Proposed Residential Development€¦ · ensure that the planning system contributes towards the delivery of sustainable development and improves the social, economic, environmental

SMA Ref: 6357/TA

Issue Status: 02

Cardiff Gate Business Park Regus House Malthouse Avenue Cardiff CF23 8RU

T: 01635 867711 F: 01635 861715 E: [email protected] W: www.stuartmichael.co.uk

Transport Statement

Proposed Residential DevelopmentLand at Ffordd Y Mileniwm,

Barry

Prepared forLynwood Investments Ltd

by

Stuart Michael Associates Limited

February 2020

COPYRIGHT

The copyright for this document rests with Stuart Michael Associates Limited. Copyright for documents and other published sources of information prepared by others and used in the document may rest with others. The contents, in whole or in part, of this document are restricted for use by the client and Stuart Michael Associates Limited in connection with the project in accordance with the terms of engagement. Stuart Michael Associates Limited accepts no liability or responsibility for use of this document for purposes other than those originally intended. Third parties relying on the contents of the document do so at their own risk. No part of the contents of this document may be copied from any digital viewing system maintained to provide access for public scrutiny or any other source without written permission from the Company Secretary of Stuart Michael Associates Limited.

© Stuart Michael Associates Limited 2020 Stuart Michael Associates Ltd. Registered in England and Wales. Registration Number: 3739154 Registered Office: Coombe House, Coombe Square, Thatcham, Berkshire RG19 4JF. Telephone: 01635 867711 Facsimile: 01635 861715.

D O C U M E N T C O N T R O L

Project Ffordd Y Mileniwm, Barry

Job No. 6357

Document Title Transport Statement

File Location N:\Admin Project\6300 to 6399\6357 - Land at Millennium Way, Barry\Reports\TA\6357 - Transport Assesment.docx

Prepared by Rhys Donoghue Date 31.01.2020

Reviewed by Stuart Atkinson Date 31.01.2020

Approved by Stuart Atkinson Date 31.01.2020

Document Issue Description / Changes Revised by Date

01 First Draft 31.01.2020

02 Updated to Reflect Changes to Layout RD 25.02.2020

Ffordd Y Mileniwm, Barry Transport Statement Lynwood Investments Ltd

STUART MICHAEL ASSOCIATES

CONTENTS

S E C TI O N S

PAGE

1.0 INTRODUCTION 1

2.0 TRANSPORT POLICY CONTEXT AND DESIGN GUIDANCE 3

3.0 EXISTING CONDITIONS 10

4.0 DEVELOPMENT PROPOSALS 17

5.0 TRIP GENERATION, DISTRIBUTION & ASSIGNMENT 21

6.0 SUMMARY AND CONCLUSIONS 27

F I G U R ES

Figure 1.1 Site Location Plan

Figure 3.1 Local Accessibility Plan

Figure 3.2 Local Pedestrian/ Pedal Cyclist Facilities

Figure 3.3 Local Bus Route Plan

Figure 3.4 Personal Injury Accident Data Location Plan

Figure 5.1 2019 Recorded Vehicle Flows

Figure 5.2 2025 Growthed Flows

Figure 5.3 Development Generated Percentage Trip Assignment

Figure 5.4 Development Generated Trip Assignment

Figure 5.5 2025 Growthed Flows + Proposed Development

D R AW I N GS

Drawing 6357.002D Proposed Access Arrangements

Drawing 6357.004A Autotrack Swept Path Analysis

Drawing 6357.005 Potential Pedestrian Crossing



AP P E N D I C ES

Appendix A Illustrative Site Layout

Appendix B Pre-Application Consultation Letter

Appendix C Ffordd Y Mileniwm ATC Survey

Appendix D A4055/ Ffordd Y Mileniwm Roundabout MCC Survey

Appendix E Personal Injury Accident Data

Appendix F TRICS Outputs

Appendix G TEMPRO Growth Rates

Appendix H A4055/ Ffordd Y Mileniwm Junction Modelling Output

Appendix I Proposed Site Access Junction Modelling Output

AC R O N YM S AN D AB B R E V I AT I O N S

ATC Automatic Traffic Count

CIHT Chartered Institution of Highways and Transportation

DfT Department for Transport

DMRB Design Manual for Roads and Bridges

HGV Heavy Goods Vehicle

LDP Local Development Plan

LGV Light Goods Vehicle

LPA Local Planning Authority

LTP Local Transport Plan

MfS Manual for Streets

PIA Personal Injury Accident

PPW Planning Practice Wales

PRoW Public Rights of Way

SSD Stopping Sight Distance

SMA Stuart Michael Associates

TS Transport Statement

TAN Technical Advisory Note

VGC The Vale of Glamorgan Council


STUART MICHAEL ASSOCIATES 1

1.0 INTRODUCTION

1.1 Stuart Michael Associates Limited (SMA), consulting engineers and

transportation consultants, has been appointed by Lynwood Investments Limited,

the Applicant, to provide highways and transportation advice for the planning

application for the proposed residential development at land north of the Ffordd

Y Mileniwm, Barry, Wales (Figure 1.1 refers).

1.2 It is proposed that the development would consist of 93 affordable residential

dwellings (82 Apartments, 9 Houses and 2 Bungalows). The layout will include

areas of public open space. A single point of access is proposed from the Ffordd

Y Mileniwm. There is a shared footway/cycleway bounding the site at the Ffordd

Y Mileniwm. A footway of 2m will be provided to link to the existing pedestrian

network. Cyclists can safely join the cycleway at the Ffordd Y Mileniwm. The

proposed illustrative site layout is provided within Appendix A.

Pre-Application Consultations

1.3 Pre-application consultations were undertaken by the Agent (LRM Planning) with

the council’s planning officers. A copy of the Council’s written response (30th

December 2019) is provided in Appendix B.

1.4 In terms of the access and transportation considerations, the Council has

requested that traffic surveys should be undertaken on Ffordd Y Mileniwm to

establish volume and speed data and so inform the access appraisal. This is

discussed further in Sections 3.0 and 4.0 of this report. Additionally the Council

has requested consideration of providing potential bus stops and a new crossing

over Ffordd Y Mileniwm to link to Wimborne Road. These are similarly addressed

and reported upon in Section 4.0.

Site Description

1.5 The site is located north of the Ffordd Y Mileniwm (Figure 1.1 refers), a distributor

road that has street lighting and a shared footway/cycleway and is subject to a

40mph speed limit. The proposed development will be sited on land that is

elevated above Ffordd Y Mileniwm and bounded by the Vale of Glamorgan

railway line to the northwest. The land was previously used as railway sidings.



Assessment Methodology

1.6 The research undertaken in connection with this assessment has included:

• A review of local and national planning policy guidance;

• Site visits to assess the requirements for access, and to examine

the existing local infrastructure and facilities;

• An assessment of local provisions for pedestrians and cyclists;

• An assessment of existing traffic levels on the local highway

network by way of Automatic Traffic and Manual Counts

(ATC/MCC);

• An assessment of the existing road safety conditions;

• An analysis of the impact of development traffic, together with

background growth, on the operation of the local highway network;

• The consideration of appropriate measures to encourage modal

shift away from the private car and towards the use of foot, cycle

and public transport.

Report Outline

1.7 The remainder of this TA is set out in the following sections:

• Section 2.0 provides an overview of the relevant national, regional

and local transport policy framework;

• Section 3.0 describes the existing conditions surrounding the site

including accessibility, traffic flows, road safety and provision for

walking, cycling and public transport;

• Section 4.0 describes the proposed development and accessibility

to local services and facilities (access by public transport, walking,

cycling and car).

• Section 5.0 the site’s potential trip generation, distribution and

assignment is examined; an assessment is provided of the

baseline site access’s junction performance. Background future

year traffic growth is considered together with the traffic

generation from the proposed development;

• Section 6.0 provides a summary and the conclusions to be drawn

from the assessment.



2.0 TRANSPORT POLICY CONTEXT AND DESIGN GUIDANCE

Planning Policy Wales

2.1 Planning Policy Wales (PPW), Edition 10 (December 2018) sets out the land use

planning policies of the Welsh Government. The primary objective of PPW is to

ensure that the planning system contributes towards the delivery of sustainable

development and improves the social, economic, environmental and cultural well-

being of Wales.

2.2 In terms of transport related policies paragraph 4.1.1 states that “the planning

system should enable people to access jobs and services through shorter, more

efficient and sustainable journeys, by walking, cycling and public transport”.

2.3 Paragraph 4.1.9 states that “the planning system has a key role to play in

reducing the need to travel and supporting sustainable transport, by facilitating

developments which:

• are sited in the right locations, where they can be easily accessed by

sustainable modes of travel and without the need for a car;

• are designed in a way which integrates them with existing land uses and

neighbourhoods; and

• make it possible for all short journeys within and beyond the development

to be easily made by walking and cycling.

2.4 PPW advocates a sustainable transport hierarchy for planning, the hierarchy

being, from top to bottom:

• Walking and Cycling

• Public Transport

• Ultra-Low Emission Vehicles

• Other Private Motor Vehicles

2.5 It is Welsh Government policy to require the use of a sustainable transport

hierarchy in relation to new development, which prioritises walking, cycling and

public transport ahead of the private motor vehicles.



2.6 The transport hierarchy recognises that Ultra Low Emission Vehicles (ULEV) also

have an important role to play in the decarbonisation of transport, particularly in

rural areas with limited public transport services. To this end the provision of

ULEV charging points is encouraged within new developments.

2.7 PPW requires (4.1.53) that local authorities develop and adopt standards that set

maximum levels of parking for broad classes of development, together with a

threshold size of development above which such levels will apply. Parking

standards should be applied flexibly and allow for the provision of lower levels of

parking and the creation of high-quality places.

Technical Advice Notes

2.8 PPW is supplemented by a series of Technical Advice Notes (TAN). Technical

Advisory Note 18 - Transport (TAN 18, 2007) provides technical advice on

Transport. This note supports the national approach to sustainable development

planning, which incorporates the integration of land use planning and transport

infrastructure.

2.9 TAN 18 considers the location of development and its impact on travel patterns.

These can be influenced by the location, scale, density and mix of new

development and by controlling changes of land use. Local authorities are

advised to maximise relative accessibility rather than ensuring everyone can

travel everywhere.

2.10 TAN 18 sets out the material transport and land use related considerations that

need to be taken into account when determining planning applications. Amongst

the key aims is the requirement to locate residential development in areas that

are accessible to a range of local facilities (shops, jobs, and schools) and public

transport.

2.11 Furthermore it states that design layouts should incorporate 20mph zones and

provide good access for cycling, walking and convenient routes to bus stops.

Carriageway widths should be appropriate to the particular context and the street

character. New junctions should be provided with adequate visibility in

accordance with the guidance given in Manual for Streets. Maximum parking

standards should apply to new developments.



2.12 Technical Advisory Note 12 - Design (TAN 12, 2016) provides detailed notes

on development design. It defines design in the context of sustainable

development as:

“The relationship between all elements of the natural and built

environment. To create sustainable development, design must go beyond

aesthetics and include the social, environmental and economic aspects of

the development, including its construction, operation and management,

and its relationship to its surroundings.”

2.13 TAN 12 provides guidance on the appraisal of development design. Movement

and ease of access for all should support a shift from car use to walking, cycling

and public transport and recognise the need for better connectivity within areas

and with the surrounding areas.

The Active Travel Wales Act

2.14 The Active Travel (Wales) Act 2013 is Welsh Government legislation aimed to

support an increase in the level of walking and cycling in Wales; to encourage a

shift in travel behaviour to active travel modes, and to facilitate the building of

walking and cycling infrastructure.

2.15 The Active Travel (Wales) Act 2013 is Welsh Government legislation aimed to

support an increase in the level of walking and cycling in Wales; to encourage a

shift in travel behaviour to active travel modes, and to facilitate the building of

walking and cycling infrastructure.

2.16 The Act is supported by the Active Travel Action Plan Wales (2014), and many

of the actions of the Active Travel Action Plan Wales document also benefit

recreational or competitive walking and cycling. ‘Walking’ in the Active Travel

Action Plan for Wales includes the use of wheelchairs and mobility scooters and

‘cycling’ includes the use of electric bikes, but not motorcycles.

Local Planning Policy

Local Development Plan

2.17 Every local planning authority in Wales must prepare a Local Development Plan

(LDP) for its area. The Vale of Glamorgan Local Development Plan (LDP)

2011-2026 provides the local planning policy framework for the Vale of

Glamorgan and was adopted by the Council on 28th June 2017. The LDP



became operative on its adoption and supersedes the previous adopted Unitary

Development Plan (UDP).

2.18 The LDP sets out the vision, objectives, strategy and policies for managing

development in the Vale of Glamorgan. The LDP contains a number of local

planning policies and makes provision for the use of land for the purposes of

housing and other key facilities. The LDP also seeks to identify the infrastructure

that will be required to meet the growth anticipated in the Vale of Glamorgan up

to 2026, and provides a monitoring framework for assessing the effectiveness of

the Plan.

2.19 Within the LDP the vision for the Vale of Glamorgan is set out:

• The Vale of Glamorgan is a place that is safe, clean and attractive,

where individuals and communities have sustainable opportunities

to improve their health, learning and skills, prosperity and

wellbeing; and

• A place where there is a strong sense of community in which local

groups and individuals have the capacity and incentive to make an

effective contribution to the future sustainability of the area.

2.20 Within the LDP a number of key policies are set out in relation to type and location

of development and transportation. The following policies are of relevance and

are summarised below.

Managing Growth Policies

Policy MG1 – Housing Supply in the Vale of Glamorgan: Sets out how the

Council will meet its housing land requirements. This will be met through:

1. Allocations within the plan;

2. Development sites with extant planning permissions;

3. Development of unallocated windfall sites in sustainable locations; and

4. Small sites, including infill, the conversion of suitable buildings and

subdivision of existing dwellings.

Managing Development Policies



Policy MD1 – Location of New Development: Developments on unallocated sites

must have access to or promote the use of sustainable modes of transport;

Policy MD2 – Design of New Development: Developments must provide a safe

and accessible environment for all users, giving priority to pedestrians, cyclists

and public transport users. Have no unacceptable impact on highway safety nor

cause or exacerbate existing traffic congestion to an unacceptable degree.

Provide public open space, private amenity space and car parking in accordance

with the council’s standards; Provide adequate facilities and space for the

collection.

Policy MD4 – Community Infrastructure and Planning Obligations: Provision of

transport infrastructure and services for pedestrians, cyclists, public transport and

vehicular traffic.

Policy MD5 – Development within Settlement Boundaries: Has no unacceptable

impact on the amenity and character of the locality by way of noise, traffic

congestion and parking.

Parking Standards Supplementary Planning Guidance (2019)

2.21 The Parking Standards set out the Council’s maximum parking requirements for

new development.

2.22 Standards vary depending on the location of the development with designated

zones within the County. The site is located in Zone E. Table 2.1, as follows,

summarises the maximum car parking provision set out by the council.

Table 2.1 – Vale of Glamorgan Parking Standards

Type of Development Residents Visitors Houses 1 space per bedroom (maximum

requirement 3 spaces) 1 space per 5 units

Apartments 1 space per bedroom (maximum requirement 3 spaces)

1 space per 5 units



2.23 The development’s provision has had regard to the maximum standards set out

in Table 2.1.

Local Transport Plan

2.24 The Vale of Glamorgan is part of the Capital region, the Local Transport Plan

(Vale of Glamorgan, 2015-2030) (LTP) comprises the following: Blaenau Gwent,

Bridgend, Caerphilly, Merthyr Tydfil, Monmouthshire, Newport, Rhondda Cynon

Taf, Torfaen and the Vale of Glamorgan (all unitary authorities) and administrative

boundary of Cardiff.

2.25 All local authorities in the Capital region are committed to the delivery of the vision

set out in the LTP.

2.26 The LTP is a collaborative approach for the future development of the Capital

Region’s transport needs to help deliver enhanced mobility for both residents and

visitors and greater accessibility to jobs and services, thereby unlocking the

potential for sustainable economic growth.

2.27 The LTP seeks ways to secure better conditions for pedestrians, cyclists and

public transport users and to encourage a change in travel choices away from

the single occupancy car.

2.28 The LTP recognises that most journeys by car, particularly for shopping and

school travel, are relatively short, better conditions for pedestrians and cyclists

can lead to a reduction in car use. A reduction in car use can promote good health

and well-being, reduce the negative impacts on the environment that car travel

can bring, offer better access to services and facilities, which in turn can offer

improved economic opportunities and reduce the potential for traffic accidents.

Design Guidance

2.29 The Council’s pre-Application consultation response has listed Manual for Streets

as being relevant evidence or policy guidance.

2.30 Manual for Streets 2 – Wider Application of the Principles (September 2010) has

been helpful in filling the perceived gap in design guidance between MfS1 and



the Design Manual for Roads and Bridges (DMRB). It emphasises that the strict

application of DMRB to non-trunk routes is rarely appropriate for highway design

in built up areas, regardless of traffic volume. It is to be noted that Ffordd Y

Mileniwm is not a trunk road.

2.31 MfS2, inter alia, recommends (para 1.3.2) that the starting point for any scheme

affecting non-trunk roads is MfS. Where reference is made to the DMRB for

detailed aspects the application of DMRB should respect the local context.

2.32 Accordingly, this transport statement has considered the advice contained in both

the MfS2 and the DMRB (CD 123) documents and has confirmed the adequacy

of the proposed site access arrangements. This is discussed further in Section

4.0 of the report.



3.0 EXISTING CONDITIONS

Site Location

3.1 The site is located to the north of Ffordd Y Mileniwm, Figure 1.1 shows the sites

location. The site is approximately 1.57ha in area. The site is currently

unoccupied and is covered with vegetation, although a recent site visit confirmed

the site has previously been used as a railway siding.

3.2 The northern western boundary of the site is bound by the existing Barry to Cardiff

railway line. The south eastern boundary of the site is a metal fence beyond which

is an embankment down to Ffordd Y Mileniwm. In the north east corner of the site

a road bridge is present carrying the railway over the A4055.

3.3 The surrounding area is dominated by residential properties to the north and

commercial properties in the dock to the south.

Accessibility

Walking and Cycling

3.4 The site is well located by foot and cycle to local facilities, including recreation,

education, retail and public transport provisions. These facilities are located

within proximity of the site as demonstrated on Figure 3.1. Figure 3.2 illustrates

the pedestrian and pedal cycle routes near to the site.

3.5 The Department for Transport (DMRB, Volume 5 – Provision for Non-Motorised

Users – February 2005) recognises that:

2.2 … Nearly half of all journeys are less than 2 miles, a distance that

could be walked by the majority of people.

2.3 Walking is used to access a wide variety of destinations including

educational facilities, shops and places of work, normally within a range

of 2 miles, walking and rambling can also be undertaken as a leisure

activity, often over longer distances.

2.9 … Nearly three quarters of all journeys are less than 5 miles in length,

distances that could easily be cycled by the majority of people.

3.6 Manual for Streets (paragraph 4.4.1) equally acknowledges that “walking offers

the greatest potential to replace short car trips, particularly those under 2km”.



Located within 2km of the site are a number of key facilities including, shops,

schools and public transport facilities.

3.7 Approximately 550m north east of the centre of the site is Vere Street. A range of

shops including a Nisa Local convenience store, restaurants and takeaways are

located on Vere Street. A wider range of shops including a post office, restaurants

and amenities are located on Holton Road approximately 1.75km north west off

the site.

3.8 In terms of primary education facilities, Cadoxton Primary School is located

approximately 1.1km north of the site. Ysgol Gynradd Holton Primary School and

St Helen's Roman Catholic Primary School are located approximately 1.3km and

1.4km respectively north west of the site.

3.9 Secondary education facilities are located at the Pencoedtre High School 3.4km

north of the site, Ysgol Gymraeg Bro Morgannwg 3.5km north west of the site

and Whitmore High School – 4km north west of the site. Cardiff and Vale College,

located approximately 3.5km north west of the site provides a range of higher

education options.

3.10 Nursery facilities are located at Cadoxton Nursey School – 1.1km north of the site

and Elite Day Nursery 1.4km west of the site.

3.11 Health facilities including an optician, chemist and dental surgery are located on

Holton Road. Located on Vere Street is a chemist. Approximately 1.1km north of

the site on Barry Road is the Barry Road Dental Surgery. The nearest GP surgery

– The Practice of Health - is located approximately 1km north of the site on Court

Road. Barry Hospital is located approximately 3.4km north west of the site.

3.12 Table 3.1, as follows, lists some of the key facilities together with their

approximate distance from the centre of the site. Walking and cycling journey

times are shown to each destination. All measurements are based upon

distances taken from the proposed site centre and then along adjoining roads

and footways.



Table 3.1 Accessibility to Local Facilities

Facility Distance (metres)

Walk Time

Cycle Time

Bus Stops:

Weston Square 550m 07m06s -

Courtney Road 600m 07m42s -

Railway Stations:

Tregatwg Cadoxton 950m 12m12s 02m54s

Barry Docks 1250m 16m00s 03m48s

Schools

Cadoxton Nursery School 1100m 14m06s 03m18s

Elite Day Nursery 1400m 17m54s 04m12s

Cadoxton Primary School 1100m 14m06s 03m18s

Ysgol Gynradd Holton Primary School 1300m 16m42s 03m54s

St Helen's R C Primary School 1400m 17m54s 04m12s

Pencoedtre High School 3400m - 10m18s

Ysgol Gymraeg Bro Morgannwg 3500m - 10m30s

Cardiff & Vale College 3500m - 10m30s

Whitmore High School 4000m - 12m06s

Shops

Vere Street Stores (various shops) 550m 07m06s 01m42s

King Square Post Office 1500m 19m12s 04m30s

Holton Road (various shops) 1750m 22m24s 05m18s

Medical Facilities

The Practice of Health GP Surgery 1000m 12m48s 03m00s

Barry Road Dental Surgery 1100m 14m06s 03m18s

Barry Hospital 3400m - 10m18s

Note: Walking distances are measured from the site centre following footways and/or public footpaths. Walking time is based on the average speed of (400m; 5 minutes) taken from IHT Guidelines for providing for journeys on foot, and average cycling time of 5.5m/s taken from DMRB, Vol 11-Section 3.

3.13 In view of the information presented within Table 3.1 it is considered that the

site’s location can be regarded as being favourable for encouraging travel by

sustainable modes (walking/cycling) to local facilities.



3.14 In terms of pedestrian access to and from the site, there is continuous shared

footway/cycleway across the site frontage on Ffordd Y Mileniwm. As Figure 3.2

shows this shared footway/cycleway provides access to the wider pedestrian/

cyclist network.

Accessibility – Public Transport

Bus Services

3.15 The nearest bus stops to the site are located to the north on the A4055, Gladstone

Road and Holton Road. The bus stops are accessible via continuous footways

from the Ffordd Y Mileniwm and the A4055, Gladstone Road.

3.16 The bus stops on the A4055, Gladstone Road are served by the 304 bus service,

the Holton Road stops by the 88 service. A number of school services including

the S10 and SC1 services are also accessible from these bus stops.

3.17 Figure 3.3 shows a plan of the existing bus services and Table 3.2 provides a

summary of the existing bus services, and their typical frequency.

Table 3.2 Bus Service Provision

Service Number

Operator Route Weekday

Frequency Saturday

Frequency Sunday

Frequency

88 Easyway Barry – Penarth

06:55 – 19:00 1 per hour

06:55 – 19:00 1 per hour

304 New

Adventure Travel

Llantwit Major - Barry - Cardiff

06:02 – 01:42 1 per hour

06:02 – 01:42 1 per hour

06:31 – 23:22

1 every 2 hours

3.18 The bus services provide convenient travel options to key locations including the

town centre and the wider area; including: Llantwit Major, Penarth and Cardiff.

Taking all of the foregoing into account, it can be concluded that the proposed

development is well located to the existing bus services.

Rail Services

3.19 Tregatwg Cadoxton and Barry Docks Railway Station are located approximately

950m north east and 1.25km south west respectively from the site. Both stations

are operated by Transport for Wales. Both stations have car and pedal cycle

parking facilities. Both stations are easily accessible by both cycling and foot.



3.20 Both stations are on The Vale of Glamorgan Line. The Vale of Glamorgan Line is

a commuter railway line, running through the Vale of Glamorgan from Barry to

Bridgend, via Rhoose and Llantwit Major.

3.21 Services operate Monday to Sunday with a reduced frequency at weekends.

Connecting services to Swansea, Newport, Bristol, Cheltenham Spa and London

Paddington are available from Cardiff Central Station.

3.22 The railway stations provided access to frequent services to key locations

including Cardiff. Both stations are accessible via both foot and pedal cycle, it can

therefore be concluded that the proposed development is well served by existing

rail services.

Surrounding Road Network

3.23 The site will be accessible from Ffordd Y Mileniwm. This connects with A4055 to

the north and continues to Barry Island to the south

3.24 Ffordd Y Mileniwm is subject to a 40mph speed limit and is typically 7.5m wide.

A 3m shared cycle/footway is located on the northern side of the carriageway in

proximity to the site.

3.25 From the Ffordd Y Mileniwm it is possible to access the wider highway network.

The A4055, Cardiff Road continues north east towards Cardiff via Dinas Powys.

The A4055, Cardiff Road provides access to the A4232 that skirts around the

eastern and southern edge of Cardiff and joins the M4.

3.26 The A4055, Gladstone Road continues west through Barry. The A4055,

Gladstone Road terminates in Barry Island to the south west of the site.

Accessibility Overview

3.27 In view of the foregoing, it is considered that the Application Site can be regarded

as being highly accessible by foot, cycle, public transport and car. The site is

reasonably located to local facilities and retail areas to which sustainable and

relatively short distance trips can be made (foot and cycle).

Traffic Data

3.28 In order to quantify the traffic flows and speeds on the Ffordd Y Mileniwm an

Automatic Traffic Count (ATC) was undertaken. The survey was completed

between 15th and 21st November 2019. The ATC was undertaken in proximity



to the proposed site access. Full details of the ATC survey is included within

Appendix C.

Table 3.3 Existing Peak Hour Traffic Movements (5 day Weekday Averages)

3.29 The 5 day average weekday 12 hour (07:00-19:00 hrs) flows were as follows:

Table 3.4 Average weekday 12 hour flows (07:00-19:00)

Northeast Southwest

12 hour 8908 7708

3.30 Vehicle speeds have also been recorded along Ffordd Y Mileniwm. The average

and 85th percentile two-way speeds are shown in Table 3.5.

Table 3.5 Average and 85th Percentile Speeds on Ffordd Y Mileniwm

Location Average Speed (mph)

85th Percentile

Speed (mph)

Northeast Bound 36.0 39.7

Southwest Bound 34.7 39.1

Road Safety

3.31 Personal Injury Accident (PIA) Data was obtained from

http://www.crashmap.co.uk/ for the most recent 5 year period (2014 – 2018).

3.32 Examination of this information reveals that 8 ‘slight’ casualty incidents were

recorded within the assessment area during this five year period. Figure 3.4

summarises the location of the accidents and the casualties involved. The PIA

outputs are attached as Appendix E.

Direction AM Period 08:00-

09:00 PM Period 16:00-

17:00 PM Period 17:00-

18:00

Northeast Bound 845 787 682

Southwest Bound 532 897 814

Two-Way Movements

1377 1684 1496



3.33 Of the 8 incidents, 4 were reported at the A4055/ Ffordd Y Mileniwm Roundabout.

Two these accidents involved pedal cyclists. Both of these incidents were the

result of the cars pulling into the path of the oncoming cyclists. The third accident

was a nose to tail collision on the A4055, Cardiff Road arm of the roundabout.

The forth incident was a collision was between two cars on the Ffordd Y Mileniwm

approach to the roundabout.

3.34 Three of the remaining accidents were recorded at or near to the Ffordd Y

Mileniwm/ Wimborne Road junction. Two of the incidents was reported as being

caused by a driver colliding with one of the bollards located at the junction. The

third incident was caused by a driver turning right into the path of an oncoming

vehicle.

3.35 The final incident was recorded to the south west of the site on the Ffordd Y

Mileniwm, the road was damp and a motorcyclist has seemed to lose control of

their vehicle.

3.36 No incidents were reported in proximity to the proposed site access.

3.37 Based upon the above information, it is considered that the local highway network

has experienced a relatively good safety record. It is considered the modest trip

generation (discussed later) from the proposed development would not be

significant nor adversely affect the prevailing traffic and road safety conditions.



4.0 DEVELOPMENT PROPOSALS

The Proposed Development

4.1 The Applicant is seeking outline planning permission for 93 affordable dwellings.

Table 4.1 indicates the breakdown of the proposed housing provision.

Table 4.1 Dwelling Types

Type Affordable

1 bed apartment 73

2 bed apartment 9

2 bed house 2

3 bed house 7

2 bed bungalow 2

Total 93

4.2 The illustrative development layout is shown on the Rio Architect’s drawing

Concept Option 7a (Appendix A to this report). A total of 103 at grade car

parking spaces are shown conveniently located to each of the buildings’ plots

with good surveillance and easy access.

Access Layout Considerations

4.3 Ffordd Y Mileniwm is a distributor road and is subject to a 40 mph speed limit. It

is a full standard single carriageway with street lighting and there is a continuous

shared footway/cycleway on its north western side. Nearby there is a central

refuge and crossing facility on the east side of the junction with Wimborne Road.

4.4 As reported earlier (Section 3.0), vehicular speeds were recorded over a 7 day

period on Ffordd Y Mileniwm (south east of Wimborne Road). These showed

that average speeds were 36.0 mph (north east bound) and 34.7 mph (south west

bound); the corresponding 85th percentile speeds were 39.7 mph and 39.1 mph

respectively. These compare favourably to the speed limit (40mph) on the Ffordd

Y Mileniwm.



4.5 The 5 day average weekday commuter period traffic flows were recorded as

follows:

Table 4.2 5 Day Average Weekday Commuter Period Traffic Flows

Northeast Southwest

0800 - 0900 hrs 845 532

1600 – 1700 hrs 787 897

1700 – 1800 hrs 682 814

4.6 The proposed development can be regarded as modest in scale (93 dwellings)

and likewise its trip generation will be relatively low (hourly and daily). The site is

located close to public transport (bus and rail) and the adjoining cycling and

footway network provides opportunities to walk/cycle. Bus services run along the

Ffordd Y Mileniwm. . It is therefore considered that the access requirements can

be met by provision of a simple priority junction.

4.7 MfS2 (paragraph 9.4.7) clearly states that junctions without right turn lanes will

often be able to cater for higher levels of turning traffic without resulting in

significant congestion. However, for completeness, an operational junction

capacity assessment has been undertaken for the proposed site access (Section

5.0).

4.8 The positioning of the development’s access has been determined to ensure the

appropriate level of intervisibility can be achieved. Vehicles approaching from

the north east and south west will have unobstructed visibility towards a vehicle

turning right into the site access from Ffordd Y Mileniwm; similarly visibility from

the site access onto Ffordd Y Mileniwm will be unobstructed. The proposed site

access drawing 6357.002C illustrates the access position and vision splays.

4.9 Drawing 6357.004 shows the Autotrack plots for a refuse vehicle entering and

leaving the proposed site access.

4.10 Footways within the development will link to Ffordd Y Mileniwm and join the

existing shared footway/cycleway. Bus stops could be provided in proximity to the

access (discussed later).

4.11 Cyclists will be able to join the existing off-site cycleway at the proposed site

access.



Access Capacity Considerations

4.12 The industry standard junction capacity software PICADY has been used to

examine the operational capacity of the proposed site access. This is discussed

further in Section 5.0 of this report.

Parking Provision

4.13 As set out in Table 2.1 the maximum parking standards for the site are 1 space

per bedroom (maximum 3 spaces) for houses/ bungalows and apartments. An

additional visitor space is required for every 5 units.

4.14 The development will provide a total of 103 car parking spaces. The parking

spaces will typically be unallocated, apart from for the two x 2 bedroom

bungalows which will have 2 car parking spaces located within the curtilage of

the property.

4.15 The remaining car parking spaces have been located near to the proposed

dwellings to ensure ease access from all properties. Ten of these spaces will be

for use by visitors.

4.16 It is deemed that this level of provision is suitable for the affordable development

proposals. Each dwelling will have access to at least 1 car parking space and the

site has good connectivity to local sustainable transport modes including walking,

pedal cycling and public transport.

Off-site Improvements

4.17 The pre-application consultation has suggested that consideration be given to the

provision of a pedestrian crossing facility. This could be located near to the Ffordd

Y Mileniwm/ Wimborne Road junction. It should be noted that an existing crossing

is located on the northeast side of the junction. A potential additional crossing has

been examined on the south east side of the junction and is shown in Drawing

6347.005. A central refuge could be constructed within the existing cross hatched

markings on the Ffordd Y Mileniwm. A 2m wide footway could also be provided

on the southern side of the carriageway to connect to the existing footway

provision at Wimborne Road. Dropped kerbing and tactile paving can be provided

on both sides of the carriage. ‘Hazard paving’ can be provided on the shared

cycle/footway.



4.18 The pre-application consultation also required that consideration be given to the

provision of bus stops near to the site access. Currently no bus services operate

on Ffordd Y Mileniwm. The nearest bus stops are located on the A4055,

Gladstone Road and Holton Road (Section 3.0) refers.

4.19 However should there be a change in circumstances there is clearly scope for on

road bus stop facilities. This would reflect the current form of provision at the

existing A4055, Gladstone Road and Holton Road bus stops. This is a matter for

further considerations and possibly covered by a transport contribution.



5.0 TRIP GENERATION, DISTRIBUTION & ASSIGNMENT

5.1 In order to assess the proposed development’s traffic impact upon the local

highway network, an analysis of the potential traffic generation has been

undertaken.

5.2 The desire to travel and mode of travel selected for a given journey is influenced

by a number of factors including, for example: site location, purpose of trip,

accessibility by public transport, accessibility by other modes of travel to shops,

schools and other facilities; car ownership and other socio-economic factors.

Consequently, trip generation and the mode adopted for various trip destinations

can vary. This site is well located to local facilities and to public transport (bus)

and footway provisions.

5.3 Trip rates have been determined using the TRICS database. The TRICS

database is the industry standard method for assessment of trip rates and

contains details of similar developments throughout the UK.

Proposed Development

5.4 To quantify the impact of the proposed development, the TRICS database has

been examined to determine the potential trips likely to be generated by the

proposed affordable housing development. This has been based upon other

representative sites within the database (Appendix F refers).

5.5 The trip rate assessment has been undertaken using the following selection

parameters:

• Land use: 03 – Residential

• Category: B – Affordable/ Local Authority Houses/ D – Affordable/ Local Authority Flat

5.6 Accordingly the trip rates taken forward to the junction assessment are shown in

Table 5.1.



Table 5.1 Proposed Development Trip Rates – TRICS

5.7 It is anticipated that the development proposals would generate the following

number of vehicular movements during the peak periods.

5.8 Table 5.2 presents the resulting trip generation for the development (82 flats, 9

houses and 2 bungalows) based on the above trip rates (Table 5.1).

Table 5.2 Proposed Trip Generation

Arrivals Departures Two-way

Residential � Houses08:00-09:00 2 3 5 16:00-17:00 3 2 5 17:00-18:00 3 2 6

Residential � Flats 08:00-09:00 10 12 21 16:00-17:00 13 7 21 17:00-18:00 10 9 19

5.9 Table 5.3 summarises the total development generated vehicle trips in the peak

periods.

Table 5.3 Total Proposed Trip Generation


Total Development Generated Trips

08:00-09:00 12 15 27 16:00-17:00 16 9 25 17:00-18:00 13 12 25

5.10 It is anticipated that the development could generate 27 two-way movements

during the AM peak (08:00-09:00), with up to 25 two-way movements in the PM

commuter peaks (16:00-1700 and 17:00-18:00).


Residential � Houses 08:00-09:00 0.179 0.311 0.49016:00-17:00 0.238 0.190 0.42817:00-18:00 0.308 0.216 0.524

Residential � Flats 08:00-09:00 0.118 0.147 0.26516:00-17:00 0.162 0.088 0.25017:00-18:00 0.118 0.113 0.231



Traffic Demand and Traffic Impact Assessment

5.11 In order to assign the development’s vehicle trips (Table 5.3) onto the existing

highway network the traffic has been distributed and assigned in similar

proportions to those observed from the traffic surveys. The percentages are

shown in Figure 5.3. The corresponding development generated trips are shown

in Figure 5.4.

5.12 An operational assessment of the A4055/Ffordd Y Mileniwm roundabout and the

proposed site access/ Ffordd Y Mileniwm junction have been undertaken using

industry standard software (Junctions 9).

5.13 The computations provide details of the ratios of flow to capacity (RFC) on each

approach to a junction. It is accepted that an RFC of 1.00 indicates the junction

is operating at capacity. However, due to the inherent variability of traffic flows on

a daily basis, an RFC of 0.85 is typically considered to be the threshold above

which, a junction is considered to be approaching its operational capacity.

5.14 Computations have been undertaken for the typical local network AM and PM

peak commuter periods. These have been assumed as being the periods: 08:00-

09:00 and 17:00-18:00. Additional modelling has also been undertaken for the

afternoon development peak period (16:00-17:00).

5.15 It is also appropriate to consider other future traffic growth on the surrounding

network. To assess the future scenario at the identified junctions, consideration

has been given to traffic growth on the local network in addition to development

traffic.

5.16 An assessment year of five years after the date of registration of the Planning

Application has been applied. On this basis, a future year of 2025 has been

examined.

5.17 Background traffic growth on the local road network has been based upon the

National Transport Model (NTM) factored for local condition using TEMPRO. The

resulting local traffic growth factors from the base year (2019) to the future year

(2025) are set out below, and are attached as Appendix G.

• AM (2019-2025) – 1.058442

• PM (2019-2025) – 1.058088



A4055/ Ffordd Y Mileniwm Roundabout Junction Assessment

5.18 A summary of the junction’s performance during the 2019 baseline scenario is

provided within Table 5.7, the recorded vehicle flows are shown in Figure 5.1.

Table 5.7: A4055/ Ffordd Y Mileniwm Roundabout 2019 Baseline Junction Assessment

RFCQueue (Veh)

Delay (sec)

RFC Queue (Veh)

Delay (sec)

RFCQueue (Veh)

Delay (sec)

AM 08:00-09:00 PM 16:00-17:00 PM 17:00-18:00

A4055, Cardiff Road 0.48 0.9 3.78 0.60 1.5 4.78 0.62 1.6 4.91

Ffordd Y Mileniwm 0.42 0.7 4.22 0.59 1.4 6.17 0.56 1.3 5.85

A4055, Gladstone Rd 0.56 1.2 8.49 0.54 1.2 8.24 0.48 0.9 7.06

5.19 As demonstrated within Table 5.7, the A4055/ Ffordd Y Mileniwm Roundabout

currently operates with spare capacity in both the AM (08:00-09:00), PM (17:00-

18:00) peak periods and the 16:00 – 17:00 hour period. Full details of the

modelling assessments are provided within Appendix H.

5.20 The observed 2019 flows at the junction have been growthed using the TEMPRO

growth rates set out in Paragraph 5.17. The growthed flows are shown in Figure

5.2. The performance of the A4055/ Ffordd Y Mileniwm Roundabout in the 2025

future scenario has been modelled and the results are summarised in Table 5.8,

as follows.

Table 5.8: A4055/ Ffordd Y Mileniwm Roundabout 2025 Future Year Junction Assessment

RFCQueue (Veh)

Delay (sec)

RFC Queue (Veh)

Delay (sec)

RFCQueue (Veh)

Delay (sec)

AM 08:00-09:00 PM 16:00-17:00 PM 17:00-18:00

A4055, Cardiff Road 0.51 1.0 4.02 0.64 1.8 5.21 0.66 1.9 5.53


A4055, Gladstone Rd 0.60 1.5 9.57 0.52 1.1 8.01 0.57 1.3 8.85

5.21 As demonstrated within Table 5.8, the A4055/ Ffordd Y Mileniwm Roundabout is

anticipated to operate with spare capacity in both the AM (08:00-09:00), PM

(17:00-18:00) peak periods and the 16:00 – 17:00 hour period.

5.22 The development flows set out in Figure 5.4 have been added to the 2025 future

year flows. The 2025 future year flows + proposed development flows are shown



in Figure 5.5. Table 5.9 summarises the anticipated performance of the junction

in the 2025 future year + proposed development scenario.

Table 5.9: A4055/ Ffordd Y Mileniwm Roundabout 2025 Future Year + Proposed Development Junction Assessment

RFCQueue (Veh)

Delay (sec)

RFC Queue (Veh)

Delay (sec)

RFCQueue (Veh)

Delay (sec)

AM 08:00-09:00 PM 16:00-17:00 PM 17:00-18:00

A4055, Cardiff Road 0.51 1.1 4.06 0.64 1.8 5.34 0.66 1.9 5.51


A4055, Gladstone Rd 0.61 1.5 9.76 0.59 1.4 9.35 0.52 1.1 7.79

5.23 As Table 5.9 demonstrates the roundabout is anticipated to operate with

adequate spare capacity in all of the peak periods.

Site Access Junction Assessment

5.24 The proposed site access has been modelled for the 2025 future year +

development scenario (Figure 5.5, refers). A summary of the junction’s

performance is provided within Tables 5.9. As summarised, the results

demonstrate that the site access would operate with sufficient capacity during

both peak periods, with minimal queuing and delay anticipated.

Table 5.10: Ffordd Y Mileniwm/ Proposed Site Access Junction 2025 Future Year + Proposed Development Junction Assessment

RFC Queue (Veh)

Delay (sec)

RFC Queue (Veh)

Delay (sec)

RFCQueue (Veh)

Delay (sec)

AM 08:00-09:00 PM 16:00-17:00 PM 17:00-18:00

Site Access 0.06 0.1 12.96 0.04 0.0 17.01 0.04 0.0 13.83


5.25 As demonstrated within Table 5.10, proposed site access will operate with

adequate spare capacity and the development’s trip generation will have minimal

impact on the performance of the Ffordd Y Mileniwm. Full details of the modelling

assessments are provided within Appendix I.

5.26 CD 123 Geometric design of at-grade priority and signal-controlled junctions

provides advice for the geometric design of at-grade priority and signal controlled

junctions. Figure 2.3.1 of this documents suggests the type of junction which

could be provided on single carriageway roads. The figure indicates that a simple



priority junction would be suitable for junctions where the minor road 2-way AADT

is less than 300 vehicles and the major road 2-way AADT is less than 13,000.

5.27 To establish the daily development generated vehicle movements the TRICs

rates (Appendix F) have been reviewed for 12 hour (07:00-19:00) trips. These

are summarised in Table 5.11 below.

Table 5.11 Proposed Development Trip Rates – TRICS – 12 Hour (07:00 – 19:00)

5.28 Table 5.12 presents the resulting trip generation for the development (82 flats, 9

houses and 2 bungalows) based on the above trip rates (Table 5.11).

Table 5.12 Proposed Trip Generation – 12 Hour (07:00 – 19:00)

5.29 As Table 5.12 indicates the development is anticipated to generate up to 286

two-way vehicle movements in a typical 12 hour period (07:00-19:00). The

junction modelling assessment (Table 5.10) indicates that the junction will

operate with minimal queue or delay on the Ffordd Y Mileniwm in any of the

scenarios. Therefore a simple priority junction has been deemed as suitable for

the development.

Summary

5.30 In view of the relatively low trip generation for the site, and the results of the site

access junction and the A4055/ Ffordd Y Mileniwm roundabout modelling, it is

reasonable to conclude that the development proposals will have a negligible

traffic impact on the adjoining highway network.

Arrivals Departures Two-wayResidential � Houses 07:00-19:00 2.139 2.165 4.304Residential � Flats 07:00-19:00 1.456 1.451 2.907

Arrivals Departures Two-wayResidential � Houses 07:00-19:00 24 24 48Residential � Flats 07:00-19:00 119 119 238



6.0 SUMMARY AND CONCLUSIONS

6.1 This Transport Statement (TS) has been prepared by Stuart Michael Associates,

consulting engineers and transportation consultants, on behalf of Lynwood

Investments Limited (the Applicant). This report is submitted in support of the

planning application for a proposed residential development at land north of the

Ffordd Y Mileniwm (Site Location Plan Figure 1.1 refers).

6.2 The Applicant is seeking consent for 93 affordable residential dwellings (82

apartments, 9 houses and 2 Bungalows), with associated areas of public open

space. A single point of access will be constructed from the Ffordd Y Mileniwm.

A 2m wide footway will be constructed to link to the existing pedestrian network.

6.3 Offsite improvements including a proposed pedestrian crossing at the Ffordd Y

Mileniwm/ Wimborne Road junction and bus stop provision on the Ffordd Y

Mileniwm are proposed.

6.4 Figures 3.1 and 3.3 demonstrate that the Application site is well located to local

facilities and to public transport (bus) provision. Figure 3.2 shows the existing

pedestrian/ cycle facilities near to the site. The site can therefore be regarded as

being highly accessible with significant scope for many trips to be made by foot,

cycle and public transport.

6.5 Personal injury accident records indicate that there has been a good road safety

record in proximity to the site.

6.6 The potential vehicular trip generation by the development has been determined

by reference to the TRICS database. For a scheme of 93 dwellings the peak hour

trip generation could correspond to 27 two way movements in the AM Commuter

Peak period (08:00 – 09:00), 25 two-way movements in the 16:00-17:00 hour

period and 25 two-way movements in the PM commuter peak period (17:00-

18:00). This would be relatively low in magnitude and cannot be regarded as

being significant.

Conclusions

6.7 Taking all of the foregoing into account, it is concluded that the proposed

development will have a negligible impact upon the operation and safety of the

surrounding road network.



6.8 It is therefore concluded that the proposed development would be acceptable in

highway terms and in accordance with the national and local policy objectives

(Section 2.0 refers). Planning consent can therefore be granted subject to the

imposition of appropriate planning conditions covering specific details.


FIGURES

AM Peak Period - 08:00-09:00

0% 2%1% 87 161 322

2% 845 4% 480

354 1%532 2% 447 3%

16:00-17:00 Hour Period

0% 1%0% 265 95 376

1% 787 1% 503

481 1%897 1% 566 1%

PM Peak Period - 17:00-18:00

0% 1%0 252 85 335

1% 682 2% 470

499 0814 1% 582 1%

11 Total vehicles 11% HGV Percentage

ATC Survey undertaken from 15th-21st of November on Fford Y Mileniwm near to the proposed site accessMCC Survey (A4055/ Fford y Mileniwm Roundabout) undertaken Tuesday 19th November 2019

JOB TITLE: DRAWN BY:

FIGURE TITLE: DATE:

Proposed Residential Development, Land at Ffordd Y Milleniwm, Barry

Figure 5.1 - 2019 Recorded Flows

RD

Jan-20

FFORD Y MILENIWM

A405

5

FFORD Y MILENIWM

A4055 CARDIFF ROAD

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

A405

5

WIM

BORN

ERO

AD

FFORD Y MILENIWMA4

055

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD


0% 2%1% 92 170 341

2% 894 4% 508

375 1%563 2% 473 3%


0% 1%0% 280 101 398

1% 833 1% 532

509 1%949 1% 599 1%


0% 1%0% 267 90 354

1% 722 2% 497

528 0%861 1% 616 1%



FIGURE TITLE: DATE:RD

Figure 5.2 - 2025 Growthed Flows Jan-20

Proposed Residential Development, Land at Ffordd Y Milleniwm, Barry

FFORD Y MILENIWM

A405

5

FFORD Y MILENIWM

A4055 CARDIFF ROAD

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

A405

5

WIM

BORN

ERO

AD

FFORD Y MILENIWMA4

055

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD


39% 39% 61% 9% 9%52%

61%52%


53% 53% 47% 16% 16%31%

47%31%


54% 54% 46% 16% 16%30%

46%30%

11% Percentage Distribution


FIGURE TITLE: DATE:

Proposed Residential Development, Land at Ffordd Y Milleniwm, Barry RD

Figure 5.3 - Development Generated Percentage Trip Assignment Jan-20

SITE

FFORD Y MILENIWM

A405

5

FFORD Y MILENIWM

A4055 CARDIFF ROAD

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

A405

5

WIM

BORN

ERO

AD

FFORD Y MILENIWMA4

055

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

SITE

SITE


5 6 9 1 18

86

9 5 4 2 33

85

7 6 5 2 24

64

11 Vehicle Distribution


FIGURE TITLE: DATE:


Figure 5.4 - Development Generated Trip Assignment Jan-20

SITE

FFORD Y MILENIWM

A405

5

FFORD Y MILENIWM

A4055 CARDIFF ROAD

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

A405

5

WIM

BORN

ERO

AD

FFORD Y MILENIWMA4

055

A4055 CARDIFF ROAD

WIM

BORN

ERO

ADSITE

SITE


0% 0% 0% 2%0% 5 6 9 1% 94 172 3412% 894 4% 516

8 0% 375 1%563 2% 479 3%

0% 0% 0% 1%0% 9 5 4 0% 282 103 3981% 833 1% 535

8 0% 509 1%949 1% 604 1%

0% 0% 0% 1%0% 7 6 5 0% 269 92 3541% 722 2% 502

6 0% 528 0%861 1% 620 1%



FIGURE TITLE: DATE:


Figure 5.5 - 2025 Growthed Flows + Proposed Development Jan-20

SITE

FFORD Y MILENIWM

A405

5

FFORD Y MILENIWM

A4055 CARDIFF ROAD

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

A405

5

WIM

BORN

ERO

AD

FFORD Y MILENIWMA4

055

A4055 CARDIFF ROAD

WIM

BORN

ERO

AD

SITE

SITE


APPENDICES


APPENDIX A


APPENDIX B

Correspondence is welcomed in Welsh or English/Croesawir Gohebiaeth yn y Gymraeg neu yn Saesneg------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Michael ReesLRM Planning22, Cathedral RoadCardiffCF11 9LJ

Dear Sir,

Town and Country Planning Act, 1990 (as amended)Application No. 2019/00130/PREProposal: Residential development of the former sidings, Ffordd Mileniwm, BarryLocation: Former Sidings, Ffordd Y Mileniwm, Barry

I refer to your correspondence received on 26 September 2019, concerning the above and your request for statutory pre-application advice. Having considered the nature of submission in detail, I respond as follows.

Proposal

The application requests advice for the redevelopment of the site to accommodate approximately 79 dwellings. The submitted illustrative layoutproposes 45 two bedroom apartments, 15 one bedroom apartments, 19 three bedroom houses (comprising detached, semi-detached and terraced dwellings) 104 no. parking spaces, an area dedicated to ecological enhancements, an infiltration basin and surface water swales and associated infrastructure.

An extract of the illustrative layout and elevations are below:

Date/Dyddiad:

Ask for/Gofynwch am:

Telephone/Rhif ffon:

Your Ref/Eich Cyf:

My Ref/Cyf:

e-mail/e-bost:

The Vale of Glamorgan CouncilDock Office, Barry Docks,Barry CF63 4RT

Tel: (01446) 700111

Cyngor Bro MorgannwgSwyddfa’r Doc, Dociau’r Barri, Y Barri CF63 4RT

Ffôn: (01446) 700111

www.valeofglamorgan.gov.uk

30 December 2019

Mr. Shafqut Zahoor

(01446) 704608

P/DC/2019/00130/PRE

[email protected]


Access to the site would be provided via a new road from Ffordd YMilenwm. The illustrative elevation plan indicates a mixture of houses and blocks of flats of varying scale.

The proposal would be for 100% affordable housing although at this stage no registered social landlord has been confirmed.

Local Context and Constraints

The proposed development relates to an area previously utilised as railway sidings adjacent to Ffordd Y Mileniwm in Barry. The site extends to approximately 1.6 hectares of overgrown railway land adjacent to the main Vale of Glamorgan railway line.

The site is bounded by the railway to the north and the main Barry Waterfront access road (Ffordd Y Mileniwm) to the south. The bulk of the site to the south west of the Cardiff Road railway bridge lies outside the designated settlement boundary for Barry. The small area of the site to the north of the railway bridge identified as an ecological area in the proposal however falls within the settlement boundary. The site’s characteristics are such that it is located adjacent to the settlement boundary and could therefore be considered as being in the immediate context. Part of the site falls within the Health and Safety Executives Outer Zone.


Relevant Planning History

From an examination of our records, the application site has no relevantplanning history.

Relevant Planning Policies

Local Development Plan:

Section 38 of The Planning and Compulsory Purchase Act 2004 requires that in determining a planning application the determination must be in accordance with the Development Plan unless material considerations indicate otherwise. The Development Plan for the area comprises the Vale of Glamorgan Adopted Local Development Plan 2011-2026, which was formally adopted by the Council on 28 June 2017, and within which the following policies are of relevance:

Strategic Policies:POLICY SP1 – Delivering the StrategyPOLICY SP3 – Residential RequirementPOLICY SP4 – Affordable Housing ProvisionPOLICY SP10 – Built and Natural Environment

Managing Growth Policies:POLICY MG1 – Housing Supply in the Vale of GlamorganPOLICY MG4 – Affordable HousingPOLICY MG6 – Provision of Educational FacilitiesPOLICY MG7 – Provision of Community Facilities

Managing Development Policies:POLICY MD1 - Location of New DevelopmentPOLICY MD2 - Design of New DevelopmentPOLICY MD3 - Provision for Open SpacePOLICY MD4 - Community Infrastructure and Planning ObligationsPOLICY MD6 - Housing DensitiesPOLICY MD7 - Environmental ProtectionPOLICY MD9 - Promoting Biodiversity POLICY MD10 - Affordable Housing Developments outside Settlement Boundaries

In addition to the Adopted LDP the following policy, guidance and documentation supports the relevant LDP policies.

Planning Policy Wales:

National planning policy in the form of Planning Policy Wales (Edition 10, 2018) (PPW) is of relevance to the determination of this application.

The primary objective of PPW is to ensure that the planning system contributes towards the delivery of sustainable development and improves the social, economic, environmental and cultural well-being of Wales.


Technical Advice Notes:

The Welsh Government has provided additional guidance in the form of Technical Advice Notes. The following are of relevance:

• Technical Advice Note 1 – Joint Housing Land Availability Study (2015)

• Technical Advice Note 2 – Planning and Affordable Housing (2006)• Technical Advice Note 5 – Nature Conservation and Planning (2009)• Technical Advice Note 11 – Noise (1997)• Technical Advice Note 12 – Design (2016)

Supplementary Planning Guidance:

In addition to the adopted Local Development Plan, the Council has approved Supplementary Planning Guidance (SPG). The following SPG are of relevance:

• Affordable Housing (2018)• Barry Development Guidelines • Biodiversity and Development (2018)• Parking Standards (2019) • Planning Obligations (2018)• Public Art in New Development (2018)• Residential and Householder Development (2018)• Trees, Woodlands, Hedgerows and Development (2018)• Travel Plan

Other relevant evidence or policy guidance:

• Manual for Streets (Welsh Assembly Government, DCLG and DfT -March 2007)

• Welsh Government Circular 016/2014: The Use of Planning Conditions for Development Management

• Welsh Office Circular 13/97 - Planning Obligations


Well-being of Future Generations (Wales) Act 2015

The Well-being of Future Generations Act (Wales) 2015 places a duty on the Council to take reasonable steps in exercising its functions to meet its sustainable development (or wellbeing) objectives. This report has been prepared in consideration of the Council’s duty and the “sustainable development principle”, as set out in the 2015 Act. In reaching the recommendation set out below, the Council has sought to ensure that the needs of the present are met without compromising the ability of future generations to meet their own needs.

Analysis of Proposal

The main issues in assessing this application relate to the principle of residential redevelopment in this location, the acceptability of the proposals in terms of their layout, scale and design, and the potential impact upon visual amenity, highway safety and parking, amenity of neighbouring residential properties, ecological constraints and planning obligations based upon the specific need arising from the development.

The principle of the development

Whilst part of the site is located within the settlement boundary, the large majority is outside. The proposal is for a scheme that comprises 100% affordable housing and therefore it is assessed under Policies MD1 (Location of New Development), MD6 (Housing Densities) & MD10 (Affordable Housing Developments outside Settlement Boundaries).

Policy MD1 is the most relevant policy for development outside of settlements and it states that new development on unallocated sites should:

1. Have no unacceptable impact on the countryside; 2. Reinforce the role and function of the key settlement of Barry, the service centre settlements, primary settlements or minor rural settlements as key providers of commercial, community and healthcare facilities; 3. Where appropriate promote new enterprises, tourism, leisure and community facilities in the Vale of Glamorgan; 4. In the case of residential development, support the delivery of affordable housing in areas of identified need; 5. Have access to or promote the use of sustainable modes of transport; 6. Benefit from existing infrastructure provision or where necessary make provision for new infrastructure without any unacceptable effect on the natural or built environment; 7. Where possible promote sustainable construction and make beneficial use of previously developed land and buildings; 8. Provide a positive context for the management of the water environment by avoiding areas of flood risk in accordance with the sequential approach set out in national policy and safeguard water resources; and 9. Have no unacceptable impact on the best and most versatile agricultural land.


Policy MD10 seeks to restrict new development outside settlement boundaries to small scale affordable housing where the site has a distinct physical or visual relationship with an existing settlement (subject to the policy criteria). The supporting text of the policy does include, at paragraph 7.58, provision for larger scale affordable housing developments where they are required to meet a specific need and where the number of dwellings is proportionate to the size of the settlement and satisfies all the other criteria against which a housing development would be judged.

PPW seeks to maximise the use of previously developed land and paragraph 3.51 states that wherever possible, such land should be used in preference to greenfield sites where it is suitable for development.

Paragraph 7.58 of the LDP sets out that ‘small scale’, for the purpose of Policy MD10, will generally mean 10 or fewer dwellings, however, in or adjoining some of the larger settlements, proposals for more than 10 dwellings may be acceptable if required to meet specific need and where the number of dwellings is proportionate to the size of the settlement and satisfies all the other criteria against which a housing development would be judged.

The application site is clearly distinctively different and separate from the industrial employment sites opposite. The site is located adjacent to the Barry Settlement and is separated from the employment land by a busy carriageway. There is a clear identified need in Barry for affordable housing and it has been identified as one of the areas of highest affordable housing need. As such, the Council are likely to be generally supportive of the location for affordable housing in principle.

LDP Policy MD6 (Housing Densities) indicates that residential development proposals within the key, service centre and primary settlements will be permitted where the net residential density is a minimum of 30 dwellings per hectare. As the application proposes 79 dwellings on site area of 1.6 (ha), the density on site would be above the 30 dwellings per hectare required within primary settlements. Accordingly, the proposal would be considered acceptable in respect of densities.

Whilst technically the site is located outside the settlement, subject to the proposal being acceptable in all other site specific/design respects, the principal of residential development on this site is likely to be considered acceptable.

Visual Impact

In relation to the visual impact, Policy MD2 of the LDP promotes good design in all new forms of development and requires proposals to be of a high standard of design, in relation to its context, and criterion 1 requires it positively contributes to the context and character of the surrounding natural and built environment, and, protects existing features of townscape or landscape interest.


In addition, criterion 2 of policy MD2 ‘Design of New Development’ relates to all new development indicating that new development should ‘respond appropriately to the local context and character of neighbouring buildings and uses in terms of use, type, form, scale, mix, and density.’

Without the benefit of a topographical survey and streetscape elevations it is difficult to determine the exact extent of the development that will be visible when viewed from street level. However, it is clear from the illustrative layout that the proposed layout would be highly visible and fundamentally change the character of this site.

Whilst there are no residential properties within the immediate streetscene, the immediate area surrounding the site is clearly formed with development of a lower scale. Based on the photomontages and the illustrative layout, I have serious concerns that a housing scheme of the scale proposed would not respond positively to the character and context of the immediate area.

The proposal includes 5 storey flat roof blocks, which as a design approach fails to respond to the vernacular of the immediate area and Barry as a whole. As such, the scale/form would be at odds with the existing scale/formof development. Therefore, in its current form the proposal would not be likely to be supported should it be submitted in a formal manner.

I note that the materials and finishes of the buildings have not been confirmed and I am therefore unable to comment on the detailed design of the proposal. However, I would advise that careful consideration is given to the design/finish of the houses/flats to ensure an innovative design approach and high-quality finishes.

Impact upon residents/neighbouring properties

Criterion 8 of policy MD2 requires that new development should safeguard existing public and residential amenity, particularly with regard to privacy, overlooking, security, noise and disturbance. Additional guidance is contained in the Council’s SPG on Residential and Householder Development (2018).

Due to the site location and distance from neighbouring properties, the submitted proposal is unlikely to have an adverse impact on the amenities of neighbouring properties. However, this matter would be considered further should a formal application be submitted.

In respect of residents of the site, there are significant potential concerns relating to the living conditions of the proposed development given the proximity to the railway line and carriageway. As such any formal proposal will require a noise/vibration assessment and any design will need to include any recommendation from the assessment to ensure the amenity of residents are safeguarded. Please note that such an assessment should also cover outdoor amenity areas. While you can submit technical assessments which consider these issues, I have concerns at this stage that these issues may provide difficult to overcome.


Amenity space/open space

I note from the layout plan that provision has been made for amenity space for residents. I have some concern about the quality of these spaces given the siting of the site between a train line and busy carriageway. Nevertheless, any formal submission should have regard to the advice provided in the Residential and Householder Development (2018).

In respect Public Open Space (POS), policy MD3 advises as follows:

Where there is an identified need for public open space, new residential development with a net gain of 5 or more dwellings will be required to provide public open space in accordance with the following standards:

1. Outdoor sports provision 1.6 hectares per 1,000 population2. Children’s equipped play space 0.25 hectares per 1,000 population3. Informal play space 0.55 hectares per 1,000 populationI acknowledge that there is a balance to be made between affordable housing provision and the necessary open space, however, it is unclear from the plans whether land is being provided as residents’ amenity space or POS. Whilst there may be scope for relaxing the standards in locations where residents would be located very closely to existing POS in the area; in this instance given the size of the site there is no obvious reason why this cannot be provided on site.In instances where this cannot be provided on site, the Council’s Planning Obligations Supplementary Planning Guidance makes reference to financial payments in lieu, however, in the case of wholly affordable developments, contributions are not considered on the first 25 units, however, there would have to be justification for not providing on site.

Trees and Landscaping

The site is generally screened by trees and landscaping along the boundary with Ffordd Y Mileniwm. This offers the site some screening and would go some way in mitigating the visual impact of the development. Consideration should be given to a comprehensive landscaping and planting scheme within the site to enhance the development and along the boundary with Ffordd Y Mileniwm which would help mitigate some of the traffic noise, enhance the proposed scheme and offer a visual buffer to the built form proposed.

Parking & Highway Safety issues

Having considered the proposal, the Highways Authority have requested the undertaking of a 7 day Traffic Survey to ascertain the appropriate junction arrangement. If the AADT (2 Way) flows is in the region of 13,000 vehicles per day along the Ffordd Y Mileniwm, the proposed point of access, based upon the vehicular flows along the Ffordd Y Mileniwm, will require a major


Minor Access incorporating Ghost Island based conforming to the requirements set out in the Design Manual for Roads and Bridges, CD123 –Geometric design of at-grade priority and signal-controlled junctions. The Ghost Island will require a 3.5m wide right turning holding Lane with 0.5m wide buffer zones on either side of the carriageway while maintaining minimum carriageway width of 3.65m ( + 0.5m buffer zone ) in both directions along the highway in the interest of highway / public safety.Please see attached plan of highway extents for the area.

The 7 day traffic and speed survey will enable the Highway Authority to consider the visibility splays required from the means of access in both directions along the adjacent highway.

In accordance with the Parking Guidelines a maximum requirement of 178 parking spaces are required (61 spaces for the 19 no. 3 bed houses, 99 spaces for the 45 no. 2 bed apartments and 18 spaces for the 15 no. 1 bed apartments). The sketch plan provided shows 104 parking spaces which is 74 spaces below maximum standard (approximately 40% reduction). Whilst in some circumstances a reduction in parking standards can be acceptable in 100% affordable housing schemes, due to the location of the development and the lack of alternative on street parking within the vicinity of the development, a reduction in this instance is not considered acceptable. Any reduction from the standards set out in the Parking Guidelines would require robust evidence.

In order to ensure appropriate accessibility and sustainability, a cycle / footway will be required at the north east of the development linking to the existing Highway footway network. In addition, as part of the Transport Assessment, consideration should be given to sustainable travel and the possible provision of bus laybys on Ffordd Y Mileniwm adjacent to the development.


A crossing point should be provided as part of the ghost island and a 2.0m footway provided to the south east of Ffordd Y Mileniwm to Wimborne Road to facilitate access to employment sites in the Docks area.

The above works should be carried out in advance of any formal submission to ensure the design of the proposal takes the guidance into consideration.

Ecology

I note that Soltys Brewster have carried out ecology investigations and the indicative layout includes an area for ecological enhancements. No otherdetails have been submitted with the application and therefore I cannot comment any further on this matter. I would refer you to the Supplementary Planning Guidance: Biodiversity and Development for further details and advice.

Noise and Air Quality

The site is located adjacent to a busy train line and a busy carriageway and due to the residential nature and the size of development, any formal application will require the submission of an air quality assessment (AQA). This must give consideration to the potential impacts on ambient air quality and the magnitude/ risk of these potential air quality impacts on local/current and future residents. Consideration of air quality impacts should be examined through the development stage and when the development is complete, focusing on dust emissions during the construction phase of the development and potential exposure of current/ future residents to traffic derived Nitrogen Dioxide (NO2) & Particulate Matter (PM10 & PM2.5) following completion of the development.

The air quality assessment which shall also focus upon dust emissions generated via construction activities, quantifying the magnitude of risk to surrounding/ nearby sensitive receptors. Due to the close proximity of residential dwellings to the proposed development it is considered best practise to adopt the principles stipulated in IAQM “Guidance on the assessment of dust from demolition and construction.” The guidance provides a risk based approach based on the potential dust emission magnitude of the site (small, medium or large) and the sensitivity of the area to dust effects. The importance of professional judgment is noted throughout the guidance. The guidance recommends that once the risk class of the site has identified, the appropriate level of mitigation measures are implemented to ensure that the construction activities have no significant impacts. In accordance with the guidance, Chapter 6, Step 1, Box 1 highlights certain screening criteria which needs to be considered and if a development qualifies for an assessment. The document states “An assessment will normally be required where there is: a ‘human receptor’ within: - 350 m of the boundary of the site; or- 50 m of the route(s) used by construction vehicles on the public highway, up to 500 m from the site entrance(s).” It is apparent that there are residential dwellings located in close proximity to the proposed site, therefore satisfying the ‘human receptor’ criteria stipulated in the cited guidance and the need for a detailed air quality appraisal in the form of a dust assessment to be produced.


In addition to examining potential impacts derived by construction phase activities the applicant needs to quantify whether the Air Quality Assessment should also encapsulate potential impacts to air quality derived by vehicle emissions generated by the proposal; nitrogen dioxide (NO2) & particulate matter (PM2.5 & PM10). Following these investigations appropriate actions should be applied such as complete Air Quality Assessment submission and mitigation schemes designed. The applicant will need to examine current AADT (Annual Average Daily Traffic) flows and projected AADT following the completion of the development. Referring to Table 6.2 of the EPUK and IAQM guidance “Land- Use Planning and Development Control: Planning for Air Quality, January 2017” if calculated AADT flows increase from the baseline traffic levels by more than the set figures outlined in Table 6.2, the applicant is required to submit an Air Quality Assessment (AQA) which would examine the potential air quality impacts associated with traffic derived emissions (nitrogen dioxide & particulate matter) at locations of relevant exposure.

If the operational phase is considered to be significant and therefore to be included as part of the AQA, the applicant will be required to use detailed dispersion modelling to examine projected air quality levels for traffic derived nitrogen dioxide (NO2) and particulate matter (PM2.5 & PM10) at the necessary locations. The assessment shall consider a baseline year understanding, as well as the potential exposure of current and future residents for the proposed year of opening. Should the assessment indicate that current nearby and future residents will be made vulnerable to poor air quality then appropriate mitigation measures must be proposed and approved by the Local Planning Authority.

The applicant will be expected to provide evidence that any implemented mitigation measures would alleviate any poor air quality levels expected. These mitigation measures shall be implemented to the satisfaction of the Local Planning Authority prior to beneficial occupation. As outlined in Local Air Quality Management (LAQM) Technical Guidance TG16, February 2018, examples of where the air quality objectives should apply are detailed in Box 1.1. Based on the detailed criteria, projected levels of traffic derived emissions (NO2 & PM10) must be quantified, considering both the short term and long term air quality objectives. The Air Quality Assessment should look to focus on the national annual mean (40•g/m3) & 1- hour mean objective for NO2 (200•g/m3 not to be exceeded more than 18 times a year) and annual mean (40•g/m3) & 24- hour mean objective for PM10 (50•g/m3 not to be exceeded more than 35 times a year). It would be of best practise for an Air Quality Scope of Works to be agreed between the LPA andapplicant. Therefore, I suggest you contact the Council’s Shared Regulatory Services Team in advance of tendering any works.


Contaminated Land

It is noted that ground investigation works are ongoing. Any formal submission will require a robust contamination assessment of the site, in line with current guidance, to identify any significant risks associated withthe former use of the site & surroundings and to determine whether furtherassessment and/or remediation is required to ensure the site is made suitable for use. This would be need to be in accordance with CIEH best practice and to ensure that the safety of future occupiers is not prejudiced in accordance with policy MD7 of the Vale of Glamorgan Local Development Plan.

Should there be any importation of soils to develop the garden/landscaped areas of the development, or any site won recycled material, or materials imported as part of the construction of the development, then it must be demonstrated that they are suitable for the end use. This is to prevent the introduction or recycling of materials containing chemical or other potential contaminants which may give rise to potential risks to human health and the environment for the proposed end use. Conditions to address this would need to be included should any formal application be considered acceptable.

Flood risk

The application site partly falls within Zone B Flood Zone (Areas known to have been flooded in the past evidenced by sedimentary deposit). Therefore, any formal submission should be accompanied by a Flood Consequences Assessment to demonstrate that the site can be developed safely.

HSE Zone

As aforementioned, part of the site falls within the Health and Safety Executive (HSE) Outer Zone, I would therefore urge you to contact the HSEand discuss any potential impacts on your proposals.

Surface Water Drainage

With effect from 7 January 2019 and with the exception of single dwellings and/or developments with a “construction area” of less than 100 square metres, all construction work requiring planning permission which has drainage implications will need Sustainable Drainage Approving Body (SAB) approval.

SuDS are intended to maximise the opportunities and benefits that can be provided by the effective management of surface water. This can only be achieved when the principles of SuDS are considered at the outset of the development process. The SuDS approach to surface water management will direct the development process and shape the layout of new developments around site drainage.


A Sustainable Drainage Approving Body (SAB) application must demonstrate compliance with the statutory standards, following a set of principles in the design of the system and satisfy the standards in relation to runoff destination, hydraulic control, water quality, amenity, biodiversity, construction, operation and maintenance.

The SAB approval process is separate from the planning application process. An application for approval for a surface water drainage scheme may be made to the SAB separately from, or combined with a planning application. The planning and SAB approvals are independent systems and there may be circumstances where separate applications are appropriate.

Prior to the submission of a planning application, if the development would trigger a SAB application, applicants are strongly advised to make a separate Pre-Application submission to the SAB. Please note that pre-application fees may apply. Further advice can be found athttp://www.valeofglamorgan.gov.uk/en/living/Flooding/Flood-and-Coastal-Erosion/Sustainable-Drainage-Systems.aspx

Further discussion on such matters can, of course, be entered into at the time of an application, or as part of any agreed further pre-application submissions.

Pre Application Consultation

For all applications for ‘major’ development, there is a statutory requirement for the applicant / developer to consult the community and relevant statutory consultees, and to submit a Pre-Application Consultation (PAC) Report with any application.

Detailed advice can be found here:-

http://gov.wales/docs/desh/publications/160129annex-1-pre-application-

consultation-en.pdf

Section 106 Planning Obligations

The Council’s Planning Obligations Supplementary Planning Guidance (SPG) provides the local policy basis for seeking planning obligations through Section 106 Agreements in the Vale of Glamorgan. It sets thresholds for when obligations will be sought, and indicates how they may be calculated.

The Council’s SPG is available to view/ download at : -http://www.valeofglamorgan.gov.uk/Documents/Living/Planning/Policy/SPG/Planning-Obligations-SPG-2018.pdf

http://www.valeofglamorgan.gov.uk/en/living/Flooding/Flood-and-Coastal-Erosion/Sustainable-Drainage-Systems.aspx




http://gov.wales/docs/desh/publications/160129annex-1-pre-application-consultation-en.pdf





At the Council’s Cabinet meeting of the 5th September 2016, there was a resolution approved to waive the requirement to seek financial obligations on 100% affordable housing sites of twenty-five units or less, where the development is made by the Council or the four housing associations zoned by Welsh Government to develop in the Vale. Accordingly, the section 106 contributions for this development would be calculated based on the amount of units over 25- i.e. 54 units.

Following consideration of the proposed development and potential impacts and needs arising from the development, I would advise that the Council is likely to seek planning obligations covering the following: -

• Education

In light of the number of two and three bed units, I would suggest the contribution is likely to be sought on the basis of 45 two bed units and 19 three beds. There is likely to be a requirement for a contribution of £883,904 based on 54 units. Although this would need further assessment at the time of any formal submission and the need at that time.

• Public Open Space

There is a deficit of all elements of public open space in Castleland Ward-i.e. children’s play space, amenity green space and outdoor sport space. If none were provided on site, that is likely to result in a required contribution of £144,072 based on 54 units.

• Sustainable Transport

There is likely to be a requirement for a contribution of £124,200 based on 54 units (towards sustainable transport, based on the rationale set out in the Council’s SPG.

• Community Facilities

There is likely to be a requirement for a contribution of £68,040 based on 54units towards community facilities, based on the rationale set out in the Council’s SPG.

• Public Art- 1% of build costs, based on 54 units.

In addition, and separate to any obligation sought, the Council requires the developer to pay an administration fee, equivalent to 20% of the application fee or 2% of the total financial contribution being sought, whichever is the greater. This fee covers the Council’s costs to negotiate, monitor and implement the terms of the necessary Section 106 agreement.

Further discussion on such matters can, of course, be entered into at the time of an application, or as part of any agreed further pre-application submissions.


Required Supporting Documentation

In addition to the submission of standard mandatory supporting documentation such as application forms, plans and a Design and Access Statement (see TAN 12 Design, Appendix 1), please be advised that any application for the above development should also be accompanied by the following additional documentation: -

• Phase 1 Ecology Survey • Flood Consequences Assessment• Transport Statement• Ground Investigation Survey• Tree Survey/ Landscaping Plan• Design & Access Statement• PAC Report• Air Quality Assessment• Noise/Vibration Assessment

If any subsequent application fails to include the information above, there is a chance it may not be registered and, in any event, it is likely that an application will either be refused or will not be able to be progressed until its satisfactory submission.

Requests for Further Advice

In accordance with the Council’s Guidance Note on ‘charging for pre-application advice’, any further requests for pre-application advice will attract payment of a further fee and should be made in writing with appropriate supporting documentation.

Requests for Further Advice

In accordance with the Council’s Guidance Note on ‘charging for pre-application advice’, any further requests for pre-application advice will attract payment of a further fee and should be made in writing with appropriate supporting documentation.

Development Team Approach – Building Control

Please note if you decide to employ the Councils Building Control team in respect of the proposed development for which you have sought advice, any fees you have paid in respect of this guidance will be taken into account in assessing the relevant Building Regulations fee. All Building Regulations fees are now based on a standard hourly rate with the final fee payable worked out on a risk assessed basis. Accordingly as the Councils officers will have been involved in the project from the earliest stages this will be considered in the final risk assessment based fee for Building Regulations.

Should you have any further questions regarding the above, please contact Mr. Shafqut Zahoor on the above number.


Yours faithfully

Mr. Shafqut Zahoorfor Operational Manager Development Management

Please Note:

The advice offered in this response represents an informal opinion, provided in accordance with the Council’s Guidance Note on ‘charging for pre-application advice’. In particular, it is emphasised that while this pre application advice will be carefully considered in reaching a decision or recommendation on an application, the final decision on any application that you may make can only be taken after we have consulted local people, statutory consultees and any other interested parties. It does not, therefore prejudice any decision which the Local Planning Authority may make should the matter come before them in a formal context.


APPENDIX C

Barry ATC

Channel 1 - Southbound Vehicle Flow Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 5 Day Ave 7 Day Ave

1 35 80 93 28 24 32 42 32 48

2 22 48 56 13 14 15 15 16 26

3 9 22 42 8 7 15 13 10 17

4 12 16 29 10 9 15 15 12 15

5 13 16 22 13 10 12 15 13 14

6 36 28 21 37 44 35 27 36 33

7 116 76 67 107 110 158 113 121 107

8 333 166 88 300 336 305 372 329 271

9 538 276 136 538 527 523 535 532 439

10 605 395 261 519 534 555 554 553 489

11 646 634 479 534 594 591 615 596 585

12 714 699 632 646 539 591 577 613 628

13 702 755 713 663 617 666 715 673 690

14 716 726 643 663 660 592 593 645 656

15 755 729 627 779 661 670 644 702 695

16 795 642 532 798 752 757 725 765 714

17 891 568 431 906 886 900 902 897 783

18 793 466 403 838 828 799 812 814 706

19 540 377 302 602 582 607 612 589 517

20 393 317 234 401 431 386 441 410 372

21 243 196 197 262 327 292 272 279 256

22 238 141 118 171 197 214 210 206 184

23 160 162 67 99 201 165 137 152 142

24 121 113 70 49 88 53 70 76 81

7-19 8028 6433 5247 7786 7516 7556 7656 7708 7175

6-22 9018 7163 5863 8727 8581 8606 8692 8725 8093

6-24 9299 7438 6000 8875 8870 8824 8899 8953 8315

0-24 9426 7648 6263 8984 8978 8948 9026 9072 8468

7-19

6-22

6-240-24

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

15/11/201916/11/2019

17/11/201918/11/2019

19/11/201920/11/2019

21/11/2019

Nu

mb

er

of

Veh

icle

s

Date

Vehicle Flow (Channel 1)

7-19 6-22 6-24 0-24

Barry ATC

Channel 1 - Southbound Average Speed Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday

1 38.7 38.1 38.3 35.1 38.1 39.1 40.5 -

2 39.5 39.3 40.1 37.8 41.9 37.5 44.5 -

3 43.3 41.2 39.2 42.4 35.9 38.3 40.7 -

4 36.8 39.9 39.6 38.8 39.9 38.8 43.0 -

5 39.2 34.6 41.0 39.5 41.5 33.6 36.3 -

6 38.9 39.6 38.2 39.1 38.1 37.8 38.5 -

7 38.2 38.2 38.5 37.3 37.7 36.8 37.0 -

8 35.5 38.7 39.0 35.7 35.3 35.1 34.8 -

9 34.0 37.9 37.7 34.1 35.2 34.0 34.3 -

10 35.0 35.6 35.8 34.4 34.3 34.6 34.6 -

11 33.9 34.7 35.5 34.5 33.9 33.5 33.9 -

12 32.9 34.2 35.7 34.1 34.5 33.9 33.9 -

13 33.8 34.4 35.3 34.3 33.4 33.9 33.1 -

14 33.8 34.4 35.2 33.7 32.9 34.3 34.4 -

15 34.0 34.2 35.5 33.1 32.0 34.9 31.9 -

16 33.6 35.2 35.9 32.5 34.0 33.3 34.0 -

17 33.0 35.9 36.3 32.2 31.8 31.8 32.0 -

18 33.6 35.3 36.6 32.0 32.3 33.4 32.3 -

19 35.8 36.5 37.5 34.4 35.2 34.9 35.2 -

20 36.8 37.1 37.1 36.3 37.2 36.0 37.3 -

21 37.4 38.5 39.2 36.6 36.9 36.7 37.6 -

22 37.8 38.3 37.8 39.0 36.4 37.1 37.9 -

23 38.2 38.2 40.1 39.4 37.9 37.7 38.2 -

24 38.5 38.6 40.4 38.0 36.9 39.4 39.1 -

10-12 33.4 34.4 35.6 34.3 34.2 33.7 33.9 -

14-16 33.8 34.7 35.7 32.8 33.1 34.0 33.0 -

0-24 34.5 35.6 36.3 34.0 34.1 34.3 34.2 -

Average 34.7

Channel 1 - Southbound 85th Percentile

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019


1 48.7 43.6 44.0 43.7 43.9 43.7 48.2 -

2 48.5 43.3 43.4 48.9 53.7 43.9 58.5 -

3 53.6 48.3 48.3 48.8 38.5 43.5 58.3 -

4 53.3 48.8 43.2 43.0 53.4 43.1 48.3 -

5 58.3 43.8 53.2 53.5 48.1 43.8 43.0 -

6 48.8 48.6 43.6 43.9 43.8 43.4 48.5 -

7 48.0 44.0 48.4 43.4 43.5 43.5 43.2 -

8 38.8 43.9 48.4 43.7 43.8 38.5 38.9 -

9 38.8 43.2 43.7 38.5 38.6 38.2 38.6 -

10 38.7 43.7 43.3 38.5 38.8 38.3 38.8 -

11 38.0 39.0 38.6 38.5 38.0 38.1 38.9 -

12 38.4 38.2 38.2 38.4 38.2 38.6 38.3 -

13 38.9 38.5 38.2 38.4 38.1 38.2 38.5 -

14 38.8 38.1 38.6 38.3 38.1 38.9 38.1 -

15 38.4 39.0 38.1 38.1 38.3 38.1 38.6 -

16 39.0 38.7 43.5 38.2 38.1 38.4 38.4 -

17 38.9 43.0 43.9 39.0 38.0 38.3 39.0 -

18 38.1 38.6 43.3 38.1 38.5 38.9 38.1 -

19 43.9 43.1 43.8 38.4 38.7 38.8 38.9 -

20 43.4 43.1 43.4 43.4 43.5 38.3 43.6 -

21 43.5 43.8 48.3 43.5 43.8 43.7 43.3 -

22 43.8 43.3 43.9 48.2 43.1 43.3 43.1 -

23 43.1 43.0 48.6 48.5 43.2 43.1 43.5 -

24 43.6 43.3 48.6 43.3 43.7 48.0 48.2 -

10-12 38.5 38.4 38.4 38.6 38.5 38.3 39.0 -

14-16 38.3 38.3 38.1 38.5 38.4 38.8 38.1 -

0-24 38.6 38.9 43.6 38.2 38.1 38.3 38.0 -

85th %ile 39.1

Barry ATC

Channel 1 - Southbound Speed Summary Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Speed (MPH) Friday Saturday Sunday Monday Tuesday Wednesday Thursday

0-30 1544 900 540 1741 1749 1615 1659

31-45 7635 6488 5431 7036 7016 7126 7141

46-60 239 250 284 201 206 200 219

61- 8 10 8 6 7 7 7

TOTAL 9426 7648 6263 8984 8978 8948 9026

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Date

Speed Summary (MPH)

0-30 31-45 46-60 61-

Barry ATC

Channel 1 - Southbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL

Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13

15/11/2019

7-19 7205 776 47 8028

6-22 8134 833 51 9018

6-24 8403 843 53 9299

0-24 8512 861 53 9426

16/11/2019

7-19 5951 460 22 6433

6-22 6626 510 27 7163

6-24 6887 523 28 7438

0-24 7078 542 28 7648

17/11/2019

7-19 4971 269 7 5247

6-22 5548 307 8 5863

6-24 5682 310 8 6000

0-24 5928 325 10 6263

18/11/2019

7-19 6949 786 51 7786

6-22 7820 850 57 8727

6-24 7963 855 57 8875

0-24 8060 865 59 8984

19/11/2019

7-19 6731 743 42 7516

6-22 7719 817 45 8581

6-24 7996 829 45 8870

0-24 8083 849 46 8978

20/11/2019

7-19 6770 747 39 7556

6-22 7745 814 47 8606

6-24 7956 821 47 8824

0-24 8060 838 50 8948

21/11/2019

7-19 6882 745 29 7656

6-22 7833 827 32 8692

6-24 8020 846 33 8899

0-24 8124 867 35 9026

Average

7-19 6494 647 34 7175

6-22 7346 708 38 8093

6-24 7558 718 39 8315

0-24 7692 735 40 8468

91%

9%

0%

Total Vehicle Class Distribution

Barry ATC

Channel 2 - Northbound Vehicle Flow Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Hr Ending Friday Saturday Sunday Monday Tuesday Wednesday Thursday 5 Day Ave 7 Day Ave

1 29 73 72 21 26 42 28 29 42

2 21 39 65 16 15 12 19 17 27

3 6 23 43 17 10 13 26 14 20

4 22 31 43 17 12 18 16 17 23

5 47 37 41 46 39 37 43 42 41

6 125 57 46 132 134 135 122 130 107

7 342 125 95 394 443 410 415 401 318

8 819 216 117 890 869 911 880 874 672

9 826 407 177 799 846 867 886 845 687

10 759 559 326 741 706 655 719 716 638

11 705 710 612 670 658 657 689 676 672

12 765 749 715 736 690 741 752 737 735

13 812 809 739 773 694 755 738 754 760

14 760 863 767 744 704 746 757 742 763

15 772 837 675 752 741 750 752 753 754

16 772 758 680 824 760 844 790 798 775

17 811 731 524 793 777 791 764 787 742

18 658 537 380 695 679 686 692 682 618

19 578 368 284 531 511 582 516 544 481

20 361 274 236 371 341 366 336 355 326

21 223 185 158 242 206 217 239 225 210

22 162 150 93 143 158 152 174 158 147

23 143 117 58 96 103 105 88 107 101

24 118 105 62 47 58 55 62 68 72

7-19 9037 7544 5996 8948 8635 8985 8935 8908 8297

6-22 10125 8278 6578 10098 9783 10130 10099 10047 9299

6-24 10386 8500 6698 10241 9944 10290 10249 10222 9473

0-24 10636 8760 7008 10490 10180 10547 10503 10471 9732

7-19

6-22

6-240-24

0

2000

4000

6000

8000

10000

12000

15/11/201916/11/2019

17/11/201918/11/2019

19/11/201920/11/2019

21/11/2019

Nu

mb

er

of

Veh

icle

s

Date

Vehicle Flow (Channel 2)

7-19 6-22 6-24 0-24

Barry ATC

Channel 2 - Northbound Average Speed Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019


1 41.4 41.6 42.4 42.5 41.0 43.5 40.9 -

2 41.8 40.8 42.5 41.3 36.0 40.9 43.3 -

3 45.9 41.5 42.0 41.8 38.2 41.7 44.2 -

4 43.1 43.2 41.6 40.5 41.1 39.7 39.9 -

5 42.1 39.7 44.8 43.9 42.4 43.9 43.8 -

6 41.0 42.1 41.6 40.3 40.4 40.6 39.5 -

7 39.1 42.0 42.9 38.5 38.1 38.7 38.4 -

8 36.3 40.0 41.8 35.4 35.1 34.8 34.8 -

9 35.5 38.7 40.9 35.6 34.6 34.9 35.4 -

10 36.2 37.5 39.3 36.4 36.2 36.7 36.6 -

11 36.0 36.0 36.9 36.5 35.7 36.2 36.0 -

12 34.9 35.9 36.6 36.2 35.9 35.1 35.8 -

13 34.9 36.1 36.7 35.9 35.8 35.2 35.1 -

14 35.3 35.8 35.7 35.3 35.5 35.2 34.8 -

15 36.1 36.7 36.7 34.9 31.9 36.1 31.9 -

16 31.1 36.0 36.5 34.4 34.8 34.2 34.9 -

17 33.4 34.9 36.6 34.8 34.0 31.6 33.9 -

18 33.3 36.2 37.3 27.2 33.0 33.9 32.8 -

19 35.4 37.7 39.0 35.8 35.7 34.7 35.5 -

20 37.1 38.7 37.8 37.9 37.5 36.9 37.5 -

21 39.3 40.6 40.1 38.6 39.1 38.6 38.8 -

22 39.3 40.6 40.7 39.8 41.0 38.7 39.2 -

23 39.1 41.0 42.1 41.0 40.6 40.3 40.8 -

24 39.4 40.8 41.3 43.1 42.5 43.5 41.8 -

10-12 35.4 35.9 36.7 36.4 35.8 35.6 35.9 -

14-16 33.6 36.4 36.6 34.6 33.3 35.1 33.4 -

0-24 35.5 37.0 37.6 35.5 35.5 35.5 35.4 -

Average 36.0

Channel 2 - Northbound 85th Percentile

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019


1 48.3 48.3 48.7 48.6 48.2 53.6 48.8 -

2 48.5 48.3 48.5 53.3 38.2 48.8 53.3 -

3 66.4 48.2 48.6 43.1 43.3 48.5 53.7 -

4 53.5 48.5 48.2 53.2 48.8 43.2 48.4 -

5 53.4 43.2 48.5 48.1 48.1 48.9 48.8 -

6 48.8 48.6 53.7 43.4 43.5 48.4 43.7 -

7 43.8 48.4 48.8 44.0 43.8 43.3 43.4 -

8 38.7 48.9 48.4 38.5 38.8 38.8 38.1 -

9 38.7 43.5 48.9 38.5 38.3 38.2 38.4 -

10 39.0 43.2 43.7 39.0 39.0 43.4 38.3 -

11 38.3 38.7 43.1 38.2 38.8 38.2 38.7 -

12 38.5 38.7 38.6 38.4 38.7 38.9 38.3 -

13 38.4 38.6 38.7 38.4 38.9 38.6 38.8 -

14 38.7 38.8 38.0 38.3 38.9 38.4 38.2 -

15 38.2 38.2 38.4 38.5 38.4 38.4 38.6 -

16 38.4 38.8 38.4 38.1 38.1 38.9 39.0 -

17 38.5 38.2 38.3 38.5 39.0 38.6 38.2 -

18 38.8 39.0 44.0 39.0 38.8 38.9 38.9 -

19 38.5 43.1 43.8 38.6 38.7 38.5 38.1 -

20 43.4 43.1 43.7 43.9 43.4 43.3 44.0 -

21 43.5 48.8 43.4 43.7 43.0 43.9 43.6 -

22 43.2 48.4 43.7 43.4 48.2 43.3 43.6 -

23 43.6 48.5 48.3 48.7 48.2 48.3 48.9 -

24 43.5 48.1 48.4 53.1 48.5 53.2 48.6 -

10-12 38.7 38.1 38.4 38.8 38.4 38.3 38.2 -

14-16 38.9 38.2 38.9 38.7 38.1 38.0 38.9 -

0-24 38.4 43.0 43.1 38.5 38.3 38.7 38.1 -

85th %ile 39.7

Barry ATC

Channel 2 - Northbound Speed Summary Week 1

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Speed (MPH) Friday Saturday Sunday Monday Tuesday Wednesday Thursday

0-30 918 360 238 881 932 1001 910

31-45 9497 8058 6416 9396 9036 9304 9363

46-60 211 337 344 207 208 238 218

61- 10 5 10 6 4 4 12

TOTAL 10636 8760 7008 10490 10180 10547 10503

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

15/11/2019 16/11/2019 17/11/2019 18/11/2019 19/11/2019 20/11/2019 21/11/2019

Date

Speed Summary (MPH)

0-30 31-45 46-60 61-

Barry ATC

Channel 2 - Northbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL

Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13

15/11/2019

7-19 8187 817 33 9037

6-22 9196 890 39 10125

6-24 9438 906 42 10386

0-24 9657 935 44 10636

16/11/2019

7-19 7072 455 17 7544

6-22 7760 498 20 8278

6-24 7969 510 21 8500

0-24 8202 534 24 8760

17/11/2019

7-19 5676 305 15 5996

6-22 6233 328 17 6578

6-24 6346 335 17 6698

0-24 6634 356 18 7008

18/11/2019

7-19 8125 772 51 8948

6-22 9196 846 56 10098

6-24 9331 853 57 10241

0-24 9548 879 63 10490

19/11/2019

7-19 7792 800 43 8635

6-22 8859 873 51 9783

6-24 9011 882 51 9944

0-24 9216 909 55 10180

20/11/2019

7-19 8162 788 35 8985

6-22 9233 860 37 10130

6-24 9388 864 38 10290

0-24 9619 886 42 10547

21/11/2019

7-19 8141 772 22 8935

6-22 9226 846 27 10099

6-24 9367 853 29 10249

0-24 9595 877 31 10503

Average

7-19 7594 673 31 8297

6-22 8529 734 35 9299

6-24 8693 743 36 9473

0-24 8924 768 40 9732

92%

8%

0%

Total Vehicle Class Distribution