North East (West of Pontprennau) Environmental Impact Assessment Outline Planning Application Volume 1: Main Text Chapter 5: Transport Taylor Wimpey and NECLC

CONTENTS

5.1 INTRODUCTION ...... 3

5.2 ASSESSMENT METHODOLOGY ...... 4 Scope ...... 4 Data Sources ...... 4 Assessment Scenarios ...... 5 Sensitive Receptors ...... 6 Assessment Approach ...... 7 Significance Criteria ...... 7 Quantitate vs Qualitative Assessments ...... 8 Assumptions, Uncertainties and Limitations ...... 8

5.3 RELEVANT POLICY ...... 10 Introduction ...... 10 National Policy and Guidance ...... 10 Planning Policy (PPW) ...... 10 Technical Advice Notes 18 (Transport) ...... 11 The Wales Transport Strategy (2008) ...... 12 Wales National Transport Plan (March 2010) ...... 12 The Wales Transport Strategy (2008) ...... 13 Manual for Streets / Manual for Streets 2 ...... 14 Building Sustainable Transport Into New Developments: A Menu of Options for Growth Points and Eco-Towns ...... 14 Active Travel (Wales) Act 2013 ...... 15 Active Travel (Wales) Act 2013 Design Guidance ...... 15 The Wellbeing of Future Generations (Wales) Act (2015) ...... 16 Regional Policy and Guidance ...... 16 South East Wales Transport Alliance Regional Transport Plan (March 2010) .. 16 PLP3 ...... 17 PLP4 ...... 17 PLP5 ...... 17 Local Policy and Guidance ...... 17 Cardiff Local Transport Plan (2015-2020) ...... 17 Cardiff Local Development Plan 2006-2026 (January 2016) ...... 18 Growing to meet future needs ...... 18 Sustainable transportation solutions ...... 18 Bringing forward new infrastructure ...... 18 Cardiff Cycling Strategy 2016-2026 ...... 20 Cardiff’s Transport and Clean Air Green Paper: ‘Changing How We Move Around A Growing City’ ...... 21 Cardiff’s Draft Transport Strategy ...... 21 Managing Transportation Impacts (Incorporating parking Standards) (July 2017) ...... 22 Cardiff Residential Design Guidance (January 2017) ...... 24 Cardiff Green Infrastructure (November 2017) ...... 24

5.4 BASELINE CONDITIONS ...... 26 Introduction ...... 26 Establishment of Baseline Conditions ...... 26 Pedestrian Provision ...... 27 Road ...... 27 / Parkwall Road ...... 27

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North East Cardiff (West of Pontprennau) Environmental Impact Assessment Outline Planning Application Volume 1: Main Text Chapter 5: Transport Taylor Wimpey and NECLC

Ty-Draw Road ...... 27 Public Rights of Way...... 28 Cycling Provision ...... 29 Lisvane Road ...... 29 St Mellons Road ...... 29 Parkwall Road ...... 29 Ty-Draw Road ...... 30 Cycling Network ...... 30 Nextbike ...... 32 Bus Provision ...... 32 Rail Provision ...... 33 Highway Network ...... 33 Local Highway Network ...... 33 Wider Highway Network ...... 33 Baseline Traffic Flows ...... 33 Future Baseline Traffic Flows ...... 34 Personal Injury Collision Data ...... 35

5.5 POTENTIAL EFFECTS ...... 36 Construction Stage ...... 36 Post-Completion Stage ...... 38

5.6 MITIGATION MEASURES ...... 46 Construction Stage ...... 46 Post-Completion Stage ...... 46 Pedestrian and Cycling Mitigation ...... 46 Bus Mitigation ...... 47 Bus Gates and Bus Priority ...... 48 Train Mitigation ...... 49 Highway Network Mitigation ...... 49 Summary ...... 50

5.7 RESIDUAL EFFECTS ...... 51 Construction Stage ...... 51 Post-Completion Stage ...... 51 Severance ...... 51 Driver Delay ...... 51 Pedestrian Delay ...... 52 Pedestrian Amenity ...... 52 Fear and Intimidation ...... 52 Accidents and Safety ...... 52 Hazardous Loads ...... 52 Other Impacts ...... 53 Summary of effects ...... 54

5.8 CUMULATIVE EFFECTS ...... 55

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North East Cardiff (West of Pontprennau) Environmental Impact Assessment Outline Planning Application Volume 1: Main Text Chapter 5: Transport Taylor Wimpey and NECLC

5.1 INTRODUCTION

5.1.1 This Chapter of the ES considers the nature and significance of the transport related impacts and the likely residual effects of the Proposed Development during both the construction and operational phases. 5.1.2 More specifically, this Chapter sets out: • The assessment methodology used to assess the impacts. • Likely Proposed Development impacts arising during both the construction and operational periods. • A summary of relevant planning policy. • An overview of the baseline transport conditions in the vicinity of the site. • The potential effects of the Proposed Development during construction and operation. • The mitigation measures proposed in conjunction with the Proposed Development. • The likely residual effects of the Proposed Development during construction and operation. • The likely cumulative effects associated with the wider North-East Cardiff proposals. 5.1.3 The proposed scope draws upon the guidance set out in the following documents:

• Guidelines for Environmental Impact Assessment, IEMA, 2004. • Guidelines for the Environmental Assessment of Road Traffic, IEMA,1993. • Town and Country Planning (Environmental Impact Assessment) (Wales) Regulations, National Assembly for Wales, 2017. 5.1.4 This Chapter should be read in conjunction with the Transport Assessment which accompanies the planning application (appendix 5.1).

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5.2 ASSESSMENT METHODOLOGY

Scope

5.2.1 The assessment of the likely impacts of the Proposed Development upon the local transport network has been provided in line with feedback received from Highways Officers following a series of pre-application meetings. 5.2.2 Full details of the assessment methodologies are provided in the Transport Assessment which accompanies the planning application. 5.2.3 The Proposed Development is proposed to be implemented in Phases, as follows: • Phase 1 – comprises the delivery of residential uses. • Phase 2 – comprises the delivery of residential, employment and educational uses. • Phase 3 – comprises the delivery of residential and educational uses, and a new district centre. • Phase 4 – comprises the delivery of residential uses. • Phase 5 – comprises the delivery of residential and employment uses. 5.2.4 The timeframes for build-out of the above Phases extends to 2035. For robustness we have assumed this year in our assessment.

Data Sources

5.2.2 In order to assess the impacts of the Proposed Development on the local network, baseline data has been obtained as follows: • Traffic Surveys have been undertaken to ascertain existing baseline traffic flows on the local highway network. • Tempro Growth Factors have been applied to determine future baseline traffic flows. • Traffic Flows associated with the Churchlands committed development have been accounted for. • Proposed Development trips have been derived based on comparable sites contained within the TRICS data. Census 2011 data has also been used to determine modal splits. • Traffic Accident data has been reviewed. 5.2.3 In terms of the Traffic Surveys, Manual Classified Counts (MCC’s) were undertaken at the following locations:

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• M4 Junction 30. • A4232 / A48 Grade Separated Junction. • A4232 / Heol Pontprennau Roundabout. • Heol Pontprennau / Dering Road. • B42562 St Mellons Road / Heol Glandulais Roundabout. • Ty-Draw Road / Road. 5.2.4 In addition to the above, Automatic Traffic Counts (ATCs) were also conducted in the following locations: • Pentwyn Link Road. • B4562 St Mellons Road. • Ty-Draw Road. • Lisvane Road. • B4562 St Mellons Road near Heol Glandulais.

Assessment Scenarios

5.2.5 The assessment scenarios are consistent with those considered in the Transport Assessment, and reflect those which have been discussed and agreed with Cardiff Council. • Existing / Surveyed (2018) – used to calibrate and validate junction capacity models • Do Minimum / Future Base plus Cumulative (2035) – This will include the existing / surveyed data plus any changes which are committed to take place to existing conditions by the future design year(s). • Do Something / Future Base plus Cumulative plus Development (2035) – this will include the do minimum / future base plus cumulative data minus any uses being replaced on the Proposed Development plus the Proposed Development in the future design year(s).

5.2.6 The nearby (cumulative) developments and changes which are included in the Do Minimum / Future Base plus Cumulative scenarios include traffic flows associated with the Churchlands committed development. Further cumulative impacts are accounted for by the implementation of Tempro growth factors to the existing / surveyed flows.

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Sensitive Receptors

5.2.7 The following Sensitive Receptors (locations) have been selected for the assessment, on the basis that they are considered the most susceptible to change resulting from the Proposed Development: • A469 Road. • Lisvane Road. • Fidlas Road. • Station Road. • Ty-Draw Road. • Pentwyn Road. • Gwern-Rhuddi Road. • Croescadarn Road. • A48 Eastbound On-slip. • A48 Westbound Off-slip. • A48 Westbound On-slip. • A48 Eastbound Off-slip. • A4232 Pentwyn Link Road South. • Heol Pontprennau. • St Mellons Road. • M4 Eastbound On-slip. • M4 Westbound Off-slip. • A4232 Pentwyn Link Road North. • M4 Westbound On-slip. • M4 Eastbound Off-slip.

5.2.8 In addition to the above receptors, as per the Transport Assessment, consideration has been given to the impacts at the following junctions on the network:

• M4 Junction 30. • A48 Eastern Avenue / A4232 Pentwyn Link Road. • A4232 Pentwyn Link Road / Heol Pontprennau. • Heol Pontprennau / Heol Glaslyn / Dering Road. • Fidlas Road / Station Road priority junction. • Ty-Draw Road priority junction. • Pentwyn Road / Croescadarn Road three-arm mini-roundabout.

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Assessment Approach

5.2.9 Consideration will be given to the effects indicated below during the construction and operational phases of the Proposed Development, in accordance with the IEMA Guidelines: • Severance. • Driver Delay. • Pedestrian Delay. • Pedestrian Amenity. • Fear and Intimidation. • Accidents and Safety. • Hazardous Loads.

5.2.10 The transport and access assessment has been undertaken to: • Define suitable points of impact on the local road network. • Establish baseline traffic levels. • Establish development traffic. • Establish the increases in traffic due to the development. • Measure the impact of the traffic increases against the defined criteria.

Significance Criteria

5.2.11 The assessment of potential effects as a result of the Proposed Development has taken into account both the construction and operational phases. The significance level attributed to each effect has been assessed based on the magnitude of change due to the Proposed Development and the sensitivity of the affected receptor / receiving environment to change. Magnitude of change and the sensitivity of the affected receptor / receiving environment are both assessed on a scale of high, medium, low and negligible as detailed in Table 5-1.

Table 5-1: Magnitude and Sensitivity of Effects

SENSITIVITY MAGNITUDE High Medium Low Negligible Major to Moderate Large Major Minor Moderate to Minor Major to Moderate Moderate Minor Negligible Moderate

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Moderate Minor to Small Minor Negligible to Minor Negligible Negligible Minor Negligible Negligible Negligible

5.2.12 The criteria used to determine the 'significance' of any change in baseline traffic levels have been defined qualitatively using professional judgement and best practice guidance.

5.2.13 The criteria used to assess the magnitude and significance of the effects of Severance has been taken from the guidance in the IEMA Guidelines and set out below: • High effect; + or - 90%+ change in baseline condition. • Medium effect; + or - 60%+ change in baseline condition. • Low effect; + or - 30%+ change in baseline condition. • Negligible effect; less than 30% change in baseline condition.

5.2.14 Whether the effect is positive or negative will depend upon the specific impact. An increase in traffic flow or delay would be seen to be negative, but an increase in pedestrian flow would be seen to be positive.

Quantitate vs Qualitative Assessments

5.2.15 Where baseline data exists, consideration has been given to the potential quantitative impacts of the proposals (i.e. change in traffic volumes). The Sensitivity and Magnitude of Change has been considered based on a review of the nature, character and activity of each receptor.

5.2.16 Qualitative assessments have been undertaken through applying professional judgment to consider anticipated changes in the context of prevailing baseline conditions defined by relevant data sources considered in the Transport Assessment. For each potential effect considered qualitatively, a judgement will be made with regards to the Sensitivity of each Receptor and the Magnitude of Change arising. This will define the magnitude of Significance.

Assumptions, Uncertainties and Limitations

5.2.17 To ensure transparency within the IEMA process, the following limitations and assumptions have been identified:

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• The assessment has been completed based on the indicative development layout drawings presented in the Development Framework Plan (Version K). • The works undertaken to prepare this assessment comprise a study of available and documented information (at the time of writing) from a variety of sources (including the Applicant) and inspection of the correspondence with relevant authorities and other interested parties. • It should be noted that any risks identified in this report are perceived risks based on the information reviewed, predominantly desk based information. • It is assumed that construction works will be undertaken in accordance with industry best-practice and regulatory requirements and that a Construction Environmental Management Plan (CEMP) will be in place to manage environmental risks.

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5.3 RELEVANT POLICY

Introduction

5.3.1 In assessing the acceptability of the Proposed Development, consideration has been given to the following key policy areas:

• National Planning Policy. • Development Planning Policy. • Other Key Considerations.

National Policy and Guidance

Planning Policy Wales (PPW)

5.3.2 The Wales Planning Policy (WPP) sets out the planning policies of the . Chapter 8 of the document is specifically based on Transport Policy. Within Chapter 8 it is stated that the Welsh Government aims to extend choice in transport and secure accessibility in a way which supports sustainable development and helps to tackle the causes of climate change. 5.3.3 Chapter 8 also states that this aim will be achieved by encouraging a more effective and efficient transport system, with greater use of more sustainable and healthy forms of travel, and minimising the need to travel. The chapter also notes that integration between the following elements is key to achieving this aim:

• Integration within and between different types of transport. • Integration between transport measures and land use planning. • Integration between transport measures and policies to protect and improve the environment. • Integration between transport measures and policies for education, health, social inclusion and wealth creation.

5.3.4 The WPP’s principles with regard to land use planning are outlined as:

• Reducing the need to travel, especially by private car, by locating development where there is good access by public transport, walking and cycling. • Locating development near other related uses to encourage multi-purpose trips and reduce the length of journeys.

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• Improving accessibility by walking, cycling and public transport. • Ensuring that transport is accessible to all, taking into account the needs of disabled and other less mobile people. • Promoting walking and cycling. • Supporting the provision of high quality public transport. • Supporting traffic management measures. • Promoting sustainable transport options for freight and commerce. • Supporting sustainable travel options in rural areas. • Supporting necessary infrastructure improvements. • Ensuring that, as far as possible, transport infrastructure does not contribute to land take, urban sprawl or neighbourhood severance.

5.3.5 Chapter 9 (Housing) of the WPP endorses these principles by stating that new residential development should be made easily accessible by public transport, walking and cycling.

Technical Advice Notes 18 (Transport)

5.3.6 Technical Advice Note 18 (TAN 18) elaborates on the relationship between land use planning and transport infrastructure by outlining a range of key accessibility principles that should inform future patterns of development. It promotes the overall integration of transport in the following ways: • Integration of transport and land use planning. • Integration between different types of transport. • Integration of transport policy with policies for the environment, education, social justice, health, economic development and wealth creation.

5.3.7 The Advice Note states that new residential developments are favoured which are located near jobs, shops and services and are accessible by modes other than the car. 5.3.8 The Advice Note specifies that development plans should prioritise the following elements: • Promote housing development at locations with good access by walking and cycling to primary and secondary schools and public transport stops, and by all modes to employment, further and higher education, services, shopping and leisure, or where such access will be provided as part of the scheme or is a firm proposal in the Regional Travel Plan.

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• Ensure that significant new housing schemes contain ancillary uses including local shops, and services and, where appropriate, local employment. • Include policies and standards on densities, and parking to achieve higher residential densities in places with good public transport accessibility and capacity. • Encourage residential layouts that incorporate traffic management proposals such as home zones, calming measures and 20 mph zones and where appropriate, layouts that allow public transport to pass through easily. • Require layouts and densities, which maximise the opportunity for residents to walk and cycle to local facilities and public transport stops.

The Wales Transport Strategy (2008)

5.3.9 The Wales Transport Strategy (WTS) identifies a range of goals that should be achieved over the long term. These include the need for improved connectivity and reliability across networks. The WTS has identified the following key principles as critical to the future transport agenda:

• Achieving a more effective and efficient transport system. • Achieving greater use of the most sustainable and healthy forms of travel. • Minimising demands on the transport system. • Reducing the impact of transport on greenhouse gas emissions. 5.3.10 The goal of the strategy is “to promote sustainable transport networks that safeguard the environment while strengthening our economic and social life. Our transport strategy identifies a series of high-level outcomes and sets out the steps for their delivery.”

5.3.11 The strategy also intends to reduce the demands on the existing transport system by “encouraging home-working and tele-conferencing as well as the full integration of sustainable modes of transport into developments.”

Wales National Transport Plan (March 2010)

5.3.12 The National Transport Plan (NTP) seeks to deliver the aims and objectives of the Wales Transport Strategy. It focuses on the need for integrated transport as a way of enabling people and freight to travel more efficiently and sustainably. The NTP includes a range of aims that are intended to maximise the benefits associated with improving transport and reducing the reliance on the private car and encouraging sustainable travel choices.

5.3.13 The aims of the NTP are:

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• To continue to establish sustainable travel centres across Wales. • To improve the planning and policy development processes to ensure stronger integration between transport and key services/facilities. • To make it easier for people to be less reliant on the private car and to use public transport, walking and cycling more frequently. • To improve the quality and integration of local bus services. • To improve the provision of, and access to, rail services, including improvements for disabled people and vulnerable users. • To enable people to access key sites and services more sustainably, particularly where access is currently difficult. • To operate, improve and maintain the trunk road network to meet our statutory obligations and deliver our strategic objectives. • To continue to improve the safety of the road network, with special emphasis on reducing casualty rates of vulnerable users. • To improve the sustainability of freight movements, including supporting the modal shift of freight from road to rail where environmental, economic and social benefits can be achieved. • Use sustainable construction and maintenance methods to reduce the environmental effects of the transport infrastructure for which we are responsible. 5.3.14 The NTP outlines two aims that are specifically relevant to the east-west corridor in South Wales, being:

• To improve the reliability, quality and frequency of east‐west rail in South Wales. • To improve reliability, journey times and safety along the east‐west road corridor in South Wales.

The Wales Transport Strategy (2008)

5.3.15 The Wales Transport Strategy (WTS) identifies a range of goals that should be achieved over the long term. These include the need for improved connectivity and reliability across networks. The WTS has identified the following key principles as critical to the future transport agenda:

• Achieving a more effective and efficient transport system. • Achieving greater use of the most sustainable and healthy forms of travel. • Minimising demands on the transport system. • Reducing the impact of transport on greenhouse gas emissions.

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5.3.16 The goal of the strategy is “to promote sustainable transport networks that safeguard the environment while strengthening our economic and social life. Our transport strategy identifies a series of high-level outcomes and sets out the steps for their delivery.”

5.3.17 The strategy also intends to reduce the demands on the existing transport system by “encouraging home-working and tele-conferencing as well as the full integration of sustainable modes of transport into developments.”

Manual for Streets / Manual for Streets 2

5.3.18 The Department for Transport ‘Manual for Streets’ outlines the key principles underpinning sustainable street design which promote active modes of travel, and promote streets characterised by light volumes of calmed traffic. The document states the following in its outset:

“Streets should not be designed just to accommodate the movement of motor vehicles. It is important that designers place a high priority on meeting the needs of pedestrians, cyclists and public transport users, so that growth in these modes of travel is encouraged.” 5.3.19 ‘Manual for Streets 2’ (MfS2) focuses on the wider application of the principles outlined in Manual for Streets. In its outset, MfS2 outlines the benefits of delivering appropriate provision for sustainable modes of transport:

“Making appropriate provision for road-based public transport, cycling and walking can help to encourage modal shift from the private car, and so contribute to the sustainability and health agendas. Enhancing street environments through a high quality public realm incorporating local materials and historic street features, removal of clutter and pedestrian barriers, use of shared space where appropriate and enhanced street lighting can help to stimulate local economic activity, reduce street crime and encourage a sense of local ; this in turn encourages more local, shorter distance travel on foot or by cycle.”

Building Sustainable Transport Into New Developments: A Menu of Options for Growth Points and Eco-Towns

5.3.20 The guidance, produced by The Department for Transport, sets out guidance on how to incorporate effective sustainable transport systems into the construction of new developments, from the planning to the implementation stage. It is supplementary to the Homes for the Future (July 2017) plan, which outlines the government plans to increase housing growth, as it sets out the process in which transport networks should be developed in eco-towns and growth points.

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5.3.21 The guidance follows the same general principles outlined in Manual for Streets, with a focus placed on active modes over the needs of the private vehicle user. It sets out a “menu” of sustainable transport options; which covers ‘the promotion of walking and cycling; reducing car usage; providing access to public transport; and how to accommodate for goods and emergency vehicles’. Within each element there is an example of good practice alongside general principles to adhere to when planning infrastructure for the given area.

5.3.22 The document outlines that funding for sustainable transport can come from a number of streams, identifying that both public and private investment streams can be used to create high-quality sustainable transport networks. It also recognises that schemes should be monitored over an agreed period to measure success and initiate remedial measures where needed.

Active Travel (Wales) Act 2013

5.3.23 The Active Travel (Wales) Act, enshrined in legislation in 2013 and enforced in September 2014, requires the Government and local authorities in Wales to actively promote and provide for walking & cycling as a mode of transport. By doing this the Welsh Government hopes that the benefits of using active travel modes would be realised by individuals and society across Wales, paving the way for a lasting transformation on how walking, cycling and wider transport infrastructure is built.

5.3.24 To achieve the aims of the Act, highways authorities have been given new duties to consider the needs of walkers and cyclists and make better provision for them. This will be monitored by producing maps of walking and cycling routes across all authorities in Wales which show existing routes, which must be safe and suitable for active travel, and routes which are aspirational over a specified timescale. This will be met by a programme of funding from the Welsh Government and the Local Transport Fund (LTF) to deliver Safe Routes in Communities (SRIC) programme and increase the Active Travel allocation.

Active Travel (Wales) Act 2013 Design Guidance

5.3.25 The document is statutory audience published under the Active Travel (Wales) Act. It provides advice on the planning, design, construction and maintenance of active travel networks and infrastructure for all involved bodies, including use by the general public during the consultation phase of a proposed scheme. The document reiterates the aims on the Act and outlines the new and amended powers and duties available to highways authorise across Wales. It also draws together best practices of

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infrastructure design, providing examples of innovative techniques, and provides comprehensive guidance on how to provide high-quality active travel infrastructure.

The Wellbeing of Future Generations (Wales) Act (2015)

5.3.26 This act is aimed at improving the social, economic, environmental and cultural well- being of the nation, both now and into the long-term future. It requires 44 categories of public bodies, including Welsh Ministers and local authorities to think about the long-term, work better with people and communities and each other, which will prevent problems and create a more collaborative working culture. The law will ensure that the public sector gives current and future generations a good quality of life by considering the long-term impact of any decisions they make, with an importance placed on creating attractive, viable, safe and well-connected communities.

5.3.27 To accomplish this, the Act sets out seven well-being goals – these are: A globally responsible Wales, A prosperous Wales, A resilient Wales, A healthier Wales, A more equal Wales, A Wales of cohesive communities, and A Wales of vibrant culture and thriving .

5.3.28 To achieve the well-being goals, the act outlines that a sustainable approach to development must be adopted to improve the economic, social and cultural wellbeing in Wales. The act also states that the process must be transparent, which will be achieved through annual reporting, producing well-being statements and responding to a future generations commissioner, highlighting to people and communities that public bodies are making progress towards achieving their well-being goals.

Regional Policy and Guidance

South East Wales Transport Alliance Regional Transport Plan (March 2010)

5.3.29 The Regional Transport Plan (RTSKYPEP), prepared by the South East Wales Transport Alliance (SEWTA), provides the regional framework from which to deliver the objectives of the Wales Spatial Plan (WSP).

5.3.30 The RTP is based on the following key goals:

• Develop the economy through improving connectivity for business and freight, making transport more effective and efficient, providing access to employment, education, shopping and leisure, and by improving transport integration. • Promote social inclusion and equality by providing a transport system that is safe, accessible and affordable to all sections of the community.

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• Protect the environment by minimising transport emissions and consumption of resources and energy, by promoting walking cycling, quality public transport, modal shift and minimising the demand on the transport system.

5.3.31 Chapter 4 of the RTP states that the following planning policies for new development are expected to play an important role in improving the transport network.

PLP3

5.3.32 SEWTA will seek to ensure that Local Development Plans, supplementary planning guidance and development control processes establish a pattern of land use that reduces the need to travel and maximises the potential for sustainable transport infrastructure and services (including car-free housing developments), secure contributions towards improvements to the transport network and ensure that all significant development proposals are accompanied by effective travel plans’.

PLP4

5.3.33 SEWTA opposes land use proposals which will adversely affect transport networks or which will conflict with the objectives, policies and proposals of the RTP.

PLP5

5.3.34 SEWTA supports the transport elements of regeneration and development programmes where they are to the benefit of RTP objectives, make provision for pedestrians, cyclists and public transport and do not adversely affect the operations of the highway network.

Local Policy and Guidance

Cardiff Local Transport Plan (2015-2020)

5.3.35 The Cardiff Local Transport Plan (2015-2020) identifies the key transport issues relevant to Cardiff, the high-level interventions needed to address these and the specific priorities for the local authority to deliver in the plan period. The Local Transport Plan (LTP) also outlines the Council’s medium and longer-term aspirations up to 2030.

5.3.36 The LTP specifies that the following interventions will be prioritised:

• Schemes which support and complement the delivery of the Cardiff Capital Region Metro.

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• Bus corridor developments which improve journey times and journey time reliability. • Passenger facilities which are attractive, convenient and comfortable for users. • Schemes which facilitate easy interchange between transport modes and services. • Development of active travel networks to increase walking and cycling for local journeys. • Schemes which reduce road casualties and make travel by active modes easier, safer and more attractive.

Cardiff Local Development Plan 2006-2026 (January 2016)

5.3.37 The Local Development Plan (LDP) provides the strategy and policy framework for the development and conservation of Cardiff for the 20 year period from 2006 to 2026. The plan is used by Cardiff Council to guide and control development.

5.3.38 The LDP strategy comprises of a number of key elements, such as:

Growing to meet future needs

5.3.39 Delivering 40,000 new jobs and 41,100 dwellings over the plan period.

Sustainable transportation solutions

5.3.40 Responding to the challenges associated with new development by setting out an approach aimed at minimising car travel, maximising access by sustainable transportation and improving connectivity between Cardiff and the wider region. The LDP aims to secure a modal split of 50% car and 50% non-car modes.

Bringing forward new infrastructure

5.3.41 The LPD sets out an approach which requires the timely provision of new infrastructure including community facilities, transportation and other services.

5.3.42 Delivery of the strategy is dependent on the provision of new homes and jobs. The key strategy sites are identified in Policy KP2. Land to the North-east of Cardiff (west of Pontprennau) is marked as a site suitable for a comprehensive development of approximately 6,000 dwellings, employment and other community uses.

5.3.43 Policy KP4 of the LDP outlines the masterplanning approach and key principles for major developments. These principles include:

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• Dedicated sustainable transport corridors including provision for public transport, cycling and walking which will form key elements of the overall master plan and effectively link into the wider network. • Walking, cycling and public transport will be attractive, practical and convenient travel choices for all. • Development schemes that are planned in a comprehensive an integrated manner reflecting partnership working and setting out the phasing of development along with a timely provision of supporting infrastructure. • High density residential and mixed-use development is focused along public transport corridors and in neighbourhood centres with lower densities provided elsewhere to deliver an overall range and choice to meet different needs. 5.3.44 Policy KP8 of the LDP outlines the sustainable transport solutions for Cardiff. The policy notes that developments in Cardiff should be integrated with transport infrastructure in order to:

• Achieve the target of a 50:50 modal split between journeys by car and journeys by walking, cycling and public transport. • Reduce travel demand and dependence on the car. • Enable and maximise use of sustainable and active modes of transport. • Provide for people with particular access and mobility requirements. • Improve safety for all travellers. 5.3.45 Policy T1 of the LDP states that the Council will support developments which incorporate the following walking and cycling elements:

• High quality, sustainable design which makes a positive contribution to the distinctiveness of communities and places. • Permeable and legible networks of safe, convenient and attractive walking and cycling routes. • Connections and extensions to the Cardiff Strategic Cycle Network and routes forming part of the Cardiff Walkable Neighbourhoods Plan. • Measures to minimise vehicle speed and give priority to pedestrians and cyclists. • Safe, convenient and attractive walking and cycling connections to existing developments, neighbourhoods, jobs and services. • Infrastructure designed in accordance with standards of good practice including the Council’s Cycling Design Guide.

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5.3.46 Policy C8 of the LDP states that new and improved schools will be provided to meet existing and future educational needs. Policy C9 notes that new educational facilities should be easily accessible by sustainable transport modes.

Cardiff Cycling Strategy 2016-2026

5.3.47 The strategy sets out Cardiff City Councils vision for cycling over the 10-year plan period, and how cycling with help Cardiff achieve its vison of becoming the most liveable city in Europe. This is summarised in an overarching vision to ‘develop Cardiff into a city where cycling is a normal, practical and safe choice for short trips for all people of all ages and abilities, and to double the number of cycle trips in the city by 2026’. This vision will be achieved by implementing the following key actions.

• Make a step change in the integration of cycling into transport planning and urban space. • Provide infrastructure with the right quality in the right place to provide for all ages and abilities cycling. • Work with key partners, including workplaces, school and retailers, to provide end of trip facilities and promote cycling to residents and visitors. • Improve the integration of cycling with the way that the Council carries out its core business. 5.3.48 It is hoped that by then end of the plan period sustainable transport modes will make up 50% of the mode share, with cycling accounting for approximately 20% of that. To achieve this, the strategy has identified primary route corridors in Cardiff, presented in Figure 5-1, which must be developed in consultation with key stakeholders to ensure all feasible routes are delivered and any missing links are filled. The document also outlines that these routes must be safe, convenient, comfortable, and have a competitive journey time so the expected 38,000 additional cycling trips per day in 2026 are catered for. The step process to achieve these aims is outlined in the strategies Action Plan, which aims to address various cycling shortfalls in infrastructure, schools, workplaces and retail space across Cardiff over the plan period.

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Figure 5-1 - Cycling Route Corridors in Cardiff (Source: Cardiff Cycling Strategy)

Cardiff’s Transport and Clean Air Green Paper: ‘Changing How We Move Around A Growing City’

5.3.49 The document outlines six key themes which could contribute to improving transport and air quality in Cardiff. They are the future of the metro and buses, active healthy city, clean air city, international capital city of business work and culture, the future for cars and the smart city. Each theme outlines what has already been implemented and puts forward future proposals to improve air quality. The ideas put forward are based on best practice from other cities around the world and various ideas from individuals in Cardiff and beyond.

Cardiff’s Draft Transport Strategy

5.3.50 The Strategy brings together in a single document the transport policies and proposals included in the Council’s adopted Local Development Plan and Local Transport Plan.

5.3.51 Its purpose is to:

• Raise awareness of Cardiff’s main transport challenges over the next twenty years.

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• Highlight the main projects and actions which the Council proposes to undertake to tackle these challenges and increase sustainable travel in Cardiff. • Provide a basis for future communications and public engagement.

Supplementary Planning Guidance (SPG)

Managing Transportation Impacts (Incorporating parking Standards) (April 2018)

5.3.52 Cardiff Council’s ‘Managing Transportation Impacts (Incorporating Parking Standards) SPG’ sets out the car parking and cycle parking standards for developments in Cardiff. The SPG has included different parking standards for Central Areas and Non-Central areas. The North-East Cardiff site is defined as a Non-Central Area.

5.3.53 The guidance sets out Cardiff Council’s approach to assessing and managing the transport impacts of developments. It sets out the potential impacts that new developments must consider, as such impacts can potentially impair the surrounding highway network, and proposes mitigation measures that should be adopted.

5.3.54 The guidance adopts the same user hierarchy in Manual for Streets, and Manual for Streets 2 which places a greater emphasis on active travel and public transport over the needs of private car use. It recognises the need to weave this hierarchy into the development of any Transport Assessments and Travel Plans, which act as a ‘means of identifying, quantifying and understanding the scale of anticipated transport impacts of a Proposed Development, including air quality impacts’.

5.3.55 It puts forward parking standards based on type and size of a given development, and recognises the importance of these standards in managing travel demand, given that excessive parking provision can stimulate demand for vehicular travel and discourage a shift to active travel modes.

5.3.56 The SPG recognises the importance of Public Rights of Way (PRoW) in Cardiff’s strategic and recreational transport network. It specifies that developers must make every effort to incorporate and maintain the exiting PRoW within the layout of a given development, and create new connections where opportunities arise. The developer is required to follow the guidance outlined in Green Infrastructure SPG in relation to PRoWs.

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5.3.57 The relevant parking standards for the proposed land uses of the Proposed Development are set out in Tables 5-2 and 5-3. The parking standards that relate to floor area are in Gross Floor Area (GFA).

Table 5-2 – Car and Cycle Parking Standards for Residential Developments (B1 & D1 Land Classes) Development Maximum Minimum Minimum Maximum Disabled Parking Type Car Parking Staff Cycle Visitor Stay Powered Provision Spaces Parking Cycle two- (Long-Stay) Parking wheeler parking

(B1 Use 1 per 50 sqm 2 per 4 plus 1 per 1% - 5% 5% of total 6 spaces Class) 100sqm 1000sqm of total parking plus 2% of parking spaces, total Offices / spaces and a parking Highly further 5% spaces, Technical and of spaces and a Light Industry. should be further 2% Offices for enlarged of spaces research and standards should be development spaces enlarged processes. standard spaces

(D1 Use 1 per 30 1 per 10 1 per 4 long 1%-5% of 6% of total 4 spaces Class) pupils pupils plus 1 stay spaces total parking plus 4% of per 10 pupils parking spaces, total Schools / scooter spaces and a parking Places of parking for further 6% spaces, Education primary of spaces and a schools should be further 4% enlarged of spaces 1 per 5 for standard should be secondary spaces enlarged schools standard spaces

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Table 5-3 – Car and Cycle Parking Standards for Residential Developments (C3 & C4 Land Classes) Development Type Maximum Car Parking Minimum Cycle Disabled Spaces (per unit) Parking Parking Provision

1 Bedroom Dwelling 1 per unit 1 per bedroom Provided

2+ Bedroom Dwelling 2 per unit 1 per bedroom in Car Parking House of multiple 1 per unit 1 per bedroom Allocation. occupation (3-6 unrelated residents & 7+ unrelated residents)

Elderly Person 1 per unit 1 per 10 units Dwellings

Cardiff Residential Design Guidance (January 2017)

5.3.58 The guidance outlines the issues that new residential developments in Cardiff should address before it seeks planning permission. The document highlights the importance of new developments in creating places, integrating into existing neighbourhoods and defining streets and homes. In relation to transport, the guidance states throughout that new developments must have adequate access to transport services and dwellings should be focused along existing transport corridors. Very much in line with wider policy, there is also a focus on providing and strengthening existing walking, cycling and public transport connections, to ensure new developments are built in a sustainable manner.

Cardiff Green Infrastructure (November 2017)

5.3.59 The document provides in depth design advice which is aimed at providing developers with a clear understanding of the requirements to incorporate green infrastructure into each development. The topic pertinent to transport outlines the requirements of new developments in regard to PRoW.

5.3.60 The document states that corridors should be retained where possible, paths should be upgraded where the development is expected to impact usage, coherent routes to

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local amenities should be provided and rights of way should be used for recreational use, allowing access to green space and the wider countryside.

5.3.61 Where the retention of a PRoW is not possible, landowners must provide new alignments and show that these changes still meet the requirements set out above.

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5.4 BASELINE CONDITIONS

Introduction

5.4.1 This section outlines the methods used to establish the existing baseline conditions, and what the current baseline conditions are.

Establishment of Baseline Conditions

5.4.2 In order to effectively establish the current pedestrian and cycling baseline conditions, the following elements were undertaken as part of the transport aspect of this submission:

• Site visits undertaken between January 2018 – October 2018. • Completion of a walking and cycle audit of key walking and cycle routes emanating from the Proposed Development. • Review and Analysis of 2011 Census Journey to Work Data for Lisvane, , , Pentwyn and Pontprennau/.

5.4.3 Details of the pedestrian and cycle routes which were audited are included within the Transport Assessment which accompanies this ES Chapter.

5.4.4 To establish the existing Public Transport Baseline conditions at the Proposed Development Site and within the Study Area:

• A number of Public Transport journeys were undertaken between January 2018 – October 2018. • Bus operators including and NAT Group have been approached for discussions in assisting in the establishment of Bus baseline conditions.

5.4.5 In addition, a review of timetable and route information was undertaken. The Public Transport study area encompasses Lisvane and Thornhill, Llanishen, Cyncoed, Pentwyn, Pontprennau, High Level and Heath Low Level Rail Stations.

5.4.6 To establish the existing baseline highway network conditions at the Proposed Development Site and within the study area, traffic surveys were undertaken between 27th November and 1st December 2017. The scope of the traffic surveys were agreed with Cardiff Council.

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5.4.7 The highway network study area extends to Junction 30 of the M4 to the north-east, the A48/A4232 to the south-east, Pentwyn Road to the south, and Caerphilly / Thornhill Road to the west.

5.4.8 The residential areas and schools which are adjacent to, or surround the Proposed Development Site are the sensitive receptors to any potential transportation impacts. New users of the public open space, footways, cycleways and new bus routes provided as part of the development would also be considered sensitive receptors.

Pedestrian Provision

5.4.9 The area surrounding the Proposed Development Site has an established network of pedestrian footways and Public Rights of Way (PRoW) which provide access to nearby facilities and amenities.

Lisvane Road

5.4.10 In the immediate vicinity of The Site, an existing, continuous pedestrian footway is provided along the north-western side of the carriageway of the B4562 Lisvane Road, from the B4562 / Church Road mini-roundabout junction to a point approximately 800 metres southwest-bound. The existing footway then continues intermittently along the northern and southern sides of the carriageway on Lisvane Road and facilitates pedestrian access to existing residential areas, bus stop facilities and Lisvane railway station further south. The existing footway along the B4562 Lisvane Road generally measures between 1-2 metres wide and the road is well lit.

St Mellons / Parkwall Road

5.4.11 There are no existing footways provided along the B4562 St Mellons Road or Parkwall Road within the vicinity of The Site.

Ty-Draw Road

5.4.12 There are no existing footways provided along Ty-Draw Road within the vicinity of The Site. An existing footway is provided approximately one kilometre south of the B4562 St Mellons Road / Ty-Draw Road T-junction, on approach to the Corpus Christi Catholic High School, where the speed limit changes from 60mph to 30mph. From the change in speed limit, footways are provided along both sides of the carriageway on Ty-Draw Road, generally measuring two metres wide. Both footways continue southbound and provide pedestrian connections onto Pentywn Road and Gwern-Rhuddi Road.

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5.4.13 An existing zebra crossing is provided on Ty-Draw Road approximately 30 metres south of Corpus Christi Catholic High School. The crossing provides pedestrian priority across the carriageway and incorporates build-outs limiting vehicles movements to one-way. The build-outs improve pedestrian visibility at the crossing and effectively act as a pinch-point and reducing the width of the carriageway pedestrians would have to cross. Dropped kerbs and tactile paving is provided at the crossing.

Public Rights of Way

5.4.14 Several existing PRoWs are also located within the vicinity of The Site. In relation to the northern parcel of land comprising the Proposed Development Site, an existing footpath (ref: No. 14) is located immediately east of the Proposed Development Site and provides pedestrian access from Parkwall Road, southbound, through Business Park to Clonakilty Way. An existing footpath also crosses the northern parcel of land (ref: Llanedeyrn No. 20) in an approximate north- south direction and provides connections from the B4562 St Mellons Road to Graig Llywyn Road, north of the M4 Motorway.

5.4.15 Existing PRoWs also cross the central parcel of land which comprises The Site. An existing PRoW footpath (ref: Llanedeyrn No. 21) crosses the central parcel of land in an approximate east-west direction and provides pedestrian connections from the B4562 St Mellons Road to the B4562 Lisvane Road, via Maerdy Lane. An existing PRoW footpath (ref: Llanedeyrn No. 21) also crosses the central parcel of land in an approximate north-south direction and provides pedestrian connections from Ty- Draw Road to PRoW footpath Llanedeyrn No. 21.

5.4.16 PRoW footpath Llanedeyrn No. 21 also connects to PRoW Lisvane No. 14, via Maerdy Lane, to the west of the Proposed Development Site which provides connections southbound to PRoW footpaths Lisvane No. 12 and Lisvane No. 13. PRoW footpath Lisvane No. 13 crosses the western parcel of land in an approximate north-south direction from the B4562 Lisvane Road to Forest Oak Close, to the east of the Reservoir. PRoW footpath Lisvane No. 12 also crosses the western parcel of land in an approximate east-west direction.

5.4.17 The Cardiff Integrated Network Maps for Walking shows the Existing Route Network alongside short, medium and longer-term routes to 2028 and beyond.

5.4.18 The existing Walking Route Network is that assessed to Active Travel (Wales) Design standards. In the vicinity of the Proposed Development Site this comprises a number of high quality routes between the Rhymney Railway Line and the A469

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Caerphilly Road, providing local connectivity to schools and employment areas from Llanishen railway station.

5.4.19 The network includes a number of routes that will improve connectivity of the Proposed Development Site with key local destinations including Local Walking Networks short term 2017/18 – 2021/22 along Gwern-Rhuddi Road and Cyncoed Road to Corpus Christie Catholic High School at Ty-Draw Road, and to the west of the Proposed Development Siteon Cherry Orchard Road to Lisvane and Thornhill Station.

Cycling Provision

5.4.20 The entire local highway network is part of the existing cycling network. The vast majority of journeys by bike take place in part or in their entirety on the highway network without dedicated provision. Acknowledging this whilst also understanding it’s limitations, is key to the contribution of cycling to Cardiff’s aspirations for a 50/50 sustainable mode split by 2026. The area surrounding the Proposed Development Site has an established network for cycling. This section describes the local highway adjoining the Proposed Development Site and also provides an account of local and strategic dedicated cycling routes.

Lisvane Road

5.4.21 Due to the combination of the traffic speed and carriageway standard the road is not especially comfortable for cycling, and would likely not appeal to younger and less confident cyclists. Opportunities for continuous dedicated provision are limited due to a limited highway boundary. The road has been identified for improvement in the long-term ambitions of Cardiff Council’s Integrated Network Map, which is a requirement of the Active Travel (Wales) Act and it sets out the Council’s 15-year vision to improve walking and cycling routes across the city.

St Mellons Road

5.4.22 St Mellons Road has limited visibility in parts, narrow carriageways throughout and limited street lighting, due to its rural surroundings. Due to the carriageway infrastructure and high traffic speed the road will not appeal to the majority of cyclists. As the carriageway width is narrow, the amount of usable space is limited, so there is little opportunity to provide continuous dedicated cycle provision.

Parkwall Road

5.4.23 Parkwall road is an unclassified road which serves a small number of residential dwellings to the north of Pontprennau. The road connects to St Mellons Road and

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has limited visibility, lacks clear road markings, limited street lighting and narrow carriageways throughout. As the road runs along a constant gradient and it is not used extensively by vehicular traffic, as it mainly used as an access to the dwellings, it could act as a connection for cyclists. However, cyclists would be discouraged from using the road due to the current carriageway standard and the absence of a through route. Due to the limited availability of usable carriageway space, there is little opportunity to provide dedicated cycling provision.

Ty-Draw Road

5.4.24 Ty-Draw Road is an unclassified road which is located on the western edge of Pontprennau and runs from Pentwyn Road to St Mellons Road. The majority of the road is 60mph, the national speed limit for single a carriageway road layout, which drops to 30mph near Corpus Christi Catholic High School. The road has limited visibility, with a number of winding sections, lacks clear road markings, has limited lighting and narrow carriageways throughout. The road also follows a steep incline when travelling northbound, which will discourage less able cyclists from using the road as a cycling route. Due to the limited availability of usable carriageway space, there is little opportunity to provide dedicated cycling provision.

Cycling Network

5.4.25 The Cardiff Integrated Network Map for cycling shows the Existing Route Network alongside short, medium and longer-term routes to 2028 and beyond.

5.4.26 The Existing Routes are those assessed to Active Travel (Wales) Design Standards. In the vicinity of the Proposed Development Site there is a high quality off-road route between Mill Lane (Llanishen) and the A469 Caerphilly Road with a spur to Excalibur Drive (Thornhill). The only other Existing Routes north of the city centre are along the Taff Trail and associated parkland. South of the city the network is more developed including routes along the Ely Trail, The Hayes, Lloyd George Avenue and a number of routes between Penarth, and the city centre. The network includes a number of routes that will improve connectivity of the Proposed Development Site with key local destinations including one of the three Cycle Superhighway Primary Routes that will provide high quality and direct links to the City Centre and Cardiff Bay. The nearest designated national cycle route is the National Cycle Network Route 8 (NCN8) which is located approximately five kilometres southwest of The Site. NCN88 and NCN4 are also located approximately five kilometres to the east and north of The Site, respectively.

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5.4.27 Cycle Network Routes with improvements to be identified (longer term 2027/28 and beyond) include Pentwyn Road, Lisvane Road – Llanishen, and St Mellons Road – Cardiff Gate and St Ederyn’s. The other notable route is an off-road route heading south from St Mellons Road to join the Rhymney Trail south of the St Ederyn’s.

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Nextbike

5.4.28 Nextbike is a subscription-based bike sharing system introduced to Cardiff in May 2018. The service has been well received across the city, and consequently is rapidly expanding to over 50 stations and 500 bikes to rent across the city. The bike stations typically cover university and hospital sites, district centres, community centres and railway stations. In August 2018 the operator stated that there were 16,000 registered members and that they had accounted for 140,000 kilometres of riding in the first 3 months of the scheme.

Bus Provision

5.4.29 The North East Cardiff site is situated in close proximity to a number of existing bus services operating to and from , with some services extending to the west of the city. The following existing bus services operate in the local area:

5.4.30 Cardiff Bus routes are summarised below:

• 57, 58 from Pontpreannau and Pentwyn utilising Heol Pontprennau and Coescradarn Road to the south of the Proposed Development Site and into the city centre via Richmond Road:

o Providing bus access to the key local destinations of Cardiff Gate Business Park, Cardiff Gate Retail Park, Spire Hospital and the city centre. • X 59 Park and Ride Limited Stop from Pontprennau and Pentwyn utilising Heol Pontprennau and Coescradarn Road to the south of the Proposed Development Site and into the city centre via :

o Providing bus access to the key local destinations of Cardiff Gate Retail Park, Spire Hospital, Newport Road and the city centre. • 52 and 54 feeding into Cyncoed Road south of the Proposed Development Site and into the city centre via Richmond Road:

o Providing bus access to the key local destinations of Cardiff Met University Campus (Pen-y-Lan) and the city centre. • 29, 28A and 28B feeding into Fidlas Road south of the Proposed Development Site and into the city centre via Richmond Road:

o Providing bus access to the key local destinations of Llanishen Industrial Estate and the city centre. 5.4.31 Contact has been made with local bus operators and further engagement will be ongoing through the planning and build out stages of the development with regards to the progression of the bus strategy.

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5.4.32 The main bus operators are Cardiff Bus, and New Adventure Travel Group, and the bus strategy will be developed on a phase by phase basis.

5.4.33 A comprehensive summary of bus services is included within the Transport Assessment which accompanies this ES Chapter.

Rail Provision

5.4.34 The Proposed Development Site (in particular the western parcel) is located in close proximity to Llanishen Railway Station. The station provides regular services into Cardiff City Centre, and Penarth, with connections for onward journeys possible at Cardiff Central.

Highway Network

5.4.35 This chapter provides a description of the baseline highway conditions in the vicinity of The Site, including a review of the local road network and highway safety.

Local Highway Network

5.4.36 By means of an overview, the local highway network in the vicinity of the Proposed Development Site comprises the B4562 Lisvane Road, St Mellons Road, Ty Draw Road, and Pentwyn Road.

Wider Highway Network

5.4.37 The wider highway network comprises of the M4 which passes to the north of the Proposed Development Site and the A48 passes further to the south of The Site.

5.4.38 The M4 Junction 30 is located to the east of the Proposed Development Site and east of Cardiff Gate Business Park. The M4 Junction 30 links to the A48 via the A4232 Pentwyn Link Road. The M4 routes westwards towards Swansea and also routes eastwards to the M5 interchange to the north of Bristol.

5.4.39 The A48 passes further to the south of The Site, and serves as a main arterial route to the central and western parts of Cardiff.

Baseline Traffic Flows

5.4.40 The calculated Annual Average Daily Traffic (AADT) baseline flows are summarised in Table 5-4. These Baseline Flows do not assume a 50/50 modal split.

5.4.41 The infrastructure and step-change in travel behaviour required to achieve this 50/50 modal split will be contributed towards by the proposed North East Cardiff development, accompanied by additional measures which are proposed to be

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introduced by Cardiff Council. Therefore, this impact has been included within the Do Something Scenario only.

Table 5-4 – Baseline AADT Flows Highway Link 2017 Baseline AADT Flows A469 Caerphilly Road 22,631 Lisvane Road 11,031 Fidlas Road 13,805 Station Road 9,950 Ty-Draw Road 2,111 Pentwyn Road 9,487 Gwern-Rhuddi Road 9,333 Croescadarn Road 13,379 A48 Eastbound On-slip 9,322 A48 Westbound Off-slip 5,995 A48 Westbound On-slip 9,355 A48 Eastbound Off-slip 6,705 A4232 Pentwyn Link Road South 27,723 Heol Pontprennau 11,228 St Mellons Road 7,521 M4 Eastbound On-slip 9,130 M4 Westbound Off-slip 11,252 A4232 Pentwyn Link Road North 28,426 M4 Westbound On-slip 2,992 M4 Eastbound Off-slip 6,778

Future Baseline Traffic Flows

5.4.42 The percentage change between the 2017 baseline and the 2035 future baseline + committed is shown in Table 5-5. These Future Baseline Flows do not assume a 50/50 modal split, as it is expected that the contributions that North East Cardiff will provide in facilitating a step-change in travel modes will act as a key driver in instigating the 50/50 modal shift.

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Table 5-5 Future Baseline + Committed AADT Flows Percentage 2035 Future Baseline + Highway Link Change from Committed AADT Flows 2017 Baseline A469 Caerphilly Road 27,073 20% Lisvane Road 13,195 20% Fidlas Road 16,517 20% Station Road 11,907 20% Ty-Draw Road 4,497 113% Pentwyn Road 12,431 31% Gwern-Rhuddi Road 13,672 46% Croescadarn Road 17,113 28% A48 Eastbound On-slip 11,688 25% A48 Westbound Off-slip 7,552 26% A48 Westbound On-slip 11,195 20% A48 Eastbound Off-slip 8,028 20% A4232 Pentwyn Link Road 33,586 21% South Heol Pontprennau 13,682 22% St Mellons Road 9,927 32% M4 Eastbound On-slip 10,930 20% M4 Westbound Off-slip 13,456 20% A4232 Pentwyn Link Road North 34,236 20% M4 Westbound On-slip 3,717 24% M4 Eastbound Off-slip 8,197 21%

Personal Injury Collision Data

5.4.43 In addition, Personal Injury Collison (PIC) Data was obtained using the online CrashMap tool for the latest 5 year period between 2013 – 2017.

5.4.44 The data demonstrates that there were nine collisions recorded in the five-year period on the highway network surrounding The Site. Of the nine collisions recorded, eight casualties were classed as ‘slight’ and one was classed as ‘serious’; none of the collisions across the study period were classed as ‘fatal’. The data was not found to preclude to any inherent road safety issues in the immediate area surrounding The Site.

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5.5 POTENTIAL EFFECTS

Construction Stage

5.5.1 Given the nature of the planning application (outline) details regarding likely construction routing / programme have not been developed. Furthermore, this is likely to be influenced at a later stage during reserved matters.

5.5.2 On this basis a high-level assessment has been undertaken to determine potential impacts, which is summarised as follows:

Construction Vehicle Trips

5.5.3 During the construction period, the Proposed Development is likely to generate 72 two-way construction vehicle movements over the course of a given day. It is envisaged that these trips would potentially use the following routes to access the site: • [When accessing from the east] A48 – Pentwyn Road – Croescadarn Road – St Mellons Road – Lisvane Road. • [When accessing from the east] A48 – Pentwyn Road – Ty-Draw Road. • [When accessing from the west] M4 – Pentwyn Link Road – A48 - Pentwyn Road – Croescadarn Road – St Mellons Road – Lisvane Road. • [When accessing from the west] M4 – Pentwyn Link Road – A48 – Pentwyn Road – Ty-Draw Road.

Severance

5.5.4 There will be no additional off-site severance effects as a result of the construction traffic associated with the Proposed Development. The proposed number of construction vehicles that would use the local network would be less than 30%.

5.5.5 Construction vehicles would use the above routes, and would travel outside of peak hours. In addition, construction vehicles would only occupy sites for a short period and at low volumes.

5.5.6 Impacts on pedestrians and cyclists will also be negligible.

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5.5.7 The overall impact is considered to be Negligible and short term in nature, and a Construction Environment Management Plan (CEMP) will be prepared to reinforce the management of construction traffic.

Driver Delay

5.5.8 The construction traffic will not materially increase traffic flows across the wider network. In particular there will be only a negligible increase in traffic flow through the major junctions on the network.

5.5.9 The overall impact is considered to be Negligible and short term in nature (i.e. specific to the Phase being constructed).

Pedestrian Delay

5.5.10 The existing network is of a good standard in terms of provision for pedestrians. Construction traffic associated with the Proposed Development would not create any delays to pedestrian movements within and around the site.

5.5.11 As the Proposed Development progresses, a number of additional new pedestrian routes will come forward which will enhance the existing network for pedestrians.

5.5.12 The impact is therefore considered to be Negligible and short term.

Pedestrian Amenity

5.5.13 Pedestrian access is at the forefront of design in terms of the Proposed Development, where an intrinsic network of footways and shared footway / cycleways would be provided through the Site, facilitating pedestrian (and cycle) movement along desire lines.

5.5.14 The additional construction related traffic will not increase HGV numbers in locations directly adjacent to pedestrians by any significant amount. Therefore, the impact is considered to be Negligible and short term.

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Fear and Intimidation

5.5.15 The HGV traffic associated with the construction period will be managed by the CEMP to keep it remote from pedestrian movements as far as practical. Where HGV movements need to be close to pedestrians within the site, they will be travelling at low speeds and will be carefully managed.

5.5.16 The number of HGV movements on the local off-site network will be low and would be carefully manged, as not to intimidate pedestrians.

5.5.17 The impact is considered to be Negligible and short term.

Accidents and Safety

5.5.18 The current injury collision history has been reviewed, and there were no local areas of concern. The Proposed Development will include a new hierarchy of roads, with improved connections. The new roads will be designed in line with local design standards where speed will be limited to 20 to 30mph.

5.5.19 The construction traffic will have a negligible impact on the volume and composition of traffic across the wider network. Therefore, the impact is considered to be Negligible and short term.

Hazardous Loads

5.5.20 There will be no hazardous loads associated with the Proposed Development. Therefore, the impact is considered to be Negligible and long term.

Post-Completion Stage

5.5.21 These impacts have been assessed utilising a spreadsheet model which is underpinned by a robust trip generation and distribution methodology which has been agreed with the Local Authority.

5.5.22 The impacts of the development have been assessed relative to the expected conditions of the local highway network, with consideration for other developments

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within the area. The development will bring forward improvements to sustainable transport, and is therefore a key enabler in the realisation of a 50:50 sustainable mode split as set out in the Cardiff LDP. As such, the development will increase demand for walking, cycling, public transport and private car trips. The additional demand resulting from the full build out (2035) of the development by mode is presented in Tables 5-6 to 5-10.

Table 5-6 Additional Pedestrian Trips Following Completion of Development Arrivals Departures Two-Way AM Peak 599 127 726 PM Peak 252 207 459

Table 5-7 Additional Cycling Trips Following Completion of Development Arrivals Departures Two-Way AM Peak 107 40 147 PM Peak 53 91 144

Table 5-8 Additional Bus Trips Following Completion of Development Arrivals Departures Two-Way AM Peak 259 252 511 PM Peak 239 221 460

Table 5-9 Additional Rail Trips Following Completion of Development Arrivals Departures Two-Way AM Peak 47 125 172 PM Peak 92 65 157

Table 5-10 Additional Private Car Trips Following Completion of Development Arrivals Departures Two-Way AM Peak 849 886 1735 PM Peak 854 959 1813

5.5.23 A full assessment of the routing of private car trips has been undertaken based on census journey to work data and with consideration of the likely conditions of the local highway network in the future years. This has identified the following change in flows on the local highway network:

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Table 5-11 Change in Flows on Highway Network Total 24 Hour AADT - Baseline + Percentage Road Name Committed + North Change East Cardiff A469 Caerphilly Road 20,873 -23% Lisvane Road 11,484 -13% Fidlas Road 12,131 -27% Station Road 10,507 -12% Ty-Draw Road 4,762 6% Pentwyn Road 9,721 -22% Gwern-Rhuddi Road 12,082 -12% Croescadarn Road 20,534 20% A48 Eastbound On-slip 9,592 -18% A48 Westbound Off-slip 6,477 -14% A48 Westbound On-slip 8,840 -21% A48 Eastbound Off-slip 6,483 -19% A4232 Pentwyn Link Road South 26,173 -22% Heol Pontprennau 16,068 17% St Mellons Road / NE Cardiff 16,897 70% Development Spine Road M4 Eastbound On-slip 9,196 -16% M4 Westbound Off-slip 10,948 -19% A4232 Pentwyn Link Road North 28,782 -16% M4 Westbound On-slip 3,255 -12% M4 Eastbound Off-slip 6,489 -21%

5.5.24 Consideration has been given to the likely impacts of this increased demand in the absence of any mitigation. This has identified:

Severance

5.5.25 For the Proposed Development Site, there will be no associated severance effects on the identified receptors off site (as identified in Table 5-11). For many of the links which have been assessed, a reduction in traffic flow has been identified. This is primarily due to NE Cardiff providing a step change in sustainable transport provision which benefits not only the residents of the development, but also the existing local population. Minor increases in flow are expected on Croescadarn Road and Heol Pontrennau though this is not expected to have material impact on pedestrians. Traffic flow increases are also expected on Ty-Draw Road and St Mellons / NE Cardiff Development Spine Road, though these are within the development boundary and the masterplan has been developed with pedestrian permeability at its core. As

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such, these increases are not thought to be significant. The overall impacts on severance are moderate beneficial given the reduction in traffic flows on many key links.

Driver Delay

5.5.26 Junction and network capacity assessments have been undertaken which assume the following scenario: • Future Baseline 2035 + Planned / Committed Traffic Flows (assumed 50/50 modal split) 5.5.27 Micro-simulation modelling of the strategic network was undertaken to provide a robust capacity assessment and included the following junctions: • M4 Junction 30; • A48 Eastern Avenue / A4232 Pentwyn Link Road; • A4232 Pentwyn Link Road / Heol Pontprennau; • Heol Pontprennau / Heol Glaslyn / Dering Road. 5.5.28 Sensitive junctions within close proximity of the site were assessed using standalone junction models. These include: • Fidlas Road / Station Road priority junction • Ty-Draw Road priority junction • Pentwyn Road / Croescadarn Road three-arm mini-roundabout 5.5.29 The modelling has identified the following impacts:

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Table 5-12 Modelling Impacts

Significance of Junction Impact

Strategic Modelling

M4 Junction 30; Negligible A48 Eastern Avenue / A4232 Negligible Pentwyn Link Road; A4232 Pentwyn Link Road / Heol Minor Adverse Pontprennau; Heol Pontprennau / Heol Glaslyn / Negligible Dering Road. Junction Modelling Fidlas Road / Station Road Negligible priority junction

Ty-Draw Road priority junction Negligible Pentwyn Road / Croescadarn Minor Adverse Road three-arm mini-roundabout

5.5.30 The assessment of the operation of the key junctions on the network identified that the junctions within the site have been designed to operate within capacity, having regard to the cumulative impact of the wider development sites.

5.5.31 The off-site junctions work within capacity with the exception of Pentwyn Road / Croescadarn Road three-arm mini roundabout and the A4232 Pentwyn Link Road / Heol Pontprennau junction. The Pentwyn Road / Croescadarn Road junction operates over capacity in all modelled scenarios. Whilst The Proposed Development Site slightly increases delays, it is not though that this will be perceptible to road users relative to the existing levels of delay on the network. The A4232 Pentwyn Link Road / Heol Pontprennau junction has been modelled and is shown to be over capacity in 2030 without The Proposed Development Site. The Proposed Development Site does increase queue lengths as a result of the additional demand though mitigation of the junction would be required regardless of The Proposed Development Site to prevent queues extending back onto the M4 mainline.

5.5.32 The assessments have demonstrated that increasing the proportion of trips made by public transport is essential to manage demand for car travel and achieving the LDP

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50:50 modal split target. The Framework Travel Plan has been developed in recognition of this.

Pedestrian Delay

5.5.33 The internal roads The Proposed Development Site will include appropriate crossing points as part of the design of the site highways. The additional traffic will not increase the flows above this level. The impact of operational traffic on off-site movements will be lower and the crossing facilities provided will ensure that there is no increase in delay to pedestrians. Therefore, the impact is considered to be minor beneficial and long term.

Pedestrian Amenity

5.5.34 The internal roads of The Proposed Development Site are designed to accommodate pedestrian movement in a safe and attractive environment, providing for movement along the main desire lines and on appropriate routes. A reduction in traffic flow is expected on the off-site highway links which have considered. Therefore, the impact is considered to be minor beneficial and long term.

Fear and Intimidation

5.5.35 The HGV traffic associated with the post completion stage will be minimal as residential development generates very few movements by large vehicles. The internal roads of The Proposed Development Site are designed to accommodate pedestrian movement in a safe and attractive environment, providing for movement along the main desire lines and on appropriate routes.

5.5.36 Where car traffic movements increase within the site, they will be travelling at low speeds, and in an environment designed to encourage pedestrian movement. On the wider network the traffic will be adjacent to the footway on routes into Cardiff.

5.5.37 The employment area will not generate a significant number of HGV movements and therefore the impacts are negligible and short term.

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Accidents and Safety

5.5.38 There are no common patterns or trends in accidents on the local highway network over the last five-year period. The proposals will not impact on local highway safety. The impacts are negligible and long term.

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Hazardous Loads

5.5.39 There will be no hazardous loads associated with the new housing or the employment area. Therefore, the impact is considered to be negligible and long term.

Other Impacts

5.5.40 It has been identified that The Proposed Development Site would generate significant demand for public transport services. The Cardiff Local Development Plan makes notable commitments to improvements to bus provision and this will be enhanced with The Proposed Development Site’s bus strategy. Furthermore, Transport for Wales are committed to improving rail service frequency and capacity on the Rhymney Valley line service which provides direct links to Cardiff City Centre. Given the commitments to improvements to public transport in the Cardiff City region the impacts on services are expected to be negligible and short term.

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5.6 MITIGATION MEASURES

Construction Stage

5.6.1 Proposed measures to mitigate construction traffic will be set out in the Construction Environment Management Plan (CEMP). This will include a Construction Traffic Management Plan (CTMP), which will include details of access arrangements and routing, vehicle size, numbers and times of arrival, necessary highways works and traffic management measures, and safety measures for workers and general public.

Post-Completion Stage

5.6.2 This section outlines the proposed mitigation measures to be implemented in-line with completion of Proposed Development. It is recognised that in order to achieve the desired 50/50 modal split between private and sustainable modes of travel, the nature of the mitigation proposed should ensure that different sustainable modes are enhanced in order that they become appealing, convenient, and attractive to use.

5.6.3 Therefore, the mitigation proposed for the post-completion stage of the Proposed Development has been developed in order that all sustainable modes are prioritised over the private vehicle. Proposed enhancements to the highway network have also been considered to ensure that they prioritise bus movements in and out of, and around The Site.

Pedestrian and Cycling Mitigation

5.6.4 It is proposed that pedestrian and cycling mitigation will be implemented in phases in-line with the Proposed Development phasing.

5.6.5 The following pedestrian and cycling mitigation measures are proposed as part of the Post-completion stage:

• Contributions to the Cycle Superhighway 1 – NE Cardiff to Cardiff City Centre to secure high-quality walking and cycling provision incorporating the existing path alongside Llanishen Reservoir between the Western Parcel and Rhydypenau (to be funded via Churchlands S106 “Cycle Route 2 Contribution”)

• Contributions towards a safe and continuous walking route between the Western Parcel and Llanishen Station.

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• Contributions towards a new Nextbike cycle parking hub at Llanishen Station.

• Contributions to the Cycle Superhighway 1 – NE Cardiff to Cardiff City Centre to secure high-quality provision along Ty-Draw Road, Gwern-Rhuddi Road, Cyncoed Road and Rhydypenau Road, between the Central Parcel and Rhydypenau.

• New and improved walking and cycling links to Cardiff Gate Business Park from the Northern Parcel.

• New and improved walking and cycling links to Cardiff Retail Business Park from the Northern Parcel.

• Contributions towards a new Nextbike cycle parking hub at Lisvane and Thornhill Station.

• Improvements to the shared use path incorporating Croescadarn Road and Heol Pontprennau to provide safe walking and cycling routes between the Northern Parcel and Pontprennau Community facilities.

• Contributions to provide a new high-quality cycle route incorporating St Mellons Road between the Northern Parcel and the St Ederyn’s site.

• Contributions to improvements to the Cycle Network Secondary Route from St Mellons Road and/ or Youghal Close between Cardiff Gate Business Park and the Rhymney Trail south of the A48 including connections to the employment centres at Pentwyn.

Bus Mitigation

5.6.6 Bus provision, and rapid bus transit is recognised as being fundamental to ensuring that the proposed 50/50 modal split between public and private modes is achieved. Therefore, the following bus mitigation measures and service enhancements are proposed to be implemented in-line with completion of the Proposed Development:

• A phased bus strategy involving the extension of existing, and introduction of new bus services fully connecting residential, educational, recreational,

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employment and retail destinations within the locality of the Proposed Development, and connecting the Proposed Development to wider destinations throughout Cardiff;

• A Rapid Bus Transit service running along the primary network comprised of high quality, low, or zero emission vehicles;

• A Public Transport Interchange situated within the District Centre where existing and new public transport services will connect supported by high quality waiting facilities;

• A phased bus gate strategy to ensure bus priority is realised to and from The Site, and which ensures buses maintain a reliable, and efficient service;

• The provision of 18 new bus stops throughout The Proposed Development Site at strategic locations which will ensure the majority of residences are within a 200m walk of a bus stop;

• Real time service information provision at bus stops; and

• Integrated and smart ticketing.

Bus Gates and Bus Priority

5.6.7 The following locations have been identified for the provision of bus priority measures to be implemented by the post-completion stage of the Proposed Development:

• Bus Gates within the Proposed Development, specifically on the proposed link road connecting into Cardiff Gate. • Bus Priority on the Central Parcel Spine Road, on a link within the district centre to enable buses to turn with ease within The Site, and on the Eastern segment of Lisvane Road to enable east-west bus rapid transit movements connecting the Proposed Development Site with St Edeyrn’s and beyond. • Bus priority at the Southern Access Junction onto Pentwyn Road (provided via Churchlands S278 agreement), linking in with a dedicated bus lane on Pentwyn Road (provided via Churchlands S106 contribution) to provide rapid bus movements towards Pentwyn, the A48 and Cardiff City Centre.

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Train Mitigation

5.6.8 The Wales and Borders Rail Franchise (now being run by Transport for Wales as of October 2018) includes commitments to an enhanced frequency in services on the Rhymney line which serves Lisvane and Thornhill, Llanishen, and Heath High Level Stations, and newer trains with greater seating capacity.

5.6.9 Transport for Wales is also outlining proposals for reduced journey times, and reductions in fares; both measures which are expected to work toward encouraging sustainable trips, in line with Cardiff Councils 50/50 modal split aspirations

5.6.10 Given the relative proximity of the Proposed Development Site to Llanishen Station, it is anticipated that the Proposed Development Site will benefit from the improvements to the current rail service, which will encourage an uptake in travel by train.

5.6.11 Due to the scale of The Site, the following mitigation measures have been proposed in order to provide enhanced accessibility between rail links and The Site:

• The potential for additional secure cycle parking and Nextbike docks at Lisvane and Thornhill and Llanishen Railway Stations; and • Commitment to the provision of a shuttle bus service during the early phases of completion linking Llanishen Railway Station to Cardiff Gate Business Park. The shuttle bus will be free for residents/employees of the Proposed Development Site and open to the wider population to use as a pay and go service.

Highway Network Mitigation

5.6.12 It is anticipated that the completion of The Site, and the subsequent volume of trips generated by different modes will warrant potential enhancements to the surrounding highway network.

5.6.13 It should be clear that the potential enhancements outlined within this ES Chapter are primarily intended to ensure ease of access for sustainable modes of travel, including bus, bicycles, and pedestrians, and moreover to ensure the prioritisation of sustainable modes.

5.6.14 As such, highway network mitigation is not proposed to ensure ease of access by private car, but rather to incentivise an uptake in travel by sustainable modes.

5.6.15 The following highway network mitigation is therefore outlined on this basis:

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• Incentives provided to residents and visitors to the Proposed Development Site to use sustainable modes of travel as outlined within the Framework Travel Plan. Summary

5.6.16 It is considered that the mitigation proposals outlined within this section of this Transport ES Chapter, once implemented will effectively promote the use of sustainable modes for both residents of, and visitors to The Site, and will act as catalysts in achieving a step-change towards sustainable travel.

5.6.17 The outcome is anticipated to be an effective, efficient and reliable transport network, which is attractive, intuitive and safe to use by bus, train, walking and cycling.

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5.7 RESIDUAL EFFECTS

Construction Stage

5.7.1 The Proposed Development is not anticipated to generate significant construction vehicle numbers. As identified above, measures to manage construction traffic will be set out in the CEMP and associated CTMP. This will also include measures to protect pedestrians and cyclists.

5.7.2 Given the anticipated low volume of HGV movements, and their management through the implementation of a CEMP and CTMP, it is not expected that construction traffic will have a material residual impact on key receptors.

Post-Completion Stage

5.7.3 In considering the residual effects of the Proposed Development it should be noted that the majority of mitigation measures identified in Section 5.6 would have already been implemented in order to achieve the 50/50 modal split target set out by Cardiff Council. This Section therefore relates to any additional residual effects that could arise following the implementation of the Proposed Development and achievement of the 50/50 modal split.

Severance

5.7.4 The Proposed Development Site is proposed to be designed in accordance with principles of sustainable street design, and will therefore promote a hierarchy of movement which will ensure that walkability is maximised, and that key facilities and amenities are easily accessible on foot. The residual effect of The Proposed Development Site on severance remains moderate beneficial.

Driver Delay

5.7.5 The Proposed Development Site has outlined the potential for enhancements through the signalisation of Croescadarn / Pentwyn Road junction. These enhancements would provide additional assurance of the effectiveness of bus priority on Pentwyn Road. In addition, the potential for the expansion of the Bus layby on Heol Pontprennau would assist in mitigating the delay at the Heol Pontprennu / A4232 roundabout. The residual effect on Pentwyn Road / Croescadarn Road, and

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the A4232 / Heol Pontprennau roundabout following these mitigation measures is therefore long-term, beneficial, and minor.

Pedestrian Delay

5.7.6 The Proposed Development Site includes proposals for new crossing facilities on Lisvane Road and Ty-Draw Road, and within The Proposed Development Site. The residual effect of the proposed development on pedestrian delay on both Lisvane Road and Ty-Draw Road and within The Proposed Development Site remains minor beneficial and long term.

Pedestrian Amenity

5.7.7 The Proposed Development Site includes new, direct, safe and attractive walking routes connecting The Proposed Development Site to key destinations, as well as new crossing facilities at the proposed access junctions at Lisvane Road and Ty Draw Road and within The Proposed Development Site which will provide pedestrians with safe and direct routes, encouraging more journeys to be undertaken on foot. The residual effect of The Proposed Development Site on pedestrian amenity on Lisvane Road, Ty Draw Road and within The Proposed Development Site remains minor beneficial and long term.

Fear and Intimidation

5.7.8 The Proposed Development Site includes new, direct, safe and attractive walking routes connecting to key destinations, as well as new crossing facilities at the proposed access junctions. It is anticipated that the new provision will encourage further pedestrian activity within the vicinity of The Proposed Development Site. The residual effect of The Proposed Development Site on fear and intimidation on Lisvane Road and Ty Draw Road remains negligible and short term.

Accidents and Safety

5.7.9 The impact of The Proposed Development Site on accidents and safety was assessed as negligible and remains negligible and long term within the residual effects.

Hazardous Loads

5.7.10 The impact of The Proposed Development Site on hazardous loads was assessed as negligible and remains negligible and long term within the residual effects.

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Other Impacts

5.7.11 Other impacts of The Proposed Development Site comprising additional public transport demand was assessed as negligible and remains negligible and short term within the residual effects.

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Summary of effects

5.7.3 The effects identified are summarised in Table 5-13 below: Table 5-13 Summary of effects

Potential effect Significance Mitigation measure Significance of (pre- residual effect mitigation) Construction stage Severance Negligible Negligible Driver Delay Negligible Negligible Pedestrian Delay Negligible Negligible Pedestrian Negligible CEMP will be provided to Negligible Amenity effectively manage any potential environmental risks Fear and Negligible and HGV movements to and Negligible Intimidation from the site. Accidents and Negligible Negligible Safety Hazardous Loads Negligible Negligible Post-completion stage Severance Moderate None Required Moderate beneficial beneficial Driver Delay Slight Signalisation of Pentwyn Road Minor beneficial adverse / Croescadarn Road Junction, extension of Bus layby on Heol Pontprennau Pedestrian Delay Minor None Required Minor beneficial beneficial Pedestrian Minor None Required Minor beneficial Amenity beneficial Fear and Negligible None Required Negligible Intimidation Accidents and Negligible None Required Negligible Safety Hazardous Loads Negligible None Required Negligible Other Impacts Negligible None Required Negligible

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5.8 CUMULATIVE EFFECTS

5.8.1 The above assessment takes into consideration the cumulative effects associated with the wider North-East Cardiff proposals, including the adjacent Churchlands committed development. In addition, consideration has also given to projected background growth on the local network resulting from other local committed / planned schemes in the area.

5.8.2 The Proposed Development has been designed in line with the key principles of the National, Regional and Local Polices to provide a suite of sustainable travel strategies that have been developed to support the Proposed Development and optimise access by sustainable transport, with high quality walking, cycling and public transport corridors to serve existing and future residents. The Proposed Development Site layout has been designed in line with the key principles as set out in the LDP including the schematic framework prepared by Cardiff Council for the wider North-East Cardiff proposals. The Proposed Development has been designed so that it fully integrates with the Churchlands committed development.

5.8.3 The residual cumulative effects of the wider North-East Cardiff proposals (including the Churchlands committed development) are expected to be comparable to the residual effects of the Proposed Development.

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