TRANSPORT ASSESSMENT

Bridgwater Tidal Barrier Transport Assessment

Prepared for Environment Agency

July 2019 2 [INSERT JETT ID] Contents

Section Page Figures vii Tables vii Appendix ...... viii Acronyms and Abbreviations ...... ix Introduction ...... 1 1.1 Introduction ...... 1 1.2 Need for the BTB Scheme ...... 1 1.3 Scheme Description ...... 2 1.4 Consenting ...... 3 1.4.1 Transport and Works Act Order (TWAO) ...... 3 1.4.2 Marine and Coastal Access Act 2009 ...... 3 1.4.3 Public Rights of Way (PRoW) ...... 3 1.4.4 Summary ...... 3 1.5 Scoping Notes ...... 3 1.6 Approach to this Transport Assessment ...... 4 Policy Context ...... 6 2.1 Introduction ...... 6 2.2 National Policy and Strategies ...... 6 2.2.1 National Planning Policy Framework (NPPF) ...... 6 2.2.2 Planning Practice Guidance (PPG) ...... 7 2.2.3 Department for Transport Circular 02/2013: Strategic road network and the delivery of sustainable development (September 2013) ...... 7 2.3 Local Policy and Strategies ...... 8 2.3.1 ’s Future Transport Plan 2011 – 2026 (April 2011) ...... 8 2.3.2 District Council’s Local Plan 2011 – 2032 ...... 8 2.3.3 Sedgemoor Core Strategy: Shaping the Future of Sedgemoor 2006 – 2027 (September 2011) ...... 9 2.3.4 South West River Basin Management Plan (December 2015) ...... 9 2.3.5 and Moors 20 Year Flood Action Plan (March 2016) ...... 10 2.3.7 Protecting and the Somerset Levels & Moors from Tidal Flooding – Flood Risk Management Review (November 2014)...... 10 2.3.8 Parrett Estuary Flood Risk Management Strategy (June 2010) ...... 11 2.3.9 Parrett Catchment Flood Management Plan (December 2009)...... 11 2.4 Policy Context Summary ...... 12 Existing Conditions ...... 13 3.1 Introduction ...... 13 3.2 Existing Highway Network ...... 13 3.2.1 Highway Links ...... 14 3.2.2 Highway Junctions ...... 18 3.3 Existing Pedestrian and Cycling Networks ...... 20 3.3.1 Walking and Cycling Provision...... 20 3.3.2 Public Rights of Way (PRoW) ...... 21 3.4 Existing Public Transport Network ...... 22 3.4.1 Bus Services ...... 22 3.4.2 Rail Services ...... 22 3.5 Collision Data ...... 22 3.6 Existing Operation of the Highway ...... 25

iii CONTENTS Section Page 3.7 Summary of Existing Conditions ...... 25 Scheme Proposals ...... 26 4.1 Introduction ...... 26 4.2 Scheme Overview ...... 26 4.2.1 The Barrier Structure ...... 27 4.2.2 Footbridge ...... 27 4.2.3 Ancillary Structures ...... 27 4.2.4 Downstream Flood Defences ...... 27 4.2.5 Borrow Pits ...... 28 4.2.6 Fish Passage Structures ...... 29 4.3 Public Rights of Way (PRoW) ...... 29 4.4 Scheme Construction ...... 29 4.4.1 Site compounds and access routes ...... 29 4.4.2 Footpaths and Public Rights of Way (PRoW)...... 36 Methodology and Assessment ...... 37 5.1 Introduction ...... 37 5.2 Assessed Impacts ...... 37 5.3 Baseline Traffic ...... 38 5.4 C Construction ...... 38 5.4.1 Hinkley Point C Construction Staff Trips ...... 38 5.4.2 Hinkley Point C Construction HGV Trips...... 42 5.4.3 Total Hinkley Impacts ...... 43 5.5 BTB Scheme Construction Trip Generation ...... 43 5.5.1 Tidal Barrier ...... 44 5.5.2 Downstream Flood Defences ...... 44 5.6 BTB Scheme Construction Trip Distribution ...... 46 5.7 Network Diagrams ...... 48 5.8 Barrier Operational Trip Generation ...... 49 5.9 Summary ...... 49 Assessment of Construction Impacts ...... 51 6.1 Staff Movement Vehicular Impact ...... 51 6.2 HGV Movement Vehicular Impact...... 52 6.3 Road Closure Impact ...... 52 6.4 Pedestrian and Cycle Impact ...... 52 6.5 Summary of Construction Impacts ...... 53 Assessment of Operational Impacts ...... 54 7.1 Vehicle Impact ...... 54 7.2 Pedestrian and Cycle Impact ...... 54 7.2.1 Permanent Diversions ...... 54 7.3 Summary of Operational Impacts ...... 54 Mitigation ...... 55 8.1 Introduction ...... 55 8.2 Outline Construction Traffic Management Plan ...... 55 8.2.1 Overview ...... 55 8.2.2 Contact Information ...... 55 8.2.3 Transport Management Working Group...... 55 8.2.4 Preparation of Block and Layout Plans ...... 56 8.2.5 Construction Access Routes and Movement including Signage ...... 56 8.2.6 Minor accesses ...... 57 8.2.7 Traffic Management and Road Closures ...... 57

iv CONTENTS Section Page 8.2.8 Site Management...... 57 8.2.9 Construction Vehicle Requirements ...... 58 8.2.10 Debris and Damage to the Highway Network ...... 59 8.2.11 Staff Travel ...... 59 8.2.12 Diversion of pedestrian and cyclist routes ...... 59 Conclusion and Recommendations ...... 60 9.1 Conclusions ...... 60 9.2 Recommendations ...... 61

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Figures Figure 1.1: Collapse of major section of quay and tidal flood wall in Bridgwater (Nov 2011) Figure 1.2: Tidal event that almost overtopped flood defences in Bridgwater (Jan 2014) Figure 3.1: National cycle network within Bridgwater town centre Figure 3.2: Collision cluster points Figure 4.1: Visualisation of the Bridgwater Tidal Barrier and ancillary development in Express Park Figure 4.2: Indicative cross section of downstream flood defence works Figure 4.3: Barrier and Chilton Trinity proposed access routes and compound locations Figure 4.4: Pawlett proposed access routes and satellite compound locations Figure 4.5: proposed access routes and satellite compound location Figure 5.1: Hinkley Point C construction staff trip generation over time Figure 5.2: Hinkley Point C construction staff trip generation over time (adjusted for three-year delay) Figure 5.3: Delivery forecast summary (average HGV one-way trips per day) Figure 5.4: Delivery forecast summary adjusted for three-year project delay Figure 8.1: Example of construction sign Tables Table 3.1: Local bus services Table 3.2: Recorded road collisions (2013-2017) Table 4.1: Indicative construction programme Table 4.2: Access route summary Table 4.3: Footpaths and PRoW to be impacted by construction Table 5.1: Assessment of impacts Table 5.2: TEMPRO traffic growth figures Table 5.3: Percentage recreation of Table 8.9 of the Hinkley Point C Transport Assessment Table 5.4: Travel modal split of current HPC staffing numbers (4,500 staff) Table 5.5: Travel modal split of future HPC staffing numbers at start of BTB Scheme construction (2,900 staff) Table 5.6: Difference in HPC construction staff private car trips between 2019 and 2022 Table 5.7: Construction vehicle movements (one-way) to Bridgwater Tidal Barrier Table 5.8: Construction vehicle movements (one-way) to Chilton Trinity downstream flood defences Table 5.9: Construction vehicle movements (one-way) to Pawlett downstream flood defences Table 5.10: Construction vehicle movements (one-way) to Combwich downstream flood defences Table 5.11: Census 2011 ‘Method of Travel to Work’ for Sedgemoor district Table 5.12: Labour and staff construction vehicle movements to BTB Scheme construction sites Table 5.13: Labour and staff vehicle trip distribution from local authorities to BTB Scheme construction sites

vii Table 5.14: Labour and staff vehicle trip distribution from Sedgemoor district to BTB Scheme construction sites Table 6.1: Peak hour construction labour and staff vehicle trips per junction Table 7.1: Permanent footpath diversions and potential impacts Table 8.1: Temporary PRoW and footpath closures Appendix Appendix A – Scheme Overview Appendix B – Scoping Notes Appendix C – Study Area Appendix D – Footpaths and PRoW Appendix E – Collision Data Appendix F – Traffic Data Appendix G – Network Diagrams Appendix H – Vehicle Tracking for Site Compounds

viii Acronyms and Abbreviations

ATC Automatic Traffic Count BTB Bridgwater Tidal Barrier CFMP Catchment Flood Management Plan CTMP Construction Traffic Management Plan CTSTW Chilton Trinity Sewage Treatment Works DEFRA Department for Environment, Food and Rural Affairs EA Environment Agency ECP Coastal Path FAP Flood Action Plan HPC Hinkley Point C LDF Local Development Framework MHCLG Ministry of Housing, Communities and Local Government MHWS Mean High Water Spring MIP Major Infrastructure Project NCR National Cycle Route NPPF National Policy Planning Framework NSIP Nationally Significant Infrastructure Project NTEM National Trip End Model PEFRMS Parrett Estuary Flood Risk Management Strategy PPG Planning Practice Guidance PRoW Public Rights of Way RPT Trail SCC SDC Sedgemoor District Council SLC Somerset Levels and Moors SWRBMP South West River Basin Management Plan TA Transport Assessment TEMPRO Trip End Model Presentation Programme TMWG Transport Management Working Group TS Transport Statement TSRGD Traffic Signs Regulations and General Directions TWAO Transport and Works Act Order

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SECTION 1 Introduction 1.1 Introduction The Environment Agency (EA) have been working in partnership with Sedgemoor District Council (SDC) to identify the most appropriate flood risk management solution for the town of Bridgwater, with support from the Somerset Rivers Authority and funding from the Heart of the South West Local Enterprise Partnership. The Bridgwater Tidal Barrier (BTB) Scheme includes the construction of a tidal barrier on the River Parrett north of Bridgwater, between Chilton Trinity and Express Park (a business park); and also includes the construction of new secondary flood defences, and raising of existing primary flood defences at Chilton Trinity, Pawlett and Combwich along with improvements to various existing fish pass structures. As the proposed BTB Scheme will interfere with existing rights of navigation in the River Parrett, authorisation for construction of the barrier and the associated downstream defences will be sought through a Transport and Works Act Order (TWAO). The application will be made to the relevant government department, which in this case is the Department for Environment Food and Rural Affairs (DEFRA). This document presents a Transport Assessment (TA) for the BTB Scheme and considers the impacts of the tidal barrier and the downstream defences on traffic and transport. Transport impacts due to the fish pass works are minimal and are dealt with in a dedicated chapter of the Environmental Statement (ES) which accompanies the application. 1.2 Need for the BTB Scheme Bridgwater is a market town located on the River Parrett in , which is at risk of tidal flooding. Approximately 11,300 homes and 1,500 businesses in Bridgwater and the downstream communities of the lower Parrett catchment are currently protected from tidal flooding by existing flood walls and embankments. If the defences in the centre of Bridgwater were overtopped or failed, the town centre and the adjacent residential and commercial areas would be rapidly inundated by water; causing severe disruption to local people. Damage would also be caused to material assets in the wider area, including significant impacts to transport and other local infrastructure. Bridgwater is currently protected to an approximate 1 in 100-year standard of flood protection. It is presumed that flood risk will increase in the future due to sea level rise. Events in recent years have demonstrated the direct threat posed by tidal flooding to the town, which include: · Collapse of a major section of quay and tidal flood wall in Bridgwater without warning (November 2011) (Figure 1.1); and · Tidal event that overtopped rural flood banks and almost overtopped defences in Bridgwater (January 2014) (Figure 1.2).

1 Figure 1.1: Collapse of major section of quay and tidal flood wall in Bridgwater (Nov 2011)

Figure 1.2: Tidal event that almost overtopped flood defences in Bridgwater (Jan 2014)

1.3 Scheme Description The BTB Scheme will comprise a tidal barrier across the River Parrett between Express Park and Chilton Trinity with flood defences downstream of the barrier at Chilton Trinity, Pawlett and Combwich. The barrier structure will tie-in to existing primary flood embankments to ensure a complete line of flood defence. The scheme will also introduce a series of fish passes along the river which are not predicted to generate noteworthy traffic flows, therefore they have been excluded from this assessment. The barrier and flood defences will provide a 1 in 200-year standard of flood protection to Bridgwater and the villages downstream. The barrier will not change the harbour limits within the River Parrett (the inland port limit is approximately 1 kilometre upstream of the Bridgwater Docks entrance). The EA will continue to maintain the existing primary flood defences along both

2 embankments of the river, as they do currently, for the foreseeable future and in accordance with the Parrett Estuary Flood Risk Management Strategy (PEFRMS). Further detail of the BTB Scheme proposals is included in Section 4.2, whilst an overview of the BTB Scheme is provided in Appendix A. 1.4 Consenting Consent for the construction of the BTB Scheme is sought through the following mechanisms: 1.4.1 Transport and Works Act Order (TWAO) A TWAO is required under the Transport and Works Act 1992 for the proposed barrier as it will interfere with the existing public navigation rights in the River Parrett. TWAO applications are made to, and determined by, the Secretary of State of the relevant government department; which in this case is DEFRA. Construction of the barrier will also require planning permission under the Town and Country Planning Act 1990 . A TWAO does not itself grant planning permission, but the applicant applying for the order can ask the Secretary of State to grant planning permission for any development described within the order. Section 90 (2A) of the Town and Country Planning Act 1990 (as amended) states that planning permission may be ‘deemed’ to be granted by the Secretary of State for a scheme authorised by a TWAO. It is therefore proposed that the TWAO application for the BTB Scheme is accompanied with a request deeming planning permission. 1.4.2 Marine and Coastal Access Act 2009 Consent for works that fall below the Mean High-Water Spring (MHWS) tide level is required from the Marine Management Organisation in the form of a Marine Licence, under the Marine and Coastal Access Act 2009 . An application will be made to the Marine Management Organisation for a marine licence covering works below MHWS. 1.4.3 Public Rights of Way (PRoW) Consent to make some changes to the Public Rights of Way (PRoW) network, both during construction and on a permanent basis will be sought through the TWAO. 1.4.4 Summary The application under the Transport and Works Act 1992 for the construction of a tidal barrier and its associated downstream defences will be supported by a TA along with an outline of the Construction Traffic Management Plan (CTMP). 1.5 Scoping Notes As part of the preparation work for this TA, a scoping note was submitted to the local highway authority, Somerset County Council (SCC) and Highways England. Copies of this documentation are provided in Appendix B. The main matters identified in the scoping note were: · It is anticipated that the most noteworthy transport impacts of the BTB Scheme will occur during the construction phase and will thus be temporary in nature. The construction of BTB Scheme is expected to be carried out between 2022 and 2025; · Temporary construction compounds are to be positioned in proximity to the tidal barrier. These include, a compound within Express Park on the right bank, and a temporary

3 compound/materials storage area on the agricultural fields of the left bank. This will be used for the temporary stockpiling of materials excavated for the bypass channel during the construction period. The temporary track providing construction access to the left bank will be updated post- construction to provide a permanent track that can be used to access the west tower for maintenance and management purposes; · Further temporary compounds are proposed in proximity to the downstream flood defence works. Access routes to the compounds and working areas is to be provided, where possible, from the closest access and egress points of the existing highway. Temporary haul routes will be constructed where required, providing a suitable running surface for plant and delivering vehicles. Each site compound will include necessary parking for staff, operatives and construction related visitors; · The fill material required to raise existing and construct new flood defences will be sourced from local fields that have been identified as potential borrow pits. This will reduce the amount of imported material required, and thus the impact on the wider highway network; · Construction traffic travelling to and from the works areas will use Junction 23 of the M5, rather than Junction 24, to avoid unnecessary disturbance to the residential neighbourhoods along Taunton Road; · A traffic assessment will be conducted to establish the estimated construction vehicle movements and local traffic flows from survey data. Trip End Model Presentation Program (TEMPRO) growth factors will be used to assess the impact of the proposals; · An early involvement contractor has estimated the number of trips during construction, based on the quantity of materials, plant, machinery and staff that will be required, as well as a 50% uplift to provide a margin for error. As this estimation is very low junction capacity analysis is not proposed; · The TA will assess the impacts of closing PRoW and segregated footpaths both temporarily and permanently, and propose diversionary routes for existing users; and · The TA will discuss any mitigation measures that are required to limit the impact of the proposals on the local transport network, and will set out an outline of a CTMP, which will include measures to create a shift towards sustainable transport modes for construction staff. The scoping notes were submitted when downstream flood defence improvements at industrial estate were under consideration. Following further development of the designs for the BTB Scheme, this element of work was removed from the scope of works and no longer forms part of the BTB Scheme proposals. Furthermore, as a result of the environmental assessment process mitigation works were identified as necessary at several upstream locations these works did not form part of the BTB Scheme at scoping stage. 1.6 Approach to this Transport Assessment Where possible, published guidance and standards have informed the structure of this TA. Paragraph 111 of the National Planning Policy Framework (NPPF) 2019 states that all development or schemes that generate significant amounts of transport movement should be supported by a Transport Statement (TS) or TA. The Planning Practice Guidance (PPG) provides advice on when TA’s and TS’s are required and what they should contain. The PPG states that the need, scale, scope and level of detail should be established early in the process and should be proportionate to the size and scope of the proposal. This may include: · The planning context of the development proposal;

4 · The area, scope and duration of the works; · Assessment of public transport capacity, walking and cycling provision and highway network capacity; · Road trip generation, trip distribution methodologies and assumptions about the development proposal; · Measures to promote sustainable travel; · Safety implications of the development; and · Mitigation measures where applicable including scope and implementation strategy. The scope and level of detail in a TA will vary but the following should be considered in defining the scope: · Information about the proposed development, site layout including the proposed transport access and layout across all modes of transport; · Information about neighbouring uses, amenity and character, existing functional classification of the nearby highway network; · Data about the existing public transport provision including the provision and frequency of services and the proposed public transport changes; · A qualitative and quantitative description of the travel characteristics of the proposed scheme, including movements across all modes of transport that would result from the development and near the site; · Data about current traffic flows on links and at junctions within the study area and the identification of critical links and junctions; · An analysis of injury accident records in the most recent five-year period; · Measures to improve the accessibility of the location (such as footway and cycleway links); · Description of parking facilities in the area; and · Ways of improving sustainability by reducing the need to travel; and measures to mitigate the residual impacts of the development. This TA has been prepared in line with the guidance and advice provided by the NPPF and PPG, and its scope includes detailed information regarding various topics including those listed above.

5 SECTION 2 Policy Context 2.1 Introduction This section outlines the national and local transport and planning policies that the BTB Scheme will need to consider. The emphasis throughout is to demonstrate the extent the BTB Scheme is aligned to the priorities and policies. The pertinent policies being: National · National Planning Policy Framework (NPPF); · Planning Practice Guidance (PPG); and · Circular 02/2013: Strategic road network and the delivery of sustainable development. Local · Somerset’s Future Transport Plan 2011 – 2026; · Sedgemoor District Council’s Local Plan 2011 – 2032; · Sedgemoor Core Strategy: Shaping the Future of Sedgemoor 2006 – 2027; · South West River Basin Management Plan; · Somerset Levels and Moors: 20 Year Flood Action Plan; · Protecting Bridgwater and the Somerset Levels & Moors from Tidal Flooding – Flood Risk Management Review; · Parrett Estuary Flood Risk Management Strategy; and · Parrett Catchment Flood Management Plan. 2.2 National Policy and Strategies 2.2.1 National Planning Policy Framework (NPPF) The NPPF published by the Ministry of Housing, Communities and Local Government (MHCLG) sets out the government’s planning policies for England and how these are expected to be applied. Originally published in March 2012, the NPPF was most recently updated in February 2019. The document aims to contribute to the achievement of sustainable development and seeks to promote growth whilst creating a high-quality environment underpinned by vibrant communities. The BTB Scheme needs to be considered against the following relevant policies within the NPPF: · Policy 8 (Promoting healthy and safe communities) – new developments can provide healthy, inclusive and safe places that promote social interaction, safety and support healthy lifestyle by ensuring active travel routes are protected and enhanced, public space is actively used and good access to various facilities is provided in mixed-use developments; · Policy 12 (Achieving well-designed places) – good design is a key aspect of sustainable development and indivisible from good planning. Good design applies to public and private spaces as well as wider area development schemes. Good design should not only enhance the aesthetic appearance of the developments but ensure that the development functions well and create safe and accessible environments for all; and

6 · Policy 14 (Meeting the challenge of climate change, flooding and coastal change) – new developments should support the transition to a low carbon future in a changing climate, whilst taking full account of flood risk and coastal change. This includes using opportunities offered by new developments to reduce the causes and impacts of flooding and safeguarding land that is required for current and future flood management. In addition to the above, Policy 9 (Promoting sustainable transport) is pertinent in that it supports the use of sustainable modes of transport and the development of strategies for the provision of viable infrastructure. There is a presumption in the NPPF in favour of sustainable development which is underpinned by several core principles as follows: · To drive and support sustainable economic development to deliver the infrastructure that the country needs; · To contribute to conserving and enhancing the natural environment and reducing pollution; and · To actively manage patterns of growth to make the fullest possible use of sustainable transport. 2.2.2 Planning Practice Guidance (PPG) The PPG, a web-based resource, brings together planning guidance on various topics into one place. Launched in March 2014, the PPG adds further context to the NPPF, where it is intended that the both the PPG and NPPF are read together. The PPG includes a document on Travel Plans, TAs and TSs, which summarises the considerations that planning authorities need to assess to satisfy the requirements of the NPPF. It sets out how a TA’s “scale, scope and level of detail” should be established as early as possible; a process which has been completed with the Local Highway Authority. It continues to set out the key issues that should be considered in a TA as follows: · the planning context of the development proposal; · appropriate study parameters (such as the area, scope and duration of study); · assessment of public transport capacity, walking/cycling capacity and road network capacity; · road trip generation and trip distribution methodologies and/or assumptions about the development proposal; · measures to promote sustainable travel; · safety implications of development; and · mitigation measures (where applicable) – including scope and implementation strategy. 2.2.3 Department for Transport Circular 02/2013: Strategic road network and the delivery of sustainable development (September 2013) This document sets out the way in which the Highways Agency (Highways England) will engage with communities and the development industry to deliver sustainable development and, thus, economic growth, whilst safeguarding the primary function and purpose of the strategic road network. This policy should be read by local authorities, developers, enterprise partnerships, community groups and others involved in any development proposal which may result in any traffic or other impact on the strategic road network.

7 2.3 Local Policy and Strategies 2.3.1 Somerset’s Future Transport Plan 2011 – 2026 (April 2011) Somerset’s Future Transport Plan, adopted in April 2011, sets SCC transport policy for the next 15 years. It describes the challenges they are likely to face and provides detail on policies and investments that will help tackle these issues. It covers a period between 2011 and 2026, and replaces Somerset’s Second Local Transport Plan, which terminated in March 2011. The plan includes the following documents: · ‘Policy Document – Schedule of Policies’ – the document sets out the goals, challenges and transport policies that came into force in April 2011. The policies are grouped according to their role in delivering the goals of Somerset Sustainable Community Strategy; · ‘Policy Document – Transport and Development’ – the document outlines specific aspects of transport that should be considered when dealing with land-use development. The document sets SCC’s transport approach to development proposals, from which district councils, developers and other parties can be advised; and · ‘Policy Document – Implementation Plan’ – the document sets out how the transport strategy will be delivered, how resources will be allocated and how SCC plan to use additional investment from a range of sources. The Implementation Plan is to be re-published every three years. The ‘Schedule of Policies’ document groups a variety of transport policies to achieve the following goals: · Making a Positive Contribution – policies include allowing communities to contribute and shape transport schemes and deliver improvements whilst in partnerships with organisations and encouraging communities to meet their own individual transport needs; · Living Sustainably – policies involve seeking opportunities through transport to reduce carbon emissions and strengthen our ability to adapt to climate change, seek innovative ways of making facilities more accessible from and for rural areas, minimise adverse transport impacts on quality of life and the natural environment, and maximise the potential use of technology; · Ensuring Economic Wellbeing – policies include ensuring economic wellbeing by managing freight parking, travel planning, transport network and maintenance, as well as minimising traffic growth in urban settlements to address congestion issues and maximising the potential use of technology; · Enjoying and Achieving – policies involve seeking innovative ways of making jobs, services and tourism more accessible to, from and for rural areas, as well as focusing on school transport services; · Staying Safe – policies include improving road safety by promoting safe and responsible driving, to reduce the number of accidents; and · Being Healthy – policies include providing more active travel opportunities, providing good access to healthcare facilities including out-of-hours services, and seek opportunities through transport to provide good air quality. 2.3.2 Sedgemoor District Council’s Local Plan 2011 – 2032 SDC adopted the Sedgemoor Local Plan (2011-2032) in February 2019, which sets out the policy framework for development, the proposed sustainable development objectives and planning policies for the district (Sedgemoor District Council, 2019). The Local Plan policies supplement the policies in the Core Strategy 2006-2027 and replace the saved policies from the Local Plan 1991- 2011. It rolls forward the plan period by another 5 years, covering the period from 2011-2032.

8 Policy D14 of the Local Plan ‘Managing the Transport Impacts of Development’ sets out that ‘Development proposals that have a significant transport impact must be supported by an appropriate transport assessment consistent with Guidance on Transport Assessment. The Council identifies the need to ensure that additional traffic resulting from new development does not compromise the safe and efficient operation of the strategic route network’. Thus this TA contains the appropriate level of assessment to ensure the impacts of the BTB Scheme, following any mitigation, are not severe. 2.3.3 Sedgemoor Core Strategy: Shaping the Future of Sedgemoor 2006 – 2027 (September 2011) The Sedgemoor Core Strategy that was adopted in September 2011 is a key strategic document of the Sedgemoor Local Development Framework (LDF) that sets out the future policy agenda for long- term development in Sedgemoor until 2027. Sedgemoor Core Strategy sets out the following: · Spatial Strategy – develops a vision that is underpinned by nine strategic objectives which are supported by core policies regarding such topics as infrastructure delivery and sustainable development; · Major Infrastructure Projects (MIPs) – sets out principles and policies for the delivery of MIPs and Nationally Significant Infrastructure Projects (NSIPs) which are either located in Sedgemoor or are likely to affect Sedgemoor within the Core Strategy plan period. These include such confirmed or potential developments as the new nuclear power station at Hinckley Point C, Cheddar Reservoir extension or the Severn Tidal Power proposals; · District Wide Policies – sets out policies for development across the district and provides a framework for assessing future development proposals and their contribution to the overall vision and objectives. The Core Strategy provide 21 district wide policies that cover relevant topics to this Scheme, such as D1 Managing Flood Risk, D9 Sustainable Transport and Movement and D10 Managing the Transport Impacts of Development; and · Place Making Policies – sets out individual policies for Bridgwater Urban Area, Bridgwater Town Centre, Burnham-on-Sea & Highbridge, Rural Sedgemoor, Other Sustainable Settlements and Development in the Countryside. The Core Strategy sets out a vision that “by 2027 Sedgemoor will be progressing towards becoming a truly sustainable community consisting of a revitalised Bridgwater that acts as the focal point for the district, supported by thriving and prosperous market towns, and key settlements where local people can access affordable housing, local employment and community services.” The Core Strategy includes the funding of a Barrier on the River Parrett as part of the wider infrastructure delivery approach set out in Core Policy S2, and sets potential safeguarded locations for flood defence work, including Chilton Trinity Sewage Treatment Works. Whilst the place making policies for Bridgwater Urban Area include reference to the delivery of the Bridgwater strategic flood defence scheme (that which is proposed in this application) this will delivered by a partnership of the council and the EA. 2.3.4 South West River Basin Management Plan (December 2015) Published by the EA and approved by DEFRA, the South West River Basin Management Plan (SWRBMP) was updated in December 2015 to replace the previous river management plan published in 2009. Its purpose is to provide a framework for protecting and enhancing the benefits provided by the water environment in the South West river basin.

9 The river basin district covers an area of over 21,000km2, which includes , , and parts of Somerset, Hampshire and Wiltshire. It includes nine management catchments which include many interconnected rivers, lakes, groundwater and coastal waters. The plan contains four sets of information that groups who manage land and water should pay particular attention to: · Baseline classification of water bodies – one of the main purposes of the plan and one of the biggest challenges in managing the water environment is to prevent water bodies deteriorating. The plan provides detail with regard to the baseline status of all quality elements in each water body. Deterioration from the baseline is not permitted, except in very specific circumstances; · Statutory objectives for protected areas – the plan highlights areas of land and bodies of water that have specific uses that need special protection. These include water used for bathing, harvesting, that sustain precious wildlife species and habitats, and is used as drinking water. The Plan ensures that these areas have legally binding objectives in place to protect them from potential harmful activities or new developments; · Statutory objectives for water bodies – the plan sets out legally binding objectives for each quality element in every water body, including an objective for the water body as a whole; and · Summary programme of measures to achieve statutory objectives – the plan provides a framework for action and future regulation. 2.3.5 Somerset Levels and Moors 20 Year Flood Action Plan (March 2016) The Flood Action Plan (FAP) was published in March 2014 in reaction to the extensive flooding of the Somerset Levels during the winter of 2013/2014. The FAP was produced by a range of organisations, including the involvement of the EA and the local community, and was co-ordinated by SCC. The FAP is now overseen by the Somerset Rivers Authority that was launched in January 2015. The FAP aims to reduce the frequency, duration and severity of future flooding in Somerset and covers the catchments of rivers Parrett, Tone, Axe and Brue. The FAP sets out six key objectives: · Reduce the frequency, depth and duration of flooding; · Maintain access for communities and business; · Increase resilience to flooding for families, agriculture, businesses, communities and wildlife; · Make the most of the special characteristics of the Somerset Levels and Moors (with internationally important biodiversity, environment and cultural heritage); · Ensure strategic road and rail connectivity, both within Somerset and through the county to the South West peninsula; and · Promote business confidence and growth. The FAP includes dredging the rivers to increase channel capacity, raise riverbanks and re-locating where floodwater is stored. The FAP sets a target of accelerating the construction of a barrier or sluice on the River Parrett to manage flood risk at Bridgwater; with the aim of achieving delivery by 2024. 2.3.6 Protecting Bridgwater and the Somerset Levels & Moors from Tidal Flooding – Flood Risk Management Review (November 2014) In response to the Somerset Levels and Moors 20 Year Flood Action Plan, the EA and SDC commissioned a flood risk management review to be prepared by Black & Veatch Ltd that was published in November 2014. The review re-examined previous studies and determined whether new data and evidence from recent flooding might influence the preferred risk management option

10 and timescales for such interventions. The considered risk management options including raising flood walls and embankments, tidal surge barrier, tidal exclusion sluice and a Lagoon, were assessed against key criteria. The review confirmed the need for major intervention and continued to support the option of a tidal surge barrier. It identified that existing flood defences in Bridgwater are currently offering a 1 in 100- standard of protection from tidal floods, which will continue to decline over time due to the rise of sea levels and the deterioration of existing flood defences. The review also states that high tides were not the main cause of the 2012 and winter 2013/2014 Somerset Levels and Moors floods. Finally, the review states that the EA and SDC are aiming to deliver the tidal barrier as soon as is practical; subject to confirmation of the business case and funding. 2.3.7 Parrett Estuary Flood Risk Management Strategy (June 2010) The PEFRMS published by the EA is the overarching strategic document that assesses the options available to reduce flood risk across the Parrett Estuary over a 100-year period. The Strategy’s main aim is to provide a plan for the sustainable management of flood risk to local people, property and the environment over the next 100 years that: · Reduces risk to life and protects and enhances residents wellbeing; · Protects property and existing infrastructure; and · Protects and enhances biodiversity, cultural heritage and landscape. PEFRMS recommends that the EA, ‘need to carry out major works, including a Bridgwater tidal surge barrier by 2046, to sustain standards of protection’. This timescale differs from the later recommendations provided in the Somerset Levels and Moors 20 Year Flood Action Plan and its subsequent Flood Risk Management Review which aimed to build a tidal barrier or sluice in Bridgwater by 2024. 2.3.8 Parrett Catchment Flood Management Plan (December 2009) The Parrett Catchment Flood Management Plan (CFMP) is one of 77 CFMPs published by the EA for catchments across England and . The Plan’s role is to established flood risk management policies which will deliver sustainable flood risk management in the long term by considering all types of inland flooding (from rivers, ground water, surface water and tidal flooding), but not coastal flooding which is covered by separate Shoreline Management Plans. The CFMP states that the main sources of flood risk to people, property infrastructure and land within the Parrett catchment are: · River flooding from the River Parrett and its tributaries particularly in Taunton and ; · Tidal flooding from the River Parrett in Bridgwater; · Breaching/failure of embankments, which could be a problem along rivers across the levels and moors of the catchment; and · Surface water drainage and sewer flooding, which has occurred in parts of Bridgwater and Taunton, and rural upload slopes. The CFMP divides the Parrett catchment into eight distinct sub-areas which have similar physical characteristics, sources of flooding and level of risk, for which the most appropriate approach in managing the sub-area flood risk have been allocated. Reference to excluding high tides from the town of Bridgwater by use of tidal sluice and investment in river embankments are commonly made through the Plan.

11 2.4 Policy Context Summary The policy context section highlights that a number of local policies such as the Sedgemoor Core Strategy, Somerset Levels & Moors 20-Year FAP, PEFRMS and Parrett CFMP identify that the construction of a tidal barrier across the River Parrett and the improvement of local flood embankments would provide a vital contribution in improving the tidal flood protection of Bridgwater and surrounding downstream settlements. The BTB Scheme complies with policies regarding sustainable development and the challenge of climate change, by supporting sustainable transport. This is demonstrated by the proposed construction of a foot and cycle bridge across the River Parrett, that would provide a connection between PRoW/footpaths and Express Park, the aim to include a construction travel plan as part of the CTMP that would encourage construction staff to use sustainable transport modes wherever possible, and the use of local borrow pits that effectively reduces the vehicular distance required for the purpose of providing material fill for the construction of downstream flood embankments. The BTB Scheme also complies with policies regarding minimising adverse transport impacts on the quality of life by reducing HGV journeys to certain hours and proposing routes to construction sites that aims to circumvent populated residential settlements. The construction of fish passages and the flood protection elements of the BTB Scheme complies with policies regarding protecting and enhancing the local environment. The BTB Scheme is well aligned to: · Underpin sustainable development by delivering sustainable flood risk management and making the fullest possible use of sustainable transport; · Support the objectives of Somerset’s Future Transport Plan; · Assist in protecting and enhancing local environment and improving the quality of life; · Ensure the impacts of the developments are minimised on the highway network, as well as on local amenities and the area’s character; · Ensure that improvements are carried out regarding safety and maintain the area’s aesthetic; and · Contribute towards the promotion of healthy communities, whilst enhancing active travel.

12 SECTION 3 Existing Conditions 3.1 Introduction This section outlines the conditions of the existing transport network surrounding the BTB Scheme. The aim is to understand the elements of the transport network that are likely to be impacted by the BTB Scheme. 3.2 Existing Highway Network Appendix C shows the study area that will be considered as part of this TA. This network includes various highway links and junctions that were previously highlighted during the scoping stage of the TA. The highway network can be split into the following links: A39 · A39 between Junction 23 of the M5 and Dunball Roundabout; · A39 The Drove; · A39 Western Way & A39 Homberg Way; · A39 Quantock Road; · A39 New Road & A39 Main Road; and · A39 between A39 Main Road Roundabout and Cannington Bypass Roundabout. A38 · A38 Bristol Road between the village of Pawlett and Dunball Roundabout; and · A38 Bristol Road between Dunball Roundabout and The Drove. Riverside · Express Park; and · Wylds Road. Chilton Trinity · Chilton Trinity Sewage Treatment Works Access Road; · Chilton Road; · Straight Drove; · Moore’s Lane; and · B3339 Sandford Hill. Cannington & Combwich · Withycombe Hill between Combwich and Cannington Bypass; and · Cannington Bypass. The network also features the following surveyed junctions: · Junction 23 of the ; · A38 / A39 Dunball Roundabout; · Bristol Road (A38) / King’s Drive Roundabout;

13 · Express Park Roundabout (A38); · Bristol Road (A38) – Wylds Road Junction; · Bristol Road (A38) – The Drove (A39) Junction; · The Drove (A39) – Wylds Road Junction; and · Western Way (A39) – Chilton Trinity Sewage Treatment Works Access Road Junction. Descriptions of the listed highway links and surveyed junctions are provided in the following sections. 3.2.1 Highway Links 3.2.1.1 A39 Strategic Route The A39 is a key strategic route that can be broken into several sections. It initially runs south west from Bath as far as Bridgwater, before re-emerging in Bridgwater and following the north coast of parts of Somerset, Devon and Cornwall, in which it passes through various settlements before arriving in Falmouth. A39 between Junction 23 of the M5 and Dunball Roundabout This link of the A39, connects the grade-separated Junction 23 of the M5 with Dunball Roundabout which leads on to the A38 that provides access into Bridgwater town centre. The link is a dual carriageway running from east to west that includes access into the small New Den residential estate in both directions via a right-hand turn lane that breaks the central reservation. The link also features an exit only route on to the dual carriageway from the nearby Dunball Industrial Estate. The link is approximately 550m long, includes some minor laybys and is based in a relatively green environment. It features a national speed limit that is reduced to 50 mph on the approach to Dunball Roundabout. The link is heavily used by motorists travelling to Bridgwater and is a popular route for freight traffic due to the A38 Bristol Road’s relatively non-residential environment; as well as the location of nearby industrial parks and minor ports. It is expressed that freight traffic heading to Bridgwater from the M5 should use this link by exiting at Junction 23 rather than Junction 24 (to the south of Bridgwater) that provides a route through a more residential area. The link includes a bridge section near Junction 23 of the M5, which passes over the railway line that connects Bridgwater railway station with other stations including Bristol Temple Meads. A39 The Drove The A39 strategic route remerges on a road called The Drove, just north of Bridgwater town centre, at a signalised junction with the A38 Bristol Road; where the route heads in a westward direction out of Bridgwater. The link is a single carriageway that is approximately 450m long between the A38 Bristol Road and the signalised crossroad junction between Wylds Road, Western Way, E Quay and The Drove. The Drove is based in a relatively industrial environment and includes access to various warehouse sites located adjacent to the carriageway. The single carriageway includes pedestrian footpaths on both sides of the road, features double yellow lines for the most of both eastbound and westbound lanes, is well lit and has a speed limit of 30 mph. The eastbound lane splits into two on approach to the Bristol Road junction, providing left and right-hand turning lanes. A39 Western Way & A39 Homberg Way This A39 link passes over the River Parrett and provides a strategic route through the relatively residential environment to the north-west of Bridgwater town centre. The link features two roads, Western Way and Homberg Way, which are continuations of one another. Western Way, the eastern section of the link, starts at a signalised crossroad junction in the relatively industrial

14 Riverside area and passes over the River Parrett to the residential environment west of the river; whilst Homberg Way, the western section of the link, continues through the residential estates until meeting Whitegate Roundabout. The link is approximately 2.5km long. The link is a single carriageway road that widens in areas to provide right-hand turning lanes into adjacent residential estates. The road features hatch markings either side of right-hand turning lanes, double yellow lines and lighting for the length of the link and is managed by a 30-mph speed limit. The link features two signalised junctions that include signalised pedestrian crossings. The first, between Western Way and Chilton Road, provides access up to Chilton Trinity, whilst the second between Homberg Way and the B3339 Wembdon Rise provides a route up to Wembdon. The link features good active travel facilities, with shared cycle and pedestrian footpaths located on at least on side of the carriageway for the length of the link, two pedestrian purposed signalised crossings located in line with the PROW routes (that feature cycle lanes) that cross Homberg Way, several informal crossing points with refuge islands, and footpaths located on both sides of the carriageway for most of the link. In total there are eight bus stops located along the length of the link. A39 Quantock Road This link is approximately 2km long and provides a strategic route between Whitegate Roundabout in Northfield and a new roundabout junction built in 2013 that links the B3339 and A39 together. The majority of the link passes through a rural environment and includes a narrow footpath on one side of the single carriageway road. A series of residential properties are located adjacent to the southern side of the road at the eastern end of the link near Whitegate Roundabout. These properties include driveway access, are located next to Quantock Road Cemetery, and are based in a 30-mph speed limit section. The speed limit changes to 40 mph approximately 400m west of Whitegate Roundabout, before changing again to a national speed limit approximately 250m west of the previous change. A small petrol station is located half way along the link near a minor junction on to a country lane, called Skimmerton Lane. A39 New Road & A39 Main Road The A39 route continues in north-western direction towards Cannington, where the relevant link features two roads that are continuations of each other, known as New Road and Main Road. Located in a rural environment, the single carriageway road approximately 1.25km long, is located between two roundabouts, features the national speed limit and includes a narrow footpath on one side of the carriageway. There are priority junctions with country lanes such as Limestone Hill and Blackmore Lane, at which the approaching traffic must give-way to that on the strategic A39 route. Bridgwater Mowers retail store is located adjacent to the Blackmore Lane junction with Main Road. Due to the rural location of the link, the road does not feature street lighting. A39 between A39 Main Road Roundabout and Cannington Bypass Roundabout This A39 single carriageway link is located between two roundabouts south of Cannington, and forms part of the bypass around the village. The link, approximately 1.1km long, is located within rural surroundings and features no footpaths or street lighting. Two cattle crossing traffic signals are positioned along the link, whilst the carriageway features several bridge sections at the western end of the link that pass over local streams. A recently built park and ride facility for the construction of Hinkley Point C nuclear power station, can be accessed off the link. The facility has limited access and egress vehicular movement, whilst double white lines on the A39 carriageway restrict right-hand turning movements in to and out of the facility. 3.2.1.2 A38 Strategic Route The A38 provides a strategic route between Bodmin in Cornwall and Mansfield in Nottinghamshire and passes through various towns and cities including Bridgwater, Bristol and Birmingham. For a large majority of its length, the A38 runs alongside the M5 as a single carriageway road. The Bristol Road section of the A38 provides a strategic route between Pawlett and Bridgwater.

15 A38 Bristol Road between the village of Pawlett and Dunball Roundabout The A38 Bristol Road single carriageway section, north of Dunball Roundabout has been reviewed as far as the Old Main Road junction in Pawlett for the purpose of this TA. This link is approximately 1.8km long, and on average the carriageway is around. 6.5m wide. However, the carriageway widens in areas to provide right-hand turning lanes at junctions. Several rural lanes have junctions with the A38 Bristol Road at various points, whilst car dealerships and garages are visible adjacent to the carriageway. The carriageway includes double white solid lines in its centre to prohibit motorists from overtaking; whilst single white lines are positioned on both sides of the edge of the carriageway to provide a narrow perception of the carriageway and act as a traffic calming measure. A narrow footway is included on the western verge, whilst green hedges borders the highway on both sides. The carriageway is lit with street lighting, and several bus stops are positioned in adjacent bays. Most of the link is subject to the national speed limit. However, a 40-mph gateway is positioned 400m south of the Old Main Road junction on the approach to Pawlett. The environment within the 40-mph section is somewhat more residential than the rest of the link, and includes a few properties located adjacent to the highway. A38 Bristol Road between Dunball Roundabout and The Drove The link that connects Dunball Roundabout with the A39 The Drove junction is approximately. 3.4km long and includes two roundabouts which break the link into three sections. The road is heavily used by motorists travelling to Bridgwater and is a popular route for freight traffic due to the location of industrial and manufacturing facilities as well as potential routes through relatively non-residential areas. The northern section to the south of Dunball Roundabout is a dual carriageway with a central reservation that is approximately 1.7km long and features a bridge section that passes over an artificial drainage channel known as the King’s Sedgemoor Drain. The section is subject to the national speed limit except on approaches and exits to and from the roundabouts where the speed limit is either reduced to 40 or 50 mph. A pedestrian footpath is visible along the length of the northbound lane, whilst the central reservation is split in one location to allow vehicles to turn. The surrounding environment is relatively open and includes adjacent manufacturing and industrial sites including Woodland Court Business Park and Dunball Industrial Estate. The middle section between two roundabouts, is a dual carriageway approximately 300m long and features a central reservation. The northern roundabout provides eastbound access to a modern residential estate, whilst the southern roundabout provides westbound access into Bridgwater Express Park. The middle section features a layby on the northbound side and an additional lane providing access to adjacent warehouses on the southbound side. The southern section features a single carriageway road approximately 1.3km long located in relatively residential surroundings which includes a mixture of terraced and non-terraced properties. On road parking is heavily restricted with double yellow lines on both sides of the road for a large proportion of the section. Southbound access on to Wylds Road is provided via an additional right- hand turn lane, whilst pedestrian footpaths are located on both sides of the road. Garages, car dealerships and industrial units are visible, particularly on the western side of the A38 Bristol Road. Bristol Road is used as bus route for different services and the link includes various bus stops along its length.

16 3.2.1.3 Riverside (east of River Parrett) Express Park (Business Park) The private roads within Express Park comprise of wide single carriageways with several roundabouts designed to cater for large vehicles and relatively high traffic volumes which use the area. Adequate footways are provided on both sides of the carriageway, whilst zebra crossings have been positioned to provide safe crossing points for pedestrians. Street lighting is provided, and the highway has been designed to ensure low vehicle speeds. Wylds Road Wylds Road, a single carriageway approximately 650m long, connects the A38 Bristol Road with a signalised crossroad junction at the eastern end of the A39 Western Way. The link passes through an industrial estate with several warehouses with significant driveway space located adjacent to the highway. Pedestrian footpaths are located on both sides of the carriageway, with adequate street lighting present. The carriageway features a 30-mph speed limit throughout. 3.2.1.4 Chilton Trinity Chilton Trinity Sewage Treatment Works Access Road This is a single carriageway dead-end road that provides access into Chilton Trinity Sewage Treatment Works (CTSTW) from the A39 Western Way. The road provides access to a few dwellings as well as a recycling centre. The access road includes street lighting for its initial section, has some minor speed humps and is approximately 6m wide. Chilton Road Chilton Road leads north off Western Way, curves around Chilton Trinity residential settlement and adjoins on to Moore’s Lane after heading east away from Chilton Trinity. The majority of Chilton Road is a relatively narrow carriageway that meanders its way through a rural environment that includes vegetation on both sides of the carriageway and does not feature any street lighting or adjacent footways. It is worth noting that segregated walking paths are in proximity to sections of Chilton Road, and various residential properties are located adjacent to the highway in areas. The initial 200m section of Chilton Road, accessed of the A39 Western Way, is significantly different from the rest of the highway, in which it feels very suburban, includes several adjacent residential properties, is positioned within proximity of a local school and includes footways on both sides of the carriageway, as well as street lighting. The carriageway in this section is approximately 7m wide, includes double yellow line parking restrictions and includes ‘School Keep Clear’ road markings. There are also junctions into local residential estates off Chilton Road. The majority of Chilton Road has a 30-mph speed limit. Straight Drove Straight Drove is a country lane with a fairly straight alignment that is positioned north of Chilton Trinity and includes no adjacent footways or street lighting. The carriageway is relatively narrow and features a speed limit of 30 mph. Moore’s Lane Moore’s Lane is a narrow country lane between Chilton Trinity and Wembdon Hill to the southwest. Located in a rural environment, the lane features no street lighting or adjacent footway, includes high green hedges either side of the carriageway, and is extremely narrow in certain locations. There are occasional adjacent residential properties, at which the lane tends to widen and provide passing points for opposing traffic flows. The lane features a national speed limit.

17 B3339 Sandford Hill The B3339 provides a route through Wembdon village. Sandford Hill, part of the B3339 route, is located between the A39 New Road / Quantock Road Roundabout to the east of Wembdon and the access to Moore’s Lane. The road is a single carriageway, approximately 6.5m wide, that features no street lighting or adjacent footways, with green hedges either side of the carriageway. A national speed limit applies to this section of the B3339 route. 3.2.1.5 Cannington and Combwich Withycombe Hill between Combwich and Cannington Bypass A single carriageway link that provides access towards Hinckley Point. Features a national speed limit, includes no street lighting and is surrounded by adjacent green hedges in a rural environment. The section of the highway between the Cannington Bypass Roundabout (north of Cannington) and Combwich is approximately 1.6km. Access off Withycombe Hill into Combwich is provided on Brookside Road, whilst access into the proposed construction compound is to be provided along a private road south of Combwich Ponds. Bus stops are positioned on Withycombe Hill adjacent to the turning onto Brookside Road. Cannington Bypass The Cannington Bypass opened in December 2015. It provides a single carriageway by-pass around the west of Cannington village, and was constructed as a part of a package of road improvements to provide better access to Hinckley Point nuclear power station. The bypass features a 40-mph speed limit, provides access on to rural lanes, includes safe pedestrian crossing points, street lighting and a pedestrian and cycle route on its eastern verge. 3.2.2 Highway Junctions The following descriptions are provided for key junctions that have been surveyed as part of the TA. 3.2.2.1 Junction 23 of the M5 Motorway Junction 23 of the M5 is a major junction between two key highways, the M5 and the A39. It is positioned to the north of Bridgwater and is heavily used by motorists and freight traffic travelling to Bridgwater and the business and industrial parks located around its northern periphery. It is a grade-separated junction where the M5, passing beneath the junction, running north to south, remains uninterrupted, whilst the A39 running from east to west forms a raised circulatory carriageway providing access on to the M5 via slip roads. The circulatory carriageway is a one- direction system which contains two lanes and passes over the M5 motorway at two bridge sections. The four slip roads connecting both trunk roads each contain two lanes and have approximate lengths ranging between 300 and 400m. The A39 trunk road approaching the junction from the east, also known as Hill, is a single carriageway, whilst the A39 trunk road approaching the junction from the west is a dual carriageway that provides access on to Dunball Roundabout and towards Bridgwater. The M5 motorway is a three-lane carriageway. The junction is located in close proximity to the ‘Bristol to ’ railway line, whilst a pedestrian footpath crossing the M5 motorway is located approximately 250m north of Junction 23. 3.2.2.2 A38/A39 Dunball Roundabout A four-arm roundabout located north of Bridgwater near Junction 23 of the M5 motorway that connects the A38 and A39. The A38 Bristol Road runs from north to south towards Bridgwater, where the northern arm is a single carriageway and the southern arm a dual carriageway. The eastern arm of Dunball Roundabout is a dual carriageway and represents part of the A39 route

18 which continues east and remerges with the A38 approximately 3.6km south of Dunball Roundabout. The fourth (western) arm of the roundabout provides access into Dunball Port industrial site. This arm, unlike the others, includes dropped kerbs, tactile paving and an informal pedestrian crossing. In addition, the western side of the roundabout, features short lengths of a combined footway/cycleway with footways beyond, extending alongside the A38. The north-eastern quadrant of the roundabout does not have any pedestrian or cycle facilities. The roundabout itself is well signed, lit and has a 50-mph speed limit. 3.2.2.3 Bristol Road / King’s Drive Roundabout A three-arm roundabout on the A38 Bristol Road dual carriageway that includes an eastern single carriageway arm, known as King’s Drive, that passes over the ‘Bristol to Exeter’ railway line and provides access into a recently built housing development. King’s Drive continues south to Bath Road, a part of the A39 route. The junction layout consists of a double lane roundabout, in which each arm includes dropped kerbs, tactile paving and refuge islands or central reservations that form informal pedestrian crossings. Pedestrian footpaths are visible around the roundabout, whilst an allocated cycle lane is positioned next to the westbound traffic approach to the roundabout from King’s Drive. The roundabout is well signed, lit and includes a 40-mph speed limit. 3.2.2.4 Express Park Roundabout A three-arm roundabout on the A38 Bristol Road dual carriageway that includes a western single carriageway arm, providing access into the business park. Pedestrian footpaths are present around the roundabout, whilst the access to the business park includes dropped kerbs, tactile paving and refuge islands forming informal pedestrian crossings. The roundabout includes no clear lane markings but is well signed, lit and has a 40-mph speed limit. 3.2.2.5 Bristol Road (A38) – Wylds Road Junction A T-junction where traffic on Wylds Road gives way to traffic on the A38 Bristol Road. Bristol Road, a single carriageway, widens near the junction to provide a right turning lane for southbound traffic. Wylds Road, a single carriageway which is approximately 650m long, provides a route through an industrial environment and connects the A38 (Bristol Road) with the A39. The junction itself is relatively open and wide providing traffic on Wylds Road good sight lines when turning on to Bristol Road. Pedestrian footpaths align both roads whilst the junction is surrounded by industrial warehouse sites, a car dealership and a series of terraced houses on Bristol Road. 3.2.2.6 Bristol Road (A38) – The Drove (A39) Junction A three-arm signalised junction that includes northern and southern A38 Bristol Road arms and a western A39 The Drove arm. Each arm includes advanced cycle stop lines allowing cyclists to move to the front of any queue. Pelican crossings are visible on the southern A38 Bristol Road arm and the western A39 The Drove arm, whilst additional right-hand turning lanes are positioned on approach to the junction at the northern A38 Bristol Road arm and the western A39 The Drove arm. In addition, a further give-way junction between Bristol Road and Union Street, located to the east, is positioned next to the southern A38 Bristol Road signals. Due to its proximity to the signalised junction, Union Street restricts traffic turning right on to Bristol Road. Both junctions are based in a residential environment surrounded by good non-motorised user facilities including wide footpaths, refuge islands, signalised crossings and cycling facilities.

19 3.2.2.7 The Drove (A39) – Wylds Road Junction A four-arm signalised crossroad junction which includes Western Way, The Drove, Wylds Road and East Quay. Western Way and The Drove form part of the A39 strategic route that heads westwards over the River Parrett and along the north coast of Somerset; whilst Wylds Road and East Quay provide access to various business and industrial sites. All four arms are single carriageway roads with pedestrian footpaths on both sides and crossing facilities within the junction. The crossings feature dropped kerbs and tactile paving, as well as refuge islands on all arms except The Drove. Three out of the four arms, excluding The Drove, include an additional right-hand turning lane on approach to the signals, whilst each arm includes advanced cycle stop lines. Western Way also includes a segregated left-hand turning lane which is managed by its own separate signals and give- way lines. 3.2.2.8 Western Way (A39) – Chilton Trinity Sewage Treatment Works (CTSTW) Access Road Junction A T-junction where the traffic on the access road to CTSTW gives way to traffic on the A39 Western Way carriageway. The Western Way single carriageway widens on approach to the junction to include a right-hand turning lane for the westbound traffic. The CTSTW access road is a single carriageway, where the lane approaching Western Way splits into two for those turning left or right. The junction itself is relatively wide and open providing good sight lines for motorists leaving the access road on to Western Way. Western Way provides good pedestrian facilities with footpaths on either side of the carriageway and dropped kerbs, tactile paving and a refuge island at the junction, providing an informal crossing. In addition, segregated cycle lanes are visible on both sides of the Western Way carriageway and for a short section of the CTSTW access road. 3.3 Existing Pedestrian and Cycling Networks 3.3.1 Walking and Cycling Provision The rural environment and the minimal active travel infrastructure in proximity to compounds at, Combwich and Pawlett provides limitations for the majority of those attempting to walk or cycle to the sites. Therefore, this section focuses mainly on pedestrian and cycle facilities within proximity of the proposed barrier. The carriageways of Express Park near to the barrier site offer good pedestrian facilities with wide adjacent footways, dropped kerbs, tactile paving and street lighting. The footways provide links to the nearby bus stops on Bristol Road. The infrastructure of the Express Park business site is specifically designed to ensure low vehicle speeds and encourage walking and cycling as far as possible. A similar level of footway and on carriageway cycle provision continues along Bristol Road providing access by active travel modes to the wider area. A segregated footpath of approximately 2.5km long on the right bank of the River Parrett runs alongside and to the west of Express Park and provides access into the business site at various points. There are several cycling facilities located within the wider area of the BTB Scheme. They include: · National Cycle Route (NCR) 3 – a long distance route connecting Land’s End in Cornwall to Bristol, via several settlements including Bude, Taunton and Bridgwater. The route provides access into Bridgwater town centre via the Way, a designated Sustrans route, and features a local branching route providing access to Bridgwater railway station. Figure 3.1 displays part of the NCR 3 route that provides access into Bridgwater town centre via both traffic free and on-road routes, which are displayed by orange and dark blue lines respectively.

20 · Shared user paths at major junctions along the A38, providing safety for cyclists approaching Dunball Roundabout and Bristol Road/King’s Drive Roundabout. · Advanced stop lines at signalised junctions along the A39, between Bristol Road and The Drove, as well as between Western Way, The Drove, Wylds Road and East Quay. · Cycle parking racks located outside Bridgwater railway station, which is approximately 2.8km from the tidal surge barrier site. · Cycle route alongside Chilton Road although separated from it by a hedgerow. Figure 3.1: National cycle network within Bridgwater town centre

National Cycle Network: Orange – Traffic Free Routes Dark Blue – On Road Routes

Bridgwater Town Centre Bridgwater Railway Station

3.3.2 Public Rights of Way (PRoW) There are several PRoW located within and around the study area of the BTB Scheme. A plan drawing displaying local PRoW (which includes footpaths, bridleways and restricted byways) and the England Coast Path within and around the study area is provided in Appendix D. The following segregated footpaths and PRoW are located within proximity to the sites of the proposed barrier and the downstream flood defences : · England Coast Path · · BW 5/4 · BW 10/7 · BW 10/9 · BW 10/10 · BW 10/12 · BW 10/16 · BW 25/31 · BW 27/4; · BW 27/12

21 · BW 34/36

3.4 Existing Public Transport Network 3.4.1 Bus Services Table 3.1 details the existing bus services in operation at stops within walking distance of the site compound at Express Park. The compound sites for the construction of the downstream flood defences are positioned in isolated locations, at a considerable distance away from well served bus stops.

Table 3.1: Local bus services Average Daytime Frequency Company Service Route Local Links Mon-Fri Saturday Sunday

Taunton, Bridgwater, Pawlett, Dunball, A38 First Bus 21 30 mins 30 mins 60 mins Burnham-on-sea Bristol Road

Penlea & Sydenham First Bus B1 A38 Bristol Road 60 mins 60 mins N/A Estates (Bridgwater)

Bridgwater, Kendale A39 Western Way & First Bus F 2 per day N/A N/A Road, Wembdon Homberg Way

There are currently two bus stops located just south of Express Park Roundabout on Bristol Road; which provide northbound and southbound services. The bus stops are approximately 600m walking distance away from the proposed barrier site. 3.4.2 Rail Services Bridgwater railway station lies approximately 800m walking distance to the east of Bridgwater town centre and is located on the Bristol to Taunton Railway Line that in part runs parallel with Bristol Road. Bridgwater railway station is served regularly by routes from Cardiff Central (via Bristol Temple Meads) and Taunton. The walking distance between the proposed barrier location and Bridgwater railway station is approximately 2.8km. The railway station includes several cycle parking racks and a 39-space car park, whilst short stay and disabled parking bays are positioned directly outside the front of the station. 3.5 Collision Data Collision data has been obtained for the study area, set out in the scoping note and Appendix C for a five-year period between the 1st of January 2013 and the 31st of December 2017. In total 128 collisions were recorded on the assessed highways during this period, of which six were fatal and a further seven were serious. The obtained collision data is displayed in Appendix E, alongside annual map diagrams showing the location of the reported collisions. Table 3.2 displays the number of recorded collisions during the five-year study period for the area’s key junctions and links.

22 Table 3.2: Recorded road collisions (2013-2017) 2013-2017 Recorded Collisions Junction Fatal Serious Slight Total

Junction 23 of the M5 Motorway 0 2 16 18

A38 / A39 Dunball Roundabout 1 0 10 11

A39 Homberg Way / B3339 Wembdon Rise 0 0 7 7 Junction

A39 Quantock Road / Skimmerton Lane Junction 0 1 5 6

A39 / East Quay / Wylds Road Junction 0 0 6 6

A38 Bristol Road / Express Park Roundabout 0 0 4 4

A39 Main Road Roundabout 1 0 2 3

A39 / Cannington Bypass Roundabout 1 0 1 2

A38 Bristol Road / A39 The Drove Junction 0 0 2 2

A38 Bristol Road / Wylds Road Junction 0 0 2 2

A38 Bristol Road / Kings Drive Roundabout 0 0 2 2

A39 New Road / B3339 Roundabout 0 0 1 1

A39 Quantock Road / Homberg Way Roundabout 0 0 1 1

2013-2017 Recorded Collisions Link Fatal Serious Slight Total

A39 Western Way & Homberg Way 1 1 7 9

A38 Bristol Road Dual Carriageway 0 0 9 9

A38 Bristol Road (Dunball to Pawlett) 0 0 7 7

A38 Bristol Road, Riverside 0 0 6 6

A39 Quantock Road 1 0 4 5

A39 New Road & Main Road 0 0 5 5

A39, Cannington 0 1 3 4

A39 between M5 and Dunball Roundabout 1 0 2 3

M5 Motorway passing Junction 23 0 1 2 3

A39 The Drove 0 0 3 3

A39 Puriton Hill 0 0 3 3

Withycombe Hill 0 1 1 2

Chilton Road 0 0 2 2

Wylds Road 0 0 2 2

Overall Assessment Area 6 7 115 128

23 The following five junctions included a cluster point of collisions and recorded on average more than one collision per year: · Junction 23 of the M5 Motorway – 18 collisions (3.6 collisions per year); · A38 / A39 Dunball Roundabout – 11 collisions (2.2 collisions per year); · A39 Homberg Way / B3339 Wembdon Rise Junction – seven collisions (1.4 collisions per year); · A39 Quantock Road / Skimmerton Lane Junction – six collisions (1.2 collisions per year); and · A39 Western Way / East Quay / A39 The Drove / Wylds Road Junction – six collisions (1.2 collisions per year). The location of these five junctions are displayed in Figure 3.2. Figure 3.2: Collision cluster points

Dunball Roundabout J23 of the M5

A39 Quantock Road / A39 / East Quay / Wylds Skimmerton Lane Junction Road Junction

A39 / B3339 Wembdon Rise Junction

In addition to the junctions referenced above, several collisions were recorded along some of the key links within the area, such as the A38 Bristol Road, and the various sections of the A39 which include Western Way, Homberg Way, Quantock Road, New Road and Main Road. However, these collisions tended to be spread along the length of the links and did not provide specific cluster collision points. Six fatal collisions occurred in total at the following locations over the five-year period: · A39 between M5 and Dunball Roundabout; · A38 / A39 Dunball Roundabout; · A39 Homberg Way; · A39 Quantock Road; · A39 Main Road Roundabout; and · A39 Cannington Bypass Roundabout.

24 Given the relatively low traffic increases generated by the BTB Scheme during both operation and construction (set out in section 5.5), no road safety issues, which may be exacerbated by the development, have been identified. 3.6 Existing Operation of the Highway To carry out a traffic assessment, surveys have been undertaken on local highways and key junctions. Automatic Traffic Count (ATC) week-long surveys were carried out at 10 different sites within the study area. Eight of the ATC surveys were carried out between Tuesday 22nd and Monday 28th January 2019, whilst the other two on Moore’s Lane and the Bristol Road section between Dunball and Pawlett were carried out between Monday 4th and Sunday 10th February 2019. Twelve hour (07.00 – 19.00) turning movement surveys were carried out at six key junctions, with five sites being surveyed on Tuesday 22nd January 2019, and the other on Thursday 7th February 2019. Peak period traffic surveys were carried out at the following major junctions, A38/A39 Dunball Roundabout and Junction 23 of the M5, during AM (07.00 – 10.00) and PM (16.00 – 19.00) peak hours on Thursday 15th November 2018. The location of the various surveyed sites is displayed in the study area plan of Appendix C, whilst the raw traffic flow survey data is provided in Appendix F. The average weekday traffic flows during the assessed hours of 07.00 to 08.00 and 18.00 to 19.00 at the various surveyed locations is displayed in the existing traffic network diagrams within Appendix G. 3.7 Summary of Existing Conditions The existing conditions of an extensive area of the local transport network has been considered throughout this section due to the disparate nature of the proposed development. The study of existing conditions has identified that while the tidal barrier site benefits from a comprehensive highway network typical of an urban or industrial area, the more rural locations for the downstream defence work do not offer similar provision. The tidal barrier site benefits from adequate pedestrian and cycling facilities, regular bus services and straightforward access to and from the highway network. The compound sites for downstream defence works have limited public transport services nearby and may lack safe access routes for pedestrians and cyclists. In addition, vehicular access to some compounds will require the use of haulage routes due to the limited and inadequate local highway network near the proposed works. The surveyed collision data indicates that there are no specific incident trends that may be exacerbated by the relatively low flows likely to be generated during the construction period of the proposed BTB Scheme. Comprehensive details of the obtained collision data and undertaken traffic surveys are presented in Appendix E and Appendix F respectively. In addition, traffic flows from these traffic surveys are shown in the network diagrams (discussed in further detail in Section 5) within Appendix G.

25 SECTION 4 Scheme Proposals 4.1 Introduction This section provides an overview of the BTB Scheme proposals and includes details regarding construction including the location of site compounds and the proposed access routes. The BTB Scheme will comprise a tidal barrier across the River Parrett between Express Park and Chilton Trinity with new secondary and improved primary flood defences downstream of the barrier at Chilton Trinity, Pawlett and Combwich. The barrier and flood defences will provide a 1 in 200-year standard of tidal flood protection to Bridgwater and these communities downstream. The barrier will not change the harbour limits within the River Parrett (the inland port limit is 0.6 miles upstream of the Bridgwater Docks entrance). The Environment Agency will continue to maintain the existing primary flood defences along both banks of the river, as they do currently, for the foreseeable future and in accordance with the Parrett Estuary Flood Risk Management Strategy (PEFRMS). These works will continue outside of the scope of this Scheme and are therefore not considered within this TA. 4.2 Scheme Overview Figure 4.1: Indicative visualisation of the Bridgwater Tidal Barrier and ancillary development in Express Park

The barrier is designed to be operated for tidal flood risk management at the onset of a surge tide, anticipated to be on average between one and five times a year when the barrier first becomes operational. It will also be operated for testing and staff training, and for maintenance purposes. The structure requires ancillary facilities for control equipment, administration and materials storage and staff parking; these will be located primarily within Express Park. The BTB Scheme, which comprises the barrier and associated downstream defences will include the following components: · The barrier structure; · Foot and cycle bridge; · Ancillary structures (e.g. control building); · Downstream flood defences;

26 · Borrow pits; and · Fish and eel passage structures. 4.2.1 The Barrier Structure The barrier will comprise two vertical lift gates each 15.6m wide and 10m deep hung between three supporting towers. During normal (non-operational) conditions, the gates will be held in the open position, typically 4-5m above the MHWS level. When in the closed position, it is anticipated that approximately 4m of the top of the gates would be visible above the MHWS level (i.e. when maintenance closures are potentially taking place). The towers will contain access stairs and lifts to an overhead bridge and several slot windows at different levels. The barrier structure is expected to incorporate directional lighting that would be required only when the barrier is operated. At all other times (i.e. when the gates are held open), this lighting would not be in use. Warning lights are also likely to be required at all times on either side of the barrier structure for navigational purposes. 4.2.2 Foot and cycle bridge A foot and cycle bridge is to be installed as part of the barrier structure to provide the public, via a permissive path, access across the river to the PRoW positioned in the open green spaces west of the river. The foot and cycle bridge provides an opportunity for viewing the barrier and maximises opportunities to deliver a multi-functional green infrastructure network, that’s one of the key overarching objectives of SDC’s Green Infrastructure Strategy (May 2011). There may be occasions when this bridge is required to be closed to the public, for example if maintenance works are being carried out; therefore, it will not be formally dedicated as a PRoW. Users of the foot and cycle bridge will be directed on to the River Parrett Trail (RPT), a PRoW, on the left bank through the use of screen planting. This will consist of a woodland mix of native species and will ensure existing riverside routes are used rather than increasing usage of footpaths into Chilton Trinity. 4.2.3 Ancillary Structures Ancillary development is required close to the barrier for operational use by the EA’s operations team. This will include the provision of a control and ancillary building within a currently disused plot on the south western corner of Express Park. This two-storey building will occupy a footprint of 35m x 16m (560m2) and will include a control room, welfare facilities, generator and electrical intake facilities, materials storage, a meeting room (which could also be used as an education room) and office. It will also include photovoltaic panels on the roof to provide renewable energy. Nine car parking spaces will be provided adjacent to the ancillary structures for operational staff and visitors. Raised riverside platforms will be provided on both banks of the barrier. Compounds are to be provided here for operational purposes; these will be enclosed within secure fencing and will occupy approximately half of each platform. Permanent vehicular access tracks will be provided to both sides of the barrier structure. On the right bank, this will be along the southern boundary of Express Park. On the left bank, a temporary access track used for construction, positioned to the west of CTSTW will be upgraded to form a permanent operational access route. 4.2.4 Downstream Flood Defences All flood embankments will be constructed from cohesive fill material and will be grass covered. The seed mix for grassed flood embankments will be specified at the detailed design stage and will be a mix suitable for the usage at each site. They will generally have a 5m crest width and 1:4 or 1:5 embankment slopes and will incorporate access ramps as required.

27 Figure 4.2: Indicative cross section of primary flood embankemnt raising works works

4.2.4.1 Chilton Trinity At Chilton Trinity the existing primary flood embankment on the left bank of the River Parrett will be raised between 0.2m and 1.0m for some 900m downstream of the barrier. Raising and subsequent widening work will take place from the landward side of the defence only to avoid any temporary or permanent footprint on the foreshore of the River Parrett. A new secondary flood defence embankment will be constructed to the north of Chilton Trinity. To the east of Straight Drove, this secondary defence will include an embankment with an average height of 1.45m, over a length of approximately 1km, and will follow existing field boundaries or existing tracks. At Straight Drove, localised road raising will link the new secondary flood embankment to its companion to the west. This will also border existing field boundaries over a length of 2.35km and will include an average height of 1.8m. 4.2.4.2 Pawlett The existing primary flood embankment south of Pawlett will be raised by 0.4m to 0.7m for approximately 950m. A new 1.8m high secondary flood embankment will be created to the north for a length of approximately 440m. An existing flood defence wall on the riverward side of Brickyard Cottages will also be rebuilt and raised by approximately 0.7m. 4.2.4.3 Combwich At Combwich, the existing primary flood embankment to the south east will be raised by 0.5-1.0m for a length of approximately 1.2km. A new 800m long secondary flood embankment with a height of 1.4m will be constructed to the south of the village. Raising and subsequent widening work of the existing primary flood embankment will take place from the landward side of the defence to avoid any temporary or permanent footprint on the foreshore of the River Parrett. At Combwich Pill, repair work will be undertaken to the existing wall and measures will be implemented to prevent unauthorised access. The existing wall will not be raised or extended for flood protection purposes. Downstream of Combwich Wharf, the proposals include raising low spots in the existing flood defence embankment to provide a consistent flood defence level, with no increase in overall defence height, length or width. 4.2.5 Borrow Pits It is proposed that the fill material required to raise the existing and construct the new flood defence embankments will be sourced entirely from borrow pits located in the local area. This will eliminate the need for imported material, minimise disruption to the local road network, reduce the BTB Scheme’s carbon footprint from vehicle movements, and provide an opportunity to create biodiversity improvements within the local landscape. A number of fields have been identified to potentially provide borrow material and are displayed in the BTB Scheme overview drawing in Appendix A. The exact borrow arrangement within the identified fields, is still to be determined and will be dependent on factors including landowner agreement and environmental constraints. More fields than are required will be identified to account for this uncertainty. It is proposed that after extraction of the fill material, the borrow pits will be left as wetland habitat. This provides the opportunity for the development of wetland habitat and ‘stepping stone’ linkages between core wetland habitats in Somerset.

28 4.2.6 Fish Passage Structures To provide mitigation for anticipated effects on upstream salmon and eel migration in future epochs, it is proposed that fish passage will be improved at sites upstream of the barrier that currently cause a delay in migration. These are considered minor works which will generate extremely limited vehicular movements to construct. 4.3 Public Rights of Way (PRoW) There will be a requirement to permanently divert the ECP / RPT and PRoW BW10/12 around the barrier structure on the left bank (see Appendix D for location of footpaths). These footpaths will be diverted to the toe of the new embankment at this location and return to their original routes within short distances (~150m) downstream and upstream of the barrier. It is proposed that a permissive path is provided along the river bank at this location to provide links between PRoWs / ECP / RPT and the permissive foot and cycle bridge will be provided across the barrier as part of the BTB Scheme. In addition, a short section (up to ~100m) of PRoW BW10/16 will be permanently extinguished beyond the point where these paths join the diverted ECP / RPT/ BW10/12. A further diversion is required for part of PRoW 34/36; this path will be diverted on to the crest of the new secondary flood defence embankment (a shift of 10-15m from its present alignment), over a length of approximately 100m. Provision for permanent diversions of PRoWs will be included in the Transport and Works Act Order. Consent to carry out permanent changes to the PRoW network will be sought through the TWAO application. A summary of the proposed temporary and permanent diversions to the PROW network is shown in Appendix D, alongside a plan view map of local footpaths and PRoW. 4.4 Scheme Construction The complete BTB Scheme will take in the region of four years to construct. Construction is expected to start in 2022, with planned completion of the entire BTB Scheme in 2025. Construction works for the barrier including landscaping and the installation of the operational buildings, will run from 2022 to 2025. The downstream flood defence works will be constructed in separate sections through the drier months as is appropriate for earthworks. Construction works have been programmed to avoid effects on known ecological receptors as far as possible. Vegetation clearance works will be undertaken in each works section during the winter months preceding construction to avoid the nesting bird season. Reinstatement and landscaping works will take place following construction and within the next most appropriate planting season. An indicative overall construction programme is provided in Table 4.1. The programme remains indicative at this stage subject to funding and receipt of necessary consents and approvals. 4.4.1 Site compounds and access routes The BTB Scheme will require a series of site compounds, including a compound at Express Park, one on the left bank of the barrier site and a series of smaller satellite compounds positioned adjacent to the downstream defence works and on the western bank of the River Parrett, providing alternative access for the construction of the tidal barrier. The ‘Express Park’ compound will offer parking and welfare facilities for site staff, operatives and visitors, as well as fuel, plant and material storage, waste handling facilities and office space. Compound fencing such as Heras fencing will be used on site to securely demarcate site compounds, whilst post and wire fencing will be used to segregate work areas from adjacent footpaths. Access routes to the compounds and working areas will be provided, where required, from the closest and most suitable access and egress points from the existing highway network. Temporary

29 haulage routes will be constructed to provide a suitable running surface for plant and delivery vehicles as required within the working areas. These haulage routes will also act to limit the volume of construction traffic using the highway. A summary of the main and satellite site compounds, as well as the proposed temporary access routes is provided within Table 4.2 and shown in Figures 4.3 to 4.5. Vehicle tracking drawings and indicative highway works are shown in Appendix H. The vehicle tracking drawings indicate that all vehicle movements can be accommodated with identified working areas. Single track passing bays for construction vehicles (20m long, by 5m wide) will be provided within the working strip every 200m where required. This spacing will allow vehicles to pass along the track in turn, whilst a single-track passing bay approach provides limited environmental impacts when compared to unnecessarily wide haulage routes and highway access points. Working widths will be extended by 2m to accommodate alternative routes for temporary footpath closures as required, this includes at hedge crossing locations, i.e. working width is increased to 9m.

30 SECTION 4 Table 4.1: Indicative construction programme 2022 2023 2024 2025 J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N Vegetation clearance

Barrier and ancillary works

Operational building Barrier Landscaping and reinstatement

Commissioning and handover

Vegetation clearance

Construction

Landscaping and reinstatement

Chilton Trinity Chilton Commissioning and handover

Vegetation clearance

Construction

Pawlett Landscaping and reinstatement

Commissioning and handover

Vegetation clearance

Construction

Landscaping and reinstatement Combwich Commissioning and handover

31 SECTION 4

Table 4.2: Access route summary Works Access route Site compound locations Figure location reference

Barrier Access to right bank will be via the plot in the south west corner of The main site compound will be located on Figure 4.3 Express Park. Express Park on the right bank. Access to left bank will be via a temporary haulage route that will A materials storage and compound area will be start in the vicinity of the CTSTW and will be accessed via the set up on agricultural fields on the left bank. This CTSTW Access Road. This route will be permanent for future will include an area for the temporary stockpiling maintenance of the barrier. of material excavated for the bypass channel. Field boundaries will be protected (see also Section 6.3.6).

Chilton Chosen to avoid construction traffic congestion within the village For the eastern extent of the works, the same Figure 4.3 Trinity as far as possible. compounds and materials storage area for those The eastern extent of the works will be via the same access to the used for the barrier construction (left bank) will left bank of the barrier site (see above). also be utilised (see above). The western extent of the Chilton Trinity works will be accessed Two satellite compounds will also be required at via the A38, Western Way, Quantock Road, the B3339 and the western end of the Chilton Trinity works; Moore’s Lane. This route however, is unsuitable for heavy goods these are proposed to be located on existing vehicles (HGVs). HGVs will be required to access the site relatively agricultural land off Moore’s Lane and to the infrequently via Chilton Trinity. This will only be for access to the north of Perry Wood Farm. western satellite compound off Moore’s Lane and will be required during the mobilisation and demobilisation of the compound, fuel deliveries, and plant deliveries and collections. Temporary haul routes will run adjacent to the flood embankment works throughout the working area.

Pawlett Access to the works at Pawlett will require two separate access One satellite compound will be required to the Figure 4.4 routes, one in the vicinity of Walpole and one to the west of River west of River Road. All HGV traffic will use the Road. internal haul road to access the secondary To the east of River Road, access to the borrow field for infrequent compound. Gaunts Road and River Road to be used by smaller vehicles only. delivery / collection of plant and welfare facilities during mobilisation / demobilisation will be off the A38 (timed to avoid busy periods on the A38, e.g. very early in the morning). To the west of River Road, access for light vehicles and towable welfare units will be from Gaunts Road. Small vehicles will be used to suit these minor roads. No access will be permitted along Vicarage Lane Fill material from the borrow field will be used directly on the primary flood defence embankment to the east. For the works to the primary and secondary flood defence embankments to the west, fill material will be transported from the borrow field along temporary haul roads across agricultural land, linked via a crossing point on River Road.

Combwich The main site access will be via the Cannington Bypass off the A39, A single satellite compound is required for the Figure 4.5 Withycombe Hill and an existing private access track to the south Combwich works, and there are two options for of the village. This route avoids construction vehicles accessing its location. The preferred location is in the same through the villages of Cannington and Combwich. Direct access place as that currently being used by EDF for the to the local borrow field, for light vehicles only, will be via existing Combwich Wharf element of the Hinkley Point C tracks accessed off Chinehorn Drove. works. This is, however, dependent on the EDF Temporary haul routes will run adjacent to the flood embankment works being complete by the time the BTB works throughout the working area. Scheme works at Combwich commence. Should this compound location not be available, the Borrow material from the local borrow pit will be transported via a alternative location is adjacent to the private temporary haul route across agricultural fields between the access track. HGV traffic will not use the highway borrow pit and working area. This will not affect the local road to access to borrow pit location. network.

32 SECTION 4 Figure 4.3: Barrier and Chilton Trinity proposed access routes and compound locations

33 Figure 4.4: Pawlett proposed access routes and satellite compound locations

34 Figure 4.5: Combwich proposed access routes and satellite compound location

35 SECTION 4 4.4.2 Footpaths and Public Rights of Way (PRoW) To facilitate the construction of the BTB Scheme, a number of footways and PRoW will be temporarily closed, and alternative diversionary routes provided (where possible) to avoid conflict with the works sites. Where required, safe crossing points will be provided to allow the routes to cross temporary accesses and haulage routes. Public noticeboards will be provided at key interfaces to explain the works and the short-term programme. Where routes run adjacent to the works, temporary fencing will be provided to ensure segregation between pedestrians and the working areas. Table 4.3 lists the footpaths and PRoW that will be impacted by the construction works.

Table 4.3: Footpaths and PRoW to be impacted by construction Works Location Indicative Construction Programme PRoW Affected

Barrier March 2022 – November 2025 ECP (left and right bank) / River Parrett Trail (left bank) BW10/12 (left bank) BW10/16 (left bank)

Combwich March – October 2022 ECP/ River Parrett Trail BW5/4 BW25/31

Pawlett April – November 2023 ECP BW27/4 BW27/12

Chilton Trinity April-October 2024 ECP / River Parrett Trail BW10/12 BW10/9 BW10/7 BW10/10 BW34/36

The detailed alternative routes and measures to ensure the safety of vulnerable users during these periods will be agreed with the local planning authority prior to commencement of the BTB Scheme. The process for this is set out in the CTMP, outlined in Section 8.2. Temporary routes will remain in place until the definitive line of the PRoW can be re-opened and made suitable for use (e.g. following establishment of grass seed). Current proposals regarding the temporary closure of footpaths and PRoW and the introduction of diversionary routes are detailed within Appendix D.

36 SECTION 5 Methodology and Assessment 5.1 Introduction This section outlines the methodology that has been used to assess the transport related impacts of the BTB Scheme. As highlighted at the TA scoping stage, the main impacts of the BTB Scheme are anticipated to occur during the construction works and thus will be temporary. During scoping it was noted that capacity modelling of the highway network will not be required. Due to the need to work around tidal conditions within the river channel, there may be a requirement to undertake some night time and weekend working. Knowledge of tidal conditions would be required when installing and removing the bypass channel and cofferdam, constructing the jetties within the river channel, placing of the river bed erosion protection and constructing the sheet pile training walls. Although some night time and weekend work may be required, the assessment of the BTB Scheme’s impacts on local highway traffic was carried out during weekday peak hours as this is when the local network is at its busiest and thus there is potential for greatest impact. Overall, there are two major impacts that need to be considered; impacts due to construction traffic and impact of the operational phase. 5.2 Assessed Impacts Table 5.1 outlines the impacts that have been assessed in the TA:

Table 5.1: Assessment of impacts Scheme Phase Mode Potential Impacts

The BTB Scheme will generate minimal trip generation Highway due to a small number of staff being on site at any one Operation Bus time. Walking As part of the Scheme, improvements to walking provision are proposed.

Access routes to construction sites and compounds. Identification of recommended access routes and tracking of HGVs in/out of construction sites and compounds. Highway Additional HGV construction traffic on the highway Construction network. Analysis of the percentage change in HGVs on links for both the start /end of construction period.

Walking, Cycling & Potential temporary impacts on existing routes and PRoW. Equestrian

37 5.3 Baseline Traffic To assess the level of construction related trips on baseline traffic flows, it is necessary to apply traffic growth figures to existing surveyed traffic flows. TEMPRO traffic growth figures for the district of Sedgemoor have been obtained from the National Trip End Model (NTEM) and have been applied to existing traffic flows. Table 5.2 provides the TEMPRO growth factors between 2019 and 2022 (the start of construction) for a weekday AM peak period (07.00 – 10.00) and weekday PM peak period (16.00 – 19.00):

Table 5.2: TEMPRO traffic growth figures Period TEMPRO traffic growth figure

2019 to 2022 – Weekday AM Peak Period (07.00-10.00) 1.0489

2019 to 2022 – Weekday PM Peak Period (16.00-19.00) 1.0471

As construction staff will work shift patterns and thus be required to be on site prior to 08:00 and leave after 18:00, and HGV traffic will be limited to operating between 10:00 and 16:00; traffic related to construction of the barrier will not be on the network during traditional highway peak hours of 08:00 to 09:00 and 17:00 to 18:00. Therefore, this TA has considered impacts between 07:00 and 08:00 and 18:00 to 19:00 given that shift working patterns at the site will most likely require staff to arrive and leave the site at these times. Limits on the operation of HGV traffic and measures to control movements of large vehicles are outlined in the CTMP in Section 8 of this TA. Network diagrams for TEMPRO growth traffic flows during the assessed hours of 07.00 to 08.00 and 18.00 and 19.00 are contained in Appendix G, as listed below: · Future Traffic 2022 AM (07:00 – 08:00): TEMPRO Growth Rate – 1.0489; and · Future Traffic 2022 PM (18:00 – 19:00): TEMPRO Growth Rate – 1.0471 5.4 Hinkley Point C Construction Traffic related to the construction of Hinkley Point C Nuclear Power Station also uses many of the routes identified for use by construction vehicles related to the BTB Scheme. The following sections consider the construction traffic associated with Hinkley Point C and the sites where this trip generation coincides with the construction of the barrier and the downstream flood defences. 5.4.1 Hinkley Point C Construction Staff Trips Figure 5.1 provides the quantum of construction staff trip over the life of the Hinkley Point C construction period; based on data extracted from the Hinkley Point C Transport Assessment which supported the original development consent order application for Hinkley Point C.

38 Figure 5.1: Hinkley Point C construction staff trip generation over time

An article by Reuters news agency dated January 2018 stated that “EDF Energy said on Wednesday its Hinkley C nuclear power station in Somerset, southwest England, will come online by the end of 2025”. This places the project three years behind schedule. Figure 5.2 displays additional vertical lines on top of the Hinkley Point C construction trip generation graph, that indicate: · Vertical Red Line – the current predicted volume of construction staff trips as estimated by the original TA; · Vertical Blue Line – the current predicted volume of construction staff trips after taking into consideration the three-year project delay; · Vertical Green Line – the volume of construction staff trips to be concurrent when starting the construction of the BTB Scheme as estimated by the original TA; and · Vertical Purple Line – the volume of construction staff trips to be concurrent when starting the construction of the BTB Scheme after taking into consideration the three-year project delay.

39 Figure 5.2: Hinkley Point C construction staff trip generation over time (adjusted for three year delay)

Figure 5.2 demonstrates that Hinkley Point C currently has approximately 4,500 construction staff on site at any one time (blue line). When construction of the tidal barrier begins (2022) this number is expected to have fallen to approximately 2,900 (purple line). Table 8.9 of the Hinkley Point C Transport Assessment (DCO Application, EDF Energy, October 2011) provides a modal breakdown of journey to work trips by destination (either the site itself or a park and ride from which the site is served) and method of travel. This is replicated in Table 5.3 by displaying the estimated proportion of trips to the Hinkley Point C site and its park and ride sites by method of travel in percentage form.

Table 5.3: Percentage recreation of Table 8.9 of the Hinkley Point C Transport Assessment Mode of Travel Estimated Percentage of Journeys (%)

Walk 0.04

Cycle 0.98

Motorcycle 1.02

Rail 0.04

Direct Bus 20.91

Campus Bus 25.92

Public Bus 0.21

Single Occupancy Car 16.09

Car Share 34.80

Total 100.00

Applying these percentages to the current staff levels and those predicted to be coincident with the start of BTB Scheme construction gives the modal splits in Tables 5.4 and 5.5 respectively.

40 Table 5.4: Travel modal split of current HPC staffing numbers (4,500 staff) Mode of Travel Estimated Staff Trips

Walk 2

Cycle 44

Motorcycle 46

Rail 2

Direct Bus 941

Campus Bus 1166

Public Bus 10

Single Occupancy Car 724

Car Share 1566*

Total 4500

*It is assumed that car share journeys include two persons per vehicle giving a total of 783 vehicle trips

Table 5.5: Travel modal split of future HPC staffing numbers at start of BTB Scheme construction (2,900 staff) Mode of Travel Estimated Staff Trips

Walk 1

Cycle 28

Motorcycle 30

Rail 1

Direct Bus 606

Campus Bus 752

Public Bus 6

Single Occupancy Car 467

Car Share 1009*

Total 2900

*It is assumed that car share journeys include two persons per vehicle giving a total of 505 vehicle trips

The trip assignment and distribution in the Hinkley Point C Transport Assessment was completed using a SATURN model combined with a university developed dynamic assignment model. As the EA do not have access to his model, and the HPC TA does not contain sufficient information to replicate the trip distribution it is not possible to consider this in relation to this BTB Scheme TA. However, the analysis indicates that between the current situation and the start of the BTB Scheme construction there will be 535 less Hinkley Point C related construction staff trips by private car on the highway network. This indicates there will be an overall benefit in terms of highway network capacity between the flows surveyed as part of this TA and the future assessment year of 2022. The differences in Hinkley Point C related private car vehicle trips are highlighted in Table 5.6.

41 Table 5.6: Difference in HPC construction staff private car trips between 2019 and 2022 Mode of Travel 2019 2022 Difference

Single Occupancy Car 724 467 -257

Car Share 783 505 -278

Total 1507 972 -535 5.4.2 Hinkley Point C Construction HGV Trips Figure 5.3 is extracted from the Hinkley Point C Transport Assessment and provides the distribution of HGV trips over time during the project’s lifespan. Figure 5.3: Delivery forecast summary (average HGV one-way trips per day)

Based upon information available at the time of preparing this TA, it is understood that the Hinkley Point C project is expected to be completed during 2025, three years behind schedule. Figure 5.4 displays additional vertical lines on top of the Hinkley Point C HGV forecast summary, that indicates: · Vertical Red Line – the current predicted volume of HGV traffic as estimated by the original TA; · Vertical Blue Line – the current predicted volume of HGV traffic after taking into consideration the three-year project delay; · Vertical Green Line – the volume of HGV traffic predicted to be concurrent when starting the construction of the BTB Scheme as estimated by the original TA; and · Vertical Purple Line – the volume of HGV traffic predicted to be concurrent when starting the construction of the BTB Scheme after taking into consideration the three-year project delay.

42 Figure 5.4: Delivery forecast summary adjusted for three-year project delay

Figure 5.4 demonstrates that the construction of Hinkley Point C is currently approaching its peak HGV trip generation (blue line) at approximately 190 one-way HGV trips per day. When construction of the barrier begins, during 2022, HGV trip generation related to Hinkley Point C will likely have fallen considerably to approximately 30 one-way HGV trips per day (purple line). On this evidence the quantum of construction traffic currently on the network, and thus included in the traffic surveys, is more than that which will be on the future network at the start of barrier construction. Again, this offers a significant benefit for the capacity of the highway network when comparing the future year with that surveyed as part of this TA. 5.4.3 Total Hinkley Impacts The above analysis indicates that between the current situation in 2019, and the start of barrier construction in 2022, there will be 535 less staff private car trips during construction peak hours and 160 less daily HGV trips on the network (both one way). Although these trips could not be distributed through the network due to a lack of publicly available information it is likely that this reduction in network traffic will more than offset any increases which are related to the construction of the BTB Scheme. 5.5 BTB Scheme Construction Trip Generation The construction of the BTB Scheme is likely to result in three main types of trip generation: · Movements by construction workers to and from the site areas; · Movement of plant and equipment to and from the site areas; and · Removal and delivery of materials to and from the site areas. The following list details the likely travel patterns and expected vehicle modes for the different construction trip generations: · Labour/Staff1 – shift workers are likely to travel outside highway peak hours as labour and staff are expected to arrive on site prior to 08.00 and leave after 18.00;

1 Labour covers specific trades people on site, normally subcontractors or labour only subcontractors, so for example Steel Fixers, Machine Operators, Carpenters, Concrete Finishers etc. Staff covers contractor direct staff, for example project manager, site agent, site engineer, quantity surveyor.

43 · Plant/Materials – plant and materials are expected to arrive via HGVs which will be evenly spread throughout the deliverable hours. It is assumed that the CTMP will restrict deliveries during peak highway hours and thus HGVs will only operate between 10.00 and 16.00; and · Sub-contractors – sub-contractor trips are expected to be undertaken in HGVs and private cars/vans (although this assessment considers them as HGVs only for a robust assessment), and to be evenly spread throughout the deliverable hours, whilst it is assumed that the CTMP will restrict the HGV movements during peak highway hours and thus operate between 10.00 and 16.00 only. The number of staff and the quantum of deliveries, equipment and materials necessary for the construction of the tidal barrier and the downstream defences have been estimated by an early involvement contractor. In generating the estimates, the contractor has applied a 50% margin to account for any changes in the proposed design as this is further developed. Thus, the traffic projections likely over estimate those which will actually occur during construction. Traffic generation for the fish pass structures are likely to be extremely low and are not considered within this TA. They ae however considered within Chapter 18 of the ES. 5.5.1 Tidal Barrier Table 5.7 summarises the estimated one-way construction vehicle movements for the construction of the tidal barrier:

Table 5.7: Construction vehicle movements (one-way) to Bridgwater Tidal Barrier No. of Vehicle Movements (One-way) Construction Activity Duration (days) Overall Daily Hourly

Labour 809 14,739 18 -

Plant 809 1,489 2 0 (0.3)*

Materials 809 10,257 13 2 (2.2)*

Sub-Contractors 809 9,102 11 2 (1.8)*

Staff 809 25,950 32 -

Total 809 61,537 76 4*

*Hourly vehicle estimates for operation between 10.00 and 16.00 only.

Table 5.7 demonstrates that between 10.00 and 16.00 on a standard working day, the construction of the tidal barrier will generate approximately four one-way trips to the site per hour (therefore approximately eight two-way trips per hour), and 50 one-way (100 two-way trips) labour and staff trips daily. 5.5.2 Downstream Flood Defences It is proposed that the material used to construct the flood embankments is gained by excavating from local borrow pits and transporting the material to the relevant construction sites. The vehicle movements associated with the movement of material from the borrow pits are not expected to impact the wider highway network due to the proximity of the borrow pits to the relevant construction sites. The material will be transported using the internal haul road network.

44 Tables 5.8, 5.9 and 5.10 summarise the estimated one-way construction vehicle movements predicted by the contractor for the construction of downstream flood defences.

Table 5.8: Construction vehicle movements (one-way) to Chilton Trinity downstream flood defences No. of Vehicle Movements (One-way) Construction Activity Duration (days) Overall Daily Hourly

Labour 129 3,871 30 -

Plant 129 146 1 0 (0.2)*

Materials 129 2,313 18 3*

Sub-Contractors 129 1,080 8 1 (1.3)*

Staff 129 1,755 14 -

Total Highway 129 9,165 71 4* Movements

*Hourly vehicle estimates for operation between 10am and 4pm only.

Table 5.8 demonstrates that between 10.00 and 16.00 on a standard working day, the construction of the Chilton Trinity downstream flood defences will generate approximately four one-way trips to the site per hour (therefore approximately eight two-way trips to the site per hour), and 44 one-way (88 two-way trips) labour and staff trips on a daily basis.

Table 5.9: Construction vehicle movements (One-Way) to Pawlett downstream flood defences No. of Vehicle Movements (One-way) Construction Activity Duration (days) Overall Daily Hourly

Labour 168 1,946 12 -

Plant 168 72 0 0*

Materials 168 642 4 1 (0.7)*

Sub-Contractors 168 586 3 1 (0.5)*

Staff 168 1,128 7 -

Total Highway 168 4,374 26 2* Movements

*Hourly vehicle estimates for operation between 10am and 4pm only.

Table 5.9 demonstrates that between 10.00 and 16.00 on a standard working day, the construction of the Pawlett downstream flood defences will generate approximately two one-way trips to the site per hour (therefore approximately four two-way trips to the site per hour), and 19 one-way (38 two- way trips) labour and staff trips on a daily basis.

45 Table 5.10: Construction vehicle movements (one-way) to Combwich downstream flood defences No. of Vehicle Movements (One-way) Construction Activity Duration (days) Overall Daily Hourly

Labour 77 1,564 20 -

Plant 77 55 1 0 (0.2)*

Materials 77 739 10 2 (1.7)*

Sub-Contractors 77 296 4 1 (0.7)*

Staff 77 752 10 -

Total Highway 77 3,406 45 3* Movements

*Hourly vehicle estimates for operation between 10am and 4pm only.

Table 5.10 demonstrates that between 10.00 and 16.00 on a standard working day, the construction of the Combwich downstream flood defences will generate approximately three one-way trips to the site per hour (therefore approximately six two-way trips to the site per hour), and 30 one-way (60 two-way trips) labour and staff trips on a daily basis. 5.6 BTB Scheme Construction Trip Distribution The construction trip generation figures estimated by the early involved contractor did not take into account the variety of modes used to travel to work. Table 5.11 displays the ‘Method of Travel to Work’ data from the 2011 Census for those commuting to work in the Sedgemoor district. The data displays that 73.2% of those travelling to work in Sedgemoor will drive by car or van.

Table 5.11: Census 2011 ‘Method of Travel to Work’ for Sedgemoor district Mode Proportion Adjusted Travel Only Proportion

Working from home 4.6% -

Underground, metro, light rail, tram 0.0% 0.1%

Train 0.5% 0.8%

Bus, minibus, coach 1.0% 1.6%

Taxi 0.1% 0.2%

Motorcycle, scooter, moped 0.7% 1.1%

Driving a car or van 44.8% 73.2%

Passenger in a car or van 3.6% 5.9%

Bicycle 3.0% 5.0%

On foot 7.1% 11.6%

Other method of travel to work 0.4% 0.6%

Not in employment 34.2% -

Total 100.0% 100.0%

46 The estimated staff and labour construction trips carried out during the assessed hours of 07.00 to 08.00 and 18.00 to 19.00, which were identified in Section 5.5, have been adjusted in line with the proportion of those driving to work in Sedgemoor. Table 5.12 displays the number of one-way vehicle movements for labour and staff purposes after taking into account the ‘Method of Travel to Work’ Census data.

Table 5.12: Labour and staff construction vehicle movements to BTB Scheme construction sites Tidal Barrier Chilton Trinity Pawlett Combwich

Trip Generation 50 44 19 30 (Early Contractor)

Estimated Vehicle Movements using 37 32 14 22 census data

The quantum of vehicle movements to the various construction sites have been distributed around the highway network based on ‘Location of usual residence and place of work’ 2011 Census data. Table 5.13 displays the 2011 Census data proportions regarding the residence of those travelling to the district of Sedgemoor for work and calculates the number of estimated vehicle movements from nearby authorities to the various construction sites. Table 5.13 displays that 77% of the staff and labour vehicle movements attending the BTB Scheme construction sites will be from Sedgemoor, whilst both North Somerset and Taunton Deane (now part of Somerset West and Taunton) each include 7% of the vehicle movements.

Table 5.13: Labour and staff vehicle trip distribution from local authorities to BTB Scheme construction sites Adjusted Residence Proportion Tidal Barrier Chilton Trinity Pawlett Combwich Proportion

Bristol 1% 1% 0 0 0 0

North 7% 7% 3 2 1 2 Somerset

Mendip 4% 4% 1 1 1 1

Sedgemoor 74% 77% 28 25 11 17

South 2% 2% 1 1 0 1 Somerset

Taunton 7% 7% 3 2 1 2 Deane

West 2% 2% 1 1 0 0 Somerset

Other 3% - - - - -

Total 100% 100% 37 32 14 22

47 The labour and staff vehicle movements from Sedgemoor have been distributed based upon the population of the district’s biggest settlements (population > 3,000). Table 5.14 summarises the labour and staff vehicle movements for residents within Sedgemoor, where it is estimated that 47.9% of the Sedgemoor vehicle movements will come from Bridgwater and 26.2% of the Sedgemoor vehicle movements will come from Burnham-on-Sea and Highbridge.

Table 5.14: Labour and staff vehicle trip distribution from Sedgemoor district to BTB Scheme construction sites Sedgemoor Population Proportion Tidal Barrier Chilton Trinity Pawlett Combwich

Bridgewater 35,866 47.9% 14 12 5 8

Burnham-on- 19,576 26.2% 7 6 3 4 sea/Highbridge

Cheddar 5,755 7.7% 2 2 1 1

North 6,730 9.0% 3 2 1 2 Petherton

Wedmore 3,318 4.4% 1 1 0 1

Wembdon 3,613 4.8% 1 1 1 1

Overall 74,858 100.0% 28 25 11 17

Labour and staff vehicle movements during the assessed hours are distributed in line with the following assumptions: · Staff residing in Bristol, North Somerset, Mendip, Taunton Deane, Cheddar and Wedmore will travel to the sites via M5 Junction 23; · Staff residing in Burnham-on-sea and Highbridge will travel to the sites along the northern section of A38 Bristol Road; · Staff residing in , Bridgwater and North Petherton will travel along routes through Bridgwater; and · Staff residing in West Somerset will travel to the sites via the A39/Cannington Roundabout. The former SCC districts of West Somerset and Taunton Deane, which are discussed throughout this section, merged together in April 2019 and is now known as the district of Somerset West and Taunton. 5.7 Network Diagrams The BTB Scheme construction traffic flows estimated using information provided from an early involved contractor and the ‘Method of Travel to Work’ 2011 Census data has been distributed on network diagrams after considering ‘Location of usual residence and place of work’ 2011 Census data and the population of the biggest settlements in the district of Sedgemoor. It has been assumed that the labour and staff for the construction of various elements of the BTB Scheme, will arrive and leave at the following site compounds: · Construction of Tidal Barrier – labour and staff vehicle movements to arrive and leave at the compound in Express Park; · Construction of Chilton Trinity Flood Defences – labour and staff vehicle movements to arrive and leave at the satellite compound at the top of Moore’s Lane; · Construction of Pawlett Flood Defences – labour and staff vehicle movements to arrive and leave at the satellite compound adjacent to River Road; and · Construction of Combwich Flood Defences – labour and staff vehicle movements to arrive and leave at the satellite compound adjacent to a private track.

48 The following network diagrams displaying construction traffic flows during the assessed hours between 07.00 to 08.00 and 18.00 and 19.00, are shown in Appendix G: · Existing Traffic Flows (2019) on Local Highway Network for AM and PM Peaks; · Future Traffic Flows (2022) on Local Highway Network for AM and PM Peaks; · Construction Traffic Flows (2022) to/from Express Business Park for AM and PM Peaks; · Construction Traffic Flows (2022) to/from Chilton Trinity for AM and PM Peaks; · Construction Traffic Flows (2022) to/from Pawlett for AM and PM Peaks; · Construction Traffic Flows (2022) to/from Combwich for AM and PM Peaks; · Overall Construction Traffic Flows (2022) for AM and PM Peaks; and · Future and Construction Traffic Flows (2022) for AM and PM Peaks. In order to provide a robust assessment, the overall construction traffic flow network diagrams consider all construction work occurring concurrently. While not aligned with the works programme set out in Table 4.1 it provides a robust assessment of potential impacts of the BTB Scheme. 5.8 Barrier Operational Trip Generation When operational the barrier is expected to generate a very small number of daily trips. On a normal day the barrier will be staffed by three to five operators at any one time, even in the case in which all operators travelled by private car this would equate to 10 two-way trips during the day. This is considered a negligible number of traffic movements. Occasionally the barrier may host educational visits by schools, professional bodies or other EA staff which would likely generate a higher volume of trips than daily operation. However, such visits will be infrequent, often by coach, and generate traffic outside of traditional peak hours. Thus, highway impacts because of such visits will be negligible and likely within the daily variance of traffic along the nearby highway network. 5.9 Summary The TA considers the future year scenario of 2022 which is the expected start of construction as is typical for this type of assessment. Traffic flows for this period are established through using TEMPRO growth to inflate the 2019 surveyed traffic. The impacts of traffic related to Hinkley Point C are also considered and it is concluded that, based on publicly available information, there will be 535 less private car trips during construction staff peak hours and 160 less daily HGV trips on the network (both one way). Trip generation for construction of the BTB Scheme is based upon an estimate provided by the early involvement contractor although it should be noted that these figures include a 50% uplift in traffic to provide a margin for error. The trip generation is provided for each works site as per Table 5.12 with Table 5.13 providing the vehicular trip distribution. Trip distribution is based upon 2011 Census information and the following assumptions. · Staff residing in Bristol, North Somerset, Mendip, Taunton Deane, Cheddar and Wedmore will travel to the sites via M5 Junction 23; · Staff residing in Burnham-on-sea and Highbridge will travel to the sites along the northern section of A38 Bristol Road; · Staff residing in South Somerset, Bridgwater and North Petherton will travel along routes through Bridgwater; and · Staff residing in West Somerset will travel to the sites via the A39 Cannington Roundabout.

49 Network diagrams provided in Appendix G summarise the construction trip generation and distribution. These provide a robust analysis using an unlikely scenario in which all works sites operate concurrently. Operational trip generation will be minimal and likely unnoticeable to the travelling public.

50 SECTION 6 Assessment of Construction Impacts 6.1 Staff Movement Vehicular Impact To ensure a robust assessment the highly unlikely scenario in which all construction works occur concurrently has been considered. Network diagrams indicating how these movements will be distributed throughout the highway network are provided in Appendix G. However, it is most probable that the works will be carried out as per the programme set out in Table 4.1, in which works are staggered and therefore significantly reduce the impact of the developments on the local highway network. Table 6.1 displays the estimated number of construction staff related vehicle trips expected during the assessed hours of 07.00 to 08.00 and 18.00 to 19.00 per junction in line with the robust assessment scenario. The busiest junction along the network in terms of construction related vehicle movements is expected to be the roundabout adjacent to Express Park on the A38 Bristol Road, where during the AM peak 37 additional vehicles (17 from the north and 20 from the south) are expected to turn into the business park, whilst 25 additional vehicles will continue southbound and seven additional vehicles will continue northbound. During the PM Peak, 37 additional vehicles are expected to leave the business park (17 to the north and 20 to the south), whilst seven additional vehicles will continue southbound and 20 additional vehicles will continue northbound. The other key junctions along the A38 and A39 corridors between Dunball Roundabout and the Quantock Road/New Road Roundabout near Wembdon are expected to include approximately 50+ staff vehicle movements during the assessed hours due to the construction of the BTB Scheme.

Table 6.1: Peak hour construction labour and staff vehicle trips per junction Estimated BTB Scheme Construction Staff Vehicle Trips Junction during Assessed Hours

M5 Junction 23 29

A38 / A39 Dunball Roundabout 53

A38 Bristol Rd / Kings Drive Roundabout 49

A38 Bristol Rd / Express Park Roundabout 69

A38 Bristol Rd / Wylds Rd 52

A38 Bristol Rd / A39 The Drove 50

A39 (Western Way & The Drove) / Wylds Rd / E Quay 54

A39 Western Way / CTSTW Access Road 54

A39 Whitegate Roundabout 52

A39 Quantock Rd / A39 New Rd Roundabout 53

A39 Main Rd Roundabout 25

A39 / Cannington Bypass Roundabout 25

Cannington Bypass / Withycombe Hill Roundabout 23

Given the small increases in vehicular movements during the assessed hours, that these increases are temporary and the fact that this is a robust assessment considering a worst-case scenario where all construction aspects of the BTB Scheme operate concurrently, the impact during the construction period can be considered negligible.

51 The staff movement vehicular impact of the BTB Scheme is further diminished when considering its increase in vehicular movement against the predicted decrease in vehicular movement related to the ongoing works at Hinkley Point C. As discussed in Section 5.4, the number of private vehicle trips by the construction staff for the Hinkley Point C development is set to fall by 535 private vehicle trips by the start of the BTB Scheme construction works. The increase of 105 private vehicle trips by construction staff of the BTB Scheme (Table 5.12) accounts for less than 20% of the reduction associated with the construction staff traffic for Hinkley Point C. Therefore, even if just 20% of the reduced construction staff traffic to Hinkley Point C used the same network as the BTB Scheme, this would be enough to accommodate the construction staff traffic increase associated with the BTB Scheme. Impacts along minor roads in Pawlett will be minimal with only 14 one way vehicle movements of staff generated during the assessed period. Therefore, the impacts of the BTB Scheme in terms of private vehicular staff movements are not considered material and will likely go unnoticed by users of the local highway network and surrounding communities. 6.2 HGV Movement Vehicular Impact It is estimated, that in a robust scenario where all aspects of the BTB Scheme construction work operate concurrently, on average a total of approximately 13 HGVs will attend the BTB Scheme’s various sites and compounds per hour during the HGV operational hours of 10.00 to 16.00. This equates to a daily total of 75 HGV one-way trips to the BTB Scheme’s various site and compounds. This increase in HGV traffic on the local highway network outside of the peak traffic hours is unlikely to have a significant impact. In actuality this robust analysis impact will be diminished as works sites are unlikely to operate concurrently and will likely conform to the programme of works set out in Table 4.1. Furthermore, the impact of the BTB Scheme’s HGV traffic is further diminished when considering its increases against the predicted decreases in HGV traffic related to the ongoing works at Hinkley Point C. As discussed in Section 5.4, the number of HGV one-way trips per day to Hinkley Point C’s construction sites is set to fall by a 160 HGV trips by the start of the BTB Scheme construction works. The increase of 75 HGV one-way trips to BTB Scheme construction sites accounts for less than 50% of the reduced HGV traffic related to Hinckley Point C. Therefore, even if just 50% of the reduced HGV traffic to Hinkley Point C used the same highway network as the BTB Scheme, this would be enough to accommodate the HGV traffic increases associate with the BTB Scheme. Therefore, the impacts of the BTB Scheme in terms of HGVs are not considered material and will likely go unnoticed by users of the local highway network and surrounding communities. 6.3 Road Closure Impact In Chilton Trinity, where Straight Drove requires raising to provide a continuous line of flood defence, as the road is too narrow to undertake the raising work in halves, thus it will require a temporary closure for approximately 6 weeks. It is likely that a local diversion route will be provided within an enlarged temporary working area on the western side of the road. The alternative diversion route using the existing road network would cause disproportionate inconvenience for users; it is long and would require vehicles to access gravel, rather than tarmac, tracks over part of the route. 6.4 Pedestrian and Cycle Impact In order to facilitate the construction of the BTB Scheme, several sections of local footways and PRoW will be temporarily closed, and alternative routes provided (where possible) along with safe crossing points, public noticeboards and temporary fencing in order to avoid conflict between pedestrians and the working sites.

52 The majority of the closures are to be temporary, however two minor permanent changes to the PRoW network are proposed. Table 4.3 lists the local footpaths and PRoW that are to be impacted by the construction of the BTB Scheme. Due to the network of internal haul roads, and that the route is separate from the highway by a hedgerow, the cycle track alongside Chilton Road is not expected to be detrimentally impact by the BTB Scheme. The CTMP will set out the details regarding which footpaths and PRoW are to be temporarily closed, when and where these existing routes will be closed, where alternative diversionary routes will be positioned and the measures that are to be put in place to protect existing users. Further detail regarding this topic is set out in section 8.2. 6.5 Summary of Construction Impacts As noted within the TA scoping note, capacity modelling of the local highway network is not required, instead a simple assessment of flow increases during peak construction periods has been used to assess the impact of construction traffic on the local highway network. To ensure a robust assessment, in addition to the 50% uplift included in the estimation of trip generation, it has been assumed that all construction sites will operate concurrently. This is very unlikely to occur but will allow the highway authorities to have confidence in the assessment. Table 6.1 provides a summary of the increases in vehicle movements during this scenario. The assessment of construction traffic concludes that the changes in traffic flows will be minimal and likely unnoticeable to the travelling public, despite this robustness of the assessment. When considering the potential for HGV impacts during their operational window (10:00 to 16:00) the TA identifies that the BTB Scheme will generate 75 one-way HGV movements per day. When compared to the estimate that 160 one-way HPC related HGV movements will be removed from the highway network by 2022 the increase associated with BTB Scheme construction will be inconsequential. As identified previously various PRoW will need to be temporarily closed due to construction of the BTB Scheme. Any temporary closures will be kept to the minimum extent and duration, whilst any alternative routes will be arranged to avoid conflict between pedestrians and the working sites.

53 Assessment of Operational Impacts 7.1 Vehicle Impact Given the very low flows generated by the operational phase of the development, the impact of development traffic is negligible and likely to be unnoticeable to users of the local network and surrounding communities. 7.2 Pedestrian and Cycle Impact 7.2.1 Permanent Diversions Any permanent changes to the PRoW network will be very minor in nature and will be limited to redirecting users around features which are part of the BTB Scheme. Current proposals require two permanent PRoW diversions shown in Table 7.1.

Table 7.1: Permanent footpath diversions and potential impacts Footpath Location Duration Details Reference Affected

Diversion to toe of barrier embankment on the left bank. Barrier (West Diversion is minimal and a permissive path, which is BW10/12 Bank) and Permanent expected to be open for the majority of the time, will be Chilton Trinity provided on the embankment crest adjacent to the barrier.

Secondary flood Diversion of up to 15m from its present alignment over a BW34/36 Permanent defence length of approximately 250m.

It should be noted that as part of the BTB Scheme, the network of pedestrian routes in the area will benefit from a new permissive foot and cycle bridge over the River Parrett at the barrier site. This will act to provide a new critical link between paths on either side of the river and a strategic link to the Express Park employment area. 7.3 Summary of Operational Impacts The main operational impacts of the BTB Scheme are related to permanent diversions of PRoW. The two permanent diversions required, identified in Table 7.1, will be minimal and will not impact on the functionality of the route for any type of user. Overall the network of pedestrian routes in the area will benefit from a new permissive path via the proposed foot and cycle bridge over the River Parrett at the barrier site. Therefore, overall, the BTB Scheme will provide benefits to the local active travel infrastructure. Vehicular operational impacts of the development will be negligible.

54 Mitigation 8.1 Introduction Sections 6 and 7 identified the likely impacts arising from the BTB Scheme. The largest impacts will be generated during the construction period and thus be temporary. The temporary nature of the impacts, combined with their relatively small size, lead to the conclusion that physical mitigation works to the highway network are not warranted or proportionate. Nevertheless, construction of the BTB Scheme will be supported by a robust CTMP. The contents of the CTMP, which will be fully developed by the chosen construction contractor, is outlined below. 8.2 Outline Construction Traffic Management Plan 8.2.1 Overview A CTMP will be a core part of the BTB Scheme and ES imbedded from the earliest stages of construction. Although treated as a core part of the assessment within the ES, the TA treats the CTMP as part of the mitigation for the BTB Scheme as is typical of this type of TA appraisal. All contractors and their supply chain will be required to agree a suitable form of governance to control the following: · Preparation of block and layout plans; · Construction access routes and movement including signage; · Minor accesses; · Traffic management and road closures; · Site management; · Construction vehicle requirements; · Debris and damage to the highway network; · Staff travel; and · Diversion of pedestrian and cyclist routes. 8.2.2 Contact Information The CTMP will contain details relating to contact information for the chosen contractor when known. These details will be relevant to a dedicated member or members of staff and will be made available to the general public. The details will include: · Name; · Address; · Telephone number; · Email address; and · Social media platforms. 8.2.3 Transport Management Working Group A Transport Management Working Group (TMWG) will be established prior to commencement of construction and maintained for the duration of the works. The main responsibility of the TMWG will be to monitor the CTMP and be a platform for open communication between and amongst the

55 contractor, local highway authority, Highways England and any other stakeholder. It is suggested that the TMWG is made up of representatives from the: · Contractor; · Local Highway Authority; · Highways England; · Public transport operators; · Parish councils; and · Environment Agency. 8.2.4 Preparation of Block and Layout Plans The contractor will be required to prepare block and layout plans of each construction site. Although the level of information will vary from site to site, the plans will include as a minimum, the following: · Access/egress arrangements including visibility splays onto the public highway and vehicle tracking; · Vehicle tracking within the site especially for articulated HGVs where appropriate so that vehicles enter and leave the site in a forward direction; · Internal parking arrangements for staff and visitors; · Storage of materials and waste on site; · Pedestrian/circulation routes within the compound; · Rules and regulations for banksmen; and · Site boundaries / hoardings / temporary structures on the public highway. 8.2.5 Construction Access Routes and Movement including Signage In consultation with the highway authorities, the CTMP will identify the permitted access routes for construction traffic and the highways, which will not be prohibited or have restrictions. The expected routes to the main access points are outlined in Table 4.2 and displayed in Figures 4.3, 4.4 and 4.5 of this TA. HGV movements on public highway will be timed outside peak periods (limited to operate between 10.00 and 16.00 only). Abnormal load routes and movements will be agreed and timed in consultation with highway authorities and the local police. The contractor will provide temporary signage to control site traffic and reinforce identification of the permitted routes for construction traffic. The signage will be provided in line with the Traffic Signs Regulations and General Directions (TSRGD) 2016 and the requirements of the local highway authority. Figure 8.1 shows an example of a typical construction traffic sign. Figure 8.1: Example of a construction sign

56 To ensure that accidents along the route due to HGVs are minimised, discussions with the local highway authority will be undertaken to determine appropriate signage. It is considered critical that signs positioned within proximity of each site provide warning that HGVs are accessing and leaving the site and that turning movements should be undertaken with caution. Where pedestrian and cycle routes are closed to facilitate the works, diversion signs will be provided. Again, these will be provided in line with the TSRGD 2016 and the requirements of the local highway authority. 8.2.6 Minor accesses The works may require numerous minor accesses from the highway to construction sites for short periods as the work progresses. The use of these accesses will be agreed with the local highway authority prior to any movements by works traffic. A procedure for agreeing the use of these accesses will be approved and enshrined within the CTMP. The procedure will include consultation with representatives of key stakeholders which may vary from access to access depending on their location. Indicatively these are likely to include: · Local Highway Authority; · Police; · Local businesses; · Local resident groups/councillors; · Bus operators; · Utility providers; · EA; and · Contractor. 8.2.7 Traffic Management and Road Closures Where required, the CTMP will propose traffic management measures specific to each access as they are required. This will include those necessary when making alterations to the existing highway network to facilitate their construction. All temporary traffic management will be in accordance with Chapter 8 of the Traffic Signs Manual [Updated 2019] (Department for Transport, Department for Infrastructure (Northern Ireland), Scottish Government Welsh Government, 2018). 8.2.8 Site Management Maintaining safety is paramount together with minimising the impacts of each site on the operation of the highway network. Many measures will be used to manage the impact, such as: · Site Access: All site accesses will be well lit, clean, robust level hard-standings, well signed and controlled by experienced gatemen. Doors and gates will always be closed when access is not required. Appropriate signage will be fixed to the gates and where vehicles meet pedestrians and cyclists, arrangements such as barriers shall be put into place to denote vehicle and pedestrian crossover areas. If they cannot be avoided, traffic marshals will be in attendance; · Vehicle and Pedestrian Access arrangements: Wherever vehicles and pedestrians are required to use adjacent accesses during construction, suitable physical segregation with signage shall be installed to demarcate safe pedestrian routes. The entrance gate points will be isolated from site pedestrians by use of designated pedestrian routes and physical barriers. This arrangement will be reviewed as the BTB Scheme progresses to ensure that any construction activity does not present any additional risks. Should any additional risk be identified, then appropriate action will be taken to eliminate or minimise the risks and hazards;

57 · Boundaries: All sites will be appropriately fenced off and made secure. The contractor will be responsible for maintaining the hoardings throughout the works. Supports will either be concreted into the ground or a kentledge system used where movement needs to occur to facilitate construction activity at the boundary edge. Any cranes that will be incorporated onsite, will be equipped with limit switches to prevent load being carried beyond the site limits. If any over-sailing is deemed required, this will be negotiated and agreed with the relevant parties prior to works being undertaken and suitable precautions made; · Pedestrian and cycle routes: These will be maintained around each site throughout the construction programme. Where interfacing with pedestrian and cycle routes, fencing will enclose the work area to contain construction activities. Where hoarding will need to encroach onto the existing footpath to provide working space for construction activities, a general minimum footpath width of 2m will be maintained. These widths will be suitable to allow pedestrians to pass each other in either direction including those with wheelchairs and pushchairs; · On-site parking: The CTMP will, as far as is practical, limit on site parking to workers who need to carry heavy equipment or materials to site or those that have difficulty in using sustainable modes. Others will be encouraged to travel by alternative modes (see Section 8.2.11 below). However, it is recognised that as much of the work takes place in somewhat rural areas an element of travel by car may be unavoidable. · Management of deliveries: As vehicles approach site they will be directed to their relevant designated delivery gate and marshalled into the site by logistics personnel to avoid waiting or stacking on the public highway. Delivery vehicles arriving to site unannounced may create congestion on the highway network as well as on-site management issues. To prevent this, electronic delivery management systems such as ‘Datascope’ could be used to manage the deliveries. Its implementation will ensure that all deliveries arrive at the right time and ensure that the space available is used as effectively as possible. Daily delivery schedules should be displayed in prominent locations (notice boards, hoists, goods lift, etc.) and distributed to relevant parties. These schedules will incorporate contractor information and contact details to ensure that the recipient may be contacted promptly when a delivery arrives. 8.2.9 Construction Vehicle Requirements When considering construction vehicle types, a balance is needed between the size of vehicles and the number of vehicular trips to be carried out. The most heavily used HGVs on the site will be tipper trucks to facilitate the movement of excavated material. Sections 5.6 and 6.2 of this TA outline the likely number of HGV movements together with the anticipated impacts on the highway network. All freight vehicles travelling to the site will be low emission2 vehicles where feasible, and regular fleet maintenance will take place to reduce emissions. All vehicles will be required to comply with the current Fleet Operators Recognition Scheme guidance with respect to visibility, audibility of reversing/turning warnings and measures to detect blockages during difficult manoeuvres such as reversing sensors. HGVs will be required to be fitted with side bar protection to avoid cyclists being pulled beneath the vehicle in the event of a collision.

2 In this context, low emission vehicles are defined as the latest Euro VI standard. The Euro VI standard aims to lower the limit of several pollutants (CO, THC, NMHC, CH4, NOX, NH3) and adopts harmonised drive cycles. New durability requirements to cover greater distances and measures to access vehicle repair and maintenance information.

58 8.2.10 Debris and Damage to the Highway Network The detailed CTMP will list the measures that will be used to reduce dust, air pollution and other debris on the highway network. For example, this will include measures such as wheel washing as vehicles leave the various construction sites. The CTMP will also include both the measures and procedures that will be used to ensure the condition of highways including PRoW and permissive footpaths do not deteriorate due to construction traffic. This will include pre-construction condition surveys and monitoring arrangements with SCC. 8.2.11 Staff Travel The detailed CTMP will include a construction travel plan that will encourage construction staff to use sustainable transport (i.e. public transport/walking/cycling) wherever possible. While the barrier site itself is serviced by nearby bus stops the downstream defence sites are somewhat distant from most public transport offerings. Therefore, the detailed CTMP will include proposals to provide a shuttle bus between the sites, local bus stops and Bridgwater railway station, for those staff members wishing to travel by more sustainable modes. It should be noted that car parking on construction sites will be limited and there will be no provision for overspill parking onto neighbouring streets. This will be monitored during construction and reported to the TMWG as required. 8.2.12 Diversion of pedestrian and cyclist routes Section 4.4.2 of this TA identifies existing pedestrian, cyclist and equestrian routes that may need to be temporarily closed during the works. Table 4.3 (Section 4.4.2) lists the footpaths and PRoW that will be impacted by the construction works. This table is repeated below as Table 8.1.

Table 8.1: Temporary PRoW and footpath closures Works Location Indicative Construction Programme PRoW’s & Footpaths Affected

England Coast Path (ECP) (East & West Banks) / Parrett Trail (West Bank) Tidal Barrier March 2022 – September 2025 BW10/12 (West Bank) BW10/16 (West Bank)

ECP / River Parrett Trail BW10/12 BW10/7 Chilton Trinity April 2024 – October 2024 BW10/9 BW10/10 (also passes adjacent to boundary of proposed borrow field) BW34/36

ECP Pawlett April 2023 – November 2023 BW27/4 BW27/12

ECP / River Parrett Trail Combwich March 2022 – October 2022 BW5/4 BW25/31

59 SECTION 9 Conclusion and Recommendations

This section summarises the conclusions gathered from the TA and provides a recommendation on whether there are any concerns on traffic and transport grounds which suggest that the BTB Scheme should not be progressed. 9.1 Conclusions The key conclusions gathered from the TA as to the BTB Scheme’s impact on the local transport network include the following: · The analysis of collision data obtained for the adjacent highway network over a five-year period and local surveyed traffic flows conclude that there are no significant collision trends, and it is unexpected that any collision trends are to be exacerbated by the BTB Scheme during construction and operation; · It is currently proposed that the alignment of short sections of the ECP/RPT and BW 10/12 will be permanently diverted due to the construction of the barrier. In addition, a short section of BW10/16 will be permanently extinguished where it joins the diverted ECP/RPT/BW10/12. PRoW 34/36 will also be diverted onto the crest of the new secondary flood defence embankment for a short distance. A number of other footways and PRoW will be temporarily closed, and alternative routes provided to avoid conflict with the work sites. The network of pedestrian routes in the area will benefit from a new permissive foot and cycle bridge across the River Parrett as part of the BTB Scheme; · The BTB Scheme will comprise of two site compounds for the barrier, at Express Park and to the west of the river, and a series of smaller satellite site compounds positioned adjacent to the downstream defence works. Access routes to the site compounds and working areas are to be provided from the closest and most suitable point of the existing highway network. A summary of the site compound locations and proposed access routes is provided within Table 4.2 and shown in Figures 4.3 to 4.5. Temporary haulage routes will be constructed to provide a suitable running surface for plant and delivery vehicles, and will include single track passing bays every 200m; · Traffic related to the construction of HPC nuclear power station is identified as using some of the same highway routes proposed for use by traffic related to the BTB Scheme. By taking into consideration the construction trip generation for HPC (as demonstrated in Figure 5.1) and the project’s three-year delay, it is estimated that compared to 2019 there will be 535 less private car construction staff trips during peak hours related to HPC in 2022 when construction is expected to begin on the BTB Scheme. Using a similar method, it is also estimated that compared to 2019 there will be a 160 less daily HGV trips on the highway network in relation to the construction of HPC in 2022; · One-way trip movements for the construction of the barrier and the downstream flood defences were estimated by an early involvement contractor, who applied a 50% margin to account for any changes in the proposed design. The TA assumes that the trip generation figures estimated by the early involved contractor did not take into account the variety of modes used to travel to work. Thus, the TA calculates the number of vehicle movements based on the ‘Method of Travel to Work’ data from the 2011 Census for those commuting to work in the Sedgemoor district. Construction vehicle movements to various compounds have been distributed around the highway network by taking into consideration ‘Location of usual residence and place of work’ data from the 2011 Census, the population of Sedgemoor’s biggest settlements and assumptions with regards to the likely route;

60 · Appendix G displays several network diagrams during the assessed hours of 07.00 to 08.00 and 18.00 and 19.00 including existing surveyed traffic flows, TEMPRO adjusted future traffic flows for the year of 2022, construction traffic flows for specific elements and the overall BTB Scheme, as well as a combination of construction traffic and future predicted traffic flows; · A total of 105 labour and staff construction vehicle movements to and from the BTB Scheme compounds are estimated during the assessed peak hours (07.00 to 08.00 and 18.00 to 19.00) if all aspects of the construction works occur concurrently (which is unlikely due to the proposed construction programme shown in Table 4.1). This increase in traffic accounts for less than 20% of the reduction associated with the construction staff traffic for HPC. · A daily total of 75 HGV one-way trips to the BTB Scheme’s various compounds is estimated if all aspects of the construction works occur concurrently (which is unlikely due to the proposed construction programme shown in Table 4.1). This increase in HGV traffic accounts for less than 50% of the reduction associated with HGV construction movements to HPC. · The robustness of the construction traffic assessment indicates that changes in traffic flows due to the construction of the BTB Scheme will be minimal and are unlikely to be noticed by the travelling public; · Vehicular operational impacts of the BTB Scheme are considered negligible; and · Although the impacts of the BTB Scheme are expected to be minimal, a CTMP is proposed to ensure that the impacts of construction traffic are limited as far as possible. 9.2 Recommendations Given the very limited impacts of the BTB Scheme and the substantial benefits that will be achieved, including improved flood protection and an enhanced active travel network, there are no concerns on traffic and transport grounds which suggest that the BTB Scheme should not be progressed.

61 62 Appendix A BTB Scheme Overview

Appendix B Scoping Notes

Appendix C Study Area

Appendix D Footpaths and PRoW

Appendix E Collision Data

Appendix F Traffic Data

Appendix G Network Diagrams

Appendix H Vehicle Tracking