hodgetts estates hall end farm, dordon scoping study

simon.hall

Text Box

Hodgetts Estates Hall End Farm, Dordon Scoping Study January 2011

lcolby

Text Box

2013/0272

lcolby

Received

Hodgetts Estates Hall End Farm, Dordon Scoping Study January 2011

Bancroft Consulting Ltd

Jarodale House

7 Gregory Boulevard

Nottingham

NG7 6LB Tel: 0115 9602919

Email: [email protected]

AUTHOR: ATB

CHECKED: SJH

APPROVED: CJB

REPORT REF:

F10089 Hall End Farm, Dordon Scoping Study Revision A (February 2011)

STATUS: FINAL

HALL END FARM, DORDON SCOPING STUDY JANUARY 2011

CONTENTS Page Number 1.0 INTRODUCTION 1 2.0 BACKGROUND INFORMATION 2 3.0 EXISTING CONDITIONS 5 4.0 DEVELOPMENT PROPOSALS 15 5.0 ASSESSMENT YEARS 16 6.0 TRIP GENERATION 18 7.0 DISTRIBUTION MODEL AND TRAFFIC ASSIGNMENT 22 8.0 SITE ACCESS OPTIONS 24 9.0 PARKING AND SERVICING REQUIREMENTS 27 10.0 MODAL SPLIT AND PERSON TRIP ASSIGNMENT 30 11.0 STUDY AREA AND SCOPE FOR FURTHER ASSESSMENT 32 12.0 SUMMARY AND CONCLUSIONS 35 TABLES Table 1 Details of local bus services Table 2 Results of traffic distribution calculations Table 3 Proposed development parking accumulation profile FIGURES Figure 1 Site location and neighbouring developments Figure 2 Birch Coppice Business Park (Phase One & Two complete)

2020 traffic flows Figure 3 Pedestrian isochrone (2 kilometres) Figure 4 Cyclist catchment area (5 kilometres) Figure 5 Local bus routes Figure 6 Accident locations Figure 7 30 minutes drivetime isochrone Figure 8 Proposed development distribution pattern Figure 9 Proposed development traffic assignment Figure 10 Proposed development net traffic increases


DRAWINGS Drawing Number F10089/01 Site access layout – Option 1 Drawing Number F10089/02 Site access layout – Option 2 APPENDICES Appendix A Extracts from Hall End Farm Technical Note (July 2010) Appendix B Email correspondence with local highway authority and

Highways Agency Appendix C Personal Injury Accident Data Appendix D TRICS details Appendix E Email from Highways Agency dated 23 December 2010

(highway land boundary search)


F10089 Hall End Farm, Dordon Scoping Study Revision A (February 2011) 1

1.0 INTRODUCTION 1.1 Bancroft Consulting were commissioned by Hodgetts Estates to provide traffic

and transportation advice regarding proposals for a development of general

employment uses (Use Classes B1(c), B2 and B8) at Hall End Farm, Dordon.

1.2 This report presents the first stage of the Transport Assessment, the Scoping

Study. It details the generation, distribution and assignment of the development

trips and identifies the study area for further detailed assessment. This Scoping

Study also considers a suitable access strategy to serve the site, as well as

outlining existing conditions for travel by sustainable modes of transport,

including public transport, walking, and cycling.

1.3 The aim of this report is to agree the background information and scope for the

remainder of the assessment with both the local highway authority, Warwickshire

County Council, and the Highways Agency, who are responsible for the A5(T)

and the M42 Motorway. The second stage of the Transport Assessment will

address the impact of development traffic and detail any opportunities for the

developer to further encourage sustainable travel to and from the site.

1.4 This Scoping Study has been produced in accordance with the document

‘Guidance on Transport Assessment’ (DfT, March 2007). It also follows advice

contained within the Design Manual for Roads and Bridges, as well the document

‘Transport for Roads and Developments: The Warwickshire Guide’ (Warwickshire

County Council, 2001), which represents the local highway authority’s adopted

design guidance.



2.0 BACKGROUND INFORMATION 2.1 Hall End Farm Technical Note (July 2010, Document Reference:

pwg/K991/Reports/2010.07.29) 2.1.1 In March 2010 a Technical Note was prepared by Canon Consulting Engineers

on behalf of Hodgetts Estates, which was subsequently updated in July 2010.

Extracts detailing key findings from the report are contained at Appendix A. The

Technical Note gives a brief assessment of the site in relation to North

Warwickshire Borough Council’s core strategy issues and options for

development in the area. It considers proposals to develop 63,000sqm of mixed

B1/B2/B8 use development, including potential traffic increases and off-site

impact. It also presents details of an approved scheme to improve the existing

easternmost site access arrangement at the A5 (North Warwickshire Borough

Council planning application reference: FAP/2003/8129). Appendix A includes a

drawing showing the consented improvement scheme, which comprises a left-

in/left-out arrangement, with a kerbed central island and tapers. This layout also

includes a staggered pedestrian crossing facility at the A5 with dropped kerbs

and tactile paving, as well as dropped kerbs with tactile paving at the site access

itself. It is understood that this access arrangement is due to be constructed

early in 2011. The Technical Note stated that this arrangement could

accommodate the proposed development traffic increases and should therefore

be acceptable to serve the proposed development. The details contained within

the Technical Note, such as proposed development trip rates, will be considered

as part of this Scoping Study.

2.1.2 Warwickshire County Council, acting as the local highway authority, provided

initial comments with respect to the Technical Note in their email dated 21 May

2010. A copy of this email is contained at Appendix B, which also includes the

transport consultant’s response. Within their comments Warwickshire County

Council questioned the assessment years and trip rates used, as well as

potential contributions to improve accessibility. They also noted that the

Highways Agency were yet to give approval for the scheme, particularly in

respect of the consented site access layout and its sustainability to serve the

proposed uses (63,000sqm gross floor area development).



2.1.3 The Technical Note was subsequently updated (July 2010) to incorporate the

local highway authority’s initial comments. Further to this, a meeting was held

between the Client, the consultant, and the Highways Agency on Wednesday 3

November 2010 to discuss the proposals. Subsequent email correspondence

summarised the outcome of this meeting, a copy of which is contained also

contained at Appendix B. This correspondence confirms that the Highways

Agency would require a detailed Transport Assessment in order for them to

comment properly on the proposals. It also confirms that the Highways Agency

feel that the consented left-in/left-out access arrangement may not cater for the

impact of the future development at the site.

2.2 Committed development 2.2.1 The Birch Coppice Business Park neighbours the site and its owners received

planning permission in August 2010 to extend the existing development as part of

its ‘Phase Two’ proposals (North Warwickshire Borough Council planning

application reference: PAP/2010/0102). Figure 1 shows the location of both

Phase One of this development, which has been operational for some time and is

understood to be almost complete, as well as the area of land designated for

Phase Two. Calculations from the Transport Statement indicate that Phase One

(when completed) comprises 222,071sqm gross floor area, whilst Phase Two

comprises a further 185,800sqm.

2.2.2 A Transport Statement was produced in support of the Phase Two proposals,

which concluded that the completed Phase One development actually generates

less traffic than initially predicted and no further improvements to Junction 10 of

the M42 should be required beyond those carried out as part of a Section 278

agreement for Phase One. The report also concludes that the existing A5/site

access signal junction could accommodate the increases in traffic associated with

Phase Two. Predicted 2020 peak hour traffic flows at the Business Park access,

which include both the Phase One and Phase Two developments, were included

within the Transport Statement and are shown in Figure 2 of this report. The

following details summarise the predicted peak hour traffic generation for Phases

One and Two of the development, which are taken from Figures 7.1 and 7.2 of

the Transport Statement:



Phase One

• morning peak 468 arrive 263 depart 731 total

• evening peak 195 arrive 529 depart 724 total

Phase Two



Total Development



2.2.3 Planning permission was also recently granted in August 2010 for a Waste

Recycling Centre/Waste Transfer Station at Lower House Farm (North

Warwickshire Borough Council planning application reference: PAP/2010/0393),

the location of which is also shown in Figure 1. Public access to this

development would be via a ghost-island T-junction at Lower House Lane, which

would restrict egress movements to left-turns out only. Large goods vehicles

would access the site via the Birch Coppice Business Park, in response to

concerns over the potential increase in large goods vehicle turning movements at

the A5/Long Street/Gypsy Lane roundabout associated with the access at Lower

House Lane. The Transport Statement for Phase Two of the Birch Coppice

scheme identified traffic increases at the A5 resulting from this consented

development. However, it concluded that these increases would be minimal and

should not be included in any subsequent capacity assessments.



3.0 EXISTING CONDITIONS 3.1 General

3.1.1 The site (Hall End Farm) is located immediately to the west of Dordon in

Warwickshire, at the southern edge of the A5. It measures approximately 18

hectares in area and is bound by the A5 and Hall End Hall to the north, Birch

Coppice Business Park to the west, and undeveloped land to the south and east.

Figure 1 shows the site location.

3.1.2 The site currently includes a number of small office and industrial type

employment units that make up Hall End Business Park, with the remainder of

the site area being undeveloped. These existing units measure approximately

4592sqm gross floor area in total, based on measurements taken from Ordnance

Survey mapping and assuming 25% of the floor area is spread over two floors.

Partway along the A5 site frontage is Hall End Hall, which is a listed building and

is not included as part of the site for development. The site is split into two parts

to the north, which both front onto the A5 and are separated by Hall End Hall.

South of Hall End Hall, these two parts of the site merge into one, as

demonstrated within Figure 1.

3.1.3 The immediate surrounding area is mainly rural in character, with a large amount

of open undeveloped land close to the site. There are also several small villages

close to the site, such as Dordon and Grendon. Both of these villages mainly

comprise residential development and, according to TEMPRO dataset 5.4,

Dordon has a population of 9941. Further afield, Tamworth is located

approximately 5 kilometres north-west of the site, whilst Birmingham is located

approximately 20 kilometres south-west.

3.2 Highways

3.2.1 The site is currently served by two separate access arrangements at the A5

frontage. The easternmost of these two arrangements comprises a T-junction

arrangement measuring approximately 11 metres wide with 10 metres kerb radii.

Given that the A5 is dualled past the site, this junction only accommodates left-in

and left-out turning movements. This arrangement provides access to the



majority of the existing buildings within the site. The westernmost access

comprises a dropped kerb arrangement measuring approximately 9 metres wide,

which serves a small parking area at the front of the site, whilst also providing

access to the remainder of the area via an internal gated arrangement. As with

the easternmost junction, this access only accommodates left-in and left-out

turning manoeuvres due to the A5 being dualled at this section.

3.2.2 The A5 (T) is a key strategic route that extends between Junction 9 of the M1

Motorway (north of London) and Holyhead in North Wales. In the vicinity of the

site, it extends between Tamworth to the north-west and Hinckley to the east.

The A5 is dualled as it passes the site with two traffic lanes in each direction,

measuring approximately 18 metres wide with a kerbed central reserve

(approximately 4.5 metres wide) and footways with street lighting on both sides of

the carriageway. Traffic passing the site is subject to a 50mph speed limit, which

reduces to 40mph approximately 150 metres to the east and increases to a

derestricted limit to the west beyond the Birch Coppice access junction.

3.2.3 Approximately 200 metres to the west of the site frontage at the A5 is a large

signal-controlled T-junction arrangement that serves the neighbouring Birch

Coppice Business Park. The layout includes three lanes on the westbound

approach, two for ahead only movements and one for left-turns. The eastbound

approach comprises four lanes, two for ahead only movements and two for right-

turns. The minor arm approach includes three lanes, two for left-turns and one

for right-turns. This arrangement also includes another signal-controlled access

road adjacent to the minor arm, which extends from the radius of the junction and

appears to have been included to maintain an existing right of access.

Staggered signal-controlled pedestrian crossings are located at both the eastern

and southern arms of this junction.

3.2.4 To the east of the site, the A5 leads past two minor T-junctions and a left-in/left-

out T-junction arrangement with New Street at the northern edge of the A5.

Beyond this, the A5/Long Street/Gypsy Lane roundabout is located

approximately 500 metres to the east the site frontage. This roundabout provides

a key access route into Dordon via Long Street to the north. It includes two lanes

at each of the A5 approaches, with one lane at each of the Long Street and



Gypsy Lane approaches. Given the dualled status of the A5, this roundabout

accommodates a number of u-turn manoeuvres for cars and large goods vehicles

wishing to use junctions at the southern edge of the carriageway, such as the

existing site accesses. However, anecdotal evidence indicates that large

vehicles can have difficulty performing u-turn manoeuvres due to the constrained

size of the roundabout, with an inscribed circle diameter measuring

approximately 36 metres.

3.2.5 To the west of the site, the A5 leads to a large grade-separated roundabout with

Junction 10 of the M42 Motorway, which is partially signal-controlled. As well as

linking the M42 with the A5, this junction also provides access to Trinity Road to

the south (which leads to Freasley) and Green Lane to the north (which leads to

a business park and motorway services area). The M42 leads towards the M1

Motorway, Nottingham, and Derby to the north, with the M6 Motorway and

Birmingham to the south. To the west of this roundabout the A5 leads towards

Tamworth.

3.3 Pedestrian travel

3.3.1 PPG13 identifies walking as being “the most important mode of travel at the local

level and offers the greatest potential to replace short car trips, particularly under

2 kilometres.” [paragraph 75]. The document ‘Guidelines for Providing for

Journeys on Foot’ (IHT, 2000) describes ‘acceptable’ walking distances for

pedestrians without impaired mobility. It suggests that for a commuting trip, up to

500 metres is the desirable distance, up to 1000 metres is an acceptable

distance, and 2000 metres is the preferred maximum.

3.3.2 Using the above guidance, Figure 3 identifies opportunities for pedestrian travel

to the site, based on developments that are contained within a 2 kilometres

isochrone. It demonstrates that the majority of Dordon is within a reasonable

walking distance of the site, as well as the Birch Coppice Business Park and the

motorway services area to the west. Dordon includes several amenities including

schools, a post office, and public houses.



3.3.3 Inspection of both Ordnance Survey mapping and digital aerial photography, as

well as initial discussions with Warwickshire County Council’s Public Rights of

Way department, indicate that there are currently no dedicated footpath facilities

within the site itself. However, anecdotal evidence provided by the Client

suggests that there are two public rights of way (references AE49 and AE57) that

run through the site. In light of this evidence, further formal negotiations with the

Public Rights of Way department at Warwickshire County Council will be

undertaken as part of the Transport Assessment to identify the exact locations of

these routes, which would be taken into consideration as part of any subsequent

masterplan for the site.

3.3.4 Footways extend along both sides of the A5 past the site, measuring

approximately 1.8 metres wide along the southern edge of the carriageway and

approximately 2 metres wide along the northern edge. To the east, these

footways extend to the A5/Long Street/Gypsy Lane roundabout, then on both

sides of Long Street leading into Dordon. To the west, these footways extend to

the M42/A5 roundabout, where some arms include dropped kerbs and tactile

paving, although heavy traffic flows limit the number of opportunities to cross

using these facilities.

3.3.5 There are further designated pedestrian crossing facilities to both the east and

west of the site on the A5 to accommodate walking desire lines to and from the

site. To the east, a footbridge is located approximately 350 metres from the site

frontage, which includes steps on either side with a reasonably shallow gradient.

To the west, the Birch Coppice Business Park site access is approximately 200

metres from the site frontage and includes staggered signal-controlled crossings

at both the eastern and southern arms.

3.4 Cycle travel

3.4.1 PPG13 identifies cycling as having the “potential to substitute for short car trips,

particularly those under 5km, and to form part of longer journeys by public

transport”. Figure 4 shows a 5 kilometres catchment area centred on the site,

which demonstrates that a number of key settlements are within a reasonable

cycling distance, including Dordon, Grendon, Wilnecote, Glascote, and Amington.



3.4.2 The Sustrans website (www.sustans.org.uk) indicates that there are no dedicated

cycle route facilities in the immediate vicinity of the site. However, on-site

observations confirm that a shared footway/cycleway exists along the northern

edge of the A5, between Tamworth and Dordon. A number of the other

surrounding roads also have a generally flat topography and are wide enough to

accommodate cyclists within the carriageway. Furthermore, the Sustrans

website indicates that there are several dedicated traffic-free cycle routes slightly

further afield, including a canalside path past Polesworth to the north and several

cyclepaths on other roads leading towards Tamworth to the west of the M42.

3.5 Bus travel

3.5.1 It is generally recognised that any new development in rural areas should be

within 800 metres of public transport services, although a 400 metres distance

would be preferable. Details of local bus services within 800 metres of the site

were obtained from the internet and are summarised in Table 1, with the routes

shown in Figure 5. Figure 5 demonstrates that a total of four bus routes operate

within 800 metres of the site, all of which circulate within Dordon to the east then

provide access to a number of locations further afield, including Tamworth,

Lichfield, and Nuneaton. Table 1 confirms that one of these routes, the 765,

provides one service every 45 minutes in each direction during weekday peak

periods. Outside of peak periods, the 765 runs one service per hour in each

direction, whilst each of the other three routes provides 2 services in each

direction during the daytime. Route Number 765 also operates an hourly service

on Saturdays with services every 2 hours on Sundays.

3.5.2 The closest bus stop is located at the southern edge of the A5, approximately

400 metres to the east of the site frontage. This comprises a shelter with

timetable information serving westbound services. Figure 5 shows that further

bus stops are located on Long Street and other residential roads within Dordon,

which generally comprise flag and pole type arrangements. There are a number

of bus laybys closer to the site at the A5, although it appears that these facilities

do not currently serve any active bus routes.



3.5.3 Observations made during the site visit indicate that there is currently a bus layby

within the Birch Coppice Business Park. However, this is currently being used as

the location for a vehicle selling fast food and not by any bus services. According

to the Transport Statement for Phase Two of the Business Park, Section 106

contributions were made towards introducing bus services within the site as part

of Phase One, and it is understood that similar contributions have been made in

line with Phase Two. However, it appears that no measures have yet been taken

to introduce any bus services on-site, presumably because demand is

insufficient.

3.6 Accident Study

3.6.1 In line with the requirements of ‘Guidance on Transport Assessment’, details of

all Personal Injury Accidents recorded in the vicinity of the site between January

2005 and mid-December 2010 were obtained from Warwickshire County Council.

A full copy of this data is included at Appendix C. The details show that a total

of 73 accidents were recorded during the study period, 8 of which were classed

as serious and 65 of which were classed as slight. None of the accidents

involved pedestrians, whilst 2 involved cyclists and the remaining 71 involved

vehicles only.

3.6.2 Figure 6 shows the locations of all recorded Personal Injury Accidents within the

study area. It highlights nine areas where a significant cluster of three or more

accidents was recorded during the study period (labelled as clusters A to I).

Each cluster was subsequently analysed in further detail to identify any trends in

the types of accidents. The nine clusters labelled on Figure 6 are as follows:

• Cluster A: A5/Long Street/Gypsy Lane roundabout junction

• Cluster B: A5 east of site frontage towards the A5/Long Street/Gypsy Lane

roundabout junction

• Cluster C: A5/Birch Coppice Business Park signal-controlled site access

junction

• Cluster D: M42 Junction 10 grade-separated roundabout – Trinity Road arm

• Cluster E: M42 Junction 10 grade-separated roundabout – A5 east signal

controlled entry arm)



• Cluster F: M42 Junction 10 grade-separated roundabout – M42 southbound

signal controlled entry

• Cluster G: M42 Junction 10 grade-separated roundabout – Green Lane entry

and M42 northbound exit

• Cluster H: M42 Junction 10 grade-separated roundabout – A5 west signal

controlled entry and Green Lane exit)

• Cluster I: M42 Junction 10 grade-separated roundabout – M42 northbound

signal controlled entry

3.6.3 Cluster A is located at the A5/Long Street/Gypsy Lane roundabout, where a total

of six accidents were recorded during the study period. All six of the accidents

were classed as slight. Of the six accidents, three occurred as a result of rear

end shunts at the junction. One accident involved a vehicle pulling out into the

roundabout and colliding with a vehicle already circulating within the junction.

Another accident involved a driver suffering from a blackout whilst entering the

roundabout and overrunning the central island. The final accident involved a

vehicle turning right from the A5 onto Long Street colliding with the central bollard

on the exit arm. Two accidents occurred during weekday peak traffic periods and

three occurred during wet weather conditions.

3.6.4 Cluster B comprises a section of the A5 to the east of site frontage and west of

the A5/Long Street/Gypsy Lane roundabout. In total, six accidents were

recorded within this area during the study period, one of which was classed as

serious and the remaining five were classed as slight. Of these six accidents,

four occurred as a result of rear end shunts at the junction. Another accident

involved a vehicle travelling north-west along the A5 changing lanes to the right

and colliding with a vehicle travelling in the same direction, resulting in a serious

casualty. The final accident involved a vehicle failing to give way whilst entering

the A5 from New Street, colliding with a vehicle travelling along the A5. One

accident occurred during weekday peak traffic periods and two occurred during

wet weather conditions. Of the six accidents, only three were recorded within the

last three years.

3.6.5 Cluster C comprises the A5/Birch Coppice Business Park signal-controlled site

access junction. In total five accidents were recorded within this area during the



study period, one of which was classed as serious with the remaining four

classed as slight. Of these five accidents, two occurred as a result of rear end

shunts at the junction. Two accidents involved vehicles failing to stop for red

lights and colliding with vehicles turning right into the Birch Coppice Business

Park, one of which was classed as serious. The final accident involved a vehicle

travelling along the A5 and colliding with a vehicle travelling in the same direction

whilst changing lanes. All of these accidents have been recorded in the last

three years.

3.6.6 Cluster D is located at the M42 Junction 10 grade-separated roundabout (Trinity

Road arm). In total, seven accidents occurred in this area during the study

period, all of which were classed as slight. Of these seven accidents, one

involved a cyclist using the crossing at the junction between stationary traffic,

being hit by a car pulling forward. Of the remaining six accidents, three occurred

as a result of rear end shunts at the entry. Two accidents involved vehicles

colliding as they changed lanes within the roundabout. The final accident

involved two vehicles entering the roundabout from Trinity Road in different lanes

colliding. Of the seven accidents, only one occurred during weekday peak traffic

periods and one in wet weather conditions. Four of these seven accidents were

recorded within the last three years.

3.6.7 Cluster E is located at the M42 Junction 10 grade-separated roundabout (A5 east

signal controlled entry), where a total of three accidents were recorded during the

study period. All three of these accidents were classed as slight. Of the three

accidents, one involved a rear end shunt. Another of the accidents involved a

vehicle entering a coned off area and colliding with a worker. The final accident

involved a large goods vehicle entering the roundabout from the A5 at ‘excessive

speed’ and overturning. Only one of these three accidents was recorded in the

last two years.

3.6.8 Cluster F is located at the M42 Junction 10 grade-separated roundabout (M42

southbound signal controlled entry), where a total of four accidents were

recorded during the study period. All of these accidents were classed as slight.

Two of the accidents involved rear end shunts at the M42 southbound slip road

exit. One accident occurred when a vehicle travelling around the roundabout



failed to stop for a red light and collided with a vehicle entering from the M42

southbound arm. The final accident involved two cars entering the roundabout

from the M42 southbound arm in different lanes colliding. Three of the accidents

occurred during weekday peak traffic periods. Two of these four accidents were

recorded in the last three years.

3.6.9 Cluster G is located at the M42 Junction 10 grade-separated roundabout (Green

Lane entry and M42 northbound exit), where a total of 14 accidents were


One of the accidents involved a vehicle entering the roundabout from Green

Lane and colliding with a cyclist travelling around the roundabout. Of the

remaining 13 accidents, nine involved vehicles travelling around the roundabout

changing lanes to exit and colliding with vehicles in the outside lane. One

accident involved a car leaving the roundabout onto the M42 slip road

northbound, swerving to avoid a large goods vehicle, and losing control. One

accident involved a car colliding with the rear of a moving vehicle and driving off.

Another accident involved a vehicle travelling around the roundabout, then hitting

the rear of stationary vehicles. The final accident involved a vehicle leaving the

roundabout towards the M42 in wet conditions and losing control, then hitting a

lamp post off the carriageway. Two of these accidents occurred during weekday

peak traffic periods, whilst four occurred in wet weather conditions. Of the 14

accidents, 8 were recorded before 2008.

3.6.10 Cluster H is located at the M42 Junction 10 grade-separated roundabout (A5

west signal controlled entry and Green Lane exit), where three accidents were


Of the three accidents, one involved a vehicle failing to see the red light due to

excessive fog then colliding with another vehicle. Another accident involved two

vehicles travelling around the roundabout at excessive speeds, both losing

control and hitting the central island, with the occupants of one of the vehicles

subsequently fleeing the scene. The final accident involved a car entering the

roundabout from the A5 west, colliding with a vehicle already travelling around

the junction. One of these accidents occurred during weekday peak traffic

periods, whilst two occurred in wet weather conditions. Only one of these

accidents had occurred since 2007.



3.6.11 Cluster I is located at the M42 Junction 10 grade-separated roundabout (M42

northbound signal controlled entry), where a total of five accidents were recorded

during the study period. Two of these accidents were classed as serious and

three were classed as slight. Of the five accidents, four involved vehicles being

shunted from the rear at the traffic lights within the roundabout, one of which was

classed as serious. The final accident involved illegal immigrants secreted in the

storage area of an articulated trailer. The notes of the report state that the large

goods vehicle stopped at traffic lights and an immigrant fell from under the trailer.

The large goods vehicle then caused serious injury to the person as it drove

forward. One of the five accidents at this location occurred during weekday peak

traffic periods. Of the five accidents, only two have been recorded since 2008.

3.7 Summary 3.7.1 Overall, the site location presents reasonable opportunities to encourage non-car

travel. It is well placed to encourage pedestrian and cycle journeys and is also

served by local bus routes that are within 800 metres and provide a service in

each direction every 45 minutes during peak periods. These services cover

many key local destinations and could accommodate future commuter trips. The

Accident Study highlights nine locations in the vicinity of the site where a

significant number of accidents have been recorded over the past five years.

These results should therefore be considered in further detail to determine the

impact that additional trips might have.



4.0 DEVELOPMENT PROPOSALS 4.1 The development proposals comprise a mixture of general employment units

(Use Classes B1(c), B2, and B8) within the 18 hectares site area. In line with

typical densities for these types of uses, and also the assumptions made within

the previous Technical Note (see Appendix A), it is assumed that 35% of the total

site area would be taken up by the actual units, with the remaining 65% of land

used for highway infrastructure, car parking, and landscaping. Based on this

assumption, the total gross floor area of the development would be 6.3 hectares,

or 63,000sqm. It is envisaged that a more precise schedule of gross floor areas

and building layouts will be determined once a detailed site masterplan is

produced.

4.2 For the purposes of this assessment it has been assumed that the proposed

development would have an opening year of 2016. It is understood that a

phased approach will be adopted in respect of providing access to the proposed

development. Initially, the consented left-in/left-out junction at the A5 would be

implemented to serve the existing business park and used to access an element

of new development. Once the level of development exceeds standard

thresholds for traffic movements using this layout, an alternative and more

appropriate access will be utilised. This alternative access could be located

either at the western section of the site frontage, allowing it to be constructed

whilst the existing access and units are still in operation, or replace the approved

junction to the east of Hall End Hall, which would require the existing units to be

demolished beforehand.



5.0 ASSESSMENT YEARS

5.1 In accordance with the approach adopted within the Transport Assessment for

the Birch Coppice Phase 2 planning application, which was agreed by both the

local highway authority and Highways Agency, traffic flows within the local

highway network should be adjusted to opening and design years using average

Tempro NTEM growth rates for the Tamworth and North Warwickshire areas

combined. Given that the site is located adjacent to the strategic highway

network, it is anticipated that the junctions identified for further assessment in the

Transport Assessment would all be trunk roads. Hence, discussions should be

held with the Highways Agency to establish whether details of future year

modelled traffic flows for any parts of the surrounding strategic road network

could be obtained directly from them.

5.2 To fully assess the future year impact of development traffic a design year of

2021 (assumed planning application year plus ten) should be adopted for any

assessment of traffic impact within the strategic road network. This would ensure

that the Transport Assessment complies with paragraph 4.48 of ‘Guidance on

Transport Assessment’ (DfT, March 2007), which states ‘For the SRN (Strategic

Road Network), the future assessment year should normally be ten years after

the date of registration of a planning application for the development’.

5.3 Assuming that traffic surveys to determine the existing traffic flows within the

surrounding highway network are carried out in 2011, it is recommended that

these flows are growthed to the opening year of 2016 using a factor of 1.0131,

based on information taken from the TEMPRO NTEM 5.4 dataset for the

Tamworth and North Warwickshire areas combined. It is also recommended that

a TEMPRO growth factor of 1.0224 is used to convert existing 2011 traffic flows

to 2021 design year flows.

5.4 The 2020 traffic flow data for the A5, shown in Figure 2, which includes the

completed Birch Coppice Phase One and Two flows, should be used as baseline

traffic flows for the site access junction. To convert these flows to an opening

year of 2016, a TEMPRO reduction factor of 0.9928 should be applied, with a

growth factor of 1.0018 applied to create the design year of 2021. As consistent



with the Birch Coppice development, no specific consideration of traffic

generated by the consented Lower Hall Farm Waste Transfer Station should be

required.



6.0 TRIP GENERATION 6.1 Approach to identifying suitable trip rates for existing/proposed uses

6.1.1 The site currently includes several small employment/industrial units (Hall End

Business Park) and traffic movements associated with this existing use can be

discounted from the overall traffic generation for the proposed development when

considering the effective traffic increases generated.

6.1.2 In considering a suitable approach for identifying trip rates for the existing and

proposed developments, it was noted that smaller business park/industrial estate

type uses generally tend to generate a higher ratio of trips to floor area, when

compared with larger sites. To demonstrate this point, two searches of the

category ‘Employment – Industrial Estate’ were carried out within the TRICS

database. Both searches excluded sites in Greater London and Ireland, as well

as any weekend surveys. The first search specified ‘small’ sites with a gross

floor area of between 0 and 10,000sqm, whilst the second considered larger sites

ranging between 10,000 and 100,000sqm gross floor area. Average peak hour

and daily trips rates were calculated from the results of these searches, which

are as follows:

‘Small’ sites

• morning peak (0800 to 0900 hours) 0.896 arrive 0.421 depart

• evening peak (1700 to 1800 hours) 0.230 arrive 0.741 depart

• daily 6.674 arrive 6.471 depart

‘Large’ sites




6.1.3 The above details confirm that, on average, ‘larger’ industrial estate sites (10,000

to 100,000sqm) generate much less traffic per 100sqm gross floor area than

‘smaller’ sites (less than 10,000sqm). The results show that in the morning peak

hour the larger sites generate 48% of the trip rates of the smaller sites, with 50%

in the evening peak and 45% across the day as a whole. Based on these

findings, it is considered that separate trip rates should be applied for the existing



and proposed uses at the site, given the difference in size (4592sqm vs.

63,000sqm)

6.2 Existing use traffic generation (4592sqm gross floor area)

6.2.1 The TRICS database was examined to determine appropriate trip rates for the

existing general employment units, which comprise a mixture of B1(c) offices, B2

general industrial units, and B8 storage/distribution centres in terms of consented

use. The category ‘Employment – Industrial Estate’ was selected, excluding

sites in Greater London and Ireland, specifying between 0 and 10,000sqm gross

floor area, and selecting all sites in edge of town or free standing locations.

6.2.2 This search produced a total of 9 surveys from 9 different sites. The details of

each particular site were subsequently examined to identify a suitable

comparison with the existing development. An industrial estate in near Burgess

in West Sussex (TRICS reference: WS-02-D-05) was identified as a suitable

match with the site, in that it is located in an out of town area, is served by a

limited level of pubic transport services, and includes a number of individual

units/companies. This site comprises a mixture of B1, B2, and B8 units, which

matches the consented uses at the site. Full details of all TRICS data used

within this Scoping Study are contained at Appendix D.

6.2.3 The following trip rates (per 100sqm gross floor area) for the Burgess site were

therefore deemed appropriate for the existing development:




6.2.4 Based on the above trip rates, the existing development of 4592sqm gross floor

area could generate the following vehicle movements:



• daily 353 arrive 348 depart 701 total



6.3 Proposed use traffic generation (63,000 sqm general B1/B2/B8 employment use)

6.3.1 For the proposed development, the category ‘Employment – Industrial Estate’

was again selected, excluding sites in Greater London and Ireland and specifying

between 10,000 and 100,000sqm gross floor area. This search produced a total

of 9 surveys from 9 different sites.

6.3.2 The details of each particular site were subsequently examined to identify a

suitable comparison with the proposed development. An industrial estate

Brampton, Cumbria (TRICS reference: CB-02-D-04) was deemed to be

representative, in that it is located in an edge of town area, is served by a

moderate level of public transport services, and includes a number of individual

units/companies. This site mainly comprises B1 office and B8

storage/distribution units and can be considered reflective of a general spread of

B1, B2, and B8 development, given that the B1 and B8 uses combined represent

the two different types of travel patterns (large number of peak hour trips for B1,

with mainly off-peak periods of activity for B8). Furthermore, it is anticipated that

a large part of the proposed development would be B8 units, which matches the

TRICS site.

6.3.3 The following trip rates (per 100sqm gross floor area) for the Brampton site were

therefore deemed appropriate for the proposed development:


• development peak (1100 to 1200 hours) 0.418 arrive 0.401 depart



6.3.4 The Transport Statement for the Birch Coppice Business Park Phase 2

development includes details of the completed Phase One and Two traffic flows,

which are summarised in Section 2 of this report and shown in Figure 2. These

flows were calculated based on a combination of existing flows at the business

park and trips rates taken from the TRICS database. The Transport Statement

demonstrated that the observed flows associated with the operational section of

the Business Park were much lower than the original estimates that were



calculated for Phase One. Hence, it is considered that the trip rates identified

above could represent an overly robust scenario in terms of the level of

movements that the proposed development would realistically generate.

6.3.5 In light of the above, the Birch Coppice Business Park Phase One traffic flows

given in Section 2 of this report were used to calculate an alternative set of trip

rates that reflect the observed flows and the proposed development’s proximity to

the Birch Coppice development. For robustness, only the Phase One flows were

considered for this purpose, as it comprises B1, B2, and B8 uses, whereas

Phase Two consists purely of additional B8 uses, which significantly lowers the

resulting trip rates. The following peak hour trip rates (per 100sqm) were

therefore calculated based on the Phase One flows and a total gross floor area of

222,071sqm:



6.3.6 The above details show much lower trip rates, when comparing the observed

Birch Coppice Business Park flows with the generic TRICS based rates. Given

the difference between these two sets of rates, it is considered that an average

value taken from the two approaches would provide a realistic yet robust

estimate of the trip rates that could be generated by the proposed development.

The average weekday peak hour trip rates (per 100sqm) are therefore as follows:



6.3.7 Based on the above average trip rates, the proposed development of 63,000sqm

gross floor area would generate the following peak hour vehicle movements:



6.4 Net traffic generation 6.4.1 Based on the above calculations, the proposed development would result in the

following peak hour net traffic increases at the site:

• morning peak +122 arrive +83 depart +205 total

• evening peak +72 arrive +122 depart +194 total



7.0 DISTRIBUTION MODEL AND TRAFFIC ASSIGNMENT

7.1 Distribution

7.1.1 It is generally recognised that 30 minutes represents a reasonable estimate of

average journey times for commuting trips. Given that the majority of peak hour

traffic movements generated by the proposed development would be employees

commuting to and from the surrounding areas, this trip length was adopted as the

basis of the distribution model for the site. Figure 7 shows a 30 minute drivetime

isochrone from the site, which includes a number of key local areas such as

Tamworth, Nuneaton, and Bedworth, as well as larger towns and cities further

afield, such as Birmingham, Leicester, and Derby.

7.1.2 Based on the 30 minutes drivetime isochrone shown in Figure 7, a P/T2 gravity

model was created to assign development traffic to the local surrounding

highway network. Table 2 demonstrates how the isochrone influences the

distribution pattern, based on the proportion of each major town or city that would

be included. Details of the population for each area were obtained from the

Tempro database (NTEM dataset 5.4) and used to calculate the percentage draw

to each area.

7.1.3 Once the locations and percentages had been identified, Microsoft Autoroute

was used to establish the likely route between the site and a central point within

each area. This process presented situations whereby more than one route

choice could be available. In this event, the demand was distributed between

each route option, based on the likelihood of its usage. A summary of the

identified routes is also included within Table 2. Based on the P/T2 gravity

model, the resulting distribution pattern is shown in Figure 8. These details

show that the majority of vehicle trips (83%) would travel to and from the west of

the site towards to M42, with significant proportions of traffic associated with

Birmingham (36.38%) and Tamworth (17.44%). The remaining 17% of vehicle

trips would be associated with routes to the east past Dordon.



7.2 Assignment

7.2.1 The morning and evening peak hour traffic generation was subsequently

assigned to the distribution model shown in Figure 8 and the resulting traffic

assignment within the surrounding highway network is shown in Figure 9. The

morning and evening peak hour net traffic increases generated by the proposed

development were also assigned to the network using the distribution model and

the resulting net traffic assignment is shown in Figure 10.



8.0 SITE ACCESS OPTIONS 8.1 Consented A5/site access left-in/left out T-junction improvement scheme

8.1.1 The consented site access improvement scheme (see Appendix A), which

comprises a left-in/left-out T-junction, satisfies the general design criteria for

‘Layout 4 – Direct access with left-in/left-out’ contained in TD41/95 of the Design

Manual for Roads and Bridges (Volume 6, Section 2, Part 7) and includes a short

diverge taper. Table 2/2 of TD41/95 indicates that this type of layout is suitable

for access from dual carriageways and can serve medium-sized developments

(e.g. industrial estate) generating up to 500 two-way vehicle movements per day

(Annual Average Daily Traffic [AADT]).

8.1.2 In line with plans to implement a phased approach to the proposed development,

the consented access arrangement would be retained until the 500 daily

movements threshold is exceeded. In the absence of daily traffic flow

calculations for the Birch Coppice/TRICS based trips rates being possible, the

daily traffic generation profile based on the trips rates for the TRICS site have

been adopted to calculate the maximum floor area that could be served by the

consented access. Table 3 demonstrates that the proposed 63,000sqm gross

floor area employment development would generate a total of 4269 two-way

vehicle movements per day, therefore it can be calculated that 500 daily

movements would translate to a gross floor area of 7379sqm ([4269/63000] x

500). It should be noted that this calculation is based on 12-hour daily flows

rather than AADT, however these figures provide a good indication of the likely

floor area that would generate 500 movements. The consented left-in/left-out

access arrangement would therefore be suitable to serve a phased development

until 7379sqm gross floor area is exceeded. Once this threshold is reached, the

access arrangement would need to be improved to accommodate the higher

level of daily vehicle movements.

8.2 A5/site access signal-controlled T-junction

8.2.1 Given the characteristics of the A5 in the vicinity of the site frontage, and taking

into account the layout of the access arrangement to the Birch Coppice Business



Park approximately 200 metres to the west of the site frontage, it is considered

that a signal-controlled T-junction represents the most suitable access

arrangement to serve the overall development proposals. Drawing Numbers F10089/01 and F10089/02 therefore show two potential signal-controlled access

layouts to serve the site, one at either available section of the site frontage on the

A5. These arrangements have been designed in accordance with the

requirements of TD50/04 of the Design Manual for Roads and Bridges (Volume

6, Section 2, Part 3).

8.2.2 The two access arrangements shown in Drawing Numbers F10089/01 and F10089/02 each include three lanes at the A5 (eastbound) approach, two for

ahead movements and one segregated right turn lane. The A5 (westbound)

approach includes two lanes, one for ahead/left movements and the other for

ahead movements only. The site access arm would include one lane at the

approach, with a flare providing a left-turn lane measuring 25 metres in length.

Each layout also includes 2 metres wide footways on both sides of the site

access road that connect to the existing footway at the southern edge of the A5,

as well as signal-controlled staggered crossings at the site access and A5 (west)

arms of the junctions.

8.2.3 Highway land boundary information for the A5 was obtained from the Highways

Agency and an email confirming the extent of highway land is contained at

Appendix E. Based on this information, Drawing Numbers F10089/01 and F10089/02 demonstrate that both potential signal-controlled access

arrangements could be provided within the limits of the site and highway land

boundaries, without encroaching on third party land. The drawings also show the

required junction intervisibility zone in accordance with the requirements of

TD50/04, demonstrating that this could be achieved in both options without

crossing third party land.

8.2.4 Both of the potential signal junction access layouts would provide an all

movements arrangement, compared with the consented left-in/left-out only

arrangement. This would result in a potentially significant improvement to

conditions within the surrounding highway network, as it would reduce the



number of u-turn manoeuvres occurring at the A5/Long Street/Gypsy Lane

roundabout, particularly by large goods vehicles.

8.2.5 Both of the access layouts shown in Drawing Numbers F10089/01 and F10089/02 should provide a suitable arrangement to serve the full scale of

proposed development once the consented junction becomes unsuitable. In

considering which layout should be implemented to serve the proposed

development, two key issues must be taken into account. Firstly, in terms of the

location of the junction, the layout shown in Drawing Number F10089/01 is

considered to be preferable, as it increases the distance between the site access

and the neighbouring junctions to the west. However, in terms of retaining as

much of the existing business park activities as possible during construction of

the new access, the arrangement shown in Drawing Number F10089/02 would

be more suitable. The layout could in theory be constructed whist the consented

left-in/left-out access remains open, with this arrangement and the existing units

at the north-east of the site only having to be removed once the new access is

opened and the rest of the site developed.



9.0 PARKING AND SERVICING REQUIREMENTS 9.1 Car parking 9.1.1 Appendix 4 of North Warwickshire Borough Council’s Local Plan (2006) contains

maximum car parking standards for various types of development. For B1, B2,

and B8 uses, it states the following maximum requirements:

• B1 Offices - 1 space per 75sqm up to 2499sqm

- 1 space per 30sqm above 2500sqm

• B2 Industry - 1 space per 100sqm

• B8 Warehousing - 1 space per 150sqm

Once the precise split of B1, B2, and B8 uses at the proposed development is

determined, the above thresholds should be used to calculate the maximum

number of car parking spaces that could be provided at the site.

9.1.2 The TRICS based traffic generation calculations for the proposed development

have also been used to calculate the potential weekday daily car parking profile

for the site, based on the arrivals and departures during each hour. The average

rates taken from the TRICS and Birch Coppice sites combined do not provide a

profile of traffic movements throughout the day, therefore for a robust

assessment the TRICS-only based calculations have been adopted. The

resulting parking accumulation profile is shown in Table 3, which demonstrates

that, based on the TRICS data, the proposed development could generate a

maximum parking accumulation of 364 vehicles between 1500 and 1600 hours.

This figure should therefore be used as the minimum overall requirement for

parking provision across the proposed development.

9.1.3 The Local Plan also includes impaired mobility parking standards. It states that

for employees and visitors to business uses, 6 disabled bays plus 2% of the total

car parking capacity should be provided, where there are over 200 spaces in

total. This standard should therefore be applied for the proposed development

once the exact number of spaces to be provided has been determined.



9.2 Cycles and powered two-wheeler parking

9.2.1 Appendix 4 of the North Warwickshire Local Plan also contains minimum parking

standards for cycles and powered two-wheeler vehicles. For the proposed

development uses these are as follows:

Cycle Parking

• B1 Offices - 1 space per 200sqm

• B2 Industry - 1 space per 500sqm

• B8 Warehousing - 1 space per 1000sqm

Powered two-wheeler parking

• All uses - 1 space plus 1 additional space for every 10 car

parking spaces required by the maximum standards

The above thresholds should be used to calculate the minimum number of cycle

and powered two-wheeler parking spaces to be provided at the site.

9.3 Servicing requirements

9.3.1 The proposed development would also need to accommodate sufficient parking,

loading, and turning facilities for large goods vehicles. The North Warwickshire

Local Plan does not contain any standards for service vehicle parking, however

the document ‘Transport for Roads and Developments: The Warwickshire Guide’

(Warwickshire County Council, 2001) indicates that industrial/business units

should provide adequate turning areas for large vehicles as well as sufficient

parking/loading spaces to accommodate predicted demand. The document

includes details of typical road widths and turning heads for industrial

developments that should be incorporated in any future site masterplan for the

proposed development.

9.3.2 The Brampton TRICS site details (see Appendix C) indicate that 10% of all

vehicle movements during the survey comprised OGV1 or OGV2 type large

goods vehicle movements. Using this as a guide, it can be calculated that 10%

of the maximum parking demand for 364 vehicles could be large goods vehicles,

which equates to minimum requirement for 36 spaces/loading bays throughout

the proposed development. However, this figure should only be used as an initial

starting point and detailed consideration of the exact split of B1/B2/B8 uses at the



site would be required to identify the exact extent of service vehicle parking that

should be provided.



10.0 MODAL SPLIT AND PERSON TRIP GENERATION

10.1 The following modal split was adopted for the proposed development, based on

the average modal split for all sites within the TRICS ‘Employment – Industrial

Estate’ search that was conducted as part of this report (see Appendix C):

• Vehicle occupants - 95.1%

• Pedestrians - 3.2%

• Cyclists - 1.0%

• Public transport users - 0.7%

10.2 To calculate the hourly amount of person trips by each mode, the following

approach was also adopted:

95.1% of vehicle occupants is equal to 283 total movements during the

morning peak hour

283/95.1 equals the number of person trips per percent, or 2.976

The peak hour person trips can therefore be calculated by multiplying the

modal percentage for each category by 2.976

10.3 Inspection of the TRICS based traffic generation figures shown in Table 3

indicates that approximately 8.409% of all daily vehicle movements occurred

during the morning peak hour. Using this as a guide for the proposed

development, this results in a conversion factor of 11.89 from peak hour to daily

movements [1 / 0.08409].

10.4 Using the above process, it was possible to calculate that the proposed

development would generate the following total person trips:

peak hour daily

• Vehicle occupants 283 3365

• Pedestrians 10 113

• Cyclists 3 35

• Public transport users 2 25

10.5 The above calculations show that the proposed development would result in a

daily increase of 113 pedestrian movements and 35 cyclist movements, with

maximum hourly increases of 10 and 3 respectively. There are footways on both



sides of the A5 with designated crossing facilities to both the east and west. In

addition, the implementation of the consented left-in/left-out site access

arrangement will include additional pedestrian crossing facilities, whilst the

proposed signal junction to serve the overall development also includes

dedicated signal-controlled pedestrian crossings. In terms of cycling trips, it is

considered that the relatively modest increases could be accommodated within

the carriageway on the surrounding roads, as well as the designated cycle routes

further afield. It is therefore considered that the existing pedestrian and cyclist

facilities in the vicinity of the site should be sufficient to accommodate these

increases without requiring any mitigating improvements, provided that suitable

on-site facilities and links are identified within the Transport Assessment. This

should include suitable cycle parking facilities in accordance with the local

standards highlighted above.

10.6 The above calculations also demonstrate that the proposed development would

result in an increase of 25 daily and 2 hourly public transport user trips, which

would generally comprise bus passenger movements. Whilst there is only a

moderate amount of bus services currently operating within a reasonable walking

distance of the site, it is considered that 25 additional passenger trips across the

day should be comfortably accommodated by the existing services and stop

facilities. Given the relatively low demand, it is considered that there should be

no requirement to extend bus routes into the site itself. Furthermore, no such

facilities are present within the much larger Birch Coppice Business Park that

neighbours the site, despite Section 106 contributions that have been made for

public transport and similar recommendations as part of Phase 2. This further

confirms that demand for public transport at the proposed development would be

relatively low and no improvements to the existing services should be required.



11.0 STUDY AREA AND SCOPE FOR FURTHER ASSESSMENT

11.1 The publication ‘Guidance on Transport Assessment’ (DfT, March 2007),

suggests that a material traffic increase would occur at around 30 hourly two-way

movements at any particular junction. This threshold has been used to identify

the study area that should be adopted within the Transport Assessment in

respect of determining the impact of the proposed development traffic increases

on the surrounding highway network. However, it is important to note that

Guidance on Transport Assessment merely recommends the 30 movement

threshold as a starting point for assessment and larger increases may be

acceptable where capacity or highway safety issues are unlikely.

11.2 The following details indicate the maximum number of peak hour two-way traffic

increases that would occur at key junctions within the surrounding highway

network, based on the proposed development net traffic assignment shown in

Figure 10:

• A5/site access junction - 205 two-way movements

• A5/Birch Coppice Business Park signal junction

- 170 two-way movements

• A5/Long Street/Gypsy Lane roundabout - 35 two-way movements

• M42/A5 grade-separated roundabout - 170 two-way movements

• A5/B5440 grade-separated roundabout - 51 two-way movements

• A5/A51 slip-roads - 34 two-way movements

11.3 Based on the above increases, it is considered that no further detailed

assessment should be required in respect of the A5/A51 junction. This junction

comprises grade-separated slip-roads linking to the A5, and when the separate

movements occurring at this arrangement are considered there would be no

increase beyond the 30 movements threshold. For example, there would be 20

straight-ahead eastbound movements through the junction in the morning peak

hour, which would not conflict in anyway with the 7 movements exiting the A5

westbound. Hence, the actual traffic increases at the separate parts of this

arrangement would be below lower than the figures initially indicate and should

be acceptable, particularly when considering the overall volume of traffic likely to

be using the A5.



11.4 Although Figure 10 indicates that the proposed development traffic increases

would exceed 30 movements at the A5/Long Street/Gypsy Lane roundabout (35

movements), the actual extent of increases would be much lower. This is

because the traffic associated with the existing use travelling to/from the west

would have to perform a U-turn at the roundabout, whereas with the proposed all

movements junction in place these U-turns would be removed. As an example,

50 arrivals to the existing use in the morning peak hour would come from the

west and have to U-turn at the roundabout, which would all be eliminated with the

proposed development in place. Hence, it is considered that no further detailed

assessment should be required at this roundabout or any further junctions on the

A5 to the east.

11.5 Figure 10 also shows an morning peak hour increase of 101 movements at the

M42, to the south of the junction with the A5. It is considered that the relative

impact of these movements would be minimal when considering the overall traffic

flows on the M42, with approximately 120,000 daily movements understood to

occur past Junction 7 to the south. Furthermore, the accident study area

indicated that no accidents occurred at the M42 on/off slip-roads. Given the

overall volume of traffic using this key strategic route, with a significant proportion

likely to occur during peak hours, it is considered that no further detailed

assessment of traffic increases at the M42 should be required.

11.6 In light of the above details, it is therefore recommended that the following

junctions should be adopted for the study area and examined in further detail as

part of the Transport Assessment:

• A5/site access junction


• M42/A5 grade-separated roundabout

• A5/B5440 grade-separated roundabout

11.7 The Accident Study highlighted nine areas where a significant number of

Personal Injury accidents have been recorded over the past five years. Seven of

these initially identified clusters (C to I) fall within the study area identified above

and should therefore be considered in further detail within the Transport

Assessment when assessing the impact of the material traffic increases resulting



from the proposed development. Furthermore, the recommended study area

extends beyond the M42 to the west to cover the A5/B5440 roundabout, so the

Transport Assessment should include further details relating to this location.



12.0 SUMMARY AND CONCLUSIONS

12.1 Bancroft Consulting were commissioned by Hodgetts Estates to provide traffic

and transportation advice regarding proposals for a development of general

employment uses (Use Classes B1(c), B2 and B8) at Hall End Farm, Dordon.

12.2 The aim of this report is to agree the background information and scope for the

remainder of the assessment with both the local highway authority, Warwickshire

County Council, and the Highways Agency. The second stage of the Transport

Assessment will address the detailed impact of development traffic and any

opportunities for the developer to further encourage sustainable travel to and

from the site.

12.3 This report takes into account the findings of a Technical Note that was produced

by the previous transport consultants working on the proposed scheme. It also

takes into account significant committed developments in the surrounding area,

which comprise the completed Phases One and Two of the Birch Coppice

Business Park, as well as the Lower Hall Farm Waste Transfer Station.

12.4 The assumed opening year of the development would be 2016. To fully assess

the future year impact of development traffic a design year of 2021 (ten years

after assumed planning application date) should be adopted within the Transport

Assessment for the Strategic Road Network. This would ensure that the

Transport Assessment complies with paragraph 4.48 of the Guidance on

Transport Assessment document. Average TEMPRO NTEM growth factors for

the North Warwickshire and Tamworth areas combined have been identified to

apply to observed traffic flows on the surrounding highway network, to calculate

baseline opening and design year traffic movements. These factors are as

follows:

• 2011 observed flows to 2016 Opening Year - 1.0131

• 2011 observed flows to 2021 Design Year - 1.0224

• 2020 Birch Coppice TS flows to 2016 Opening Year - 0.9928

• 2020 Birch Coppice TS flows to 2021 Design Year - 1.0018



12.5 Based on suitable trip rates calculated using traffic data associated with the

neighbouring Birch Coppice Business Park and information from the TRICS

database, the proposed development of 63,000sqm gross floor area would

generate the following peak hour net traffic increases (discounting the existing

business park movements):

• morning peak +122 arrive +83 depart +205 total

• evening peak +72 arrive +122 depart +194 total

12.6 Using a P/T2 distribution model to assign the above traffic increases to the

surrounding highway network, and taking into account the requirements of

‘Guidance on Transport Assessment (DfT, March 2007), it is recommended that

the study area for further detailed assessment as part of the Transport

Assessment should include the following junctions:

• A5/site access junction


• M42/A5 grade-separated roundabout

• A5/B5440 grade-separated roundabout

12.7 An Accident Study has highlighted nine areas where a significant number of

Personal Injury accidents have been recorded over the past five years. Seven of

these initially identified clusters fall within the study area identified above and

should therefore be considered in further detail within the Transport Assessment

when assessing the impact of the material traffic increases resulting from the

proposed development. Furthermore, the study area extends beyond the M42 to

the west to cover the A5/B5440 roundabout, therefore the Accident Study area

should be extended to include this junction within the Transport Assessment.

12.8 The consented improvement scheme to the existing site access junction at the

A5, comprising a left-in/left-out T-junction arrangement, is due to be implemented

during the early part of 2011. In accordance with the Design Manual for Roads

and Bridges, this access would be suitable to accommodate up to 500 daily

vehicle movements. Based on the TRICS based daily traffic generation profile

calculations and assuming a phased approach would be adopted to construct the

development, up to 7379sqm gross floor area could be served by the consented

access arrangement.



12.9 Once the proposed development exceeds 7329sqm gross floor area, an

improved access arrangement would be required to accommodate the level of

traffic movements that would be generated. Drawing Numbers F10089/01 and

F10089/02 show two potential signal-controlled T-junction arrangements at the

A5 to serve the site, one at either site frontage, in accordance with the design

requirements of the Design Manual for Roads and Bridges. Option 1 would be

preferable in terms of its increased distance from neighbouring arrangements,

although Option 2 could allow more of the existing business park use to be

retained during construction. In either case, both arrangements would provide

the benefit of eliminating the requirement for u-turn manoeuvres at the A5/Long

Street/Gypsy Lane roundabout to the east.

12.10 The maximum allowable car, cycle, and service vehicle parking provision for the

site should be calculated based on the requirements of North Warwickshire

Borough Council’s Local Plan, once more specific details on the proposed split of

B1, B2, and B8 units has been decided. In the meantime, robust TRICS based

traffic generation calculations indicate that, as a minimum, 364 car parking

spaces should be provided, with 36 service vehicle spaces.

12.11 Based on average modal split data taken from the TRICS database, the

proposed development could generate the following person trips by all modes:

peak hour daily

• Vehicle occupants 283 3365

• Pedestrians 10 113

• Cyclists 3 35

• Public transport users 2 25

12.12 The above calculations show that the proposed development would result in a

daily total of 113 pedestrian movements and 35 cyclist movements, with

maximum hourly increases of 10 and 3, respectively. It is considered that the

existing pedestrian facilities in the vicinity of the site should be sufficient to

accommodate these increases without any mitigating improvements, provided

that suitable on-site facilities and links are identified within the Transport

Assessment. The calculations also show that the proposed development would

result in an increase of 25 daily and 2 hourly public transport user trips, which



would be likely to mainly comprise bus passenger movements. Whilst there is

only a moderate amount of bus services currently operating within a reasonable

walking distance of the site, it is considered that 25 additional passenger trips

across the day could be accommodated by the existing services and bus stop

facilities.

12.13 This Scoping Study has identified the level of assessment that would be required

as part of the Transport Assessment for the proposed development. It

demonstrates that a suitable access arrangement could be provided within the

constraints of the site boundary and highway land, which would be examined in

further detail within the Transport Assessment. The Transport Assessment

should also provide a further detailed assessment of the impact of increased

vehicle movements within the study area along with the existing highway safety

problems that could be exacerbated by the proposals. Furthermore, the

Transport Assessment should provide further details in respect of issues such as

parking and servicing. This Scoping Study also indicates that the potential

increases in trips by non-car modes should be satisfactorily accommodated by

the existing off-site infrastructure, although further evidence to support this view

should be provided in the Transport Assessment.

Route No.Frequency

DetailsOperator Weekdaysoff peakpeak am + pm Saturday Sunday

No service

216 CAR-GO-BUS Coleshill-Curdworth-Tamworth-Polesworth-Atherstone No service 2 services No services No service

765 ArrivaLichfield-Whittington-Tamworth-Polesworth-Dordon-

Atherstone-Nuneaton45 mins 60 mins 60 mins

No service 2 services No services

120 mins

No service

TABLE 1: DETAILS OF LOCAL BUS SERVICES

219 CAR-GO-BUS No Mans Heath-Newton Regis-Warton-Plesworth-Atherstone No service 2 services No services

224 FlexibusDordon-Polesworth-Warton-Newton Regis-Shuttington-

Tamworth

Location Route from site PopulationPercentage of

area within isochrone

P T P/T2 Percentage of total P/T2

Castle Donington Route 1 5972 100% 5972 24 10.37 0.12%Atherstone Route 2 10256 100% 10256 6 284.89 3.41%Shepshed Route 1 12728 100% 12728 23 24.06 0.29%Kenilworth Route 3 22085 100% 22085 24 38.34 0.46%Rugeley Route 5 22563 100% 22563 25 36.10 0.43%Lichfield Route 5 28176 100% 28176 16 110.06 1.32%Burntwood 50% Route 6 / 50% Route 7 28782 100% 28782 19 79.73 0.95%Bedworth Route 18 29881 100% 29881 19 82.77 0.99%Coalville Route 1 31940 100% 31940 19 88.48 1.06%Swadlincote 50% Route 1 / 50% Route 9 38936 100% 38936 20 97.34 1.16%Hinckley Route 8 43120 100% 43120 14 220.00 2.63%Burton Upon Trent Route 9 43548 100% 43548 23 82.32 0.98%Loughborough 50% Route 10 / 50% Route 11 49500 50% 24750 28 31.57 0.38%Cannock Route 12 60404 100% 60404 23 114.19 1.37%Rugby Route 4 61015 40% 24406 28 31.13 0.37%Nuneaton Route 13 70426 100% 70426 12 489.07 5.85%Tamworth Route 14 71458 100% 71458 7 1458.33 17.44%Redditch Route 15 74424 50% 37212 30 41.35 0.49%Sutton Coldfield Route 16 88623 100% 88623 15 393.88 4.71%West Bromwich Route 4 136213 100% 136213 23 257.49 3.08%Walsall Route 12 168692 100% 168692 23 318.89 3.81%Dudley Route 15 193288 40% 77315.2 28 98.62 1.18%Derby Route 1 226281 50% 113140.5 30 125.71 1.50%Wolverhampton Route 15 234425 60% 140655 29 167.25 2.00%Leicester Route 17 270092 40% 108036.8 29 128.46 1.54%Coventry 50% Route 3 / 50% Route 4 293157 100% 293157 24 508.95 6.09%Birmingham Route 15 879078 100% 879078 17 3041.79 36.38%

Totals 8361.13 100.00%

Route 1 Route 10Route 2 Route 11Route 3 Route 12Route 4 Route 13Route 5 Route 14Route 6 Route 15Route 7 Route 16Route 8 Route 17Route 9 A5 (W) - M42 (N) - A444 Route 18 A5 (E) - B4111

A5 (E) - M69

A5 (W) - M42 (N) - A6 (S)A5 (W) - M6 (W)A5 (E) A5 (W)A5 (W) - M42 (S) A5 (E) - A459

TABLE 2 - RESULTS OF TRAFFIC DISTRIBUTION CALCULATIONS

A5 (W) - M42 (N) - A42 A5 (E) - Long StreetA5 (W) - M42 (N) - A45A5 (W) - M42 (S) - M6A5 (W) - A51 (N)A5 (W) - Hanney Hay RoadA5 (W) - Walsall RoadA5 (E) - Coventry Road

A5 (W) - M42 (N) - A42 - A512

Arrivals Departures Totals Arrivals Departures Totals0

07:00 to 08:00 0.214 0.063 0.277 135 40 175 9508:00 to 09:00 0.367 0.203 0.57 231 128 359 19809:00 to 10:00 0.344 0.221 0.565 217 139 356 27610:00 to 11:00 0.293 0.254 0.547 185 160 345 30111:00 to 12:00 0.418 0.401 0.819 263 253 516 31112:00 to 13:00 0.277 0.328 0.605 175 207 381 27913:00 to 14:00 0.288 0.243 0.531 181 153 335 30714:00 to 15:00 0.361 0.294 0.655 227 185 413 35015:00 to 16:00 0.373 0.35 0.723 235 221 455 36416:00 to 17:00 0.232 0.361 0.593 146 227 374 28317:00 to 18:00 0.169 0.327 0.496 106 206 312 18318:00 to 19:00 0.062 0.333 0.395 39 210 249 13

TOTAL 3.398 3.378 6.776 2141 2128 4269

TABLE 3 - PROPOSED DEVELOPMENT PARKING ACCUMULATION PROFILE

Trip Rates Traffic GenerationTime Period Parking accumulation

Proposed Industrial Estate (63,000 sqm)

note: initial car park occupancy assumed to be zero in absence of any initial parking occupancy details for TRICS site

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

1SITE LOCATION AND NEIGHBOURING DEVELOPMENTSTITLE:

Do Not Scale

F10089

01.02.11

AG

HALL END FARM, DORDON

©Crown copyright. All rights reserved.

OS Licence number 100044404

HODGETTS ESTATES

JOB TITLE:SCALE:

SITE

Birch Coppice

Business Park

Phase 1

Birch Coppice

Business Park

Phase 2

Lower House

Farm Waste

Transfer Centre

N

SITE

Do Not Scale

DATE:

DRAWN:

CLIENT:

FIGURE:

2BIRCH COPPICE BUSINESS PARK (PHASE ONE & TWO COMPLETE) 2020 TRAFFIC FLOWSTITLE:

Do Not Scale

F10089

21.12.10

AG


JOB TITLE:SCALE:

HODGETTS ESTATES

N

BIRCH COPPICE

BUSINESS PARK

LONG

STREET

A5 (E)

M42 (N)

SITE

JOB NUMBER:

Key

am peak hour

pm peak hour

Note 1: the figures given are the total vehicles

with the HGV numbers in brackets

xxx

(xx)

xxx

(xx))

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

3PEDESTRIAN ISOCHRONE (2 KILOMETRES)TITLE:

Do Not Scale

F10089

16.12.10

AG




N

JOB TITLE:SCALE:

HODGETTS ESTATES

SITE

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

4CYCLIST CATCHMENT AREA (5 KILOMETRES)TITLE:

Do Not Scale

F10089

16.12.10

AG




N

JOB TITLE:SCALE:

SITE

HODGETTS ESTATES

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

5LOCAL BUS ROUTESTITLE:

Do Not Scale

F10089

16.12.10

AG




N

JOB TITLE:SCALE:

KEY

Service 765

Service 216

Service 219

Service 224

Bus stop

800

metres

HODGETTS ESTATES

SITE

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

6ACCIDENT LOCATIONS

TITLE:

Do Not Scale

F10089

01.02.11

AG




N

JOB TITLE:SCALE:

= Vehicle

= Cyclist

= Pedestrian

= Slight

= Serious

= Fatal x

x

x

x

14

50

Cluster A

52 53

51

55 56

54

4849

57

47

58

6059

6162

70

67

73

63

72

64 65 66

68 69 71

45

38

35

46

43

4137

36

39

42

40

4415

16

23

17

24

19

26

20

27

21

28

22

29

9 11

10

13

12

3

2

4 5 6

7 8

1825

Cluster C

Cluster D

Cluster I

Cluster F

Cluster G

Cluster B

30 31 32

33 34

Cluster E

Cluster H

HODGETTS ESTATES

SITE

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:TITLE:

Do Not Scale

F10089

16.12.10

AG




HODGETTS ESTATES

N

JOB TITLE:SCALE:

SITE

30 MINUTES DRIVETIME ISOCHRONE 7

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

8

TITLE:

Do Not Scale

F10089

21.12.10

AG


N

JOB TITLE:SCALE:

GYPSY LANE

A5 (E)

LONG STREET

SITE

M42 (N)

M42 (S)

A5 (W)

GREEN

LANE

A446

M6 (W)

Towards Birmingham

M6 (E)

towards

Coventry

A51

HODGETTS ESTATES

PROPOSED DEVELOPMENT DISTRIBUTION PATTERN

3%

2%

47%

44%

3%

1%3%

43%

8%

8%

8%

B5440

8%

3%1%

9%

16%

9%

16%

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

9PROPOSED DEVELOPMENT TRAFFIC ASSIGNMENTTITLE:

Do Not Scale

F10089

21.12.10

AG


N

JOB TITLE:SCALE:

KEY

= AM PEAK HOUR

= PM PEAK HOUR

XX

XX

GYPSY LANE

A5 (E)

LONG STREET

SITE

M42 (N)

M42 (S)

GREEN

LANE

A446

M6 (W)

Towards Birmingham

M6 (E)

towards

Coventry

7835

7

16

9 16

16 28

2913

HODGETTS ESTATES

A5 (W)

A51 B54407

15

8 14

8 14

146

5

2

Do Not Scale

DATE:

DRAWN:

CLIENT:

JOB NUMBER: FIGURE:

10PROPOSED DEVELOPMENT NET TRAFFIC INCREASES TITLE:

Do Not Scale

F10089

21.12.10

AG


N

JOB TITLE:SCALE:

KEY

= AM PEAK HOUR

= PM PEAK HOUR

XX

XX

GYPSY LANE

A5 (E)

LONG STREET

SITE

M42 (N)

M42 (S)

GREEN

LANE

A446

M6 (W)

Towards Birmingham

M6 (E)

towards

Coventry

5231

6

11

7 11

13 20

2012

HODGETTS ESTATES

A5 (W)

A51 B54406

10

7 10

7 10

106

4

2

hodgetts estates hall end farm, dordon scoping study

Documents