adas uk ltd proposed solar photovoltaic array at lower

traffic engineering and transport planning

ADAS UK Ltd

Proposed Solar Photovoltaic Array at Lower Newton Farm,

near Totmonslow, Staffordshire

Construction Traffic Management Plan

April 2014

22 Trinity Lane,Beverley,East Riding of Yorkshire.HU17 0DY.

01482 679 911 [email protected] www.local-transport-projects.co.uk

Registered No. 5295328

Document control www.local-transport-projects.co.uk

ADAS UK Ltd




April 2014

Client Commission

Client: ADAS UK Ltd Order No:

Commissioned By: Kenny Dhillon Date Commissioned: March 2014

LTP Quality Control

Job No: LTP/14/1788 File Ref:Proposed Solar PV Array at Lower Newton Farm, CTMP 25042014

Issue Revision Description Originated Checked Date

-1

--

Draft IssueFinal Issue

RDRD

TKTK

25/04/1425/04/14

Authorised for Issue:

LTP PROJECT TEAM As part of our commitment to quality the following team of transport professionals was assembled specifically for the delivery of this project. Relevant qualifications are shown and CV’s are available upon request to demonstrate our experience and credentials.

Team Member LTP Designation Qualifications

Tony Kirby Director (Project Manager) IEng MSc MCIHT FIHE

Ryan Dyson Transport Planner MPlan (Hons) MTPS MCIHT MIHE

The contents of this document must not be copied or reproduced in whole or in part without the written consent of Local Transport Projects Ltd

ADAS UK LtdProposed Solar Photovoltaic Array at Lower Newton FarmConstruction Traffic Management Plan

traffic engineering and transport planning Page 1 of 25




CONTENTS

1.0 BACKGROUND .................................................................................................................... 31.1 Introduction ................................................................................................................... 31.2 Purpose of the Construction Traffic Management Plan ................................................ 3

2.0 PROPOSED DEVELOPMENT, SITE LOCATION AND EXISTING USES ..................................... 42.1 Location of the Application Site ..................................................................................... 42.2 Existing Use of the Application Site ................................................................................ 52.3 Proposed Development.................................................................................................. 5

3.0 CONSTRUCTION PHASE - SCHEDULE & PROJECTED TRAFFIC MOVEMENTS ...................... 73.1 Project Phases ................................................................................................................ 73.2 Traffic Movements - Introduction .................................................................................. 83.3 Traffic Movements: Heavy Commercial Vehicles ........................................................... 83.4 Traffic Movements: Staff Vehicles ................................................................................. 93.5 Traffic Movements: Miscellaneous Deliveries ............................................................. 103.6 Post-Construction ......................................................................................................... 103.7 Decommissioning ......................................................................................................... 103.8 Summary ...................................................................................................................... 11

4.0 CONSTRUCTION PHASE - SITE OPERATION DETAILS ........................................................ 124.1 Proposed Site Access Arrangements ............................................................................ 124.2 Construction Traffic Route ........................................................................................... 144.3 Internal Parking Arrangements and Manoeuvring Facilities ........................................ 15

5.0 EXISTING HIGHWAY CONDITIONS .................................................................................... 175.1 Local Highway Network ................................................................................................ 175.2 Wider Highway Network .............................................................................................. 185.3 Committed Development / Planned Maintenance ...................................................... 18

6.0 PROPOSED MITIGATION MEASURES ................................................................................ 196.1 Introduction ................................................................................................................. 196.2 Temporary Signing Strategy ......................................................................................... 196.3 Construction Traffic Route Enforcement ..................................................................... 196.4 Vehicle Arrival / Departure Scheduling ........................................................................ 206.5 Site Access .................................................................................................................... 206.6 Timing Restrictions and Enforcement .......................................................................... 206.7 Highway Cleaning Regime ............................................................................................ 216.8 Promoting Car Sharing ................................................................................................. 21

7.0 CONCLUSIONS .................................................................................................................. 227.1 Conclusions .................................................................................................................. 22

ADAS UK LtdProposed Solar Photovoltaic Array at Lower Newton Farm


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APPENDICESAppendix 1 – Proposed HCV Route Appendix 2 – Proposed Temporary Signing Strategy Appendix 3 – Site Access Swept Path Analysis



1.0 BACKGROUND

1.1 Introduction

1.1.1 Local Transport Projects (LTP) Ltd has been commissioned by ADAS UK Ltd to prepare aConstruction Traffic Management Plan (CTMP) in support of a planning application for the development of a solar photovoltaic (PV) array at Lower Newton Farm, west of the hamlet of Totmonslow in the Staffordshire Moorlands district of Staffordshire.

1.1.2 This CTMP sets out the details of the anticipated construction programme of the solar PV array development including outline details of the proposed construction schedule, a description of the proposed access arrangements, the expected operating hours, the envisaged staff numbers at the site and the likely trip generation that would be associated with the development, during the construction phase and beyond. Outline details of the traffic management measures that are proposed to be implemented by the applicant if the proposals were afforded planning approval are outlined.

1.2 Purpose of the Construction Traffic Management Plan

1.2.1 The CTMP sets out the framework for managing the movement of traffic associated with the proposed development in order to minimise the effects of traffic travelling to and from the site during the construction period of the proposed solar PV array development.

1.2.2 All contractors will be informed of this CTMP and shall be required to conform to the relevant restrictions, mitigation actions and contractor obligations contained herein.

1.2.3 The CTMP should be reviewed throughout the life of the project. Any amendments post-planning should be approved in writing by the Local Planning Authority (Staffordshire Moorlands District Council) in consultation with the Local Highway Authority (Staffordshire County Council).




2.0 PROPOSED DEVELOPMENT, SITE LOCATION AND EXISTING USES

2.1 Location of the Application Site

2.1.1 The application site is located to the south-west of the hamlet of Totmonslow in Staffordshire with the proposed solar photovoltaic array located south-east of the main farm buildings and yard at Lower Newton Farm. Figure 2.1 provides a site location plan in relation to the main settlements of the local area with the site application boundary shown in red.

Figure 2.1 – Site Location Plan

Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) / Contains Ordnance Survey data © Crown copyright and database right 2014/

Plan provided by Client



2.1.2 The proposed development site is to be accessed from an existing private access road running south from Draycott Road to Lower Newton Farm, and then via existing internal access roads to the temporary compound area from Lower Newton Farm. A number of short internal access tracks are proposed within the solar array extents to transport construction material from the compound area around the site.

2.1.3 The application site is entirely bounded by agricultural fields. It is situated to the south east of the farm buildings at Lower Newton Farm, with the A50 to the north and a rail line to the south.

2.1.4 The Local Planning Authority for the proposed development is Staffordshire Moorlands District Council (SMDC) and Local Highway Authority is Staffordshire County Council (SCC).

2.2 Existing Use of the Application Site

2.2.1 The site comprises of various sized fields which are currently used mainly for arable farming. The fields would continue to be used for agriculture post-development by allowing the fields to be grazed by agricultural livestock.

2.2.2 At present, vehicle activity to and from the farm (using the existing private access road) is in accordance with general agricultural activity for an active and modern farm including deliveries to and collections from the site using articulated vehicles.

2.2.3 The solar PV array would be visited only a small number of times a year for maintenance purposes. Therefore, the proposed long-term use of the site as a solar array would not be expected to generate significantly more trips to the farm than the current arrangement.

2.3 Proposed Development

2.3.1 The development proposals involve the construction of a Solar PV array, a number of ground mounted solar PV panels, mounted on frames. The panels are to be connected to the electrical distribution grid. This CTMP takes account of all stages and elements of the project including enabling works and ancillary development.

2.3.2 In summary the proposed development comprises:

The installation of approximately 47,000 solar PV panels;

Ancillary development such as inverters located amongst the solar panels, site cubicles containing High Voltage (HV) grid connection infrastructure and security fencing; and

The provision of a temporary construction compound.




2.3.3 The development footprint will be limited to a small number of fields within the wider farm holding. The sole access road to the site compound (where deliveries will be made to) will utilise existing internal access roads, which currently serve Lower Newton and Upper Newton Farms.

2.3.4 The applicant is Novus Solar Development Ltd, an established experienced commercial scale ground mounted solar energy developer.



3.0 CONSTRUCTION PHASE - SCHEDULE & PROJECTED TRAFFIC MOVEMENTS

3.1 Project Phases

3.1.1 The delivery and construction/installation period of the proposed solar PV array development is anticipated to take approximately 60 working days over a continuous 12 week period within 3 separate phases. During this period there would be trips associated with the arrival and departure of construction staff and the delivery of parts and construction materials.

3.1.2 The Client has provided outline information, from which an indicative provisional project programme has been developed which outlines the various project stages during which delivery and installation/construction of the solar PV array would take place over the 12-week period.

3.1.3 Figure 3.1 below summarises the envisaged key stages of the construction period.

Figure 3.1 – Indicative Construction Schedule

Site Preparation

• Site security (fencing etc)• Ecological protection (hedgerow and tree planting) • Enabling works• Plant and machinery delivery• Establishment of temporary site compound

Construction

• Solar PV array construction :- mounting frames, solar panel modules, cables etc

Commissioning and Testing

• Removal of site services and temporary site compound

Weeks 1-2

Weeks 11-12

Weeks 3-10




3.2 Traffic Movements - Introduction

3.2.1 The main envisaged traffic impact associated with the proposed development is understood to be during the construction period of the solar PV array. Once the array is operational the number of trips generated by the development is expected to be minimal.

3.2.2 This section provides an assessment of the types and number of vehicles which would be generated by the proposed development. The expected vehicle trip volumes are based on best estimates at this stage and will be dependent upon the construction programme. The CTMP should be revised and circulated accordingly in line with more detailed construction schedules as and when produced.

3.2.3 For the purposes of this report a journey is identified as a return or round trip (two-way).

3.3 Traffic Movements: Heavy Commercial Vehicles

3.3.1 Parts of the construction process will require the movement of material to and from the site using Heavy Commercial Vehicles (HCVs). It is understood that the largest and most onerous vehicle required at the site during all phases of construction to provide the material are standard HCVs.

3.3.2 Deliveries of parts and construction materials will mainly be made by articulated HCVs (as per the vehicle profile shown in Figure 3.2).

Figure 3.2 – FTA98 Articulated Heavy Good Vehicle Profile

3.3.3 There is a possibility that the site may be operational on Saturdays during construction. However to present a worst case scenario in terms of concentrations of trips the expected daily HCV movements has been based on a 5 day (Monday-Friday) working week.

(Vehicle profile used for Appendix 3 as discussed in Section 5.1)



3.3.4 Weeks 1-2 (Site Preparation): During the two weeks of enabling works it is estimated that approximately 20 HCV journeys will be required. Based on a 5 day working week this would equate to approximately 2 HCV journeys per day.

3.3.5 A small number of trips would also be expected to occur to transport construction plant (JCB’s etc) to the site. These are similar in size to a tractor (which are understood to regularly access the site) and will be driven to the site.

3.3.6 Weeks 3-10 (Construction): It is understood that the solar panels will be transported on articulated HCVs. Based on discussions with the Client it is expected that the delivery of these panels to the site would be expected to generate approximately 80 HCV journeys in total.

3.3.7 Delivery to the site of additional components and the structure of the proposed solar PV array including the solar panel support frames, inverters and transformers would be expected to result in an additional 30 HCV journeys.

3.3.8 The majority of the work requiring deliveries are expected to take place during this eight week construction phase. It is estimated that approximately 110 HCV journeys will be required. Based on a 5 day working week this would equate to approximately 3 HCV journeys per day. A maximum of 10 journeys by HCV per day are envisaged to occur during this stage.

3.3.9 The nature of the development will ensure that a demand for all the loads to arrive at the same period will not arise. For example, the 47,000 solar panels will be distributed and fixed around the site throughout the 8 week period of this stage.

3.3.10 Weeks 11-12 (Testing and Commissioning): During the two weeks of commissioning and testing it is estimated that approximately 8 HCV journeys will be required. Based on a 5 day working week this would equate to an average less than one HCV journey per day. A small number of trips would also be expected to transport construction plant (JCB’s etc) from the site.

3.3.11 In practice, it is expected that a smaller number of actual HCVs will be operational than the daily numbers provided as many will operate to and from the site, working on a ‘lorries on return’ principle.

3.3.12 Unlike other renewable energy developments, for example wind turbines, it is understood that no Abnormal Indivisible Load Vehicles (AILVs) will be required as part of the development, with the required loads all able to be accommodated on standard vehicles.

3.4 Traffic Movements: Staff Vehicles

3.4.1 It is envisaged that there will be approximately 20-25 members of staff present on site per day during the construction stage which will result in a maximum of 13 two-way staff vehicle movements per day assuming an average occupancy figure of 2 persons per vehicle. Staff trips will be made by cars or vans/small light commercial vehicles.




3.4.2 It is expected that the maximum number of construction staff on site will vary subject to the construction schedule. At one specific stage of the development, namely the fitting of the solar modules and the electrical connection, it is expected that the development may have up to 30 workers on site. It is expected that this specific stage is confined to a small number of days during the wider construction phase. Specific traffic management can be arranged at these stages to ensure that the impact is minimised on the local highway network.

3.4.3 Car sharing amongst staff is to be promoted at the site and will be a realistic travel mode for those staff who are employed by the same service company/sub contractor (for example, civils contractor, electrical engineer etc).

3.4.4 The above staff vehicle movements would typically occur at the start and end of the working day and generally not coincide with the movement of the larger vehicles.

3.4.5 Vehicle parking for site workers during all stages of construction will be accommodated on site using a temporary hard-standing compound area adjacent to the site access and the existing farm yard area. No vehicles will park on the adjoining road network at any stage.

3.5 Traffic Movements: Miscellaneous Deliveries

3.5.1 It is envisaged that there will be a small number of miscellaneous deliveries associated with each identified construction phase. These unscheduled movements are likely to be infrequent and are expected to be distributed across the construction phase. These movements will typically take place in light commercial vehicles/vans and are not expected to adversely affect the operation of the surrounding highway network.

3.5.2 Construction plant (such as excavators, diggers etc) will remain on site during the construction phase, for as long as they are required. No day-to-day highway movements of construction plant are envisaged.

3.6 Post-Construction

3.6.1 Once the development is operational it is anticipated that the solar PV array would be visited only a small number of times a year for maintenance purposes. No staff directly associated with the solar array development will be based at the site.

3.7 Decommissioning

3.7.1 When the site reaches the end of its lifetime, which is expected to be up to 35 years, it is likely that the development would be decommissioned.

3.7.2 The decommissioning period is expected to last a similar period to the delivery and construction/installation process, during which all equipment would be dismantled and removed from the site. The site will be restored to its previous use.



3.8 Summary

Construction timeframe - 3 months/12 weeks/60 working days.

Expected main vehicle types - Articulated HCVs, Staff private cars/light vans

Maximum weight of HCVs - 44 tonne

Expected numbers of workers on site at any one time - circa.20-25 for the majority of the project, upto 30 at one specific stage.




4.0 CONSTRUCTION PHASE - SITE OPERATION DETAILS

4.1 Proposed Site Access Arrangements

4.1.1 Access to the site from the public highway will be from Draycott Road (C0109), which runs in a generally west-east direction from the A521/A50 roundabout near Blythe Bridge in the west, through the settlements of Draycott in the Moors and Totmonslow to the A522 in the east.

4.1.2 From the access point, to the south of Draycott Road west of Totmonslow Farm (Figure 4.1), vehicles will access the development site (Land South East of Lower Newton Farm) via an existing private access road, generally running in a north-south direction towards Lower Newton (and Upper Newton) Farms (and the proposed development site). The private access road runs for around 1km.

4.1.3 The existing private access road currently caters for vehicular trips (including larger agricultural type vehicles) associated with Lower Newton Farm and other farms accessed from the track. It is noted that Upper Newton Farm is owned and operated by the same family as Lower Newton Farm, which share the access track.

Figure 4.1 –Site Access from the Public Highway (Draycott Road)

4.1.4 Swept path analysis has been undertaken in order to confirm the necessary improvements that are required to facilitate the manoeuvre from Draycott Road. As identified within Section 5.2 all delivery and construction traffic will access the site from the A50 in an eastbound direction. Swept path analysis has therefore been carried out for the right turn in and left turn out manoeuvres for the larger articulated vehicle.

4.1.5 The swept path analysis indicates that the wheel tracks of the assessed articulated vehicle will overrun the western verge adjacent to the existing access (Figure 4.2). It is proposed that verge strengthening/temporary widening will be undertaken.



4.1.6 These works should be developed in conjunction with SCC with the detailed design to be submitted for technical approval. Discussions should take place with the relevant utility statutory undertakers to arrange appropriate mitigation for affected apparatus. Robust traffic management arrangements will be in place to avoid the simultaneous movement of HCVs at this junction.

Figure 4.2 – West of Site Access from the Public Highway

4.1.7 The access road is generally between 3.4m-3.7m in width and predominantly comprises a concrete construction. Remedial surface improvement works to the access road are recommended to be undertaken prior to the commencement of works. It is understood that the landowner of the proposed development owns all the access road into the site from the junction with Draycott Road. It is noted that the land ownership under the control of the Applicant also extends along at least one side of the access road for the majority of the route.

Figure 4.3 – Private Access Road to Lower Newton Farm




4.2 Construction Traffic Route

4.2.1 A site assessment has determined the likely constraints relating to the routing of construction traffic to and from the proposed development. This section presents a summary of the preferred routing to and from the site for all HCV construction traffic.

4.2.2 A single route would be used by all construction material delivery (using HCVs) and plant vehicles accessing and departing the solar PV array development site during all stages of the construction schedule from the classified/trunk road network. This route from the primary road network (described as travelling towards the site) is summarised below:

Vehicles to access the site from the A50 only via the A521, Uttoxeter Road and Draycott Road in a generally eastbound direction to the site access point.

Figure 4.4 – Route from the A50

Exit the A50 (South of Blythe Bridge)

Continue on the A521

Continue on Uttoxeter Road / Draycott Road



4.2.3 The egress route from the site will be the same as above but in reverse, resulting in a right turn in/left turn out requirement for these vehicles at the access. The route is identified on Appendix 1.

4.2.4 All relevant parties involved in making deliveries to the site will be instructed on these restrictions.

4.2.5 The construction traffic route, as proposed, has been determined in order to:

Be the most direct route from the Strategic Road Network (A50); and

Avoid sensitive areas such as settlements, narrow bridges and long stretches of single track carriageway with limited passing provision.

4.2.6 It is not considered appropriate to enforce this as the sole route for all traffic associated with the development (including cars and light commercial vehicles) in order to accommodate trips originating from the north and east. Although it is expected that the majority of these trips would use the aforementioned most direct route between the site and the A50 which provide connections to the major settlements of the area where the largest proportion of trips are envisaged to originate from.

4.2.7 Any contractors will be clearly instructed to refrain from using Cresswell Old Road. Temporary signing will be provided to further promote this restriction.

4.3 Internal Parking Arrangements and Manoeuvring Facilities

4.3.1 Parking, waiting and unloading will all be contained within the site. The temporary construction compound is to be located to the west of the site.

Figure 4.5 – Site Layout Plan – with temporary site compound marked in orange.

Source: Provided by ADAS UK Ltd




4.3.2 Space is to be set aside within the site boundary to provide appropriate parking and manoeuvring facilities for all vehicles accessing the site (including both construction and staff vehicles). The internal site area is to be arranged in such a way as to reduce the number of required reversing manoeuvres and to ensure that adequate driver visibility is to be provided. A banksman will be available onsite, if necessary, to coordinate the movement of vehicles, including the dispatch of vehicles from the site.

4.3.3 The provision of suitable hard standing to accommodate the maximum number of vehicles likely to enter the site at any one time shall be carried out within the earliest stage of the development.

4.3.4 The site will predominantly operate with a ‘just in time’ delivery protocol with a small storage area provided, and as such, a maximum of two delivery vehicles will be on site at any time. Delivery vehicles will be unloaded within the temporary construction compound and the load will be distributed around the site as and when required from the storage area.

4.3.5 Due to the relatively small number of deliveries each day, all delivery vehicles will be able to enter the site and unload within the compound area.



5.0 EXISTING HIGHWAY CONDITIONS

5.1 Local Highway Network

5.1.1 The site will be accessed from Draycott Road. As indicated on the Staffordshire County Council’s adopted road status plan (LocalView), Draycott Road in the vicinity of its junction with the private road to Lower Newton Farm is a ‘C Class Highway’.

5.1.2 Draycott Road is a two-way single carriageway that merges with the A522 to the east in the village of Tean. Draycott Road provides the most direct route to the primary road network at the A50 to the west. Draycott Road (and Uttoxeter Road) becomes dual carriageway (A521) on the approach to the A50 roundabout. The A50 roundabout (south of Blythe Bridge) provides access to the A50 Southbound towards Uttoxeter and Derby (M1) and the A50 westbound towards Stoke-on-Trent (M6).

5.1.3 Draycott Road in the vicinity of the site access measures in excess of 6.0m in width. This width is sufficient to accommodate the passing of two HCVs. The carriageway is already used by HCVs and buses in the vicinity of the site. Draycott Road provides access to a number of individual properties, farms and industrial buildings, in addition to junctions to minor roads.

5.1.4 The proposed development site is well located in relation to the local highway network (with access taken directly from Draycott Road) and will largely avoid the need for HCVs to travel directly through major, constrained settlements.

5.1.5 Draycott Road (Figure 5.1) has a 40mph speed limit within the vicinity of the private access road to Lower Newton Farm.

Figure 5.1 – Draycott Road




5.2 Wider Highway Network

5.2.1 As identified, Draycott Road provides the most direct route from the local highway network in the vicinity of the development site to the A50. The connecting roundabout to the A50 is located approximately 3km from the site access. The site is therefore well connected to the strategic road network.

5.2.2 The A50 is a major national cross-country route which reaches from Leicester to Warrington. The section of the A50 which runs to the south of the development site acts as a bypass for the villages of Tean, Blythe Bridge etc. The A50 provides a high-speed (predominantly dual carriageway and grade separated) route between the East Midlands and Stoke-on-Trent, connecting the M1 and M6. The A50 trunk road is managed by the Highways Agency.

5.2.3 At this stage it has not been confirmed where the origin of the materials/equipment for the proposed development will be. The sites proximity to, and highway network between the Strategic Road Network will ensure that regardless of origin no significant impact on the wider network is expected.

5.3 Committed Development / Planned Maintenance

5.3.1 LTP have not been made aware of any committed developments which should be considered as part of this CTMP.

5.3.2 LTP have not been made aware of any planned highway maintenance/engineering schemes (i.e utilities) on the local highway network which should be considered as part of this CTMP.

5.3.3 It is understood that wider afield, improvements to the A50 around the Uttoxeter area are planned to start no later than 2016. The proposed development is not expected to have a significant impact on the A50, however these works should be considered, if applicable at the time of construction.

5.3.4 Prior to construction SCC should be consulted to determine if any amendments are required to the CTMP in light of planned highway maintenance/engineering schemes or other local development.



6.0 PROPOSED MITIGATION MEASURES

6.1 Introduction

6.1.1 There are a number of traffic management measures that are proposed to reduce the impact of the proposed development. The traffic management strategy for the project is one of minimising the interface, wherever possible, between public and site traffic, and reducing the number of deliveries were practicable. This includes the staging of deliveries to avoid ‘peaks’ of movements wherever as possible.

6.2 Temporary Signing Strategy

6.2.1 It is proposed to implement a temporary signing strategy to ensure that all large delivery vehicles use only designated routes. The proposed signing strategy is included on the drawing provided as Appendix 2 and subject to approval from the relevant Local Highway Authority (SCC), is to be installed prior to the commencement of works at the site and maintained as necessary for the duration of the works.

6.2.2 All signing will be in accordance with “The Traffic Signs Regulations and General Directions” (DfT, 2002). No temporary Traffic Regulation Orders (TROs) are required in support of this strategy.

6.2.3 It is recommended that suitable temporary signing is provided in the vicinity of the site in order to warn other road users of the likely presence of construction vehicles making turning movements to the proposed development site.

6.2.4 The proposed temporary signing strategy when implemented would provide a number of benefits to local road users. Three areas have been identified within the signing strategy:

Identification of the site access for drivers in both directions with advanced signs indicating the existence and indicative location; and

Identification of proposed preferred route restricting construction vehicle movements on Cresswell Old Road, west of the site access.

6.3 Construction Traffic Route Enforcement

6.3.1 All HCVs accessing the site during all stages of the proposed construction schedule will use Draycott Road to/from the A50. These vehicles will depart site following the reverse of this identified route.

6.3.2 The temporary signing strategy to be employed will ensure that the access route is clearly defined for all drivers (including those in cars/light commercial vehicles). All contractors and drivers will be provided with a summary of the traffic management requirements as part of their terms of engagement.




6.4 Vehicle Arrival / Departure Scheduling

6.4.1 In order to prevent congestion, all deliveries associated with the project will be pre-arranged with site management and are to be timed to avoid two-way conflicts along the private access road. This can be achieved due to the existing low traffic levels along the private access track (the majority of which are expected to be under the control of the landowner) and because there is only expected to be a generally low number of deliveries per day.

6.4.2 It is understood that this could be managed by construction staff, in contact by two-way radios. The location of the site will allow returning vehicles to be dispatched from the site at timed intervals to prevent convoying along the private access road and queuing at the junction with Draycott Road.

6.5 Site Access

6.5.1 The swept path analysis indicates that the wheel tracks of the envisaged largest vehicle expected to access the site are expected to overrun the western verge adjacent to the existing access. It is proposed that verge strengthening/temporary widening will be undertaken at the site access.

6.5.2 In order to reduce conflicts with other road users, deliveries and departures from site by delivery lorries will be scheduled and co-ordinated on-site. Banksmen or similar will be provided at the site access to ensure that delivery vehicles are able to safely enter and exit the site due to existing visibility constraints at the junction.

6.5.3 At certain stages of the development it is expected that temporary traffic control (for example, temporary traffic signals) may be advantageous in order to facilitate the necessary enabling/construction works to occur in a safe manner for all road users.

6.5.4 In accordance with the Traffic Signs Regulations and General Directions 2002 Part 2 Direction 53, an application should be made to the local highway authority (Staffordshire County Council) in advance of such works.

6.5.5 The Contractor should apply directly to Staffordshire County Council, and in case of the proposed use of temporary traffic signals, submit the required form (Application/Notification to use Temporary Traffic Signals on the Public Highway) with at least the required minimum period of notice provided.

6.5.6 In all cases, traffic management should only be sited, maintained and removed by qualified and competent personnel.

6.6 Timing Restrictions and Enforcement

6.6.1 In the interests of road safety and to reduce possible nuisance, construction delivery traffic will be subject to a timing restriction outside of which delivery vehicles will not be able to gain access into the site, or depart from the site.



6.6.2 The proposed operational hours at the site are summarised below in Table 6.1. Deliveries are to be timed to maximise site efficiency and as such it is expected that deliveries will take place throughout the working day, rather than being condensed into peak periods. The site will operate with a ‘just in time’ delivery protocol with no large storage area provided.

6.6.3 Where possible, deliveries will be timed to avoid the morning and afternoon road network peak periods and any other predictable peak periods.

Table 6.1 – Operational Hours Phase Operational Hours Expected

DurationMon-Fri Sat SunAll 08.00-18.00 08.00-13.00 None 12 Weeks

6.6.4 In order to reduce the risk of vehicles queuing on the local highway network, it is proposed that the site would operate with a ‘staggered’ start with varying start times provided for contractors.

6.7 Highway Cleaning Regime

6.7.1 All plant will remain on site during the construction phase, for as long as they are required. Cleaning will be undertaken prior to these leaving the site. Wheel cleansing facilities will be provided on-site.

6.7.2 Throughout all stages of the development the site operator will have a contracted road sweeper supplier who will be instructed should it be required. Monitoring should be undertaken by the site manager in order to provide an opportunity to assess the cleanliness of the adjacent carriageway on an ongoing basis.

6.8 Promoting Car Sharing

6.8.1 In order to minimise the number of trips to the site the applicant will actively promote the benefits of car sharing to all contractors at the site.




7.0 CONCLUSIONS

7.1 Conclusions

7.1.1 Local Transport Projects (LTP) Ltd has been commissioned by ADAS UK Ltd to prepare a Construction Traffic Management Plan (CTMP) in support of a planning application for the development of a solar photovoltaic (PV) array at Lower Newton Farm, Staffordshire.

7.1.2 The proposals would see the construction of a Solar PV array, a number of ground mounted solar PV panels, mounted on frames and ancillary equipment.

7.1.3 The CTMP sets out the details of the anticipated construction programme of the development and outlines details of the proposed construction schedule, a description of the proposed access arrangements, the expected operating hours and the envisaged staff/contractor numbers at the site.

7.1.4 The main envisaged traffic impact associated with the proposed development is understood to be during the construction period. The delivery and construction/installation period of the proposed solar PV array development is anticipated to take approximately 60 working days.

7.1.5 It is understood that all construction deliveries will be carried out in vehicles no bigger than a standard articulated HCV.

7.1.6 It is expected that the maximum number of construction staff on site will vary subject to the construction schedule. Car sharing amongst staff is to be promoted at the site and will be a realistic travel mode for those staff who are employed by the same service company/sub contractor.

7.1.7 The site access point, from the public highway at Draycott Road, is approximately 3km east of Blythe Bridge.

7.1.8 There are a number of traffic management measures proposed within the Construction Traffic Management Plan to help reduce the impact of the proposed development. Examples of these measures include the provision of a temporary signing strategy, vehicle scheduling and route enforcement.

7.1.9 It is expected that agricultural use of the site would continue post development alongside the proposed solar PV array. Once the proposed development is operational it is anticipated that it would be visited a small number of times a year for maintenance purposes and there will be no staff based on the site. It is expected that the on-going trip generation associated with the proposed development would not exceed that currently generated by agricultural traffic.



Appendix 1 – Proposed HCV Route

Proposed HCV Route to the Site

Proposed Solar PhotovoltaicArray

Lower Newton Farm,Staffordshire

RD

ADAS UK LTD

24 April 14

0 - - -

Project

Client

Rev.

Title

Date By Chk Description

A3 Local Transport Projects


22, Trinity Lane, 01482 679 911Beverley, [email protected] Riding of Yorkshire. www.local-transport-projects.co.ukHU17 0DY. Registered No. 5295328

10mm

Disclaimers:-i. This drawing is copyright and must not be copied in

part or in whole unless agreed in writing by LocalTransport Projects Ltd

ii. Reference should be made to the project's drawingregister to ensure the latest drawing is beingreferred to.

iii. All dimensions are to be checked by the contractorprior to commencement of work. Any discrepancyshall be reported immediately to Local TransportProjects Ltd

iv. All work shall be carried out in accordance with localauthority, statutory authority and health & safetyrequirements & regulations

v. Contains Ordnance Survey data.Used under the OS Opendata licence.

Drawing number

Drawn

Scale

Date

Checked

Status

AS BUILT

CONSTRUCTION

PRELIMINARYINTERNAL DRAFT

DRAFT

APPROVED

Not to scale

Notes:-

TK

CONTRACTORS HEALTH & SAFETY ASSESSMENT SCHEME

Accredited Contractorwww.chas.gov.uk

Notes:-

Appendix 1Development Site

Site Access




Appendix 2 – Proposed Temporary Signing Strategy

Proposed Temporary TrafficManagement Signing

Proposed Solar PhotovoltaicArray

Lower Newton Farm,Staffordshire

RD

ADAS UK LTD

24 April 14

0 - - -

Project

Client

Rev.

Title





10mm



ii. Reference should be made to the project's drawingregister to ensure the latest drawing is beingreferred to.

iii. All dimensions are to be checked by the contractorprior to commencement of work. Any discrepancyshall be reported immediately to Local TransportProjects Ltd

iv. All work shall be carried out in accordance with localauthority, statutory authority and health & safetyrequirements & regulations

v. Contains Ordnance Survey data.Used under the OS Opendata licence.

Drawing number

Drawn

Scale

Date

Checked

Status

AS BUILT

CONSTRUCTION

PRELIMINARYINTERNAL DRAFT

DRAFT

APPROVED

Not to scale

Notes:-

TK

CONTRACTORS HEALTH & SAFETY ASSESSMENT SCHEME

Accredited Contractorwww.chas.gov.uk

Proposed signto diagram7303


Notes:-1. Signs to be installed on existing street furniture

where possible so as not to obstruct existingpedestrian routes or block existing vehiclevisibility splays.

2. All other temporary signs to be mounted withinA-frames or installed on temporary posts.

3. Prior to commencement of works on site, thecontractor must liaise with all statutoryundertakers (and their representatives) toestablish the locations and depths of all existingutilities plant including communications cables,electricity cables, gas supplies, water supplies andsurface and foul waterpipes and/or culverts andany other public or private supplies that may beidentified by the contractor using hand dug trialstrips and CAT devices.

4. All signs should comply with Shedule 12 Part IV ofthe Traffic Signs Regulations and GeneralDirections and relevant clauses of the Traffic SignsManual Chapter 8 - Part 1.

5. All sign locations to be agreed on site with LocalTransport Projects Engineer.

6. All temporary signs to be removed from site amaximum of 7 days after completion of works.

Proposed signsto diagram7305

Appendix 2





Appendix 3 – Site Access Swept Path Analysis

RD

0 - - -

Project

Client

Rev.

Title





10mm

Disclaimers:-

Drawn

Scale

Date

Checked Approved

StatusWORKING DRAFTnot for issue

DRAFTnot for construction

CONSULTATION DRAWINGnot for construction

PRELIMINARY DRAWINGsubject to detailed design

CONSTRUCTION DRAWING

FINAL DRAWING

TK

Outer wheel tracksVehicle swept path

Key:-



ii. All dimensions are to be checked by the contractorprior to commencement of work. Any discrepancyshall be reported immediately to Local TransportProjects Ltd

iii. All work shall be carried out in accordance with localauthority, statutory authority and health & safetyrequirements & regulations

iv. Based upon or reproduced from the Ordnance Survey mappingwith the permission of the Controller of Her Majesty's StationaryLicence number 100020449

Swept path analysis - Articulated HCV

ADAS (UK) Ltd

Drawing number

1 : 250

23rd April 2014-

Solar PV Array

Lower Newton Farm, Staffordshire

Appendix 3

Please refer to Section 3.3 of theConstruction Traffic Management Planfor further details.

adas uk ltd proposed solar photovoltaic array at lower

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