TRANSPORT AND INFRASTRUCTURE PLANNING
Veolia Environmental Services (UK) Ltd Claylands Avenue, Worksop
Transport Statement
TRANSPORT & INFRASTRUCTURE PLANNING
Veolia Environmental Services (UK) Ltd Claylands Avenue, Worksop, Nottinghamshire
Transport Statement
Birmingham Livery Place, 35 Livery Street, Colmore Business District Birmingham, B3 2PB +44 (0)121 233 3322
Leeds Whitehall Waterfront, 2 Riverside Way Leeds LS1 4EH +44 (0)113 233 8000
London 15 Weller Street London, SE1 1QU +44 (0)20 7234 9122
Manchester 4th Floor Carvers Warehouse, 77 Dale Street Manchester, M1 2HG +44 (0)161 233 4260
Nottingham 5TH Floor, Waterfront House, Station Street Nottingham, NG2 3DQ +44 (0)115 9241100
www.bwbconsulting.com
PROJECT NUMBER: NTT2287 REPORT REFERENCE: NTH2287 TS
VERSION DATE AUTHOR CHECK APPROVE COMMENTS
1 25/10/13 Emma Whitton First internal draft
2 30/10/13 Emma Whitton Paul Wilson Paul Wilson First Issue to Client
3 31/10/13 Emma Whitton Paul Wilson Paul Wilson Second Issue to Client
4 01/11/13 Emma Whitton Paul Wilson Paul Wilson Third Issue to Client
BWB Consulting Ltd Registered in England 5265863 consultancy | environment | infrastructure | buildings www.bwbconsulting.com
CLAYLANDS AVENUE, WORKSOP TRANSPORT STATEMENT NTT2287 TS V4
CONTENTS PAGE Page Number 1.0 INTRODUCTION ...... 1 2.0 EXISTING CONDITIONS...... 3 3.0 PROPOSED DEVELOPMENT ...... 11 4.0 TRIP GENERATION ...... 14 5.0 TRIP DISTRIBUTION AND ASSIGNMENT ...... 18 6.0 HIGHWAY IMPACT ...... 19 7.0 SUMMARY AND CONCLUSIONS ...... 21
TABLES Table 1 Bus Service Summary Table 2 Vehicular Inputs Table 3 Vehicular Outputs Table 4 Summary of HGV Movements
FIGURES Figure 1 General Site Location Figure 2 Detailed Site Location Figure 3 Pedestrian Catchment Area and Local Facilities Figure 4 Cycle Catchment Area Figure 5 Local Bus Services
PHOTOS Photo 1 Existing Access Junction Photos 2&3 Eastern and Western Visibilities Photo 4 Local Footways
DRAWINGS VES_DT_WSOP_200_016 Proposed Vehicle Movement Plan
APPENDICES Appendix A Proposed Site Layout Appendix B PIA Summary – Extract from Crashmap Appendix C Delivery Schedule from Veolia
CLAYLANDS AVENUE, WORKSOP TRANSPORT STATEMENT NTT2287 TS V4
1.0 INTRODUCTION
1.1 BWB Consulting Ltd has been commissioned to prepare a Transport Statement (TS) on behalf of Veolia Environmental Services (UK) Ltd. in support of a planning application for a proposed Waste Transfer Station (WTS), HGV parking, office and ancillary development on the former Dukeries House site on land off Claylands Avenue in Worksop. The proposed site layout plan is shown in Appendix A.
1.2 This report has been prepared in accordance with the Department for Transport (DfT) 2007 document Guidance on Transport Assessment (GTA) and to the National Policy Planning Framework (NPPF), published in March 2012 by the Department for Communities and Local Government. The NPPF replaces Planning Policy Guidance 13: Transport and continues to focus on reducing development impact, with decisions taking account of whether: • The opportunities for sustainable travel 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 development are severe.
1.3 Nottinghamshire County Council (NCC) have provided initial comments relating to the application as follows:
“The Highways Team require a Transport Assessment to be prepared in line with DfT guidance. Given that Claylands Avenue leads into a residential area to the east, lorry routing proposals via the A57 should be included. The traffic modelling would need to cover the site access, the A57/Claylands Avenue, A57/Highgrounds, and A57/Gateford roundabouts. The Highways team state that further modelling may be required should it become apparent that the traffic impact of the proposals would still be material beyond these junctions. It is also likely that the site access would require upgrading given the nature (size and weight) of the vehicles.”
1.4 This report addresses the above Highways comments. Based on work previously undertaken by BWB, it is understood that junctions on the A57 operate within capacity. Given the forecast trip generation supplied by Veolia (Section 4.0), it is
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considered that a Transport Statement to support the planning application is considered appropriate.
1.5 The report is structured as follows: • Section 2 describes the site location, the local highway network, existing opportunities to travel by sustainable modes within the vicinity of the site and reviews personal injury accidents (PIAs) on the local highway network. • Section 3 describes the proposed development including the proposed access arrangements. • Section 4 details the trip generation. • Section 5 examines the development trip distribution and assignment. • Section 6 details the potential impact the development would have on the local highway network. • Section 7 summarises the report.
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2.0 EXISTING CONDITIONS
2.1 Site Location
2.1.1 The site is located on Claylands Avenue in the north-west of Worksop, approximately 200 metres east of the A57. The site is bounded by Claylands Avenue and green field land to the north, and existing industrial uses to the east, south and west. General and detailed site location plans are shown at Figure 1 and Figure 2 respectively.
Figure 1: General Site location
Site Location
Figure 2: Detailed Site Location
Claylands Avenue
Shireoaks Common
Site Location
A57
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2.2 Local Highway Network
2.2.1 Claylands Avenue runs adjacent to the northern boundary of the site and links the A57 approximately 200 metres to the west and Gateford Road approximately 1.6km east of the site. Gateford Road itself links Worksop Town Centre to the south and Gateford to the north.
2.2.2 In terms of the wider local highway network, the site is strategically positioned in the Claylands Industrial Estate; the A57 forms a radial route to the west and south of Worksop, connecting Sheffield to the north-west and Lincoln to the east. More locally, the A57 links to junction 31 of the M1 to the west, the A60 to the south, and the A1/A614 to the south-east.
2.2.3 Locally, Claylands Avenue measures approximately 7.3 metres in width and has a 30mph speed restriction in place. ‘Slow’ road markings are in place on Claylands Avenue on the eastbound approach, approximately 75 metres east of the junction with the A57 and on the westbound approach, prior to the left hand bend.
2.2.4 There are no known HGV restrictions in place on the surrounding links. No congestion or on-street parking issues in the vicinity of the site were observed during the site visit conducted on 2nd October 2013.
2.3 Access
2.3.1 Currently, vehicular access to the site can be gained via an access junction off Claylands Avenue, as shown in Photo 1.
2.3.2 At the effective give way line, the junction width measures 16.5 metres. Width at the narrowest internal access point measures 5.8 metres. The current access junction radii are measured to be 6.0 metres.
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Photo 1: Existing Access Junction
2.3.3 Manual for Streets (MfS) and the 6Cs Design Guide set out visibility splays required for junctions, bends and at vertical crests, which are based on local traffic speed. The guidance state that a ‘Y’ (visibility) distance of 43.0 metres is required for roads with a 30mph speed limit. Such measurements are taken from a point 2.4 metres back from a give-way line, which represents a reasonable maximum distance between the front of the vehicle and the driver’s eye. Visibility is typically measured along the nearside kerb line of the main arm.
Photos 2-3: Eastern and Western Visibilities
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2.3.4 The on-site visit confirmed there to be no visible obstructions from the proposed access locations on Claylands Avenue. Photos 2-3 show the visibilities to the east and west of the access junction.
2.4 Sustainable Travel
Pedestrians 2.4.1 The Institution of Highways and Transportation’s (IHT) ‘Guidelines for Providing for Journeys on Foot’ (2000) describes ‘acceptable’ walking distances for pedestrians without mobility impairment. They suggest that, for commuting, up to 500m is the desirable distance, up to 1,000m is an acceptable distance and 2,000m is the preferred maximum.
Figure 3: Walking Catchment
2km
Site Location
2.4.2 Figure 3 identifies a 2km walking catchment area from the centre of the site. This demonstrates the site can be accessed on foot from Shireoaks and from the residential areas in the west of Worksop, adjacent to Gateford Road. Access is facilitated to the residential area east of the site via a pedestrian footpath,
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connecting Claylands Avenue prior to the southern bend in the road. This allows for greater permeability and means those on foot would not be required to walk the length of Claylands Avenue to access the site.
2.4.3 With regards to the available pedestrian infrastructure in the vicinity of the site, Claylands Avenue varies from 1.8-2.6 metres in width along the site frontage. Along the northern side, the footway measures 2.1-2.3 metres in width. Footways are of a suitable standard, accommodating an even surface for users, with street lighting appropriately provided (Photo 4).
2.4.4 No formal crossings are available on Claylands Avenue in the vicinity of the site. Access across the junction is facilitated by a dropped kerb arrangement, as shown in Photos 2-3.
Photo 4: Local Footways
Cyclists 2.4.5 NPPF specifically encourages developers and local planning authorities to maximise the potential for travel by bicycle. The DfT publication LTN 1/04 - ‘Policy, Planning and Design for Walking and Cycling’ states that there are limits to the distances generally considered acceptable for cycling. The mean average length for cycling is 4km (2.4 miles), although journeys of up to three times this distance is not uncommon for regular commuters. It is widely considered that cycling has the potential to substitute for short car trips particularly those under 5km, and form part of a longer journey by public transport.
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2.4.6 This would mean cyclists can reach the entirety of Worksop, Shireoaks, Rhodesia, Gateford, Woodsetts, Wigthorpe and Carlton in Lindrick.
Figure 4: Cycle Catchment
Site Location
5km
2.4.7 There are no formal cycling routes within the vicinity of the site, however a site visit confirmed that cyclists make use of the local road network.
2.4.8 An on-road cycle route is in place on Valley Road, from the junction with Baulk Lane, to the junction with Raymoth Lane approximately 1.5km east of the site. To the south, National Cycle Network Route 6 forms an off-road route and runs adjacent to Shireoaks Road/Chesterfield Canal. This links to the centre of Worksop to an on-road route on Canal Road, and a network of advisory routes including to Eastgate, Central Avenue, Memorial Avenue and Priorswell Road. Off road routes are also in place within Gatesford, connecting Ashes Park Avenue to Raymoth Lane.
Bus Services 2.4.9 Local bus stops are positioned on Claylands Avenue, adjacent to the site frontage. Details of the bus services passing close to the site were obtained from recent timetables produced by various bus operators.
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2.4.10 The bus stops are accessed by Services 7 and 271 bus services, which are operated by Stagecoach East Midlands. Service 7 routes from Worksop Centre via Shireoaks and Rhodesia, to the south-west of Worksop. The service accesses the stop adjacent to the site from 0905hrs until 2320hrs Mondays to Saturdays. No service operates on Sundays.
2.4.11 Service 271 is operated by TM Travel and routes from Crystal Peaks via Killamarsh, Kiveton Park and Worksop. For the outbound service, the bus accesses the adjacent stops during the period 0817hrs until 1722hrs Monday to Saturdays. The inbound service accesses the stops during the period 0836hrs until 1741hrs. No service operates on Sundays.
2.4.12 Table 1 summarises local bus service details and route information, with details of operational time and frequency. The number of services is also shown per hour.
Table 1: Bus Service Summary
Bus Hour Period Service 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Monday – Saturday 1 1 1 1 1 1 1 2 1 1 1 1 Service 7 (westbound) Sunday No Service Monday – Saturday 1 1 1 1 1 1 (eastbound) Service Monday – Saturday 271 1 1 1 1 1 1 (westbound) Sunday No Service
2.4.13 As shown, two bus services can currently be accessed from the bus stops located adjacent to the site on Claylands Avenue. A total of one to three westbound services per hour may be accessed during the period 0900-1800hrs. One service every hour/other hour may be accessed for the eastbound number 271 service during the period 0800-1800hrs.
Rail Services 2.4.14 The nearest railway station is located in Shireoaks on Shireoaks Common, approximately 1.4km west of the site. Available services from the station include the Scunthorpe to Lincoln, the Lincoln to Adwick and Lincoln to Sheffield lines, which operate at hourly or better frequencies.
2.4.15 The Scunthorpe to Lincoln Line accesses the Shireoaks stop at an hourly frequency during the weekday from 0708hrs to 2013hrs. The Lincoln to Adwick
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line accesses the stop from 0611hrs to 2035hrs during the weekday at a frequency of one to three trains per hour. The Lincoln to Sheffield line accesses the stop from 0633hrs to 2332hrs during the weekday, at an hourly frequency. During the weekend, services continue to operate but are less frequent.
2.5 Personal Injury Accident (PIA) Analysis
2.5.1 As assessment of PIA records for the local highway network has been undertaken with reference to the Crashmap database for the latest available period 2010- 2012. The study area is defined as Claylands Avenue, from the junction with the A57 to the west, to the junction with the B6041 Gateford Road to the east. The PIA locations are summarised in Appendix B.
2.5.2 One PIA has occurred on Claylands Avenue (2012), approximately 175 metres west of the junction with Stadium Close, and approximately 550 metres east of the proposed site access. The PIA was classified as slight and involved three vehicles.
2.5.3 Five PIAs have occurred at the A57/Claylands Avenue roundabout junction during the study period; three of the PIAs occurred in 2010, with two classified as slight and one as serious. All incidents involved two vehicles and occurred in the circulatory lanes of the roundabout. The 2011 PIA occurred on the exit slip onto Shireoaks Common and involved two vehicles. The 2012 PIA occurred on the southern arm of the junction and involved two vehicles.
2.5.4 One PIA occurred in 2010 at the Claylands Avenue/Gateford Road junction. This incident was classified as slight and involved two vehicles.
2.5.5 In summary, a total of seven PIAs have occurred within the study area, including six of a slight and one of a serious classification. Of the PIAs, four have occurred in 2010, one in 2011 and two in 2012. The one serious PIA was located at the A57/Claylands Avenue roundabout junction. The closest PIA on Claylands Avenue to the site occurred at an approximate distance of 550 east of the site access.
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3.0 PROPOSED DEVELOPMENT
3.1 Operation
3.1.1 It is proposed to develop a new WTS on the former Dukeries House site on land off Claylands Avenue in Worksop. The site would be used by Veolia bulkers and Household Recycling Centre (HRC) vehicles, to bulk and treat municipal solid waste and commercial and industrial wastes collected from local householders and businesses. The site will include a recycling area, vehicle wash bay, small office with weighbridge and staff and HGV parking areas. The existing building would be demolished. The proposed site layout plan is shown in Appendix A.
3.1.2 The WTS will provide a convenient tipping point for general waste and recyclable materials from the local area. Material would be bulked up before being transported to another location for further treatment or disposal. By locating the proposed WTS in close proximity to the HRC, located on Shireoaks Road, it is considered that operational efficiencies would be delivered by reducing the mileage travelled by the waste (and therefore associated emissions). This would allow a greater proportion of the waste stream to be recycled, treated or recovered. Members of the general public will not be permitted to access the site.
3.1.3 The site would be open 0600-2200hrs weekdays, (with normal operating hours 0600-1700hrs) and 0700-1900hrs during the weekend, (with normal operating hours 0700-1300hrs). There are no known current restrictions upon the operations at the site.
3.1.4 The WTS would accept approximately 65,000 tonnes waste per annum. This would be made up from locally derived wastes from the Waste Collection Authority, collecting from local householders across Bassetlaw. Veolia would import 20,000 tonnes per annum of commercial/industrial waste, collected from local businesses from the District.
3.1.5 Imported Waste would comprise: • Dry recyclable waste from householders, businesses and HRCs, including paper, card, glass, cans, textiles, plastics etc; • Green Waste • Residual Waste from householders and businesses • HRC Residual Waste • Street Sweepings
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3.2 Imported Material
3.2.1 Imported materials will arrive via Refuse Collection Vehicles and skip carrying vehicles of various sizes. Some of the collected recyclables (e.g. glass) would be tipped and stored in outside covered bays. All vehicles would be weighed at the weighbridge, prior to reversing into the new WTS for off-loading the waste materials into the tipping bays.
3.3 Exported Material
3.3.1 The waste material would be loaded onto larger bulker HGVs within the building. The HGV would be weighed at the weighbridge prior to departing the site. The bulked waste materials would be transported to other consented facilities for further processing, recycling or recovery.
3.3.2 Waste materials will only be stored for short periods in a day before they are transported off site.
3.4 Staff
3.4.1 All Veolia staff involved in the WTS operation and drivers visiting the site would be accommodated in the cabin positioned between the in and out weighbridges. The site will be staffed by at least three full-time staff members, including a WTS operative, machine drivers and weighbridge clerk.
3.4.2 Seven staff car parking spaces and five HGV parking bays plus one vehicle wash bay would be provided within the site.
3.5 Pedestrian Access
3.5.1 Pedestrian access would be segregated from the main vehicular access via the provision of a dedicated walkway to the east of the vehicular access, connecting the footway of Claylands Avenue. Within the site, this would connect the staff parking area to the office.
3.6 Vehicular Access
3.6.1 It is proposed to upgrade the existing access on Claylands Avenue to provide junction radii of 10 metres. This would be in line with the parameters of a minor
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industrial access junction, as recommended by the 6Cs Design Guide. This design would more effectively facilitate HGV turning movements via the access. The proposed site access arrangement for the development is shown on the proposed site layout plan in Appendix A.
3.6.2 To facilitate appropriate HGV movements, the minimum internal hard standing access width would be 7.3 metres. This is considered appropriate for the type and scale of development, and is in accordance with the 6Cs Design Guide.
3.6.3 Drawing VES_DT_WSOP_200_016 identifies a swept path analysis for the maximum anticipated vehicle accessing the site, at 17.5 metres. Such vehicles are able to manoeuvre via the site access junction and within the internal arrangement, without any conflicts.
3.6.4 As confirmed on the Proposed Site Layout plan, the required visibility splays exceed the minimum requirement of 2.4 x 43 metres splays, required for a road with a 30mph speed limit, in accordance with Manual for Streets and the 6Cs Design Guide.
3.6.5 Separate in and out weighbridges (with associated cabin for administration and welfare accommodation for site workers and drivers) would ensure rapid turnaround at the site.
3.7 Parking
3.7.1 A HGV parking area which will be used to accommodate up to five HGVs overnight (typically artics and skip vehicles). During the day, the area will be vacant and used to hold any HGV prior to tipping. This would ensure that HGVs are kept off the highway.
3.7.2 Seven car parking spaces for WTS staff and visitors would be provided.
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4.0 TRIP GENERATION
4.1 Introduction
4.1.1 GTA suggests that to quantify the impact of the proposed development on the local transport system, the number of trips that are likely to be generated by the development should be calculated.
4.2 Previous Trip Generation
4.2.1 The proposed development involves a change of use from the existing industrial building (Dukeries House) at the site to the operation of a new WTS. Historically, the site received planning permission on 3 rd October 1988 for a civil engineering plant workshop and offices, with vehicle parking and open storage. A new access was created off Claylands Avenue at this time. It is understood that the site has been vacant for a number of years.
4.2.2 The extant planning permissions associated with the above have no current restrictions upon the number of vehicle movements or the permitted hours of operation.
4.2.3 No planning documents supporting the consented application are available on Bassetlaw Council’s planning application database, to identify specific trip generation figures. It is acknowledged the previous consent would have included for a number of trips during the morning and evening peak hours, however these have not been included to provide a robust assessment.
4.3 Proposed Trip Generation
4.3.1 Veolia has confirmed that the site would generate a maximum of 73 HGVs, (146 two-way movements) per weekday during the period 0600 – 1000hrs. This derives from 46 HGVs arriving to deliver waste and up to 27 bulker HGVs, (although 17 are more realistically anticipated, as calculated at Table 3), departing to export waste. A schedule from Veolia confirming delivery timings is presented in Appendix B.
4.3.2 Collection vehicles would arrive at the site fully laden. Bulkers and vehicles carrying skips would depart fully laden to transport export material to other recycling, recovery or disposal facilities. Tables 1 and 2 summarise the proposed
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number of inputs and outputs, based on the expected operation of the site. It is noted that the loads per day have been calculated based on a five day working week. Since operation is expected across a seven day week, the loads per day would therefore be lower than those shown in Tables 2 and 3. These figures however have been adopted for robustness.
Table 2: Vehicular Inputs Total Tonnage Tonnes Loads Loads Loads Waste Input (per (per (per (per (per year) day) week) day) year) WCA Residual 35,337 135 5,355 103 20 WCA Dry Recyclables 7,709 30 1,152 22 4 HWRC Residual 7,094 27 1,299 25 5 C&I Residual 10,000 38 3,401 65 13 WCA Street Sweepings 1,950 7 1,048 20 4 Sub-Total 62,090 237 12,255 235 46
Table 3: Vehicular Outputs Total Tonnage Tonnes Loads Loads Loads (per Waste Export (per (per (per (per day) year) day) week) year) 14 / 24 WCA Residual 52,431 15 3,325 64 maximum WCA Dry Recyclables 7,709 15 512 10 2 WCA Street Sweepings 1,950 7 256 5 1 Sub-Total 62,090 37 4,093 79 17
4.3.3 The pattern of vehicular movements at the proposed site throughout the day has been confirmed using information obtained from the WTS, currently in use, located off Shireoaks Road in Worksop, (operated by Nottinghamshire Recycling Ltd). As mentioned, the loads per day shown in Tables 2 and 3 are presented as worst case.
4.3.4 The expected average time spent for vehicles to arrive, unload, load and depart from the site would be 10-20 minutes. All vehicles would as such arrive and depart within the same hour. Table 4 therefore shows the proposed arrival/departure profile for HGV movements at the site.
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Table 4: Summary of HGV Movements Total Time (Hour Arrivals Total (Two Way starting) A B C D E Movements) 0600 1 1 2 0700 3 2 5 10 0800 1 1 2 0900 1 1 2 1000 6 1 1 3 11 22 1100 7 1 3 2 13 26 1200 6 2 1 1 10 20 1300 8 1 3 12 24 1400 4 1 3 3 11 22 1500 1 1 2 4 1600 1 1 2 1700 1 1 2 1800 1 1 2 1900 1 1 2 2000 1 1 2 2100 1 1 2 Total 44 6 5 13 5 73 146
4.3.5 For reference, Table 4 identifies HGV movements in relation to the following:
A – WCA Residual B – WCA Dry Recyclables C – HWRC Residual D – C&I Residual E – WCA Street Sweepings
4.3.6 As shown, the site would generate a maximum of 73 HGV trips (146 two-way movements) during the day. The peak periods for HGV movements would occur during 1100-1200hrs and 1300-1400hrs, wherein 26 and 24 two-way movements would occur respectively. The peak period for movements via the site will therefore not occur during the local highway network peak hours, as collection vehicles are out on their rounds during such periods. As shown, the export of waste would be distributed evenly throughout the day.
4.3.7 By comparison, morning (0800 – 0900hrs) and evening (1700 – 1800hrs) local highway network peak hours reflect the periods wherein the lowest number of trips would be generated at the site, at one arrival/departure during each of these
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periods. Such movements represent 2.7% of the total HGV movements via the site across the day.
4.3.8 As mentioned, three full-time staff members would be employed at the site. Staff would arrive during the period 0600-0800hrs and depart 1600-1700hrs. An additional five drivers would be based at the site for overnight HGV parking). Such drivers would arrive between 0600-0700hrs and depart at 1600-1700hrs.
4.3.9 Therefore the site would generate an additional 8 (16 two-way) staff trips during the period 0600-1700hrs. Staff movements are not expected to occur during local highway network peak hours.
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5.0 TRIP DISTRIBUTION AND ASSIGNMENT
5.1 With respect to the wider highway network, the development is strategically located, close to the A57, which will be the primary route of access for vehicles.
5.2 Veolia have confirmed that all Veolia bulkers and HRC vehicles would be instructed to approach and depart the site via the A57.
5.3 It is expected that the majority of WCA vehicles will approach the site from the A57 rather than from Worksop Town Centre, however a few WCA vehicles may approach/egress the site from/to the east on Claylands Avenue to collect from nearby residential areas if this is more convenient. This is anticipated to represent a maximum of eight (11.0%) of the total 73 inputs per day.
5.4 Veolia have stated that the most popular origins and destinations for customer traffic are likely to be from/to the south on the A57, (by-passing Worksop town to the south), for collections in Worksop, Retford and elsewhere across Bassetlaw. It is anticipated that were would be a lesser proportion of northerly movements via the A57 roundabout to the more rural areas of north Bassetlaw. The ratio of movements to/from the north however may increase over time, should opportunities arise for export to South Yorkshire.
5.5 During peak local highway network hours therefore, one vehicle would either arrive/depart from such directions.
5.6 During the peak period (1100-1200hrs) for trip generation at the site, assuming 89% of HGVs would route via the A57, this equates to a maximum of 12 HGVs (24 HGV movements) anticipated to arrive and depart to/from the north and south on the A57. Otherwise, if all HGVs route via the A57, this would equate to 13 HGVs (26 two-way movements) distributed to/from the north and south on the A57.
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6.0 HIGHWAY IMPACT
6.1 Overview
6.1.1 This Section examines the capacity of the local highway network through which the development would be directly accessed, and the junction through which development traffic would route.
6.1.2 The impacts of the proposed development have been assessed during the weekday morning (0800-0900hrs) and evening (1700-1800hrs) network peaks, only. Table 3 confirms that for each of the morning and evening peak hours, the site would generate one arrival and one departure. During the peak period for trip generation (1100-1200hrs), the site would generate a maximum of 26 two-way movements. Based on the trip distribution, this would contribute an additional 12 HGVs (24 movements) to the north/south on the A57.
6.1.3 As mentioned, the previous consent at the site would have included for a number of trips during the morning and evening peak hours. These have not been accounted for within calculation of overall trip generation. It is noted that subtracting the previously consented trips from those proposed (Section 4.3) would equate a lower trip generation impact than that calculated.
6.1.4 According to the GTA, the material impact of a development can be determined in relation to whether it generates 30 or more two-way vehicle trips in any hour. Overall development impact therefore lies below this threshold and it is considered that the proposed development would not produce a material impact on the local highway network. Therefore it is considered that no off-site junction assessment work would be required.
6.2 Sustainable trip impact
6.2.1 Section 2.4 of this report details the existing opportunities for accessing the site by walking, cycling and public transport and concludes that the site is accessible by these modes.
6.2.2 As mentioned, three full-time staff would be employed at the site. As such, considering the nature of the site, the number of people accessing the site by sustainable modes of transport is likely to be minimal.
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6.2.3 Based on the available options for sustainable travel it is also concluded that the existing pedestrian infrastructure would be sufficient to accommodate any potential sustainable travel movements via the site, and hence no mitigation measures are required.
6.2.4 With regard to the local bus services, it is considered that the frequency of the existing two bus services that operate during the expected shift times would suitably accommodate any demand generated for travel via such means.
6.3 Mitigating Residual Impacts
6.3.1 This TS has confirmed that the proposed development would not necessitate mitigation of any outstanding residual impacts with regard to trip generation or impact on junction capacity.
6.3.2 As part of the proposals, the existing access junction would be upgraded to safely and appropriately accommodate HGV turning manoeuvres via the site. Junction radii of 10 metres would be provided, in line with the parameters of a minor industrial access junction, as recommended by the 6Cs Design Guide, and further to swept path assessment work.
6.3.3 Local PIA records do not identify there to be any areas of concern with regard to road safety issues. Given the small number of trips generated, and the timing of arrivals and departures from the site (Section 4.0), the proposed development would not be expected to impact negatively on road safety in the area.
6.3.4 Given the above, no specific road safety schemes are deemed warranted to support the proposed application.
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7.0 SUMMARY AND CONCLUSIONS
7.1 BWB Consulting Ltd has been commissioned by Veolia Environmental Services (UK) Ltd. to prepare a Transport Statement in support of a planning application for a WTS, HGV parking, office and ancillary development on the former Dukeries House site on land off Claylands Avenue in Worksop. The proposed site layout plan is shown in Appendix A.
7.2 The site is located on Claylands Avenue in the north-west of Worksop, strategically positioned in the Claylands Industrial Estate, approximately 200 metres east of the A57. The site is bounded by Claylands Avenue to the north, existing industrial uses to the east and west and green field land to the north. There are no known HGV restrictions in place on the surrounding links.
7.3 The previous consent for the site would have included for a number of trips during the morning and evening peak hours, however for robustness such trips have not been included in calculation of overall highway impact.
7.4 The site is accessible to pedestrians and cyclists and there are adequate opportunities for people to walk and cycle between the site and the surrounding areas. Two bus services are accessible from the stops adjacent to the site frontage on Claylands Avenue, which operate at a frequency of one to three services per hour.
7.5 Drawing VES_DT_WSOP_200_016 identifies a swept path analysis for the maximum anticipated vehicle accessing the site and shows that such vehicles are able to manoeuvre via the site access junction and within the internal arrangement, without any conflicts. The required visibility splays are also achieved, as shown on the Proposed Site Layout plan in Appendix A.
7.6 Local PIA records do not identify there to be any areas of concern with regard to road safety issues. Overall PIA risk would not be materially changed due to low changes in traffic flow as a result of the development. As such, no specific additional road safety schemes are deemed warranted to support the proposed application.
7.7 Section 4 outlines the trip generation for the site. The site would generate a maximum of 73 HGV trips (146 two-way movements) during the day. The peak periods for HGV movements would occur during 1100-1200hrs and 1300-1400hrs,
21 CLAYLANDS AVENUE, WORKSOP TRANSPORT STATEMENT NTT2287 TS V4
wherein 26 and 24 two-way movements would occur respectively. During the morning (0800 – 0900hrs) and evening (1700 – 1800hrs) local highway network peak hours, the site would generate the lowest number of trips, at one arrival/departure during each of these periods. The site would contribute a maximum of 13 HGVs (26 two-way movements) to the local highway network during its busiest period 1100-1200hrs. Based on the trip distribution, this equates to a maximum contribution of 12 HGVs (24 movements) on the A57 to the north/south of the junction with Claylands Avenue.
7.8 Overall development impact lies below the 30 two-way vehicle trips which determines material impact on the local highway network. The development would therefore not have an adverse effect on the operation of the local highway network and capacity assessment of local A57 junctions has not been considered necessary.
7.9 Based on the above, there would be no outstanding residual impacts to mitigate as a result of the trips the proposed development would generate. It is therefore concluded that the proposed WTS development should be acceptable to NCC from a highways perspective.
22
DRAWINGS
CLAYLANDS AVENUE
STAFF PARKING
13.985 6.34 HGV PARKING
0D[ +RUL] 4.9 0D[9HUW 1.415 2.8 1.37 6.59 1.31 1.31 3.39
17.5m Total Length Legras Walking Floor Trailer + Volvo FL10 Tractor Unit Overall Length 17.500m Overall Width 2.550m Overall Body Height 3.850m Min Body Ground Clearance 0.775m Track Width 2.500m Lock to Lock Time 6.00s Kerb to Kerb Turning Radius 6.365m
11.997
OFFICE 2.045 1.94 3.16 1.355 VEHICLE WASH BAY Plant Room 11.997m Total Length Large RCV Overall Length 11.997m Overall Width 2.500m Overall Body Height 3.749m Min Body Ground Clearance 0.302m Track Width 2.490m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 10.800m
4.223
0.762 2.692
4.223m Total Length Typical Car Overall Length 4.223m Overall Width 1.715m Overall Body Height 1.392m Min Body Ground Clearance 0.233m Max Track Width 1.629m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 5.780m
+0.0m +0.1m
RECYCLING Sprinkler AREA Pump Tank House
APPENDIX A
PROPOSED SITE LAYOUT PLAN
NOTES:
KERB LINE AND FOOTPATH MODIFIED TO CREATE ACCESS TO TRANSFER STATION
PROPOSED PALISADE VEHICLE ACCESS GATE CLAYLANDS AVENUE 2.4 x 43 METERS VISIBILITY SPLAY
PROPOSED MOTOR BIKE/ CYCLE PARKING
STAFF PARKING
PROPOSED 2400mm HIGH STEEL PALISADE SECURITY FENCE SEE DRAWING VES_DT_WSOP_200_013 FOR DETAILS
HGV PARKING SITE ACCESS SELF BUNDED FUEL TANKS WIDENED TO 7300m
3500mm HIGH SCREEN
WEIGH OFFICE & STAFF MESS FACILITY
OFFICE VEHICLE WASH BAY Plant Room
PIT MOUNTED WEIGHBRIDGES
+0.0m +0.1m
PROPOSED TRANSFER STATION BUILDING. SEE DRAWINGS VES_DT_WSOP_200_012&014 FOR DETAILS J STEEL WORK DETAILED JD JB DL 29.10.13
1000mm HIGH RETAINING WALL
RECYCLING Sprinkler AREA Pump Tank House
APPENDIX B
PIA SUMMARY – EXTRACT FROM CRASHMAP
APPENDIX C
DELIVERY SCHEDULE FROM VEOLIA
PATTERN OF INPUTS INTO THE PROPOSED WTS AT CLAYLANDS AVENUE, WORKSOP (USED TO INFORM THE TRANSPORT ASSESSMENT): TIME 06-0700 07-0800 08-0900 09-1000 10-1100 11-1200 12-1300 13-1400 14-1500 15-1600 16-1700 17-1800 18-1900 19-2000 20-2100 21-2200 WCA Residual 3 6 3 7 1 20 WCA Dry Recyclables 1 1 1 1 4 HWRC Residual 2 1 1 1 5 IN C&I Residual 3 3 1 3 3 13 WCA Street Sweepings
2 2 4
WCA Residual 1311313131111111 14 WCA Dry Recyclables
OUT 1 1 2 Street Sweepings 1 1
TOTAL SINGLE MVMT 1 5 1 1 11 13 10 12 11 2 1 1 1 1 1 1 73 TOTAL
TOTAL MVMTS (IE IN & OUT) 2 10 2 2 22 26 20 24 22 4 2 2 2 2 2 2 146
TOTAL MVMTS (IE IN & OUT) Staff mvmts: 3 x WTS staff = arriving: 06-0800, departing: 16:00-17:00 30 Possible 2nd shift to cover export to 2200. 6 movements in total.
25 Additional 5 drivers based at the site (overnight HGV parking) Arriving 06-0700, departing: 16-1700 10 movements in total 20
15
10
5 Total Movements Total Movements (in and out)
0
TIME
TOTAL MVMTS (IE IN & OUT)
1