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The Meaford Energy

6.4.2 Volume 4: Environmental Statement Appendix 7.11:

Planning Act 2008

Revision: Date:

PINS Reference Number: Document Reference Number:

Lead Author: Atkins

Meaford Energy Centre Draft Construction Traffic Management Plan (CTMP) Meaford Energy Limited

March 2015

Draft Construction Traffic Management Plan

150325 Appendix 7 11. 1 CTMP 2

Notice This document and its contents have been prepared and are intended solely for Meaford Energy Limited’s information and use in relation to Meaford Energy Centre.

Atkins assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

Document history

Job number: 5105324 Document ref: 5105324-MEA-RPT-000125

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 0 Draft for DCO Application DC TC TC SR 24/03/2015

Client signoff

Client Meaford Energy Limited

Project Meaford Energy Centre

Document title Draft Construction Traffic Management Plan

Job no. 5105324

Copy no. 1

Document reference

5105324-MEA-RPT-000125



Table of contents Chapter Pages

1. Executive summary 4 2. Introduction 5 2.1. Scheme Outline 5 2.2. Purpose of the Construction Traffic Management Plan 6 3. Policy and Document Review 7 3.1. Reviewed Documents 7 3.2. Guidelines for the Environmental Assessment of Road Traffic ‘Institute of Environmental

Management and Assessment’ (IEMA Guidelines) 7 3.3. Staffordshire Local Transport Plan 3 7 3.4. Staffordshire Freight Strategy 8 4. Construction Route Strategy 9 4.1. Purpose of Section 9 4.2. Preferred HGV Routes 9 4.3. Preferred Construction Staff Routes 10 4.4. Rationale for Preferred Routes 10 5. Mitigation Measures 11 5.1. Purpose of Section 11 5.2. On-Site Concrete Batching Plant 11 5.3. Timings of Construction Traffic Arrivals and Departures 11 5.4. Site Access Design 11 5.5. Site Access Signage 11 5.6. Community Liaison Manager 11 5.7. Cleaning of Vehicles Prior to Exiting the Site 12 5.8. Construction Traffic Parking 12 5.9. Abnormal Load Deliveries 12 5.10. Temporary Road Closures 12 5.11. Construction Staff Travel 12 6. Summary and Conclusion 13



1. Executive summary 1.1.1. Meaford Energy Limited (MEL) is applying to the Secretary of State for a development consent

order (DCO) under the Planning Act 2008 (the PA 2008). The Application for the proposed Meaford (Gas Fired Power Station) Order (the Order) is for powers to construct, operate and maintain the Meaford Energy Centre (the MEC) on land within the Meaford Business Park (MBP), between Barlaston and Stone in Staffordshire (the Scheme).

1.1.2. This draft CTMP describes the procedures and principles that will be implemented during the construction phase of the Scheme, and the specific measures that will be applied to mitigate potentially adverse effects on the environment from the construction traffic generated by the Scheme. It is being submitted as an appendix to the Environmental Statement (ES) for the Scheme as part of the Application for the Order and will be further developed with, and submitted for approval by Stafford Borough Council as the relevant planning authority in advance of any construction activity on the MEC Site.

1.1.3. The CTMP is a Requirement within Schedule 2 of the Order. The Scheme may not be commenced until the CTMP (such CTMP must be substantially in accordance with this draft CTMP) has been submitted to and approved by the relevant planning authority. The Requirement ensures that the Scheme will be constructed in accordance with the CTMP approved by the relevant planning authority.

1.1.4. The construction of the Scheme will require traffic to be routed largely in line with the preferred route strategy presented in the draft CTMP, which has been based upon highway conditions and constraints. Reasons for discounting or preventing certain routes or construction traffic movements are also provided.

1.1.5. Mitigation measures are set out to reduce the impacts of Scheme construction traffic. These include consideration of on-site concrete batching, timings of construction traffic arrivals and departures, design of site access and signage, implementation of a community liaison manager, cleaning of vehicles on exiting the site, parking, notification of abnormal loads and temporary road closures, and management of construction staff travel.

1.1.6. The exact details of these and other measures will be outlined in more detail by the approved contractor in the full CTMP (based on the draft CTMP) before construction begins and will be approved by the relevant planning authority.

1.1.7. It is concluded that the production and implementation of a full CTMP will help minimise the impact of construction traffic from the proposed Scheme.



2. Introduction 2.1. Scheme Outline 2.1.1. Meaford Energy Limited (MEL) is applying to the Secretary of State for a development consent

order (DCO) under the Planning Act 2008 (the PA 2008). The Application for the proposed Meaford (Gas Fired Power Station) Order (the Order) is for powers to construct, operate and maintain the Meaford Energy Centre (the MEC) on land within the Meaford Business Park (MBP), between Barlaston and Stone in Staffordshire (the Scheme).

2.1.2. The MBP Site is an area of previously-developed or ‘brownfield’ land occupied formerly by two coal-fired power stations (Meaford 'A' and Meaford 'B') now demolished. The MBP Site occupies a low-lying position between the River Trent and the Trent and Mersey Canal and has outline planning permission for warehousing, industrial, offices and business support activities. Figure 2.1, below, shows the key features and environmental designations in the locale of the Site.

2.1.3. The Scheme constitutes a Nationally Significant Infrastructure Project (NSIP) by virtue of section 14(1)(a) and section 15 of the PA 2008 which includes within the definition of an NSIP any onshore generating station in England or Wales of 50 MWe capacity or more. Under section 31 PA 2008 a Development Consent Order (DCO) is required to develop an NSIP. Under section 37 PA 2008 this can only granted if an application is made for it to the relevant Secretary of State (SoS) (the Application).

2.1.4. The Scheme comprises:

• a combined cycle gas turbine (CCGT) power station complex (the Power Station Complex) (work numbered 1 in Schedule 1 of the Order);

• an integral electrical connection (the Electrical Connection) (work numbered 3 in Schedule 1 of the Order;

• the integral gas connection (the Gas Connection) and AGI (work numbered 2 in Schedule 1 of the Order);

• the Northern Access Road works (work numbered 4 in Schedule 1 of the Order);

• the temporary and permanent Laydown Areas (Work numbered 5 in Schedule 1 to the Order);

• replacement, maintenance or refurbishment of existing surface water drainage (work numbered 6 in Schedule 1 of the Order); and

• the landscaping works (work numbered 7 in Schedule 1 of the Order).

2.1.5. A description of the Scheme is provided in chapters one and four of the Environmental Statement (ES) (document reference 6.2).

2.1.6. The Power Station Complex would be fuelled by natural gas and would have an electrical generation capacity of up to 299 megawatts (MWe). The electricity generated would be exported to the National Grid via an existing local distribution network electricity sub-station (Barlaston Substation) at MBP, beside the Power Station Complex.

2.1.7. This draft CEMP is an Appendix to Chapter 17.1 (mitigation summary) of the Environmental Statement (document reference 6.4.11).

2.1.8. The MEC Site location is shown in Figure 2.1 below.



Figure 2.1 - Site Location Plan

2.2. Purpose of the Construction Traffic Management Plan 2.2.1. This draft Construction Traffic Management Plan (CTMP) has been developed to provide a

framework for the full CTMP which will be prepared by the approved contractor.

2.2.2. As the construction phase will be dependent on suppliers, construction methodology and project programme, the full CTMP will be developed by the approved contractor once more detail of the construction phase is determined.



3. Policy and Document Review 3.1. Reviewed Documents 3.1.1. The following documents have been reviewed in formulating this draft CTMP:

• Guidelines for the Environmental Assessment of Road Traffic ‘Institute of Environmental Management and Assessment’ (IEMA) 1993;

• Staffordshire Local Transport Plan Three (TLP3) adopted by Staffordshire County Council in 2011; and

• Staffordshire Freight Strategy adopted by Staffordshire County Council in April 2011.

3.2. Guidelines for the Environmental Assessment of Road Traffic ‘Institute of Environmental Management and Assessment’ (IEMA Guidelines)

3.2.1. The IEMA guidelines have been used for the assessment of the environmental impact of road traffic associated with the Scheme. The purpose of the IEMA guidelines is to provide the basis for a systematic, consistent and comprehensive coverage for the appraisal of traffic impact.

3.2.2. The IEMA guidelines suggest a range of topics to be considered when determining the magnitude and significance of the environmental impact of development proposals. These topics include noise, vibration, severance, driver and pedestrian delay, fear and intimidation, accidents and safety, hazardous loads, dust and dirt, and ecological effects. As the construction period lasts for a limited amount of time it is considered that the Scheme will have any lasting effects.

3.3. Staffordshire Local Transport Plan 3 3.3.1. Published in 2011, Staffordshire’s Local Transport Plan 3 (LTP) sought to set out a vision for the

future of transport in the county. The LTP strives to achieve seven objectives, each of which is supplemented by a set of policies which will help the overall transport vision to be realised. The LTP states that the three main objectives are:

1) Supporting growth and regeneration;

2) Maintaining the highway network; and

3) Making transport easier to use and places easier to get to.

3.3.2. The promotion of these three objectives and the order they are in illustrates the importance of economic growth and accessibility within the LTP. Indeed, the main focus of the document is supporting economic growth and connecting residents to opportunities.

3.3.3. Objective 3 includes a policy relevant to development. The LTP states that new developments, although they may have a positive effect on the local area, can also place demands on the highway network. Policy 3.1 states that negative impacts will be addressed and sustainable land-use planning policies will be supported. To fulfil this policy, measures which promote the use of sustainable modes of travel will be at the forefront of the design of new developments. Travel plans should also include modal shift targets to promote the incorporation of facilities for sustainable modes into the development process.

3.3.4. The remaining four objectives include:

1) Improving safety and security;

2) Reducing road transport emissions and their effects on highway network;

3) Improving health and quality of life by encouraging active travel; and

4) Respecting the environment.

3.3.5. Objective 7 can be achieved by minimising the impact of transport on the environment. The draft CTMP aligns with this objective.



3.4. Staffordshire Freight Strategy 3.4.1. As a significant part of the local economy, a separate freight strategy has been produced by

Staffordshire County Council as part of the LTP to shape the movements of freight in Staffordshire. Consultation has highlighted concerns such as the impact HGVs have on the highway network, accidents involving these goods vehicles and the use of rural areas by such vehicles.

3.4.2. The Freight Strategy discusses the concerns raised by rural communities of the presence of HGVs on the local roads, including damage to highways, noise and congestion. In order to address the issue, the Freight Strategy discusses measures which aim to keep HGVs on appropriate routes.

3.4.3. In terms of development, where a high level of HGV movement is expected to be generated by development proposals, route agreements may be implemented which avoid sensitive areas. These route agreements take into account height and weight restrictions, as well as the suitability of the highway for HGVs (for example, whether there is enough room for the vehicle to manoeuvre).



4. Construction Route Strategy 4.1. Purpose of Section 4.1.1. This section presents a summary of the preferred route to and from the MEC Site for construction

traffic based upon the highway conditions and constraints, along with a rationale for discounting or preventing certain movements or roads use.

4.2. Preferred HGV Routes 4.2.1. Construction traffic delivering materials to the MEC Site (i.e. HGVs) will travel from the south via

the A34 / Meaford Road junction. All HGV traffic approaching the MEC Site from the A34 south will be instructed to perform a U-turn at the A34 / A51 roundabout junction and then turn left into Meaford Road.

4.2.2. Similarly all HGVs leaving the Site wishing to travel north on the A34 will be instructed to turn left out of Meaford Road and perform a U-turn at the A34 / Whitebridge Lane roundabout junction.

4.2.3. The precise details of the routes will be agreed and implemented via the full CTMP.

4.2.4. The proposed inbound and outbound access routes for construction vehicles are illustrated in Figures 4.1 and 4.2 respectively.

Figure 4.1 - Proposed Construction Route - Inbound


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Figure 4.2 - Proposed Construction Route - Outbound

4.3. Preferred Construction Staff Routes 4.3.1. All construction staff visiting the MEC Site will be required to access and exit the Site via the A34

/ Meaford Road junction. However, it is recognised that this routing is harder to control and regulate. Therefore it has been assumed a proportion of construction staff visiting the MEC Site will route via Barlaston as this provides a more direct route from the north, particularly areas to the south east of Stoke-on-Trent.

4.4. Rationale for Preferred Routes 4.4.1. Routes using the A34 have been determined to avoid the local village areas such as Barlaston

located further north on Meaford Road.

4.4.2. The inbound route has been determined to avoid construction traffic arriving from the south on the A34 having to turn right across the A34 into Meaford Road.

4.4.3. Similarly, the outbound route has been determined to avoid construction traffic departing to the north having to turn right out of Meaford Road across the A34.

Traffic Generation 4.4.4. The full CTMP will contain details of the number of construction vehicles using these routes

during the construction period, including details of the type of vehicles accessing the MEC Site.


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5. Mitigation Measures 5.1. Purpose of Section 5.1.1. In order to minimise the impact of the construction traffic on the local community and highway

network, a number of mitigation measures have been proposed to support the preferred route strategy outlined in Section 4.

5.2. On-Site Concrete Batching Plant 5.2.1. The use of an on-site concrete batching plant will be considered to reduce the number of HGV

requiring access to the MEC Site during construction of the foundations for the Power Station Complex. Further details will be contained within the full CTMP, once greater details of the construction phase are known.

5.3. Timings of Construction Traffic Arrivals and Departures 5.3.1. It is recommended that HGV trips to and from the MEC Site will be evenly spread during the day.

The spreading of trips will minimise the impact of HGV traffic and make the best use of the space on the MEC Site.

5.3.2. In order to reduce the impact of the construction phase on congestion and potential delays, it is deemed appropriate to restrict the arrival of materials in the AM and PM highway peak periods (07:30 – 09:00 and 16:30 – 18:00)

5.3.3. A HGV booking / management system for vehicles 10T and over, which will allow drivers to book pre-determined time slots for deliveries, will be implemented to ensure there are no peaks during the construction period.

5.3.4. This will ensure that arrivals and departures are spread evenly over the course of the working day. It is acknowledged that road conditions and delays that are not foreseen may cause drivers to miss their allotted time slot on occasion; however, an effective management system will ensure that significant peaks in the day do not occur.

5.3.5. Further both inbound and outbound vehicles will be efficiently loaded in order to minimise vehicle numbers.

5.4. Site Access Design 5.4.1. The full CTMP will contain details of the MEC Site layout such as access points, welfare facilities,

site storage, site boundaries, wheel and vehicle wash facilities and temporary signage. Swept path analysis to demonstrate how vehicles will safely access the MEC Site will also be included.

5.5. Site Access Signage 5.5.1. It is recommended that temporary signage is installed to warn motorists of vehicles entering and

exiting the Site and to alert the construction traffic vehicles to the appropriate Site access. However, the exact location of these signs would need to be discussed in more detail with the Local Highway Authority, and agreed in the full CTMP.

5.6. Community Liaison Manager 5.6.1. A Community Liaison Manager will be made available to members of the public to report any

issues or concerns relating to the construction activities. This will allow a communication channel between the community and the contractor to provide information about forthcoming works and for the community to report non-compliance with agreed access routes and inappropriate driving to be reported and addressed. A 24hr contact number will be provided.


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5.7. Cleaning of Vehicles Prior to Exiting the Site 5.7.1. A wheel wash facility will be provided for all construction vehicles leaving the MEC Site. This will

help minimise the level of dust and dirt being transferred onto the public highway.

5.7.2. The MEC Site entrance and adjacent public highway will be monitored and cleaned if required.

5.8. Construction Traffic Parking 5.8.1. To avoid any disruption caused by parked vehicles, all construction plant and vehicles will be

parked on-site and not on the public highway. Further, all vehicles will switch off engines when stationary.

5.9. Abnormal Load Deliveries 5.9.1. Deliveries involving abnormal loads will be notified to the authorities. These will be identified in

advance to allow liaison with relevant parties. The use of police escorts will be used where required.

5.10. Temporary Road Closures 5.10.1. Meaford Road may need to be temporarily closed to allow access for abnormal load vehicles. All

closures would be agreed with the relevant planning authority, and detailed in the full CTMP.

5.11. Construction Staff Travel 5.11.1. Measures will be implemented throughout the construction period to reduce the impact of

construction traffic, particularly construction staff trips, by providing measures and strategies to alter travel behaviour. Such measures may include car sharing, use of shuttle-buses and staggering staff arrival and leaving times.


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6. Summary and Conclusion 6.1.1. This (CTMP) has been prepared for the proposed Meaford Energy Centre to be located on the

Meaford Business Park.

6.1.2. The Environmental Statement for the Scheme (document reference 6.2) identifies that a CTMP will be prepared by the approved contractor to detail a number of initiatives and measures to mitigate the impact of the construction traffic. There is also a Requirement in the Order (see Requirement 10 of Schedule 2 to the draft Order document reference 3.1) such that no authorised development may commence until a CTMP has been submitted to and approved by the relevant planning authority.

6.1.3. This draft CTMP has been developed to provide a framework for the full CTMP, which will be prepared by the approved contractor.

6.1.4. The preferred Construction Routing Strategy (as described in Section 4 of this draft CTMP above and in Chapter 7 of the ES (document reference 7.2) and in ES Figures 7.3 and 7.4 (document reference 6.3)) has been outlined for the Scheme, which identifies routes that avoid HGVs turning right into and out of Meaford Road.

6.1.5. A number of mitigation measures have been outlined which will minimise the impact of the construction traffic on the local community and local highway network. These include timings of construction traffic trips, wheel washing facilities, parking measures, abnormal load delivery plans and a construction staff travel management.

6.1.6. The exact details of these and other measures will be outlined in more detail by the approved contractor in the full CTMP before construction begins and will be approved by the relevant planning authority.

6.1.7. It is concluded that the production and implementation of a full CTMP will help minimise the impact of construction traffic from the proposed Scheme.

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