will also be low due to recently installed traffic calming measures.
10.6.37 Minor increases in the level of fear and intimidation would be expected on links 4, 8 and 17 in the villages of Hoton and Burton on the Wolds however, as with Link 13, there are pedestrian footways on either side of the carriageways and also the composition of the 20 | Transport and Highways Environmental Statement | Land at Cotes, Loughborough
traffic is unlikely to change. The magnitude of the effect in these locations is also considered to be minor.
10.6.38 A change in composition of traffic is one of the principle causes of increased fear and intimidation. As detailed previously, a change in the volume of HGV traffic is only likely to during the construction phase. If construction traffic routes to and from the east along the A60 significant increases of HGV would be expected along Links 4 and 17. The magnitude of the effect during the construction period could potentially be moderate depending on the traffic routing but would only be temporary.
10.6.39 Given the magnitude and factors detailed above, the overall significance of the fear and intimidation is considered to be minor.
Accidents and Safety
10.6.40 The Proposed Development is not predicted to generate significant volumes of HGV traffic therefore it is unlikely to produce a change in the character of the traffic on the local road network. The increase in total traffic flows as a result of the Proposed Development may however result in minor adverse effects on accidents and safety.
10.6.41 The review of PIA data undertaken as part of the TA identified that a total of 86 accidents were recorded on the highway network in the vicinity of the site. The majority of these accidents did however occur on links where significant increases of traffic as a result of the development are not predicted. A number of accidents were recorded on the A60, Loughborough Road, Meadow Lane and Stanford Lane (Links 17, 19, 32, 33 and 38) which were all identified as links where significant increases in traffic are likely to occur. Given the causation factors of these accidents, which were primarily the result of driver error, it is considered that the additional traffic generated by the development will not have a significant adverse impact on highway safety in these locations.
10.6.42 Other sensitive links where several accidents were recorded include links 13 and 14 where a total of five accidents were recorded. Five accidents were also recorded in the vicinity of the junction between Nottingham Road and the B676 (Link 8) and a further three accidents were recorded on the A60 (Link 4) in the vicinity of the junction with Wymeswold Road. It is possible that the increase in traffic volumes as a result of the development will result in an adverse impact on accidents and safety. Given that the causation factors of these accidents which were primarily related to driver error or adverse weather, the likely impact on accidents and safety is considered to be minor.
10.6.43 Given the magnitude and factors detailed above, the overall significance of accidents and safety is considered to be minor.
10.7 Mitigation, Enhancement and Residual Effects
Mitigation and Enhancement
10.7.1 A summary of the traffic and transport related environmental measures incorporated into the development proposals to control, avoid, reduce or compensate for potentially significant traffic-related environmental effects occurring for the construction period are provided in Table 10.8 and for the operational period are provided in Table 10.9.
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Table 10.8 Rationale for Incorporation of Environmental Measures during the Construction Process Mitigation Measure Effect to be Addressed Rational
Wheel Wash Accidents and Safety Washing facilities will prevent vehicles leaving mud on the local road network which could impact upon highway safety.
Implementation of a Severance; The Construction Traffic Management Plan will define the hours Construction Traffic during which deliveries can be made to and from the site and also Driver Delay; Management Plan the routes that vehicles will take. Pedestrian Delay: This will ensure that vehicle movements are spread throughout the Pedestrian Amenity; day avoiding the peak hours on the highway network reducing the impact on driver delay. Fear and Intimidation; Deliveries can also be timed to avoid the peak times for pedestrian Accidents and Safety. movement (i.e. school start and finish times) so as to limit the impact of the additional HGV movements on severance, pedestrian delay and amenity and fear and intimidation.
Table 10.9 Rational for Incorporation of Environmental Measures during the Operational Period Mitigation Effect to be Rational Measure Addressed
Provision of site access Accidents and Safety The provision of appropriately designed access points will allow Junctions and reduction of vehicles to enter and exit the site safely and will also mitigate Driver Delay; speed limits on the A60 some of the additional delay experienced by existing users of the Pedestrian Amenity; road. Fear and Intimidation; The introduction of new junction features into the highway will also help to reduce vehicle speeds along sensitive links which will assist in mitigating any impact on pedestrian amenity and fear and intimidation.
Realignment of the A60 Accidents and Safety The realignment of the A60 will reduce the delays currently and stopping up of the experienced by drivers at the A60 / Barrow Road Junction and will Driver Delay; existing highway through also improve highway safety along these links. Cotes Pedestrian Amenity; The stopping up of the existing alignment will also reduce the Fear and Intimidation; volume of traffic movements within the existing Cotes settlement which will improve the pedestrian amenity and reduce the levels of fear and intimidation experienced.
Provision of signalised Accidents and Safety An array of controlled and uncontrolled pedestrian crossing crossing facilities A60 facilities will be provided on the A60 and also on other roads Severance; within the development. Pedestrian Delay; The installation of the crossings will primarily benefit residents of Pedestrian Amenity; the development by mitigating the impact on pedestrian safety and would also reduce the level of fear and intimidation Fear and intimidation; experienced. The crossings will also mitigate any additional delay to other pedestrians wishing to cross the A60 that may have arisen due to the traffic generated by the scheme such as users of the public rights of way.
Provision of pedestrian Pedestrian Amenity; Direct pedestrian and cycle links will be provided throughout the and cycle connections site to provide safe, high quality and convenient and legible links Pedestrian Delay; through the development between the residential areas and the local centre and Severance; employment developments which will assist in mitigating the impact on pedestrian amenity and delay as well reducing Fear and Intimidation; severance and the level of fear and intimidation
Provision of an off-road Fear and Intimidation; In addition to the facilities to be implemented within the site, a pedestrian and cycle new off-road connection to Loughborough will be provided. The Accidents and Safety; connection to new link will provide a connection from the site to Allsopp's Lane, Loughborough Pedestrian Amenity; which is a Bridleway and is therefore already open to cyclists. Allsopp's Lane provides an onwards connection to Loughborough. Pedestrian Delay; It is anticipated that this will mitigate any increase in fear and intimidation experienced by cyclists and also improve safety. The route will also mitigate impacts on pedestrian amenity and delay.
Provision of improved Driver Delay The development will provide a new bus services between the public transport services development and the Loughborough which will provide up to four Accidents and Safety departures an hour in each direction and will operate throughout Severance; the week and at weekends. Pedestrian Delay; The purpose of this service is to encourage fewer residents to drive into the City Centre which would therefore reduce the Pedestrian Amenity; volume of traffic generated by the development. Fear and intimidation
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Implementation of a Driver Delay; The Travel Plan which has also been prepared for the Proposed Travel Plan Development sets out a package of measures aimed at promoting Pedestrian Delay: sustainable transport. This includes measures to encourage an Pedestrian Amenity; increase in the journeys undertaken on foot and by bicycle, such as, the promotion of safe walking and cycling routes and the offer Fear and Intimidation; of cycle training for staff.
Measures such as these are likely to not only reduce the volume of traffic generated by the proposed development, but also boost the confidence of pedestrians and cyclists resulting in a minor beneficial effect as these road users are less likely to be intimidated by small increases in traffic volumes.
Further study of Highway Highway Safety A further study will be undertaken in consultation with LCC / NCC Safety Improvements with regard to potential highway safety improvements that can be made at off-site junctions on sensitive links, where accidents have recently been recorded.
Residual Effects
10.7.2 Taking into account the effect of the mitigation measures detailed within Tables 10.8 and 10.9 above the residual impact of the development traffic on the potential effects is detailed below.
Severance
10.7.3 The overall impact of development traffic on severance will be adverse although as some areas would likely experience a beneficial impact due to reduced traffic levels the significance of the impact was considered to be minor.
10.7.4 The mitigation measures detailed above, including the re-alignment of the A60 and the provision of pedestrian crossing facilities will help to mitigate the impact of the development however there are potentially areas where increases in severance may still occur. Principal amongst these is Cotes Road (Link 13) where a moderate increase in severance is predicted. As indicated previously there is some uncertainty regarding the likely routing of baseline traffic in this location and traffic calming measures have recently been installed which will lower speeds and deter traffic form routing in this direction. These factors will likely mean that a reduced degree of severance is likely to be experienced following the addition of development traffic. The residual significance of the severance effect will be minor.
Driver Delay
10.7.5 The works associated with the proposed development will address existing capacity problems on the A60 in the vicinity of the junction with Barrow Road which will result in a beneficial impact for existing road users. The TA is however predicting an increase in delay at on Cotes Road in Barrow upon Soar. As discussed previously, it is considered likely that the modelling undertaken is overestimating the likely volume of traffic in this location and is not taking accurate account of traffic calming and re-routing options. It should also be noted that a worst case in terms of traffic generation has been assessed. In reality the Travel Plan and improvements to sustainable travel options will mitigate some of the impact of the development by reducing the volume of traffic generated by the scheme. Taking these factors into account it is considered that the residual significant of the Driver Delay effect will be minor.
Pedestrian Delay
10.7.6 As part of the proposed development it is proposed to introduce several pedestrian crossing facilities on the A60 and Stanford Lane as part of the proposed development which will mitigate delay experienced by pedestrians routing to and from the development. The proposed realignment of the A60 is predicted to lead to a change in baseline traffic patterns, reducing traffic on certain links leading to a beneficial impact in some locations.
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10.7.7 The percentage increase in traffic along Link 13 would suggest that the development would have a major impact on pedestrian delay in this location. However, as detailed previously, it is considered that the modelling undertaking is overestimating the volume of traffic that will use this route and therefore the impact on pedestrian delay is likely to be much less. There are existing footways along both sides of the carriageway and traffic calming has also recently been installed which slows down the traffic making it easier to cross the road.
10.7.8 Taking these factors into account it is considered that the residual significant of the Pedestrian Delay effect will be minor.
Pedestrian Amenity
10.7.9 It is predicted that as a result of the proposed development, several areas in the vicinity of the site will experience an improvement in pedestrian amenity due to reduced traffic flows or the provision for pedestrians that will be included as part of the scheme.
10.7.10 The impact of the proposed development on pedestrian amenity was considered to be minor adverse impact on link 13. Mitigation options are limited in this location as there are already traffic calming features and pedestrian footways on either side of the carriageway. It is also questionable whether further mitigation would in fact be required due to the possible overestimation of traffic volumes in the modelling.
10.7.11 Potential significant changes in the composition of traffic during the construction period were identified along the A60 and Loughborough Road to the east of the site. Any such impact will be mitigated by the construction traffic management plan which will control the routing and timing of HGV movements and ensure that sensitive routes and receptors are avoided. It is therefore considered that the impact of HGV traffic during the construction period will not be significant.
10.7.12 Taking these factors into account it is considered that the residual significant of the Pedestrian Amenity effect will be minor.
Fear and Intimidation
10.7.13 A number of the locations where potential increases in fear and intimidation were expected experienced very low pedestrian flows, therefore the increases in traffic associated with the proposed development are unlikely to have a significant impact. Minor impacts relating to fear and intimidation were predicted on Cotes Road however as stated previously mitigation options are limited in this location as there is already traffic calming and pedestrian footways on either side of the carriageway. It is also questionable whether further mitigation would in fact be required due to the possible overestimation of traffic volumes in the modelling.
10.7.14 As detailed previously, potential significant changes in the composition of traffic during the construction period will be controlled through the adoption of a construction traffic management plan. It is therefore considered that the impact of HGV traffic during the construction period will not be significant.
10.7.15 The Travel Plan which has also been prepared for the Proposed Development sets out a package of measures aimed at promoting sustainable transport. This includes measures to encourage an increase in the journeys undertaken on foot and by bicycle, such as, the promotion of walking any cycling ‘buddy’ schemes and the teaching of pedestrian and cycle safety to pupils at the proposed primary school. Measures such as these are likely to, not only reduce the volume of traffic generated by the proposed development, but also boost the confidence of pedestrians and cyclists resulting in a minor beneficial effect as these road users are less likely to be intimidated by small increases in traffic volumes.
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10.7.16 Taking into account the limited increases in traffic in areas of high pedestrian demand and the controlling of HGV movements during the construction phase it is considered that the residual significance of fear and intimidation will be negligible.
Accidents and Safety
10.7.17 Minor adverse effects relating to Accidents and Safety were predicted along a number of the sensitive links in the vicinity of the development. However as detailed previously, a number of mitigation measures are planned which will improve safety for pedestrians, cyclists and other road users during both the construction and operation phase of the development. These include the introduction of site access points and amendments to the speed limits along the A60. Further mitigation at off-site junctions will be identified as part of the highway safety study. It is therefore considered that the residual significance of the highway safety effect will be negligible.
10.8 Summary
Introduction 10.8.1 This revised chapter has been prepared to assess the potentially significant environmental effects that could arise from the change in traffic flows during the construction and operation phase of the Proposed Development on Land at Cotes, Loughborough. The assessment has been undertaken in accordance with the IEMA guidelines, the details of which were discussed in Section 10.2.
Baseline Conditions 10.8.2 A full audit of the highway network surrounding the Site has been undertaken as part of the assessment, the purpose of which was to identify land uses and locations that should be considered sensitive in accordance with the IEMA guidelines. As a result of this audit a number of links were identified as sensitive as all had residential properties that front the carriageway and are all likely to be used by pedestrians and cyclists. Traffic count data for both the AM and PM peak hours and a 12 hour period has been obtained to form a base level against which the impact of the Proposed Development was assessed. The highway safety record of the roads surrounding the Site has also been assessed to identify any problems that are likely to be exacerbated by the additional traffic generated by the Proposed Development.
Likely Significant Effects 10.8.3 The assessment of the impact of construction traffic concluded that the minimal increase in traffic during the construction phase would only result in a significant increase in HGV traffic along A60 or Loughborough Road to the east of the site, dependant on routing. The assessment of operational traffic impacts did however identify several links where significant increases in traffic are predicted as a result of the development. A detailed assessment of the potential traffic related environmental effects and their significance has been undertaken in section 10.4 which identified several areas for potential mitigation measures.
Mitigation and Enhancement 10.8.4 A number of mitigation measures have been identified to address any potentially significant traffic related effects resulting from the additional vehicle movements generated by the Proposed Development. These mitigation measures include improvements to pedestrian and cycle facilities within the development, along the A60 and into Loughborough, the provision of a new bus service and the implementation of a construction traffic management plan to ensure the impact of additional HGVs during this period are not significant.
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Conclusions 10.8.5 The results of this assessment have indicated that the potential environmental effects resulting from the increase in traffic generated by the proposed development are predicted to be minor or not significant, providing that the mitigation measures which are deemed integral to the proposals are implemented as part of the development.
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