West Sussex Minerals Local Plan Addendum Transport Assessment Buncton Manor Farm

March 2016 West Sussex County Council

www.paulbashamassociates.com

WEST SUSSEX COUNTY COUNCIL MINERALS LOCAL PLAN

ADDENDUM TRANSPORT ASSESSMENT

CONTROLLED DOCUMENT

PB-Associates Document No: 037.0017/ATA/1

Status: Final Copy No:

Name Signature Date

Prepared by: Beth Wilson March 2016

Checked: Mark Smith March 2016

PBA Approved: Jon Huggett March 2016

Revision Record

Rev. Date By Summary of Changes Chkd Aprvd

West Sussex County Council Paul Basham Associates Ltd County Hall Lancaster Court Chichester 8 Barnes Wallis Road PO19 1RH Fareham Hampshire

PO15 5TU

WEST SUSSEX COUNTY COUNCIL MINERALS LOCAL PLAN

ADDENDUM TRANSPORT ASSESSMENT

Contents

1. INTRODUCTION ...... 2 2. BUNCTON MANOR FARM ...... 3 3. A283 CLUSTER ...... 14 4. SUMMARY AND RECOMMENDATIONS ...... 19

Figures Figure 1 – Site Location in relation to Strategic Road Network Figure 2 – Traffic Count Locations for A283 sites Figure 3 – Access Option Locations Figure 4 – Buncton Manor Farm Development Traffic Distribution Figure 5 – A283 Cluster Personal Injury Accident Locations

Tables Table 1 – Buncton Manor Farm 2015 & 2031 Traffic Data (all flows in vehicles) Table 2 – Buncton Manor Farm Traffic Generation Table 3 - Buncton Manor Farm Traffic Impact Assessment Table 4 – A283 Cluster Cumulative Impact Assessment Table 5 – A24 Washington Roundabout ARCADY Results No Mitigation Table 6 – A24 Washingston Roundabout ARCADY Results with Mitigation

Appendices Appendix A – Indicative Proposed Access Arrangement Appendix B – Full ARCADY Output Report

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1. INTRODUCTION

1.1 Paul Basham Associates (PBA) were appointed by West Sussex County Council (WSCC) in August 2015 to undertake the Transport Assessment (TA) for the West Sussex Joint Minerals Local Plan (hereafter referred to as ‘The Plan’). The purpose of the TA undertaken by PBA was to assess the strategic traffic impacts and the highways access implications of 14 proposed mineral sites, assessing the cumulative impact of the proposed sites on the surrounding highway network where appropriate.

1.2 This assessment is intended as an addendum to the TA to form part of The Plan, and assesses the strategic traffic impacts of one further site; ‘Buncton Manor Farm’, Horsham. As described in the TA, the study objectives are as follows:  Review the strategic highway impact of all potential strategic mineral sites operating individually and cumulatively;  Evaluate the existing or proposed access on to the public highway and review deliverability issues relating to the implementation of any improved or new access to serve sites;  Provide relevant advice on preferred vehicle routing between individual sites and the Strategic Road Network (SRN); and  Consider the overall suitability of potential sites in transport terms and provide advice relating to preference and acceptable scales of development.

1.3 As with the study objectives, the methodology for assessing Buncton Manor Farm will remain as per Chapter 3 of the TA, with the exception of a site visit, which was undertaken on 21st January 2016.

1.4 The TA identified two ‘clusters’ of sites which were assessed for cumulative impact due to their close proximity to one another. Buncton Manor Farm has been identified as being part of the ‘A283 Cluster’ which was assessed previously, as the site is located close to the A283. This assessment will therefore also reassess the cumulative impact of this cluster to include Buncton Manor Farm.

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2. BUNCTON MANOR FARM

2.1 Buncton Manor Farm (Ref: M/HO/7) is located to the west of Wiston and on the northern side of the A283 between Steyning and the A24/A283/ Washington Road roundabout. There are three other sites assessed for mineral extraction in the vicinity of Buncton Manor Farm:  Chantry Lane Extension (ref: M/HO/2) to the west of A24/A283 Washington Road roundabout;  Rock Common (ref: M/HO/3A) to the east of A24/A283 Washington Road roundabout; and  Ham Farm (ref: m/HO/4A) east of Rock Common.

2.2 As in the original TA, due to the close proximity of the sites to one another, this assessment will first consider the Buncton Manor Farm site and then will consider the cumulative impact on the A283/ A24/A283 Washington Road roundabout, should all four sites come forward at the same time. The location of Buncton Manor Farm, in relation to the other sites and also to the strategic road network is illustrated in Figure 1.

Figure 1: Site location in relation to strategic road network

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Location/ Context 2.3 Buncton Manor Farm is located to the north of the A283, approximately 2.9km east of the A24/A283 Washington Road roundabout. Buncton Manor Farm is currently used for agricultural purposes with access gained from the A283 via a private access road.

2.4 The A283 is a single carriageway route with a 50mph speed limit which forms part of the Local Road Network. The road is characterised by sweeping bends. To prevent overtaking and improve road safety there are solid white lines in the centre of the carriageway along some of it’s length, although these features are not in place directly outside the site access.

2.5 To the west of the site, The Hollow is a country lane circa 5.3m wide, with a derestricted speed limit. The gradient of the road rises from the junction with the A283, and there are minimal verges and no footway.

2.6 The junction of A283 and The Hollow is a priority junction. Upon visiting the site, visibility from the junction in the primary direction (to the right) was observed as good (Photograph 1), however due to the raising gradient of the A283, visibility in the secondary direction (to the left) was deemed to be poor (Photograph 2). There is no right turn lane for westbound traffic turning into The Hollow. The alignment of the A283 to the west of the junction also reduces forward visibility for those waiting to turn right into The Hollow.

Photograph 1: The Hollow / A283 Primary visibility Photograph 2: The Hollow / A283 Secondary visibility

Planning History 2.7 Whilst a number of minor applications have been lodged with Horsham District Council for Buncton Manor Farm, these relate to the Farm itself (to the north west of the fields on which this site is proposed), and none relate to minerals or waste.

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Baseline Traffic Conditions 2.8 The baseline (current) traffic conditions on the road network surrounding Buncton Manor Farm have been obtained from a variety of sources. The location and type of traffic counter used to build up the background picture of traffic levels in the surrounding area is demonstrated in Figure 2. The baseline traffic conditions are also described in the TA.

Figure 2: Traffic Count Locations for A283 sites

2.9 Traffic data for the key roads is summarised in Table 1, as described in the TA.

Buncton Manor Farm

2015 Traffic 2031 Traffic

AM PM Daily HGV% AM PM Daily A283 east of A24 (The Pike) Eb 641 580 5471 6% 790 725 6914 west of The Hollow Wb 662 659 5843 6% 815 824 7384 Nb 1765 1119 13314 7% 2174 1399 16825 A24 North of A283 Sb 1185 1896 14562 7% 1460 2370 18403 Nb 1594 1119 13304 6% 1963 1399 16813 A24 South of A283 Sb 1077 1977 14330 5% 1327 2471 18109

A283 east of The Hollow Eb 833 836 6937 5% 1026 1045 8766 Wb 791 925 7325 5% 974 1156 9257 Table 1: Buncton Manor Farm 2015 and 2031 Traffic Data (all flows in vehicles)

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2.10 The traffic data indicates that the A283 Washington Road on the western side of the A24/A283 roundabout carries a higher volume of traffic than the A283 (The Pike) on the eastern side of the A24/A283 roundabout. However, the proportion of HGV traffic is greater on the eastern side of the A283 roundabout, which correlates with the on-going quarrying operations at Rock Common. Traffic flows on the A24 are substantially higher, but this is to be expected as it is a dual carriageway and a key north south link between Worthing – Horsham – Dorking – M25. HGV traffic also makes up a greater proportion of the traffic, however it is below 10% of the total traffic composition. The traffic count data for the A283 Washington Road indicates that the A24 is the main trip attractor in the AM peak, and that majority of traffic travels north on the A24 in the AM and south in the PM peak.

Development Traffic 2.11 The assumptions that have been applied to assess the traffic generation potential of the Buncton Manor Farm site are shown in Table 2.

Annual Yield 100,000 tonnes Vehicles PCU 1 way Daily Movements 18 36 2 way Daily Movements 36 72 2 way Hourly movements 3 7 Table 2: Buncton Manor Farm Traffic Generation

Committed Development Traffic 2.12 There is no committed development traffic in the area to consider in the assessment of the Buncton Manor Farm site. The site will, however, be assessed alongside Chantry Lane, Rock Common and Ham Farm to understand the impact on the A24/A283 Washington Road roundabout as part of the cumulative development section.

Access Options 2.13 Three access options for this site have been considered, as put forward by the land owner. The locations of each are demonstrated in Figure 3.

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Figure 3: Access Option Locations

Option 1: Access onto the A283 2.14 As demonstrated in Photograph 3 and Figure 3, Buncton Manor Farm is currently accessed via a simple priority junction onto the A283.

Photograph 3: Access onto A283

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2.15 One option is to use this location to provide access to the site. This access, whilst sufficient for the occasional traffic associated with the farm, would not be considered suitable for a large quantum of manual extraction traffic in its current state. The access would need to be upgraded to provide at least 12m corner radii with a 6.5m wide carriageway to support two- way HGV movement to/ from the site.

2.16 Based on DMRB criteria visibility splays of 4.5m by 160m would be required in both the primary and secondary directions. Photographs 4 and 5 demonstrate relatively good visibility from the site, with overgrown vegetation partially obstructing the primary splay. This would need to be cut back and maintained to allow for adequate visibility in both directions.

Photograph 4: A283 Primary Visibility Photograph 5: A283 Secondary Visibility

Option 2: Access onto The Hollow (southern) 2.17 A second option for access to the site would be from The Hollow, to the west of the site. This option is demonstrated in Photograph 6, and currently provides access to the Rock Lane quarry (which does not form part of the site). As demonstrated in Figure 3, this access option would require a new section of road.

Photograph 6: Access onto The Hollow

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2.18 As previously described, The Hollow is subject to a derestricted speed limit, and as such visibility splays of 4.5m by 215m would be required in both the primary and secondary directions. Photographs 7 and 8 demonstrate visibility from the access. In both directions, visibility is obstructed by the topography of the road, with primary visibility further obstructed by the bend in the road. It is therefore considered that visibility would be a major constraint to using this access.

Photograph 7: The Hollow Primary Visibility Photograph 8: The Hollow Primary Visibility

Option 3: Access onto The Hollow (northern) 2.19 The third site access option, as demonstrated in Figure 3, is onto the Hollow, to the west of the site. As demonstrated in Photograph 9, this access currently provides access to the quarry.

Photograph 9: Access onto The Hollow

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2.20 This access is currently considered suitable for a large quantum of traffic, and has suitable radii and visibility to support large vehicles. However, the WSCC Highways response to a previously refused application for landfilling in this location did request that The Hollow be widened to 6m to mitigate the impact of development. This was likely to have arisen from the substantial increase in traffic that the proposals would have generated. The comments also indicated that the County Council disagreed with the principle of routing traffic directly onto the A24 via The Hollow.

2.21 Based on the above findings, it is therefore considered that the most suitable form of access would be onto the A283, although this would require major upgrading of the existing access. The indicative proposed access arrangement is included as Appendix A.

Proposed Routing Strategy 2.22 The preferred routing strategy for site is based on the preferred access option of the A283. Therefore, the routing strategy is for traffic to access the A283 directly which forms part of the LRN. As with the potential minerals site at the Chantry Lane extension, no development- related traffic is expected to travel through Storrington on the A283 as this is not part of the LRN and is the location of an Air Quality Management Area. The majority of traffic will travel either north or south on the A24 to reach their eventual destination, although some traffic is expected to travel south east on the A283 towards the A27 at Shoreham for destinations in the east of the county.

2.23 Traffic travelling to and from the site from the south east on A283 The Pike and A24 will travel through the South Downs National Park. However, as these routes form part of the LRN, they are considered to be the most appropriate routes for HGV traffic which are likely to have the least impact on the landscape and character of the National Park.

Proposed Distribution 2.24 The proposed distribution for Buncton Manor Farm is shown in Figure 4 and the impact of the development-related traffic on the highway network is provided in Table 3.

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Figure 4: Buncton Manor Farm Development Traffic Distribution

2.25 The results in Table 3 show the impact of the development traffic on the surrounding roads.

Buncton Manor Farm Hourly Development Two- way Traffic 2031 (vehicles) + % impact as a proportion Movements (PCU) Development (PCU) of overall traffic Arrivals Departures AM PM AM PM A283 east of Eb 0 6 796 731 1% 1% A24 (The Pike) west of site access Wb 6 0 2137 830 1% 1% A24 North of Nb 0 3 2177 1402 0% 0% A283 Sb 3 0 1463 2373 0% 0% A24 South of Nb 3 0 1966 1402 0% 0% A283 Sb 0 3 1330 2474 0% 0% A283 (The Pike) EB 0 1 1207 1046 0% 0% east of site access WB 1 0 975 1157 0% 0% Table 3: Buncton Manor Farm Traffic Impact Assessment

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2.26 The results of the traffic impact assessment demonstrate that the impact of development- related traffic will be a 1% increase in traffic on A283 The Pike between the site access and the A24/A283 Washington Road roundabout during the peak hours. The impact on the A24 and also the A283 east of the site access as a result of the development proposals will be an increase of less than 1% during the peak hours.

2.27 According to Table 3 TA 79/991 an urban all-purpose 1 (UAP1) road with a 6.1m – 6.75m carriageway width has a one way hourly capacity of 1020 - 1320 vehicles. On this basis, the A283 The Pike, west of the site access will be well within its theoretical capacity in 2031 even with the addition of development-related traffic from Buncton Manor Farm.

Cumulative Impact 2.28 The impact of the sites at Buncton Manor Farm, Chantry Lane, Rock Common and Ham Farm will be assessed in Section 3.

Personal Injury Accident Assessment 2.29 Personal injury accident data for the site will be assessed in the A283 cumulative impact Section 3.

Summary 2.30 The extraction of minerals at Buncton Manor Farm is expected to generate approximately 36 two way vehicle movements per day over the course of its 10 year lifespan. The greatest impact will be on the A283 between the site access and the A24/A283 Washington Road roundabout where there will be 6 additional two-way traffic movements in the peak hour. At the A24/A283 Washington Road roundabout, traffic will then distributed north and south, with no development traffic routing via the A283 towards Storrington. Existing traffic levels on the A283 The Pike between The Hollow and A24/A283 Washington Road roundabout are well below capacity and can therefore accommodate the development-related traffic.

2.31 Development at Buncton Manor Farm will also have an impact on A283 The Pike, east of the site access. The impact equates to 2 additional two way traffic movements in the peak hour during the 10 year lifespan of the site. This road is operating below its theoretical operational capacity and forms part of the LRN. Therefore, the impact of development-related traffic is not expected to be severe.

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2.32 Having considered a number of accesses, the preferred access arrangement would be directly onto the A283 via the existing private access to the farm. This access would however, need to be substantially upgraded to accommodate vehicles.

2.33 The overall acceptability of this site is assessed as High Acceptability.

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3. A283 CLUSTER

Introduction 3.1 The cumulative impact of development-related traffic from the A283 cluster of sites is presented in Table 4 with a cumulative total should all four sites be generating minterals concurrently.

Hourly Development Two- % impact as Combined way Traffic 2031 (vehicles) + proportion of Movements (PCU) Development (PCU) overall traffic Departu Arrivals res AM PM AM PM A283 west of A24 Eb 0 10 1095 1177 1% 1% Wb 10 0 1043 1064 1% 1% A283 east of A24 (The Eb 0 21 810 746 3% 3% Pike) Wb 21 0 836 844 3% 3% A24 North of A283 Nb 0 13 2187 1412 1% 1% Sb 13 0 1472 2383 1% 1% A24 South of A283 Nb 13 0 1976 1412 1% 1% Sb 0 13 1339 2484 1% 1% A283 between Ham Farm Eb 4 2 1309 1103 0% 0% and A27 (south of Steyning) Wb 2 4 1188 1391 1% 0% Table 4: A283 Cluster Cumulative Impact Assessment

3.2 The results of the cumulative assessment show that should all four sites be worked at the same time an additional 157 vehicles per hour could be loaded onto the A24/A263 Washington Road roundabout (two way). The proportional impact assessment indicates that all four sites working concurrently would result in a marginal increase in traffic, the greatest impact of which would be on the section between The Pike and the Washington roundabout (two way).

3.3 As a further test of the impact that the cumulative impact would have on the operation of the A24/A283 Washington Road roundabout, an assessment using ARCADY version 7 has been undertaken. The modelling information was obtained from the May 2008 Supplementary Transport Paper for the Proposed Landfill Facility at Rock Common Quarry which used ARCADY version 5. For the purpose of this assessment all geometries and modelling parameters proposed in the previous assessment have been assumed to be acceptable to West Sussex County Council.

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3.4 A full set of ARCADY results are provided in Appendix B, and a summary of the 2015 base, 2031 base and 2031 base plus development are given in Table 5.

AM Peak Hour PM Peak Hour Max RFC Max Queue Max RFC Max Queue A24 London Road 0.63 2 0.95 15 A283 The Pike 0.51 2 0.72 3

A24 Horsham 0.71 3 0.52 2 A283 Storrington 0.88 7 0.72 3

2015 Base Road A24 London Road 0.77 4 1.28 310 A283 The Pike 0.70 3 0.95 13

A24 Horsham 0.94 14 0.69 3 A283 Storrington 1.38 169 1.06 47

2031 Base Road A24 London Road 0.78 4 1.29 325

A283 The Pike 0.72 3 0.98 17 A24 Horsham 0.95 15 0.70 3 A283 Storrington 1.41 179 1.07 55

2031 Base Development + Road Table 5: A24 Washington Roundabout ARCADY Results No Mitigation

3.5 As shown in Table 5 the results of the ARCADY assessment indicate that the roundabout is already over theoretical capacity on the A283 Storrington Road arm in the AM peak and on the A24 London Road in the PM peak. By 2031 AM, the A24 Horsham Road and A283 Storrington Road will be over capacity, with Storrington Road predicted to experience an increase of 162 queuing vehicles compared to 2015.

3.6 In the PM peak there is expected to be an increase of 44 vehicles queuing on Storrington Road, pushing the Ratio of Flow to Capacity (RFC) value over 0.85 and adding 295 vehicles to the queue on London Road. This suggests that highway improvements will be required to accommodate 2031 forecast traffic flows (irrespective of mineral extraction sites). The addition of the development traffic in 2031 AM peak adds 1 vehicle to the queue on A24 Horsham Road, and 10 vehicles to the queue on Storrington Road. In the PM peak 15 vehicles are added to the queue on London Road, 4 vehicles added to The Pike and 8 vehicles to the queue on Storrington Road.

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3.7 The addition of development-related traffic to the A24/A283 Washington Roundabout will have an impact on the operation of the junction and require mitigation. The 2008 Supplementary Report proposed improvement works to the roundabout which included localised widening of the A24 London Road / Horsham Road and A283 Storrington Road from two lanes to three. The impact of these changes has been modelled to test whether the same proposals would be sufficient to mitigate the impact of all four sites coming forward at the same time and the results shown in Table 6.

AM Peak Hour PM Peak Hour Max RFC Max Queue Max RFC Max Queue A24 London Road 0.55 2 0.83 5

A283 The Pike 0.51 2 0.73 3 A24 Horsham 0.66 2 0.48 1

2015 Base A283 Storrington Road 0.73 3 0.61 2 A24 London Road 0.70 3 1.11 130

A283 The Pike 0.72 3 1.12 55 A24 Horsham 0.87 7 0.62 2

2031 Base A283 Storrington Road 1.12 70 0.85 6 A24 London Road 0.70 3 1.12 139 A283 The Pike 0.74 3 1.15 66 A24 Horsham 0.88 7 0.63 2

2031 Base + Developmen A283t Storrington Road 1.14 80 0.86 6 Table 6: A24 Washington Roundabout ARCADY Results With Mitigation

3.8 The mitigation works proposed by the Landfill site are more than adequate to mitigate the impact of the development-related traffic and a proportion of the background traffic growth. These, or similar mitigation measures, will be required to ensure the cumulative impact of development is acceptable in planning terms and further assessment of the impact on this junction will be required at the planning application stage.

Personal Injury Accident Data 3.9 PIA data for the most recent three year period is presented in Figure 5 for the preferred routing strategy for Chantry Lane, Rock Common, Buncton Manor Farm and Ham Farm. Along the routes as illustrated there have been a total of 100 PIAs, of which 75 (75%) were classified slight and 25 (25%) classified as serious. There have been no fatal PIAs recorded in the most recent three year period.

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Figure 5: A283 Cluster Personal Injury Accident Locations (Contains OS data © Crown copyright [and database right] (2015)

3.10 The distribution of accidents shows that 80% occurred on Local Authority roads and 20% on Highways England roads, of which:  68% occurred on the A283;  21% occurred on the A27;  10% occurred on the A24; and  1% occurred on unclassified roads.

3.11 A review of the main causation factors for each PIA reveals that 96% were attributable to the driver/rider, with 2% attributable to road environmental factors and 2% attributable to vehicle defects.

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3.12 As discussed in Paragraph 10.10.4 of the main TA there have been 15 PIAs on the A24 Washington roundabout, all attributable to driver / rider error. Near the A283 / The Hollow junction there have been 2 slight PIAs, although only 1 specifically mentions The Hollow. The incident in question was caused by a driver following the vehicle in front too closely. 2 slight PIAs have occurred to the west of Ham Farm, near to the proposed access, although on closer investigation of the causation factors, these can be attributed to driver / rider error. No accidents have occurred adjacent to the Buncton Manor Farm access. The number of PIAs does increase to the south of Steyning however, traffic volumes on this section of the A283 are greater and therefore the probability of an accident occurring therefore increases.

Summary 3.13 The cumulative impact of development-related traffic from the A283 cluster of sites has been assessed and should all four sites be worked at the same time an additional 157 vehicles per hour could be loaded onto the A24/A263 Washington Road roundabout (two way). The traffic impact is not likely to be severe but the ARCADY assessment of forecast traffic flows with development-related traffic suggests that traffic flows will exceed the capacity of the junction and require mitigation.

3.14 The mitigation works proposed by the Landfill site are more than adequate to mitigate the impact of the development-related traffic and a proportion of the background traffic growth. These, or similar mitigation measures, will be required to ensure the cumulative impact of development is acceptable in planning terms and that further assessment of the impact on this junction will be required at the planning application stage.

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4. SUMMARY AND RECOMMENDATIONS

4.1 As with the 14 sites which were assessed in the original TA, Table 7 demonstrates a summary of the Buncton Manor Farm site.

Site Preferred Routing Key Junctions Affected Access Areas to be Addressed Overall Suitability in Highways Terms Buncton Manor A283 (eb) = 20% A283/A24/ Washington Three access options considered, with both Improvements to the site High Acceptability – Farm A283 (wb) = 80% Road roundabout potential accesses onto The Hollow ruled out access onto the A283 to Subject to an appropriate TA A283 – A24 north = 40% due to visibility constraints/ LHA concerns on the facilitate the concurrent in/ out detailing the impact A283 – A24 south = 40% width of the carriageway. movements or large vehicles. (cumulative is necessary).

The preferred access to the site would be via the Modelling works undertaken to The site would benefit from existing access to Buncton Manor Farm. Access assess the cumulative impact direct access onto the A283; should be improved to form of a bellmouth and of Chantry Lane extension, part of the LRN. should allow for two way vehicle movements to Buncton Manor Farm, Rock minimise delay onto the A283. Common and Hams Farm on the Washington Roundabout There is no existing PIA issue There are no PIA clusters at the proposed show that the junction is on the preferred routing access location. approaching capacity in 2015 strategy which raises any and by 2031 certain arms will cause for concern. be over capacity without the addition of development- If the site were to come related traffic. Should forward in isolation to the improvement works at the others, then a detailed junction come forward, the Transport Assessment should impact of the development- assess the impact on The related traffic should be taken Hollow / A283 junction and the into consideration. A24 Washington Roundabout. It is possible that works may be required at the A24 / A283 roundabout to mitigate the cumulative impacts should multiple sites come forward at the same time.

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