Heritage Gate Heritage Gate, Coed Darcy

Transport Statement

November 18

Applicant: Heritage Gate

Project no: T18.168

Document ref no: T18.168.D1

Document issue date: 30th November 2018

Project name: Heritage Gate, Coed Darcy

Offices at: Unit 9, Oak Tree Court Suite D, 1st Floor Mulberry Drive, 220 High Street Cardiff Gate Business Park, Swansea, Cardiff, CF23 8RS SA1 8PL Tel: 029 2073 2652 Tel: 01792 560535

RMR/OJBS/POC

CONTENTS

1.0 Introduction ...... 1 2.0 Existing situation ...... 3 3.0 Development proposals ...... 10 4.0 Transport characteristics ...... 15 5.0 Potential impact ...... 17 6.0 Conclusion ...... 18

Figures

Figure 2.1 Site location/local highway network Figure 2.2 Local amenities Figure 2.3 Local cycle routes Figure 2.4 Local public transport services Figure 2.5 Map of personal injury collisions

Appendices

Appendix A Proposed site layout

1.0 INTRODUCTION

1.1 Background

1.1.1 Asbri Transport has been appointed by Heritage Gate to produce a Transport Statement (TS) in support of an outline planning application to develop land at Coed Darcy, Llandarcy for residential use for up to 140 residential dwellings.

1.1.2 Coed Darcy is located off junction 43 of the M4 between Swansea, Neath and Port Talbot. The proposed Coed Darcy development is being built on brownfield land vacated by a former oil refinery, the Llandarcy Oil Refinery, owned by BP.

1.1.3 In accordance with Part 1A of The Town and Country Planning (Development Management Procedures) (Wales) (Amended) Order 2016 (DMPO 2016), all major developments are required to be subject of pre-application consultation (PAC), prior to the Planning Application being validated by the Local Planning Authority.

1.1.4 The contents of this TS will be updated post-PAC dependant on statutory consultee and local resident comments to the PAC submission.

1.2 Historic planning

1.2.1 The proposed development is part of a wider Coed Darcy development which will comprise circa 4,000 homes, community facilities, employment space and open space covering 1,300 acres. In addition, four new schools (1 Welsh primary, 2 English primaries and 1 secondary) are planned.

1.2.2 Part of the development proposals includes a new southern access road linking the village to the Fabian Way (A483) into Swansea.

1.2.3 The wider Coed Darcy Urban Village was granted outline planning permission in 2008 and was subject to extensive Transport related reports undertaken by ARUP.

1.2.4 Therefore, the principle of development has been established and the majority of the local transport infrastructure has already been built.

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1.2.5 In addition to the outline consent referred to above, the proposed development site is identified in Neath Port Talbot’s Local Development Plan (LDP) as part of the wider Coed Darcy Strategic Regeneration Area under Policy SRA 1. It is also included within a specific housing land allocation – H1/ LB/4, Area 1, Coed Darcy Urban Village (157 dwellings – 3.8 hectares).

1.2.6 In addition to the above, there have been a number of previous outline planning applications on this site.

1.3 Purpose of the report

1.3.1 The purpose of this report is to detail the likely transport characteristics of the proposed development and identify the potential impact of the proposals on the surrounding transport network. This report also considers the on-site layout regarding parking provision.

1.4 Structure of the report

1.4.1 Following this introductory chapter, the report is structured as follows:

 Section 2 describes the existing transport conditions surrounding the development and reviews personal injury accident data for the study area;  Section 3 outlines the development proposals;  Section 4 considers the likely demand generated by the proposed development;  Section 5 identifies the impact of the development on the surrounding highway network; and,

 Section 6 provides the conclusions of the report.

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2.0 EXISTING SITUATION

2.1 Introduction

2.1.1 In order to assess the impact of the development proposals, it is necessary to establish the conditions that exist within the surrounding transport network. This section of the report therefore describes the current highway network, together with a description of the existing transport infrastructure including: public transport, pedestrian and cycle facilities.

2.2 Site location

2.2.1 The application site, which measures approximately 3.8 hectares, is located in the village of Llandarcy – approximately 4km south-west of Neath.

2.2.2 The site itself is located off junction 43 of the M4 and is part of a wider Coed Darcy regeneration project, bounded by Skewen to the north, the M4 motorway to the east, Llandarcy village to the south and agricultural land to the west.

2.2.3 The location of the site and the local highway network is shown in Figure 2.1.

2.3 Pedestrians and cyclists

Pedestrians

2.3.1 As outlined above, the majority of roads within the vicinity of the site have footways on one or both sides of the carriageway, providing links between the site and surrounding facilities.

2.3.2 To the north of the development site, there is footway present on one or both sides of the carriageway intermittently along Glamorgan Green and Britannic Way, providing safe passage for pedestrians towards local amenities to the north of the site.

2.3.3 To the east of the development site, footway is provided on the western side of the carriageway ensuring pedestrian links to the B4290.

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2.3.4 To the north-east of the site, the point at which Ffordd Coed Darcy and the B4290 merge, a signalised pedestrian crossing is provided, supplying pedestrians with safe crossing facilities across Ffordd Coed Darcy and the B4290 to surrounding facilities.

2.3.5 In addition, there are a number of informal crossing points along the Britannic Way and Ffordd Coed Darcy with dropped kerbs and tactile paving.

2.3.6 The footways are lit and provide safe passage for pedestrians towards the wider areas of Coed Darcy to the north.

2.3.7 The Chartered Institute of Highways and Transportation (CIHT) guidelines for ‘Providing for Journeys on Foot’ indicate that the desirable walking distance for commuting is 500 metres, the acceptable walking distance is 1km, and 2km is the preferred maximum. The desirable walking distance for ‘Elsewhere’ (this includes access to local amenities) is 400m, the acceptable distance is 800m and 1.2km is the preferred maximum.

2.3.8 Research undertaken by WYG published in Local Transport Today edition 13th- 26th October 2017 states the following:

‘Our other research on walking distances to public transport stops has shown the mean walking distance to a bus stop is 580m and 810m the 85thpercentile, notably longer than CIHT’s 400m maximum distance. The average walking distance to a railway station is 1,000m and 1,600m is the 85th percentile, again notably longer than CIHT’s guidance of 800m.’

2.3.9 Figure 2.2 shows any local amenities/facilities that are within walking distance of the site. In addition, Table 2.1 indicates the walking distances to/from the centre of the site to the local amenities/facilities.

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Walking Local amenity/facility distance (m) Sports bar 220m Sports facility 315m Restaurant 420m Hotel 424m Café 437m Industrial estate 490m Table 2.1: Local amenities and facilities

2.3.10 As identified above, there are a number of local amenities within acceptable walking distance of the site.

2.3.11 In addition to the above, as the wider Coed Darcy development is built, more and more local amenities and facilities will located within acceptable walking distance of the site, including schools, employment opportunities, shops and leisure facilities.

2.3.12 Further pedestrian improvements will be made to the local pedestrian provision throughout the build process of the wider Coed Darcy development. These include the following pedestrian enhancements:

 Movement between the site and adjoining communities and within the new neighbourhood will allow the new development to be thoroughly integrated within its surroundings, providing highly sustainable forms of getting from place to place.  The street network will link to the existing road network, the existing surrounding footpath network and the local cycle network.  The development is to be a largely walkable neighbourhood, with main facilities accessible within about 10 minutes’ walk of all homes.  The new development is planned to maintain a cycle zone around the centre. The site is linked to the local cycle network at its boundaries, which in turn is linked to the regional/national Sustrans cycle network.

2.3.13 As such, as the wider Coed Darcy development is built out, pedestrian facilities will be enhanced.

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Cycle routes

2.3.14 Cycling as a mode of travel is ever increasing given the growing trend of recreational cycling and is seen as a key travel shift away from the private car.

2.3.15 National Cycle Route 47 is approximately 1.80km to the east of the development site and runs along the eastern bank of the Neath River, connecting Newport to Fishguard passing through Neath. Cycle infrastructure within the vicinity of the site is shown in Figure 2.3.

2.3.16 As set out above, as the wider Coed Darcy development is built out, wider cycling facilities will be enhanced.

2.4 Public Transport

2.4.1 Llandarcy is served by public transport, with several scheduled bus services connecting Llandarcy with destinations such as Swansea, Brecon and Neath.

2.4.2 The bus services that call at the stops identified above are shown in Table 2.2 and a map of local public transport infrastructure is shown in Figure 2.4.

Route Frequency Route No. (Mon – Sat) Swansea - Banwen 07:45 – 18:19; Hourly 58 Banwen – Swansea 06:40 – 18:31; Hourly Swansea – Glynneath 08:03 – 18:40 X55 Glynneath – Swansea 07:18 – 18:16 Brecon – Swansea 07:18 – 19:30; Hourly T6 Swansea - Brecon 09:46 – 20:47; Hourly Neath – Llandarcy 09:59 – 17:58 155 Llandarcy - Neath 10:06 – 18:06 Swansea – Banwen 07:26 X58 Banwen – Swansea 06:40 – 17:31

Table 2.2: Summary of bus services operating in vicinity of site

2.4.3 As identified in Table 2.2, there are a number of bus services operating in close proximity to the site, with access to a number of bus services per hour within Coed Darcy and to wider areas.

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2.4.4 As part of the development of the wider Coed Darcy development for the whole Coed Darcy site, public transport facilities will increase as the site is developed. The main elements of the proposed bus services are as follows:

 High quality bus route through the Village from M4 Junction 43 to A483 Fabian Way;  Bus priority measures at both north and southern entrances to ensure that the reliability and journey speed of buses are maximised;  Journeys to local areas catered for by diversion of existing local services into the site; and,  Local shuttle services within the site to link with express bus services on the spine road.

2.4.5 In addition, bus services will improve as the wider site is developed, as set out in Table 2.3.

Development Bus service Frequency level 0 – 300 Diversion of service 153/163 Hourly New service 300 – 1250 Neath – Coed Darcy Hourly Swansea – Coed Darcy New service 4 per hour (weekday Neath – Coed Darcy peak) 1250 – 2000 Swansea – Coed Darcy 2 per hour at other times Port Talbot – Coed Darcy 2001 – 4000 As for UDP development As for UDP development

Table 2.2: Summary of bus services operating in vicinity of site

2.4.6 As detailed above, as the wider development progresses the level of bus service provision will increase.

Rail Services

2.4.7 As set out previously, there is no train station within Llandarcy itself. There are, however, a number of train stations located within 3km of the site including Llansamlet, Skewen and Briton Ferry train stations. The closest station is Skewen rail station which is within approximately 2km from the site.

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2.4.8 Skewen station has two platforms and is on the South Wales Main Line, managed by Transport for Wales. The South Wales Main Line provides serving locations along the way such as Cardiff and Swansea.

2.5 Highway Network

2.5.1 The M4 motorway is within 1km of the eastern boundary of the site. The M4 motorway runs from West London to South Wales. The motorway in Wales serves locations such as Newport, Cardiff and Swansea, providing residents travelling by car with links to wider areas of South Wales.

A465

2.5.2 The A465 is a trunk road within 1 km of the site which runs from Llandarcy to Abergavenny providing residents with links to locations such as Merthyr Tydfil and Ebbw Vale along the way.

B4209

2.5.3 The B4290 is a minor road linking the A4230 and the A483 (otherwise known as Fabian Way). The B4290 passes through Jersey Marine, Llandarcy and Skewen.

2.5.4 Locally, the road has an approximate carriageway width of 8m in the vicinity of the site, and pedestrian footways vary in width.

2.5.5 Within Llandarcy, the road is lit and is subject to a 30mph speed limit and there are no traffic calming measures in the vicinity of the proposed development site. The road is traffic calmed through the village of Jersey Marine with a series of traffic islands and one-way priority calming measures.

2.5.6 The wider Coed Darcy development is served via a major signalised crossroad junction with the B4209 which was implemented to serve the wider site. The signalised junction forms a crossroads, with the B4290 forming the southern and eastern arms, Ffordd Coed Darcy from the west and Darcy Business Park to the north.

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2.5.7 Pedestrain crossing facilities are provided across the Ffordd Coed Darcy and B4290 (south) approaches to the junction.

2.6 Highway safety

2.6.1 Personal Injury Collision (PIC) data was obtained from www.Crashmap.co.uk for the most recent five year period available for a study area that spans approximately 400m in each direction from the proposed site access (discussed in more detail in Section 3).

2.6.2 The plot of the collision locations is shown in Figure 2.5 and a summary is presented in Table 2.3 below.

Personal Injuries Year Casualties Fatal Serious Slight 2013 0 0 1 1 2014 0 2 1 3 2015 0 0 1 1 2016 0 0 0 0 2017 0 0 1 2 Total 0 2 4 7 Table 2.3: Collision severity and number of casualties by year

2.6.3 It is evident from Table 2.3 and Figure 2.5 that there have been a total of 6 collisions within the study area resulting in a total of 7 casualties.

2.6.4 It can be seen from Figure 2.5 that none of the incidents occurred at the proposed access junction and that there are no accident clusters. As such, no highway improvements are deemed necessary as part of the development proposals.

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3.0 DEVELOPMENT PROPOSALS

3.1 Land use

3.1.1 As outlined in Chapter 1, it is proposed to develop the site to construct up to 140 residential dwellings, split between 70% private and 30% affordable dwellings.

3.1.2 As stated previously, approval is sought for outline planning permission. As such, details such as the exact number and type of dwellings have not been finalised. The precise level of development will be detailed at the reserved matters stage.

3.1.3 An indicative masterplan of the proposed development is included at Appendix A. The masterplan shows the internal layout of the site and how it works in terms of layout and access for pedestrians, cyclists and vehicles.

3.2 Access

Pedestrians and cyclists

3.2.1 The development fosters a “Streets for all” scheme, which identifies that:

“All streets will be designed in a way that encourages low vehicle speeds and allows them to function as social spaces. The streets will be pedestrian-friendly, and shared surfaces and raised tables will encourage cars to drive slower and more carefully.”

3.2.2 As such, the development has been designed to prioritise the need of pedestrians and cyclists over that of private vehicles.

3.2.3 In addition to the vehicular access points to the site, two dedicated pedestrian access points are provided, located to the north and south of the site, which provide pedestrian links to the wider Coed Darcy Development and the village of Llandarcy itself.

3.2.4 Within the site, secondary and tertiary pedestrian provisions are provided which allow for convenient residential access across the site.

3.2.5 These links provide continuous pedestrian links across the development as well as providing links to the wider pedestrian and cycling network of Llandarcy.

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3.2.6 As set out previously, there are a number of local amenities within walking distance of the site as well as employment opportunities within the industrial park located to the north-east of the proposed development site.

3.2.7 It is reasonable to assume that typical able-bodied people are capable of walking at least 2km for day to day activities. The thrust of current sustainability policy is that there will be an increasing propensity for people to use alternative travel modes to the private car, of which walking is one. People will choose their mode based on their journey purpose, and it is reasonable to conclude that a proportion of journeys undertaken by residents will be on foot.

3.2.8 The propensity for people to walk or cycle depends on individual preferences and circumstances. These circumstances might include, for instance, the purpose of the journey, the attractiveness of, and activity along, the route, the weather, and the cost of alternatives.

3.2.9 The thrust of land use and transport policy is to promote and encourage the choice of walking and cycling above all else where travel needs to occur. Therefore, it is both reasonable to assume that walking is a viable and growing means of travel, and that new development, such as this one, should be designed to promote and encourage it.

3.2.10 As part of the overall sustainable strategy of the site, it is important to consider

journeys made for education purposes. National Statistics suggest that some 48% of all journeys during the morning peak hour are related to education. Of these education trips, travel by car accounts for 44% and 26% of journeys to primary and secondary schools respectively.

3.2.11 As set out previously, the wider Coed Darcy development proposes 4 new schools, which children of the proposed development would frequent. Therefore, the proposed development is ideally located to benefit from the new schools. As such, education journeys from the development will be kept to a minimum due to the close proximity of the new schools to the site.

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3.2.12 In practice, the distance that any individual is likely to choose to walk depends on that individual and the circumstances, but it is fair to assume that over time, given current policies to encourage community, the propensity for individuals to walk, and to walk further, will increase.

3.2.13 As set previously and indicated in Figure 2.2, the site is well located in terms of proximity and easy access, by foot or bicycle, to a number of local facilities and public transport opportunities are offered.

3.2.14 These offerings will be enhanced over time as the wider Coed Darcy development is built out, pedestrian and cycling facilities will be enhanced as detailed in Chapter 2 of this TS.

Primary vehicular access

3.2.15 The development provides three main vehicular access points located on the northern, eastern and southern boundaries of the site.

3.2.16 The northern vehicular access point to the site forms a continuation of the existing Glamorgan Green which then continues in to the site.

3.2.17 The eastern vehicular access to the site forms a continuation of Crown Way which then continues to the site. Additionally, the site access to the east of the site provides a road link to the existing residential development immediately to the east of the site.

3.2.18 The southern vehicular access point to the site forms a continuation of the existing Tank Farm Road which then continues to the site.

3.2.19 All vehicular site access points provide residents with the opportunity to integrate with the wider Coed Darcy Development and the village of Llandarcy itself.

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3.3 Car parking

Parking Standards

3.3.1 As stated previously, approval is sought for outline planning permission. As such, details such as the exact parking numbers have not been finalised. Notwithstanding, parking at the development will be provided in accordance with Neath Port Talbot’s adopted parking standards, Supplementary Planning Guidance: Parking Standards (October 2016) for both residents and visitors.

3.3.2 It has been determined that the proposed development site falls within zone 4 of Neath Port Talbot’s parking standards, which are defined as:

‘The outer edges of the largest towns; suburban locations in towns; the whole of smaller settlements offering a range of local facilities. There is an at least hourly bus service to the town centre and there may also be a railway station in the town. Local facilities include a local centre within 400m walking distance. Some other basic amenities such as a doctor’s surgery are also available within the same walking distance.’

3.3.3 Table 3.2 below outlines the maximum number of car parking spaces based on the adopted standards.

Dwelling type/no. of Parking standard units

1 bed apartment 1 space per bedroom (max 1) 2-bed apartment 1 space per bedroom (max 2) 2-bed house 1 space per bedroom (max 2) 3-bed house 1 space per bedroom (max 3) 4-bed house 1 space per bedroom (max 3)

Table 3.2: Car parking provision

3.3.4 Car parking will be provided in accordance with Neath Port Talbot’s adopted parking standards. It is anticipated that the majority of spaces will be located on- plot or within dedicated parking courts. However, it is envisaged that the majority of visitor spaces will be accommodated on-street.

3.3.5 As the planning application is outline, it is envisaged that the precise level of car parking provision will be detailed at the reserved matters stage.

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3.4 Cycle parking

3.4.1 Cycle parking at the proposed development will be provided in accordance with Neath Port Talbot’s adopted parking standards. Schedule 4 of the cycle parking standards states:

‘All residential developments must be accessible by cycles and cycle storage must be a factor of dwelling design. In appropriate circumstances, convenient communal facilities may be provided.’

3.4.2 As such, cycle Parking is to be provided for all houses and will be incorporated in dwelling design and the secure cycle parking will be provided for the flats incorporated within the layout.

3.5 Travel Plan

3.5.1 The implementation of a development-wide Travel Plan will improve the sustainability of the site through promotion and raising awareness of more sustainable modes of travel. A Travel Plan is a management tool designed to enable the users of a site to make more informed decisions about their travel. It aims to increase the attractiveness of travelling by more sustainable modes thus minimising adverse impacts of travel on the surroundings.

3.5.2 This is achieved by setting out a strategy for eliminating the barriers that prevent users of the site from using sustainable modes, within local policy aims. The Travel Plan will apply to both residents and visitors to the site.

3.5.3 The implementation of a well-designed, and properly managed Travel Plan can lead to an increase in the proportion of residents travelling by more sustainable modes.

3.5.4 A Framework Travel Plan has been prepared for the wider Coed Darcy site and it is envisaged that this site will be incorporated within the wider site Travel Plan which could be secured via a suitably worded planning condition.

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4.0 TRANSPORT CHARACTERISTICS

4.1 Introduction

4.1.1 In order to assess the impact of the site on the existing transport infrastructure, it is necessary to assess the likely level of vehicular trips generated by proposed residential use on the site.

4.1.2 This section of the report, therefore outlines the methodology used to predict traffic generation for the proposed development, and provides an estimate of future trips to/from the development site.

4.1.3 As set out previously the principles of development have been agreed for the wider site and the impact of the development as a whole has been assessed in 2005 ARUP Transport Assessment.

4.1.4 As such, the trip rates agreed for the wider Coed Darcy site have been utilised for this Transport Statement to ensure consistency.

4.2 Trip rates

Residential dwellings

4.2.2 As set out above, the vehicle trip generation rates for up to 140 proposed dwellings have been obtained from the Arup 2005 Transport Assessment, which utilised 50th percentile TRICS trip rates.

4.2.3 The TRICS output from Arups 2005 TA are summarised in Table 4.1 below.

Peak Trip rate Vehicles Period Arrive Depart Total Arrive Depart Total 0800-0900 0.12 0.46 0.58 17 64 81 1700-1800 0.41 0.19 0.60 57 27 84 Table 4.1: Summary of trip rates/vehicular generation – affordable housing

4.2.4 It can be seen from the table above that the proposed housing element of the development is likely to generate 81 vehicles two-way in the AM peak period and 84 vehicles two-way in the PM peak period.

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Wider Coed Darcy development at Coed Dracy

4.2.5 As set out previously, the proposed development is for up to 140 residential dwellings which is a very small proportion of the wider Coed Darcy development which will comprise circa 4,000 homes, community facilities, employment space and open space covering 1,300 acres. In addition, four new schools (1 Welsh primary, 2 English primaries and 1 secondary) are planned.

4.2.6 As detailed in Arup’s 2005 TA, the consented wider Coed Darcy development is predicted to generate the level of trips set out in Table 4.2.

Peak Period AM PM Arrive Depart Total Arrive Depart Total Residential 258 989 1247 882 409 1291 Office 87 11 98 11 71 82 Light industrial 58 15 73 18 90 108 Retail 119 90 209 227 266 493 Commercial 109 83 192 209 245 454 Primary school 247 207 454 15 22 37 Secondary school 0 0 0 0 0 0 Totals 876 1394 2270 1361 1103 2464 Table 4.2: Summary of vehicular generation – wider Coed Darcy development

4.2.7 It can be seen from the table above that the wider Coed Darcy development is predicted to generate 2270 vehicles two-way in the AM peak period and 2464 vehicles two-way in the PM peak period.

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5.0 POTENTIAL IMPACT

5.1 Introduction

5.1.1 This section of the report investigates the development proposals potential impact on the surrounding network in light of the previous uses on site.

5.1.2 As set out previously the impact of the development as a whole has been assessed in 2005 ARUP Transport Assessment for the entire Coed Darcy development. As such, the impact of the development proposals have been previously agreed.

5.1.3 The impact of up to 140 residential dwellings has been assessed against the development as a whole in order to determine the impact the development in question has on the wider road network.

5.2 Potential impact

Vehicular impact

5.2.1 It is envisaged that the proposed development with have a marginal impact on the local highway network during the AM and PM peak hour periods, or throughout the course of the day.

5.2.2 As set out previously, it is estimated that the proposed development could generate up to 81 vehicle movements (two-way) in the AM peak and 84 vehicle movements (two-way) in the PM peak period.

5.2.3 In terms of impact on the wider Coed Darcy development, the proposed development of 140 residential units will have a 3.6% and 3.4% impact during the AM and PM peak periods respectively on the consented wider Coed Darcy development.

5.2.4 As such, it is considered that this level of traffic generation will have a marginal impact on the performance of the local highway network or at those junctions assessed in Arups 2005 TA for the wider Coed Darcy development as a whole. Therefore, no further junction analysis has been undertaken.

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6.0 CONCLUSION

6.1 Summary

6.1.1 Asbri Transport has been appointed by Heritage Gate to produce a Transport Statement report in support of an outline planning application to develop land at Coed Darcy, Llandarcy for residential use for up to 140 residential dwellings.

6.1.2 The proposed development is part of a wider Coed Darcy development which will comprise circa 4,000 homes, community facilities, employment space and open space covering 1,300 acres. In addition, four new schools (1 Welsh primary, 2 English primaries and 1 secondary) are planned.

6.1.3 The wider Coed Darcy Urban Village was granted outline planning permission in 2008 and was subject to extensive Transport related reports undertaken by Arup.

6.1.4 The proposed development fosters a ‘Streets for all’ approach, which has been designed in a way that encourages low vehicle speeds and allows them to function as social spaces. The streets will be pedestrian-friendly with shared surfaces and raised tables to encourage cars to drive slower and more carefully, prioritising the needs of pedestrians and cyclists over that of vehicles.

6.1.5 In conjunction with the vehicular access points to the site, two dedicated pedestrian access points are provided, located to the north and south of the site, which provide pedestrians with links to the wider Coed Darcy Development and the village of Llandarcy itself.

6.1.6 Within the site, secondary and tertiary pedestrian provisions are provided which allow for convenient residential access.

6.1.7 An analysis of the local highway network, including provision for pedestrian, cyclist and public transport movement has been undertaken, and concluded that there are opportunities for residents of the proposed development to undertake trips by alternative modes of travel to the private car and that the site is closely situated to existing bus services and local amenities.

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6.1.8 It should also be noted that as part of the development of the wider Coed Darcy development for the whole Coed Darcy site, walking, cycling and public transport facilities will increase as the site is developed.

6.1.9 The development provides three main vehicular access points located on the northern, eastern and southern boundaries of the site.

6.1.10 The northern vehicular access point to the site forms a continuation of the existing Glamorgan Green which then continues in to the site.

6.1.11 The eastern vehicular access to the site forms a continuation of the existing crown way which then continues to the site. Additionally, the site access to the east of the site provides a road link with an existing residential development immediately to the east of the site.

6.1.12 The southern vehicular access point to the site forms a continuation of the existing Tank Farm Road which then continues to the site.

6.1.13 All vehicular site access points provide residents with the opportunity to integrate the wider Coed Darcy Development and the village of Llandarcy itself.

6.1.14 Car parking and cycle parking will be provided for the development in accordance with Neath Port Talbot’s adopted parking standards.

6.1.15 It is estimated that the proposed development could generate up to 81 vehicle movements (two-way) in the AM peak period and up to 84 vehicle movements (two-way) during the PM peak period.

6.1.16 In terms of impact on the wider Coed Darcy development, the proposed development of 140 residential units will have a 3.6% and 3.4% impact during the AM and PM peak periods respectively on the consented wider Coed Darcy development.

6.1.17 It is envisaged that the proposed development with have a marginal impact on the performance of the local highway network or at those junctions assessed in Arups 2005 TA for the wider Coed Darcy development as a whole.

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6.2 Conclusion

6.2.1 In conclusion, it is considered that this development is appropriate and acceptable in traffic and transport terms. It is considered that the traffic movements associated with the development proposals could be accommodated on the highway network and will not have a detrimental impact on the free flow of traffic due to the existing volumes of traffic using the local highway network.

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A465

B4290

KEY

Site location Motorways M4 Main Roads Secondary Roads