Sizewell C proposals

We are already working with Suffolk Chamber of Commerce to build and operate a supply chain database enabling local businesses to register and get ‘Fit for Nuclear’ - the industry benchmark for nuclear-ready manufacturers. We anticipate that the Chamber’s role will expand for construction, to start matching suppliers with Sizewell C requirements, communicate contract opportunities, and connect suppliers with support to meet quality and safety standards.

A Supply Chain Engagement Strategy, setting out the steps we have taken to understand and support the local supply chain and identifying potential local benefits, will form part of our application for development consent.

With over 1,700 life-of-project roles available, including more than 700 high level security officers and drivers, and over 600 operations support, administrator, and document controller roles, there are excellent opportunities for returners to work and adult ‘re-skillers’. Investment in their training will take place following development consent and subsequent investment decision. 

Includes a need for more than 1,900 people, including 650 construction general operatives. These roles will build on construction skills already prevalent in the local area and act as a route into the civil construction phase. Many of the qualifications required are already catered for by further education colleges in the region and will provide an excellent ‘spring board’ for local people who want to develop a sustainable career in construction or civil engineering. There will also be a requirement for plant roles including more than 300 excavator operators. Training for Heavy Plant is not commonly found in Suffolk. If the region is to plan and provide for such skills, investment is likely to be needed in this area. 

Requires over 2,300 roles, including more than 800 steel fixers, 450 lifting operations technicians, over 450 qualified supervisors, and more than 225 site technicians and graduate engineers. All of these roles require training implementation at or before the start of construction in order to offer significant and sustainable opportunities for local people. 

Has a need for more than 3,300 roles, including 490 welders, 800 electricians, 600 engineers, and 300 cable installation workers. While this phase presents a significant challenge as there is a UK-wide skills shortage in this area, there is also an excellent opportunity to transfer and develop the training offer from Hinkley Point C to the East of England and broaden the pool of the local and regional workforce in these high demand areas. Training investments are likely to be required up to three years ahead of need if the region is to capitalise on these opportunities.

The key elements of our strategy are to:

• use either a rail-led or road-led approach to moving materials onto and off-site;

• build an on-site accommodation campus to reduce the number of workforce journeys;

• provide park and ride facilities at key locations on the A12 for workers to travel by bus to the main site;

• provide direct bus services from Ipswich and Lowestoft;

• provide direct bus services to and from Saxmundham station;

• operate working patterns that minimise workers travelling at peak times;

• provide local bus services from Leiston; and

• provide road improvements where necessary to mitigate the impact of construction traffic.

The rail-led strategy would provide direct access into the main site for five trains a day using a new rail line (known as the green rail route), and a road bypass of Theberton.

The road-led strategy would provide a new Sizewell link road from the A12 to the B1122, and a freight management facility to the east of Ipswich, along with two trains a day (to Sizewell Halt or a new rail siding) throughout construction.

The integrated strategy, combining elements of both the rail-led and road-led strategies would provide direct access into the main site for three trains a day along the green rail route, a new Sizewell link road, and a freight management strategy near Ipswich.

Features common to all three strategies, include:

• a bypass (either the Theberton bypass or Sizewell link road) to mitigate the reduce the impact of construction traffic on the B1122 through Theberton;

• a beach landing facility;

• options for use of Sizewell Halt or construction of a new rail siding or spur and use of existing rail lines;

• HGV management activities; and

• road improvements, including a bypass of Farnham and Stratford St Andrew (A12 two village bypass) and other highway improvements.

We are considering two options for the location of the freight management facility proposed under the road-led and integrated strategies. We are proposing some changes to both sites at Stage 4.

For details and to learn about options within our proposals for the movement of materials, please read the Stage 4 Consultation Summary Document. 

Theberton bypass or Sizewell link road

We are proposing a bypass to reduce the impact of peak construction traffic on the B1122 through Theberton. Under the rail-led strategy, the Theberton bypass would run from a point between Middleton Moor and Theberton, and end on the B1122 east of Theberton. Under the road-led and integrated strategies, the bypass would be known as the Sizewell link road. It would incorporate the route of the Theberton bypass and extend further to also bypass Middleton Moor, joining the A12 south of Yoxford.

At Stage 3 we proposed that the additional B1122 mitigation (either the Theberton bypass or Sizewell link road) would remain in place after construction is completed. At Stage 4, we are seeking your views on whether all or part of it should be a temporary feature pen-square, removed and the land restored once Sizewell C is operational. We are also consulting on some minor changes to the proposed development boundaries of Theberton bypass and Sizewell link road. 

Beach landing facility

A permanent beach landing facility (BLF) is needed for handling abnormally large deliveries during the operational phase of the power station. Although not suitable for movements of bulk aggregates, the BLF would also be used throughout the construction phase to remove the need for heavy and oversized loads to be taken on the road network. It would be designed for use by barges, loaded with deliveries elsewhere, towed to the Suffolk Coast, and moored in position before the barge is beached. The abnormally large deliveries would be transported to site along an access road incorporated into the northern mound.

Sizewell Halt or new railing siding or spur

We are proposing to use the existing rail terminal known as Sizewell Halt or a new rail siding or spur for freight deliveries in the early years of construction. Under the road-led strategy, the proposal for two trains a day will continue throughout the construction phase. The proposal for a spur is new at Stage 4 and details of all three options can be found in the Stage 4 Consultation Summary Document.

Rail proposals

All three strategies would require track upgrades to the Saxmundham to Leiston branch line. Nine level crossings between the Saxmundham junction and Sizewell Halt would also need to be upgraded. There is no change to the nature of the works proposed at Stage 3, however we are now proposing to include the entirety of the branch line within our development boundary to enable either EDF Energy or Network Rail to do the upgrades. The rail-led strategy would include significant improvements to the East Suffolk line, including upgrades of up to 33 and closure or diversion of 12 level crossings.

HGV management

All three strategies would also be supported by a number of other activities to manage heavy goods vehicles (HGV) deliveries and movements to and from the main development site, including:

• an electronic web-based Delivery Management System (DMS) to allocate HGV delivery slots and ensure compliance with agreed controls and limits. It would also allow rapid electronic communication with suppliers should deliveries need to be delayed or rescheduled due to issues on the highway network.

• use of mandatory routes for Sizewell C HGV construction traffic, enforced with the use of Automatic Number Plate Recognition (ANPR) cameras; and

• temporary holding or controlled release of HGVs from the Sizewell C site.

A140/B1078 west of Coddenham: changes to signage and road markings as well as vegetation maintenance to improve visibility and safety at the junction;

B1078/B1079 east of Easton and Otley College: changes to signage and road markings as well as vegetation maintenance to improve visibility and safety at the junction;

A12/B1119 at Saxmundham: changes to signage and road markings, and vegetation maintenance to improvevisibility and safety at the junction;

A1094/B1069 south of Knodishall: changes to signage and road markings, and vegetation maintenance to improve visibility and safety at the junction. We would also ask Suffolk County Council to promote a reduction in the speed limit at the junction to 40mph to assist vehicles turning right out of the B1069 to find suitable gaps in the A1094 traffic and safely complete the manoeuvre;

A12/A1094 Friday Street, north of Farnham: our proposed two village bypass of Stratford St Andrew and Farnham (see page 35) includes a roundabout at this junction. We propose to build and open the roundabout before completion of the bypass to improve safety and mitigate the impact of construction traffic in the early years; and

A12/A144 south of Bramfield: adding a central reservation island and waiting area to increase junction capacity.

Both the northern and southern park and ride sites would have:

• parking for around 1,250 cars (40 of which would be accessible spaces and 10 would be pick-up only spaces), 10 minibuses/buses/vans, 80 motorcycles, and around 20 bicycles;

• a secure bus terminus and parking, shelters, a welfare building (comprising toilets, bus drivers’ rest room, security and administration offices), a security building and security booth, with buildings likely to be single storey;

• sensitive lighting that will seek to minimise the potential impact of light pollution;

• on-site soil storage to support site restoration when the facility is no longer needed.

Additional proposals for the northern park and ride include:

• a new roundabout on the A12 situated to the north of the existing Willow Marsh Lane junction, allowing access from the north; and

• a 20m minimum buffer and sustainable drainage infrastructure to separate the parking area from Little Nursery woodland and nearby properties.

At Stage 4 we are proposing a slightly larger roundabout than at Stage 3. We are also proposing some changes to the development boundary to more closely align with land ownership boundaries.

Additional proposals for the southern park and ride include:

• a postal consolidation facility;

• a Traffic Incident Management Area to enable HGVs to be held in the event of an emergency;

• reducing two lanes to one on the A12 northeast of Wickham Market before the northbound slip road joins the A12 (to avoid the A12 reducing from three lanes of traffic to one);

• requesting that Suffolk County Council reduces the speed limit from 60mph to 30mph on the B1078 that crosses the A12 northeast of Wickham Market;

• security fencing at the perimeter of the site;

• a layout designed to maximise use of existing screening provided by woodland, and additional hedgerow planting and screening mounds;

• external areas including roadways, footways, landscaping, surface water management areas and drainage infrastructure.

At Stage 4 we are proposing changes to the development boundary to include the B1078/B1116 roundabout to allow for pedestrian/cycle improvements within the highways land if necessary, to provide additional space for road marking and signage, and to align more closely with ownership boundaries.

At Stage 3 we proposed two options to mitigate potential delays on the B1078 between Border Cot Lane and the River Deben bridge that may occur as a result of the southern park and ride. We are now also considering an alternative approach of working with the Parish Council to bring forward a public realm improvement scheme within the public highway which would represent the first phase of implementation of the Neighbourhood Plan.