JC Bamford Heavy Products Factory
Redevelopment, Uttoxeter
Transport Assessment
Ref: 5911/FLH/001/01 October 2010 Checked and approved by ……………………………. Date ………………
JCB Heavy Products Factory Redevelopment, Uttoxeter, Transport Assessment
Sanderson Associates Page 2 October 2010
JCB Heavy Products Factory
Redevelopment, Uttoxeter
Transport Assessment
Volume 1
CONTENTS
1. INTRODUCTION____________________________________________ 4
2. EXISTING CONDITIONS _____________________________________ 7
3. PROPOSED DEVELOPMENT ________________________________ 12
4. TRIP GENERATION ________________________________________ 16
5. TRIP DISTRIBUTION _______________________________________ 21
6. TRIP ASSIGNMENT ________________________________________ 24
7. ASSESSMENT YEARS _____________________________________ 26
8. TRAFFIC IMPACT _________________________________________ 28
9. SAFETY REMEDIAL MEASURES _____________________________ 39
10. SUSTAINABLE TRANSPORT OPTIONS________________________ 41
11. SUMMARY AND CONCLUSIONS _____________________________ 48
Volume 2 Figures
Appendix A – Drawings
Volume 3
Appendix B – Background Documents
Appendix C – TRICS Output
Appendix D – Trip generation, Distribution and Assignment
Appendix E – Accident Data
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Volume 4 Appendix F – Traffic Modelling
Appendix G – Walking and Cycling Distances
Appendix H – Public Transport
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Sanderson Associates Page 4 October 2010
1. INTRODUCTION
1.1 Sanderson Associates have been appointed by JC Bamford
Excavators Limited (hereinafter referred to as JCB) to undertake a
Transport Assessment to support an outline planning application for
the redevelopment of the heavy products site at Pinfold Street,
Uttoxeter.
1.2 JCB seeks outline planning permission with access arrangements
included for detailed approval at the outline stage.
1.3 The site location is shown on drawing 5911/001 included in Appendix
A at the rear of this report.
1.4 JCB previously obtained planning consent to relocate the heavy
products factory to Waterloo Farm to the North of Uttoxeter Town
Centre. JCB have subsequently moved to this new site.
1.5 As part of the application to move the heavy products factory,
Highway Solutions Limited (HSL) were instructed by JCB to produce
a Transport Assessment for the site. The report, reference
HSL00695 dated 20 December 2004, contains considerable and
valuable data on current trip generations and distributions attributable
to the existing site. Data from this existing report is used throughout
this Transport Assessment.
1.6 The following mixed uses are proposed for this site:
• Employment
• Residential
• Food retail
• Primary Care Trust (PCT)
JCB Heavy Products Factory Redevelopment, Uttoxeter, Transport Assessment
Sanderson Associates Page 5 October 2010
1.7 A Scoping Study (SS) document and Transport Assessment (TA)
rationale for the site has been produced by Sanderson Associates.
Both documents have been agreed with Staffordshire County Council
(SCC) officers on the 2nd August 2006 and 19th April 2007
respectively and form the basis of this TA.
1.8 Previous Transport Assessments were submitted by Sanderson
Associates in July 2007 and December 2008. After protracted
negotiations with SCC the content was agreed along with the
required level of contributions towards the off site highway works.
This Transport Assessment has been produced at the request of
Staffordshire County Council to include all the information agreed
during the previous negotiations and reflects the latest site layout.
This site layout differs from the previous one as a petrol filling station
is not included as part of the food retail development.
1.9 This Transport Assessment assesses the development for an
opening year of 2011. It was previously agreed with SCC that if
capacity problems are identified at the year of opening, the junctions
showing problems will need to be assessed in a future year. SCC
have requested that any roundabouts showing capacity problems
should be reassessed in 2016 with mitigation measures applied, and
any junctions with capacity problems should be reassessed in 2026
(the design year). These roundabout / junctions will only be
assessed for the peak period that shows capacity problems. Any
new junctions should also be assessed in both 2011 and 2026
regardless of any capacity problems in the opening year.
1.10 The scope of this TA is as follows:
• Existing conditions including accidents.
• Proposed development.
• Trip generation.
• Trip distribution and assignment.
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• Traffic growth.
• Traffic impact.
• Safety remedial measures.
• Sustainable transport.
• Conclusions.
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2. EXISTING CONDITIONS
2.1 The site has been allocated in East Staffordshire Borough Council’s
(ESBC) Local Plan 2006 - 2011 Policy UMAA6 (adopted 20 July
2006) for comprehensive development including:
i. Provision of town centre uses.
ii. Establishment of a linear park.
iii. Provision through the site for pedestrian and cycle routes including
new routes to the rail station.
2.2 The site is enclosed by the A518 Old Knotty Way, Bridge Street,
Hockley Road and Balance Street.
2.3 The site previously comprised the JCB heavy products factory,
offices and stock yard with a Gross Floor Area (GFA) of
approximately 8.5 hectares. The factory and associated buildings
have now been demolished and the site flattened.
2.4 The Trinity Road car park abuts Trinity Road on the North side with
the existing health centre adjacent. The Trinity Road Industrial Estate
is located adjacent to the previous location of the heavy products
factory and comprises of a number of small industrial units.
2.5 The site is enclosed to the south by the East-West rail line. Two ‘at
grade’ level crossings exist near the site on Hockley Road and
Pinfold Street.
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2.6 Accesses
2.6.1 Pinfold Street
2.6.1.1 Pinfold Street was used as the staff, visitor and contractor access to
the factory and offices. The junction onto Balance Street is a priority
junction. Car parking was provided within the factory site but used to
overspill onto Pinfold Street creating problems for manoeuvring,
reducing the effective carriageway width and restricting visibility.
2.1.1.2 When accessing Pinfold Street, employee, visitor and contractor
traffic had to negotiate high density residential streets and
commercial properties with its associated on-street car parking.
2.6.2 Hockley Road
2.6.2.1 Hockley Road was used for deliveries and despatch of pre-delivery
machinery. The site access junction is a priority junction onto Hockley
Road.
2.6.2.2 On-street parking to a small number of dwellings exists opposite the
site access, being most acute to the north.
2.6.3 Trinity Road
2.6.3.1 Two factory accesses existed on Trinity Road together with a stock
yard. One access was approximately 50 metres from the Trinity
Road/Bridge Street junction and was used to receive pre-delivery
machines that were despatched following testing and finishing. The
stock yard held machinery that was awaiting despatch.
2.6.3.2 The second access was located at the end of Trinity Road and was
used to despatch waste material from the factory. The junction onto
Bridge Street is a priority junction.
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2.7 Traffic Surveys
2.7.1. JCB previously supplied information on its shift patterns, employee
numbers and commercial vehicle movements (see HSL00695 TA
dated 20 December 2004). The daily traffic previously found to be
attributable to the factory is as follows:
• 342 employees;
• 20 visitors;
• 8 contractor visits;
• 54 heavy goods deliveries; and
• 30 heavy goods despatches.
2.7.2 At the site when the information was provided, the staff numbers
were greater due to staff increases (528 employees) although
constrained by the factory’s current capacity. Using the previously
supplied data in the HSL TA means that the assessment is extremely
robust in terms of considering nett trips attributable to the site.
2.7.3 Traffic surveys were carried out by HSL in November 2004 around
the site to ascertain the traffic attributable to the factory. These
counts have been used to calculate the nett trips on a zone by zone
basis in Section 4.
2.8 Traffic Conditions
2.8.1 The HSL TA states that ‘the factory generates in the region of 85
Heavy Goods Vehicles (HGV) movements a day in addition to 370
person trips. The HGV movements are currently creating problems in
the vicinity of the site and surrounding highway network’.
2.8.2 Sanderson Associates identified that further surveys were necessary
to assess the impact on the local road network. The following
junctions were identified for assessment:
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i. A518 Stafford Road/Old Knotty Way roundabout;
ii. A518 Bridge Street roundabout;
iii. A518 Bridge Street/Town Meadows Way/Brookside Road
roundabout;
iv. Trinity Road/Bridge Street; and
v. Balance Street/Hockley Road.
2.8.3 The respective traffic surveys were undertaken on the 14 June 2006
and have previously been supplied.
2.8.4 Following the scoping meeting between Sanderson Associates and
SCC, SCC stipulated that other neighbouring junctions would also
have to be assessed in the TA. The following junctions were
requested:
vi. Hockley Road/Oldfields Road;
vii. Stone Road/Smithfield Road;
viii. Smithfield Road/High Street;
ix. Silver Street/Dove Bank;
x. Dove Bank/Town Meadows Way; and
xi. Market Place/Bridge Street.
2.8.5 Traffic surveys for these additional junctions were not available from
either JCB or SCC but it was agreed that traffic survey data taken
from recently submitted TA’s would be acceptable. SA approached
the copyright holders of such TA’s and permission was granted to
use their traffic surveys dating from December 2004 and February
2005. These surveys have been used in the assessment and have
previously been supplied.
JCB Heavy Products Factory Redevelopment, Uttoxeter, Transport Assessment
Sanderson Associates Page 11 October 2010
2.8.6 The new and existing traffic surveys, JCB data and TRICS database
identified the following assessment periods:
• Weekday morning peak (0800 – 0900 hours);
• Friday evening peak (1700 – 1800 hours); and
• Saturday midday peak (1200 – 1300 hours).
2.9 Vehicle Speeds
2.9.1 Speed limits in and around the former factory site are 30 miles per
hour (mph) with a 40 mph limit in force on the A512 Old Knotty Way.
2.9.2 85th percentile wet weather speeds have been assessed on both
Hockley Road and Bridge Street and are recorded as follows:
Hockley Road : Northbound – 27 mph;
Southbound – 24 mph;
Bridge Street : Northbound – 23 mph;
Southbound – 22 mph;
2.9.3 The Personal Injury Accident record has been obtained from SCC
and is presented in Appendix E. The assessment of the road safety is
shown in Section 9 of this TA.
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Sanderson Associates Page 12 October 2010
3. PROPOSED DEVELOPMENT
3.1 Context
3.1.1 With regard to the development mix across the site, consideration
has been made to the Zone Masterplan and indicative layout
submitted with the application. Regarding the residential element, the
application does not determine the mix of house types, this being a
matter to be determined at a later stage. The mix of housing used for
the TA represents an achievable configuration of development that
optimises density and which from a traffic perspective represents a
worst case scenario having regard to the constraints of the site.
3.1.2 Exact details regarding the PCT building are not currently known.
Experience and research undertaken by Sanderson Associates in
relation to Trust ‘LIFT’ programs suggests that a floor space of
3,100m² could accommodate up to four Doctors.
3.1.3 The predicted year of opening with full occupation is 2011.
3.2 Detail
3.2.1 The range of uses considered for the site referred to in paragraph 1.6
above has been refined as the application has been prepared. The
application now seeks planning permission for a range of mixed uses
comprising:
• up to 257 residential units;
• up to 4,200 m2 food retail ;
• up to 5,000 m2 offices; and
• PCT building
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3.2.2 The site is divided into Zones 1 to 4 as shown on
McDowell+Benedetti’s development zoning plan included in Appendix
A dated June 2010. The zones are allocated as follows:-
• Zone 1 – Residential
• Zone 2 – Food Retail, PCT and 15% of the total B1 office
space
• Zone 3 – Landscaping / Town Park
• Zone 4 – 85% total B1 office space
3.2.3 The Masterplan fixes the configuration of land uses, identifying
distinct zones within the site with prescribed land uses which may be
permitted within each zone.
3.2.4 In order to produce appropriate traffic models of the site, indicative
splits on the residential and B1 office uses must be developed. This
non-prejudicial illustration facilitates the traffic generation on a zone-
by-zone basis and is merely developed on an available gross
floorspace basis. Based on the above, the following is used in
Section 4:
• Zone 1 – 100% Residential
• Zone 2 – 100% Total Food Retail, 100% total PCT, 15% total
B1 office
• Zone 3 – Landscaping
• Zone 4 – 85% Total B1 Office
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3.3 Access
3.3.1 Access to the zones will be taken from various points, namely
Hockley Road, Pinfold Street, Trinity Road and Old Knotty Way. Each
Zone shall be accessed thus:
• Zone 1 – Hockley Road and Pinfold Street/Balance Street
• Zone 2 – Trinity Road
• Zone 3 – N/A
• Zone 4 – Old Knotty Way.
3.3.2 Whilst the McDowell + Benedetti indicative layout states that existing
access from Hockley Road has been maintained adjacent to 57
Hockley Road, any vehicle access will be for the residents of 57
Hockley Road only. This will be enforced through the use of
retractable bollards or similar to be agreed with SCC. No through
vehicular access to the development will be provided through this
point.
3.4 Car Parking Provision
3.4.1 The Uttoxeter Town Centre Parking Strategy dated 10 July 2006 has
been obtained from ESBC and SCC’s “Local Transport Plan – A
Policy Framework for Parking” document also. Both documents have
been reviewed on this issue.
3.4.2 In Appendix 3 of the framework document, the maximum number of
spaces for the food retail use is 1 per 15m2, i.e. 280, for the East
Staffordshire Borough. It is proposed that 200 parking spaces are
provided which is significantly less than the maximum permitted.
3.4.3 Appendix 3 for the East Staffordshire Borough states that 1 space
per 25m2 as a maximum should be used for the B1 use equating to
200. Up to 200 spaces are proposed to be provided in Zone 4.
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Sanderson Associates Page 15 October 2010
3.4.4. Parking details for the PCT and residential uses are to be decided at
a later stage.
3.4.5 In keeping with Policy UMAA6, the site will include suitable and
adequate provision for pedal and motor cyclists.
3.5 Access to Retail Car Park
3.5.1 The access to the retail car park and service area has previously
been agreed with SCC.
3.5.2 Track runs were produced showing the movements into and out of
the access. Drawing 5911/011 shows that these movements can be
accommodated.
3.6 Benefits
3.6.1 The proposed development offers several key benefits. These may
be summarised as follows:
i. The removal of HGV movements will significantly improve
pedestrian/vehicular safety in the area and in Uttoxeter in
general.
ii. The opening of Picknall Brook and the development of Bamford
Park, reinforcing connections into and through the site to the
town.
iii. Facilitating access and permeability across and through the site.
iv. Improving pedestrian amenity along Trinity Road.
v. Improving pedestrian and cyclist amenity on Old Knotty Way.
vi. Due to its extremely close proximity to the town centre and
associated transport facilities (bus/rail stations), abundant
sustainable transport opportunities will be created in comparison
to the current site use.
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Sanderson Associates Page 16 October 2010
4. TRIP GENERATION
4.1 Detailed discussions have taken place between Sanderson
Associates and SCC regarding the trip generation attributable to the
proposed site. SCC has required that the trip generation is calculated
per zone on an individual, additive basis, i.e. each class assessed on
its own and summed. This is contrary to research published in TRICS
Research Report 05/1 that states that cross visitation at mixed use
sites can reduce total trips. However, the additive approach provides
the most robust assessment possible.
4.2 SCC also requires the use of the TRICS database as the method for
derivation of the trips attributable to the site. SCC requires that 85th
percentile rates are also used. The full TRICS output is shown in
Appendix C.
4.3 The trip rates have been chosen in accordance with SCC’s
requirements. All trip rates presented have been agreed with SCC as
part of the TA rationale process. However, little consideration has
been made for linked trips within the site and Sanderson Associates
therefore considers this to be an absolute worst case scenario. The
trip rates used within this report are the same as those used in the
previous submissions with the exception of the food store which has
been revised to remove the petrol filling station that was included
under the previous submissions.
4.4 As the trip rate for housing has previously been agreed with SCC it
has been kept the same for this assessment. The split of house
types is outlined in the Design and Access Statement prepared by
McDowell + Benedetti. The previous trip rates were for mixed
housing which made an allowance for apartments, however there are
no apartments proposed as part of this development. A comparison
of trip rates between ‘mixed’ and ‘houses privately owned’ has shown
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that the ‘mixed’ trip rates are slightly higher therefore this trip rate is
considered to provide a robust assessment for this housing mix.
4.5 Tables 4.1, 4.2 and 4.3 below summarise the agreed trip rates for
use in the assessment.
85th Percentile Trip Rate Use Trips per
Arrivals Departures 2 Way
Housing Unit 0.189 0.621 0.810
B1 office* 100 m2 GFA 2.093 0.284 2.377
Food retail 100 m2 GFA 4.700 4.141 8.841
Primary Care Trust Doctor 7.429 3.625 11.054
Table 4.1: Weekday AM peak (0800 – 0900 hrs) trip rates used in
assessment.
85th Percentile Trip Rate
Use Trips per Arrivals Departures 2 Way
Housing Unit 0.573 0.321 0.894
B1 office* 100 m2 GFA 0.344 1.622 1.966
Food retail 100 m2 GFA 9.280 9.880 19.160
Primary Care Trust Doctor 7.333 7.333 14.666
Table 4.2: Friday PM peak (1700 – 1800 hrs) trip rates used in
assessment.
85th Percentile Trip Rate Use Trips per
Arrivals Departures 2 Way
Housing Unit 0.354 0.323 0.677
B1 office* 100 m2 GFA 0.000 0.000 0.000
Food retail 100 m2 GFA 8.348 8.739 17.087
Primary Care Trust Doctor 0.000 0.000 0.000
Table 4.3: Saturday midday peak (1200 – 1300 hrs) trip rates
used in assessment.
* - Average rates as agreed with and suggested by Staffordshire County
Council.
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Sanderson Associates Page 18 October 2010
4.6 Tables 4.4, 4.5 and 4.6 below summarise the agreed trips for use in the
assessment.
85th Percentile Trip Rate
Use Arrivals Departures 2 Way
Housing 49 160 208
B1 office 105 14 119
Food retail 197 174 371
Primary Care Trust 15 7 22
Table 4.4: Weekday AM peak (0800 – 0900 hrs) trips used in
assessment.
85th Percentile Trip Rate Use
Arrivals Departures 2 Way
Housing 147 82 230
B1 office 17 81 98
Food retail 390 415 805
Primary Care Trust 15 15 29
Table 4.5: Friday PM peak (1700 – 1800 hrs) trips used in
assessment.
85th Percentile Trip Rate Use
Arrivals Departures 2 Way
Housing 91 83 174
B1 office 0 0 0
Food retail 351 367 718
Primary Care Trust 0 0 0
Table 4.6: Saturday midday peak (1200 – 1300 hrs) trips used in
assessment
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Sanderson Associates Page 19 October 2010
4.7 The overall trips attributable to each zone for each assessment
period are shown in tables 4.7-4.9 below.
Trips per zone Arrivals Departures
Zone 1 residential 49 160
Zone 2 Food Retail, PCT
and B1 office
228
183
Zone 3 - -
Zone 4 B1 Office 89 12
Table 4.7 Trips used in Assessment – AM peak
Trips per zone Arrivals Departures
Zone 1 residential 147 82
Zone 2 Food, PCT and
B1 office
408
442
Zone 3 - -
Zone 4 B1 Office 14 69
Table 4.8 Trips used in Assessment - PM peak
Trips per zone Arrivals Departures
Zone 1 residential 91 83
Zone 2 Food, PCT and
B1 office
351
367
Zone 3 - -
Zone 4 B1 Office 0 0
Table 4.9 Trips used in Assessment – Sat peak
4.8 To derive the nett trips attributable to the site, the existing factory
trips must be subtracted from the trip generation. On a Zone basis
and by period assessed, Table 4.10 summarises the data previously
supplied by JCB in HSL TA 00695.
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Sanderson Associates Page 20 October 2010
Weekday AM Peak
(0800 – 0900)
Friday PM Peak
(1700 – 1800)
Saturday Midday
Peak (1200 – 1300)
Zone
Arrivals Departures Arrivals Departures Arrivals Departures
1 29 30 16 157 0 0
2 3 4 0 0 0 0
3 - - - - - -
4 0 0 0 0 0 0
Totals 32** 34 16 157** 0 0
Table 4.10: Existing trips attributable to factory
** - Please note that due to shift patterns, trips are not reciprocal for the
peak hours, i.e. what arrives does not necessarily depart in the next
assessment period.
4.9 In order to clearly show the steps undertaken during the trip
generation calculations, figures 1-3 show the base turning counts
with an adjustment for the relocation of the JCB heavy products
factory as shown on figures 4 and 5 and summarised above in table
4.10.
4.10 The above figures have been reproduced from the previous reports
and have been growthed to 2011. The 2011 base figures are shown
figures 6-7.
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5. TRIP DISTRIBUTION
5.1 The current trip distribution of Uttoxeter town centre is complex. The
trip distribution for the proposed site is equally complex given the
disparate nature of the trip generation. To produce the series of trip
distributions required, the following sophisticated data sources have
been used as agreed with SCC:
i. Office of National Statistics (ONS) 2001 Census Origin and
Destination Ward data.
ii. Alyn Nicholls & Associates’ Retail Impact Assessment (RIA) dated
January 2007 (Retail Assessment Study Area Figure; Table 8;
and Table 23)
iii. TRICS Research Report 95/2.
iv. JCB previously supplied data (Figure G1 of HSL TA HSL00695).
5.2 Alyn Nicholls & Associates’ RIA is not a trip distribution but a value
(expenditure based) distribution. However, the RIA considers trading
impact and percentage transfer from competing centres which is
extremely useful in identifying transfer trips. Therefore, in conjunction
with the RIA, the findings from TRICS Research Report 95/2 have
been used as the basis in the discussions between Sanderson
Associates and SCC over trip types. The agreed trip type
percentages are:
• New trips – 9%.
• Transfer trips – 71%.
• Pass-by & diverted – 20% (combined due to the absence of
primary data on non-primary diverted trips as recommended by
Shaw cited in TRICS Research Report 95/2 section 2.8).
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5.3 The 2001 census ward data contains significant elements of the trip
distribution of the existing site. Following the closure of the factory,
JCB propose to transfer to the new factory north of the town.
Therefore, the data used must reflect this. The overwhelming majority
of trips to JCB (Town ward) reside within East Staffordshire Borough
(2929 people, 62.2%). On the HSL TA basis that 342 people are
employed at the site this equates to 11.6% of Town ward that will
relocate to the new factory. This value is pessimistic given the natural
spread of trips but extremely robust in terms of identifying worst case
impact on the immediate local road network. Therefore it is used as
the modifier to the local trip distribution overcoming the problem of
ignoring the significant impact of relocation and any ‘double-counting’
that may follow.
5.4 Regarding the food retail element, the new trips have been
distributed in accordance with Table 8 of Alyn Nicholls & Associates’
RIA (Appendix B). The transfer trips are assigned in accordance with
the competitors identified in the RIA’s Table 23 column ‘Current
Proposal Impact’. For arithmetic reasons, each impact has been
factored by 1.08 to give 100% of the transferred trips. Pass-by and
diverted trips have current, fixed distributions by definition, i.e. non-
primary trips that retain their origin and destination.
5.5 Regarding the residential element, it is assumed that all residential
trips are primary new trips distributed in accordance with the ONS
2001 census ward data.
5.6 The ONS 2001 census ward data has been used to develop the trip
distribution for the B1 office use.
5.7 The trips to the PCT have been agreed as 65% new and 35% linked
on-site given the nearby residential and food retail uses. The new
trips have been distributed in accordance with the ONS 2001 census
ward data.
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5.8 Using the methodology above, the trip distribution is presented in
Appendix D. The following figures summarise the element trip
distribution:
i. Figure 2 – JCB existing trip distribution.
ii. Figure 3 – Food retail trade draw.
iii. Figure 4 – Work based trip distribution.
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6. TRIP ASSIGNMENT
6.1 The new, transferred, pass-by and diverted trips have been assigned
using the methodology that drivers will use the quickest route
available inter-reliant on road type and perceived conditions.
6.2 High Street has been closed in the vicinity of the site, therefore all
traffic that previously was routed along High Street has been
assigned using an alternative route. SCC also confirmed that due to
plans to pedestrianise a stretch of Market Street, traffic will only be
able to turn right in/left out of the Pinfold Street access.
6.3 On a zone by zone basis, Table 6.1 shows the identified routes:
Origin Destination Assignment
Zone 1 A50 (W/B) Hockley Road – Stone Road – New Street
– Smithfield Road - Ashbourne Road
Zone 1 A50 (E/B)
Hockley Road – Stone Road – New Street
– Smithfield Road – Bradley Street – Dove
Bank – Derby Road
Zone 1 Stafford Hockley Road – Stafford Road
Zone 1 Draycott in the Clay Hockley Road – Old Knotty Way –
Highwood Road
Zone 2 A50 (W/B) Trinity Road – Bridge Street – Silver Street
– Ashbourne Road
Zone 2 A50 (E/B) Trinity Road – Bridge Street - Town
Meadows Way – Derby Road
Zone 2 Stafford Trinity Road – Bridge Street – Town
Meadows Way – Derby Road
Zone 2 Stafford Trinity Road – Bridge Street – Old Knotty
Way – Stafford Road
Zone 4 Draycott in the Clay Trinity Road – Bridge Street - Highwood
Road
Zone 4 A50 (W/B) Old Knotty Way – Bridge Street – Silver
Street – Ashbourne Road
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Zone 4 A50 (E/B) Old Knotty Way – Bridge Street – Town
Meadows Way – Derby Road
Zone 4 Stafford Old Knotty Way – Bridge Street – Town
Meadows Way – Derby Road
Zone 4 Draycott in the Clay Old Knotty Way – Stafford Road
Table 6.1: Trip assignment used in assessment.
6.4 Figures 9-11 show the total generated trip assignment incorporating
the new, transfer, pass-by and diverted trips.
6.5 Figures 12-14 show the proposed traffic movements for the AM, PM
and Saturday peak periods for 2011.
6.6 Figure 15 shows the total proposed traffic movements for the 2016
PM peak with figures 16-18 showing the same information for all
peaks in 2026.
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7. ASSESSMENT YEARS
7.1 The predicted year of opening with full occupation is 2011. As
required and agreed by SCC, the opening year is used plus five
years as the design year for any roundabouts with capacity problems,
with opening year plus fifteen years used as the design year for all
other junctions.
7.2 Growth factors have been generated utilising the latest version of
TEMPRO adjusted against Table AF08 of the Department for
Transport’s National Traffic Model, as per the latest guidance
contained within DfT WebTag Unit 3.9.5. These have been used to
forecast the base traffic flows for a year of 2011 and design years of
2016 and 2026. The Growth factors used are indicated in the table
below. 2009 base traffic flows have been obtained from Sanderson
Associates Transport Assessment submitted in December 2008.
(report ref: 5216/FLM/001/01).
2009-2011 2009-2016 2010-2026 Weekday AM 1.027 1.135 1.205 Weekday AM 1.030 1.139 1.211
Saturday 1.032 1.142 1.219
7.3 It is likely that the development will experience capacity restraint in
the form of parking and accommodation that lends itself to zero
factoring in the design year. For instance, for growth to continue
suggests overtrading at the food retail superstore and that housing
levels increase past those that will be constructed. This assertion is
supported further by the following:
1. The information contained in TRICS Research Report 05/1
concerning parking, trip levels and cross visitation.
2. The use of 85th percentile trip rates.
3. The additive approach discussed in Section 4.4.
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7.4 Therefore, whilst all other network traffic is factored by the respective
growth factors, development related traffic is not factored.
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8. TRAFFIC IMPACT
8.1 Methodology
8.1.1 The Town Centre network traffic figures provide the basis of the
assessment.
8.1.2 In order to derive meaningful assessments, the methodology used in the
impact assessment focuses upon the impact attributable to the
development on a ‘key route’ basis, i.e. those junctions identified through
distribution and assignment that will experience increases in total flow.
The following junctions are assessed:
i. Town Meadows Way / Brookside roundabout;
ii. Bridge Street / Highwood Road roundabout;
iii. Old Knotty Way / Stafford Road roundabout;
iv. Trinity Road / Bridge Street;
v. Old Knotty Way new access;
8.1.3 It is required by SCC that if capacity problems are identified at the
existing junctions in the base year of 2011, further assessment will be
conducted for the design year 2016 for roundabouts and 2026 for other
junctions. Mitigation measures must be implemented that will be
sufficient for this scenario. The improved and new junctions (Hockley
Road, Old Knotty Way and Trinity Road / Bridge Street) will be tested in
the base and design years.
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8.1.4 The capacity thresholds adopted are as follows:
• Priority and roundabouts = 85% Ratio of Flow to Capacity (RFC); and
• Traffic signals = 90% degree of saturation.
8.1.5 The threshold values are consistent with established practice and
represent 5 out of every 6 statistical cases. Values that exceed these
thresholds are shown bold.
8.2 Methods
8.2.1 Based on paragraph 3.3.1, the following means of access are proposed:
• Zone 1 – Priority junctions to Hockley Road (drawing number
5911/002) and Balance Street
• Zone 2 – Traffic Signal Junction (drawing number 5911/003)
• Zone 3 – N/A
• Zone 4 – Traffic signal junction (drawing number 5911/004)
8.2.2 Consistent with established traffic engineering practice, the roundabouts
assessed in the TA are modelled using the Transport Research
Laboratory’s (TRL) product Arcady version 6.
8.2.3 To assess the proposed signal controlled accesses into the site, JCT
Consultancy’s product Linsig for Windows version 3.0.16.8 is used.
8.2.4 To assess the priority junctions within the study area, the TRL product
Picady version 5 is used.
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8.3 Results
8.3.1 For comparative purposes, the following tables show either worst degree
of saturation or ratio of flow to capacity, which is analogous to worst
degree of saturation. This is because Linsig, Picady and Arcady all show
their respective results in different fashions other than the common
degree of saturation.
8.3.2 In the interests of both clarity and relevance, the following tables show
the ‘with development’ scenarios only.
8.3.3 Town Meadows Way / Dove Bank Roundabout
8.3.31 Table 8.1 summarises the Arcady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 60.8 76.7 81.3
Table 8.1: Arcady results for Town Meadows Way / Dove Bank
roundabout.
8.3.4 Town Meadows Way / Brookside Road Roundabout
8.3.4.1 Table 8.2 summarises the Arcady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 74.0 87.3 75.9
2016 with development N/A 97.0 N/A
2016 with development +
improvement N/A 88.4 N/A
Table 8.2: Arcady results for Town Meadows Way / Brookside
roundabout.
8.3.4.2 The improvement work required on this roundabout to reduce the
RFC value back to an acceptable level, is the widening of the entry
width on Town Meadows Way. As agreed previously with SCC and
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is shown on drawing number: 5911/005. This can easily be achieved
by reducing the width of the central splitter island on Towns Meadow
Way.
8.3.5 Bridge Street / Highwood Road Roundabout
8.3.5.1 Table 8.3 summarises the Arcady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 61.9 87.4 77.0
2016 with development N/A 96.4 N/A
2016 with development +
improvement Option 1 N/A 87.0 N/A
2016 with development +
improvement Option 2 N/A 81.5 N/A
Table 8.3: Arcady results for Bridge Street / Highwood Road
roundabout.
8.3.5.2 Two alternative improvement options have been tested for this
roundabout. Option 1 increases the carriageway width on Bridge
Street and subsequently increases the flare length. As shown in the
above table, this reduces the RFC value back to 87%; however this is
still slightly over capacity threshold of 85%. Further widening on
Bridge Street brings this RFC value back down to 81.5%. This
widening can be accommodated by making alterations to the central
splitter island. This again, has been agreed with SCC previously and
is shown on drawing number: 5911/006.
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8.3.6 Old Knotty Way / Stafford Road Roundabout
8.3.6.1 Table 8.4 summarises the Arcady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 51.3 71.6 66.9
2016 with development N/A 82.3 N/A
Table 8.4: Arcady results for Old Knotty Way / Stafford Road
roundabout.
8.3.7 Hockley Road Priority Junction
8.3.7.1 Table 8.5 summarises the Picady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 16.8 11.6 7.7
Table 8.5: Picady results for Hockley Road priority junction.
8.3.7.2 Under the previous site layout it was proposed to provide a traffic
signal junction in this location, however with the revised site layout the
traffic volumes will be substantially reduced at this access. This
means that a priority controlled junction will be sufficient in this
location.
8.3.7.3 A design of the priority junction can be seen on drawing number:
5911/002. Due to the zonal change of the site development,
significantly less traffic will be using Hockley Road to enter and exit
the site (Residential traffic only). There will be a minimal queue
length for traffic turning right into the site. The Picady models suggest
that there will be less than one vehicle waiting at any point.
Therefore, from the modelling undertaken there will be no queuing
that may impact on the crossing. The drawing also shows the
proposed toucan crossing on Hockley Road.
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8.3.8 Balance Street / Carter Street Priority Junction
8.3.8.1 Table 8.6 summarises the Picady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 28.1 35.1 49.2
Table 8.6: Picady results for Balance Street / Carter Street priority junction.
8.3.9 Trinity Road / Bridge Street Traffic Signal Junction 8.3.9.1 Table 8.7 summarises the results shown in Appendix F.
Worst Degree of Saturation (%) at 90s cycle
time Scenario
AM Peak PM Peak Midday Peak
2011 with development 33.5 53.6 40.1
2026 with development 63.4 67.5 57.8
Table 8.7: Linsig results for Trinity Road / Bridge Street traffic signal
junction.
8.3.9.2 Due to the revised layout the proposed traffic generations at this
junction are higher than under the original proposal. It is now
necessary to provide traffic signal control at this junction.
8.3.9.3 There may be scope to allow service vehicles to enter / leave the
retail section of the site under the bridge at the East of the site
accessed from Brookside Road. This option has not yet been fully
assessed, but if it proves to be a viable solution this would reduce the
volume of traffic using the Trinity Road / Bridge Street junction.
8.3.9.4 This revised layout is shown on drawing 5911/003 contained within
Appendix A. The traffic signal details and track analysis for the
junction are shown on drawing 5911/007 and 5911/008.
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8.3.9.5 As previously agreed, this model has been run with the indicative
arrow into the site running in every cycle and the pedestrian phase
running in alternate cycles. A 180s cycle time has been used with
the stage order 1-2-3-1-2-4, thus giving a 90s cycle time.
8.3.9.6 There is 35m of stacking space available for traffic approaching the
signal junction from the Town Meadows Way / Brookside Road
roundabout. This gives sufficient space for 6 vehicles. The Linsig
results contained in Appendix F shows that the predicted level of
queuing can be accommodated in all modelled periods.
8.3.10 Oldfields Road / Hockley Road Priority Junction
8.3.10.1 Table 8.10 summarises the Picady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 75.6 72.2 64.0
Table 8.8: Picady results for Oldfields Road / Hockley Road priority
junction.
8.3.10.2 Under the previous layout it was proposed to provide traffic signal
control at this junction. Due to the reduction in generated traffic
passing through this junction under the revised proposal, this junction
will remain as a priority controlled junction as it has been shown to
operate with RFC values below the threshold of 85%.
8.3.11 Market Place / Bridge Street Priority Junction
8.3.11.1 Table 8.10 summarises the Picady results shown in Appendix F
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 51.6 60.4 65.0
Table 8.10: Picady results for Market Place / Bridge Street priority
junction.
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8.3.12 Smithfield Road / Stone Road Priority Junction
8.3.12.1. Table 8.11 summarises the Picady results shown in Appendix F.
Ratio of Flow to Capacity % (RFC) Scenario
AM Peak PM Peak Midday Peak
2011 with development 66.0 81.2 75.9
2016 with development N/A 95.4 N/A
Table 8.11: Picady results for Smithfield Road / Stone Road priority
junction.
8.3.12.2 Previously, SCC requested that this junction was also modelled for
the 2016 PM peak. As the site zonal plan has now changed,
substantially less traffic will use this junction to access the
development site. As shown above, the junction will still operate
within capacity during the opening year.
8.3.12.3 As previously agreed with SCC, a contribution will be made towards
improvements at this junction. This is based on the number of
additional right turning trips and will therefore now be £31,000.00.
8.3.13 Old Knotty Way Traffic Signal Junction (New Access)
8.3.13.1 Table 8.13 summarises the Linsig results shown in Appendix F.
Worst Degree of Saturation (%)
at 90 seconds cycle time Scenario
AM Peak PM Peak Midday Peak
2011 with development 53.2 65.7 N/A
2026 with development 57.3 76.6 N/A
Table 8.12: Linsig results for Old Knotty Way traffic signal junction.
8.3.13.2 There is no traffic generated during the Saturday peak, therefore the
models have not been run.
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8.3.13.3 The layout for this new junction is shown on drawing 5911/004
included within Appendix A of this report. This layout was previously
agreed with the engineers at Staffordshire County Council.
8.3.14 The traffic signal details and track analysis for the junction are
shown on drawings 5911/009 and 5911/010.
8.4 Analysis of Results
8.4.1 With the minor exceptions of the mitigation works required at the
Bridge Street / Highwood Road and the Town Meadows Way /
Brookside Road roundabouts, the above results show that the road
network in the vicinity of the site will accommodate the anticipated
levels of traffic without undue delay, queuing or congestion.
8.4.2 Although some tables highlight some junctions reaching over
saturation, it is important to note that this is only in the 2016 and 2026
scenarios. It is believed that the over saturation will not actually
materialise due to the use of the following within the assessment:
• 85th percentile trip generation – in only 15% of all cases is this trip
generation matched or exceeded.
• Overcounting of nett trips – the factory is known to be generating
more trips than netted off in the assessment.
• Actual impact on the particular junction – the trips attributable to the
development are minor and very minor in relation to the evening and
midday peak base traffic respectively, i.e. the material impact is not
significant.
• Traffic count standard error – the Department of Transport’s paper
‘Accuracy of Manual Road Traffic Counts’ states that manual traffic
counts are within 10% of the real count value. Therefore before any
assessment work is carried out, a potential over assessment of 10%
is possible.
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8.4.3 Therefore, for the reasons above, it is believed that these values are
acceptable in terms of agreeing the access. This is especially true
given the use of a 90 second cycle time. In the UK, 120 seconds is
the recommended maximum that would increase capacity
considerably. However, 90 seconds represents an equitable balance
between the demands of vehicles and pedestrians that are present
within the junction.
8.5 Comment
8.5.1 To maintain the pedestrian provision across Old Knotty Way, it is
suggested that the existing Toucan crossing is retained with a link
installed to the traffic signal junction. Indeed, the crossing is sufficient
distance away from the junction so not to block either installation
whilst maintaining the cyclist/pedestrian desire line and route.
8.5.2 The likelihood is that the Toucan crossing operates on a low cycle
time to give maximum cyclist / pedestrian amenity. It is suggested
that the traffic signal junction’s cycle time should be twice that of the
adjacent crossing for both capacity and linking purposes hence the
results shown using a 90 second cycle time.
8.5.3 During the previous negotiations with Staffordshire County Council, a
contribution figure for any additional trips through the Stone Road /
Smithfield Road junction was agreed. This figure was based on the
number of right turning trips from Stone Road to Smithfield Road. As
this site layout shows a reduction in trips from the previous
assessment (due to the exclusion of the petrol filling station) the
contribution towards improvements at this junction is £31,000.00. As
previously agreed, this also includes for the improvement works at
the Churchill Close roundabout.
8.5.4 During the previous negotiations, the two proposed signal controlled
junctions were subject to road safety audits. Neither audit raised any
problems with the proposed layouts. Staffordshire County Council
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received copies of the road safety audits and the designers
responses at the time that they were undertaken.
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9. SAFETY REMEDIAL MEASURES
9.1 The injury accident data for the 5 year period 1st February 2001 to
31st January 2006 has been obtained from SCC and details are
provided in Appendix E.
9.2 There is a typical wide spread of accidents on the road network
surrounding the site. In all but two locations, accidents are so few or
sparsely located that a discernible pattern cannot be assessed. The
two locations where there is any degree of concentration of accidents
lie at:
• A518 Old Knotty Way/Hockley Road/Stafford Road/Kingfisher Way
roundabout, where 5 accidents have occurred over 5 years.
• Town Meadows Way/Bridge Street roundabout, where 5 accidents
have occurred over 5 years
9.3 The accidents at the two roundabouts have been assessed further to
investigate any emerging patterns. However, it must be first stated
that the frequency of 1 accident per year, on average, does not
represent a high frequency and would not typically trigger an accident
investigation to seek remedial action. Each roundabout is considered
in turn below.
9.4 A518 Old Knotty Way / Hockley Road / Stafford Road / Kingfisher
Way
9.4.1 Whilst the plan received indicates 4 injury accidents over the 5 years,
the detailed descriptions appear to show that 5 accidents occurred in
this period. There are no significant trends in these accidents,
although it is noted that 3 of the 5 involved vehicles emerging on to
the roundabout and colliding with circulating vehicles. This is a
typical type of accident at any roundabout.
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9.4.2 Whilst any injury accident is regrettable it must be concluded that this
roundabout operates reasonably satisfactorily in terms of injury risk.
9.5 Town Meadows Way / Bridge Street Roundabout
9.5.1 Five injury accidents have occurred within the 5 year period
assessed.
9.5.2 Two accidents involved cyclists. One of these was due to a car driver
being distracted. Cyclists are more at risk at a roundabout than any
other type of junction. However the occurrence of these two
accidents does not automatically raise concern.
9.5.3 As before, the most common type of accident (3 out of 5) involved
vehicles emerging on to the roundabout and colliding with circulating
vehicles.
9.5.4 It is concluded that this roundabout operates reasonably satisfactorily
in terms of accident risk.
9.5.5 All other features have been taken into account when searching for
patterns or common features.
9.5.6 It is concluded that there is no current accident issue that needs
special attention or remedial action at this time in relation to the
proposal.
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10. SUSTAINABLE TRANSPORT OPTIONS
10.1 General
10.1.1 The site is in an extremely sustainable location and particularly well
located in terms of access to the Town Centre and other existing
community facilities.
10.1.2 SCC is currently in the process of preparing a Traffic Management
strategy for Uttoxeter. As part of this process, a comprehensive
review of existing needs is being assessed by SCC. It is believed that
the proposed development contributes significantly to the needs of
Uttoxeter in this regard by facilitating access and permeability to the
existing site and by creating links with the Town Centre.
10.2 Pedestrians
10.2.1 The site lies in an urban area where all surrounding roads have or will
have footway provision.
10.2.2 PPG13 states that walking is the most important mode of travel and
offers the greatest potential to reduce short car trips, stating that
“motorised modes are rarely used for trips of around half a mile
(0.8km) or less”. Appendix G shows the areas the development will
serve within a 0.8km distance.
10.2.3 The site is located in the centre of Uttoxeter. It is within a comfortable
walking distance for most of the town’s residents. There are many
residential properties located within 0.8km of the site and therefore
the opportunity for people to walk to and from the site is very high
and will be encouraged through attractive vistas and routes.
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10.2.4 Sanderson Associates’ drawing no. 5911/003, Appendix A shows the
pedestrian links on Bridge Street/Trinity Road. As shown, each
signal junction will accommodate quality pedestrian facilities
facilitating easy movement between the site and town centre.
10.2.5 As shown on drawing 5911/002 contained within Appendix A, a new
Toucan crossing will be provided on Hockely Road in the vicinity of
the site access. This links the site with the local schools and the
adjacent park.
10.2.6 The following describes the pedestrian permeability of the site by
reference to the Zone Masterplan:
1. Zone 1 – links from residential to Town Centre and Oldfields Road.
These links open the West side of the site to both pedestrians and
cyclists. Also dedicated links from Pinfold Street to Hockley Road
through Town Park and Trinity Road. These links open access to the
East and North of the site for both pedestrians and cyclists.
2. Zone 2 – links from Trinity Road to town centre. The existing and
improved links facilitate pedestrian access to the town to the east and
north.
3. Zone 4 – dedicated links from Old Knotty Way to Bridge Street and
links to Balance Hill. These links facilitate access from and to the
residential areas to the South and significantly improve pedestrian
access to the rail and bus stations.
10.3 Cyclists
10.3.1 PPG13 states that cycling also has the potential to substitute for short
car trips, particularly those under 5km, and to form part of a longer
journey by public transport.
10.3.2 As the site is in the centre of Uttoxeter, a cycling distance of 5km
easily covers the whole town and large parts of the surrounding area,
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including villages such as Bramshall, Stramshall, Doveridge and
Beamhurst.
10.3.3 Cycling has excellent potential to substitute car use especially within
the town. It will be necessary to encourage cycling by the provision of
appropriate on-site facilities. A 5km cycling distance map is shown in
Appendix G.
10.3.4 The proposed links significantly improve the site’s cycle access and
permeability. Existing and new links to and from the site will facilitate
easy movement to key areas such as the residential areas to the
north and South, rail station and bus station.
10.3.5 The proposed Toucan crossing, as discussed above in paragraph
10.2.5 will aid cyclist permeability from the site.
10.4 Bus Services
10.4.1 Several bus services run close to all zones on the site. Uttoxeter bus
station on Bradley Street is approximately 500 metres from each
zone and is within easy walking distance. This close proximity to the
site offers significant opportunity for modal shift and transport
interchange.
10.4.2 Full timetables are shown in Appendix H. Table 9.1 summarises
these overleaf:
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Service
No. Route
Closest
stopping
point
Frequency
1 Uttoxeter – Hatton - Tutbury -
Burton
Uttoxeter Bus
Station
Hourly
2 Uttoxeter Town Circular Uttoxeter Bus
Station
Half hourly at
AM and PM
Peak times:
hourly otherwise
4 Uttoxeter Town Service 4 Uttoxeter Bus
Station
Half Hourly
232 Uttoxeter – Tean – Cheadle –
Werrington - Hanley
Uttoxeter Bus
Station
Hourly
238 Uttoxeter – Alton - Cheadle Uttoxeter Bus
Station
Hourly
402 Burton – Hanbury - Uttoxeter Uttoxeter Bus
Station
Every two hours
from 08:40 –
16:45
428 Uttoxeter – Abbots Bromley -
Lichfield
Kingfisher
Way,
Uttoxeter
Every two hours
842 Uttoxeter – Hixon – Great
Haywood – Stafford
Uttoxeter Bus
Station
Every two hours
from 10:00 –
17:00
Table 9.1: Local bus services available to the site.
10.4.3 The level of existing bus service is considered good. Moreover, the
existing level and location of stops is considered to be excellent with
all stops within 400 metres of the site. The development will
contribute towards the sustainability of such services since patronage
levels are likely to increase with the arrival of new potential
passengers.
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10.5 Rail Services
10.5.1 Uttoxeter railway station is located within 400 metres of the furthest
Zone. This is considered to be excellent in terms of sustainable
transport opportunity. Given its location together with the bus station
nearby, such accessible interchange facilities are extremely rare in
relation to sites such as the proposed.
10.5.2 Uttoxeter is served by regular rail services operated by Central trains
between Derby and Crewe. In the Derby direction, journey times to
the following settlements are:
i. Tutbury and Hatton – 8 minutes.
ii. Peartree – 23 minutes.
iii. Derby – 26 minutes.
10.5.3 In the Crewe direction, journey times to the following settlements are:
i. Blythe Bridge – 13 minutes.
ii. Longton – 18 minutes.
iii. Stoke-on-Trent – 25 minutes.
iv. Longport – 30 minutes.
v. Kidsgrove – 37 minutes.
vi. Alsager – 40 minutes.
vii. Crewe – 54 minutes.
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10.5.4 The train services are presented in Appendix H and summarised in
Table 9.2:
Day Period From Derby From Crewe
0000 - 0700 0 1
0700 - 0900 2 2
0900 - 1700 8 8
1700 - 1900 2 2
Weekdays
1900 - 2400 3 2
0000 - 0700 0 1
0700 - 0900 2 2
0900 - 1700 8 8
1700 - 1900 2 2
Saturday
1900 - 2400 3 2
0000 - 0700 0 0
0700 - 0900 0 0
0900 - 1700 3 2
1700 - 1900 2 2
Sunday
1900 - 2400 3 4
Table 9.2: Rail services to Uttoxeter.
10.5.5 Uttoxeter is served by 30 trains per weekday, 30 trains on Saturdays
and 16 trains on Sundays.
10.5.6 It is believed that significant opportunity exists for trips made by
means such as rail given its proximity to the Town Centre and overall
site attractiveness as shown in McDowell + Benedetti’s Zonal plan
(Appendix A).
10.5.7 Commuting traffic has excellent rail provision given the connections
to Derby and Crewe. Both of these stations are important rail hubs
that connect routes nationwide as shown in National Rail’s schematic
map (Appendix H).
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10.5.8 Given that a number of Town ward residents work further a field (7%
work outside of a 40 kilometres radius), the proposed and existing
links to and from the rail station are of obvious benefit.
10.5.9 The development will complement SCC’s Traffic Management
strategy for Uttoxeter which is currently under development. The
Town Park link into the town will enhance pedestrian facility between
the residential area to the south and the railway station through the
provision of a new footway and relocated Toucan crossing on Old
Knotty Way and Bridge Street.
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11. SUMMARY AND CONCLUSIONS
11.1 In preparing both this Transport Assessment and the associated
scoping study, Sanderson Associates have worked with both SCC
and ESBC to deliver a robust assessment that identifies any highway,
traffic or transportation issues associated with the development.
Agreement to all issues raised has been established and conveyed in
the Transport Assessment.
11.2 The data sources used in the TA are rich consisting of data from
JCB, SCC, ESBC, bespoke surveys as well as local developers with
planning consent on other schemes.
11.3 The current factory site was constrained both in terms of capacity,
parking and accessibility. The relocation and redevelopment of the
factory offers significant employment opportunities in and around the
Uttoxeter area. Moreover, the factory relocation removed in the order
of 85 heavy goods vehicles movements a day from the area as well
as redistributing in the region of 370 person trips that would have
created problems in the vicinity of the site and surrounding highway
network.
11.4 The removal of the HGV movements in connection with JCB
business has a significant benefit to pedestrian/vehicular safety in
this area and to Uttoxeter in general. Moreover, access, permeability
and sustainability also feature as significant benefits to the
development.
11.5 As required by SCC, the highest level of development and trip rate
calculations has been used as the basis of the assessment
representing an absolute worst case scenario.
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11.6 The explicit parking provision at the site is below ESBC’s and SCC’s
framework levels. Specifically, the parking provision is approximately
75% of the total allocated for the food retail element.
11.7 The traffic generation attributable to the site has been established
using the TRICS database. Throughout the process, 85th percentile
rates have been used as required by SCC which again represents
the most robust assessment available. The trip rates do not
specifically consider trip linking which is anticipated to occur.
Therefore, the assessment can again be regarded as extremely
robust.
11.8 The nett trips attributable to site have been derived using data
supplied by JCB in 2004. This was agreed between SCC and
Sanderson Associates. This approach is once more robust since a
higher level of nett trip has been calculated.
11.9 The trip distribution for such a redevelopment is complex. The TA has
used a variety of data sources to produce the best possible trip
distribution available. The trip distribution has considered the specific
data supplied by JCB, 2001 census ward data and Retail Impact
Assessment.
11.10 The traffic assignment has been produced using the logic that
motorists will select the route that offers the quickest means. This
suggests dependencies with road type and subjective level of
congestion/delay encountered.
11.11 For clarity, the trip generation, distribution and assignment has been
conducted on a zone basis as requested by SCC.
11.12 Traffic growth has been based on TEMPRO adjusted against Table
AF08 of the Department for Transport’s National Traffic Model, as per
the latest guidance contained within DfT WebTag Unit 3.9.5.
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These levels are believed to represent much higher levels than those
that will materialise in Uttoxeter due to its road configuration but are
used in accordance with SCC requirements.
11.13 The traffic impact assessment has considered all levels of impact on
the network. The results show that new traffic signal junctions will be
required for the site accesses onto Old Knotty Way and Trinity Road /
Bridge Street. Very minor widening will be required to one arm of the
Town Meadows Way / Brookside Road roundabout and also one arm
of the Bridge Street / Highwood Road roundabout. The remaining
junctions that were assessed are all shown to operate within
capacity.
11.14 Sanderson Associates consider that the network will operate
satisfactorily in the development scenario and design years.
11.15 The new traffic signal junction at Trinity Road / Bridge Street will not
impact on the existing Bridge Street / Highwood Road roundabout
and will provide formal pedestrian facilities that improve the links
between the site, the town centre and the railway station.
11.16 The proposed improvements do not compromise the current on-
street parking levels requiring only consultation in line with the
introduction of new facilities. This process is discussed further in the
Design and Access Statement that forms part of the application.
11.17 As previously agreed with SCC, a contribution towards improvement
works at the Stone Road / Smithfield Road junction will be made
based on the number of additional right turning trips. This number of
trips has reduced slightly from the previous assessment, therefore
the revised contribution figure is £31,000.00. This contribution also
includes for the improvement works at the Churchill Close
roundabout.
JCB Heavy Products Factory Redevelopment, Uttoxeter, Transport Assessment
Sanderson Associates Page 51 October 2010
11.18 The accident data supplied by SCC has been analysed to identify
any significant accident patterns on the study network. It is concluded
that no significant accident pattern exists and that the development
would not affect or increase the prevailing accident rates.
11.19 The site is located extremely close to the town centre. It is believed
that significant opportunity exists for non-motorised trips to occur to
the site given its mixed use, attractive vistas and proposed facilities.
A Travel Plan Framework has been developed for the site setting out
the requirements on provision and monitoring for such non-motorised
trips. This Travel Plan Framework has been agreed with SCC. The
site is believed to accord with the draft Traffic Management strategy
being developed by SCC due to its connections and nearby
interchange facilities such as rail, road, cycle and foot. Specifically
the Town Park into the town, the new proposed Riverwalk and
pedestrian/toucan link across Old Knotty Way are believed to be
excellent additions from the current arrangements. These are in
addition to the proposed pedestrian improvements on Bridge
Street/Trinity Road.
11.20 Sanderson Associates therefore conclude there is no technical
reason why planning permission should not be granted subject to the
improvements highlighted in paragraph 11.13. Indeed, there are
many highway benefits as a result of the development, namely:
• better access to the site;
• much improved permeability through the site;
• significant safety and environmental benefits resulting from
the removal of HGVs;
• improved pedestrian and cyclist amenities;
• sustainable transport opportunities delivered by the new
links to the adjoining town centre.
JCB Heavy Products Factory
Redevelopment, Uttoxeter
Transport Assessment
Volume 1
CONTENTS
1. INTRODUCTION____________________________________________ 4
2. EXISTING CONDITIONS _____________________________________ 7
3. PROPOSED DEVELOPMENT ________________________________ 12
4. TRIP GENERATION ________________________________________ 16
5. TRIP DISTRIBUTION _______________________________________ 21
6. TRIP ASSIGNMENT ________________________________________ 24
7. ASSESSMENT YEARS _____________________________________ 26
8. TRAFFIC IMPACT _________________________________________ 28
9. SAFETY REMEDIAL MEASURES _____________________________ 39
10. SUSTAINABLE TRANSPORT OPTIONS _______________________ 41
11. SUMMARY AND CONCLUSIONS _____________________________ 48
Volume 2 Figures
Appendix A – Drawings
Volume 3
Appendix B – Background Documents
Appendix C – TRICS Output
Appendix D – Trip generation, Distribution and Assignment
Appendix E – Accident Data
Volume 4 Appendix F – Traffic Modelling
Appendix G – Walking and Cycling Distances
Appendix H – Public Transport
JCB Heavy Products Factory
Redevelopment, Uttoxeter
Transport Assessment
Volume 1
CONTENTS
1. INTRODUCTION____________________________________________ 4
2. EXISTING CONDITIONS _____________________________________ 7
3. PROPOSED DEVELOPMENT ________________________________ 12
4. TRIP GENERATION ________________________________________ 16
5. TRIP DISTRIBUTION _______________________________________ 21
6. TRIP ASSIGNMENT ________________________________________ 24
7. ASSESSMENT YEARS _____________________________________ 26
8. TRAFFIC IMPACT _________________________________________ 28
9. SAFETY REMEDIAL MEASURES _____________________________ 39
10. SUSTAINABLE TRANSPORT OPTIONS _______________________ 41
11. SUMMARY AND CONCLUSIONS _____________________________ 48
Volume 2 Figures
Appendix A – Drawings
Volume 3
Appendix B – Background Documents
Appendix C – TRICS Output
Appendix D – Trip generation, Distribution and Assignment
Appendix E – Accident Data
Volume 4 Appendix F – Traffic Modelling
Appendix G – Walking and Cycling Distances
Appendix H – Public Transport
JCB Heavy Products Factory
Redevelopment, Uttoxeter
Transport Assessment
Volume 1
CONTENTS
1. INTRODUCTION ___________________________________________ 4
2. EXISTING CONDITIONS _____________________________________ 7
3. PROPOSED DEVELOPMENT________________________________ 12
4. TRIP GENERATION _______________________________________ 16
5. TRIP DISTRIBUTION_______________________________________ 21
6. TRIP ASSIGNMENT _______________________________________ 24
7. ASSESSMENT YEARS _____________________________________ 26
8. TRAFFIC IMPACT _________________________________________ 28
9. SAFETY REMEDIAL MEASURES _____________________________ 39
10. SUSTAINABLE TRANSPORT OPTIONS _______________________ 41
11. SUMMARY AND CONCLUSIONS ____________________________ 48
Volume 2 Figures
Appendix A – Drawings
Volume 3
Appendix B – Background Documents
Appendix C – TRICS Output
Appendix D – Trip generation, Distribution and Assignment
Appendix E – Accident Data
Volume 4 Appendix F – Traffic Modelling
Appendix G – Walking and Cycling Distances
Appendix H – Public Transport