Nestlé Waters UK Ltd Waterswallows Lane, Buxton

Nestlé Waters UK Ltd Waterswallows Lane, Buxton

TRANSPORT ASSESSMENT

Final December 2010

The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.

Nestlé Waters UK Ltd Waterswallows Lane, Buxton

TRANSPORT ASSESSMENT Final December 2010

Sinclair Knight Merz Alberton House St Mary's Parsonage Manchester M3 2WJ United Kingdom Tel: +44 161 833 4883 Fax: +44 161 833 4761 Web: www.skmconsulting.com COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz (Europe) Limited. Use or copying of this document in whole or in part without the written permission of Sinclair Knight Merz constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sinclair Knight Merz (Europe) Limited’s Client, and is subject to and issued in connection with the provisions of the agreement between Sinclair Knight Merz and its Client. Sinclair Knight Merz accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

Transport Assessment

SINCLAIR KNIGHT MERZ

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Contents 1. Introduction 1 2. Background 2 3. Existing Conditions at the Proposed Site 3

3.1. The Proposed Site 3 3.2. Local Highway Network 3 3.3. Pedestrian and Cycle Facilities 4 3.4. Public Transport Facilities 4 3.5. Personal Injury Accident Record 5

4. Local and National Transport Policy 8 4.1. National Policy 8 4.2. Local Policy 9

5. Development Proposals 12 5.1. Development Description 12 5.2. Proposed Access Strategy 12 5.3. Pedestrian and Cycle Facilities 13 5.4. Public Transport Provision 14 5.5. Parking Provision 14

6. Development Traffic Generation 16 6.1. Existing Traffic Flows 16 6.2. Traffic Flows to the Proposed Development 18 6.3. Changes to Traffic Flows 18 6.4. Trip Distribution and Assignment 18

7. Traffic Impact Assessment 22 7.1. Assessment Methodology 22 7.2. Assessment Year and Traffic Growth 22 7.3. Base Traffic Flows 23 7.4. Assessment Traffic Flows 23 7.5. Area of Impact 23 7.6. Operational Assessments 24

8. Travel Plan Summary 25 9. Summary and Conclusions 29

Figures


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Figure 1 Existing and Proposed Nestle Waters Site Locations

Figure 2 Site Context Plan

Figure 3 Bus Stop Locations

Figure 4 SKM Highway Layout Drawing UN12203_SK04a (A3)

Figure 5 Existing One-Way Daily Average HGV Movements

Figure 6 Proposed One-Way Daily Average HGV Movements

Figure 7 Distribution of Customer Deliveries from Harpur Hill

Figure 8 Distribution of Customer Deliveries from Waterswallows Lane

Figure 9 Proposed Two-Way Daily Average HGV Movements

Figure 10 Proposed AM Peak Hour HGV Flows

Figure 11 Proposed PM Peak Hour HGV Flows

Figure 12 Staff Travel Survey Postcode Locations

Figure 13 Proposed AM Peak Hour Staff Flows

Figure 14 Proposed PM Peak Hour Staff Flows

Figure 15 AM Peak Hour Development Traffic Flows

Figure 16 PM Peak Hour Development Traffic Flows

Figure 17 AM Peak Hour Base Traffic Flows (Assessment Area)

Figure 18 PM Peak Hour Base Traffic Flows (Assessment Area)

Figure 19 AM Peak Hour Development Traffic Flows (Assessment Area)

Figure 20 PM Peak Hour Development Traffic Flows (Assessment Area)

Figure 21 AM Peak Hour Assessment Traffic Flows (Assessment Area)

Figure 22 PM Peak Hour Assessment Traffic Flows (Assessment Area)

Appendices


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Appendix A Agreed Scope of the TA

Appendix B Designated HGV Routes

Appendix C DCC Committed Scheme for Batham Gate / A6

Appendix D Bus Time Tables

Appendix E Bus Route Map

Appendix F Personal Injury Accident Data

Appendix G Fletcher Rae Site Plan

Appendix H SKM Scaled Highway Layout Drawing UN12203_SK04a

Appendix I SKM Swept Path Analyses Drawing UN12203_SK04b

Appendix J SKM Visibility Drawing UN12203_SK04c

Appendix K Adopted Parking Standards

Appendix L July 2010 Background Traffic Count Data

Appendix M Count Data and Graph for ATC Site on A6

Appendix N Operational Assessment PICADY Outputs


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Document history and status Revision Date issued Reviewed by Approved by Date approved Revision type

/ 22/11/2010 NJR NJR 19/11/2010 Draft

A 09/12/2010 NJR NJR 09/12/2010 Final

Distribution of copies Revision Copy no Quantity Issued to

/ 1 1 via email Nestle Waters UK Ltd, Alps, Cass Associates

A 5 1 via email 4 hard copies

Nestle Waters UK Ltd, Alps, Cass Associates

Printed: 10 December 2010

Last saved: 10 December 2010 03:22 PM

File name: I:\UNIF\Projects\UN12203\Deliverables\Reports\Nestlé Waters Final TA Dec 2010.docx

Author: Ian Bullard

Project manager: Nigel Robson

Name of organisation: Nestlé Waters UK Ltd

Name of project: Waterswallows Lane, Buxton

Name of document: Transport Assessment

Document version: Final

Project number: UN12203


SINCLAIR KNIGHT MERZ I:\UNIF\Projects\UN12203\Deliverables\Reports\Nestlé Waters Final TA Dec 2010.docx PAGE 1

1. Introduction 1.1 This Transport Assessment (TA) has been prepared by Sinclair Knight Merz (SKM), on

behalf of Nestlé Waters UK Ltd, to support a detailed planning application for a new water bottling plant, distribution centre and associated offices located to the east of Waterswallows Lane near Buxton.

1.2 The scope of the TA has been agreed with Derbyshire County Council (DCC) and considers transport planning matters related to relocating the existing Buxton Water bottling plant and separate distribution centre at Harpur Hill to a new combined purpose built facility. A copy of the agreed scope is included as Appendix A.

1.3 Following this introduction, the TA is structured as follows:

Section 2.0 outlines background information to the proposal.

Section 3.0 provides a description of the site location, the surrounding highway network and the existing traffic situation. Consideration is also given to the historical Personal Injury Accident record on the local highway network and the accessibility of the site by alternative modes of transport to the private car.

Section 4.0 details the national and local transport policy relevant to the proposed development.

Section 5.0 is concerned with the detail of the proposed development, including a description of the development, the proposed access strategy and parking provision.

Section 6.0 assesses the quantum and composition of traffic likely to be generated by the proposed development and its assignment to the local highway network.

Section 7.0 examines the impact of estimated development generated traffic on the local highway network and details the operational analysis of key junctions identified for examination through consultation with DCC.

Section 8.0 contains an overview of the Travel Plan which has been produced in support of the development proposal.

Section 9.0 summarises this report and provides conclusions.



2. Background 2.1.1 Due to the ongoing growth of the brands of water produced at Buxton and growth in the

bottled water market in general, Nestlé Waters UK Ltd has reviewed its operations in Buxton and has identified opportunities to secure a sustainable long term future for the business.

2.1.2 The existing bottling and warehouse facilities are currently located at separate sites in the town centre and at the Harpur Hill Industrial Estate. These facilities do not have the potential to meet future business needs. They are not sufficient in size to accommodate the expansion proposals and the daily movement of goods between them is operationally inefficient, environmentally undesirable and detrimental to the flow of traffic in the town centre.

2.1.3 It is therefore proposed to consolidate the bottling and warehouse activities on a single site within an efficient, higher volume bottling facility which will be one of the most modern in Europe. The transport planning aspects of the proposal are the focus of this TA. A plan showing the existing operational facilities and the location of the proposed, co-located development is included as Figure 1.



3. Existing Conditions at the Proposed Site 3.1. The Proposed Site

3.1.1 The site is located to the north east of Buxton on Waterswallows Lane and is currently undeveloped agricultural land. A site context plan showing the extent of the site boundary is included as Figure 2. The site is immediately adjacent to the existing Lomas distribution depot and a municipal waste recycling centre, both of which are accessed via Waterswallows Lane.

3.1.2 The approach route to the proposed development site is from the A6, via Batham Gate and Waterswallows Lane, which are both designated, signed HGV routes and provide access to the adjacent existing developments, as well as Tunstead Works further to the west. The surrounding roads are subject to a Traffic Regulation Order (TRO) which prohibits access for vehicles over 7.5 tonnes. A plan of the designated HGV routes (shown in yellow) and the weight restricted zones (shown in blue) is included as Appendix B.

3.2. Local Highway Network

3.2.1 The A6 is a single carriageway road and is subject to a 50 mph speed limit in the vicinity of the Batham Gate and Waterswallows Lane junctions. In recent years the speed limit has been reduced from 60 mph by DCC for road safety reasons. The A6 is unlit and has a footway on its eastern frontage only.

3.2.2 The A6 previously formed part of the trunk road network but has since been de-trunked, although it is still a main route linking Buxton to the Manchester area and the wider northwest. For southbound traffic, the A6 links into the A515 for destinations to the south east and the A53 for destinations to the south west.

3.2.3 Batham Gate forms the minor arm of a simple priority junction with the A6 and is the signed HGV route for vehicles travelling from Buxton. DCC is upgrading the junction to include a ghost island right turn lane on the A6, with works scheduled to start imminently. This committed improvement will increase junction capacity and allow vehicles to wait clear of the through lanes whilst turning into Batham Gate therefore reducing the potential for accidents. A plan of the scheme is included as Appendix C.

3.2.4 Batham Gate is a single carriageway road which is subject to the national speed limit. The road is unlit and has no footway provision, although grass verges exist on both frontages.

3.2.5 Waterswallows Lane forms the minor arm of a simple priority junction with the A6 and is the signed HGV route for vehicles from the north. The single carriageway road is subject to



the national speed limit and is unlit with no footway provision, although grass verges exist on both frontages.

3.2.6 Batham Gate and Waterswallows Lane form a simple priority staggered crossroads, with Batham Gate having priority and Waterswallows Lane being a right-left staggered arrangement. The junction has been designed to accommodate HGV traffic, with large kerb radii at the junction and trief kerbs fronting the carriageway on the main radii to prevent HGVs overrunning the verges. Batham Gate continues to the west where its speed limit reduces to 40 mph.

3.2.7 From its junction with Batham Gate, Waterswallows Lane continues southbound where it runs adjacent to the proposed site boundary. Low dry-stone walls set back behind wide grass verges line the majority of its length. There are several private access points along the road and a large access on the western frontage serves an electrical sub-station.

3.3. Pedestrian and Cycle Facilities

3.3.1 Due to the semi-rural nature of the locality, pedestrian and cycle infrastructure provision is limited. A footway exists along the easterly frontage of the A6 in the vicinity of the Batham Gate and Waterswallows Lane junctions. The footway provides pedestrian access to the bus stops adjacent to the residential properties fronting this section of the A6. The footway does not however provide a continuous link through to Buxton to the south, or to Dove Holes to the north.

3.3.2 No footways exist on either Batham Gate, or Waterswallows Lane, as the roads are rural in nature with no pedestrian demand.

3.3.3 A footpath traverses the field to the south east corner of the site. The footpath is a designated public right of way and is primarily used for leisure purposes.

3.3.4 Although no dedicated cycle infrastructure exists on the A6, or the local highway network in the vicinity of the site, the on-road National Cycle Route 68, the Pennine Causeway, runs through the centre of Buxton and connects with Derby and Glossop.

3.4. Public Transport Facilities

3.4.1 As part of the junction improvements at Batham Gate (shown in Appendix C), DCC intend to improve the bus stop provision on the A6. The improvements include, relocating the existing bus stop on the eastern frontage in order to achieve the desired visibility requirements at the improved junction and moving the stop on the western frontage further to the north to ensure the junction is not blocked by a waiting bus.



3.4.2 New bus stops are also to be provided on each side of Batham Gate and the associated footways are to be partially extended along Batham Gate from the A6 to beyond the tangent points of the junction.

3.4.3 Three bus routes exist in the vicinity of the proposed site. These routes are detailed in Table 1 below. The timetables for each route are included as Appendix D.

Table 1 - Bus Routes in the Vicinity of the Proposed Site

Route Frequency Service Provider

Distance from Development

199 Every 30 mins. (Alternates route; Batham Gate or A6)

Skyline Batham Gate/Waterswallows Lane junction. 460 metres

68 Daily Hulleys Waterswallows Road/Waterswallows Lane. 440 metres

189/190 Hourly - No Sunday Service Bowers Waterswallows Road/Waterswallows Lane. 440 metres

3.4.4 A plan of the bus stop locations in the vicinity of the site and the services that run from each is included as Figure 3. A Bus Route Map for Buxton issued by DCC is provided as Appendix E.

3.4.5 Although the walking distance to the bus stops is marginally greater than the maximum recommended distance of 400 metres (Ref: IHT Guidelines for Planning for Public Transport in Developments -1999), the shift patterns of workers, limited frequencies and destinations served (typical of a semi-rural location), plus the lack of any footways along Waterswallows Lane suggest that staff and visitors are unlikely to view public transport as a realistic option to travel to and from the site. As such, it is proposed to provide a shuttle bus service between the site and the town centre. This is discussed in the Travel Plan accompanying the planning application.

3.5. Personal Injury Accident Record

3.5.1 Personal Injury Accident (PIA) data was obtained from Derbyshire Police in August 2010. The data for the preceding 5 years was provided for the A6 in the vicinity of the Batham Gate and Waterswallows Lane junctions, the sections of Batham Gate and Waterswallows



Lane of interest to this TA and the associated junctions. The data is included as Appendix F.

3.5.2 Examination of the data reveals that 19 personal injury accidents occurred in the 5 year time period (01/05/2005 – 30/04/2010). In total, 34 individuals were injured with 6 of these being recorded as serious. There were no fatalities.

3.5.3 2 accidents occurred near to the junction of Waterswallows Road / Waterswallows Lane. In both cases, it appears that a single vehicle left the road resulting in slight injuries. No other vehicles were involved.

3.5.4 4 accidents occurred at the Batham Gate / Waterswallows Lane staggered cross roads. Each incident involved a collision resulting from a turning vehicle. One incident resulted in a motorcycle rider sustaining a serious injury after colliding with a car emerging from Waterswallows Lane. One incident involved an HGV turning and colliding with two cyclists.

3.5.5 A further accident resulting in a serious injury occurred on Batham Gate in the vicinity of the Waterswallows Lane staggered crossroads. Two vehicles collided head-on, however it is unclear from the accident description whether this was as a result of a manoeuvre at the junction.

3.5.6 An accident at the A6 / Waterswallows Lane junction was recorded involving an HGV turning right into the path of a car travelling towards Buxton. This resulted in a serious injury to the car driver.

3.5.7 9 accidents were recorded at the A6 / Batham Gate junction, one of which resulted in a serious injury. In each instance, the accidents involved either collisions with vehicles turning right into Batham Gate, or rear shunts with slowing vehicles.

3.5.8 A further 2 accidents occurred on the A6 in the vicinity of the Batham Gate junction. In both instances a single vehicle was involved. An accident involving an HGV resulted in the driver being seriously injured and a car accident resulted in 3 occupants sustaining slight injuries and a passenger incurring a serious injury. It is not clear whether these accidents were as a result of manoeuvres at the junction.

3.5.9 In summary, the above statistics, both in number and types of accident, demonstrate that there are no significant road safety issues on the highway network of interest to this TA. The A6 / Batham Gate junction has a small cluster of accidents, typically related to right turn manoeuvres into a minor road, however this is being mitigated by DCC’s proposed



improvements to the junction (as detailed in Appendix C) and the reduced speed limit on the A6, which will significantly improve the road safety record of this junction.



4. Local and National Transport Policy 4.1. National Policy

4.1.1 All developments should be progressed with reference to the transport requirements of National Planning Policy Statements (PSS’s) and Planning Policy Guidance notes (PPG’s). The core documents, from a transport perspective, are PPS1 Delivering Sustainable Development, PPS4 Planning for Sustainable Economic Growth, and PPG13 Transport. In essence, these documents state the same primary objective for promoting sustainable modes of transport.

4.1.2 PPS1 in the section titled “General Approach” reinforces the general transport policies of mode choice and reduced travel distance. It states at point (v) of paragraph 27 that, when preparing development plans, planning authorities should seek to:

‘Provide improved access for all to jobs,’ ... ‘by ensuring that new development is located where everyone can access services of facilities on foot, bicycle or public transport rather than having to rely on access by car...”

4.1.3 Although the semi-rural location of the development site does not immediately lend itself to multi-modal access, the proposed scheme addresses this by the provision of a shuttle bus to enable the use of existing established public transport links within Buxton for staff and visitors. In addition, a Travel Plan has been produced to encourage the use of sustainable modes of transport and reduce single occupancy car trips.

4.1.4 PPS4 relates to planning for sustainable economic growth and outlines the Government’s objectives for planning, which are, amongst others, to:

• ‘Build prosperous communities by improving economic performance of cities, towns, regions, sub-regions and local areas, both urban and rural;

• Deliver more sustainable patterns of development, reduce the need to travel, especially by car and respond to climate change;

• Promote the vitality and viability of town and other centres as important places for communities...’

4.1.5 The proposal aims to improve the environmental and economic sustainability of the Nestlé Waters’ facilities within Buxton and therefore accords well with the above policies. The proposal seeks to reduce the need to travel by car by the provision of the shuttle bus and inclusion of a Travel Plan which will, year on year, identify and seek to reduce the environmental impact of staff travel.



4.1.6 It is recognised that the semi-rural location of the development site makes the provision of equitable access by all modes of transport a challenge. However, there are exceptional locational drivers as to the choice of site in this case, which has led Nestlé Waters UK to conclude, after a detailed site search, that the Waterswallows Lane site is the only realistic and deliverable option. In transport planning terms Nestlé Waters UK is committed, via a robust travel plan, to making the site as accessible as possible. This is expanded upon in the following sections.

4.1.7 PPG13 outlines that the objectives of the guidance are to integrate planning and transport at the national, regional, strategic and local level and to:

‘Promote more sustainable transport choices for both people and for moving freight.’

4.1.8 Within the freight section, PPG13 also states that:

‘Where possible locate developments generating substantial freight movements such as distribution and warehousing away from congested central areas and residential areas and ensure adequate access to trunk roads.’

4.1.9 The proposed development accords well with this policy, in that it is removing the requirement for freight movements between the two existing facilities and away from Buxton town centre and its adjacent residential areas.

4.2. Local Policy

4.2.1 Derby and Derbyshire Joint Structure Plan was adopted in January 2001 and sets out several transport policies which interpret national guidance with regard to local issues. Specifically Transport Policy 7: Freight seeks to reduce the adverse effects of lorry traffic by, amongst others,

‘The use of Traffic Regulation Orders, advisory signing and other measures to protect vulnerable environments from heavy lorry traffic.’

4.2.2 As detailed within this report, the proposed development is located to utilise the existing HGV routeing in the immediate area so as to avoid sensitive areas and residential areas.

4.2.3 High Peak Saved Local Plan Policies include several policies aimed at improving the highway network for road users and reducing the environmental impact of transport requirements. Policy 78 TR1- Transport Implications of New Developments states that:

Planning permission will be granted for a development, provided that it seeks to:



• Reduce the need to travel;

• Widen transport choice for people and goods

• Integrate transport and land use

4.2.4 The proposed site is located in a semi-rural location and therefore is restricted in terms of public transport options. In addition, the lack of footways in the vicinity limits pedestrian access. In order to meet the goals of this policy, it is proposed that a shuttle bus be provided from Buxton town centre directly to the site since public transport links within the town centre offer a greater travel choice for employees. A Travel Plan has been prepared to support the development proposal and to promote sustainable travel choices and, in particular, reduce single occupancy car trips through a range of measures discussed and agreed with the DCC Travel Plan Officer.

4.2.5 By co-locating the warehouse and bottling plant at the proposed site, HGV trips through Buxton town centre between the warehouse and the plant will cease. This accords well with the policy aim of reducing the need to travel.

4.2.6 Policy 81 TR4 – Traffic Management states that:

Planning permission will be granted for a development, provided that:

• The capacity and design of the transport network serving the site will reasonably accommodate the anticipated increase in travel without materially harming the highway safety of local amenity; and

• The traffic generated by the development will not unduly interrupt the safe and free flow of traffic on trunk or primary roads or materially affect existing conditions to an unacceptable extent.

4.2.7 As the proposal is a replacement for an existing facility, the majority of traffic is already on the local highway network. However, it is demonstrated later in this report that the traffic generated by the development does not materially affect the safety, or operational capacity, of the existing highway infrastructure.

4.2.8 Policy 82 TR5 – Access, Parking and Design states that:

Planning permission will be granted for a development, provided that:

• It will make safe and appropriate provision for access and egress by pedestrians, cyclists, public transport users and the private car; and



• It includes a high standard of design and layout having regard to the parking, access, manoeuvring, servicing and highway guidelines set out in Appendix 1 (Parking Standards), and relevant Government Guidance and good practice, where appropriate.

4.2.9 The scheme plans included within this report demonstrate that access for staff, service, emergency and commercial vehicles have been considered carefully and national standards such as the Department for Transport’s Design Manual for Roads and Bridges, the Freight Transport Association’s Designing for Deliveries and Building Regulations 2000 – Fire Safety have been implemented where appropriate.

4.2.10 Access to the development site is described in Section 5 of this report and demonstrates that a level of access appropriate to the site location and surrounding infrastructure is provided.

4.2.11 The second Derbyshire Local Transport Plan (LTP) covers the period from April 2006 to March 2011. The document generally seeks to promote strategies which support sustainable transport, both economically and environmentally, as well as to improve road safety and reduce congestion. LTP2 states in Section 6.4 that:

‘The efficient movement of freight is vital to the economy;’

4.2.12 It describes the move to improve efficiency as a main driver to:

‘protect the health and safety of individuals, maintain and improve air quality, make better use of land and resources and protect the environment.’

4.2.13 In accordance with the vision of the LTP2, the co-location of the bottling plant and warehouse facility will lead directly to a reduction in like for like HGV movements within the local area. The location of the proposed facility outside of the central area of Buxton will also help to improve air quality related to HGV movements within the town centre.

4.2.14 As with the goals of PPG13, the LTP2 seeks to use parking standards as a means to reduce dependence on the private car. This policy aligns with the aims of the proposed development in that, car parking provision will be significantly less than the maximum allowable under the adopted standards. In addition, a Travel Plan has been produced to encourage the use of sustainable modes of transport and reduce single occupancy car trips.



5. Development Proposals 5.1. Development Description

5.1.1 The proposed development is a combined water bottling facility, associated offices and distribution warehouse, comprising B1, B2 and B8 land-uses. The assumed opening year of the development is 2012. The Fletcher Rae Architects site plan is included as Appendix G.

5.1.2 The proposed development is a replacement for the existing Nestlé Waters UK Ltd bottling facility in Buxton town centre and warehouse at Harpur Hill which will both be vacated.

5.1.3 The co-location of the bottling plant and warehouse will remove the need for HGV trips between the two existing sites and enable a more efficient operation. Furthermore the proposed development will provide Nestlé Waters UK Ltd with the capacity to increase overall production and therefore reduce the need to import water from Nestlé sites abroad.

5.1.4 As the development proposal is a replacement for the existing facilities, the traffic generation profile is site specific and is therefore based upon the existing Buxton operation, amended to include the vehicle trip reductions and revised trip distribution resulting from the co-location of the two existing facilities. Details of traffic generation and trip distribution are discussed in Section 6 of this report.

5.2. Proposed Access Strategy

5.2.1 Access to the proposed development will be provided by two simple priority junctions located on Waterswallows Lane. The SKM highway layout drawing is included as Figure 4 and a larger, 1:500 scale drawing UN12203_SK07a is included as Appendix H. Swept path analysis has been undertaken in order to ensure the internal roads, loading areas and site access junctions can accommodate the variety of vehicles and their proposed manoeuvres. The SKM drawing UN12203_SK07b showing the swept path analysis is included as Appendix I.

5.2.2 Visibility at both junctions is provided in accordance with DMRB guidance for a 60 mph road with an x-distance of 2.4 metres and a y-distance of 215 metres, as shown on SKM drawing UN12203_SK07c, included as Appendix J. In reality, the straight alignment of Waterswallows Lane means that actual visibility exceeds this and DCC has indicated that its view is that vehicle speeds are less than the speed limit due to the constraining presence of the junctions to the northwest and southeast of the site (Batham Gate and Waterswallows Road respectively). Therefore, the achievable visibility is significantly greater than required.



5.2.3 The southern junction will be for HGV access to the bottling plant and warehouse facility only. This will be under 24 hour security control and gated. An emergency access link road is provided in front of the building which can be accessed in advance of the security gate house should the need arise. The northern junction will provide access to the staff and visitors car park, access for refuse collection vehicles and emergency service vehicles.

5.2.4 The layout of the northern access road has been designed so that the priority movement will lead directly into the visitor’s car park in front of the office building. A simple priority junction leads to the north of the office building where the staff car park and covered cycle store will be located. An internal road from the rear of the staff car park to the main warehouse loading area provides a link into the main production site for emergency vehicles in the event that the southern access is blocked.

5.2.5 The approach routes to the proposed development site are from the A6, via Batham Gate (from the south) and Waterswallows Lane (from the north) which are both designated, signed HGV routes as detailed previously in this report and shown in Appendix B.

5.2.6 Waterswallows Road provides an alternative route to Waterswallows Lane for vehicles travelling along the A6 from the south, however the road is subject to a 7.5 tonnes weight restriction and therefore cannot be utilised by HGV traffic. It is possible that cars and LGVs travelling from the south will use this route. Trip distribution and assignment is discussed further in Section 6 of this report.

5.3. Pedestrian and Cycle Facilities

5.3.1 Secure Sheffield-style covered cycle stands will be located adjacent to the staff car park. In accordance with DCC minimum cycle parking standards, this requires the provision of 20 stands. A large paved area will provide a safe pedestrian route from the car park and cycle store into the main entrance and around the perimeter of the building. Showers, lockers and changing facilities will be provided within the building.

5.3.2 In the eastern service yard, a marked pedestrian route has been provided in-between the delivery office and the HGV lay-over spaces, loading bays and dock levellers. This route will provide a designated safe route for drivers walking to the delivery office from their vehicles.

5.3.3 Pedestrians will be prohibited from accessing areas where there are access points for fork lift trucks passing in and out of the building due to the restricted intervisibility between drivers and pedestrians at these points.



5.4. Public Transport Provision

5.4.1 In order to improve the potential travel choices for staff and visitors to the development, a shuttle bus service is proposed to run to and from Buxton town centre. This will allow employees and visitors to utilise the existing public transport and rail services within Buxton to access the proposed development and will mitigate the need to walk along Waterswallows Lane from the existing bus stops where no footway provision exists.

5.4.2 The shuttle bus will be run by Nestlé Waters UK Ltd and will be timed to coincide with shift start and finish times.

5.5. Parking Provision

5.5.1 Car parking has been provided for the proposed site in accordance with the standards set out in Appendix 1 (Parking Standards) of the High Peak Local Plan (Saved Policies). The relevant parking standards are included in this report as Appendix K.

5.5.2 As previously stated, the proposed development falls into three separate land-use classes. The bottling plant (B2), the warehouse (B8) and the associated offices (B1). Table 2 sets out the GFA for each use class, the applicable standard and the maximum parking provision allowable.

Table 2 - Maximum Parking Provision

Classification GFA (m²) Parking Standard: Other Areas (Maximum)

Maximum Provision Allowed

B1 2,356 1 space/25m² <2500m² 94

B2 12,147 1 space/55m² >2500m² 221

B8 8,589 1 space/120m² >2500m² 72

5.5.3 It can be seen from Table 2 that the maximum parking provision allowable under the adopted parking standards is 387 spaces. The proposed number of parking spaces provided at the site is 97 spaces which is significantly less and reflects the specific requirements of the proposed development taking into account worker numbers, operational requirements and doubling-up at shift change over times. Providing parking significantly below the maximum allowable also accords well with the promotion of other, more sustainable modes of travel.



5.5.4 The standards state that provision for disabled parking spaces should be in line with DETR Traffic Advisory Leaflet 5/95. For employee and visitor parking to business premises with under 200 parking spaces, the recommended provision is one parking space for each disabled employee, plus 5% of the total car park capacity. In total 5 disabled parking spaces have been provided within the staff car park and a further 2 spaces within the visitor car park. This is a provision in excess of the required 5%.

5.5.5 The standards require a provision for motorcycle spaces equivalent to anticipated usage. Although the number of staff who may use motorcycles in the future is not known at this stage, a provision of 2 spaces is shown. This will be increased if demand occurs.

5.5.6 Cycle parking is required to be 5% of the maximum allowable parking provision for cars, which equates to 20 cycle spaces. This will be provided in the form of covered Sheffield-type stands located adjacent to the main office entrance.



6. Development Traffic Generation 6.1. Existing Traffic Flows

6.1.1 As the proposed development is a replacement for Nestlé Waters UK Ltd existing facilities in Buxton, the development traffic generation is known and, subject to minor changes and re-assignment, is already on the local highway network.

6.1.2 The vehicular trips associated with the existing facility comprise those entering and exiting the bottling plant on Station Road in the town centre and those entering and exiting the warehouse at Harpur Hill, located to the south of Buxton.

6.1.3 Trip generation figures for HGV movements associated with the existing facilities have been derived from delivery schedules and gatehouse logs at both of the existing sites provided by Nestlé Waters UK Ltd. Using the delivery schedules, a schematic network flow diagram has been produced which details the one-way trips currently generated by the two existing facilities and is included as Figure 5.

6.1.4 Although the existing facilities operate over a 7 day week, the daily average trips have been calculated from a 5 day week (Monday to Friday) to reflect the AM and PM peak hours for the surrounding highway network. As agreed with DCC, and identified later in this report, the assessment period is the month of July to reflect the peak flows associated with seasonal variations in traffic flows on the A6 and the peak month for traffic generated by Nestlé Waters UK Ltd Buxton facilities (as product demand is higher in the summer). As such, the operational assessment described in Section 7 is very robust.

6.1.5 Nestlé Waters UK Ltd use two main depots within their distribution system which accept and supply deliveries to both of the Buxton sites. These distribution centres are as follows:

Bardon CFG Store, Coalville, Leicestershire

York Stores CFStores, York

In addition, deliveries are received at the Harpur Hill warehouse from the following locations:

Nestlé Waters Vosges, France

Nestlé Waters Deutschland AG, Germany

Nestlé Waters Espana, Spain

6.1.6 The Harpur Hill warehouse generates, on average, two HGV deliveries per day with loads destined for the bottling plant. A further 20 HGVs per day arrive at the warehouse, 17 of



these are from the Buxton bottling plant and 3 are from other Nestlé distribution centres. An average of 9 HGV deliveries per day arrive from Nestlé sites based abroad.

6.1.7 The warehouse operates 24/7 and generates, on average, 26 HGVs per day for customer deliveries. These are distributed throughout the UK and occur over a 24hr period as follows:

21 loads between 0600 – 2200 hours

5 loads between 2200 – 0600 hours

6.1.8 The bottling plant generates, on average, 36 HGVs per day. As detailed above, 17 of these are destined for Harpur Hill. A further 17 are for Bardon Stores with the remaining two for the York Stores. An average of 6 service vehicles per day arrive at the bottling plant for, amongst other things, recycling, CO2, forklift services and catering.

6.1.9 The following staff are employed at the bottling plant:

Office: 15 staff working 0800-1700 hours (Mon - Fri)

Production: 26 staff working 2x12hr shifts (13 per shift) 0600-1800 hours and 1800-0600 hours (7 day week). Shift patterns at the site are 4 on / 4 off, giving a total of 52 employees, although there is a maximum of 26 staff at work on any given day.

6.1.10 For assessment purposes, as a robust estimate of traffic generation, assuming all workers are in Single Occupancy Vehicles (which is not the case in reality), the staff traffic flows for the bottling plant are indicated in Table 3:

Table 3 - Employee Traffic Generation

Hour Arr Dep Total (2 way) Comment 0500 - 0600 13 0 13 Day shift arrivals 0600 - 0700 0 13 13 Night shift departures 0700 - 0800 15 0 15 Office staff arrivals 1700 - 1800 13 15 28 Night shift arrivals / Office staff

departures 1800 - 1900 0 13 13 Day shift departures

6.1.11 At Harpur Hill warehouse, 6 Staff work a 2 shift system from 0600-1400 hours and 1400-2200 hours. A further 4 staff work overnight from 2200-0600 hours. The warehouse operates 24/7.



6.2. Traffic Flows to the Proposed Development

6.2.1 As stated earlier, the proposed development is a replacement for the existing Nestlé Waters UK Ltd facilities in Buxton and therefore, with the exception of those trips detailed in the following Section, traffic movements to the proposed development will remain unchanged from existing. Trips from Nestlé Waters’ site in France and trips to and from the Bardon and York Stores will continue at the same level.

6.2.2 The shift patterns for the proposed development will also remain unchanged from those currently in operation at the existing sites. Production at the new bottling plant is predicted to increase from that currently achieved at the existing bottling plant. This will be as a result of the modernisation of the production lines. Staff numbers will remain unchanged.

6.3. Changes to Traffic Flows

6.3.1 As a result of the co-location of the warehouse and bottling plant, traffic movements between the two sites will no longer be required. This will result in the removal of shuttle HGV movements through Buxton town centre and also provide benefits to residents close to the Harpur Hill facility by reducing HGV flows on local roads. In addition, the improved production capacity provided by the new bottling plant will mean that deliveries currently received from Nestlé Waters’ sites in Germany and Spain will no longer occur, removing these trips from the local and strategic highway network.

6.3.2 Due to the increased production capacity at the new bottling plant, it is expected that outgoing deliveries to customers will increase by 24 vehicles, from a daily average of 26 to 50 HGVs. These will be distributed thought the day, with 40% (20 HGVs) being despatched between 0400-1100 hours (7 hrs) and the remaining 60% (30 HGVs) spread evenly between 1100-0400 hours (17 hrs). Traffic flows of this level will be undetectable within the daily variation in flow on the local highway network.

6.3.3 To illustrate the above, a schematic network flow diagram has been produced which details the daily average one-way HGV movements for the proposed development and is included as Figure 6.

6.4. Trip Distribution and Assignment

HGV Traffic Flows

6.4.1 Postcode data obtained from the delivery logs for the existing facilities, has been used to determine the existing distribution of HGV trips on the surrounding highway network which relate to the delivery of goods to customers. These trips have been calculated for a 5



day week within the agreed assessment period and a diagram illustrating the results is included as Figure 7.

6.4.2 To reflect the proposed increase in customer deliveries to a daily average of 50 vehicles, the existing trips identified in Figure 7 have been proportionally factored for each route to show the HGV trip distribution for the proposed development related to customer deliveries. The predicted daily distribution is illustrated in Figure 8. When combined with the amended HGV trips identified for the proposed development (Figure 6), the total predicted HGV trips and their assignment to the local highway network can be determined.

6.4.3 To ensure a robust assessment, it has been assumed that no backloading or multiple-drop trips occur, although in reality this does happen. It has therefore been assumed that each trip on the network generates a return journey along the same route. The resulting two-way daily average HGV flows for the proposed site at Waterswallows Lane is included as Figure 9.

6.4.4 The distribution of HGVs throughout the local highway network, shown in Figure 9, has been used to calculate the AM and PM peak hour HGV flows for the proposed development. The flows associated with customer deliveries and the flows associated with the remaining HGV movements have been considered individually to determine the overall HGV peak hour flows. The methodology adopted to determine these flows is detailed in the following paragraphs.

6.4.5 The daily distribution pattern of customer deliveries for the proposed development has been identified by Nestlé Waters UK Ltd as 20 HGVs between 0400-1100 (7 hrs) hours and 30 HGVs between 1100-0400 hours (17 hrs). Using these figures, it has been determined that for customer deliveries, the AM peak hour HGV flow equates to 6% of the daily average (approx 3 trips) and the PM peak hour HGV flow equates to 4% of the daily average (approx 2 trips). This illustrates the minimal impact which development related HGV traffic has on peak hour flows on the local highway network (without taking into account that the majority of development traffic is already on the network).

6.4.6 The hourly average for the remaining 33 HGV trips, identified in Figure 6, has been calculated with the assumption that all trips are equally distributed over a 12 hour period during the day. Although the proposed development will be in operation 24 hours, this assumption provides a more realistic and robust hourly average given the relatively low number of night time trips between other Nestlé Waters facilities. This equates to 8% of the daily average HGVs (approx 3 trips).



6.4.7 The AM and PM Peak Hour HGV Flows for the proposed development have been factored from the daily average flows and are included as Figures 10 and 11.

Staff Traffic Flows

6.4.8 Although it has been identified that staff travelling from the south of the site on the A6 may use Waterswallows Road in preference to continuing on the A6 and turning right into Batham Gate to reach the site, it has been assumed for the purposes of providing a robust assessment of traffic impact that staff will approach the site via the same routes as HGV traffic in accordance with their origin to the north, or south of the site.

6.4.9 As discussed earlier, staff numbers for the new development will remain at the same level as at the existing facilities and for robust assessment purposes it has been assumed that all staff arrive and depart work in single occupancy cars. Therefore, from Table 3 it can be seen that 15 staff vehicles will arrive during the AM peak hour and during the PM peak hour, 15 staff vehicles will leave and a further 13 staff vehicles will arrive.

6.4.10 The AM and PM peak hours for staff travel have been identified as between 0700-0800 hours and 1700-1800 hours, respectively. Journey times for warehouse employees fall outside of these peak periods and therefore these trips are not included within the identified peak hour trip distribution.

6.4.11 A trip distribution pattern for staff has been determined using postcode data acquired from the Staff Travel Survey undertaken at the existing bottling plant. The postcode locations derived from the staff survey are shown in Figure 12.

6.4.12 This data represents a cross section of staff and has been used to identify, in percentage terms, the distribution of staff home locations relative to the existing and proposed site locations. This distribution has been used to calculate the staff traffic flows and distribution for the arrival and departure scenarios for the proposed development during the AM and PM peak hours. These flows are included in Figures 13 and 14.

Total Development Flows

6.4.13 In order to calculate the total peak hour traffic flows for the proposed site for analysis purposes, the HGV flows and the Staff flows derived have been combined. The combined flows are displayed as Passenger Car Units (with HGV flows increased by a factor of 2).

6.4.14 The combined AM and PM Peak Hour Development Flows are included as Figures 15 and 16. As shown, the development traffic flows in the peak hours are very modest. It is also worth noting that the majority of this traffic is already on the local highway network (being



related to the current operation), therefore the actual increase in traffic flows resulting from the proposed development is less than shown.



7. Traffic Impact Assessment 7.1. Assessment Methodology

7.1.1 It has been agreed with DCC that the traffic impact assessment of the development proposal should focus on traffic conditions at the following junctions for both the existing and “with development” scenarios:

A6 / Waterswallows Lane;

A6 / Batham Gate; and

Batham Gate / Waterswallows Lane.

7.1.2 It has been agreed that a full operational assessment of a junction would only be undertaken where the additional traffic associated with the proposed changes is likely to result in a material increase in flow through the junction.

7.1.3 It was also agreed that a full operational assessment would be undertaken to confirm the form and suitability of the two site access junctions on Waterswallows Lane.

7.1.4 Where a material increase in traffic has been identified, the operational performance of the junction was initially tested against the future year base traffic flows using the PICADY program, to give a datum against which the likely traffic impact of the development proposals can be considered. The junction was then re-tested against the assessment traffic flows to confirm the likely traffic impact and identify any requirement for mitigation works.

7.2. Assessment Year and Traffic Growth

7.2.1 The assumed opening year for the proposed development is 2012. Background traffic flows have been obtained from turning counts conducted at the junctions of interest on Wednesday 7th July 2010. The data is included as Appendix L.

7.2.2 It was agreed with DCC that no traffic growth would be applied to the background count data, but that ATC data for the A6 Fairfield Road would be examined in order to identify seasonal variations in background traffic flows on the A6 and this is included as Appendix M. It can be seen from the graph in Appendix M that background traffic flows peak during the summer months of June, July and August and therefore it was agreed with DCC that the background traffic flows obtained in July can be considered robust for use in assessment of junctions on the A6.



7.3. Base Traffic Flows

7.3.1 As there is no requirement to apply a growth factor to the 2010 background flows and DCC has agreed that there are no committed development flows to be included within the assessment, the AM and PM Peak Hour Base Flows have been taken directly from the background traffic counts and are shown in Figures 17 and 18.

7.3.2 The background traffic flows show that the network AM and PM peak hours are 0745-0845 hours and 1645-1745 hours, respectively.

7.4. Assessment Traffic Flows

7.4.1 The development traffic flows for both HGV and staff trips for the AM and PM peak hours have been detailed in Section 6.4 of this report. The resultant AM and PM Peak Hour Development Flows have been applied to the network of interest and are included as Figures 19 and 20.

7.4.2 The network peak hours do not directly correspond to the peak hours identified for staff arrival and departure times, however it has been assumed, for the purpose of providing a robust assessment, that the staff flows identified occur fully within the network peak hours.

7.4.3 Assessment traffic flows have been produced by adding the AM and PM Peak Hour Base Flows (Figures 17 and 18) to the AM and PM Peak Hour Development Flows (Figures 19 and 20) to produce the AM and PM Peak Hour Assessment Flows, which are included as Figures 21 and 22.

7.5. Area of Impact

7.5.1 To determine the extent of the highway network to be examined in detail, comparisons of flow changes on key links within the identified network of interest have been undertaken. The results of these comparisons are summarised in Table 4.

7.5.2 It can be seen from Table 4 that a significant percentage traffic increases is predicted along Waterswallows Lane adjacent to the proposed site and along Batham Gate between Waterswallows Lane to the A6, however the actual numerical increases are insignificant. The high percentage increases arise as a result of the low background traffic flows. Flows associated with development traffic heading north on the A6 are minor.

7.5.3 In percentage and numerical terms, it can be seen that traffic flow increases on the A6 are very low and are unlikely to be detectable within normal variation in daily flows. In summary, Table 4 highlights that the peak hour development flows are minimal, and therefore, will not have a material impact on the operation of the local highway network.



7.5.4 Despite the low development flows, for completeness a full operational analysis has been undertaken for the Batham Gate / Waterswallows Lane staggered cross roads and the Batham Gate / A6 ghost island right turn junction as these junctions experience the greatest increase in traffic flows.

7.5.5 As agreed with DCC, a full operational analysis has also been undertaken for each of the proposed site access junctions located on Waterswallows Lane in order to confirm their suitability and form.

7.6. Operational Assessments

7.6.1 An operational assessment has been undertaken for the 2 junctions identified above and the two proposed site access junctions. The assessment models reflect the existing junction layout of the Batham Gate / Waterswallows Lane staggered cross roads, the committed junction improvement scheme identified by DCC for the A6 / Batham Gate junction (Appendix C), as well as the site access junction layouts proposed in the SKM highway layout drawing included as Figure 4/Appendix H.

7.6.2 The assessment for each junction comprises analysis of the AM and PM Peak Hour background flows to assess the existing operation and the AM and PM Peak Hour Assessment Flows for a “with development” comparison.

7.6.3 The results of the operational assessments are included within Tables 5, 6, 7 and 8 and the PICADY outputs for each junction are included in Appendix N.

7.6.4 It can be seen from Table 5 that the development traffic will have little or no effect on the operation of the junction of A6 / Batham Gate, with average predicted queues remaining less than one vehicle during the peak hours for both scenarios. Similarly, Table 6 reveals that the junction of Waterswallows Lane / Batham Gate also experiences minimal queue increases as a result of the increased flows, with average predicted queues of less than one vehicle during the peak hours.

7.6.5 It can be seen from Tables 7 and 8 that, for both the proposed site access junctions on Waterswallows Lane, there is no noticeable queuing predicted during the peak hours. This is not surprising given the low background flows on Waterswallows Lane and the low peak hour traffic generation associated with the proposed development.

7.6.6 In summary, it has been demonstrated that the proposed development will have no effect on the operation of the local highway network in the peak hours and that the proposed site access junctions on Waterswallows Lane are appropriate for the level of development traffic predicted.



8. Travel Plan Summary 8.1.1 A Company Travel Plan (CTP) has been produced in support of the development proposal.

It details the constituents of the CTP to be implemented and will provide a context in which the transport needs of the site can be accommodated to achieve the operational requirements of the business, whilst aiming to encourage sustainable transport choices for staff and visitors. This is a stand-alone document and will be submitted with the planning application. A summary of the key points is provided below.

8.1.2 The CTP has been developed in consultation with Derbyshire County Council (DCC) Travel Plan Officer and with the requirements of the Department of Transport (DfT) “Good Practice Guidelines: Delivering Travel Plans through the Planning Process”, April 2009. The CTP supports the principles of sustainable travel and its objective is to reduce the number of Single Occupancy Vehicle (SOV) trips, and to encourage car sharing, cycling and the use of public transport.

8.1.3 The CTP presents the results of the Travel Plan surveys undertaken at the existing Buxton Waters plant and details the mode split targets agreed with DCC and the measures to achieve these at the new site. There is no Travel Plan in place at the existing site.

8.1.4 A Travel Plan has been produced even though the proposed development will only generate a modest level of car use, which will be largely undetectable within the daily variation in traffic flow on the local highway network and will be accommodated by significantly less parking than the maximum allowed by the adopted parking standards.

8.1.5 A travel survey was undertaken in August 2010 to collect information on travel choices, opportunities and barriers to change. However, as the travel behaviour of staff may change when Nestlé Waters relocates to Waterswallows Lane it was agreed with DCC that a second snap-shot travel survey be undertaken to enable the likely travel choices of staff to the proposed site to be examined. This survey was undertaken in November 2010 and the analysis of this data has been used to inform the CTP to ensure the future sustainable travel measures will be effectively targeted and to agree mode split targets with DCC.

8.1.6 The second survey requested information from staff on their existing travel mode choice, the mode choice staff expect to use to travel to the proposed development, whether they would support a car sharing scheme and also asked if they would use the proposed shuttle bus as part of their journey to / from work. 100% of staff responded to the survey.



8.1.7 In terms of mode choice, the survey confirmed that the proportion of staff travelling by car (on own) and car (with others) is essentially unchanged, with 64% responding they would drive in a car (verses 63% currently) and 17% anticipating car sharing (versus 14% currently). The largest predicted change in travel mode is envisaged to be the reduction in the number of staff walking to work, from 19% to 8% reflecting the less central location of the new plant. The number of staff cycling to work could potentially increase from 3% to 7% and the number of staff travelling by bus could increase from 1% to 4%.

8.1.8 Staff were asked, in terms of travel, whether the move was more or less convenient for them, to which the highest response (36%) was that it would not change their current situation. The next most common response was that the proposed move would be slightly less convenient (27%). 11% said it would be much less convenient, however this is offset by 14% who responded it would be slightly more convenient and 12% who said it would be much more convenient.

8.1.9 When asked whether staff would support the introduction of a car sharing scheme, 62% of respondents indicated that they would support the scheme, which presents a good opportunity to promote car sharing at Nestlé Waters.

8.1.10 When asked whether staff would use a new shuttle bus from the town centre to the new site, 60% indicated that they would not use it and 40% stated they would. It is hoped however that once established, usage will increase.

8.1.11 The CTP measures to be adopted and implemented by Nestlé Waters are detailed below. The measures outlined have been designed to influence modal shift from SOV car trips to more sustainable forms of transport, taking into account the modest number of staff, the operational requirements of the business and the geographical factors and access options relevant to the Waterswallows Lane site. The proposed measures have been discussed and agreed in principle with DCC.

8.1.12 It has been recognised that due to the lack of pedestrian facilities along Waterswallows Lane and on the adjacent highway network it is unlikely that staff will walk to work. Therefore, the initiatives within the CTP have been developed to concentrate measures on the basis of the following sustainable transport aims:

• Encourage car sharing; Car sharing will be encouraged as an alternative for staff who currently drive alone and for those staff where cycling, walking and using public transport are not realistic options. Nestlé Waters will sign up to DCC’s car sharing scheme, ‘carsharederbyshire.com’. This will be actively promoted through events and on staff notice boards / information packs. To encourage staff to car share, Nestlé



Waters will investigate the introduction of incentives and also ensure priority parking is provided. A guaranteed emergency lift home, to provide a safety net for staff using the car sharing scheme who may occasionally have to leave quickly, at short notice, or work late, will also be provided.

• Encourage the use of public transport via the shuttle bus; Nestlé Waters will provide a shuttle bus to and from the town centre, initially in years 1 and 2 post occupation. This will allow those who currently walk, or use public transport to travel to work, time to review their options for travelling to the proposed site whilst still travelling sustainably. The shuttle bus will provide a service from Buxton Town Centre, to coincide with the office and shift start and finish times and will also provide a lunchtime service into Buxton.

• Encourage cycling; Nestlé Waters will support the ‘Bike2Work’ scheme, whereby interest free loans can be taken out by a member of staff to purchase a bicycle. A total of 20 secure and covered cycle parking spaces will be provided within the site and changing facilities and lockers will be provided within the buildings. Information on local cycle routes and cycling events such as ‘National Cycle Week’ will be provided and promoted to staff via information boards.

8.1.13 An overall target of reducing the rate of SOV use at the site by 10% over 5 years has been agreed with DCC. This 10% reduction will be achieved by an increase in car sharing, cycling and public transport use via the shuttle bus.

8.1.14 With regards to increasing vehicle occupancy, a target has been set of increasing the number of staff who car share by 6% over 5 years. DCC’s car sharing scheme will be actively promoted at the site and annual monitoring of the take-up will be carried out to assess progress against the target. Targets to increase the number of staff cycling by 2% and the number of staff travelling by bus, via use of the shuttle bus, by 2% over 5 years have been agreed. No targets have been set to increase staff travel by train, or by foot, as no one currently travels to work by train, even though the station is located adjacent to the existing site, and the promotion of walking to work along a highway network where no footways currently exist would have road safety implications.

8.1.15 The CTP will be promoted via information boards and internal Nestlé Waters publications. The travel surveys have already notified staff that a CTP is to be developed. Marketing will be coordinated by the Travel Plan Coordinator and Nestlé Waters in-house team.



8.1.16 It is important that the success of the measures implemented is assessed on a regular basis to ensure they meet the needs of the staff. Therefore a bi-annual Monitoring Report will be produced in co-operation with DCC. As agreed with DCC, the first Monitoring Report will be submitted a year after occupation of the development, with further reports in years 3 and 5. As part of the Monitoring Report, a staff travel survey snapshot will be undertaken to track the progress of the CTP. Nestlé Waters will ensure the Travel Plan Co-ordinator will continue to provide on-going management for future years and become a point of reference for future travel measures, updating transport information, monitoring the car-share scheme and use of the shuttle bus.



9. Summary and Conclusions 9.1 This TA has been prepared by SKM on behalf of Nestle Waters UK Ltd, to support a

detailed planning application for a new water bottling plant, distribution centre and associated offices that will replace existing facilities located within the Buxton area.

9.2 The TA has considered the existing conditions relevant to the proposed site.

9.3 Potential traffic generation arising from the operation of the proposed development has been assessed in relation to that experienced at the existing facilities and the results of the traffic impact assessment have been presented.

9.4 The traffic impact assessment has focused on the seasonal peak month experienced on the surrounding highway network. Where a significant increase in traffic has been predicted at junctions on the highway network of interest, an operational assessment of that junction has been undertaken to assess the junction’s operational performance against acceptable capacity limits.

9.5 The conclusions of the report are as follows:

The proposed facility is located on Waterswallows Lane, near Buxton which is currently undeveloped agricultural land.

The development is accessed from the A6 via either Batham Gate or Waterswallows Lane which are both designated, signed HGV routes. Two new site access junctions are proposed on Waterswallows Lane.

The proposal is not accessible by pedestrians and public transport due to the lack of footway provision; however a new shuttle bus will provide greater travel choices for staff and visitors.

There are no existing road safety issues on the surrounding highway network.

An operational assessment has been undertaken for two junctions identified within the network of interest and for both site access junctions.

The results of the operational analysis suggests that there are currently no operational issues at the assessed junctions and the associated development traffic will have little or no effect on the operation of these junctions. In addition it was identified that the proposed site access junctions where appropriate for the level of proposed development traffic.

9.6 In summary, the TA has confirmed the suitability of the existing and proposed highway infrastructure to accommodate the likely volumes of traffic expected as a result of the proposed development.



Tables



Table 1 - Bus Routes in the Vicinity of the Proposed Site Route Frequency Service

ProviderDistance from Development

199 Every 30 mins. (Alternates route; Batham Gate or A6)

Skyline Batham Gate/Waterswallows Lane junction. 460 metres

68 Daily Hulleys Waterswallows Road/Waterswallows Lane. 440 metres

189/190 Hourly - No Sunday Service Bowers Waterswallows Road/Waterswallows Lane. 440 metres



Table 2 - Maximum Parking Provision Classification GFA (m²) Parking Standard: Other

Areas (Maximum) Maximum

Provision Allowed

B1 2,356 1 space/25m² <2500m² 94

B2 12,147 1 space/55m² >2500m² 221

B8 8,589 1 space/120m² >2500m² 72



Table 3 - Employee Traffic Generation Hour Arr Dep Total (2 way) Comment

0500 - 0600 13 0 13 Day shift arrivals 0600 - 0700 0 13 13 Night shift departures 0700 - 0800 15 0 15 Office staff arrivals 1700 - 1800 13 15 28 Night shift arrivals / Office staff




Table 4 - Comparison of Traffic Flow Changes on Key Links (AM and PM Peak Hours)

Location From Base Flow Assessment Flow

Numerical Difference

Percentage Difference

Waterswallows Lane south of Batham Gate

N 181 / 105 206 / 126 25 / 21 14 / 20

S 82 / 96 92 / 119 10 / 23 12 / 24

Waterswallows Lane north of Batham Gate

N 117 / 53 125 / 58 8 / 5 7 / 9

S 53 / 49 55 / 55 2 / 6 4 / 12

Batham Gate west of Waterswallows Lane

W 89 / 115 106 / 131 17 / 16 19 / 14

E 70 / 81 78 / 98 8 / 17 11 / 21

A6 north of Waterswallows Lane

N 647 / 572 655 / 577 8 / 5 1 / 1

S 555 / 675 557 / 681 2 / 6 0 / 1

A6 south of Batham Gate S 584 / 722 601 / 738 17 / 16 3 / 2

N 631 / 592 639 / 609 8 / 17 1 / 3

A6 north of A53 S 819 / 1109 835 / 1120 16 / 11 2 / 0

N 964 / 931 974 / 943 10 / 12 1 / 1

A6 east of A53 E 504 / 729 506 / 729 2 / 0 0 / 0

W 578 / 693 580 / 693 2 / 0 0 / 0

A53 west of A6 W 522 / 777 536 / 788 14 / 11 3 / 1

E 593 / 635 601 / 647 8 / 12 1 / 2

AM / PM



Table 5 - A6 / Batham Gate Results of Operational Analysis

AM Peak Hour Base Flow AM Peak Hour Assessment Flow

RFC Queue RFC Queue

Batham Gate to A6 (left / right turn) 0.166 0.2 0.184 0.2

A6 to Batham Gate (right turn) 0.162 0.2 0.193 0.2

PM Peak Hour Base Flow PM Peak Hour Assessment Flow

RFC Queue RFC Queue

Batham Gate to A6 (left / right turn) 0.178 0.2 0.214 0.3

A6 to Batham Gate (right turn) 0.195 0.2 0.224 0.3



Table 6 - Waterswallows Lane / Batham Gate Results of Operational Analysis

AM Peak Hour Base Flow AM Peak Hour Assessment Flow

RFC Queue RFC Queue

Waterswallows Lane (south) (all directions)

0.169 0.2 0.189 0.2

Batham Gate to Waterswallows Lane (north) (right turn)

0.018 0.0 0.018 0.0

Waterswallows Lane (north) (all directions)

0.246 0.3 0.263 0.4

Batham Gate to Waterswallows Lane (south) (right turn)

0.078 0.1 0.109 0.1

PM Peak Hour Base Flow PM Peak Hour Assessment Flow

RFC Queue RFC Queue

Waterswallows Lane (south) (all directions)

0.199 0.2 0.243 0.3

Batham Gate to Waterswallows Lane (north) (right turn)

0.011 0.0 0.011 0.0

Waterswallows Lane (north) (all directions)

0.110 0.1 0.121 0.1

Batham Gate to Waterswallows Lane (south) (right turn)

0.068 0.1 0.097 0.1



Table 7 - Development Access (North) / Waterswallows Lane Results of Operational Analysis

AM Peak Hour Assessment Flow PM Peak Hour Assessment Flow

RFC Queue RFC Queue

Site to Waterswallows Lane (left / right turn)

0.000 0.0 0.032 0.0

Waterswallows Lane to Site (right turn)

0.000 0.0 0.000 0.0



Table 8 - Development Access (South) / Waterswallows Lane Results of Operational Analysis

AM Peak Hour Assessment Flow PM Peak Hour Assessment Flow

RFC Queue RFC Queue

Site to Waterswallows Lane (left / right turn)

0.010 0.0 0.008 0.0

Waterswallows Lane to Site (right turn)

0.000 0.0 0.000 0.0


Figures

Proposed Site Location

(Waterswallows Lane)

Existing Site Location

ExistingExisting Warehouse

Location

Figure 1 - Existing and Proposed Nestlé Waters Site Locations

Figure 2 – Site Context Plan

Batham Gate (199)A6. (199)

WaterswallowsWaterswallows Road (189/190

& 68)

Figure 3 – Bus Stop Information

Bottling Plant 2

6Service Vehicles

York Stores2

117

HarpurHill

1726Customer Deliveries

2

25

Deliveries

Bardon

2

2

5

5 day average taken between 05/07/2010 and 09/07/2010

SpainGermanyFrance

Figure 5 ‐ Existing Daily Average One‐Way HGV Movements

Bottling Plant

York Stores

1

26

Service Vehicles

Warehouse

17

50Customer Deliveries

2

5

Bardon

5

France

Figure 6 – Proposed Daily Average One‐Way HGV Movements at Waterswallows Lane

T M6 thA6 (N)

5106

MTW

To M6 northNorth west

92526

TFSS

Daily Av

HarpurHill

A6 (E)5424240

91416

MTWTFSS

D il A

65273045

MTW

MTWTFSS

To Yorkshire &North east

A53A515

03

1610124112

Daily Av 5 WTFSS

Daily Av

SDaily Av

A53

To M6/M5south west

To M1south east

5 day average taken between 05/07/2010 and 09/07/2010

Figure 7 – Distribution of Customer Deliveries from Harpur Hill (one‐way trips)

T M6 thA6 (N)

To M6 northNorth west

12Daily Av

Water‐swallows LLane A6 (E)

To Yorkshire &North east

6Daily Av

9Daily Av

A53A515

23Daily Av

A53

To M6/M5south west

To M1south east

Factored growth based on increase from 26 to 50 vehicles

Figure 8 – Distribution of Customer Deliveries from Waterswallows Lane (one‐way trips)

12

0

12

12

0

12

0

0

0

50

33

38 83

0 33

0 71 50

0 33

38 83

33

71

9 32

0 24

9 56

9 32

0 24

9 56

9

0

9 6

23 3

9 24 9

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

9 24 9

0 23 47

9 24

47 6

3

0 0 9

0 0

0 0

0 0

9 0 0

0 0 0

9 23

24

47

9

0 23

9 24

47

12 omer deliveries

17 her deliveries

29 Total Flows in Vehicles

Figure 9 - Proposed HGV Flows (Daily Average) Two-way

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

1

1

0

5

4

0

5

4

1 4

1 4

1

1

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

1

3

1

3

1

0 0

0 0

1

3

1

3

40% of Salv Outbound / 7 hours

100% of remaining flow / 12 hours

Figure 10 - Proposed HGV Flows (AM Peak Hour) Two-way

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

0

0

0

4

4

0

4

4

0 3

0 3

0

0

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

0

3

0

3

0

0 0

0 0

0

3

0

3

60% of Salv Outbound / 17 hours

100% of remaining flow / 12 hours

Figure 11 - Proposed HGV Flows (PM Peak Hour) Two-way

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

Figure 12 – Staff Survey Post Code Locations

0

6

0

15

9

0

0

0

1 6

0 0

1

0

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

0

0

0

5

0

0 0

0 0

1

0

0

5

15 arrivals

0 departures

0700‐0800

Figure 13 - Proposed Staff Traffic Flows (AM Peak Hour)

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

6

5

0

13

8

0

15

9

0 5

0 6

1

0

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

0

5

1

4

0

0 0

0 0

1

5

1

4

13 arrivals

15 departures

1700‐1800

Figure 14 - Proposed Staff Traffic Flows (PM Peak Hour)

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

2

8

0

25

17

0

10

8

3 14

2 8

3

2

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

2

6

2

11

2

0 0

0 0

3

6

2

11

Flows in PCUs

AM Peak: 0745‐0845

Figure 15 - Development Traffic Flows (AM Peak Hour)

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

6

5

0

21

16

0

23

17

0 11

0 12

1

0

A6A5004

Existing Site

Proposed Site

Waterswallows Lane

Terrace Road

Station Road

ManchesterRoad

BakewellRoad

FairfieldRoad

Batham Gate

0

11

1

10

0

0 0

0 0

1

11

1

10

Flows in PCUs

PM Peak: 1645‐1745

Figure 16 - Development Traffic Flows (PM Peak Hour)

A6A5004

A53

A515

A6

Harpur Hill

Existing Site

Proposed Site

Waterswallows Lane

Grin Low Road

Terrace Road

Station Road

St JohnsRoad

ManchesterRoad

AshbourneRoad

BakewellRoad

FairfieldRoad

Batham Gate

558 116

555 674

11755 53 141 103

0500 1

565 2 0 1047 47

42 36

89 1643 181

70 23 82666

496 88

584 631

Waterswallows Lane

Batham Gate

A6

819 964

2488 474

4181031

522

593

5781

399 504104

0745 ‐ 0845Flow in PCUs

Figure 17 ‐ AM Peak Hour Base Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53

517 55

675 572

5355 49 130 40

0620 1

517 4 0 678 57

37 28

115 2943 105

81 24 96575

613 109

722 592

Waterswallows Lane

Batham Gate

A6

1109 931

0460 471

5562210

777

635

6931

553 729175


Figure 18 ‐ PM Peak Hour Base Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53

0 8

2 8

82 2 00 8

00 0

0 0 0 00 0

17 0

17 02 25

8 8 1008

0 17

17 8

Waterswallows Lane

Batham Gate

A6

16 10

08 2

1400

14

8

20

2 20


Figure 19 ‐ AM Peak Hour Development Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53

0 5

6 5

56 6 00 5

00 0

0 0 0 00 0

16 0

16 06 21

17 17 23017

0 16

16 17

Waterswallows Lane

Batham Gate

A6

11 12

012 0

1100

11

12

00

0 00


Figure 20 ‐ PM Peak Hour Development Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53

558 124

57 141 111

0500 1

565 2 0 1047 47

59 36

1645

31674

496 105

Waterswallows Lane

Batham Gate

A6

2496 476

4321031

1401104


Figure 21 ‐ AM Peak Hour Assessment Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53

517 60

61 130 45

0620 1

517 4 0 678 57

53 28

2949

41592

613 125

Waterswallows Lane

Batham Gate

A6

0472 471

5672210

1553175


Figure 22 ‐ PM Peak Hour Assessment Flows

Waterswallows Lane

Batham Gate

Fairfield Road

Spring Gardens

A6

A6

A6

A6

A53


Appendices


Appendix A

Scoping Note

Date 9 September 2010

Project No UN12203

Subject Nestlé Waters; Buxton: Scope of Transport Assessment for agreement with Derbyshire County Council.

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.

I:\UNIF\Projects\UN12203\Deliverables\Reports\scoping note\Nestlé Waters Scoping Note.docx PAGE 1

Introduction and Background Nestlé Waters propose to relocate its existing Buxton Water plant and Harpur Hill warehouse to a new combined facility located to the north east of Buxton Town Centre (Figure 1). The new site will be accessed from Waterswallows Lane. The site is currently undeveloped agricultural land and is immediately adjacent to the existing Lomas distribution depot and municipal waste recycling centre, both which are accessed from Waterswallows Road. The approach routes to the development site from the A6, via Batham Gate and Waterswallows Lane, are designated, signed HGV routes. A Transport Assessment (TA) will be prepared to support the planning application for the development proposal to be submitted to High Peak Council. The purpose of this Note is to set out the scope of the assessment of the potential traffic impact from the proposals for agreement with Derbyshire County Council (DCC). Development Details The proposed development is as follows:

A water bottling facility and associated warehousing, comprising B1, B2 and B8 land-uses. The development is a replacement for the existing Nestlé Waters facility in Buxton which will be vacated.

The assumed opening year of the development is 2012.

Access to the development will be provided by 2 No. priority controlled junctions, to an appropriate standard, located on Waterswallows Lane, as shown on the enclosed drawing UN12203_SK03.

The southern access will be for HGV access to the bottling plant and warehouse facility. This will be under 24hr security control and gated. HGV access will be solely via this entrance.

The northern access will provide access to the staff and visitor’s car parking, refuse collection vehicles and emergency services access. Access to the staff parking will be controlled by automatic barriers after the entrance point to the visitor’s car park.

September 2010



As the development proposal is a replacement for an existing development, the traffic generation profile is site specific and will be based upon the existing operation, amended to include the vehicle trip reductions and revised trip distribution resulting from the co-location of the warehouse and bottling plant at the new site.

Staff Traffic Generation The following staff are employed at the bottling plant:

Office: 15 staff working 0800 – 1700 (Mon – Fri).

Production: 26 staff working 2 x 12hr shifts (13 staff per shift): 0600 – 1800 and 1800 – 0600 (7 day week). Shift patterns at the site are 4 on / 4 off, so a total of 52 people are employed, but there are only 26 in work on any given day.

As a robust test of traffic generation, assuming all workers are in Single Occupancy Vehicles to the new development (which is unlikely to be the case in reality), the staff traffic flows for the bottling plant are indicated in the following table:

Hour Arr Dep Total (2 way) Comment 0500 - 0600 13 0 13 Day shift arrivals 0600 - 0700 0 13 13 Night shift departures 0700 - 0800 15 0 15 Office staff arrivals 1700 - 1800 13 15 28 Night shift arrivals / Office staff


HGV Traffic Movements to the existing plant

The site operates 24/7, accepting on average 25 HGVs per day (50 2-way trips), split as follows:

20 loads (40 2-way trips) between 0600 – 22.00 (16 hrs). 5 loads (10 2-way trips) between 2200 – 0600 (8 hrs).

This can occasionally peak at 35 HGVs per day, (dependent upon the product type, how many pallets and therefore the number of HGVs required). However, many of the current HGV movements are between the plant and the existing warehouse at Harpur Hill. As such, dependent upon their destination, some of these trips may disappear altogether due to the co-location of the warehouse on the new site.

September 2010



Vehicle Movements to the proposed Waterswallows Lane Facility Once the new development is operational, the vehicle movements associated with the new plant are estimated as follows: Staff: Unchanged from the existing situation described above. Warehouse staff: 6 per shift, working an 8 hour shift pattern (0600 – 2200) and 4 staff working 22-00 to 06-00. Service deliveries: Typically 2/3 per day, including, forklift services, re-cycling, CO2 deliveries, sandwich vans, etc. HGVs – The number of HGV loads is anticipated to increase to a maximum of 50 loads per day, with a daily profile to meet delivery schedules. This has been specified by Nestlé Waters as 40% (20 HGVs) despatching between 0400 – 1100 (7 hrs), with the other 60% (30 HGVs) spread evenly 1100 – 0400 (17 hrs). As shown above, the number of vehicle movements likely to be generated by the development proposal is modest and are spread throughout the day with little impact during the AM and PM peak hours for background traffic. Additionally, the majority of vehicles are already on the local highway network as the development is a replacement for the existing Nestlé Waters plant and are therefore not new development trips per se. Transport Assessment (TA)

The following junctions will be evaluated within the TA and where a material impact is identified, operational analyses will be undertaken using the PICADY program for the ‘with’ and ‘without’ development scenarios:

1) A6 / Waterswallows Lane 2) A6 / Batham Gate 3) Batham Gate / Waterswallows Lane

A full operational assessment using PICADY will be undertaken to confirm the form and suitability of the two site access junctions.

The TA will examine the most recent 5 years Personal Injury Accident (PIA) record for the network of interest. This will be used to identify any notable trends and where relevant, identify changes in the PIA record arising from the speed limit reduction on the A6.

Weekday AM and PM peak hour traffic flows for the network of interest will be determined from manual classified turning counts undertaken at the junctions on Wednesday 7th August 2010.

September 2010



The 2010 surveys will be used for operational assessment purposes, (if necessary), for the ‘with-development’ scenario. No traffic growth is to be applied, however ATC data for the A6 in the vicinity of the Batham Gate / Waterswallows Lane junctions will be obtained from DCC to examine seasonal variation of flow over the most recent 12 month period available.

There is no committed development which needs to be taken into account within the assessment.

The TA will include a review of national and local transport policy and relate this to the proposed development.

The existing highway network and conditions in the vicinity of the development site will be considered, and

The TA will consider accessibility to the site by pedestrians, cyclists and public transport and will present the results of a Travel Survey undertaken at the existing site in the form of a Framework Travel Plan within the TA.


Appendix B

Reproduced from the Ordnance Survey mapping with the permissionof the controller of Her Majesty's Stationery Office. © Crown Copyright.Unauthorised reproduction infringes Crown Copyright and may lead toprosecution or civil proceedings. 100023251 2010

Title

Scale 1/91334

Date 19/10/2010

at A4


Appendix C


Appendix D


Appendix E


Appendix F


Appendix G

Documents

Nestlé Waters UK Ltd Waterswallows Lane, Buxton