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CHAPTER 12 - PG 1
12. TRANSPORTATION
12.1 INTRODUCTION
12.1.1 ThischapteroftheEnvironmentalStatement(ES)assessesthelikelysignificantenvironmentaleffectscreatedbythechangingtransportconditionsintroducedbytheProposedDevelopment.ItincorporatesthefindingsoftheTransportAssessment(TA),whichisprovidedatAppendix12.1ofthis ES.
12.1.2 TheNorthamptonGatewayStrategicRailFreightInterchange(SRFI),the‘ProposedDevelopment’isdescribedinChapter2ofthisESandreferenceshouldbemadetothatchapterforthedescriptionofthedevelopmentthathasbeenassessed.
12.1.3 TheProposedDevelopmentwouldincreasethenumberandalterthepatternoftrafficmovementsonthehighwaynetworkandwouldalsoaltertheconditionsforotherhighwayusers.Hencetheeffectsofthechangesonnon-motorisedusers(NMUs)(pedestrians,cyclists,equestrians)aswellasdriversareassessed.ThischapteroftheESdoesnotpresenttherailfreightstrategy,whichisconsideredinseparatereports1.
12.1.4 TheassessmentprocessandmethodologyaredescribedintheTAanditssupportingdocuments,whichincludetheFrameworkTravelPlan(FTP)forthedevelopment.Whererelevant,summariesonlyareincludedinthisESchapterand,ingeneral,referenceshouldbemadetotheTAanditssupportingdocumentsfordetail.
12.1.5 Thischapterdescribestheassessmentmethodology,thetransportplanningpolicycontext,thebaselineconditionscurrentlyexistingattheProposedDevelopmentsiteanditssurroundings,theproposeddesignmeasuresrequiredtoprevent,reduceoroffsetanysignificantadverseeffects,andthelikelyresidualeffectsafterthesemeasureshavebeenemployed.
12.1.6 TheappendedTAexaminesthegeneration,distributionandassignmentoftripsassociatedwiththeProposedDevelopmentandtheeffectsoftheexternaltrips(beyondthesiteboundary)onthesurroundingtransportnetwork.TheTAandFTPexaminetheaccessibilityofthesitebypublictransport,cyclingandwalking,andidentifythelikelymodalsplitofpersontripsassociatedwiththedevelopment.Theimpactofthedevelopmenttripsonthesurroundingtransportinfrastructureisaddressedanditisdemonstratedthattheidentified‘highwaymitigationstrategy’,incombinationwiththeFTP,wouldappropriatelyaddresstheincreasedtraveldemandandthatresidualimpactsoftheProposedDevelopmentarereducedtoacceptablelevels.However,asreferredtolaterinthisChapter,noassumedreductionincartravelisincludedintheanalysistoensurearobustandworst-caseassessmentoflikelyeffects.
12.1.7 TheProposedDevelopmentwouldprovidepublictransport,pedestrianandcycleprovisionfornon-carbasedmodesoftransport.
1 For the Rail Operation Report see DCO document 6.7 and for the Rail Capacity Report see DCO document 6.8 – rail policy context in general is set out in the Planning Statement (document 6.6).
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12.2 ASSESSMENT METHODOLOGY
General approach12.2.1 ThischapteroftheESdescribesthefindingsoftheTAanditssupportingdocuments,including
theFTP,whichhavebeenundertakentosupporttheapplicationforaDevelopmentConsentOrder(DCO)fortheProposedDevelopment.ItexaminestherelationshipbetweentheProposedDevelopmentandthetransportnetwork,theeffectofthedevelopmentonthatnetwork,andtheneedtoprovideimprovementstoinfrastructuretoaccommodatetheproposedusesinasustainablemanner.
12.2.2 TheassessmenthasbeenundertakenusingaDepartmentforTransport(DfT)WebTAGcomplianttransportmodelandapplyingamethodologythataccordswithbestpracticeguidance.ItincludesanassessmentofboththelocalhighwaynetworkandtheStrategicRoadNetwork(SRN)servingtheProposedDevelopment,thelatterinaccordancewithDfT‘Circular02/2013TheStrategicRoadNetworkandtheDeliveryofSustainableDevelopment’.
12.2.3 Inaddition,thisESChapterexaminestheenvironmentalimpactofthechangingtransportconditionsresultingfromtheproposedtransportinfrastructureandhighwaymitigationworks.ThisisbasedonguidancecontainedwithintheDfT‘DesignManualforRoadsandBridges(DMRB),Volume11,EnvironmentalAssessment,Section3,Parts8and9’.
12.2.4 Forthepurposesofassessment,fourcategoriesofimpactscalehavebeenused,comprising;negligible;minor;moderateandmajor.ThedefinitionofthesignificanceoftheimpactisdescribedinTable12.1.
Table 12.1 Definition of significance of impact
Scale of impact Definition
Negligible Aneffectthatisconsiderednottobesignificantortohavenoinfluence.Thisisapplicablewherethereisaneutralimpactwhichisneitherpositivenornegative.
Minor Aneffectthatmaybealocalissue.Moderate Aneffectthatwillbeimportantatlocallevelandpotentiallyupwards.Major Aneffectthatwillbeimportantatborough,county,orregionallevel.
12.2.5 Whereimpactsarerecordedasbeingminor,moderateormajor,andcauseanincreaseinexistingcongestion,journeytimesorexacerbateexistingsafetyproblems,thentheindividualimpactisdescribedasanadverseone.Wheretheyrelieve,thentheimpactistermedbeneficial.Negligibleimpactscannotbeperceivedandhenceareneitheradversenorbeneficial.
12.2.6 Inadditiontothesignificanceoftheimpact,theassessmentalsoconsiderswhethertheenvironmental impacts are permanent or temporary.
12.2.7 ToassesstheenvironmentalimpactoftheProposedDevelopmentanditstraffic,theinitialstagesaretodeterminethebaselineandfutureyeartrafficvolumesandcharacteristics,determinethetimeperiodsforassessment,andtoidentifythegeographicalboundariesofassessment.Oncethisinformationisestablished,thepredictedimpactsareassessed,alongwithmeasurestomitigateanyadverseimpact.
Scoping Criteria12.2.8 NorthamptonshireCountyCouncil(NCC)isthelocalhighwayauthorityresponsibleforthe
transportationissueswithinNorthamptonshire.HighwaysEnglandhasresponsibilityfortheSRNwhich,adjacenttotheProposedDevelopmentsite,comprisestheM1motorway,M1Junctions15and15A,theA45,A43andA5.
CHAPTER 12 - PG 3
12.2.9 Thescaleofdevelopmentrequiresatransportstrategythatseekstomanagetraveldemandfromtheoutset,whilstprovidingappropriateaccesstoservethedevelopmentandaddressingtheimpactofthedevelopmenttripsontheexistinglocalhighwayandSRN.
12.2.10 InaccordancewiththePINSScopingOpinionreport(refTR050006),theassessmentofthetransportimpactofthedevelopmentisbasedonacomprehensivetransportmodellingexercise,forwhichaTransportWorkingGroupwasestablishedtooverseetheprocess.TheTransportWorkingGroupcomprisesrepresentativesfromthetwohighwayauthoritiesdescribedaboveandHighwaysEngland’stermconsultantAecom,alongwithspecialisttransportconsultantsactingforRoxhill(Junction15)Ltd.IthasmetonanapproximatelymonthlybasissinceJuly2016.
12.2.11 BuckinghamshireCountyCouncilandSouthNorthamptonshireCouncilrequestedintheScopingOpinionthattheyjointheTransportWorkingGroup.TheserequestswerefollowedupwitheachCouncil.ThisincludedmeetingwithBuckinghamshireCountyCouncilonthe13th of March2017todiscusstheProposedDevelopment,itslikelyimpactswithinBuckinghamshire,andtheirinvolvementintheTransportWorkingGroup.Followingthatmeeting,havinggainedafullerunderstandingoftheroleoftheTransportWorkingGroup,BuckinghamshireCountyCouncilconfirmedthattheirrepresentationonthegrouponwasnotnecessary.ItwasagreedseparatelywithSouthNorthamptonshireCouncilthatthetheywereappropriatelyrepresentedontheTransportWorkingGroupviatheattendanceoftheNCChighwayofficerrepresentingSouthNorthamptonshireDevelopmentControl.
12.2.12 Toconfirmthattheproposedhighwaymitigationstrategyisappropriateinscaleandfunction,strategicassessmentoftheProposedDevelopmentandhighwaymitigationhasbeenundertakenusingtheNorthamptonshireStrategicTransportModel(NSTM2).Furtherdetailedanalysisofstudyareajunctionshasthenbeenundertakenusingmicro-simulationandindustrystandardassessmenttools,supportedbyaWalking,Cycling&Horse-RidingAssessmentReviewandStage1RoadSafetyAudit.
12.2.13 SeparatecomprehensivestrategieshavebeendevelopedtoaddressaccesstotheSRFIbypublictransport,walkingandcycling.
12.2.14 NCCandHighwaysEnglandagreedtheTAmethodology,scopeandmodellinginputsviaaseriesoftransportrelateddocumentsandTechnicalNotes.TheTAthereforebringstogetherthefindingsofthesevariousstudiesandpresentstheresultsobtained.ThekeytransportrelateddocumentsandTechnicalNotesareappendedtotheTAatAppendices1to34,aslistedatTable12.2below.TheTAincludesafurther28appendices(Appendices35to62),thatprovidesupplementarybaselinedata,assessmentflowsandmodellingdetail.Ingeneral,therefore,thischapterprovidesonlyanoverviewofthefindingsandreferenceshouldbemadetotheTAandappendicesforfurtherdetail.
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Table 12.2: Key transport documents and Technical Notes appended to the TA
Document name Ref TA AppendixFrameworkTravelPlan FTP 1PublicTransportStrategy PTS 2PersonalInjuryAccidentAssessmentTechnicalNote TNA 3TN1:TransportModellingMethodology TN1 4TN2: Trip Generation TN2 5TN2Addendum:OpeningYearTripGeneration TN2A 6TN3:HGVTripDistribution TN3 7LightVehicleTripDistribution WSPTN1 8TN4:ScopeofHighwayDesignWork TN4 9TN5:M1Junction15 TN5 10TN6:M1Junction15A TN6 11
TN7:A45QueenEleanorGyratoryandWoottonInterchange TN7 12
TN8:A508Corridor TN8 13TN9:LaybyCapacity TN9 14TN10:ImpactsnorthoftheM1includingtheA45corridor TN10 15TN10Addendum TN10A 16TN11:ImpactsatjunctionsalongtheA5076corridor TN11 17Walking,Cycling&Horse-RidingAssessmentReview:AssessmentReport WCHAR1 18
Walking,Cycling&Horse-RidingReview:ReviewReport WCHAR2 19RoadeBypassOptionsReport RBOR 20M1Junction15:SummaryofHighwayOptionsReport M1J15OR 21NSTM2:M1J15NorthamptonGatewaySRFILocalModelValidationReport LMVR1 22
NSTM2:ReferenceCaseForecastReport TMR1 23NSTM2:DevelopmentCaseForecastReport TMR2 24M1J15&J15AVISSIMModel-LocalModelValidationReport LMVR2 25VISSIMModellingSummary VISSIM1 26VISSIMModellingSummary–Proposedsiteaccess VISSIM2 27GeometricDesignStrategyRecord–M1J15&A45improvement,M1J15AImprovement GDSR1 28
GeometricDesignStrategyRecord–A508RouteUpgrade GDSR2 29Stage1RoadSafetyAudit RSA1 30Stage1RoadSafetyAuditResponseReport RSA1RR 31NSTM2:EnvironmentalStatementDataProcessing WSPTN2 32Constructiontrafficassumptionsandcalculations ADC 33RoadtoRailFreightmodalshiftcalculations ADC 34
CHAPTER 12 - PG 5
12.3 PLANNING POLICY CONTEXT
General12.3.1 Thissectionconsidersrelevantnationalandlocalpoliciestogetherwithguidanceontransportand
landuse.
Committed development and infrastructure schemes12.3.2 Themainsiteisnotsubjecttoanyextantplanningconsentsofsignificanceintermsoftraffic
generation.Onthisbasis,noaccountofanyexistinglandusesatthemainsitehasbeentaken.
12.3.3 Thereareasignificantnumberofdevelopmentschemeswithplanningconsentinthevicinityofthesite,whosetrafficeffectsneedtobetakenintoaccount.Inaddition,committedorplannedhighwayinfrastructure,andothermajordevelopmentsitesthatarecurrentlythesubjectofplanningapplicationsbutarenotyetcommitted,havebeenincludedwhereagreedwiththeTransportWorkingGroup.Theseschemes,togetherwithrelevantandpotentialLocalPlanallocationshavebeenincorporatedintotheNSTM2modelling,asexplainedintheReferenceCaseForecastReport(TAAppendix23).
12.3.4 ThecommittedschemesincludetheHardingstoneSUEandDaventryInternationalRailFreightTerminal(DIRFT3),asrequestedbyNorthamptonBoroughCouncilintheirScopingOpinionresponse.TheinclusionoftheproposeddevelopmentatMereLane(reference15/01531/OUT),thethirdsitenotedbyNorthamptonBoroughCouncil,wasdiscussedwiththeTransportWorkingGroup.ItwasagreedthatthiswouldbeaccountedforviaTEMRPOtrafficgrowth,asitwastooremotefromtheProposedDevelopmentsitetorequiresitespecificmodelling.
Relevant Transport Policy12.3.5 Thekeytransport-relatedpoliciesandguidanceofrelevancetotheProposedDevelopmentare
containedwithinthefollowingdocuments:
• NationalPolicyStatementforNationalNetwork(December2014);
• NationalPlanningPolicyFramework(March2012);
• NationalPlanningPracticeGuidance:TravelPlans,TransportAssessmentsandStatementsinDecisionMaking(2014);
• DfTCircular02/2013‘TheStrategicRoadNetworkandtheDeliveryofSustainableDevelopment’;
• WestNorthamptonshireJointCoreStrategyLocalPlanPart1(December2014);
• SouthNorthamptonshireLocalPlanSavedPolicies(December2014);
¶ NorthamptonshireTransportationPlan(March2012),including:
¶ NorthamptonshireRoadFreightStrategy(December2013);
¶ NorthamptonshireMajorRoadsStrategy(December2013)
• NorthamptonshireBusStrategyrequirements(January2013).
• A45/M1NorthamptonGrowthManagementsScheme(March2012);
• HighwaysEnglandRoadInvestmentStrategy2015to2020(March2015);
• DesignManualforRoadsandBridges(DMRB);and
• NorthamptonshireParkingStandards(September2016).
12.3.6 Thepolicyframeworkofthetransport-relatedpolicieslistedabovewhicharerelevantarereviewedinthefollowingsections.
CHAPTER 12 - PG 6
The National Policy Statement for National Network (NPSNN)12.3.7 ThepurposeoftheNPSNNistosetouttheimportanceofdeliveringNationallySignificant
InfrastructureProjects(NSIPs)onthenationalroadandrailnetworksinEnglandtosupportnationalandlocaleconomicgrowthandregeneration.Hence,theNPSNNprovidesdirectionforNSIPs,includingSRFIs,fromaplanninganddesignperspective,whichtheSecretaryofStatewillusetodecidewhethertoconsentNSIPapplications.
12.3.8 TheoverallstrategicaimsoftheNPSNNandtheNationalPlanningPolicyFramework(NPPF)areconsistentduetobothdocuments’over-archingthemetosupportsustainabledevelopment.However,theNPPFisnotintendedtocontainspecificpoliciesforNSIPs.TheNPSNNassumesthatfunctionandprovidestheTransportPolicywhichwillguideindividualNSIPsbroughtunderit.TheNPSNNprovidesguidanceandimposesrequirementsonmatterssuchasgoodschemedesign,aswellasthetreatmentofenvironmentalimpact.
12.3.9 TheGovernment’svisionandstrategicobjectivesforthenationalnetworksisdescribedonpage9oftheNPSNNasfollows: “The Government will deliver national networks that meet the country’s long-term needs; supporting a prosperous and competitive economy and improving overall quality of life, as part of a wider transport system. This means:
• Networkswiththecapacityandconnectivityandresiliencetosupportnationalandlocaleconomicactivityandfacilitategrowthandcreatejobs
• Networkswhichsupportandimprovejourneyquality,reliabilityandsafety
• Networkswhichsupportthedeliveryofenvironmentalgoalsandthemovetoalowcarboneconomy
• Networkswhichjoinupourcommunitiesandlinkeffectivelytoeachother.”
12.3.10 Aprimaryconcernrelatingtothenationalnetworkisthecontinueddependencyonthestrategicroadnetworkas“…congestion is forecast to grow fastest on the strategic road network”(paragraph2.19).Paragraph2.43oftheNPSNNidentifiestheimportanceofSRFIsto“…enable freight to be transferred between transport modes, thus allowing rail to be used to best effect to undertake the long-haul primary trunk journey, with other modes (usually road) providing the secondary (final delivery) leg of the journey”.Paragraph2.44states“The aim of a SRFI is to optimise the use of rail in the freight journey by maximising rail trunk haul and minimising some elements of the secondary distribution leg by road, through co-location of other distribution and freight activities. SRFIs are a key element in reducing the cost to users of moving freight by rail and are important in facilitating the transfer of freight from road to rail thereby reducing trip mileage of freight movements on both the national and local road networks.”
12.3.11 Tofacilitatethismodaltransfer,theNPSNNstatesthatanetworkofSRFIsisneededacrosstheregions,toserveregional,sub-regionalandcross-regionalmarkets.Inallcasesitisessentialthatthesehavegoodconnectivitywithboththeroadandrailnetworks.
12.3.12 TheGovernmenthasthereforeconcludedthat“…there is a compelling need for an expanded network of SRFIs” (paragraph 2.56).
12.3.13 TheNPSNNprovidesspecificadviceforSRFIdevelopment,statingthataprojectwithsignificanttransportimpactsshouldincludeaTransportAssessment,usingtheWebTAGmethodologystipulatedinDfTguidance.IfadevelopmentissubjecttoEIAandislikelytohavesignificantenvironmentalimpactsarisingfromimpactsontransportnetworks,theapplicant’sEnvironmentalStatementshoulddescribethoseimpacts.
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12.3.14 Paragraph5.208states“Where appropriate, the applicant should prepare a travel plan including management measures to mitigate transport impacts. The applicant should also provide details of proposed measures to improve access by public transport and sustainable modes where relevant, to reduce the need for any parking associated with the proposal and to mitigate transport impacts.”
12.3.15 ForschemesimpactingontheStrategicRoadNetwork,paragraph5.209statesthat“…applicants should have regard to DfT Circular 02/2013 ‘The Strategic Road Network and the delivery of sustainable development’ (or prevailing policy).”
12.3.16 RegardingSRFIs,paragraph5.213states:“Projects may give rise to impacts on the surrounding transport infrastructure including connecting transport networks. The Secretary of State should therefore ensure that the applicant has taken reasonable steps to mitigate these impacts. Where the proposed mitigation measures are insufficient to reduce the impact on the transport infrastructure to acceptable levels, the Secretary of State should expect applicants to accept requirements and/or obligations for funding infrastructure and otherwise mitigating adverse impacts on transport networks…”
12.3.17 Paragraph5.215setsoutthat“mitigation measures for schemes should be proportionate and reasonable, focussed on promoting sustainable development”,andatparagraph5.216that“where development would worsen accessibility such impacts should be mitigated so far as reasonably possible” and that “there is a very strong expectation that impacts on accessibility for non-motorised users should be mitigated”.Paragraph5.218setsoutthat“…travel planning should be undertaken for all major developments which generate significant amounts of transport movement”.
12.3.18 HavingregardtotheNPSNN,theproposedSRFIaccessstrategyincludesmeasurestoconnectthemainsitewiththeadjacentcommunityandsustainabletravelnetworkandincludesaseparatepublictransportstrategytoensure,alongwiththemeasuressetoutintheFTP,thattravelbysustainablemodesaremaximisedasfarasispracticable.Highwaymitigationworksareproposedtoreducetheimpactofthedevelopmenttripsonthenearbytransportinfrastructuretoacceptablelevels,withtheproposedM1Junction15andA45improvementsdirectlyrelatedtothesuitabilityofthesitefordevelopmentofanSRFI.
The National Planning Policy Framework (NPPF)12.3.19 Asreferredtoabove,theNPSNN,ratherthantheNPPF,providesthenationalpolicycontextfor
NSIPapplications.However,forcontextwithregardtotransportissuesparagraph32oftheNPPFguidesdecisionmakerstoapplythefollowingkeyprinciples:
• “theopportunityforsustainabletransportmodeshavebeentakenupdependingonthenatureandlocationofthesite,toreducetheneedformajortransportinfrastructure;
• safeandsuitableaccesstothesitecanbeachievedforallpeople;and
• improvementscanbeundertakenwithinthetransportnetworkthatcosteffectivelylimitsthesignificantimpactsofthedevelopment.Developmentsshouldonlybepreventedorrefusedontransportgroundswheretheresidualcumulativeimpactsofdevelopmentaresevere.”
12.3.20 Thereisarequirementtoensurethatdevelopmentgeneratingsignificantdemandfortravelislocatedwhereitcanbeaccessedbysustainabletravelmodesandwhereefficientdeliveryofgoodsandsuppliescanbeaccommodated.
CHAPTER 12 - PG 8
National Planning Practice Guidance (NPPG): Travel Plans, Transport Assessments and Statements in Decision Making
12.3.21 ThisdocumentsetsoutthemethodologyandrequirementsforTravelPlans,TransportAssessmentsandStatementsfordevelopments.IndeterminingwhetheraTransportAssessmentandTravelPlanwillbeneededforaproposeddevelopment,thisdocumentstatesthatlocalplanningauthoritiesshouldtakeintoaccountthefollowingconsiderations:
• theTransportAssessmentandStatementpolicies,andtheTravelPlanpolicies(ifany)oftheLocalPlan;
• thescaleoftheproposeddevelopmentanditspotentialforadditionaltripgeneration;
• existingintensityoftransportuseandtheavailabilityofpublictransport;
• proximitytonearbyenvironmentaldesignationsorsensitiveareas;
• impactonotherpriorities/strategies(suchaspromotingwalkingandcycling);
• thecumulativeimpactsofmultipledevelopmentswithinaparticulararea;
• whetherthereareparticulartypesofimpactsaroundwhichtofocustheTransportAssessmentandTravelPlan(e.g.minimisingtrafficgeneratedatpeaktimes);and
• relevantnationalpolicies,includingthedecisiontoabolishmaximumparkingstandardsforbothresidentialandnon-residentialdevelopment.
DfT Circular 02/201312.3.22 DfTCircular02/2013‘TheStrategicRoadNetworkandtheDeliveryofSustainableDevelopment’
setsoutHighwaysEngland’s(thenHighwaysAgency)policyonhowitwillengagewithlocalcommunitiesandthedevelopmentindustrytodeliversustainabledevelopmentandmaintainingtheprincipalpurposeoftheSRN.
12.3.23 Thepolicyisintendedforallpartiesinvolvedindevelopmentproposalswhichmayresultintrafficorotherimpactsonthestrategicroadnetwork.Theaimofthepolicyistocutunnecessaryredtapeandmaketheplanningprocesssimplerandmorestraightforward.
12.3.24 Paragraph9setsoutthebroadpolicyaimsoftheCircularasitrelatestodevelopmentproposals,statingthat“Development proposals are likely to be acceptable if they can be accommodated within the existing capacity of a section (link or junction)… or they do not increase demand for use of a section that is already operating at over-capacity levels, taking account of any travel plan, traffic management and/or capacity enhancement measures that may be agreed”.
12.3.25 Withreferencetodecisionmakingregardingdevelopments,paragraph9goesontostate“However, development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe”.
12.3.26 Circular02/2013placesanemphasisontheroleofsustainabletravelmodesandtravelplanningasameansofmanagingtheimpactofdevelopmentontheroadnetwork,acknowledgingtherolethatarea-widetravelplaninitiativescanplayto‘free-up’additionalcapacity,sothattraveldemandcreatedbyanewdevelopmentcanbeaccommodated.
12.3.27 Inassessingdevelopmentimpact,theCircularstates,inparagraph33,that“only after travel plan and demand management measure have been fully explored and applied will capacity enhancement measures be considered”.
12.3.28 Intermsofmitigationofdevelopmentimpact,paragraph34statesthat“Where insufficient capacity exists to provide for overall forecast demand at the time of opening, the impact of the development will be mitigated to ensure that at that time, the strategic road network is able to accommodate existing and development generated traffic”.
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West Northamptonshire Joint Core Strategy (JCS) Local Plan (Part 1)12.3.29 TheCoreStrategysetsoutthelong-termvisionandobjectivesforthewholeoftheareacovered
byDaventryDistrict,NorthamptonBoroughandSouthNorthamptonshireCouncilsfortheplanperiodupto2029,includingstrategicpoliciesforsteeringandshapingdevelopment.
12.3.30 Paragraph3.6oftheJCSemphasisesprivatesectorinvestmentis“fundamental to the successful achievement of the spatial vision and objectives through the spatial strategy”
12.3.31 TheJCShasprovided16‘SpatialObjectives’atparagraph4.63,whichprovidethedirectionforthepoliciesoftheJCS,withtherelevantlistedbelow:
• Objective1-ClimateChange
¶ Promotingsustainabledesignandconstructioninallnewdevelopments.
• Ensuringnewdevelopmentspromotetheuseofsustainabletravelmodes.
¶ Objective2-InfrastructureandDevelopment.
¶ Ensuresocial,physicalandgreeninfrastructureisadequatelyprovidedtomeettheneedsofpeopleandbusinessinatimelyandsustainablemanner,inresponsetoregenerationandnewdevelopmentinWestNorthamptonshire.
• Objective3-Connections
¶ Encouragetheuseofsustainabletravelandconsequentlypromotedevelopmentswhichwillmaximisetheuseofalternativetravelmodesinordertocombatcongestion,reducecarbonemissionsandaddresssocialexclusionforthoseinbothruralandurbanareaswhodonothaveaccesstoaprivatecar.
• Objective8-EconomicAdvantage
¶ StrengthenanddiversifyWestNorthamptonshire’seconomybytakingadvantageofWestNorthamptonshire’sinternationallywell-placedlocation,strategictransportnetworkandproximitytoLondonandBirmingham.
12.3.32 TheJSCnotesatparagraph8.16that“…in identifying sites for further strategic distribution development regional advice is that priority should be given to sites that can be served by rail freight and operate as intermodal terminals. At the regional level there is strong support for further rail related strategic distribution development and that further provision should be made in the West Northamptonshire area”.
Northamptonshire Transportation Plan (NTP)12.3.33 ThethirdNTPwasadoptedinMarch2012andsetsoutNCC’slong-termvisionsandobjectives
fortransportandthepoliciestoimplementtheobjectives.TheNTPencompassesaselectionof‘DaughterDocuments’andconsistsofTownandThematicStrategies.TheNTP’sultimateaimistoaccompanytheeffortsoftheLocalEnterprisePartnershipsintheareatosecurethedeliveryoftheJCSandprovideacleartransportstrategyforNorthamptonshire.
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12.3.34 TheoverallvisionoftheTransportationPlanisprovidedatpage17oftheNTP,itstates:“For Transport and Travel to contribute towards making Northamptonshire a great place to live and work, through creating tangible transport options to satisfy individual needs and to encourage more sustainable travel. The transport system will provide fast and efficient movement of people and goods, and will be accessible for all. Expanding networks and capacity of networks in Northamptonshire will be fully integrated into new developments and regeneration areas to support more sustainable communities. Economic growth and prosperity is a top priority for Northamptonshire and connectivity has a vital role to play in encouraging businesses to locate to the area, and getting people to work and services such as education and health, as well as to leisure activities and for shopping. Improved technology and local accessibility will reduce the need to travel, whilst supporting economic growth, within a low carbon environment and Northamptonshire will become an exemplar for the latest developments in information technology, fuel technology, and new forms of transport. The County Council will work in partnership with all stakeholders and the wider community to deliver this transport vision and strategy”.
12.3.35 Thefollowingpoliciesaregivenatpages58and68oftheNTPrelevanttotheProposedDevelopment. “StrategicPolicy2:WewillsupporttheintroductionofeffectiveandattractivesustainabletransportoptionsthatwillencouragelastingmodalshiftinNorthamptonshire.Wehavesettwotargetsformodalshift,basedon2001Censusjourneytoworkdata,toachieveby2031:
• A reductionof5%insingleoccupancycarjourneystoworkfromtheexistingbuiltupareasofthetowns.
• Areductionof20%insingleoccupancycarjourneystoworkfromnewdevelopments.” “Strategic Policy 3: We will ensure that all new developments are well connected by public transport and walking, cycling and motor vehicles routes, to the existing transport network or one that can be reasonable expected to be created – this will allow ease of movement between the development and existing built up areas and provide access to employment and key services.” “Strategic Policy 19: We will work to improve journey times and reliability on the highway and rail networks in order to increase the efficiency of freight movements and facilitate the local economy to grow.”
Northamptonshire Road Freight Strategy (NRFS)12.3.36 NorthamptonshireRoadFreightStrategy(NRFS)isa‘daughterdocument’oftheNTPand
prioritisestheexistingroadfreightimplicationsandmeasuresrequiredtomitigatesuchimpacts.
12.3.37 Inthestrategiccontext,theNRFSstatesatpage15that:“The continuing choice of Northamptonshire as a location for distribution activity is dependent on continuing good transport links. Congestion causes delay and leads to unreliability in journey times, which has far-reaching negative consequences for distribution operation. The performance of the strategic road network is therefore of critical consequence. If, or when, it becomes severely congested it poses a threat that could lead to companies re-locating elsewhere. It can also cause rat-running on to less suitable routes”.
12.3.38 TheNRFSprovidesrelevantmaterialtotheProposedDevelopmentbecausetheStrategicRoadFreightNetworkidentifiestheA45,A508,andA43locatedtotheimmediatenorth,east,andsouthofthemainsiteas‘strategiclorryroutes’.Consequently,theserespectiveroutes,aswellastheM1Motorway,areprominentcorridorsforheavygoodsvehicles(HGV)movementswithinNorthamptonshire.
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12.3.39 TheNRFScontributestoNorthamptonshire’svisiongivenatpage12,to“encourage the sustainable distribution of goods through minimising road based travel and the associated environmental impacts of road haulage, whilst maintaining economic efficiency and helping to improve the quality of life for the residents of Northamptonshire”.
12.3.40 TofulfilNorthamptonshire’svisionofanenhancedroadfreightnetwork,theNRFShassetoutatpage12sixobjectiveswhichwillprovidetheframeworkofthedocument:
• Tomitigatemeasuresrelatedtogrowingdemand;
•
• ToaddresstheproblemscausedbyHGVtrafficinbothurbanandrurallocationsandtoreducetheimpactofHGVsonlocalcommunities,especiallyconcerningovernightlorryparking;
• Toinfluencemovementpatternsandencouragesustainabledistributionwithinthecounty;
• Toencouragecommercialandeconomicgrowth;
• ToreducetheenvironmentalimpactoffreightmovementandreducetheimpactofHGV’soninappropriateroutese.g.ruralareas,areasinAirQualityManagementAreas(AQMAs),andareaswithweightrestrictions;and
• Tomanagethenetworktoprovideeaseofmovementthroughthecountyandtoreducetheimpactsofcongestionand‘lostproductivetime.
12.3.41 Further,theNRFSdrawsoutatpage19theconstraintsandchallengesposedbysolelyroadfreightmovement,whichinclude:
• TheimpactsontheSRNas“lorries are the primary cause of road deterioration”
• Problemsrelatedto“link speeds, patterns and types of accidents”
• Challengestolocalareasnotably;“pick-up and delivery impacts, parking, noise and vibration emission, bridge strikes and queuing to access delivery sites”.
12.3.42 Therefore,therelevantconstraintsofpurelyroadfreightoperationslistedaboveemphasisesthe “ability to move freight by rail is crucial to the economy”(page21)whichistobecomemoreprominentwiththerequirementsofreducingemissionsandcongestion.
Northamptonshire Major Roads Strategy12.3.43 TheNorthamptonshireMajorRoadsStrategyisa‘daughterdocument’oftheNTPand
concentratesonthemainroadsoutsideourlargertowns,andcomplementstheTownTransportStrategieswhichcovertheroadnetworkwithinthelargertowns.
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12.3.44 TheNorthamptonshireMajorRoadsStrategyshowshowtheMajorRoadsStrategytiesinwiththesixover-archingNorthamptonshireTransportationPlanobjectives.Notably,thedocumentoutlinesatpage10:
• Investmentinthehighwayinfrastructurewillbeimportanttomeetthetransportdemandsofthefuture,includingthosearisingfromnewdevelopment;
• Highwayimprovementshelptodiscouragetrafficfromusingunsuitablerouteswhichhaveanadverseeffectonlocalcommunities;
• Highwayimprovementswillbeplannedtomakesuitableprovisionforallroadusers,notjustthecar;
• Highwayimprovementscanhaveasignificantimpactonbusiness,byshorteningjourneytimesandimprovingjourneytimereliabilityforkeymovements;
• Highwayimprovementscanhelptoreducecongestionandtheenvironmentalimpactoftraffic;and
• Highwayimprovementsneedtobedevelopedthatofferthebestvalueformoneyintacklingtheproblemsidentified.
Northamptonshire Bus Strategy12.3.45 TheNorthamptonshireBusStrategyisa‘daughterdocument’oftheNTP.Page7ofthe
NTPoutlinesthat“Expanding networks and capacity of networks in Northamptonshire will be fully integrated into new developments and regeneration areas to support more sustainable communities”.
12.3.46 Therefore,assetoutatpage10,theNorthamptonshireBusStrategyaimsamongstotherobjectivesto“increase the attractiveness of bus travel to encourage modal shift and allow the housing growth proposed in the county to be accommodated”.Indoingso,thebusnetworkwillprovidebenefitssuchasreducedcongestionandcarbonemissions,andthebenefitsfromensuringpeoplecanhavegoodaccesstojobsandservicesandcontributetotheeconomy.
12.3.47 ItoutlinesthatinallproposalswhereTransportAssessmentsarerequired,developersshallclearlysetoutthenumberoftripsexpectedtobegeneratedbyeachmode,includingbybus.Crediblemodeshares,whencomparedwiththeexistingcensus-deriveddataforjourney-to-workmode,shouldbesetout,havingregardtothelevelofaccesstohighqualitybusservices.
A45/M1 Northampton Growth Management Scheme (NGMS) 12.3.48 HighwaysEngland(formerlytheHighwaysAgency)inpartnershipwithNCCandotherlocal
authoritiesinwestNorthamptonshireundertookastudyoftheA45/M1aroundNorthampton.Followingconsiderationoftheforecaststrategicroadnetworkimpacts,itwasconcludedthattheA45/M1NorthamptonGrowthManagementScheme(NGMS)shouldbeimplemented.
12.3.49 CentraltopotentialimpactsofdevelopmentsontheStrategicRoadNetwork(SRN)isastudybythethenHighwaysAgencyoftheSRNaroundNorthampton,notablytheM1andA45.Asreportedatparagraph2.2,thestudyconcludedthat“…there is no feasible and environmentally acceptable solution to accommodating potential peak period traffic demand through large scale capacity improvements to the A45 and its numerous junctions”.
12.3.50 ThestudydeterminedtheNGMSshouldbeputintooperationtosatisfactorilycaterfortheprojecteddevelopmentgrowth(to2026).Paragraph2.3statesthatthe“NGMS has been designed to ensure that vehicular access and egress onto the SRN is managed effectively and that the safety and free flow of traffic on the A45 and M1 is maintained over the plan period”
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12.3.51 TheNGMSincludesalistofproposedschemes(Annex1)whichwillformulatetheoverallstrategyforimprovementstotheA45/M1corridor,consequentlyaccommodatingfuturedevelopmentsandmitigatingtheimpactsofthepotentialincreaseoftrafficflowsoftheSRNintheNorthamptonarea.The schemes comprise:
• M1J15:
¶ Rampmeteringonnorthboundon-slip
¶ ExittoA45expandedfromtwotothreelanes
¶ CreationoffourthlanetotheM1southboundoff-slip
¶ Roadmarkingstobeupgradedfortheeasternbridgesection.
• A45WoottonInterchange:
¶ Rampmeteringtobeintroducedforthenorthboundon-slip.
• A45QueenEleanorInterchange:
¶ UpgradedMOVAtrafficsignalssystemtobeproposedforallexistingtrafficsignals.
¶ Introducerampmeteringforthenorthboundandsouthboundon-slips
¶ Forthenorthboundon-slip,theshortmergewillberemovedandtrafficwillaccess the A45mainlineonlythroughthelanegainfacility
¶ LondonRoadapproachtobesignalised(includingcirculatorycarriageway)
¶ WideningNewportPagnellRoad(B526).
• A45BrackmillsInterchange:
¶ UpgradedMOVAtrafficsignalssystemforallexistingtrafficsignals
¶ TrafficsignalsatboththeCaswellRoadapproachandentrytotheA45southboundon-slip(fromPavilionDrive).
• A45BarnesMeadowInterchange:
¶ Rampmeteringonnorthboundon-slip
¶ RemovalofshortmergeandtrafficcanonlyaccessA45mainlinethroughthenorthboundlane gain facility
¶ MOVAcontrolledtrafficsignals.
• A45LumbertubsInterchange:
¶ UpgradedMOVAcontrolledtrafficsignalssystemtobeproposedforallexistingtrafficsignals
¶ Rampmeteringtobeplannedforbothnorthboundandsouthboundon-slips
¶ Removalofshortmergeonsouthboundon-sliproadmeaningtrafficcanaccesstheA45mainlineonlythroughthelanegainfacility.
• A45GreatBillingInterchange:
¶ Rampmeteringatbothnorthboundandsouthboundon-slips
¶ MOVAcontrolledtrafficsignals.
12.3.52 TheA45/M1NGMSMemorandumofUnderstandingprovidesanagreedbasisforsupportingthefundinganddeliveryoftheNGMS,includingthroughnegotiatedcontributionssecuredbySection106planningobligations.ItisanagreementbetweenHighwaysEngland,NCCandtheLocalPlanningAuthorities.
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12.3.53 ExceptfortheworksatM1Junction15(whicharenotincludedfollowingadvicefromHighwaysEngland),allotherNGMSworksareincludedforintheNSTM2.
Highways England Road Investment Strategy (2015-2020)12.3.54 ThepurposeofHighwaysEngland’sFirstRoadInvestmentStrategy(RIS1)istofocusonthe
StrategicRoadNetwork(SRN)byoutlining“thefoundationsforabetterfuture–foundationsonwhichfutureRoadInvestmentStrategieswillbuild,aswestrivetoachieveourvisionofarevolutionisedSRNthatwillunderpinprogressandprosperityforgenerationstocome”(page9).
12.3.55 TheRIS1highlightstheimpactofincreasedcongestionontheSRN,includinganannualcostof£3.7billionforthefreightindustryandindicated“traffic density on UK motorways is 113 million vehicles per mile of road compared to 47 million in Germany and 39 million in France”(page19).
12.3.56 Therefore,centraltoRIS1isthe£15billioninvestmentwhich“has been committed to road investment between 2015 and 2021, with annual funding on enhancements tripling to £3 billion per year by 2021”(page19).
12.3.57 BelowliststheschemesinvicinityofthesitethataredescribedinthecurrentRIS2015to2020:
• M1Junctions13to19-TheschemeupgradestheM1toSmartMotorwaybetweenJunction13(MiltonKeynesSouth)andJunction19(M6Catthorpeinterchange).Itinvolvestheconversionofthehardshouldertocreateanewadditionalpermanenttrafficlane,increasingcapacitytoreducecongestion.Junction16to19oftheworksiscomplete,andconstructionofJunctions13to16isduetobeconstructedbetweenJune2018andMarch2022.
• ImprovementtotheAbthorpejunctionontheA43nearTowcester.AlongwiththeA5Towcesterreliefroad,theschemesupportstheTowcestersouthernextensionandhelpsremovetrafficfromthecentreofthetown.Thisschemeiscompleted.
• A5TowcesterReliefRoad(schemecommittedsubjecttoothercontributions)-AnewlinkroadtothesouthofTowcester,agreedaspartoftheTowcestersouthernexpansion,allowingtraffictobypassthetowncentre.
• A45/A6ChownsMilljunctionimprovement(schemenewlyannouncedinthisRIS)-UpgradeoftheChownsMilljunctionbetweentheA45andA6inNorthamptonshire.
• A45ThrapstontoStanwick(schemedevelopedfornextroadperiod)-UpgradingtheexistingsinglecarriagewaysectionoftheA45betweenStanwickandThrapston,sotheA45canprovideacontinuousExpresswaybetweentheA14andtheM1.
12.3.58 Inadditiontotheabove,HighwaysEnglandannounceda£220millionfundinMarch2017forjunctionupgrades,roundaboutimprovementandbettertrafficsignallingfortraffichotspots.Thisinclude£3.3millionforimprovementstotheA5/A508OldStratfordroundabout.DetailsofthisschemewereobtainedfromHighwaysEnglandandareincludedintheNSTM2.
Design Manual for Roads and Bridges (DMRB)12.3.59 ThepurposeoftheDMRBistoproviderequirements,adviceandguidelinesfortheSRNand
isthereforemandatoryforallworksundertakenonmotorwayandallpurposetrunkroads.InpreparingtheproposedhighwaymitigationworksassociatedwiththedevelopmenttheDMRBhasbeenappliedincludingrelevantInterimAdviceNotes(IANs).
12.3.60 ThedesignstandardstobeusedfortheassessmentanddesignfortheDCOsubmissionwereagreedwiththeTransportWorkGroup,assetoutinTN4(TAAppendix9).
CHAPTER 12 - PG 15
Northamptonshire Parking Standards (September 2016)12.3.61 NCCadoptednewparkingstandardsinSeptember2016.Thepreviouscountywideparking
standardsappliedamaximumcarparkingspaceallowance,ascarparkingwasusedasademandmanagement tool.
12.3.62 TheaimsoftheSeptember2016parkingstandardsdocumentareprovidedatpage2,andinclude“to support the provision of sufficient, usable parking within development without compromising highway safety whilst supporting good design and sustainable travel.”Thenewstandardsthereforeprovidedminimumcarparkingrequirements.ThenewstandardsaretherelevantguidancefortheProposedDevelopmentandhavethereforebeenapplied.
Overall Compliance with Policy12.3.63 TheProposedDevelopmentandsupportingtransportdocumentslistedatTable12.2havebeen
developedwithdueregardtotheabovepolicydocuments,withemphasisgiventotheguidancesetoutintheNPSNN.TheproposalsincludeimprovementsandalterationstoboththeSRNandlocalhighwaynetwork,aswellastosustainableinfrastructureandtransportservices.
12.3.64 Thepolicydocumentsstatethatdevelopmentshouldbesitedinsustainablelocationswithaccesstoexistingfacilitiesandservices.InthecaseofanSRFIitisalsonecessarytoidentifyasuitablelocationtoprovidetherequiredconnectiontotherailfreightnetwork,withexcellentconnectionstotheSRN.TheProposedDevelopmentsiteachievestheserequirementsand,assuch,meetswiththeGovernmentObjectivesinNPSNNandthenational,regionalandlocaltransportpoliciesandobjectivessummarisedinthissection.ItcanthereforebeconcludedthattheProposedDevelopmentmeetsrelevantpolicyguidelinesandspecificrequirementsintermsoftransport.
12.4 BASELINE CONDITIONS
Site location and context12.4.1 ThelocationoftheProposedDevelopmentindescribedinChapter2ofthisES.Theexistingand
committedpedestrian,cycle,publictransportandhighwayinfrastructureisdescribedindetailatChapter3oftheTA(Appendix12.1).
12.4.2 AsthemajorityoffreightintheUKismovedbyroad,theNSPNNstatesthatproposedSRFIshouldhavegoodroadaccess,asthiswillallowrailtoeffectivelycompetewith,andworkalongsideroadfreighttoachieveamodalshifttorail.Themainsiteisinastrategicallysignificantlocationforlogisticsanddistributionactivityand,beingadjacenttoJunction15oftheM1,itprovidesexcellentroadconnectionopportunitieswiththerestoftheUK,viatheM1,M6,A45,A14andA43.ThesiteisalsoexcellentlylocatedinrelationtothestrategicfreightroadnetworkinNorthamptonshire,whichinadditiontotheSRN,includesthestrategiclorryroutesoftheA508,A428,A509,A43(northofNorthampton),andtheA6.
Baseline highway network conditions
M1 Motorway12.4.3 TheM1Motorwayisastrategicrouteforlocal,regionalandinternationaltrafficandplays
animportantroleasadirectmotorwaylinkbetweenthenorthandsouthandamajorrouteconnectingsomeofthelargestconurbationsintheUK.NearJunction15itcomprisesastandard3-lanemotorwaywithhardshoulders.ThissectionoftheM1iscongestedduringtheweekdaymorningandeveningpeakhoursandatothertimeswhentrafficflowsareheavy.
CHAPTER 12 - PG 16
12.4.4 TothenorthoftheProposedDevelopment,HighwaysEnglandhasrecentlycompletedworkstoup-gradetheM1betweenjunctions19to16,toalllanerunningaspartoftheHighwaysEnglandSmartMotorwayProject,whichwillreducecongestionofthissectionoftheM1.Tocomplementthatscheme,HighwaysEnglandhaveconfirmedworkstoextendalllanerunningtoincludeM1Junctions16to13,thiswilltaketheformof4lane“alllanerunning”alongwith“throughjunctionrunning”(4laneswithnohardshoulder)ofM1Junctions15and15A.TheSMPisprogrammedtobeconstructedbetweenJune2018andMarch2022.However,whilsttheworksmayincludereconfigurationoftheslip-roads,theydonotincludeimprovementstothejunctionsthemselves.
M1 Junction 1512.4.5 M1Junction15isatear-droparrangementincorporatingaseriesoftightradii.Theconstrained
geometryandhightrafficdemand,particularlyduringpeaktimes,meansthejunctionisoftenveryheavilycongestedwithpeaktimequeuingontheA45andA508approachestothejunctioncommon place.
12.4.6 TheM1off-slipsandA45approachtoJunction15arecontrolledbytrafficsignals,withtheA508andSaxonAvenueapproachesoperatingunderagivewayarrangement.Thejunctioncanbedifficulttonavigateandthelaneallocationaroundthethree-lanecirculatingcarriagewaysattheA508andA45approachesareconfusing;forexample,vehiclesfromtheM1northboundoff-slipcanturnrightinallthreelanesdespitetherebeingtwoexitlanesontoM1northbound,whilstvehiclesfromthebridgecanonlyturnrightintwolanes,makingitdifficultforvehiclesattheA508givewaylinetojudgeentryontotheroundabout.
12.4.7 HighwaysEngland,aspartoftheirM1/A45NGMShaveidentifiedanimprovementschemeforJunction15.Theschemecouldpotentiallyprovideacapacityimprovementofaround9%atthejunction.However,thiswouldstillleavethejunctionovercapacityatcurrenttrafficlevels,andHighwaysEnglandadvisedthatthereisnocertaintywhetheranimprovementatJunction15wouldbedeliveredandthatthisschemeshouldnotbeincludedwithintheNSTM2.
M1 Junction 15A12.4.8 M1Junction15Aisagrade-separateddumb-bellinterchangewithnorthernandsouthern
roundaboutsconnectedbyadualcarriagewaylinkroadwhichpassesunderneaththeM1mainline.M1Junction15AconnectstheA43tothesouthandtheA5123tothenorth,whichprovidesaccesstoNorthampton.M1Junction15AalsoprovidesaccesstotheSwanValleyindustrialestateandtheNorthamptonServiceStationviaaseriesofconnectedroundabouts.
12.4.9 Atpeaktimes,theM1northboundandsouthboundoff-slipsaresusceptibletocongestion,withqueueinganddelayexperiencedontheM1northboundoff-slipespecially.QueuingontheA5123andA43approachesislesssignificantinbothpeakperiods.
A4512.4.10 TheA45LondonRoadformsthemainarterialroutebetweentheM1,NorthamptonandtheA14
andisofdualcarriagewaystandardthroughoutthelocality.ItissubjectgenerallytothenationalspeedlimitbeyondtheimmediateconfinesofM1Junction15,whereitissubjecttoa40mphspeedlimit.Theroadcarrieslargevolumesoftrafficthroughoutthedayandisparticularlybusyduringpeaktimes.
12.4.11 TheNGMSrecognisestheimportanceoftheA45inhelpingtosupportgrowthandsustaintheeconomythroughouttheregion.ItisagreedwiththeneighbouringplanningauthoritiesandNCCforitsfuturemanagementandsafe-guarding.Theproposalscompriseaseriesofdemandmanagementmeasuressuchassignalisationandramp-meteringtolimitcongestionalongtheA45atpeaktimes.TheNGMScontainsonlylimitedproposalsforimprovingM1Junction15,andasdescribedabove,HighwaysEnglandhaveadvisedthatthereisnocertaintywhenthatimprovementwouldbedelivered,asotherNGMSjunctionshavebeenidentifiedaspriorities.
CHAPTER 12 - PG 17
12.4.12 Asaresult,andtheexclusionofanyimprovementsatM1Junction15fromtheSmartMotorwayProject,M1Junction15willinevitablybecomemorecongestedinthefuture
A50812.4.13 TheA508formsthelinkwiththeA5tothesouthandM1Junction15tothenorth.Itbisectsthe
villageofRoadeandpassesadjacenttothesmallervillageofGraftonRegis.
12.4.14 Itisasinglecarriagewayroadandisanimportantpartoftheprincipalroadnetwork,formspartofthestrategicfreightroadnetwork,andithasbeenidentifiedintherecentDfTconsultationaspartoftheproposedMajorRoadNetworkforEngland.TheA508alsoformspartoftheSRNemergencydiversionroutefortheM1andA5.
12.4.15 ThespeedlimitvariesalongtheA508,withthenorthernandsouthernsectionsoftheroadgenerallyderestricted,with30mphspeedlimitspresentthroughRoadeandGraftonRegis,anda50mphspeedlimitonthesectionstothenorthandsouthofRoade,wherethereisahigherconcentrationofbendsandpriority-controlledjunctions.
12.4.16 TothesouthoftheMainSite,BlisworthRoad(becomingCourteenhallRoadtothewest)formsasimplepriority-controlledT-junctionwiththeA508.DriversturningrightfromtheA508intoBlisworthRoadblocksouthboundtrafficontheA508,leadingtoqueuingtrafficanddelays.ThereisaconcernfromresidentsthatdriversuseBlisworthRoadto‘rat-run’betweentheA508andtheA43andviceversa,passingthroughBlisworthvillage.
12.4.17 TothesouthoftheMainSite,theA508passesthroughthevillageofRoade,wherethealignmentisconstrainedattheStratfordRoad/HighStreetmini-roundaboutandoverthenarrowrailwaybridgeovertheWestCoastMainLine(WCML).Stop-starttrafficisfrequentlyseenandatpeaktimesqueuesofstationarytrafficcanquicklydevelop.HGVstravellinginopposingdirectionsontheA508bridgeovertherailwayareoftenobligedtogivewaytoeachotherastheyarenotabletopasssafelyonthebridgestructureitself.
12.4.18 QueuesurveysundertakeninSeptember2016attheA508/HighStreetmini-roundabout,recordedconsistentqueuingofupto100metresduringthemorningpeakhourontheA508southboundapproachtothejunction.Duringtheeveningpeakhour,queueingwasmoretransient,reachingupto155metresontheA508southbound,andupto60metresontheA508northboundovertherailwaybridge
12.4.19 QueuingwasalsoobservedatontheA508ineachdirectionattheA508simplepriority-controlledT-junctionwithHydeRoad,particularlyduringthemorningpeakhouraround3o’clockintheafternoon,whenitislikelythatthenearbysignalcontrolledcrossingwasbeingused.
12.4.20 HydeRoadprovidesaccesstothewestsideofRoade,whichisaccessedbyafurtherbridgeovertheWCML.TothewestHydeRoadbecomesBlisworthRoadtowardstheoutskirtsofthevillage.BlisworthRoadthenbecomesKnockLane,whichtothewestformstheminorarminasimplepriority-controlledT-junctionwithStokeRoad.
12.4.21 TothesouthofRoade,theA508hasastaggeredcrossroadsjunctionwiththeC26RookeryLaneandAshtonRoad.Immediatelytothesouthofthejunction,thereareaseriesofbendsintheA508,whichisaknownaccidenthotspot.
12.4.22 TothesouthofRookeryLane,theA508formsthemajorarminapriority-controlledjunctionwiththeC85PuryRoad,whichprovidesalinkthroughtotheA5.AghostlandrightturnharbouragefacilityisprovidedatthejunctionforrightturnmovementsfromtheA508toPuryRoad.TheentirelengthofthePuryRoad,betweentheA508andA5,issubjecttoa7.5Tenvironmentalweightrestriction,exceptforaccessforloading.
CHAPTER 12 - PG 18
Baseline Conditions for Walking, Cycling and Equestrians 12.4.23 TheexistingconditionsforpedestriansandcyclistaredescribedindetailintheWalking,Cycling
&HorseRidingAssessmentReport(TAAppendix18).TheWCHARAssessmentReportdescribesthepedestrian,cyclistsandequestrianfacilitieswithinthevicinityoftheProposedDevelopment,includingpublicrightsofway(PRoW).
12.4.24 Collingtree,MiltonMalsorandGrangeParkfallwithinthe2kmwalkingdistanceoftheMainSiteandpartsoftheSouthNorthamptonsustainableurbanextension,whichisacommitteddevelopmentofsome1000dwellings,wouldalsobewithinwalkingdistanceofthesite.
12.4.25 AlargepartofsouthernNorthamptonwouldbewithincyclingdistanceoftheMainSite,aswouldseveralofthesurroundingvillages,includeRoadetothesouth.NorthamptonRailwayStationisapproximately6kmcyclefromthemainsite,whichisanacceptablecycledistanceforregularcommuters.
12.4.26 PublicfootpathsKX13andKX17runthroughthemainsite.PublicfootpathKX13andKG5providesaconnectionfromHighStreet,inCollingtree,overtheM1viaanexistingbridgeandacrosstheSRFIsitetowardstheA508.KX17linkswithpublicfootpathKX13whichalsocrossestheSRFIsite,linkingwiththeexistingbridgeovertheWCMLrailway.FootpathKX13linkswithfootpathRD1,providingaccesstoBlisworth.
12.4.27 TheexistingbridlewaysincludingBridlewaysKG1,KG2,LD6andLD7arelocatedtotheimmediatenorthoftheSRFIsite.ThesequenceofbridlewayslinksCollingtreewiththenetworkofcyclewayswithinEastHunsbury,en-routetoNorthamptonandformpartoftheNorthamptoncycleroutenetwork.
12.4.28 ThereareanumberofexistingPRoWsinthevicinityofRoadethatwouldbeeffectedbytheproposedRoadeBypass.ThesearepublicfootpathsKZ30,KZ19,KZ2a,RZ3andpublicbridlewaysKZ10/RZ1andRZ6locatedonthewesternsideofthevillage.
12.4.29 AtM1Junction15asharedusefootway/cyclewayisprovidedalongthewesternsideofthejunction,connectingwiththeshortsectionoffootway/cyclewayonthewesternsideofA45andtheexistingfootwayprovidedalongthewesternsidetheA508.Aseparatefootway/cyclewaylinkisprovidedacrosstheA45onthenorthernpartofJunction15,toconnectwiththefootway/cyclewayonthenorthernsideofSaxonAvenue.AnarrowfootwayisprovidedontheeasternsideoftheA45asfarnorthaspublicfootpathLF2.ExceptfortheM1northboundon-slip,whichisprovidedwithacontrolledsignalisedcrossing,allothercrossingsatthejunctiondonothavetheirowndedicatedsignal,butcanbecrossedona‘walkwithtraffic’basis(i.e.whenthemaintrafficsignalsareonred).
12.4.30 TothenorthoftheA45/WateringLanejunctionasharedusefootway/cyclewayisshownontheNorthamptonCycleMaptothenorthofWateringLane,alongsidethewesternsideoftheA45.ItconnectsWateringLaneintothewiderNorthamptoncyclenetwork.However,tothenorthofM1Junction15thecurrentfacilityterminatesattheA45laybyandthereforethereisnoconnectioncurrentlyprovidedbetweenM1Junction15andfacilitytothenorthofWateringLane.
12.4.31 Thereisnetworkofcyclefacilitiesand‘AdvisoryRoutes’withinEastHunsburythatprovideonwardsconnectiontoNorthamptonandareaccessibleviaCollingtree.ThereisalsoanetworkofcyclefacilitieswithinGrangePark,providingonwardslinkstotheWoottonandHardingstoneresidentialareas.
12.4.32 NCNRoute6islocatedtotheeastoftheMainSite.TherouteencompassesQuinton,Hardingstone(includingtheHardingstoneSUE),andBrackmillsIndustrialEstate,en-routetoNorthamptontowncentre.
CHAPTER 12 - PG 19
12.4.33 Therearenowalking,cyclingorhorse-ridingfacilitiesprovidedatM1Junction15A.However,thereisanexistinguncontrolledatgradecrossingpointontheA43approximately70msouthofthejunction,linkingpublicfootpathKX2withLA13.ThecrossingislocatedweretheA43northboundapproachisproposedtobewidenedtoaccommodateanadditionalflaredlane.
12.4.34 TheGrandUnionCanalislocatedtothewestofthestudyareaandprovidesatowpathrouteconnectingMiltonKeyneswithNorthampton.Therearecurrentlynodedicatedoff-roadcyclefacilitiesprovidedontheA508orwithinRoade.
12.4.35 SignalcontrolledcrossingsareprovidedontheA508atthreeseparatelocationswithinRoadeprovidingpriorityforpedestrianswishingtocross.AnumberofatgradepedestriancrossingswithcentralrefugesarealsoprovidedwithinRoadeallowingpedestrianstocrosstheA508intwostages.
12.4.36 AnarrowfootwayisprovidedonthenorthernsideoftheC26RookeryLanelinkingthefootwayonthewesternsideoftheA508attheA508/RookeryLane/AshtonRoadjunction,withthoseprovidedwithinStokeBruerne.TherearenofootwaysprovidedontheeasternsideoftheA508ortheC26AshtonRoad.
12.4.37 FootwaysareprovidedoneachsideoftheA508inalongitsfrontagewithGraftonRegis,butnopedestriancrossingfacilitiesareprovidedonA508.TothesouthofGraftonRegisthereisnofootwayontheA508untilthejunctionforYardleyGobion
12.4.38 Thereisacontinuous,butnarrow,footwayalongthewesternsideoftheA508fromM1Junction15tothebridgeovertheGrandUnionCanal,nearStokeBruerne,whereitthenswitchestotheeasternsideforapproximately600m.Beyondthis,anduntilthePuryRoadjunction,thereisnofootwayontheA508,althoughacontinuouslinkbetweenthetwopointsisprovidedbyafootwayalongsidetheadjacentaccessroad.AtthePuryRoadjunctionthefootwaycrossesbackovertothewesternside,fromwhereacontinuousfacilityisprovidedlinkingwithGraftonRegis.
12.4.39 Overall,therearesomeopportunitiesforpedestriantravelassociatedwiththeProposedDevelopment,butthesewillberelativelylimitedduetotherestrictednumberofresidentialareaswithinanacceptablewalkingdistance.Pedestrianjourneyswillhowevercontinuetoplayanimportantrole,aspromotingsustainableintegratedtransportinvolvesprovidinggoodpedestrianlinkstopublictransportfacilities.Therearegoodopportunitiesforcycletravelassociatedwiththemainsite,withalargepartofsouthNorthamptonfallingwithinanacceptablecyclingdistance.
12.4.40 TheM1couldhoweverprovideabarriertotraveltoandfromthenortheastofthemainsite.ThedevelopmentshouldthereforeexaminetheopportunitiestoimproveandenhancetheexistinglinksovertheM1bridgeconnectingwithHighStreetinCollingtreeandatM1Junction15.
Baseline Public Transport Conditions12.4.41 TheexistingpublictransportservicesnearthemainsitearedescribedinthePTS(TAAppendix2).
12.4.42 Atpresent,theMainSitehaslimitedaccessibilitybybus,withServices33/33a,X4andX7operatingalongtheA508andpassingbythemainsite.TheX4andX7arebothexpresslimited-stopservices,withtheneareststoptothemainsitebeingnorthofRoade.Theservicesbeginoperationjustafter0630hoursandfinishbefore2100hours.The33/33Aisafrequentstopservicethatrunshourly(combined)between0900hoursand1800hours,servingstopstothesouthofthemainsiteneartheA508/Blisworth(Courteenhall)Roadjunction.
CHAPTER 12 - PG 20
12.4.43 ThismeansthattherearenoservicesoperatingbytheMainSiteat0600hoursand2200hours,whicharekeyshiftchangesfortheProposedDevelopment.Publictransportaccessibilityisbetterduringtheday,withatraveltimeoflessthan30minutestoNorthamptonTownCentre.However,inlinewiththeNorthamptonshireBusStrategyrequirements,anhourlyservicewillnotbeadequatetomeettheneedsofemployeesandmakepublictransportanattractivealternativetotheprivatecar.AcomprehensivestrategytoensurethatthedevelopmentsiteisaccessiblebybusisthereforeproposedinthePTS.
12.4.44 ThenearestrailwaystationtothesiteisNorthampton,ontheWCMLloopfromBirminghamtoLondon.Thereisatrafficfree/lightlytraffickedcycleroutetothestationalthoughitisapproximately6kmfromtheNorthamptonGatewaySRFIsite.TherailwaystationisservedbyagoodservicetoandfromRugby,atleastevery20minutesatpeaktimes,togetherwithdirecttrainstoLondonandBirmingham.TheopportunitywillthereforeexistinthefutureforstafftotravelbytraintoNorthamptonandcompletetheirjourneyeitherbycycleorviatheconnectingbusservices.
Baseline Highway Safety Conditions12.4.45 AnassessmentoftheaccidentdataontheroadnetworkimpactedbytheProposedDevelopment
hasbeenundertaken.ThisisreportedinthePersonalInjuryAccident(PIA)AssessmentreportprovidedatAppendix3oftheTA.
12.4.46 TheassessmentidentifiesthefollowingclustersandtrendsinPIAsthatsuggestexistingproblems:
• M1Junction15-aclusterofsixPIAsattheM1southboundoff-slip/A45northboundexitatthejunction,indicativeofcongestedtrafficconditions.
• M1Junction15-aclusteroffourPIAsontheA508northboundapproachtothejunction,comprisingacombinationofrearendshutandcollisionsonthecirculatorycarriagewayandatthegiveway.
• M1Junction15A-aclusteroffivePIAsontheA43eastboundapproachtothesouthernroundabout,andaclusterofthreePIAsonthecirculatorycarriagewaypassingthisapproachtowardstheA43north.
• QueenEleanorInterchange–smallclustersofPIAsoneachapproachtothejunction,indicativeofthebusyconditionsattheinterchange.
• A45–drivererrorwasaprominentfactor,includingsuddenbreaking,rearendshuts,andtravellingtoofastfortheroadconditions.
• A508/BlisworthRoad(Courteenhall)junction–aclusteroffourPIAsatthejunction,includingonedriverturningrightintotheBlisworthRoadinaninappropriategapinnorthboundtraffic,andtworearendshutsontheA058associatedwithtrafficbeingheldupatthejunction.
• A508bendtosouthofBlisworthRoad(CourteenhallRoad)–aclusteroffourPIAs,threeofwhichrelatetolossofcontrolanddriverstravellingtoofastoftheroadconditions.
• A508bendssouthofRookeryLane/AshtonRoadcrossroads-aclusterofaccidentsonthebendstothesouthofthecrossroads,suggestingatrendofdriverstravellingtoofastinadverseroadconditions,asthemajorityofthePIAsoccurredinwet/damporfrost/icyroadsconditions.
• A43/TowcesterRoad–aclusteroffourPIAs,allinvolvingvehiclesturningrightfromtheA43intoTowcesterRoad.
12.4.47 AttheremainingPIAstudyareas,theassessmentdidnotidentifyanyspecificlocationsortrendswheretheProposedDevelopmentcouldexacerbateexistingtrafficsafetyissues.
12.4.48 RoadsafetyoftheproposedhighwayimprovementshasbeenconsideredviatheStage1RoadSafetyAuditprocessandDesignTeamResponseReportwhichareincludedatAppendices31and32oftheTA.
CHAPTER 12 - PG 21
12.5 ASSESSMENT OF LIKELY SIGNIFICANT ENVIRONMENTAL EFFECTS
Transport Modelling 12.5.1 TheTransportWorkingGrouprequiredthatatastrategiclevelthetransporteffectsofthe
proposeddevelopmentschemebemodelledusingtheNSTM2.WSPLtdmaintainandoperatetheNSTM2onNCC’sbehalfandhaveundertakenallstrategicmodellingwork,withoutputsprovidedtotheTransportWorkingGroup.
12.5.2 TheNSTM2hasundergonearecentmajorupdatebyWSP,includingafullcalibrationandre-validationprocess,includingallappropriatecommittedandallocateddevelopment,therebyensuringconsistencywiththeadoptedCoreStrategyLocalPlans.Inaddition,acomprehensiveprocessofcalibrationandre-validationoftheareasofthemodeltothesouthoftheM1andthesurroundingvillageshasbeenundertakentoensurethattheexistingbaselineconditionsintheseareasareaccuratelyunderstoodandrepresentedintheNSTM2.
12.5.3 ItwasagreedwiththeTransportWorkingGroupthatthemulti-modalfacilityoftheNSTM2wouldnotbeused.InsteadappropriatemodalsplittargetsforpublictransportandothersustainabletravelmodesareidentifiedintheFTP(TAAppendix1)andaseparatePublicTransportStrategy(TAAppendix2)hasbeendevelopedinconsultationwithNCCandthebusoperator.Thisapproach,withnoallowanceformodalshiftinthemodellingensuresarobust,or‘worst-case’approach.
12.5.4 TheTransportWorkingGroupalsorequestedthatassessmentofthevehicleimpactsbeundertakenusingthevehicletripgenerationwithoutconsideringtheeffectoftheFTPorPTSonmodalshare.
12.5.5 ThedevelopmenttripgenerationsincludeintheNSTM2modellingforalldevelopmentcasescenarios(bothwithandwithouthighwaymitigation)reflectthebaselinemodelsplitforsingleoccupancyvehicle(SOV)tripsof92%.Therefore,whilstthisapproachwasundertakeninaccordancewiththerequirementsoftheTransportWorkingGroup,itpresentsaworstcase,asitdoesnotincludefortherequired20%reductioninSOVjourneystoandfromtheSRFIsitethatisthetargetidentifiedintheFTP.WiththePTSandTravelPlanoperational,tripgenerationwouldbereducedincomparisontothatassessedandresidualtrafficimpactswouldalsobereduced.
12.5.6 TheassessmentscenariostobemodelledusingtheNSTM2wereagreedwiththeTransportWorkingGroup,asdescribedinChapter6oftheTAandsummarisedatTable12.3,below.
12.5.7 Aniterativeassessmentanddesignprocesshasbeenfollowed,inwhichtheneedforhighwayinterventionshavebeenidentifiedusingtheNSTM2,bycomparingthemodellingoutputsfromthedifferenceassessmentscenarios.Thishasthenbeenfollowedbydetailedanalysisusingindustrystandardassessmenttoolsand,inthecaseoftheSRN,micro-simulation,todevelopappropriatehighwaymitigationworks.ThisworkisdescribedatChapters7to10oftheTA.
Table 12.3: Transport modelling assessment scenarios
Scenario ID DescriptionReferenceCase B1 2021OpeningYear
C1 2021DfT02/2013CircularCompliantD1 2031FutureYear
DevelopmentCasenohighwaymitigationworks
E1 2021OpeningYearF1 2021DfT02/2013CircularCompliantG1 2031FutureYear
DevelopmentCasewithhighwaymitigationworks
H1 2021OpeningYearI1 2021DfT02/2013CircularCompliantJ1d 2031FutureYear
CHAPTER 12 - PG 22
12.5.8 ThehighwaymitigationworkshavethenbeencodedintotheNSTM2,andthemodelre-runtoconfirmthattheproposedhighwayimprovementsachievetherequiredoutcomesaspartoftheiterativeprocessreferredtoabove.
Traffic flows12.5.9 Theassessmentscenariosincludethe2021OpeningYearand2031FutureYear.The2021
OpeningYearscenariosconsiderthetrafficconditionswith,andwithout,thefirstphaseoftheProposedDevelopmentbeingoperational.The2031FutureYearscenariosconsiderthetrafficconditionswith,andwithout,allthedevelopmentbeingoperational.
12.5.10 Thegreatestenvironmentalchangewillgenerallybewhenthedevelopmenttrafficisatthelargestproportionofthetotalflow,whichhasbeentakentobeoncompletionoftheproposeddevelopment.Hencethe2031FutureYeartrafficflowsfromtheNSTM2scenariosareusedtoundertakeassessmentofthetransportenvironmentaleffectsoftheProposedDevelopment.
12.5.11 Thepeakhours(0800-0900and1700-1800hours),representthetimeperiodswhenbackgroundtrafficflowsareattheirgreatestandthereforetheavailablecapacityofthehighwaynetworkisatitslowest.Hencethesearetheassessmentperiodsusedinthedetailedmodellingwork.Thedevelopment’strafficflowswouldalsobespreadthroughoutthedayandtherefore,whereappropriate,likelyeffectsbasedon24-hourannualaveragedailytrafficflows(AADT)areexamined.ThemethodologyforthecalculationoftheAADTflowsisprovidedatAppendix32oftheTA.
Study area12.5.12 Afulldescriptionofthetransportmodelling,includinguseoftheNSTM2,isprovidedatChapter6
oftheTA
12.5.13 AniterativeassessmentprocesswasfollowedasitwasfoundthatprogressiveelementsoftheproposedhighwaymitigationresultedinbackgroundtrafficreassignmentofsufficientmagnitudetorequirerepresentingintheNSTM2.ThisisbecausetheproposedhighwayimprovementsassociatedwiththetheNorthamptonGatewaySRFIreleaseexistingbottlenecksonthehighwaynetwork.ItwasthereforeimportantthatallreassignmenteffectswereappropriatelyrepresentedintheNSTM2ateachincrementalstageintheevolutionofthehighwaymitigation,andpriortotheresidualhighwayimpactsoftheschemeonthewiderstudyareabeingassessed.
12.5.14 Therefore,areaslocaltothedevelopment,whereimpactswouldbegreatestwerefirstconsidered:
• theSRFIaccess;
• M1Junction15,and
• thevillageofRoade;
12.5.15 Then,astrafficreassignmenteffectswereunderstoodandmodelledintheNSTM2,areasmovingoutwardswereassessed:
• M1Junction15A;
• theA508corridor,includingBlisworthRoadandKnockLane;
• impactsnorthoftheM1includingtheA45;and
• theA5076corridor.
CHAPTER 12 - PG 23
12.5.16 ThetransportmodellingassessmentprocesshasresultedinasignificantbodyofworkthatispresentedatChapters7to10oftheTAandinthefollowingTechnicalNotes:
• TN5-M1Junction15(includingA45improvements)(TAAppendix10)
• RoadeBypassOptionsReport(TAAppendix20)
• TN6-M1Junction15A(TAAppendix11)
• TN7-A45QueenEleanorGyratory&WoottonInterchange(TAAppendix12)
• TN8-A508Corridor(TAAppendix13)
• TN9-LaybySurveys(TAAppendix14)
• TN10-ImpactsnorthoftheM1includingtheA45corridor(TAAppendix15)
• TN10A-ImpactsnorthoftheM1includingtheA45corridor(Addendum)(TAAppendix16)
• TN11-ImpactsatjunctionsalongtheA5076corridor(TAAppendix17).
12.5.17 Collectively,thisbodyofworkidentifiedthestudyareaagreedwiththeTransportWorkingGroupformoredetailedassessment.ThestudyareaisshownatFigure6.1oftheTA,andcomprisesthefollowingjunctions:
1.M1Junction15
2.M1Junction15A
3.A508/SRFIaccess
4.A45/C67WateringLanepriority-controlledT-junction
5.A508/Blisworth(Courteenhall)Roadpriority-controlledT-junction
6.A508NorthamptonRoad/RoadeBypassroundabout
7.BlisworthRoad/KnockLane/RoadeBypassroundabout
8.A508StratfordRoad/RoadeBypassroundabout
9.A508/C26RookeryLane/C26AshtonRoadstaggeredcrossroads
10.A508/C85PuryRoadghostislandpriority-controlledT-junction
11.C27StokeRoad/KnockLanepriority-controlledT-junction
12.A45WoottonInterchange
13.A45QueenEleanorInterchange
14.A45BrackmillsInterchange
15.A45BarnesMeadowInterchange
16.A45/A43LumbertubsInterchange
17.A45GreatBillingInterchange
18.A5076DanesCampWay/A5076MereWay/TowcesterRodgyratory
19.A5076DanesCampWay/HunsburyHillAvenue/HunsbarrowRoad/HunsburyHillRoadroundabout
20.A5076DanesCampway/A5123UptonValleyWay/A5075UptonWaygyratory
21.A4500WeedonRoad/A5076UptonWay/Tollgateroadgyratory
22.A5123StPetersWay/A508BridgeStreet/A5123VictoriaPromenadegyratory
23.A5123StPetersWay/A4500StPetersWay/A508HorseshoeStreet//TowcesterRoadgyratory
CHAPTER 12 - PG 24
24.A508/NorthamptonRoad(inRoade)
25.A508/HydeRoad(inRoade)
26.A508/HighStreetminiroundabout(inRoade)
27.HighStreet/CourteenhallRoad/NorthamptonRoad(inBlisworth)
12.5.18 Inaddition,theforecasttrafficflowschangeonKnockLaneandBlisworthRoad(Roade),andontheA508adjacenttoGraftonRegisarealsoconsidered.
12.5.19 Wherecapacityremains,andajunctionorlinkcontinuestoperformwithincapacity,thenthedegreetowhichsparecapacityiserodedbythedevelopmentisnotrelevant.Wherejunctionsarealreadyovercapacity,orwouldbetakensobythedevelopment,thenthepotentialeffectsoftheschemeareassessed.Thesewouldmanifestthemselvesintheformofincreasedqueuinganddelaystoexistingtraffic,whichwouldallbeadverseimpacts.Wherejourneytimesareshortenedorqueuesreducedbecauseoftheimprovementworks,thentheimpactswouldbebeneficial.
12.5.20 Otherconsiderationssuchasroadsafetymayalsobeimpactedupon,sothisaspectisalsoconsideredasapotentialeffectaswellashighwaycapacity.
12.5.21 Inadditiontotheabove,andinaccordancewiththeDMRBVolume11,thepotentialenvironmentaleffectsassociatedwiththenewtransportinfrastructurefallunderthreegeneralheadings:
a)Disruptionduetoconstruction;
b) Operationalimpactonpedestrians,cyclists,equestriansandthecommunity(termedpedestriansandothers),asfollows:
¶ Journeylengthandlocaltravelpatterns–definedasboththedistancetravelled,andtimetaken,forpedestriansandothers;
¶ Amenity-definedastherelativepleasantnessofajourneyforpedestriansandothers;
¶ Severance-definedastheseparationofresidentsfromfacilitiesandservicestheyusewithintheircommunity,causedbyneworimprovedroadsorbychangesintrafficflows.
c)Operationalimpactonvehicletravellers,asfollows:
¶ Driverstress-definedastheadversementalandphysiologicaleffectsexperiencedbyadriverpassingthrougharoadnetwork;and
¶ Viewfromtheroad-definedastheextenttowhichtravellers,includingdrivers,areexposedtothedifferenttypesofscenerythroughwhicharoutepasses.
CHAPTER 12 - PG 25
12.6 DESIGN OF PROPOSED DEVELOPMENT
12.6.1 TheProposedDevelopmentwillprovideimprovedroadaccess,improvementstopublictransportservices,andimprovedfacilitiesforpedestriansandcyclists.Unlessotherwisestated,alldrawingsreferredtointhissectionareseparateapplicationdocumentsandarereferredtobytheappropriateDCOdocumentnumber.
12.6.2 ThescopeofthedesignworkstobesubmittedwiththeDCOapplicationhasbeenagreedwithTransportWorkingGroup,assetoutinTN4(TAAppendix9).
Highway mitigation strategy 12.6.3 ThebaselineconditionsconcludethattheconstrainedgeometryofM1Junction15andhightraffic
demand,particularlyduringpeaktime,meansthatthejunctionisoftenveryheavilycongestedandanexistingbottleneckfortrafficusingtheA508andA45.TheassessmentworkpresentedinChapters7and8oftheTAconfirmedthatexistingcongestionatM1Junction15wouldworsenwithbackgroundtrafficgrowthand,withoutmitigation,thejunctionperformancewoulddeterioratefurtherwiththeadditionofthedevelopmenttraffic.
12.6.4 TheneedforasignificantandcomprehensiveimprovementschemeatM1Junction15wasthereforeidentifiedasarequirementfortheproject.Inaddition,duetotheexistingconditionsatRoade,withtheA508bisectingthevillageandtheexistingcongestionissuesatthemini-roundaboutandthenarrowrailwaybridge,itwasdeterminedthattheincreasesintrafficpassingthroughthevillagebecauseofthedevelopmentproposalswouldnotbeanacceptableimpact(TAChapter7).Therefore,inconsultationwithNCC,anearlyconceptforthehighwaymitigationstrategywastheinclusionofanewRoadeBypasstotakethrough-traffic,particularlyHGVs,outofthevillage.ItwasconsideredthataRoadeBypasswouldalsobeimportantindrawingdevelopmentandbackgroundtrafficbackontotheA508andawayfromlocalruralroutesthatareusedasanalternativetotheA508duetotheconstrainednatureoftheroadasitpassesthroughRoade.
12.6.5 Theoverallpackageofhighwaymitigationworksevolvedfromthisstartingpoint.TheassessmentprocessisdescribedinfullatChapter6oftheTA.Itfollowedaniterativedesignandassessmentmethodology,usingtraditionalassessmentbasedontheobservedtrafficcountdata,strategicmodellingusingtheNSTM2,anddetailedtransportmodellingincludingVISSIMmicrosimulation.ThelatteridentifiedtheneedforanimprovementschemeatM1Junction15A.
12.6.6 Akeyfinding,reportedinChapter8oftheTA,ofthecombinedimpactoftheproposedimprovementworksatM1Junction15andtheA508RoadeBypass,isthatexistingtrafficisforecasttobedrawnbackontotheSRNandprincipalroadnetwork,particularlytheA508.Thisisabeneficialimpactsincethesearetheroadsmostsuitedforthattrafficandthereisaconsequentialreductionintrafficonthesurroundinglocalroadsandsomeofthesurroundingvillages(seeparagraphs12.7.56and12.7.59).However,toensurethattheA508canaccommodatethetrafficincrease,aseriesofimprovementsareidentifiedalongtheroadaspartoftheproposedA508routeupgrade.
CHAPTER 12 - PG 26
12.6.7 TheresultingoverallhighwaymitigationstrategyisshowndiagrammaticallyatdrawingNWG-BWB-GEN-XX-SK-C-SK28-S1-P10oftheTAandcomprisesthefollowing:
A508 SRFI access• ConstructionofanewroundaboutontheA508NorthamptonRoadtoserveastheaccessto
theDevelopment,configuredtorequirealldepartingHGVstotravelnorthtoM1Junction15;and
• DuallingoftheA508carriagewaybetweenthenewsiteaccessroundaboutandM1Junction15.
Bypass Corridor • ConstructionofanewBypasswestofRoadebetweentheA508NorthamptonRoadtothe
northofRoadeandtheA508StratfordRoadtothesouthofRoade,includingafourarmroundaboutconnectingtheBypasstoBlisworthRoad;
Highway mitigation works/measures• SignificantenlargementandreconfigurationofM1Junction15;
• WideningoftheA45tothenorthofM1Junction15andthesignalisationoftheWateringLanejunction;
• AlterationofM1Junction15AtoprovideanadditionallaneandsignalisationontheA43northboundapproach,signalcontrolandadditionalflaredlaneontheA43eastboundapproach,anadditionallaneontheA5123southboundapproachandcirculatorycarriagewaywidening;
• 7.5Tenvironmentalweightrestriction(withaccesspermittedforloading,thatwouldcomplementexistingrestrictions:
¶ throughoutRoade;
¶ alongKnockLane/BlisworthRoadbetweenRoadeBypassandStokeRoad;
¶ alongBlisworthRoad(CourteenhallRoad)betweentheA508andHighStreet,includingpartsofBlisworth;
¶ alongtheunnamedroadbetweentheA508andQuinton;
¶ throughoutStokeBruerneandShutlanger;and
¶ Wootton&EastHunsbury,tothewestoftheA45,eastofTowcesterRoadandsouthoftheA5076.
• AlterationsatkeylocationsalongtheA508aspartofan‘A508routeupgrade’;comprising:
¶ Blisworth(Courteenhall)Roadjunctionimprovement;
¶ C26RookeryLane/AshtonRoadjunctionimprovement;
¶ C85PuryRoadjunctionimprovement;
¶ C27StokeRoad/KnockLanejunctionimprovementandadditionalwideningtoKnockLane/BlisworthRoad(althoughnotontheA508,thisisrequiredasaresultofchangingtrafficvolumesontheA508);and
¶ ProvisionofapedestriancrossingatabusstopandghostislandinGraftonRegis.
CHAPTER 12 - PG 27
12.6.8 AfinancialcontributionwillalsobeprovidedtoNCCfor:
• capacityimprovementschemesattheA45QueenEleanorInterchangeandatjunctionsalongtheA5076,extendingbetweentheA45andA5123;and
• aKnockLaneandBlisworthRoadmaintenanceandminorworksfund,tobeusedintheeventthattheincreaseduseoftheroadsshouldadvancetheneedformaintenanceorotherremedialworks.
Site access12.6.9 AccesstotheProposedDevelopmentwouldbetakenfromanewroundaboutontheA508that
runsalongsidetheeasternboundarytothemainsite.Theapproximately500msectionoftheA508betweenthesiteaccessroundaboutandM1Junction15wouldbeupgradedtoprovideadualcarriageway.Thiswouldcomprisetwolanesinthesouthbounddirectionandthreelanesinthenorthbounddirection.ThegeneralarrangementoftheproposedsiteaccessjunctionisshownonDCOHighwayPlans2.4B.
12.6.10 AnintegralpartoftheaccesslayoutistheprovisionofasegregatedleftturnlanefortraffictravellingnorthboundtoM1Junction15.Theroundaboutwillincludeaheightbarrier(withintheprivateestateroad)topreventHGVsturningrightattheroundabout,therebyrequiringallHGVsdepartingthesitetotravelnorthontheA508andaccessthewiderhighwaynetworkviaM1Junction15.
12.6.11 ThisphysicalenforcementofthesiteaccesslayoutwillbesupportedbytheinstallationanduseofAutomaticNumberPlateRecognition(ANPR)enforcementcamerasonthesiteaccessarmoftheroundaboutandontheA508tothesouthoftheaccessroundabout.ThecameraswillrecordthenumberplatesofalldepartingHGVsandthesewillbematchedwiththenumberplatesofHGVstravellingsouthboundontheA508.HGVdriversfoundtobedisregardingtheHGVrightturnban,forexamplebyU-turningatM1Junction15,willthusbeidentifiedandtherelevantsiteoccupiersubjecttoanenforcementregime.
M1 Junction 15 and A45 major upgrade12.6.12 ThegeneralarrangementfortheM1Junction15andtheA45majorupgradeareshownonDCO
Highway Plans 2.4A and 2.4B. Theworksconsistofthefollowingelements:
• Enlargementofboththenorthernandsoutherndumbell‘roundabouts’;
• RealignmentandwideningontheA45approachtothejunctiontoprovidefivelanes;
• SignalisingandwideningoftheSaxonAvenueapproachtothejunction;
• LongersectionofthreelanesontheM1northboundoff-slip,wideningtofivelanesatthestopline;
• DuallingoftheA508approachandexit,withfivelanesprovidedatfortheA508northboundatthestopline;
• Acut-throughforM1northboundtraffictotheA45;
• WideningontheM1southboundoff-sliptoprovidesixlanesatthestopline;
• A45northboundwidenedtoprovidethreelanesfromJ15tobeyondC67WateringLanejunction;
• WateringLanejunctionwiththeA45signalised;
• ChangetothespeedlimitonthissectionoftheA45tobecome50mph;
• Removalofthenorthboundparkinglay-by;and
• Removaloftwobusstoplay-bys,withareplacementbusstopprovidedonC67WateringLane.
CHAPTER 12 - PG 28
12.6.13 Thelayoutwouldalsoincludeimprovedroutesforpedestriansandcycliststravellingacrossthejunction,whowouldbeprovidedwithtrafficsignalcontrolledfacilitiesateachcrossinglocation.Furtherdetailsareprovidedatparagraphs12.6.33.
12.6.14 TheschemehasbeendevelopedwithregardtothecommittedM1J13toJ16SmartMotorwayProject(SMP),whichisduetobeconstructedbetweenJune2018andMarch2022.
12.6.15 ItisunderstoodandagreedwiththeTransportWorkingGroupthattheSRFIschemeneedstoincludefortheeventualitythattheSMPisnotconstructedorismateriallydelayed.InthiseventualitythegeneralarrangementforM1Junction15asshownonDCOHighway Plans 2.4T and 2.4UwouldbeprovidedinlieuoftheschemeshownontheDCOHighway Plans 2.4A and 2.4B.Ifthisweretobeimplemented,then,aswiththeproposedschemewhichincludestheSMP,theSRFIschemewouldobtainthenecessarydetaileddesignapprovalsinaccordancewiththeprotectiveprovisionswithintheDCO.
M1 Junction 15A improvement works12.6.16 TheVISSIMmicro-simulationmodellingpresentedatChapter10oftheTAanddemonstratesthat
inthe2031D1ReferenceCasescenarioexistingcongestionatM1Junction15Aisforecasttoleadtosignificantcongestionatthejunction,resultinginqueuesformingontheslipsroadsthatwouldblockbacktotheM1mainline.AsdemonstratedatChapter8oftheTAandTN6(TAAppendix11),theadditionofthedevelopmenttrafficwasshowntocausefurtherreassignmentofexistingtrafficontoalternateroutesbecauseofthiscongestion,potentiallyleadingtoimpactsatotherlocations.Therefore,animprovementschemeisproposed.
12.6.17 ThegeneralarrangementfortheproposedhighwayimprovementschemeatM1Junction15Aisasshownat DCO Highway Plans 2.4F.Theimprovementcomprisesalterationstoboththesouthernandnorthernroundabouts:
• Southernroundabout:
¶ ProvisionofanadditionalflaredlaneandsignalisationoftheA43northboundapproach;
¶ SignalisationandprovisionofashortflareontheA43eastboundapproach;and
¶ Circulatorycarriagewaywidening.
• Northernroundabout:
¶ SignalisationoftheA43northboundentry;
¶ ProvisionofanadditionalflaredlaneontheA5123approachtotheroundabout;and
¶ Circulatorycarriagewaywidening.
A508 Roade Bypass12.6.18 TheA508RoadeBypassproposalisfora100kphdesignspeedsinglecarriagewayroadaround
thewesternsideofthevillage,withfootandcycleprovisionalongthelengthoftheroute,withtreeplanting,environmentalbundingandgenerallandscaping.TheoptionsfortheproposedBypassandthereasonsfortheselectedroutearediscussedinRoadeBypassOptionsReportprovidedatAppendix20oftheTA,alongwiththereasonsfortheselectedroute.ThegeneralarrangementoftheproposedschemeisshownonDCO Highway Plans 2.4C and 2.4D.
CHAPTER 12 - PG 29
12.6.19 The proposals comprise:
• TheconstructionofanewhighwaylinkingtheA508NorthamptonRoadtotheA508StratfordRoad;
• TheprovisionofroundaboutjunctionsbetweentheRoadeBypassandtheA508NorthamptonRoad,A508StratfordRoadandBlisworthRoad(inRoade);
• Drainageswalesandattenuationfeatures;
• Abridgeoverthewestcoastmainlinerailway;
• AnunderpassforbridlewayRZ1/KZ10;
• Thealterationanddiversionofotherexistingpublicrightsofway;
• Theconstructionofasharedusefootwayandcycleway;and
• Environmentalmitigationbunds.
12.6.20 PassiveprovisionhasbeenmadeindesignoftheA508RoadeBypassandroundaboutjunctionstonotprejudicethefutureduallingoftheroute.
A508 corridor - route upgrade 12.6.21 AbeneficialoutcomeoftheM1Junction15andA45majorupgradeandprovidingtheA508
RoadeBypassisthatbackgroundtrafficisdrawnbackontotheA508.Therefore,inadditiontotheRoadeBypass,mitigationworksareproposedatkeylocationsontheA508corridortoensurethattherouteoperatessatisfactorilyandsafely.Therouteupgradecomprises:
• AlterationtotheA508/Blisworth(Courteenhall)RoadT-junctiontobecomealeft-inleft-outonlyjunctionthegeneralarrangementofwhichisasshowninDCOHighway Plans 2.4C. This wouldincludetherelocationoftheexistingbusstopcurrentlylocatedtothesouthofBlisworthRoadapproximately70metresfurthersouth;
• AlterationstoC27StokeRoad/KnockLanepriorityT-junctiontowidenthecarriagewayandimprovethehighwaydrainage,andadditionalwideningtoKnockLane/BlisworthRoade(Roade),thegeneralarrangementbeingasshowninDCOHighway Plans 2.4F;
• AcapacityandroadsafetyimprovementschemeattheA508/C26RookeryLane/C26AshtonRoadcrossroadstoprovideasinglelaneduallingstaggeredcrossroads,thegeneralarrangementbeingasshowninDCO Highway Plans 2.4E;
• AlterationtotheA508/C85PuryRoadghostislandT-junctiontoincreasethestorageareafortrafficturningrightfromtheA508thegeneralarrangementbeingasshowninDCOHighway Plans 2.4F;and
• AnewpedestrianrefugeontheA508atGraftonRegistoassistwithcrossingtothenorthboundbusstop,andprovisionofarightturnharbouragefacilityfornorthboundtrafficfromtheA508turningintoChurchLane,thegeneralarrangementbeingasshowninDCOHighway Plans 2.4F.
Speed limits 12.6.22 Tocomplementthechangesinroadlayouts,somechangestotheexistingspeedlimitsare
proposedontheA45andA508.TheproposedchangesareshownattheDCOSpeed Limit Plans 2.7A, 2.7B, 2.7C, and 2.7D.
12.6.23 Ingeneral,theproposedchangestothespeedlimitswillprovidea50mphspeedlimitontheA45fromthevicinityoftheGrangeParkmerge,throughtoM1Junction15andalongtheA508asfarastheRoade.
CHAPTER 12 - PG 30
HGV routing strategy and environmental weight restrictions12.6.24 TheApplicantrecogniseslocalsensitivitiesregardingthepotentialfortheSRFItoincreaseHGV
movementsonthelocalroadssurroundingthemainsite.Asdescribedatparagraphs12.6.9to12.6.11theproposedsiteaccessontheA508wouldbeconfiguredtorequirealldepartingHGVtraffictotravelnorth,supportedby(ANPR)camerasandanenforcementregimetodeterU-turningmovementsatM1Junction15.
12.6.25 Thissystemwouldbeoperational24hoursadayandwouldminimisedevelopmentHGVimpactstothesouthofthesite.DuringperiodswhentheA508southboundwasrequiredtofunctionasadiversionrouteitwouldbepossibletotemporarilylifttherestrictionsandallowHGVtraffictofollowthediversionroutewithoutpenalty.HGVrightturnmovementswouldbefacilitatedbyraisingtheheightrestrictionatthesiteaccessandnoenforcementoftheANPRcameraswouldbemade.However,thiswouldonlyoccurfollowingnotificationfromthehighwayauthoritiesofanofficialdiversionrouteusingtheA508southbound,asdescribedatChapter3oftheTA.
12.6.26 Thefollowing7.5Tenvironmentalweightrestriction(withaccesspermittedforloading),asshownontheDCOTraffic Regulation Plans 2.6, 2.6A and 2.6B,areproposedonthelocalroadstothesouthandnorthoftheSRFIsite:
• throughoutRoade;
• alongKnockLane/BlisworthRoadbetweenRoadeBypassandStokeRoad;
• alongBlisworthRoadandCourteenhallRoadbetweentheA508andHighStreet,includingpartsofBlisworth;
• alongtheunnamedroadbetweentheA508andQuinton;
• throughoutStokeBruerneandShutlanger;and
• Wootton&EastHunsbury,tothewestoftheA45,eastofTowcesterRoadandsouthoftheA5076.
12.6.27 Thesemeasures,incombinationwiththeconfigurationoftheSRFIaccessandANPRcameraenforcement,andexistingenvironmentalweightrestrictions,willrestrictHGVthroughtrafficfromaccessingunsuitablelocalroads,manyofwhichpassthroughthesurroundingvillages.HGVsarrivingattheSRFIfromthesouthwillberestrictedtousetheA508,includingtheA508RoadeBypass,anddepartingHGVswillberequiredtoexittheSRFIsitetothenorthviatheA508andM1Junction15.TheproposedenvironmentalweightrestrictionsinWoottonandEastHunsburywillrestrictHGVsfrompassingthroughtheseresidentialareas.
Walking and Cycling 12.6.28 ThewalkingandcyclingstrategyfortheProposedDevelopmentareshownonDCOHighway
Plans 2.4, 2.4A to 2.4FandontheDCOAccess and Rights of Way Plans (ARoW), 2.3, 2.3A to 2.3E,andtheIllustrative Masterplan (DCOdocument2.11.TheproposedchangestothePRoWonnon-motorisedusers(pedestrian,cyclistsandequestrians)aredescribedinthefollowingsections.
12.6.29 TheProposedDevelopmentwillprovidenewwalkingandcyclinginfrastructureconnectingthemainsitewiththeexistingnetworksinCollingtree,NorthamptonandRoade.
CHAPTER 12 - PG 31
12.6.30 TheA508SRFIaccessroundaboutisshownonDCOHighwayPlans2.4BandDCOARoWPlans2.3C.TheaccesswouldprovideacontrolledcrossingforpedestriansontheA508northernarmoftheroundabouttofacilitateaccesstothenewsouthboundbusstop.AcontrolledcrossingwouldbeprovidedforpedestriansandcyclistsonthesegregatedleftturnexitlaneoftheSRFIsiteaccessarm,withuncontrolledcrossingsprovidedontherightturnexitandentryarmtotheSRFIsite.Asharedusefootway/cyclewaywouldbeprovidedrunningaroundtheroundaboutandconnectingintothesiteaccess.Thefootway/cyclewaywouldextendtoconnectwiththenewnorthboundbusstopsthatisproposedtothesouthofthesiteaccessroundaboutontheA508.
12.6.31 Itisproposedtoextendthisnewfootway/cyclewayalongsidethewestsideoftheA508linkingthesiteaccessroundaboutandRoadeandtheproposedfootway/cyclewayfacilitytobeprovidedalongsidethewesternsideoftheBypass.Whentakentogether,theproposalswouldprovideanewfootway/cyclewayconnectingRoadewiththesiteandtheexistingNorthamptonfootway/cyclewaynetworktothenorth.
12.6.32 AtthejunctionwiththeunnamedroadtoQuinton,arefugewouldbeprovidedontheA508toassistcyclistswishingtocrosstoandfromtheunnamedroad.ThiswouldprovidealinkwithNationalCycleNetworkRoute6,whichisaccessiblefromQuinton.
12.6.33 AsshownonDCOHighwayPlans2.4Band2.4CandDCOARoWPlans2.3Cand2.3BandtheIllustrativeMasterplan,anewsharedusefootway/cyclewayisproposedtothenortheastofthemainsite.ThiswouldbeprovidedalongthewesternsideofthedualledsectionoftheA508betweenthesiteaccessroundaboutandM1Junction15.AsecondpedestrianandcycleaccesstotheSRFIisproposedmidwayalongthissectionoftheA508,providingdirectaccesstothemaindevelopmentspineroad.Thenewfootway/cyclewaywouldconnectwiththeexistingfootway/cyclewayfacilitiesatM1Junction15,whichwouldbeimprovedtoprovidetrafficsignalcontrolledfacilitiesateachcrossinglocation.AnewsharedusepedestrianandcyclistlinkisproposedfromM1Junction15linkingwithWateringLanetothenorth.
12.6.34 ItisproposedtosignalisetheC67WateringLanejunctionwiththeA45,withpedestriancrossingstoassistpedestriansandcyclistsaccessingthefacilityonthenorthernsideofWateringLane.Inaddition,anuncontrolledcrossingisalsoproposedbetweenthehotelandthefootwayonthenorthernsideofWateringLane.
12.6.35 WithintheNorthamptonGatewaySRFIsite,sharedfootway/cyclewayswouldprovideaccesstoeachofthewarehousedevelopmentplotsandRailTerminal.PublicfootpathsKX17andKX13thatcrossthemainsitewouldbedivertedandextendedtoformaloopwithinthelandscapebunding.Partofthedivertedroutewouldbeupgradedtoprovideacycletrack(forusebypedestriansandcyclists)thatwouldlinkthebridgeovertheM1atCollingtreewiththenewfacilityadjacenttotheA508andtheimprovedfacilitiesatM1Junction15.
12.6.36 ThecyclepathwouldextendwithinthemainsitetothesouthoftheSRFIaccessroundabout,therebyprovidingcycleaccesstoZoneA4ofthemainsite.TothesouthofZoneA4apublicfootpathwouldcompletethenewlooparrangementlinkingwiththeexistingpublicfootpathandbridgeovertheWestCoastMainlinerailway.ThechangestothePRoWareshownontheDCOARoWPlans2.3Ato2.3EinconjunctionwiththeIllustrativeMasterplan.
12.6.37 TothenortheastoftheSRFIsite,acycletrack(forusebypedestriansandcyclists)wouldconnectthedevelopmenttoCollingtree,andthewiderNorthamptonarea,viatheexistingbridgeovertheM1.Aprivatefootway/cyclewaywouldalsoconnectdirectlyfromthebridgetothemainspineroad,providingdirectaccessintothedevelopmentfromCollingtreeandNorthamptonbeyond.TheseproposalsareshownontheIllustrativeMasterplanandontheDCOARoWPlans2.3Aand2.3B.
CHAPTER 12 - PG 32
12.6.38 ThereareseveralPRoW,includingfootpathsandbridleways,inandaroundRoade.PRoWKZ30,KZ19,KZ2a,RZ3andKZ10/RZ1andRZ6locatedonthewesternsideofRoadewouldbeaffectedbytheproposedRoadeBypassasshownontheDCOARoW Plans 2.3D and 2.3E. The scheme wouldmaintainaccessandconnectionsforpedestrians,cyclistsandequestriansusingthesePRoW.
12.6.39 AtgradecrossingsareproposedonallthreearmsoftheRoadeBypass/A508NorthamptonRoadroundabout.AsshownonDCOHighway Plans 2.4DandARoW Plans 2.3D,newfootwayswouldbeprovidedadjacenttotheroundabouttomaintainthefootpathlinkbetweenPRoWKZ30andKZ19.
12.6.40 FurthersouthalongtheBypass,publicfootpathKZ2a,whichrunstothewestoftheWestCoastMainlinerailway,isproposedtobediverted.Anuncontrolledcrossingwithrefugeislandisproposedtocrossthecarriagewayandconnectwiththesharedfootway/cyclewayontheeasternedgeoftheRoadeBypass.
12.6.41 AroundaboutjunctionisproposedtoconnectBlisworthRoad(inRoade)withtheRoadeBypass.Asharedusefootway/cyclewaywouldbeprovidedaroundthenorthernarmoftheBypass,withanatgradecrossingoftheroad.Thiswouldlinkwiththeproposedfootway/cyclewayprovidedalongtheeasternsideoftheBypassandensurepedestriansandcyclistscouldcontinuetoaccessKnockLane.
12.6.42 Thetwo-wayAADTforthenorthern(busier)sectionoftheA508RoadeBypasswouldmeanthatanat-gradecrossingwouldbe‘notnormallyappropriate’.Itisthereforeproposedtoprovideacentralrefugeislandatbothcrossingpointswhichwouldresultinanat-gradecrossingbeingassessedas‘potentiallyappropriate’.Giventhepredictedpedestrianflowsforthecrossingsarelowthisisconsideredacceptable.
12.6.43 FurthersouthalongtheRoadeBypassitisproposedtoprovideanunderpasscrossingforbridlewayRZ1/KZ10beneaththeBypass,thiswouldlinkbridlewayKZ10withRZ1asshownonDCOARoW Plans 2.3D. AnunderpassisconsideredmoreappropriatethanatgradecrossingoftheRoadeBypass,giventheproximityofthebridlewaytostablesatDovecoteFarmanditsknownusebyequestrians(alsoseeWCHAR1,TAAppendix18).
12.6.44 Afootway/cyclewaylinkisalsoproposedbetweentheRoadeBypassandthebridlewaysKZ10/RZ1.TheproposedunderpasslayoutanddesignisshownonDrawingNGW-BWB-SBR-R-DR-CB-0001-S4-P1 includedwithintheTA.Itwouldprovidea4mwidex3.7mhighunderpass(3.8mminus0.1msurfacing).ThisaccordswithguidancepublicisedbytheBritishHorseSocietyandalsotheDMRB.
12.6.45 TheproposedBypasscrossespublicfootpathRZ3.Anatgradeuncontrolledcrossingwithrefugeislandisproposedtomaintainthefootpathinaneast/westdirection.
12.6.46 Anat-graderoundaboutisproposedtothesouthofRoadetoconnectRoadeBypasstotheA508StratfordRoad,asshownonDCOARoW Plans 2.3E.Atgradecrossingsareproposedontheeasternandsouthernarmsoftheroundabout.OnthewesternsideoftheA508,alongthesouthernarmoftheroundaboutafootway/cyclewayisproposedtolinktobridlewayRZ6.
12.6.47 TheproposedschemeinvolvesalterationtotheA508/BlisworthRoad(Courteenhall)T-junctiontobecomealeft-inleft-outonlyjunction.ThiswouldincludetherelocationoftheexistingbusstopcurrentlylocatedtothesouthofCourteenhallRoad,approximately70metresfurthersouth.ThereiscurrentlyafootwaywhichrunsalongthewesternedgeoftheA508fromnorthtosouthpastthejunction,whichwouldbeupgradedtoprovideasharedusefootway/cyclewayaspartofthenewfacilitylinkingRoadewithM1Junction15.
CHAPTER 12 - PG 33
12.6.48 AtGraftonRegisanewpedestrianrefugeisproposedontheA508toassistpedestrianswithcrossingtheroadtothenorthboundbusstop.ThroughGraftonRegisthereisafootwayonbothsidesoftheA508,thesearetobemaintained.
12.6.49 TheproposalshavebeensubjecttoaWalking,Cycling&Horse-RidingAssessmentReviewinaccordancewithHD42/17.TheAssessmentReport(WCHAR1)isprovidedatTAAppendix18andtheReviewReport(WCHAR2)isprovidedatTAAppendix19.Allopportunitieshavebeenreviewedagainsttheschemeproposalsandhavebeenpositivelyaddressed.Wherenecessary,changestotheschemehavebeenincorporatedwithinthedrawingsaccompanyingtheDCO.
Public Transport Strategy12.6.50 Publictransportwillplayanimportantroleinprovidingaccessforstaffcomingtothesiteandthe
strategyforthedevelopmentisdescribedindetailinthePTSreportprovidedatTAAppendix2.
12.6.51 ThePTSincludestheintroductionofanewbusservicespecificallytoservethemainsite,aswellasbuildingontheexistinglocalbusnetworkthroughprovisionofadditionalcapacityandimprovedinfrastructure.ThePTShasemergedfromdiscussionwiththelocalbusoperator(Stagecoach)andthepublictransportofficersatNCC
12.6.52 Thefocusofthestrategyis:
• Thedevelopmentofanewbusserviceto/fromtheNorthamptonGatewaySRFIsitetoNorthamptonTownCentreandassociatedinfrastructure;and
• NewbusstopsontheA508,givingaccesstothesiteforthe33/33a,X4andX7Services.
12.6.53 Inadditiontotheabove,theFTP(TAAppendix1)proposesaSustainableTransportWorkingGroupforthesite,ledbythearea-wideTravelPlanco-ordinator,andformedofkeystakeholders(includingNCC,publictransportoperators,carshareproviders,HighwaysEnglandetc.)andtheUnitTravelPlanCoordinators.TheirrolewillbetooverseethedeliveryoftheTravelPlan,andBusStrategy,andtoreviewchangesinprioritiesandpromotionssuggestedbythearea-wideTravelPlanCo-ordinator,dependingonrequirements.TheGroupwouldmeetbi-annuallyandcoulddevelopad-hocworkinggroupswherespecificneedsariseatcertaintimes.
12.6.54 Figure7.1ofthePTSsummarisestheexistingbusservicesthatoperatenearthesiteandtheproposednewandenhancedbusroutes.
12.6.55 ThebusservicewillbedevelopedinlinewithNCC’sadoptedBusStrategy,withregardtothe10%modalsharetargetforbus.Giventhis,thetriggerforprovidingabusjourneytothesiteisdefined,basedonNCCguidelines,as: A bus journey will be provided between the site and Northampton Town Centre when 100 employees or more start or finish work within a 15minute window (unless an existing journey is available within 30 minutes before the start of shift, or within 30 minutes of the end of shift)
12.6.56 Theendoccupier’sshiftpatterns,employeenumbersandsiterequirementsareunknownattheplanningstage,sothestrategyneedstobeflexibletoactualneed.UsingthetriggerensuresthatthePTScanberesponsiveandcandevelopabusnetworkthatisbuiltaroundactualdemand.
12.6.57 TheSustainableTransportWorkingGroupwouldalsoseektobepragmaticandproactiveasthePTSisimplemented,seekingopportunitiestofurtherdevelopthebusservicewhereverfeasible.Forexample,thegroupcouldinvestigateopportunitiestodevelopservicefrequenciesin-betweenpeaksortriggeredjourneys,toprovideamoreconsistentandregularservicethroughouttheday,whenthiscanbeprovidedatmarginalshort-termcost,orcommercially.
CHAPTER 12 - PG 34
12.6.58 TheproposedbusservicewouldofferdirectaccessfromthesitetoNorthamptonTownCentre.ThemostdirectroutewouldseetheservicefollowingtheA508/A45/A508toTheDrapery(orNorthGateBusStation).Aswellasservingthetowncentre,theservicecouldalsoservestopsonLondonRoad(A508).Onsite,theservicewouldutilisetheSRFIaccessontheA508,penetratethesiteservingthebusstopsonthespineroadandusetheturningcircleatthewesterlyendofthesite.One-waytraveltimewouldlikelybe20minutes,andlessintheoff-peak.GiventhejourneylengthandtherequirementofNCC’sBusStrategytohavea30minutefrequency,atwovehicleoperationcouldservethesite.TimetableswouldbedevelopeddependingonneedandexamplesareprovidedwithinthePTS.
12.6.59 Fourbusstopswillbeincludedwithinthedevelopmentsite,oneneartheentrancetothesiteandanothertwobusstopsalongtheestateroadofthedevelopment.Afinalstopwillbepositionedatthefarendoftheinternalestateroad.Thesebusstopswillensurethatemployeescommutingbybuswillnothavealongwalkfromthebusstoptotheirworkplace.Layoverfacilitieswillbeprovidedtoallowtheservicetodropoffpassengersbeforethestartoftheshiftandthenpickuppassengersfinishingtheirshift.
12.6.60 Threephasestodevelopingthestrategyareproposed,enablingittoadapttodemandthatarisesasnewoccupiersarriveonsite:
• Phase1:Introductionofthenewserviceatkeyshifttimestart/finishesfromoccupationofthefirstwarehouseunitonthesite.Thisismostlikelytobearound0600-1400-2200hours.However,itwillneedtobeflexibletotheenduser’srequirements.Whatevertheshiftpattern,publictransportwouldbeinplacefromfirstoccupationtomakeitanattractiveandrealisticalternative to the private car.
• Phase2a:Developmentoftheservicethroughtheday.Itislikelythatadditionaljourneyswillberequiredbetween0800and0900hoursandfrom1500to1800hoursfromthethirdyearofdevelopment.GiventhattheseservicesfallatpeaktimestherewillbearequirementtoaddanewbustothenetworkinNorthampton.Ratherthanprovidebusesjustatthesetimes,theSustainableTransportWorkingGroupshouldinvestigatetheopportunityofcontinuingthebusserviceinbetweenpeaks,potentiallyatmarginalcosts,thereforebeginningtodeveloparegularserviceforusersthroughouttheday.
• Phase2b:asthesitedevelops,therewillbetheneedtoextendtheoperatingtimesoftheservicefrom0700to0900hoursand1400to1900hours.
• Phase3:Increasetheservicefrequencyfromhourlytohalfhourlyasdemandgrowsduringthepeaktimes,asecondbuswouldbeaddedtothetimetabletoofferhalfhourlyfrequencyatcertain times.
12.6.61 Theinitialbusserviceaimedatkeyshiftchange-overtimeswouldbeinplacefromoccupationofthefirstwarehouseunit.Followingthis,thetriggerpointswouldbeinlinewithNCC’sadoptedPublicTransportStrategyrecognisingthe10%mode-shareforpublictransport.
12.6.62 NewbusstopsandlaybyswouldalsobecreatedontheA508eithersideofthenewsiteaccessroundabout,asshownonHighway Plans 2.4C,andacontrolledcrossingprovidedonthenorthernA508armoftheroundabouttoprovidedirectandsafeaccesstothesouthboundbusstop.ThiswouldprovideaccesstoanhourlyserviceineachdirectionbetweenMiltonKeynesandNorthampton.
12.6.63 Byofferingregularandreliableservices,atappropriatetimes,publictransportbecomesaviablealternativetotheprivatecarfromthepointoffirstoccupation.IncombinationwithpromotionthroughthesiteTravelPlan,thiswillmaximisethepotentialforusebyemployeesasthesitegrows.
CHAPTER 12 - PG 35
Road Safety 12.6.64 AlloftheproposedhighwaymitigationworkshavebeenbethesubjectofaStage1RoadSafety
Audit(RSA)inaccordancewithHD19/15(TAAppendix30).
12.6.65 AllrecommendationsidentifiedwithintheRSA1reporthavebeenconsideredwithintheResponseReport(TAAppendix31).Allrecommendationshavebeenaddressedand,wherenecessary,changestotheschemehavebeenincorporatedwithinthedrawingsaccompanyingtheDCO.
Parking Provision12.6.66 ParkingwillbeprovidedatthemainsiteinaccordancewithNCC’slatestparkingstandards
(September2016).
12.6.67 TheIllustrativeMasterplandemonstratesthatcompliancewiththeseparkingstandardscanbeachievedandissummarisedatTable4.1oftheTA.
12.6.68 AdditionalHGVparkingwillalsobeprovidedintheformofasecure,dedicatedHGVparkingareaofapproximately120spaces.ThiswillincludedriverwelfarefacilitiestomeettheneedsofHGVdriversvisitingthesiteorintermodalterminal.
12.6.69 AspartoftheFTP(TAAppendix1)carsharingwillbeactivelypromotedandtoencouragethis8%(approx.320spaces)ofthetotalcarparkingspaceswouldbemarkedforthosecarsharing.Thesespaceswouldbesplitbetweentheunitsandlocatednexttotheentrancetothebuildings.
12.6.70 Toencouragetheuseofelectricvehicles5%(approx.200spaces)ofthetotalcarparkingspacesprovidedwillincludeelectricchargingpoints,withpassiveprovisionprovidedforafurther5%ofthe total provision.
CHAPTER 12 - PG 36
12.7 RESIDUAL EFFECTS
Disruption Due to Construction 12.7.1 Theoverarchingsystemsandcontrolsthatwouldbeadoptedduringtheconstructionofthe
ProposedDevelopmentandassociatedhighwaymitigationworkstominimiseanyadverseenvironmentalimpactsaresetoutintheprovisionsoftheDCOandaredetailedwithintheConstructionEnvironmentalManagementPlan(CEMP),appendedtoChapter2ofthisES.
12.7.2 TheCEMPprovidestheframeworkwithwhichallPhasespecificConstructionEnvironmentalManagementPlans(P-CEMPs)requiredforeachphaseofdevelopmentbyDCORequirements,mustaccord.
12.7.3 TheexactnumberofP-CEMPswilldependontheprecisesplitofphasesofworkwhichhasyettobeconfirmed.However,itisanticipatedthatP-CEMPswillbeprovidedfor:
• Mainsite;
• Railwayinfrastructure;
• TheRailterminal;
• Eachphaseofthehighwayworks;and
• Eachphaseofwarehousedevelopment.
12.7.4 TheIndicativeMasterProgrammeisprovidedatAppendix2oftheCEMP.Itbreaksdowntheconstructionworksintotwokeycomponents,aslistedbelow:
• Highwayworks;
¶ M1J15&A45majorupgradeandlinktositeaccess;
¶ M1J15Aimprovements;
¶ RoadeBypass/A508improvements;
• MainSiteConstruction;
o Bulk earthworks (Phase 1 and 2);
o Landscaping (Phase 1 and 2);
o Road Construction (Phases 1 to 3);
o Construct Rail Terminal; and
o Buildings.
12.7.5 TheIndicativeMasterProgrammeincludestheindicativeconstructionprogrammeshowingtheaboveworkcomponents.Theworkswouldbephasedovera5.5yearperiod.
12.7.6 Priortooccupationofthefirstbuildingonthesite,thefollowingworkswillhavebeencompleted:
• A508SRFIaccessandduallingbetweenthesiteaccessandM1Junction15;
• M1Junction15andA45majorupgrade;
• Landscapingphase1;
• Onsiteroadconstructionphase1;and
• RailTerminal(‘terminal’asshowninboxa)ofDocument2.8.
CHAPTER 12 - PG 37
12.7.7 TheconstructionoftheA508RoadeBypasswillbegovernedbythemethodologyandavailabilityofpossessionsforthebridgeovertheWCML.TheotherhighwayworksontheA508areassociatedwiththetimingoftheconstructionoftheA508RoadeBypassandwillbecompletedpriortotheopeningoftheA508Bypasstotraffic.
12.7.8 TheA508RoadeBypasswillbedeliveredassoonasispracticable,andnolaterthan2yearsfollowingfirstoccupationofthesite.However,duetotheconstructiontimenecessaryforthebypass,andtimingrestrictionsassociatedwithinstallingthebridgeovertheWCMLrailway,itwouldnotbeinplacepriortotheopeningofthedevelopment.
12.7.9 TheM1Junction15AimprovementswillbecompletepriortotheopeningoftheA508RoadeBypass.However,itcannotbeconstructedatthesametimeastheM1JunctionJ15andA45majorupgradeandSRFIaccesstoavoidworkingontwoadjacentmotorwayjunctionsconcurrently.
12.7.10 AcombinationofappropriatetemporarydiversionsandclosurestoPRoWwillbeimplementedbeforethecommencementofanycomponentofworksanddetailsshallbesetoutinP-CEMPswhereappropriate.Allpermanentrouteswillbeconstructedandimplementedassoonaspractical.
12.7.11 Theaboveconstraintsandotherpracticalrestraintsregardingtheoff-siteworksaresetoutintheCEMP.However,theimportanceofmanagingthephasingofthecomponentstomitigatedelaysanddisruptionontheexistinghighwaynetworkisrecognisedasthemostsignificantpracticalrestraint.
12.7.12 Generally,thisisbestachievedbydivertingtrafficontonewalignmentsawayfromworksunderconstructionandcontrollingthelevelofinterferenceonthenetworksatanytime.TheIndicativeMasterprogrammeplansthehighwayworksatM1Junction15andA45andtheRoadeBypassandA508improvementstobecarriedoutsequentially,butsomeoverlapofthelatterwiththeM1Junction15AshouldbepossiblefollowingthedetaileddesignandwithagreementfromHighwaysEnglandandNorthamptonshireCountyCouncil.
12.7.13 Constructionworkwithinthedevelopmentsitewouldbeconfinedtothefollowing:
• 07:00-19:00hoursMondaytoFriday;
• 07:00-13:00hoursSaturday.
12.7.14 Alldeliveryvehiclesandplantarrivingandleavingthesitewouldalsocomplywiththesametimerestrictions,althoughsitepersonnelwouldbepermittedtoaccessthesiteshortlybeforethesehoursandexitthesiteshortlyafterthem.ConstructionworkoutsidethedevelopmentsitewillrequirenightworkingtocomplywiththerequirementsofHighwaysEngland,orforpracticalandsafety reasons.
12.7.15 NoworkswillbeundertakenonSundaysorpublicholidays,saveinexceptionalcircumstancesonlyandwithpriornotification.
12.7.16 Accessandegresstoeachpartoftheoff-siteconstructionworkswouldbeviaametalledaccessroadjoinedtothepublichighway.Accesstothemainsiteduringtheearlierstagesoftheconstructionprocesswouldbeviaanewtemporaryghostislandpriority-controlledT-junctionconstructionontheA508.ThegeneralarrangementofthisisshownatDrawingNGW-BWB-GEN-XX-SK-C-SK07-S3-P4providedwithintheTA.WhilstthetemporaryjunctionisinplacethespeedlimitonthissectionoftheA508willbereducedfromderestrictedto40mphviaatemporaryTrafficRegulationOrderprovidedforintheDCO.Thetemporaryjunctionwouldbereplacedwiththesiteaccessroundaboutaspartofthesiteaccessconstructionworkspriortofirstoccupationonthemain site.
CHAPTER 12 - PG 38
12.7.17 TheroutingofconstructiontrafficwouldbeagreedwiththePolice,NCC,HighwaysEnglandandtheProjectManagerforeachP-CEMP.Allcontractorsshallthencomplywiththerequirementsofthatstrategy.Deliveryvehicleswouldberoutedviatheprincipalandstrategicroadnetworkstoavoideffectsonlocalresidentialareas.Noheavyconstructiontraffic,otherthanthatassociatedwiththeconstructionoftheA508RoadeBypassandA508improvementswouldbepermittedtousetheA508southofthemainsite.
12.7.18 TheimpactsoftheconstructiontrafficontheoperationofthehighwaynetworkareassessedasChapter12oftheTA.Insummary,fortheconstructionprocess,thefollowingassumptionsweremade:
• A5.5yearsconstructionperiod;and
• A10-hour,fivedayworkingweekfor49weeksperyear.
12.7.19 BasedontheconstructionprogrammeandtotalmassofmaterialrequiredforeachkeyworkscomponentidentifiedwithintheIndicativeMasterProgramme,thetotalnumbersofHGVandlightgoodsvehicle(LGV)movementshavebeenestimated.Estimatesforthenumberofconstructionworkerstravellingtothesitebycarandvanhavealsobeenmade.AdetailedassessmentisincludedintheConstructionTrafficMethodologyReport,whichisincludedatTAAppendix33.
12.7.20 AsummaryoftheestimatedaveragedailyconstructiontrafficmovementsisprovidedaTable12.4.Thisisbasedona5-dayworkingweek,assuming49workingweeksperyear.ItisthereforearobustassessmentastheaverageexcludesSaturdayworking,theinclusionofwhichwouldreducetheoveralldailytrafficmovementfiguresgiveninthetable.
12.4: Average daily construction traffic movements (one-way)
Year HGV LGV Car Vans Total1 147 33 117 157 4552 171 39 175 129 5153 125 28 86 95 3344 72 14 36 48 1705 72 14 36 48 1706 36 7 18 24 85
12.7.21 BasedonTable12.4,Year2wouldbethebusiestintermsofHGVandLGVmovementsassociatedwiththeconstructionprocess.DuringYear2itisestimatedthatanaverageof171dailyone-wayHGVmovementswouldvisitthesite,with39dailyone-wayLGVmovements.
12.7.22 Takenoverthe10-hourworkingday,theaboveone-waymovementswouldequatetosome34HGVtwo-waymovementsperhour,andaround8two-wayLGVmovementsperhour.Evenallowingfordoublingthisaveragefigure,toaccommodateshortperiodsofpeakdemand,theseflowsarelowinthecontextoftheadjacenthighwaynetworkflows,whichatM1Junction15averagearound6,300vehiclesduringeachofthemorningandeveningpeakhours.Hencetheseflowswillnotrequiremitigationworks.
12.7.23 Forconstructionworkers,whentakenintotal,thebusiestperiodforcarandvanmovementswouldalsobeYear2,whenatotalof304dailyone-waymovementsareforecast.Tounderstandthelikelyoriginsofconstructionstaff,theemployeetripdistributionhasbeenextractedfromtheNSTM2.Thishasthenbeenusedtoestablishthetrafficimpactsonthemainroutestoandfromthe site.
CHAPTER 12 - PG 39
12.7.24 Itisassumedthatthemajorityofstaff(80%)wouldarrivejustpriortothestartofworkat0700hoursandleavethesitejustafterat1900hours.TheresultingcumulativeadditionaltripsontheexistinghighwaynetworkaresummarisedatTable12.5.ThedetailedcalculationsareincludedatTAAppendix33.
Table 12.5: Distribution of construction staff arrival and departure trips
Route TripsA45 109M1South 50A508 37M1North 47
12.7.25 Table12.5showsthatthetrafficimpactoftheadditionaljourneysassociatedwithconstructionstaffmovementstothesiteinthemorningandfromthesiteintheeveningwouldbediluted,astheywouldbesplitacrossanumberofmainroutes.Furthermore,theoperationtimesoftheconstructionsitewouldmeanthatstaffmovementsdonotgenerallycoincidewiththehighwaynetworkpeakhours.Itisthereforeconcludedthatconstructionstaffmovementswouldnothaveamaterialimpactontheoperationoftheexistinghighwaynetwork.
12.7.26 Overallitisconcludedthattheconstructiontrafficwouldnotresultinamaterialimpactontheoperationoftheexistinghighwaynetwork.ThemeasuresandproceduresoutlinedintheCEMPwillensurethatanyadverseenvironmentalimpactsareminimised,andheavyconstructiontrafficwouldnotbepermittedtotravelontheA508tothesouthofthesite,therebyavoidingimpactinguponlocalvillages.
12.7.27 Itisconcludedthattheconstructionphaseofthedevelopmentwouldhaveatemporary adverse impact of moderate significanceontheoperationofthesurroundinghighwaynetwork.
Operation 12.7.28 ThissectionoftheESexaminestheresidualtransportimpactoncetheDevelopmentwouldbein
operationandtheassociatedinfrastructureimprovementsandothermitigationmeasuresareinplace.
12.7.29 TheProposedDevelopmentcomprisesSRFconsistingof‘warehousinganddistribution’B8use(ZoneAontheParametersPlan),andthe‘intermodalrailfreightterminal’(ZoneBontheParametersPlan).
12.7.30 ZoneAwouldtaketheformoflargescaleunitsthatwouldsupportacombinationofB8uses,withancillarybuildings.TheIllustrativeMasterplansummarisesthegrossinternalareaofeachunitshown.Asshown,B1officeusewouldcomprisearound5%ofthetotalareaandisthereforeancillarytothepredominantB8use.
12.7.31 TheParametersPlansetsoutamaximumareaforthewarehousinganddistributionuseatthedevelopmentat5,037,510sqft(468,000sqm).However,toprovidesomeflexibilityforfutureoccupiersseekingmezzaninespace,theParametersPlan includesanallowanceforafurther155,000sqmintheformofB8mezzaninefloorspaceuse.Forassessmentpurposesthemaximumfloorarea,includingtheallowanceformezzaninefloorspace,isthereforeusedinthisTA.
CHAPTER 12 - PG 40
12.7.32 TheParametersPlanincludesdirectrailservedwarehouseunitsbymeansofdedicatedrailconnectiontodevelopmentzonesA2a,A2b,A3andA4.
12.7.33 TheintermodalrailfreightterminalandaggregatesterminalwouldtaketheformofanindependentfacilityandassociatedcontainerstorageprovidedinZoneB.Theloadingandunloadingsidingsandtheassociatedpadwouldbeabletoaccommodatetrainsofupto775metresinlength,toallowthelongesttrainstobeaccommodated.
12.7.34 TherewouldalsobecapabilitytoprovideaRapidRailFacility(RRF)aspartoftheintermodalrailfreight terminal.
12.7.35 Containermovementstotheindividualwarehouseunitsonthesitewouldeitherbedirecttotheindividualwarehouseunit(orplot)byrail,bymeansofanadjacentrailloading/unloadingpad,orbydeliveryofthecontainerstothemainloading/unloadingterminalattheintermodalfacility,withthecontainersthenbeingtransferredbyHGVbetweentherailterminalandwarehouseunit.
12.7.36 Inkeepingwithmostinlandrailfreightterminals,therailfreightterminalislikelytooperateona24-hourbasisfromMondaytoFriday,anduntilSaturdaylunchtime.However,volumegrowthatthemainportscouldleadtoanincreaseto6or7-dayoperation.AlltheB8unitsarelikelytooperateona24-hourbasis,sevendaysaweek.Themainshiftsarethereforelikelytobe0600-1400hours,1400-2200hoursand2200-0600hours,althoughtherewillbesomevariationdependingontheindividualoccupierrequirements.Forexample,someoccupiersmayoperatea12-hourshift,from0700-1900hoursand1900-0700hours.
12.7.37 ItisanticipatedthatitwouldtakeseveralyearsbeforetherailfreightterminalatNorthamptonGatewaywouldoperateatfullcapacity.Therailfreightterminalwillbeoperationalupontheopeningofthedevelopmentandwillhavecapacitytoaccommodateatleast4trainsperday.Forthepurposesofassessment,theopeningyearcapacityisthereforeassessedat4trainsperday.However,toensurearobustapproach,maximumcapacityof16trainsperdaytotheIntermodalTerminalSRFIsitehasbeenassumedtooccurwithintheassessmentperiodssetforthefutureyeartransportmodellingassessmentscenarios.
12.7.38 Initiallytheloadingandunloadingofcontainerstoandfromtherailvehiclesattheintermodalterminalwouldbebyreachstacker,whichcouldbereplacedbygantrycranesasvolumesandthroughputattherailterminalincreased.
Modal Shift from Road Freight to Rail Freight12.7.39 TheproposedSRFI,comprisingboththewarehousinganddistributionunitsandtherailterminal,
wouldgeneratethefollowingtypeoftrips:
1.EmployeetripstoandfromworkatboththeB8unitsandtherailterminal;
2.VisitoranddeliverytripstoboththeB8unitsandtherailterminal;
3.HGVtraffictoandfromtheB8units;
4.HGVtraffictoandfromtherailterminal;
5.HGV(ortug)trafficbetweentherailterminalandtheB8units;andRailtrips.
12.7.40 Onlytriptypes1to4wouldusetheoff-sitehighwaynetwork.Triptype5wouldbeontheinternalroadnetwork,betweentherailterminalandwarehousingarea.Triptype6wouldbeontherailnetworkonly,andthecapacityoftherailnetworktoaccommodatethesetripsisdemonstratedintheRailCapacityReport(DCOdocument6.8).
CHAPTER 12 - PG 41
12.7.41 TheTAthereforefocusesontriptypes1to4,astheTAisultimatelyconcernedwiththeimpactofthedevelopmentonthehighwaynetwork.However,itisrecognisedthatthenumberofHGVsgenerated(triptypes3,4and5)willberelatedtothenumberofrailtrips(triptype6)andthesizeofthecontainers/typeofgoods.Furthermore,theamountofexternalHGVtrips(triptypes3and4)willberelatedtothenumberofinternaltrips(type5)andtheoperationandinteractionbetweentherailterminalandtheon-sitewarehousing.
12.7.42 TheabovedependenciesandinteractionsareexaminedindetailedatSections5,6and7ofTN2(TAAppendix5)andareincludedwithinthetripgenerationcalculations.OncetherailfacilitiesatNorthamptonGatewayarefullyoperationaltheycouldaccommodateanaveragemaximumthrough-putofaround1384containersaday.Thisisamodeshiftfromroadfreighttorailfreightequivalentto969HGVloadsor1,938two-wayHGVmovementsperday.Appendix34oftheTAincludesanexampleofhowthiscouldtranslatetoamodalshiftfromroadfreighttorailfreight.Theexampledemonstratesthat,annually,theProposedDevelopmentcouldremoveover92millionHGVmilesperyearfromthehighwaynetwork.Thisequatestoover£50millionperyearinmonetisedenvironmentalbenefitsascalculatedusingthemethodologysetoutintheDfTGuidetoModeShiftRevenueSupportScheme2.
12.7.43 TakentogethertheabovereductioninoverallHGVmileageontheroadnetworkdemonstratehowtheproposedNorthamptonGatewaySRFIwouldcomplywithGovernment’sobjectives,assetoutintheNPSNN,toachieveamodalshiftfromroadfreighttorail.
12.7.44 ItisimportanttounderstandthatmanyoftheremainingHGVtripsforecasttobegeneratedbytheproposedSRFIdevelopmentwouldalreadybepresentonthehighwaynetwork.ThisisbecausemanyoftheHGVtripswouldbeassociatedwiththedeliveryofgoodstomeetexistingbusinessdemandinthelocality.SuchHGVmovementswouldalreadyexistlocallytothosebusinesses,andthedevelopmentoftheSRFIwouldnotaddadditionalHGVtrafficintheseareas.Rather,itwillprovideadistributionhub,meaningthatjourneydistanceswillbereduced,reducingoverallHGVmileageontheroadnetworkasdescribedabove.
12.7.45 TakentogethertheabovemodalshiftandresultantreductioninoverallHGVmileagerepresentsapermanent beneficial impact of major significance
12.7.46 Nevertheless,toensurethatthefullimpactoftheProposedDevelopmentismodelledinthevicinityofthesite,thetransportmodellinghasassumedthatallHGVtripswouldbenewtripstothehighwaynetwork.Forthereasonsgivenabove,thisresultsinarobustassessmentofthetrafficimpactsasitmeansthatthereissomedoublecountingofHGVtraffic,particularlyonthemainlinkstoandfromtheexistingurbanandindustrialareas,suchasBrackmillsIndustrialEstate,locatedofftheA45.
2 DfT Guide to Mode Shift Revenue Support (MSRS) Scheme, April 2015
CHAPTER 12 - PG 42
Development Trip Generation12.7.47 Chapter5oftheTApresentsthepersonandvehiculartrafficgenerationcalculationsforthe
ProposedDevelopment.Thetwo-wayexternalpersontripgeneration(combinedtotalmovementsinandoutofthesite)aresummarisedatTable12andTable12.7summarisesthevehicletripgenerations.
Table 12.6: Off-site person trips (two-way)
Period Person TripsAMPeakHour 1,111PMPeakHour 1,393Daily 17,657
Table 12.7: Off-site vehicle trips (two-way) not accounting for the Travel Plan
Period Light Vehicles HGVs TotalAMPeakHour 775 269 1,044PMPeakHour 1,035 268 1,303Daily 12,286 4,245 16,531
12.7.48 Thevehicletripgenerationsassumeasingleoccupancyvehicle(SOV)rateof92%.Whilstthisprovidesarobustpositionforassessmentofthehighwaycapacity,itisnotrepresentativeofthelikelymodalsharethatwouldbeachievedbytheProposedDevelopmentoncethesustainabletransportinitiativespresentedintheFTP(TAAppendix1)andthePTS(TAAppendix2)areconsidered.
12.7.49 Theemployee(light)vehiclestripspresentedatTable12.7donotthereforerepresenttheexpectedpublictransportmodalshare,orthepotentialforcarsharing.
12.7.50 Table3ofthe FTP(TAAppendix1)setsoutthemodalshifttargetsforemployeesoftheproposeddevelopment.ThemodalsharetargetshavebeenextractedfromtheFTPandaregivenatTable12.8.
Table 12.8: Modal share targets
Mode Baseline Year 3 interim target Year 5 targetSOV 92% 85% 74%Carshare 5% 7% 12%Publictransport 3% 6% 10%Walking&cycling 0% 2% 4%
CHAPTER 12 - PG 43
12.7.51 Table12.9summarisestheresultingoff-sitevehicletripgenerationtakingintoaccounttheaboveSOVmodalsharetargetforemployees.
Table 12.9: Off-site vehicle trips (two-way) accounting for the Travel Plan (5 Year Target)
Period Light Vehicles HGVs TotalAMPeakHour 620 269 889PMPeakHour 828 268 1,096Daily 9,871 4,245 14,116
12.7.52 Theresultedexpectedtwo-waypersontrips(combinedarrivalanddeparture)bytransportmodebasedonthe5yearFTPtargetsaresummarisedatTable12.10.HGVtripsarenotsubjecttomodalsharetargetsasthepurposeofaHGVmovementisthetransportationofitscargo.Therefore,HGVdrivertripsareassumednottoundergomodalshift
Table 12.10: Two-way person trip by mode accounting for the Travel Plan (5 Year Target)
Period AM PM DailySOV 620 828 9,871Carshare 101 135 1,609PublicTransport 84 113 1,341Walking&Cycling 34 45 536
12.7.53 Notwithstandingtheabove,theTransportWorkingGrouprequestedthattheassessmentofthevehicleimpactsbeundertakenusingthevehicletripgenerationwithoutconsideringtheeffectoftheFTPorPTS.TheassessmentofthetrafficimpactoftheProposedDevelopmentisthereforerobustasitdoesnotincludefortherequired20%reductioninemployeejourneystoandfromworkthatisthetargetidentifiedintheFTP.WiththePTSandTravelPlanoperational,tripgenerationwouldbereducedincomparisontotheworst-casescenarioassessed,andtheresidualtrafficimpactswouldalsobereduced.
Impact on Highway Network Operation12.7.54 TheimpactonthetransportnetworkoftheProposedDevelopmenttrafficgivenatTable12.7,
alongwiththeeffectsofexistingtrafficreassignmentassociatedwiththehighwaymitigationworksisexaminedindetailatChapters7to10oftheTA.
12.7.55 TheNSTM2strategicmodellingdemonstratesthattheproposedhighwaymitigationworksremoveexistingcongestion‘bottlenecks’onthehighwaynetwork,particularlyatM1Junction15and15A,andontheA508throughRoade.Therefore,existingtrafficisforecasttoreassigntousetheprincipalandSRN,withincreasesintrafficforecastontheA508betweentheA5andM1Junction15,andatM1Junction15and15A.
CHAPTER 12 - PG 44
12.7.56 ThisisadesirableoutcomeastheA508isanimportantprimaryroute,partofNCC’sroadfreightnetworkandhasbeenidentifiedintheDfTconsultationaspartoftheproposedMajorRoadNetwork.Thestrategictransportmodellingdemonstratesthatwithoutinterventionthe2031D1ReferenceCasebackgroundtrafficgrowthonsectionsoftheA508wouldberestrictedto1%and5%inthemorningandeveningpeakhourperiods.Thisfallsfarshortoftheaverage25%growthinbackgroundtrafficthatisforecastforthe2031D1ReferenceCasefortheNorthamptonshirearea.TheconstraintsontheA508meanthatthesurroundinglocalroadswouldberequiredtoaccommodateagreaterproportionoftrafficgrowthinthe2031D1ReferenceCase.ThehighwaymitigationproposalsreleaseexistingconstraintsthatallowtheA508toaccommodateadditionaltrafficandfunctionasintended.ThisleadstoaconsequentialreductionintrafficonmanyofthelocalroadsandvillagessurroundingtheSRFI,includingtheA508NorthamptonRoadandHighStreetthroughRoade;BlisworthRoad/CourteenhallRoad,TowcesterRoad,HighStreet,NorthamptonRoad,andChapelLaneinBlisworth,RectoryLaneinMiltonMalsor,andWoottonRoadthroughQuintonasshownatFigures8.9and8.10oftheTA.
12.7.57 TheimpactoftheincreasedtrafficontheA508isexaminedatChapters7,8and10oftheTA,whereitisshownthattheA508,withtheproposedhighwaymitigationworks,wouldsatisfactorilyaccommodatethechangesintrafficflows.
12.7.58 TheproposedalterationoftheA508/Blisworth(Courteenhall)Roadsimplepriority-controlledT-junctiontobecomealeft-in,left-outonlyjunction,wouldremoveasignificant(5minute)eveningpeakhourdelayfordriverstravellingsouthboundontheA508.Theproposedjunctionwouldalsodeterthedriversfrom‘ratrunning’betweentheA508andtheA43throughBlisworth,whichisaconcernofresidents.BlisworthresidentsandthosewishingtoaccessBlisworth/CourteenhallRoadfromthenorthviatheA508couldinsteaduseRoadeBypassandthenewroundaboutjunctiononKnockLane,althoughanalternativerouteviaNorthamptonRoadwouldalsobeavailableforthosetravellingfromNorthampton.
12.7.59 TheproposedA508RoadeBypassleadstoforecasttrafficreductionsthroughRoadeofaround74%and52%inthemorningandeveningpeakhoursandaround60%throughouttheday.Thiswouldalleviatecongestionwithinthevillageandatstudyareajunctions24,25and26.TheNSTM2strategicmodellingdemonstratesthatexistingHGVtrafficwouldchoosetousethenewbypassratherthantravelthoughthevillage.However,thiswouldbeenforcedthroughtheproposed7.5TenvironmentalweightrestrictionthroughthevillageandontheotherlocalroadstothesouthoftheSRFIsite,whichalongwiththeexisting7.5TenvironmentalweightrestrictionthatisinplaceonC85PuryRoadwouldrestrictHGVstousingtheA508.
12.7.60 TheproposedalterationofA508/C26RookeryLane/C26AshtonRoadstaggeredcrossroadsjunctiontoprovideasinglelaneduallingarrangement,wouldimprovetheoperationofthejunction,allowingvehiclesturningrighttosafelywaitoutofthepathoftrafficontheA508,whilstenablingdriversturningrightoutoftheminorroads,orgoingstraighton,tosafelymaketheturnintwomoves,i.e.crossingduringagapintrafficfromtherightandthenturningorcrossingduringagapintrafficfromtheleft.Theoperationandcapacityofthejunctionwouldbeimproved.ApedestrianandcyclecrossingpointovertheA508,makinguseofthelargecentralisland,andafootwayontheeastsideoftheA508alongthefrontageofthepropertieswouldalsobeprovided.TheimprovementstothejunctionrealignandsoftenthetightbendontheA508tothesouthofthejunction,therebyimprovingroadsafetyatthisidentifiedaccidenthotspot.
CHAPTER 12 - PG 45
12.7.61 GraftonRegishasanapproximately300metresfrontagealongtheeasternsideoftheA508.ThetrafficimpactonGraftonRegisisexaminedatChapter8oftheTA.TothesouthoftheGraftonRegisthemorningandeveningpeakhours,anddailytrafficflowsontheA508areforecasttoincreaseby23%,15%,and18%respectively.Theseincreasesareallbelowthethresholdthatwouldtriggerfurtherdetailedassessment.TrafficthatisforecasttoavoidtheA508duetocongestioninthe2031D1ReferenceCase,isshowntobeattractedbacktotheA508becausetheproposedA508RoadeBypassandA508corridorrouteupgrademakestheA508amoreattractiveroutechoicefordriverscomparedtotravellingonthesurroundinglocalroadsandvillages.Thisisreflectedbyforecasttrafficreductionsof-70%,-59%and-65%intheAMandPMpeakhourandduringtheday,onChurchLanethroughthevillageinthe2031J1dDevelopmentCasescenario.However,thistrafficreassignstousetheA508tothenorthofChurchLaneandthereforetrafficflowsontheA508tothenorthoftheChurchLanearehigher.Themorningandeveningpeakhours,anddailytrafficflowsontheA508tothenorthofChurchLanearethereforeforecasttoincreasebysome57%,29%,and43%respectively.
12.7.62 TherearenolinkorjunctioncapacityconstraintsidentifiedonthissectionoftheA508adjacenttothevillage.Therefore,whilsttherewouldbelargeincreasesintrafficflowsusingtheshortsectionoftheA508thathasfrontagewiththevillage,trafficwouldbewouldbefreeflowing,subjecttothe30mphspeedlimit,andwouldbeoff-setbytrafficreductionsthroughotherpartsofthevillage.TheresidentsofGraftonRegiswouldalsobenefitfromtheimprovedjourneytimesandjourneyreliabilityassociatedwiththeproposedhighwayworks.
12.7.63 Nevertheless,theadditionaltrafficwouldincreasetheseveranceassociatedwithcrossingtheroadtoaccessthebusstopandfootpathonthewesternsideoftheA508.ThedevelopmentproposalsthereforeincludetheprovisionofanewpedestriancrossingwithacentralrefugeontheA508.
12.7.64 ThewideningontheA508toaccommodatethepedestrianrefugeprovidestheopportunitytoprovidearightturnharbouragefacilityforChurchLane,allowingvehiclesturningrighttosafelywaitoutofthepathoftrafficontheA508.ThenewrefugewillprovideachannellisingeffectforthroughtrafficontheA508,reinforcingthevillagesettingand30mphspeedlimitthroughthevillage.
12.7.65 TheresultsoftheVISSIMmicro-simulationmodellingarepresentedatChapter10oftheTAandattheVISSIM1andVISSIM2TechnicalNotesprovidedatTAAppendices27and28.Themicro-simulationmodellingdemonstratethattheproposedM1Junction15andA45majorupgradeandtheM1Junction15Aimprovementswouldprovideasignificantimprovementtotheoperationofthehighwaynetworkcomparedtothe2031D1ReferenceCase.
12.7.66 Tables12.11and12.12 summarisethechangesinaveragevehiclespeedsandaveragedelaypervehicle,takenfromtheVISSIMmicro-simulationmodellingresultsforthe2031J1dDevelopmentCasecomparedtothe2031D1ReferenceCase.ThisdemonstratesthebeneficialimpactoftheproposedM1Junction15andA45majorupgrade,andM1Junction15Aimprovementworksontheoperationofthehighwaynetwork.Theresultsshowthatwiththedevelopmentoperationalandtheproposedhighwayworksinplace,averagevehiclespeedswouldincreaseby6%inthemorningpeakhourandby47%intheeveningpeakhour.Theaveragedelaypervehiclewouldreduceby40%inthemorningpeakhourand69%intheeveningpeakhour.
CHAPTER 12 - PG 46
Table 12.11: Average vehicle speed
Period 2031 D1 RefCase
2031 J1d Dev Case % Change
AMPeakHour 35 mph 37mph +6%PMPeakHour 27 mph 39mph +47%
Table 12.12: Average delay per vehicle
Period 2031 D1 RefCase
2031 J1d Dev Case % Change
AMPeakHour 141seconds 84seconds -40%PMPeakHour 249seconds 76seconds -69%
12.7.67 ThenumberofunreleasedvehiclesinaVISSIMmodelalsoprovidesagoodindicationofcongestionwithinahighwaynetwork.Inthe2031D1ReferenceCasemodeltherewereapproximately800unreleasedvehiclesinthemorningpeakperiodandapproximately1800unreleasedvehiclesintheeveningpeakperiod.The2031J1dDevelopmentCasemodelresultsshowsthatallvehiclesweresuccessfullyreleasedintothenetworkinboththemorningandeveningpeakperiods,furtherindicatingthatnetworkperformanceissignificantlyimprovedwiththedevelopmentandmitigationproposalsinplace.
12.7.68 Excludingdevelopmenttraffic,inthe2031J1dDevelopmentCaseanadditional1,511vehiclesarepresentintheVISSIMmodelinthemorningpeakhourandadditional2,118vehiclesarepresentintheVISSIMmodelintheeveningpeak,whencomparedtothe2031D1ReferenceCase.ThisadditionaltrafficisbeingdrawnintotheSRNandprincipalroadnetworkbecauseofthehighwayimprovements.Theaboveimprovementsinaveragespeedandaveragedelaypervehicleincludeforboththisadditionalbackgroundtrafficandtheadditionaldevelopmenttraffic.
12.7.69 Overall,journeytimesforcardriversandHGVdriverswouldreduceandthesearesummarisedatTable12.13.AfullassessmentforeachjourneyisprovidedatTables5to8oftheVISSIM1report(TAAppendix26).
Table 12.13: Change in of average journey between 2031 D1 Reference Case and 2031 J1d Development Case
Period Change in average journey time per car
Change in average journey time per HGV
AMPeakHour -27% -37%PMPeakHour -48% -55%
12.7.70 ThepositiveimpactoftheproposedmitigationschemesatM1Junction15andM1Junction15AareparticularlyevidentwhenconsideringthejourneytimecomparisonsonroutesfromtheA508(allroutes),M1South(toA43&A5123),A45(allroutes)andtheM1North(toA43andA5123),wherethejourneytimesarereducedbyaround60%inthemorningpeakperiodandbyup90%intheeveningpeakperiodwhencomparedtothe2031D1ReferenceCasescenario.
CHAPTER 12 - PG 47
12.7.71 Therearethreeroutesinthemorningpeakhourandtworoutesintheeveningpeakhourwherejourneytimesseeanotableincrease.ThesearefromSaxonAvenuetotheA45andfromWateringLanetotheA45inbothpeakhours,andfromSaxonAvenuetoWateringLaneinthemorningpeakhour.Increasesof30%to40%injourneytimesareforecastinthemorningpeakhourandincreasesofupto47%areforecastintheeveningpeakhour.
12.7.72 TheseincreasesarearesultofvehicleshavingtonegotiatethelargerM1Junction15layoutandbecausetheimprovementssignaliseboththeSaxonAvenueandWateringLaneapproaches,whichaddssomedelaytotheseroutes.However,whenconsideringtheoveralltrafficvolumes,thenumberofvehiclesundertakingthesemovementsislowincomparisontothemajorityoftheotherroutesat2.2%inthemorningpeakhourand1.1%intheeveningpeakhour.FurtherqueuelengthsonSaxonAvenuewouldnotbesignificantandwouldbeexpectedtoclearineachtrafficsignal cycle
12.7.73 Section12.4ofthisESChapternotedthatM1Junction15isoftenheavilycongestedwithpeaktimequeueingontheA45andA508approachestothejunctioncommonplace.Chapter10oftheTAandAppendixFofVISSIM1report(TAAppendix26),presentthatforecastqueueingatM1Junction15inthe2031D1ReferenceCaseand2031J1dDevelopmentCase.
12.7.74 DuringthemorningpeakhouraveragequeuelengthsontheA45approachtoM1Junction15areforecasttoreducefromaround2.5kminthe2031D1ReferenceCasetoaround475metresinthe2031J1dDevelopmentCase.QueuesontheA508approachareforecasttoreducefromaround1.5kminthe2031D1ReferenceCasetoaround15metresinthe2031J1dDevelopmentCase.
12.7.75 DuringtheeveningpeakhourqueuelengthsontheA45approachtoM1Junction15areforecasttoreducefromaround2.4kminthe2031D1ReferenceCasetoaround65metresinthe2031J1dDevelopmentCase.QueuesontheA508approachareforecasttoreducefromaround100metresinthe2031D1ReferenceCasetoaround25metresinthe2031J1dDevelopmentCase.
12.7.76 ThesesignificantreductionsinqueuingareadirectresultoftheimprovedcapacityandoperationofM1Junction15andA45thatwouldberealisedaspartofthemajorupgradeworks.TheimprovementswouldleadtotheforecastsavingsinjourneytimewhentravellingnorthboundandsouthboundbetweentheA508andA45thatareshowninTable12.14and12.15.ThesearekeymovementsassociatedwithtraffictravellingtoandfromtheSRFIdevelopment,whichwouldalsoimprovejourneytimesfortheproposedbusserviceandexistingX4andX7busservicesthatwouldalsoservethedevelopment.
Table 12.12: Change in journey times A508 to A45 and A45 to A508 - Cars
Period Journey Journey time (hrs:mins:secs)2031 Ref Case 2031 Dev Case Saving
(% change)AM NB(A508toA45) 00:09:16 00:03:41 -00:05:35
(-60%)SB(A45toA508) 00:05:36 00:04:16 -00:01:20
(-24%)PM NB(A508toA45) 00:04:29 00:03:36 -00:00:54
(-20%)SB(A45toA508) 00:06:04 00:03:22 -00:02:43
(-45%)
CHAPTER 12 - PG 48
Table 12.13: Change in journey times A508 to A45 and A45 to A508 - HGVs
Period Journey Journey time (hrs:mins:secs)2031 Ref Case 2031 Dev Case Saving
(% change)AM NB(A508toA45) 00:09:30 00:03:53 -00:05:37
(-59%)SB(A45toA508) 00:05:47 00:04:33 -00:01:14
(-21%)PM NB(A508toA45) 00:04:46 00:03:50 -00:00:56
(-20%)SB(A45toA508) 00:06:11 00:03:29 -00:02:42
(-44%)
12.7.77 AsdiscussedinChapter10oftheTA,theVISSIMmodellingforecaststhatinthe2031(D1)ReferenceCasequeuingatM1Junction15ontheM1southbounddivergewouldreachbackbeyondtheendofthesliproadinthemorningpeakhour,whereitwouldimpactontheM1mainlineflow.
12.7.78 TheVISSIMmodellingdemonstratesthatinthe2031(J1d)DevelopmentCasescenario,withtheM1Junction15andA45majorupgradeinplace,queuelengthswouldbecomfortablystoredonthesliproadandwouldnotimpactontheM1mainline.ThisrepresentsasignificantoperationalandsafetyimprovementintheperformanceofM1Junction15anditsinteractionwiththeM1mainline.
12.7.79 AtM1Junction15A,queuingonthesliproadsinthe2031(D1)ReferenceCaseisforecasttoexceedthelengthofthesliproadonboththenorthboundandsouthbounddivergesfromthemotorwayinboththemorningandeveningpeakhours.ReferenceCasequeuesonthenorthbounddivergewouldextendtosome3kminthemorningpeakhourand5kmintheeveningpeakhour.Forthesouthbounddiverge,queuesofsome2kmand3.75kmareforecastinthe2031Referenceinthemorningandeveningpeakhour,respectively.ThesearesignificantqueuesandwouldimpactontheM1mainlineflow.
12.7.80 TheVISSIMmodellingdemonstratesthatinthe2031(J1d)DevelopmentCasescenario,withtheM1Junction15Aimprovementsplace,queuelengthswouldbecomfortablystoredonthesliproadandwouldnotimpactontheM1mainline.ThisrepresentsasignificantoperationalandsafetyimprovementintheperformanceofM1Junction15AanditsinteractionwiththeM1mainline.
12.7.81 Chapter8oftheTAandTN10,TN10AandTN11(TAAppendices15,16and17)examinetheresidualhighwayimpactsatthestudyareajunctions.
12.7.82 NorthoftheA45BarnesMeadowInterchangenosignificantincreasesintrafficflowsontheA45intheDevelopmentCasescenariosareforecastascomparedtotheReferenceCasescenarios.However,analysisincludedwithinTN10showsthatdevelopmenttrafficispresentonthissectionoftheA45,andthereforelocalbackgroundtrafficisreassigningawayfromthisroute.ThisreassignmentoccursbecausenorthoftheBarnesMeadowInterchangethelinkcapacityoftheA45isforecasttobeexceededatseverallocationsinboththeDfTCircular02/2013compliantReferenceCaseand2031ReferenceCasescenarios.Thisisduetotheforecastgrowthinbackgroundtraffic,includingthatassociatedwiththecommittedandplanneddevelopmentinNorthamptonshire,andisthereforeanexistingproblemwithorwithouttheadditionofthedevelopmenttraffic.Thedisplacedtrafficreassignsacrossmultipleroutesanddispersesacrosstheroadnetwork.
CHAPTER 12 - PG 49
12.7.83 DetailedmodelswereconstructedandusedtoassesstheimpactofthedevelopmenttrafficandthereassignedtrafficontheeffectedstudyareajunctionswhichincludesallrelevantjunctionontheA45,theA5076MereWay/DanesCampWaycorridor,thekeyjunctionsontheInnerRingRoadandjunctionsnorthofM1Junction15A.
12.7.84 Thejunctionmodellingdemonstratesthattherewouldnotbeasevereimpactatanyofthestudyareajunctionswhenconsideringthepracticalreservecapacityforthejunctionsandtotaldelay.However,whenconsideringthejunctionsinmoredetail,localisedimpactswereidentifiedatthefollowinglocations:
• theA5076MereWayapproachtotheA45QueenEleanorInterchange;
• theMereWayapproachtotheA5076DanesCampWay/MereWay/TowcesterRoadgyratory;and
• theA5123approachtotheA5076DanesCampway/A5123UptonValleyWay/A5075UptonWaygyratory
12.7.85 NCCrequiredthatimprovementschemesbeprovidedattheselocationstomitigatetheimpactofthedevelopmentandtrafficreassignmenteffects.AppropriatehighwayimprovementschemesarethereforeidentifiedandpresentedintheTAforthesejunctions.
12.7.86 NCCaredevelopingacomprehensiveimprovementschemeattheA45QueenEleanorInterchangeanditisrecognisedthatflexibilityregardingthetimingandscopeoftheimprovementworksontheA5076DanesCampWaycorridorwouldbebeneficial.Therefore,itisagreedwithNCCthatthedevelopmentwouldprovideafinancialcontributionequivalenttothecostofimplementingtheproposedimprovementworksatthesejunctions,tobeusedtodelivertheproposedimprovements,oraspartofawiderpackageofimprovementsattheA45QueenEleanorInterchangeandtheA5076corridortobedeliveredbyNCC.
12.7.87 Theresultsofthemicro-simulationmodellingincombinationwiththedetailedjunctionassessmentwork,basedontheoutputsfromthestrategicmodelling,demonstratethesuitabilityoftheproposedhighwaymitigationworkstoaccommodatethetrafficincreasesassociatedwiththeProposedDevelopment.
12.7.88 Overall,itisconcludedthattheproposedhighwaymitigationworksarerequiredtoprovidesatisfactoryaccesstotheProposedDevelopmentandtoaccommodatethetrafficreassignmenteffectsresultingfromboththedevelopmenttrafficandproposedhighwaymitigationworks.ThehighwayworksalsoreleaseconstraintsontheA508,andatM1Junction15andJunction15A,allowingtheexistinghighwaynetworktofunctioninasaferandmoreefficientmanner.ThisinturndrawstrafficbackontotheexistingprincipalandSRN.Indoingsotrafficflowsonmanyofthesurroundinglocalroadsandvillageswouldreduce,ascomparedtotheReferenceCase.Therefore,theresidualeffectsoftheProposedDevelopmentandhighwaymitigationworksingeneraltrafficimpacttermscanbesummarisedasapermanent beneficial impact of major significance.
Impact on Pedestrians, Cyclists, Equestrians (NMUs) and the community12.7.89 TheProposedDevelopmentandassociatedhighwaymitigationworkswouldalterconditionsfor
NMUsusingthepublicrightsofwaythatcrossthemainsiteandthosecrossingtheproposedRoadeBypass.Theproposedhighwaymitigationworkswouldalsoaltertheexistinghighwayinfrastructure.ThechangesaredescribedatChapter4oftheTAandSection12.6ofthisES.
12.7.90 Theproposalswouldalterthejourneylengthandlocaltravelpatternsinthearea.ThesechangesaredescribedindetailintheWCHARAssessmentandReviewReports,whichareAppendices18and19oftheTA.
CHAPTER 12 - PG 50
12.7.91 PRoWsKX17andKX13thatcrossthemainsitewouldbedivertedandextendedtoformalooparoundthemainsitewithinthelandscapebunding.KX17wouldbeincreasedbysome800metres(68%)andKX13bysome180metres(13%).
12.7.92 TheRoadeBypasswouldaffectpublicfootpathsKZ30,KZ19,KZ2aandRZ3,andbridlewayKZ10/RZ1.Ateachlocation,theimpactoftheBypassproposalshasbeenassessed.Suitablecrossingspointsareprovidedforeachofthefootpathsandanunderpasssuitableforequestriansisprovidedforthebridleway.
12.7.93 Therefore,althoughjourneylengthsforsomePRoWwouldbelonger,suitablealternativeroutesthatminimisetheimpactareproposed.
12.7.94 Amenityismainlyinfluencedbythevolumeandtypesoftrafficonanadjacentroadlink.TheeffectoftheProposedDevelopmentandassociatedhighwaymitigationworkswouldbetoincreasetrafficflows,includingHGVs,ontheA508betweentheA5andM1Junction15,includingGraftonRegis,andontheSRNatM1Junction15andM1Junction15A,ontheA45.TherewouldalsobealargepercentageincreaseincarsusingKnockLane,predominantlyduetobackgroundtrafficswitchingfromStokeRoad,althoughactualtrafficvolumeswouldremainlow.
12.7.95 AresultoftrafficbeingdrawnontotheA058andSRNisthattrafficflowswouldreduceonmanyofthesurroundinglocalroads,includingStokeRoad,Blisworth(Courteenhall)Road,TowcesterRoad,NorthamptonRoad,CollingtreeRoad,theunnamedroadbetweentheA508andQuinton,WoottonRoad,ChurchLaneinGraftonRegis,andthroughAshtonandRoade.
12.7.96 TheproposedHGVroutingstrategyfortheSRFIandtheproposed7.5TenvironmentalweightrestrictionswillrestrictHGVaccesstoonlysuitableroutes,andtheA508RoadeBypasswillsignificantlyreducethevolumeoftrafficpassingthroughthevillage.
12.7.97 Overalltherewouldbeimprovedpedestrianandcyclistroutesandconnectivity.ThefacilitiesatM1Junction15wouldbeimprovedandtrafficsignalcontrolledcrossingsprovidedatallcrossingpoints.Anewcycletrack(alsoforusebypedestrians)linkingtheA508withthetrafficfreebridgeovertheM1wouldbeprovide,connectingwithHighStreetinCollingtree.
12.7.98 ThedevelopmentwouldprovideanewcyclepathalongsidetheA508fromRoadetoM1Junction15anditwouldprovideamissingpieceofcyclenetworkadjacenttotheA45betweenM1Junction15andWateringLane.Asharedfootway/cyclewaywouldalsobeprovidedontheeasternsideoftheproposedRoadeBypass,withanewfootwayandatgradecrossingovertheA508providedattheA508/C26RookeryLane/C26AshtonRoadjunction.ThenewpedestrianrefugeprovidedontheA508inGraftonRegiswouldreduceseveranceassociatedwithaccessingthenorthboundbusstopandfootway.
12.7.99 Inadditiontotransportandaccessibilityrelatedeffects,theseelementsoftheProposedDevelopmentcoupledwiththeon-siteroutesforwalking(andrunning)orcyclingwouldsupportpublichealthpromotionandwell-beingagendas,andcouldhavepositivehealthbenefitsforlocalresidentsandemployees.
12.7.100 Overall,withregardstoimpactsonpedestrians,cyclists,equestriansandthecommunityitisconcludedthatthedevelopmentproposalswouldhavepermanent adverse impact of minor significanceonamenity,andanegligibleimpactonseveranceandonjourneylengthandlocaltravel patterns.
Impact on Vehicle Travellers – Driver Stress12.7.101 Driverstresshasthreemaincomponents:frustration,fearofpotentialaccidents,anduncertainty
relatingtotheroutebeingfollowed.
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12.7.102 Frustrationiscausedbyadriver’sinabilitytodriveataspeedconsistentwithhisorherownwishesinrelationtothegeneralstandardoftheroad.Itincreasesasspeedfalls.Congestioncanleadtofrustrationcreatingasituationinwhichthedriverdoesnotfeelincontrol,especiallywhenheorshewishestoarriveatadestinationbyacertaintimebutisheldupbytrafficcongestionfromwhichthedurationoftheresultingdelaycannotbedetermined.
12.7.103 TakenincombinationtheproposedhighwaymitigationworksontheA508,includingtheRoadeBypass,wouldreducecongestionandimprovejourneytimesandjourneytimereliabilityfordriversusingthisroute.TheVISSIMmicro-simulationmodellingdemonstratesthattheproposedM1Junction15andA45majorupgradeandM1Junction15AhighwaymitigationworkswillsignificantlyreducecongestionontheSRNandreduceaveragepeakhourjourneytimesforcardrivers.Averagedelaypervehicleisforecasttoreducebya40%inthemorningpeakhourand69%intheeveningpeakhour.TheeffectoftheProposedDevelopmentandassociatedhighwaymitigationworkswouldthereforebeareductionindriverfrustration.
12.7.104 Themainfactorsleadingtodriverfearofpotentialaccidentsisthepresenceofothervehicles,inadequatesightdistancesandthelikelihoodofpedestrians,particularlychildren,steppingintotheroad.Otherfactorsincludeinadequatelighting,narrowroads,roadworksandpoorlymaintainedroadsurfaces.Fearishighestwhenspeeds,flowsandtheproportionofHGVsarehigh.
12.7.105 TheProposedDevelopmentwouldincreasethenumberofHGVsusingtheroadnetworktothenorthofthesite.Theproposedhighwaymitigationworkswouldaltertheroutingoftraffic,drawingtrafficontotheA508andawayfromthesurroundinglocalroadsandvillages.TrafficandHGVflowsontheA508andtheSRNneartothesitearethereforepredictedtoincrease,whichcouldresultinacorrespondingincreaseindriverfearontheseroads.
12.7.106 TheproposedA508RoadeBypassandenvironmentalweightrestrictionthroughRoadewouldsignificantlyreduceA508trafficpassingthoughthevillage.TrafficandHGVflowsthroughRoadewouldthereforereduce,aswouldtrafficandHGVflowsthroughBlisworth,onTowcesterRoadandonBlisworth(Courteenhall)Road.ThiswouldleadtoareductionindriverfearontheseroadsandthroughRoadeandBlisworth.
12.7.107 TheNSMT2forecastsone-waymorningandeveningpeakhourtrafficflowonA508RoadeBypassof1,297and1,179vehicles(highestflows),respectivelyinthe2031J1dDevelopmentCase.InaccordancewithTable3ofDMRB(Volume11,Section3,Part9)theseflowsareconsistentwithahighlevelofdriverstress.
12.7.108 TheproposedhighwaymitigationworksatM1Junction15wouldreplacetheexistinggivewayarrangementswithtrafficlightsfordriversenteringthejunctionfromtheA508andSaxonAvenueapproaches.DriversaccessingtheA45fromWateringLanewillalsobeprovidedwithtrafficlights.Thiswouldremovetheneedfordriverstojudgegapsinbusytrafficflowsasisrequiredunderthecurrentarrangement.Driverswillinsteadbeprovidedwithpriorityduringthegreentrafficsignalphase,therebyleadingtoareductionindriverstress.
12.7.109 TheproposedrealignmentandalterationtothespeedlimitontheA45nearM1Junction15willbringtrafficspeedsinlinewiththeprevailingroadconditions,thereforeleadingtoareductionindriverfear.
12.7.110 Routeuncertaintyiscausedprimarilybysignagethatisinadequatefortheindividual’spurposes.AstrategyfordirectionalsignagehasbeendevelopedforboththeSRNnetworkandtheA508.ThesestrategiesarepresentedSection13oftheM1Junction15&A45ImprovementandM1Junction15AImprovementGDSR1reportfortheSRN(TAAppendix28),andatSection13oftheA508RouteUpgradeGDSR2reportfortheA508andat(TAAppendix29).Therefore,routeuncertaintywouldbelow.
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12.7.111 ItisconcludedtheProposedDevelopmentandassociatedhighwaymitigationworkswouldhavea beneficial impact of moderate significanceondriverfrustration,andabeneficial impact of minor significanceondriverfear,withanegligibleimpactonrouteuncertainty.
12.7.112 Overall,whentakentogether,itisconcludedtheProposedDevelopmentandassociatedhighwaymitigationworkswouldhaveapermanent beneficial impact of moderate significanceondriverstress.
Impact on Vehicle Travellers – View from the Road12.7.113 Theexistenceofanewroadmayenablemorepeopletoseethelandscapethanbefore.This
benefitisassessedundertheheadingviewfromtheroad,asisanydisbenefitthatmayarisewherearoadpassesthroughvisuallyunattractiveareas.Itisdefinedastheextenttowhichtravellers,includingdrivers,areexposedtothedifferenttypesofscenerythroughwhicharoutepasses.
12.7.114 TheRoadeBypasswouldprovideamoreruralroutefordriversusingtheA508,whocurrentlyroutethroughRoadevillage.TotheeastofthebypasstherewouldberestrictedviewsofRoade,whichwouldgenerallybescreenedbylandscapingandenvironmentalbunding.Viewstothewestofthebypasswouldbemoreopen,providingsomelimitedviewsofthecountryside.ThenewbridgeovertheWCMLwouldprovidebriefviewsoftherailway.
12.7.115 TheexistingintermittentviewsacrossthesitefromtheM1,theA508,Blisworth(Courteenhall)Road,CollingtreeRoadandNorthamptonRoadwouldbereplacedwithviewsoftheProposedDevelopmentwhichwouldberestrictedviatheuseofnewembankmentsandlandscapingscreening.
12.7.116 Whentakenoverall,itisconcludedthattheproposeddevelopmentandhighwaymitigationworkswouldhaveanegligible impactonviewfromtheroad.
12.8 CUMULATIVE EFFECTS
12.8.1 NCC’sNSTM2includesallcommitteddevelopmentandallocatedsiteswithintheNorthamptonshirearea.Themodelalsoincludesthecommittedinfrastructureschemesandthosehighlylikelytocomeforwardbeforetheforecastassessmentyear.ThisincludesHighwaysEngland’sSmartMotorwayProjects.Thecumulativeimpactsofthedevelopmentincombinationwithotherdefinedlandusesandinfrastructuresschemehasthereforebeenassessedaspartoftheoverallmodellingworkundertaken.FulldetailsofthecommittedandallocateddevelopmentandinfrastructureschemesincludedineachoftheNSTM2assessmentscenariosaredetailedatTAAppendix36.
12.8.2 ThereisaproposedNSIPprojectonanadjacentsite(‘RailCentral’).AlthoughnotacommitmentthepotentialcumulativeeffectsofthatemergingproposalinadditiontotheProposedDevelopmenthasbeenundertakenusingtheNSTM2andVISSIMmicro-simulationbasedontheinformationavailableinrespectofRailCentralatthetimeofthatassessmentwork(December2017).
12.8.3 ThisisreportedondetailatTechnicalNote12,whichformsAppendix12.2ofthisES.TheconclusionsofthatreportandasummaryofthepotentialcumulativeeffectsshouldboththeNorthamptonGatewayandRailCentralschemecomeforwardaresetoutinthefollowingsections.
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12.8.4 Itshouldbenotedthataftertheconclusionofthecumulativeassessmentmodellingwork,andjustpriortosubmissionoftheNorthamptonGatewaySRFIDCO,RailCentralreleasedfurtherinformationintothepublicdomainregardingtheirproposedschemeaspartoftheirStage2StatutoryConsultationwhichtookplacebetween15thofMarch2018and23rdApril2018.Theinformationincludedchangestotheiremerginghighwaymitigationproposals.Therefore,whererelevant,thepotentialimplicationsofthechangestotheiremergingproposalsontheconclusionsofthecumulativeassessmentarediscussedinTN12.
12.8.5 Importantly,itshouldbenotedthatRailCentralareyettoundertaketheirownVISSIMmodellingatM1Junction15andJunction15AandhavenotyetmodelledthehighwaymitigationstrategyidentifiedintheirStage2ConsultationintheNSTM2.Intheabsenceofthatessentialmodelling,theobservationsdrawnoncumulativeimpactofNorthamptonGatewayandRailCentralschemesshouldbeconsideredastentative.Inanyevent,RailCentral’songoingassessmentworkmayleadtofurtherchangestotheirhighwaymitigationstrategy,whichinturncouldalterthecumulativeeffects.TheinformationcontainedinTechnicalNote12iscaveatedtothatextent.
Disruption Due to Construction (cumulative assessment with Rail Central)12.8.6 BoththeNorthamptonGatewaySRFIandRailCentralSRFIschemesidentifythesameopening
year,2021.ThehighwayinfrastructurephasingfortheNorthamptonGatewaySRFIisdescribedatChapter4oftheNorthamptonGatewaySRFITA,andthedisruptionduetotheconstructionoftheNorthamptonGatewaySRFIdevelopmentisdescribedatparagraphs12.7.1to12.7.27ofthisESchapter.
12.8.7 RailCentralhavenotatthistimeprovideddetailsoftheirproposedhighwayinfrastructurephasingandthereforethereislimitedinformationonwhichtoassessthecumulativeimpactsofbothschemesduringconstruction.ItispresumedthattheproceduresandcontrolsthataredescribedintheNorthamptonGatewaySRFICEMPwithregardtotheneedtoagreewithHighwaysEnglandandNCCtheroutingofconstructiontrafficandthetrafficmanagementassociatedwiththeconstructionofthehighwaymitigationworkswouldalsoapplytoRailCentral.Thiswouldensurethatpotentialadversecumulativeenvironmentalimpactsthatcouldariseduringconstructionwouldbeminimised.
Impact on Highway Network and Vehicle Drivers (with Rail Central)12.8.8 AnalysisoftheNSTM2cumulativeimpactassessmenthasbeenundertakenforthestudyarea
junctionsidentifiedintheNorthamptonGatewayTA.TheassessmentshowsasignificantincreaseintrafficontheA508corridor,whichislargelyduetotheproposedA508RoadeBypassandtheproposedNorthamptonGatewaySRFIimprovementworksatM1Junction15releasingexistingbottlenecksanddrawingtrafficwhichwouldhavepreviouslyusedalternateroutesbackontotheA508.
12.8.9 TheNSTM2cumulativeimpactassessmentoutputsprovidedinTN12alsoshowsignificanttrafficincreasesontheA43andA5corridors.TheproposedRailCentralSRFIdevelopmentaccessesthehighwaynetworkfromtheA43andsolargetrafficincreaseswouldbeexpectedonthesecorridors.TheNorthamptonGatewaystudyareadoesnotextendtoincludetheA43andA5corridorsandthereforedetailedassessmentoftheimpactoftheadditionalRailCentraltrafficattheselocationshasnotbeenpossible.
12.8.10 TheanalysisprovidedintheNorthamptonGatewaySRFITransportAssessmentshowedthatasaresultoftheNorthamptonGatewayproposedhighwaymitigationtherewouldbereductionsintrafficthroughBlisworth,MiltonMalsorandRoade.TheresultsoftheNSTM2cumulativeimpactassessmentshowsthatingeneraltherewouldbecomparablereductionsthroughthesevillages,althoughthereisahigherwestboundflowforecastalongWateringLanethroughCollingtreeandMiltonMalsor.
CHAPTER 12 - PG 54
12.8.11 Therefore,theNSTM2cumulativeimpactassessmentdemonstratesthatthereisgenerallylittleinteractionbetweentheA508andA43corridorssouthoftheM1.
12.8.12 TothenorthoftheM1,theNSTM2cumulativeimpactassessmentshowsalargeincreaseinthewestboundflowalongtheA5076MereWayfromtheA45QueenEleanorInterchange,withfurtherwestboundtrafficincreasesfromtheA45WoottonInterchangethroughtheresidentialareasofWoottonandEastHunsbury.
12.8.13 TheTransportAssessmentfortheNorthamptonGatewaySRFIshowsthattrafficincreasesontheA5076corridorarerelativelymodestwhencomparedtothe2031(D1)ReferenceCase,asdevelopmenttrafficnorthoftheM1largelystaysontheA45corridor.However,thereissomereassignmentofbackgroundtrafficontotheA5076RingRoadcorridor.TheNSTM2cumulativeimpactassessmentshowsthatwhencomparedtotheNorthamptonGatewaySRFI,theRailCentralSRFIwouldsignificantlyincreasetrafficflowsalongtheA5123,A5076andSwanValleyWaycorridors.
12.8.14 Therefore,duetointeractionsbetweentrafficgeneratedbybothSRFIdevelopmentsandreassigningbackgroundtraffic,theNSTM2cumulativeimpactassessmentshowsthatthetrafficincreasesontheserouteswouldbemoresignificant,especiallyalongtheA5076RingRoadandthroughWoottonandEastHunsbury.
12.8.15 TheTransportAssessmentfortheNorthamptonGatewaySRFIconcludesthatthemodelledimpactattheWoottonInterchangeisaresultofrat-runningtrafficwhichisavoidingtheQueenEleanorInterchange.NCChaveconfirmedthattheyplantoimplementacomprehensiveimprovementschemeattheQueenEleanorInterchangewhichcoulddrawtrafficawayfromtheWoottonInterchange.IthasbeenagreedwiththeTWGthatratherthanpromotinganimprovementattheWoottonInterchange,itwouldbeappropriateforafinancialcontributiontowardsthiscomprehensiveschemetobesecuredaspartoftheNorthamptonGatewaySRFIdevelopment.HighwaysEnglandhavealsoconfirmedthisthisisacceptable.
12.8.16 ThecumulativeimpactassessmentresultsshowthattheperformanceoftheWoottonInterchangewoulddeteriorate.However,itisconsideredthattheabovestrategyremainsvalidandappropriatetoaddressthisimpactinthecumulativeimpactscenario.
12.8.17 IntheirMay2017publiclyavailablyhighwaymitigationproposals,RailCentralpromotedanimprovementschemeattheQueenEleanorInterchange.ThisschemehasbeenremovedfromthemitigationproposalspresentedattheirStage2StatutoryConsultation.Itisnotclearwhatthebasisforthisis.Basedontheabove,itisanticipatedthatRailCentralwillneedtoprovideafinancialcontributiontowardsthecomprehensiveNCCimprovementschemeatthisjunctionalthoughnomentionismadeofitintheRailCentralStage2StatutoryConsultationmaterial.
12.8.18 ThecumulativeimpactassessmentmodelresultsshowthattherewouldbeimpactsattheA45BarnesMeadowInterchange,theA45LumbertubsInterchangeandtheA4500/A5076gyratory.TherearenoimpactsatthesejunctionsintheNorthamptonGatewayonlyscenario.However,thedraftRailCentralTransportAssessmentissuedfortheStage2StatutoryConsultationshowsthatmitigationschemesareproposedatthesejunctionsanditisconsideredthatproposedRailCentralmitigationschemesatthesejunctionscouldpotentiallymitigatethecumulativeimpact.
CHAPTER 12 - PG 55
12.8.19 ThecumulativeimpactassessmentresultsshowthattherewouldbeimpactsattheA5076DanesCampWay/TowcesterRoad/TescogyratoryandattheA5123/A5076gyratory.HighwayimprovementschemesarepromotedatbothofthesejunctionstomitigatetheimpactoftheNorthamptonGatewaySRFI,asdetailedintheNorthamptonGatewayTransportAssessment.IthasbeenagreedwithNCCthatafinancialcontributiontoimprovingthewiderA5076corridorshouldbemade,equivalenttothecostofimplementingtheidentifiedNorthamptonGatewaymitigationschemes.ThescaleoftheidentifiedschemeswouldbeunlikelytomitigatethecumulativeimpactofthetwoSRFIdevelopments.However,thedraftRailCentralTransportAssessmentissuedfortheRailCentralStage2StatutoryConsultationpromoteslargermitigationschemesattheselocations,duetoRailCentralhavingagreatertrafficimpactthanNorthamptonGatewayatthesejunctions.ItisconsideredthattheidentifiedRailCentralschemescouldpotentiallymitigatethecumulativeimpact.
12.8.20 ThedetailedmodellingthereforesupportstheconclusionsofthestrategicNSTM2modellingthatthereisgenerallylittleinteractionbetweentheA508andA43corridorssouthoftheM1,andthattheadditionoftheRailCentralSRFIwouldnotadverselyimpactuponthebenefitstotheA508corridorprovidedbytheNorthamptonGatewaySRFIhighwaymitigationstrategy.
12.8.21 TheresultsoftheVISSIMmicro-simulationmodellingofM1Junction15and15AshowthatnetworkperformanceissignificantlyimprovedinthecumulativeimpactscenarioincomparisontotheReferenceCase,withtheNorthamptonGatewayandRailCentraldevelopmentsandassociatedjunctionimprovementsinplace.
12.8.22 ThecumulativeimpactassessmentVISSIMresultsshowthatjourneytimesforbothcarsandHGVsarereduced,withanaveragejourneytimereductionof18%forcarsand11%forHGVsinthemorningpeakhourwhencomparedtotheReferenceCasescenario.Intheeveningpeakperiod,thejourneytimesarereducedby41%forcarsandby36%forHGVs.
12.8.23 Nonetheless,therewouldbesomeimpactsintermsofqueueinginthecumulativeimpactassessmentscenario,notpresentintheNorthamptonGatewayonlymodelling,detailedasfollows:
• InthemorningpeakhourthemaximumqueuelengthontheM1northbounddivergeatM1Junction15isforecasttoexceedthestoragecapacityonthesliproadandcouldpotentiallyimpactontheM1mainline.ThisisnotpresentintheReferenceCase.
• InthemorningpeakhourtheaveragequeueontheM1southbounddivergeatM1Junction15wouldreachbackbeyondtheendofthesliproadwhereitwouldimpactontheM1mainlineflow.ThisoccurstoagreaterextentintheReferenceCaseandsowouldstillrepresentanimprovement.
• AlthoughstillanimprovementontheReferenceCasescenario,thequeuelengthsontheM1northbounddivergeatM1Junction15AwouldextendbacktotheM1mainlinebeforetheendofthecumulativeimpactassessmenteveningpeakhour.
• OntheA43approachtoM1Junction15AtheaverageandmaximumqueuelengthsintheeveningpeakhourontheA43areshowntoincreasesignificantlyinthecumulativeimpactassessment scenario.
12.8.24 ArevisedM1Junction15AimprovementschemetothatincludedinthecumulativeimpactVISSIMmodellingwaspresentedbyRailCentralaspartoftheirStage2StatutoryConsultation.Thisrevisedmitigationschemereducesthescaleofthemitigationproposals.However,itisnotanticipatedthattherevisedlayoutwouldmateriallychangetheconclusionsdrawnfromthecumulativeassessmentVISSIMmodellingasthealterationstotheschemedonotsubstantiallychangetheproposalsfortheM1sliproads.
12.8.25 ManyoftheconclusionsabovearetentativeintheabsenceofthefinalmitigationstrategyfortheRailCentralscheme,whichisnotyetavailable.
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Impact on Pedestrians, Cyclists Equestrians and the community (with Rail Central)12.8.26 TherewouldnotbeanyinteractionbetweenthepublictransportstrategiesforthetwoSRFI
developmentsandthereforetherewouldnotbeanadverseimpact.
12.8.27 WithintheNorthamptonGatewaySRFIsite,publicfootpathsKX17andKX13thatcrossthemainsitewouldbedivertedandextendedtoformaloopwithinthelandscapebunding.Tothesouth,apublicfootpathwouldcompletethenewlooparrangementlinkingwiththeexistingpublicfootpathandbridgeovertheWestCoastMainlinerailway.TheemergingRailCentralproposalalsoincludesforafootpathovertherailwaylinewiththepaththentrackingalongsidetherailwaylinebeforecrossingagaintothenorth.However,therespectivestrategiesforPRoWKX17areincompatible.
12.8.28 TheRailCentralStage2StatutoryConsultationmaterialprovidesnodetailsofthelikelyimpactsonexistingPRoWKX2/LA13southofJunction15A,orhowthisroutewillbeaccommodatedwithinthehighwaysmitigationworksthatareproposedbyRailCentralatM1Junction15A.
12.9 STATEMENT OF EFFECTS
12.9.1 Asaresultoftheproposeddesignandhighwaymitigationworks,theeffectsoftheProposedDevelopmentonthesurroundinghighwaynetworkwillnotresultinanypermanentmoderateormajorsignificantadverseresidualeffects.
12.9.2 ThemeasuresandproceduresoutlinedintheConstructionManagementEnvironmentalPlanwillensurethattheanyadverseenvironmentalimpactsduringconstructionareminimised.Overallitisconcludedthattheconstructionphaseofthedevelopmentwouldhaveatemporary adverse impact of moderate significanceontheoperationofthesurroundinghighwaynetwork.
12.9.3 Oncefullyoperational,theProposedDevelopmentwouldremoveover92millionHGVmilesperyearfromthehighwaynetworkequatingtoover£50millioninmonetisedenvironmentalbenefitsperyearascalculatedusingthemethodologysetoutintheDepartmentforTransport’sGuidetoModeShiftRevenueSupportScheme.TheProposedDevelopmentwouldprovideadistributionhub,meaningthatHGVjourneydistanceswouldbereduced,reducingoverallHGVmileageontheroadnetwork.TakentogethertheabovemodalshiftandresultantreductioninoverallHGVmileage represents a permanent beneficial impact of major significance.
12.9.4 TheproposedhighwaymitigationworksarerequiredtoprovidesatisfactoryaccesstotheProposedDevelopmentandtoaccommodatethetrafficreassignmenteffectsresultingfromboththedevelopmenttrafficandproposedhighwaymitigationworks.ThehighwayworksalsoreleaseconstraintsontheA508,andatM1Junction15andJunction15A,allowingtheexistinghighwaynetworktofunctioninasaferandmoreefficientmanner.ThisinturndrawstrafficbackontotheexistingprincipalandSRN.Indoingsotrafficflowsonmanyofthesurroundinglocalroadsandvillageswouldreduce,ascomparedtotheReferenceCase.Therefore,theresidualeffectsoftheProposedDevelopmentandhighwaymitigationworksingeneraltrafficimpacttermscanbesummarisedasapermanent beneficial impact of major significance.
12.9.5 Withregardstoimpactsonpedestrians,cyclists,equestriansandthecommunityitisconcludedthattheProposalDevelopmentwouldhavepermanent adverse impact of minor significance on amenityandanegligibleimpactonseveranceandjourneylengthandonlocaltravelpatterns.
12.9.6 ItisconcludedforimpactsonvehicledriversthattheProposedDevelopmentandassociatedhighwaymitigationworkswouldhaveapermanent beneficial impact of moderate significance ondriverstressandanegligible impactonviewfromtheroad.
12.9.7 ObservationshavebeenmaderegardingthecumulativeimpactofNorthamptonGatewayandRailCentralhowevertheyaretentativeasRailCentral’songoingassessmentworkmayleadtofurtherchangestotheirhighwaymitigationstrategy,whichinturncouldalterthecumulativeeffects.
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