T:\Jobs\5084 Re-Dev Rugby Club Site, Bethesda

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GR êêêP CYNEFIN

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA

TRANSPORT STATEMENT

Prepared by: K Baskeyfield

Checked by: D R High

Revision 2 19 April 2017

5084.22 / April 2017 RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

CONTENTS

1.0 INTRODUCTION

2.0 SITE DETAILS

3.0 ROAD SAFETY

4.0 TRAFFIC VOLUME AND SPEED

5.0 PUBLIC TRANSPORT

6.0 ACTIVE TRAVEL

7.0 PROPOSED DEVELOPMENT

8.0 PLANNING GUIDANCE / POLICY

9.0 TRAFFIC GENERATION AND DISTRIBUTION

10.0 CAR PARKING

11.0 CONSTRUCTION AND SERVICE TRAFFIC

12.0 DEVELOPMENT IMPACT

13.0 TRANSPORT IMPROVEMENTS

14.0 SUMMARY AND CONCLUSIONS

APPENDICES

A Site Location Plan B Road Safety C Traffic Volume and Speed D Public Transport E Site Plan F Traffic Generation G Car Parking H Junction Capacity I Correspondence with Welsh Government Transport J Correspondence with Gwynedd Council (Transportation)

Consulting Civil & Structural Engineers, 26 Mostyn Road, Colwyn Bay, Conwy, LL29 8PB

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

1.0 INTRODUCTION

1.1 The purpose of this report is to advise on transport issues in connection with a proposed residential development on a site at the Clwb Rygbi, Station Road, Bethesda. The development is to be carried out by the Grwp Cynefin Housing Association.

1.2 The report will consider the impact of the proposed development on the highway network both during construction and operation and will assess the proposal in relation to planning policy and guidance.

2.0 SITE DETAILS

2.1 The proposed development site is a roughly rectangular plot of land 0.4Ha in area abutting the southwestern side of Station Road, Bethesda, 150m from the A5 Bangor Road.

2.2 A site location plan is included at Appendix A .

2.3 Bangor Road is part of the historic A5 trunk road between London and Holyhead and locally forms the high street of Bethesda. At its junction with Station Road it is straight and level with a carriageway 7.3m in width with footways on both sides. It is provided with street lighting and is subject to the normal urban speed limit of 30mph. There is a daytime waiting restriction on the Station Road side of the carriageway.

2.4 Station Road leaves Bangor Road perpendicularly and runs straight for 60m at which point it bifurcates at a shallow angle. It is bounded initially to the right (northwest) by houses and to the left by a small supermarket (Londis).

2.5 The left leg, Lon Sarnau provides access to houses, a large industrial unit and the rugby ground.

2.6 The right leg serves the Army Cadet Force premises and a new medical centre. After 70m it turns through 90degrees and forms the eastern boundary of and access to the proposed development site. It ends at a scaffolding company depot to the north of the site.

2.7 In all 18 residential properties gain access from Station Road and Lon Sarnau.

2.8 The first 60m section of Station Road has a 9.5 metre-wide level carriageway and a footway fronting the houses. It has street lighting and there is a 24-hour waiting restriction in force on the left (south-easterly) side for a distance of 50m from the A5 junction.

2.9 Beyond the junction with Lon Sarnau the carriageway is of variable width, generally about 8m. It is bounded by the above properties on the right and a stone wall to the left 1.3m in height. There is a footway around the frontage of the health centre and limited street lighting.

2.10 Lon Sarnau has a carriageway 4.5m in width with an arrow footway fronting the houses.

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2.0 SITE DETAILS (continued)

2.11 There is a broken edge marking across the Station Road/Lon Sarnau junction giving priority to Lon Sarnau. Because of the shallow intersection angle between the two roads the bellmouth is very wide, 25m at the give-way line. The boundary wall has been partially demolished at the junction, reducing in height from 1.3m to nothing over the last 18m.

2.12 The first section of Station Road and Lon Sarnau is a public highway (as far as the factory entrance). The adoption status of the section of Station Road from the junction to the proposed site is unclear. The above roads are subject to the normal urban 30mph speed restriction.

2.13 The Station Road/ Bangor Road junction is controlled by a double broken “give way” line. At this point the Bangor Road footway is 1.8m and 1.5m wide to the north and south respectively. To the right the adjacent building immediately abuts it. To the left there is a small yard to the front of the houses bounded by a wall 0.8m high. As a result of the above visibility of and from vehicles emerging from the minor road is limited.

2.14 The proposed site is level with a 105m frontage to Station Road. It takes the form of a single- storey building with surrounding parking/servicing areas. The building is used as a social club, the premises of the Clwb Rygbi Bethesda and the Bethesda AFC Bingo Club.

2.15 The Environment Act 1995 requires local authorities to review and assess air quality in their areas. In order to achieve their aims authorities are empowered to declare air quality management areas within which they can introduce measures to secure the required standards.

2.16 The site is not in an air quality management area.

3.0 ROAD SAFETY

3.1 The Council maintains records of reported collisions within the highway and enquiries have been made of the Authority with regard to the record in the vicinity of the site. The search covered Station Road; Lon Sarnau and Bangor Road within 50m of Station Road Road. The search period was 2010 to 2014, the latest five-year period for which data are available.

3.2 There were 3 collisions in the search area during the 5-year period all at the Bangor Road/Station Road junction. All three collisions took place in fine, dry conditions, one of them at night under street lighting and all were described as slight in severity.

3.3 Two of the collisions were similar in nature, being rear-end shunts of cars travelling northwards along Bangor Road. The first involved a car striking a parked vehicle, pushing into a second parked vehicle. The second involved a line of four cars colliding at the rear after the front vehicle had been temporarily held up.

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3.0 ROAD SAFETY (continued)

3.4 The third collision occurred when an elderly lady crossed Station Road into the path of a car turning right from Bangor Road.

3.5 Details of the collisions are at Appendix B .

4.0 TRAFFIC VOLUME AND SPEED

4.1 In order to assess the level of traffic on the surrounding highway network the following traffic counts were carried out. ••• Manual evening peak hour turning count at the A5/ Station Road junction on 3 February 2016. ••• An Automatic Traffic Count (ATC)for one week commencing 14 January 2016 in Station Road 15m from the A5 junction. ••• An ATC for one week commencing 14 January 2016 in A5 Bangor Road 25m north of Station Road. ••• An ATC for one week commencing 14 January 2016 in A5 Bangor Road 25m south of Station Road.

4.2 The results of the above ATCs are included at Figures 1-3 of Appendix C. The results of the turning count are shown in Figure 4.

4.3 Weekday 24-hour two-way flows at the A5 North, A5 south and Station Road sites were 7772, 7338 and 1207 vehicles respectively. Peak hour flows for the am (0800-0900) were 717, 689 and 96 vehicles. For the pm peak (1600-1700) the corresponding flows were 705, 674 and128 vehicles.

4.4 For the purpose of assessing the capacity of junctions, traffic flows are expressed in terms of passenger car units (PCU) that take account of the sizes of the different classes of vehicle. No classification of vehicles counted above is available and so the measured flows have been increased by a factor of 1.15 to allow for a proportion of HGVs of approximately 10%.

4.5 The peak hour flows have been apportioned in accordance with the results of the turning count to produce the base year turning flows used in the assessment of the capacity of the A5/ Station Road junction.

4.6 The base year flows are shown in Figures 5 and 6 of Appendix C .

4.7 The counts also measured traffic speeds. The 85%-ile speeds measured over the full 7-day period at the A5 north site were 27.9 mph and 28.6 mph south-east and north-westbound respectively. For the southern site the corresponding speeds were 27.9 and 28.7mph.

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4.0 TRAFFIC VOLUME AND SPEED (continued)

4.8 For the purpose of assessing junction visibility splay requirements wet weather speeds are used and dry weather survey figures are adjusted accordingly. During the January survey period the weather was predominantly wet and so no adjustment of the measured speeds has been required.

5.0 PUBLIC TRANSPORT

5.1 The area surrounding the site is served by public transport in the form of the 6/6A; 66/66A/67/67A bus services. The above run along Bangor Road (A5).

5.2 The principal service is the 66/66A/67/67A group, which operates between Bangor and the villages of Tregarth, Rachub, Gerlan and Bethesda. This service runs on Monday to Saturday from 0638 to 2222 and 0648 to 2328 south and northbound respectively. The frequency is generally ½-hourly, increasing to ¼ -hourly at peak times. The other services operate throughout the working day on a 1.5 hourly basis.

5.3 On Sundays and bank holidays the 67/67A service runs between Bangor, Rachub, Bethesda and Gerlan on an hourly basis. Operating times are 1003 to 1803 and 0914 to 1814 south and northbound respectively.

5.4 From Monday to Saturday the 6/6A service is an approximately 90-minute service to Mynydd Llandegai, Bangor and Ysbyty Gwynedd during the working day. Operating times are 0930 to 1811 and 0735 to 1635 south and northbound respectively.

5.5 A summary of the above services in tabular form is included in Appendix D.

5.6 Bus stops are located in Bangor Road 50m south of its junction with Station Road. The stops are 200m from the site.

5.7 The Chartered Institution of Highways and Transportation publication Guidelines for Planning for Public Transport in Developments recommends a 400m maximum walking distance to bus stops. The latter is achieved for travel in both directions.

5.8 Convenient connection with local and main line rail services is possible at Bangor railway station, which is accessible via the local bus services.

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6.0 ACTIVE TRAVEL

6.1 The Institution of Highways and Transportation (IHT) document Guidelines for Providing for Journeys on Foot suggests desirable , acceptable and maximum walking distances of 400m, 800m and 1200m respectively.

6.2 There is one school within 400m of the site. Ysgol Dyffryn Ogwen, a secondary school, in Coetmor Road. Ysgol Pen y Bryn, a primary school, is approximately 900m distant in Cefn y Bryn.

6.3 Leisure facilities are available adjacent to the site in the form of the rugby club. The Plas Francon Sports Centre is 550m to the north and the Bethesda Cricket and Bowls Club a further 250m to the east, both in Coetmor New Road.

6.4 Community facilities in the form of a medical centre with a pharmacy, community centre, church, library and police station are within 400m of the site.

6.5 In Bethesda High Street, within 800m there is a variety of retail premises including 3 small supermarkets, butcher, post office and household goods shops. Eating and drinking is catered for by a number of public houses, cafes and food takeaways. Other services including hairdressers and garages are also present.

6.6 All of the above are within walking distance of the site and can generally be reached by footways. In places there are no footways, particularly sections of Coetmor Road. However, the roads are lightly trafficked and should not be unduly hazardous for pedestrians. There is a signal-controlled pedestrian crossing of Bangor Road 280m south of Station Road to assist pedestrian movement in the town centre.

6.7 TAN18 (see Section 7) states that cycling has the potential to act as a substitute for shorter car journeys, or form part of a longer journey when combined with public transport. Bethesda and a number of villages including Tregarth, Llandegai and Rachub, together with the outskirts of Bangor are within 10km of the site. As described above, bus routes are available within easy cycling distance, thereby providing good extended access for cyclists.

6.8 Sustrans National Cycle Network Route 8runs north to south along the Ogwen Valley from the National Park to Bangor. Much of this route is off-road. Station Road forms part of a designated cycle route, which is a loop off National Route 8,To the south of Bethesda the loop is traffic free route, but then runs along Bangor Road from the Post Office to Station Road. North of the town it is also traffic-free. From a junction with Station Road it skirts the rugby club to the west and then runs parallel to the A5, rejoining Route 8 at Tregarth. Beyond Tregarth the route is traffic-free to Bangor. Gwynedd Council are actively seeking to extend the traffic-free route through Tregarth.

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6.0 ACTIVE TRAVEL (continued)

6.9 For other journeys travel by cycle on local roads should not be unduly hazardous, given the lightly trafficked residential nature of the area surrounding the site, even on the major road traffic speeds and volumes are not high.

6.10 There will be adequate space within the curtilage of the individual properties for the storage of cycles.

7.0 PROPOSED DEVELOPMENT

7.1 The proposed development comprises the erection of 16 dwellings on the western side of Station Road, consisting of 2 x 4-bed, 4 x 3-bed and 10 x 2-bed houses. The houses will be laid out in three terraces perpendicular to Station Road and one pair of semi-detached houses fronting the latter. Car parking will be provided off two stub access roads perpendicular to Station Road, together with tandem parking on the western side of the latter.

7.2 A footpath will be provided on the western boundary of the site to provide pedestrian access to the rugby ground. The proposal also includes a footway on the Station Road frontage which will link to the footway around the medical centre.

7.3 A layout plan of the proposed development is included at Appendix E .

8.0 PLANNING GUIDANCE/POLICY

8.1 Planning guidance on the transportation aspects of development is set down in the Welsh Government Planning Policy Wales Technical Advice Note18: Transport . This accepts that, …the car is important for accessibility in rural areas and is likely to remain so for the foreseeable future, but, nonetheless sets down the following principles. • Greater choice of means of transport other than the private car should be provided. • The development should allow existing infrastructure to continue to function. • Housing development should be promoted at locations with good access by walking, cycling and public transport. • The development will facilitate access by new residents to public transport stops, local shops and facilities by walking and cycling; • Parking should be managed and the street layout should militate against inappropriate parking and avoid the obstruction of pedestrians or emergency access. • Safe access should be provided. • Account should be taken of air quality management objectives.

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8.0 PLANNING GUIDANCE/POLICY (continued)

8.2 The Active Travel (Wales) Act 2013 is primarily concerned with the mapping and planning of active travel routes by local authorities, but has no direct application to the development control function. However, Section 10 of the act does require local authorities to exercise their functions to (a) promote active travel journeys, and (b) secure new and improve existing active travel routes and related facilities. Design guidance issued by the Welsh Government has the following to say with regard to private development: - Even though the local authority may not be directly responsible for the scheme, it must use its powers to control development and approve technical designs to fulfil its obligations under the Active Travel Act to bring benefits to pedestrians and cyclists.

8.3 The guidance also requires local authorities to review their design guidance for new roads in developments to ensure that highways on new developments provide appropriate facilities for walking and cycling as a matter of course.

8.4 With regard to external roads the guidance says: - In almost all cases there will be the need for connections to places beyond the development itself – for example to a nearby town centre or major employment zone – and it will be necessary for good connections to be made by foot and cycle to these places from all parts of the site.8.5 The Council’s policies are set down in its Unitary Development Plan 2001-2016, relevant policies being as follows.- • POLICY B23 - Amenities • STRATEGIC POLICY 11 - Accessibility • POLICY CH22 – Cycling Network, Paths and Rights of Way • POLICY CH29 - Safeguarding and improving links for pedestrians • POLICY CH30 - Access for all • POLICY CH31 - Providing for cyclists • POLICY CH32 - Increasing accessibility by public transport • POLICY CH33 - Safety on roads and streets • POLICY CH34 – Rural Lanes • POLICY CH36 - Private car parking facilities

8.5 The application site is not allocated for any specific use within the Unitary Development Plan.

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9.0 TRAFFIC GENERATION AND DISTRIBUTION

9.1 Notwithstanding the person trips to and from the site that will be undertaken on foot, cycle or by public transport (see Section 5) it has been assumed for the purpose of assessing the worst impact on the highway that the site will be principally served by car.

9.2 The normal practice is to calculate trip rates from data for similar sites contained in the Trip Rate Information Computer System (TRICS) a nationally compiled database that provides levels of traffic generated by a variety of types of development, including housing. Two residential sites which have similar geographical, use and accessibility criteria and have been used to assess the Station Road site.

9.3 The survey data were obtained in 2006 and have been adjusted in accordance with the National Road Traffic Forecasts to provide 2016 figures.

9.4 The pm peak arrivals and departures fell in different hours and in order to arrive at a robust pm figure, they have been combined.

9.5 Trip rates obtained in the above way, together with the calculated number of trips from 16 dwellings are shown in Appendix F .

9.6 The daily totals of arrivals and departures for the 16 dwellings were 32 and 31 vehicles respectively. The am peak arrivals and departures were 2 and 5 vehicles/hour respectively. The corresponding fugures for the pm peak were 5 vehicles/ hour in each direction.

9.7 For the purposes of assessing the effects of the development on highway capacity the calculated development flows were distributed in three ways as follows:

• 80% approaches/leaves via A5 North, towards Bangor • 50% approaches/leaves in each direction on A5 • 80% approaches/leaves via A5 South, towards Bethesda

9.8 The trip rates derived from the database were comprised almost exclusively of cars. Accordingly no adjustment to arrive at flows in PCUs is required.

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10.0 CAR PARKING

10.1 The Council’s requirements for car parking are set down in the County Surveyors Society Wales document, Wales Parking Standards 2008 . The latter sets down a maximum number of spaces to be provided in order to deter excessive car ownership and consequent use. The following maximum provision has been calculated in accordance with this document, – for 16 dwellings – 28 spaces.

10.2 The calculation is at Appendix H .

10.3 The site layout plan at Appendix E indicates that parking space will be provided within the site for 35 vehicles. The proposed provision would, therefore, exceed the above maximum by 7 spaces. The number of spaces could easily be reduced to comply with the standard, if required.

11.0 CONSTRUCTION AND SERVICE TRAFFIC

11.1 All construction traffic will gain access to the site by road, the only practical means. The approach to the site via Station Road is not ideal particularly in view of the poor visibility at the Bangor Road junction, but the number of dwellings to be constructed is not large and the consequent construction traffic should also be relatively modest. The construction traffic will probably be no greater than that generated by the recent building or the health centre on the land adjacent to the site.

11.2 The development will largely follow the existing site topography. There should accordingly be no major earthworks required. The proposals will not, therefore, give rise to large-scale export or import of excavated or fill material. Materials and personnel will be of the type and order normally associated with housing construction.

11.3 Given the nature of the proposed development the traffic generated will be mainly be cars. There will be no need for abnormal loads or significant numbers of HGVs to visit the site beyond the construction stage. The only commercial vehicles envisaged are those engaged in routine domestic functions e.g. food and fuel deliveries, refuse collection etc. The road layout of the site will enable service vehicles to enter and leave the existing highway in forward gear.

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12.0 DEVELOPMENT IMPACT

12.1 It is normal practice to project existing traffic flows forward to a specified year in order to take account of general growth in traffic levels when assessing the capacity of highways affected by development. Guidance issued by the Department for Transport on transport appraisal for development recommends that a period of 5 years from the submission of a planning application be taken for the assessment of impact on the local road network. The highway impact has thus been assessed for a design year of 2021.

12.2 Growth forecasts were undertaken using National Road Traffic Forecasts (NRTF) and the previously calculated base year flows adjusted accordingly. The resulting growth factor from 2016 to 2021 is 1.067.

12.3 The assigned development flows were combined with the design year flows as shown in Appendix G . The junction was then analysed manually in accordance with TD 42/95 (Annex 1). Design reference flows were increased by a factor of 1.125 to allow for short-term variations in traffic flow.

12.4 The resulting ratios of flow to capacity (RFCs) are low. The maximum RFC for any movement for any of the traffic distribution options considered was 0.144. This is well below the recommended desirable maximum of 0.85 at which congestion would arise. No capacity problems are therefore envisaged with the operation of the junction.

12.5 Capacities of urban trunk roads are given in the former Welsh Office/Highways Agency Traffic Advice Note TA 79/99 Traffic Capacity of Urban Roads. The latter indicates that a 7.3 metre-wide single carriageway road of variable standard with frontage access and side roads will have a capacity of 1300 vehicles/hour in one direction.

12.6 The forecast peak-hourly flow on A5 in the design year, including the traffic generated by the development, is 772 vehicles / hour in total. This is well below the above figure and accordingly no capacity-related problems are envisaged on the major road.

12.7 A major safety issue with regard to the operation of the local network junction is the visibility of / from approaching vehicles at junctions. The A5 is a trunk road and the requirements for access are contained in the Welsh Government document TD 42/95 ‘Geometric Design of Major / Minor Priority Junctions’. The required junction visibility standards are set down in Table 7/1.

12.8 Table 7/1 specifies the required visibility distance ‘y’ for various design speeds. As the A5 / Station Road junction is in an urban environment the design speed of the major road is 50kph, giving a ‘y’ distance of 70m.

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12.0 DEVELOPMENT IMPACT (continued)

12.9 Paragraph 7.8 of TD42/95 contains the requirements for ‘x’ distance. This allows the ‘x’ (set back) dimension to be reduced to 2.4m back from the nearer edge of the major road ‘in exceptionally difficult circumstances’. The proximity of the adjacent buildings means that the visibility from the existing junction is extremely constrained, rendering the consideration of any ‘x’ distance other than 2.4m impractical.

12.10 Even with an ‘x’ dimension of 2.4m the adjacent buildings restrict visibility from the junction to 11m and 24m to the right and left of the junction respectively.

12.11 While visibility from the minor road is restricted, there is good forward visibility on the major road in both directions; well in excess of the 70m required by Table 7/1 of TD 42/95. This enables drivers of vehicles approaching the junction to see the front of emerging vehicles before drivers of the latter can see them. Major road drivers are thus given sufficient warning to enable them to take action to avoid collisions. The available carriageway width of 7.3m also assists in this respect.

12.12 The traffic volume and speed survey described in Section 4.0 has established that to the east (right) of the A5 / Station Road junction the required stopping sight distance for the measured speed of 28.7 mph is 37.7m. To the west (left) the required distance for the speed of 27.9 mph is 35.8m

12.13 Drivers emerging from Station Road were observed to take a cautious approach to the junction, treating it as a “Stop” rather than as a “Give way” location.

12.14 Despite the poor visibility, no collisions involving emerging vehicles were recorded during the search period referred to in Section 3.

12.15 The amount of traffic generated by the development is forecast to be small, equating to a little over 30 return trips per day. Given the size of the existing social club the new development traffic may well prove to be no more than that arising from the established use. In this event it would not be expected that the likelihood of accidents would increase significantly.

12.16 At the junction of Station Road/Lon Sarnau, traffic speeds are low and the wide, open arrangement enables good visibility. No undue danger is thus expected to arise at this location as a result of the development.

12.17 Overall, the junction and the approach to the site do not have an adverse safety record and the low level of traffic generated by the development should not worsen it.

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12.0 DEVELOPMENT IMPACT (continued)

12.18 The development will be provided with sufficient car parking to comply with planning requirements. As a result all parking and turning should be contained within the site and there should be no over spilling of parked cars onto the highway. In fact, the provision exceeds normal good practice and can technically be reduced. However, it was observed that a considerable amount of on-street parking takes place around the medical centre and retention of the over provision may be of assistance.

12.19 No special measures are currently in force in the vicinity relating to the management of air quality, indicating that there is not a perceived serious concern. As the level of traffic will not be high no serious additional problems are envisaged, particularly as most traffic is expected to consist of cars. This may also be said of traffic noise.

12.20 Frequent bus services are available within easy access of the site throughout the day, which should enable many potential vehicular trips (in particular those to the nearest urban area, Bangor) to be avoided.

12.21 There is safe and convenient access from the site by walking to local facilities, which should help to reduce potential vehicular traffic from the development.

12.22 Access to the site by cycling is also safe and convenient other than the need to cycle on Bangor Road to facilities in the town. However, the road is not heavily trafficked and speeds are not high and cycling should not be unduly hazardous. It should be noted in this respect that this section of the road is part of a designated cycle route. The trip generation data from the TRICS database indicate that the number of cycle trips will be very small, but the nearby National Cycle Route should encourage cycling and will also enable convenient cycle travel beyond Bethesda to Bangor.

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13.0 TRANSPORT IMPROVEMENTS

13.1 The main item of concern with regard to access to the site is the substandard visibility at the Station Road/A5 junction.

13.2 Options to improve the Station Road / A5 junction have been discussed with the Welsh Government (who are responsible for the Trunk Roads). A copy of the relevant correspondence is enclosed in Appendix I . It is possible to carry out some minor work to improve visibility from Station Road and the preferred option to achieve this (Option 3) is illustrated in Appendix I .

13.3 Option 3 is to widen the footway to the A5 locally on both sides of Station Road to increase visibility from the junction. On the opposite side of the carriageway the footway is to be narrowed locally (to a minimum of 1.73m) to allow the width of the trunk road carriageway to be preserved. This allows the ‘y’ dimension to the left (west) to be increased from 24m to in excess of 62m and to the right (east) from 11m to 42.6m.

13.4 Improvements to formalise the junction between the site and Station Road have been discussed with Gwynedd Council as part of a proposal to allow the access road to be adopted. The correspondence associated with these discussions is included in Appendix J , which also includes a copy of the drawing showing the preferred layout for the junctions.

14.0 SUMMARY AND CONCLUSIONS

14.1 The level of vehicular traffic generated by the development will be relatively low. Even when the calculated development traffic is added, the resulting traffic volume can be accommodated by the existing highway network with no significant adverse effect on its function.

14.2 As the additional levels of traffic will be small (if any) corresponding additional adverse environmental effects e.g. noise and atmospheric pollution should not be a matter of concern.

14.3 The highway network in the vicinity of the site has been the site of a small number of collisions within the last five years, but the increase in traffic levels resulting from development should not significantly worsen this safety record.

14.4 There will be adequate car parking and manoeuvring space within the site in accordance with the planning requirements and there should be no necessity for parking and turning on the existing highway.

14.5 The site has convenient access to pedestrian and cycling facilities and frequent public transport.

14.6 A wide range of local facilities is available within walking and cycling distance thereby reduces the need for car use.

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14.0 SUMMARY AND CONCLUSIONS (continued)

14.7 In conclusion, the proposed development complies with planning policy and guidance and should have no significant adverse transport effect.

5084.06 / April 2017 14 APPENDIX A:

Site Location Plan

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX A

Site Location Plan

5084 / April 2017 1 APPENDIX B:

Road Safety

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX B

Road Safety

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5084 / April 2017 4 APPENDIX C:

Traffic Volume and Speed

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APPENDIX C

Traffic Volume and Speed

Volume (veh/hour) Westbound Speed (mph) Westbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 0 20 23 18 29 5 21 21 0 33.8 36.2 32 32.7- 36.7 35.6 100 6 6 21 17 9 3 8 100- - 35.636.9- - - 200 8 3 9 13 2 1 4 200- - - 37.1- - - 300 0 4 7 5 5 0 1 300------400 9 4 410 9 9 6 400------500 33 30 9 10 36 27 25 500 36 34.7 - - 37.8 34.9 36.5 600 76 76 46 21 98 84 78 600 34.4 35.3 32 32.2 33.1 35.3 34.4 700 282 264 94 52 260 282 261 700 30.9 30.6 32 32.7 30.9 30.2 31.1 800 462 454 154 67 486 476 486 800 27.1 26.2 30.2 31.3 27.1 27.1 28.2 900 264 271 205 146 275 314 293 900 26.6 26.4 28.6 30 28 28.9 29.8 1000 206 221 237 182 256 235 251 1000 27.7 27.5 27.5 28.6 27.1 28.4 29.5 1100 246 226 332 269 241 200 243 1100 28.4 28 26.8 27.7 26.8 27.5 28 1200 254 291 295 352 255 241 239 1200 27.1 28 27.1 27.3 27.5 28.2 28.6 1300 269 238 349 322 239 230 262 1300 27.7 28.9 27.1 26.6 26.8 28.6 28.4 1400 243 274 348 319 253 257 284 1400 28.6 28 27.3 26.6 27.7 28.9 28.2 1500 338 349 367 370 309 312 305 1500 26.4 25.3 26.6 26.8 25.9 26.4 27.1 1600 343 341 351 327 301 320 351 1600 26.2 25.5 26.6 28 26.6 27.5 27.3 1700 293 257 346 277 268 288 296 1700 26.4 27.3 27.7 27.5 27.1 27.1 28 1800 214 207 220 169 192 217 224 1800 28.6 28.2 28.6 29.5 28.4 28.4 29.1 1900 157 150 160 123 163 169 175 1900 28 29.5 29.1 30.4 29.5 30.6 30.2 2000 103 124 94 72 81 103 87 2000 28.6 32 32.2 34.4 30.9 29.8 30.9 2100 88 63 70 55 86 79 91 2100 30.9 32 32.7 31.5 31.3 32.4 34.2 2200 44 52 58 37 36 37 47 2200 30.6 32.2 32.4 32.4 34.4 32 35.3 2300 21 47 54 16 19 27 18 2300 33.8 32.9 31.5 32.4 35.6 31.8 33.8 07-19 3414 3393 3298 2852 3335 3372 3495 07-19 27.7 27.5 27.7 27.7 27.5 28.2 28.6 06-22 3838 3806 3668 3123 3763 3807 3926 06-22 28 28.2 28.2 28.2 28 28.6 29.1 06-00 3903 3905 3780 3176 3818 3871 3991 06-00 28.2 28.2 28.2 28.4 28.2 28.6 29.1 00-00 3979 3975 3848 3260 3884 3932 4056 00-00 28.4 28.4 28.4 28.6 28.4 28.9 29.3 Volume (veh/hour) Eastbound Speed (mph) Eastbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 0 22 14 30 40 9 8 20 0 40.9 40.5 33.6 33.1- - 36.7 100 12 9 18 20 11 11 10 100 34.9- 34.2 38.5 34.2 40.5- 200 3 3 9 13 2 4 3 200- - - 39.4- - - 300 2 2 511 2 4 4 300- - - 36- - - 400 6 5 510 7 6 9 400------500 31 35 34 18 29 23 27 500 37.1 37.6 36 36.2 36.9 37.6 37.8 600 44 53 30 16 37 51 52 600 34 30.6 32 33.6 31.8 33.3 31.8 700 124 116 83 46 156 146 140 700 29.8 31.1 31.3 32 28.9 29.8 29.8 800 266 243 151 112 227 275 211 800 24.8 24.6 30.4 30.6 23.9 26.2 26.4 900 222 222 224 166 202 224 239 900 25.3 26.2 27.3 28 24.8 27.1 27.7 1000 204 232 315 322 221 211 244 1000 27.3 25.7 26.2 27.3 27.5 26.6 29.1 1100 268 213 331 284 228 224 237 1100 25.9 24.4 25.1 27.3 25.7 26.8 25.5 1200 207 240 324 333 214 238 245 1200 27.1 25.7 27.1 26.8 25.1 27.1 27.3 1300 253 252 319 388 232 239 270 1300 28 27.1 26.4 25.9 26.4 27.5 25.9 1400 248 282 329 324 247 246 277 1400 27.1 26.2 25.7 24.8 26.8 28 26.8 1500 282 337 292 283 298 306 320 1500 26.6 25.7 27.1 26.8 25.9 25.9 25.5 1600 384 405 303 244 349 372 358 1600 25.9 22.4 26.2 27.1 26.6 26.8 26.8 1700 426 373 280 166 395 419 423 1700 25.9 26.2 26.4 27.7 26.4 26.8 26.4 1800 233 266 209 155 249 296 269 1800 26.8 27.7 27.5 30.2 27.5 28.2 28.9 1900 192 178 152 122 199 159 184 1900 27.1 29.1 29.1 30.4 29.3 28.6 29.5 2000 130 131 108 81 130 144 135 2000 28.6 30 30 32.2 30 29.5 30.4 2100 100 77 75 58 75 107 89 2100 31.1 30.4 30.9 31.1 30.9 31.5 30.6 2200 57 74 45 52 44 40 68 2200 32 32 31.5 33.3 33.3 33.8 33.3 2300 29 52 43 16 32 28 16 2300 32.4 31.5 32.7 38.3 40.3 35.6 33.8 07-19 3117 3181 3160 2823 3018 3196 3233 07-19 26.8 25.9 26.8 27.5 26.4 27.1 27.3 06-22 3583 3620 3525 3100 3459 3657 3693 06-22 27.1 26.8 27.3 27.7 27.3 27.7 27.7 06-00 3669 3746 3613 3168 3535 3725 3777 06-00 27.3 27.1 27.5 28.2 27.5 27.7 28 00-00 3745 3814 3714 3280 3595 3781 3850 00-00 27.5 27.3 27.7 28.4 27.7 28 28.4

5084 / April 2017 1

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

Figure 1 ATC A5 North

Volume (veh/hour) Westbound Speed (mph) Westbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 0 20 23 17 28 5 21 21 0 34.2 35.1 32.4 32.7 - 37.4 37.8 100 6 6 21 17 8 3 8 100 - - 34.9 37.6 - - - 200 8 3 11 13 2 1 4 200 - - 37.1 37.1 - - - 300 0 4 6 5 5 0 1 300------400 9 4 41010 9 6 400------500 36 33 10 11 37 29 28 500 36.5 32.2 - 43.2 37.8 35.1 35.8 600 73 73 47 17 98 84 82 600 34.7 35.8 31.8 33.1 33.6 35.8 35.1 700 283 264 90 48 257 276 262 700 30.6 30.4 32.4 32.9 30.2 30.4 30.2 800 454 447 155 65 477 476 482 800 27.3 26.4 30.4 31.3 26.6 27.3 28.2 900 245 268 202 148 252 303 275 900 26.8 26.4 28.6 30.2 27.7 28.6 29.8 1000 206 219 234 186 231 221 241 1000 27.7 27.3 27.1 29.1 27.3 28.4 30 1100 236 219 329 262 223 185 229 1100 28.2 27.7 27.1 28 27.7 28 29.1 1200 247 271 295 287 251 224 233 1200 27.7 28 27.1 28.6 27.1 28.6 28.6 1300 263 232 346 319 233 228 244 1300 28.2 28.2 26.8 27.1 27.1 28.4 28.6 1400 241 269 357 314 248 244 277 1400 28.4 27.5 26.6 26.6 27.5 29.1 28.2 1500 318 343 365 338 303 294 285 1500 26.6 25.1 26.2 27.1 25.7 26.4 26.8 1600 321 307 353 323 278 297 337 1600 26.4 25.5 26.6 28.2 26.2 27.7 27.5 1700 285 236 346 278 238 274 284 1700 26.6 27.5 26.6 27.7 27.7 27.1 27.5 1800 215 204 228 173 184 205 226 1800 28.9 28.2 27.5 30 28.2 28.4 29.3 1900 158 149 166 125 155 173 171 1900 28.6 29.3 28.9 30.6 30 30 30.4 2000 103 120 101 74 78 89 91 2000 28.2 31.3 32.2 34 32.2 30.4 30.2 2100 76 62 75 57 88 76 2100 32.2 32.2 33.3 32.2 31.8 32.4 2200 46 54 61 36 34 39 2200 31.8 32.2 32 34.4 34.7 32.4 2300 21 48 52 17 19 29 2300 35.8 32.2 31.5 32 35.8 32.4 07-19 3314 3279 3300 2741 3175 3227 3375 07-19 27.7 27.5 27.5 28.4 27.5 28.4 28.6 06-22 3724 3683 3689 3014 3594 3649 3719 06-22 28.2 28 28 28.9 28 28.6 29.1 06-00 3791 3785 3802 3067 3647 3717 3719 06-00 28.2 28.2 28.2 28.9 28 28.9 29.1 00-00 3870 3858 3871 3151 3714 3780 3787 00-00 28.6 28.4 28.2 29.1 28.4 29.1 29.3

Volume (veh/hour) Eastbound Speed (mph) Eastbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 0 22 14 29 39 9 7 18 0 40.3 40 33.3 32.4 - - 36.2 100 12 9 19 20 10 11 10 100 33.6 - 33.8 37.8 - 37.1 - 200 3 3 11 13 2 4 3 200 - - 31.3 39.8 - - - 300 2 2 4 11 2 4 4 300- - - 36.2- - - 400 6 5 510 6 5 9 400------500 32 36 35 17 30 23 28 500 34.2 36.7 35.3 36 36.9 36.9 36 600 37 40 27 15 34 44 45 600 34.4 30 33.6 33.1 31.8 32.2 31.5 700 109 107 80 46 130 136 130 700 29.8 29.5 31.1 31.5 29.8 30.2 29.5 800 237 226 153 108 202 264 181 800 25.9 25.9 29.5 30.2 24.6 26.8 27.3 900 197 210 216 152 164 216 202 900 25.7 26.6 27.1 28.2 25.3 27.1 28.2 1000 194 222 294 260 210 197 229 1000 27.3 25.7 26.4 27.7 27.3 26.6 28.6 1100 253 202 321 281 208 207 225 1100 26.4 25.1 25.7 27.5 27.1 26.2 25.7 1200 207 223 328 344 213 224 241 1200 27.3 26.2 27.3 28 25.9 27.1 27.3 1300 240 247 326 366 215 226 254 1300 27.3 27.1 25.9 26.6 27.3 27.5 26.2 1400 239 273 328 296 227 225 278 1400 27.3 26.8 26.2 25.5 26.6 28.4 27.1 1500 277 316 292 292 292 281 297 1500 26.4 26.4 27.1 26.8 25.7 26.6 25.9 1600 379 397 298 244 334 368 354 1600 25.9 23.5 26.4 27.1 26.4 27.5 27.3 1700 429 377 286 166 405 424 425 1700 26.6 26.6 26.8 27.7 26.2 27.3 26.6 1800 234 268 215 160 241 288 266 1800 26.8 27.5 26.6 29.5 26.8 28 28.4 1900 181 175 154 123 197 156 205 1900 26.4 28.6 28.2 30.2 29.1 29.1 29.1 2000 132 130 111 81 128 143 133 2000 27.3 29.8 29.3 32.2 29.5 30.4 30.4 2100 103 76 78 61 77 105 2100 30.4 30.6 30.9 31.1 31.1 31.1 2200 61 76 43 53 45 42 2200 32.4 31.3 32.2 33.1 33.1 32.4 2300 29 52 42 17 32 30 2300 31.3 30.6 31.5 35.8 40.3 34.4 07-19 2995 3068 3137 2715 2841 3056 3082 07-19 26.8 26.4 26.8 27.7 26.6 27.3 27.5 06-22 3448 3489 3507 2995 3277 3504 3465 06-22 27.1 26.8 27.3 28 27.3 28 27.7 06-00 3538 3617 3592 3065 3354 3576 3465 06-00 27.3 27.1 27.3 28.2 27.5 28 27.7 00-00 3615 3686 3695 3175 3413 3630 3537 00-00 27.5 27.3 27.7 28.6 27.7 28.2 28

Figure 2 ATC A5 South

5084 / April 2017 2

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

Volume (veh/hour) Westbound Speed (mph) Westbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 0 0031010 0------100 0 0 2 0 0 0 0 100------200 0 0 1 0 0 0 0 200------300 0 0 1 0 0 0 0 300------400 1 0 0 0 1 2 0 400------500 3 4 3 4 3 2 2 500------600 11 13 8 1 15 13 13 600 18.1 16.8 - - 17.7 19.9 18.3 700 23 25 8 0 38 28 24 700 19 17.9 - - 16.6 18.1 19.5 800 66 46 11 7 68 62 58 800 16.3 16.6 16.6 - 17.7 17.7 18.6 900 52 56 19 34 59 58 57 900 16.1 16.6 17 17.9 17.7 17 17.9 1000 48 49 29 99 47 57 59 1000 16.8 17 16.8 17.9 17.7 16.8 18.1 1100 66 36 40 22 56 31 41 1100 16.8 15.9 16.1 17 17.4 18.3 18.3 1200 43 42 33 19 43 41 40 1200 17.2 16.8 17.9 16.3 18.3 17.2 16.8 1300 44 40 14 39 54 34 37 1300 17 18.3 17.7 16.1 18.3 18.1 17.7 1400 41 52 10 46 60 48 39 1400 18.1 17.4 - 17 17.2 17.4 17.9 1500 44 86 12 9 61 56 52 1500 17.2 17.2 16.8 - 17.2 17.7 17 1600 51 73 11 9 63 52 52 1600 17 16.6 18.3 - 16.1 17.9 17.7 1700 41 30 21 9 43 38 42 1700 18.1 16.3 16.3 - 18.1 17.2 16.8 1800 29 25 11 5 42 27 32 1800 18.8 16.8 18.3 - 17 17 16.8 1900 30 13 8 4 17 22 10 1900 17.9 14.1 - - 16.8 17 - 2000 6 6 7 4 10 16 4 2000 - - - - - 17 - 2100 9 3 9 2 4 3 6 2100------2200 3 1 5 3 0 4 5 2200------2300 0 1 1 1 0 1 1 2300------07-19 548 560 219 298 634 532 533 07-19 17.4 17 17.4 17.7 17.7 17.7 17.9 06-22 604 595 251 309 680 586 566 06-22 17.4 17 17.4 17.7 17.7 17.7 17.9 06-00 607 597 257 313 680 591 572 06-00 17.4 17 17.4 17.7 17.7 17.7 17.9 00-00 611 601 267 318 684 596 574 00-00 17.4 17 17.4 17.7 17.7 17.7 17.9 Volume (veh/hour) Eastbound Speed (mph) Eastbound Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan Time 14-Jan 15-Jan 16-Jan 17-Jan 18-Jan 19-Jan 20-Jan 00021000 0------100 0 0 3 0 0 0 0 100------200 0 0 1 0 0 0 0 200------300 0 0 1 0 0 0 0 300------400 1 0 0 0 0 1 0 400------500 2 2 2 2 1 0 2 500------600 7 6 4 4 11 7 6 600- - - - 15.9- - 700 7 11 10 2 15 14 14 700 - 14.3 - - 15.9 18.1 15.2 800 38 26 7 3 49 35 33 800 14.5 14.3 - - 14.8 15.9 18.8 900 47 51 14 19 47 55 40 900 15.9 15.4 14.8 16.8 16.8 17.7 15 1000 45 49 26 26 57 56 54 1000 17 16.3 14.8 18.6 17.2 15.9 16.8 1100 60 32 40 27 51 36 46 1100 16.6 16.1 15.2 16.1 16.6 17.9 17.4 1200 51 46 38 91 47 44 41 1200 16.1 16.6 15.9 16.6 15.9 16.1 15.4 1300 40 38 19 24 43 28 39 1300 16.8 16.6 15.7 15.9 17 17.9 15.7 1400 41 48 11 18 48 40 49 1400 17.2 16.1 17 15.2 17.4 18.1 17 1500 62 71 18 48 63 57 51 1500 16.3 15.2 14.3 13.9 16.6 16.3 16.6 1600 60 87 9 16 75 64 66 1600 16.1 15.9 - 15.9 16.6 16.6 15.9 1700 53 52 18 10 72 49 53 1700 16.6 16.3 16.1 - 15.9 17 17.7 1800 25 29 14 6 47 30 30 1800 16.8 15.7 16.1 - 15 16.8 18.8 1900 23 8 6 2 29 18 30 1900 17.4 - - - 15.9 14.8 16.8 2000 10 7 8 3 8 31 4 2000 - - - - - 17 - 2100 18 3 10 2 4 2 3 2100 15.4 ------2200 3 1 2 5 2 4 5 2200------2300 0 1 1 1 0 1 0 2300------07-19 529 540 224 290 614 508 516 07-19 16.6 16.1 15.9 16.3 16.6 17 17 06-22 587 564 252 301 666 566 559 06-22 16.8 16.1 16.1 16.3 16.6 17 17 06-00 590 566 255 307 668 571 564 06-00 16.8 16.1 16.1 16.3 16.6 17 17 00-00 593 568 264 310 669 572 566 00-00 16.6 16.1 16.1 16.6 16.6 17 17

Figure 3 ATC Station Road

5084 / April 2017 3

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

29 16

234 Turning flows (veh/hour)

44 29

Figure 4 Turning Flows PM Peak (1630-1730) Manual Count

388 43 332 24

123 PCUs

48 32

Figure 5 2016 Base pm

237 44 519 25

123 PCUs

25 16

Figure 6 2016 Base am

5084 / April 2017 4 APPENDIX D:

Public Transport

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX D

Public Transport

Service Route Operator Days Times Times Frequency No. from to Bangor Bangor 6/6A Bethesda-Mynydd Llew Monday- 0930-1811 0735-1635 !.5 hours Llandegai-Bangor Jones Saturday 66/66A/ Gerllan-Bethesda- Arriva Monday- 0635-2222 0648-2328 Better than 67/67A Rachub-Tregarth- Saturday Half-hourly Bangor 67/67A Bangor-Rachub- Arriva Sunday/ 1003-1803 0914-1814 Hourly Bethesda-Gerllan Bank holiday

5084 / April 2017 1 APPENDIX E:

Site Plan

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX E

Site Plan

5084 / April 2017 1 APPENDIX F:

Traffic Generation

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX F

Traffic Generation

5084 / April 2017 1

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

5084 / April 2017 2

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

5084 / April 2017 3

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

5084 / April 2017 4

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

am peak (0800-0900) arrivals 0.091 veh/dwelling departures 0.255 pm peak (1700-1800) 0.273 0.273 day 1.709 vehicles 1.655 0.091 cycles 0.036

Daily flows for 16 dwellings: - vehicles arrivals 32 departures 31 cycles 2 1

2 1 1 1 1 2

234 80% North 4 1 456 50% Both 3 3 372 80% South 1 4

Figure 1 Development Flows am peak (pcu)

4 3 1 1 3 4

234 80% North 4 1 456 50% Both 3 3 372 80% South 1 4

Figure 2 Development Flows pm peak (pcu)

n.b. 1500-1600 departures and 1700-1800 arrivals have been combined to form a worst case for pm Survey figures from 2006 have been adjusted to 2016 in accordance with NRTF growth rates Development traffic will be mainly cars, therefore no adjustment required for pcus

5084 / April 2017 5 APPENDIX G:

Car Parking

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX G

Car Parking

CSS Wales Parking Standards 2008 Provision Zones 2-6 Houses and apartments 1space/bedroom (max 3 spaces/dwelling) 1 space/5 dwellings for visitors

2 houses (4bed) 2 x 4 8 spaces 4houses and flats (3bed) 4 x 3 12 spaces 10 houses (2bed) 10 x 2 20 spaces Visitors 16/5 4 spaces

Total 44 spaces

Sustainability factors (Appendix 6) Local facilities – school, health centre, food store + other pubs,shops within 400m 2 x 2 points 4 points Public Transport – Bus stops within 300m 3 points Frequency of Public Transport - 15 minute service between 0700 and1900 within 800m but notover entire period 2-1 point 1 point

8 Sustainability points - deduct 1 space per dwelling = 16 spaces

Maximum provision is 44 – 16 = 28 spaces

5084 / April 2017 1 APPENDIX H:

Junction Capacity

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

APPENDIX H

Junction Capacity

466 466 466 52 55 56 399 399 399 30 33 35

789 80% South 63 40 456 50% Both 62 44 678 80% North 59 45

5 50% Figure 1 2021 Base + Development pm PCUs

284 284 284 54 54 55 623 623 623 31 31 32

789 80% South 36 21 456 50% Both 35 24 678 80% North

31 25

Figure 2 2021 Base + Development am PCUs

5084 / Qpril 2017 1

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

A5/Station Road.Bethesda 80% North am a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 31 Qc-b 489 c-b 0.113 Wb-c 2.70 Vlb 11 qa-c 623 Qb-a 289 b-a 0.073 Wc-b 2.10 Vrc-b 130 Qb-c 469 b-c 0.077 Wcr 0.00 qb-a 21 W 7.30 qb-c 36 qc-a 284 qc-b 55

Figure 3 80% North am

A5/Station Road.Bethesda 80% North pm a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 399 Qc-b 521 c-b 0.107 Wb-c 2.70 Vlb 11 qa-c 116 Qb-a 339 b-a 0.118 Wc-b 2.10 Vrc-b 130 Qb-c 550 b-c 0.115 Wcr 0.00 qb-a 40 W 7.30 qb-c 63

qc-a 466 qc-b 56

Figure 4 80% North pm A5/Station Road.Bethesda 50% South am a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 31 Qc-b 489 c-b 0.111 Wb-c 2.70 Vlb 11 qa-c 623 Qb-a 289 b-a 0.083 Wc-b 2.10 Vrc-b 130 Qb-c 469 b-c 0.075 Wcr 0.00 qb-a 24 W 7.30 qb-c 35

qc-a 284 qc-b 54

Figure 5 50% Each Direction am

A5/Station Road.Bethesda 50% South pm a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 33 Qc-b 541 c-b 0.102 Wb-c 2.70 Vlb 11 qa-c 399 Qb-a 311 b-a 0.142 Wc-b 2.10 Vrc-b 130 Qb-c 519 b-c 0.120 Wcr 0.00 qb-a 44 W 7.30 qb-c 62

qc-a 466 qc-b 55

5084 / Qpril 2017 2

RESIDENTIAL DEVELOPMENT, CLWB RYGBI, STATION ROAD, BETHESDA Transport Statement

Figure 6 50% Each Direction pm

A5/Station Road.Bethesda 80% South am a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 32 Qc-b 488 c-b 0.111 Wb-c 2.70 Vlb 11 qa-c 623 Qb-a 289 b-a 0.087 Wc-b 2.10 Vrc-b 130 Qb-c 469 b-c 0.066 Wcr 0.00 qb-a 25 W 7.30 qb-c 31 qc-a 284 qc-b 54

Figure 7 80% South am

A5/Station Road.Bethesda 80% South pm a=A5 south b=Station Road c= A5 north Lane width (m) Visibility (m) Flows (pcu) Capacity (pcu) Flow/Capacity(RFC) Wb=a 2.70 Vrb 9 qa-b 35 Qc-b 540 c-b 0.096 Wb-c 2.70 Vlb 11 qa-c 399 Qb-a 311 b-a 0.144 Wc-b 2.10 Vrc-b 130 Qb-c 519 b-c 0.114 Wcr 0.00 qb-a 45 W 7.30 qb-c 59 qc-a 466 qc-b 52

Figure 8 80% South pm

5084 / Qpril 2017 3 APPENDIX I:

Correspondence with Welsh Government Transport David High

From: David High Sent: 19 February 2016 12:29 To: 'Jones, Alun W (ES&T - Transport)' Cc: [email protected] Subject: Proposed Residential Development at Clwb Rygbi, Station Rd, Bethesda (RBA Ref 5084) Attachments: 5084 Transport Statement Report Complete.pdf

Dear Alun,

I trust that you are keeping well. Do you still have responsibility for developments which may have implications for the A5?

Grwp Cynefin are reviewing options for the re-development of a site off Station Road in Bethesda. RBA have been commissioned to prepare a traffic statement associated with the project (copy attached), which is to replace the existing buildings with 16 dwel lings.. Station Road forms a ‘T’ junction with the A5 in Bethesda. The traffic statement considers the volume of traffic to be generated by the proposed development to be low and consequently it is unlikely to have any significant safety implications.

Before progressing the matter further our client would welcome any comments or feedback from Welsh Government regarding the implications of a potential small increase in the use of the Station Road junction on the Trunk road.

Regards

David High for RBA LTD | CONSULTING CIVIL & STRUCTURAL ENGINEERS 26 Mostyn Road, Colwyn Bay, Conwy LL29 8PB 01492 533117 [email protected] www.rba.ltd.uk This email and any attachments are confidential and intended for the named recipient(s) only. If it has reached you by mistake, you should not copy, distribute or show the content to anyone but should contact RBA Ltd at once. The sender accepts no liability for viruses, and it is your responsibility to scan any attachments.

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1 David High

From: [email protected] Sent: 19 February 2016 13:35 To: David High Cc: [email protected]; [email protected] Subject: RE: Proposed Residential Development at Clwb Rygbi, Station Rd, Bethesda (RBA Ref 5084)

Dear David,

Thank you for forwarding the traffic statement for the above development, you are correct, I still retain the development control function for Welsh Government Transport Division.

I have reviewed the details submitted and have the following comments:-

1. Clauses 12.7 and 12.8 refer to TAN 18, but TAN 18 states that the overriding standard is the Design Manual for Roads and Bridges (DMRB), which provides a minimal visibility splay of 90m for trunk roads; this will require further investigation.

2. Clauses 4.1 to 4.3 provides traffic flows which in accordance with TD 42/95 may require a ghost island turning facility/junction, this again will require further investigation/clarification.

If you require further information or clarification, please do not hesitate to contact me.

Regards

Alun Wyn Jones (B.Eng. Hons) Peiriannydd Llwybr Ffyrdd a Arbenigwr VRS / Route Engineer and VRS Specialist Is-adran Rheoli'r Rhwydwaith - Network Management Division Trafnidiaeth / Transport Adran yr Economi, Gwyddoniaeth a Thrafnidiaeth / Department for Economy, Science and Transport Llywodraeth Cymru / Welsh Government , Sarn Mynach, Llandudno Junction, LL31 9RZ Ffôn / Tel: 0300 062 5621 Mob: 07896928719 Ebost / Email: [email protected]

From: David High [ mailto:[email protected] ] Sent: 19 February 2016 12:29 To: Jones, Alun W (ESNR-Transport-Network Management) Cc: [email protected] Subject: Proposed Residential Development at Clwb Rygbi, Station Rd, Bethesda (RBA Ref 5084)

Dear Alun,

I trust that you are keeping well. Do you still have responsibility for developments which may have implications for the A5?

Grwp Cynefin are reviewing options for the re-development of a site off Station Road in Bethesda. RBA have been commissioned to prepare a traffic statement associated with the project (copy attached), which is to replace the existing buildings w ith 16 dwellings.. Station Road forms a ‘T’ junction with the A5 in Bethesda. The traffic statement considers the volume of traffic to be generated by the proposed development to be low and consequently it is unlikely to have any significant safety implications.

1 DH/5084.19/LB 20 January 2017

Mr Alun Wyn Jones Welsh Government Sarn Mynach Llandudno Junction Conwy LL31 9RZ

Dear Sirs

PROPOSED RESIDENTIAL DEVELOPMENT AT CLWB RYGBI, STATION ROAD, BETHESDA

We write further to our email of 19 February 2016 and your response of the same date regarding the proposed development by Grwp Cynefin of a residential site at Clwb Rygbi, Station Road, Bethesda. This is to replace the existing rugby clubhouse with 16 dwellings. Access onto the A5 will be via Station Road. The response provided raised questions regarding the visibility splay on the trunk road junction and the level of traffic flow which in accordance with TD 42/95 may require the provision of a ghost island turning facility.

A topographical survey has been undertaken of the A5 / Station Road junction area. Traffic speed data had been gathered previously (in January 2015). The 85% ile traffic speed on the A5 is 28mph in both directions, so a junction meeting the requirements of TD 42/95 will have a ‘Y’ dimension of 70m.

In the vicinity of the A5 / Station Road junction the carriageway width is 6.8m,with the north and south side footways measuring 1.5m and 2.5m respectively. Station Road is a no through road serving a mix of residential and commercial sites, including the recently constructed medical centre. On the approach to the A5 the carriageway width is 9.5m.

As noted in the Transport Statement prepared previously and submitted in February 2016, the A5 / Station Road junction is a simple ‘T’ junction and while the visibility from the junction is poor, there are no records of collisions involving emerging vehicles.

The proposed development will cause a minor increase in traffic on Station Road, with a estimated 32 arrivals and 31 departures daily. These values need to be considered against the measured weekday 24 hour two-way (taken to be the effective AADT) flows of 7,772 (A5 north of junction), 7338 (A5 south of junction) and 1,207 (Station Road).

Continued...../ DH/5084.19/LB 20 January 2017 Page 2 of 3

PROPOSED RESIDENTIAL DEVELOPMENT AT CLWB RYGBI, STATION ROAD, BETHESDA

Using the above information two options have been considered to improve the A5 / Station Road junction, increasing the visibility splay and the provision of a ghost island. The following documents have been consulted to inform the design considerations associated with these proposals:

• TA 79/99 Traffic Capacity of Urban Roads • TD 42/95 Geometric Design of Major / Minor Priority Junctions • Traffic Signs Manual, Chapter 5 (Road Markings) (TSM)

TA 79/99 considers traffic capacity on urban roads. From Table 1 the A5 has the characteristics of a UAP3 road, and with a peak one-way hourly flow of 705 vehicles a carriageway width of 6.1m will provide adequate capacity.

The existing carriageway is 6.8m wide. By narrowing the carriageway to 6.1m the visibility from Station Road can be improved (see Drawing No 5084/SK08). Narrowing the carriageway allows the ‘Y’ dimension to be increased from 28.4m (north) and 13.4m (south) to 62.1m and 42.7m respectively (using an ‘X’ dimension of 2.4m). While these dimensions (particularly to the south) are less than the ‘Y’ dimension of 70m required by TD 42/95, they are a considerable improvement to the existing visibility provided at this junction.

TD 42/95 provides guidance of the Form of Major / Minor Priority Junctions. In 2.16 it recognises that the cost of upgrading a simple junction to provide a right turn facility will vary from site to site, but recommends that upgrading should be considered where the minor flow exceeds 500 vehicles 2-way AADT (as is the case at Station Road). Drawing N o 5084/SK07 illustrates how a right-turn lane may be provided for traffic turning into Station Road. If the northern footway is locally narrowed to 1.7m and with the through lanes narrowed to 3.0m (TSM c5, 7.5), then a 1.6m right turn lane can be provided. While the TSM guidance recognises that space may be limited and reduced width lanes may be unavoidable, the minimum recommended width of the ghost island is 2.5m. While there is insufficient space to provide a right turning lane for traffic turning into Station Road, TSM c5, 7.5 considers that a hatched area with a width less than 2.5m can be beneficial, by making the junction more conspicuous.

Section 2.16 of TD 42/95 however does not rule out the use of a simple junction. The advice provided is that the use of a right turning facility should be considered. The criteria for provision also requires consideration of two other factors; ‘where right turning accident problem is evident or where vehicles waiting on the major road to turn right inhibit the through flow and create a hazard’. The data gathered and included in the Traffic Statement establishes that there is no accident problem currently at this junction, that traffic flows on the A5 are comparatively low and that the forward facing visibility / stopping sight distance for traffic on the A5 is good.

Continued...../ DH/5084.19/LB 20 January 2017 Page 3 of 3

PROPOSED RESIDENTIAL DEVELOPMENT AT CLWB RYGBI, STATION ROAD, BETHESDA

In summary, while there is space on the A5 to make improvements to the junction to Station Road, the two options considered are mutually incompatible. It is possible to modify the south side kerb line to improve the visibility splay by a significant amount (albeit without meeting the requirements of TD 42/95) or to provide a right turning lane. In the latter case the width of the right turning lane is considerably below accepted standards at 1.6m.

Given that flow to capacity ratio of the A5 Trunk Road is low, the increase in traffic levels are extremely modest, no capacity problems are envisaged, together with the knowledge that the present junction performs adequately (with no significant accident history) then the benefits of modifying the junction are minimal. Against this background and mindful of the fact the two options considered cannot be implemented concurrently RBA’s preference is to modify the kerb line to improve visibility rather than seeking to introduce a right turn lane, which cannot be practically implemented within the space available.

We will be grateful to receive your views on the above proposal in the terms of the proposed development.

Yours faithfully for RBA Ltd

c: Alan Southall & Trystan Evans - Gr ëp Cynefin

0.5M HIGH 0.5M EAVES HEIGHT = 137.61 WALL STONE 1

131 78 131 81 131 69

RIDGE HEIGHT = 140.01 131 84 131 75 1

131 92

BRICK WALL131 76 DK 0.7M HIGH 131 80 2 EAVES HEIGHT = 137.47 131 72

131 84 BITMAC

131 77131 92 131 64

131 79 131 74

131 69 3 BITMAC

131 73 I/R 1.1M HIGH BRICK WALL 0.4M HIGH DK PAVING TACTILE PAVING TACTILE 131 95

CL = 131.85 MH 131 78 4

131 73 131 92 131 80 BOX TELEPHONE

FH 131 73 SV 131 98 131 62 131 73 131 83 PAVING TACTILE 5 ST BT STONE WALL 1.9M HIGH ST 132 12 DK 131 84 BITMAC 131 78 131 74 131 91 I/R 1.1M HIGH BT BRICK WALL 0.4M HIGH

6 131 93

131 69 131 81 RS 131 74 131 77 DK 131 74 STATION ROAD 1

131 74 GU LP GU BT ROOF HEIGHT = 134.33 GU 131 60 131 72 I/R 1.1M HIGH BRICK WALL 0.4M HIGH 134131 33 85

7 FH

FH BITMAC

BITMAC LP ROOF HEIGHT = 135.29

ST GU

131 72 8

131 60 EAVES HEIGHT = 137.29 131 65 131 71

GU 9 131 61 ST

ST 2 131 84 I/R 1.1M HIGH ST BRICK WALL 0.4M HIGH ST GAS 131131 69 96

GU 3

131 78 EAVES HEIGHT = 135.67

ST 131 87 131 71 BT

CL = 131.67 IC ST 131 75 ST PAVING TACTILE ST DK ST 4 RS 131 90 RS 131 93

BITMAC ST CL = 131.94 MH

GAS CL = 132.03 IC DK

131 95 GU 131 97 ST 131 83 131 91 ST ST

ST LONDIS MP

DK 132 00 FLATS PAVING 131 98 TACTILE

FH RIDGE HEIGHT = 138.44 BITMAC

132 03 ST

ST FLAGS

ST DK

132 11 EAVES HEIGHT = 141.56 = HEIGHT EAVES

132 17

I/R

132 15 145.09 = HEIGHT RIDGE 1.1M HIGH 1.1M

RENDERED WALL RENDERED 132 30 LP

BT 132 22 132 29 132 24

7 BITMAC RS

BT DK

ST 8

132 40 132 44

BITMAC BITMAC

132 39 DK

132 41 9

I/R FLAGS

132 50 STONE WALL 1.1M HIGH 1.1M WALL STONE ST

132 67

132 63 BRICK WALL 0.8M HIGH 0.8M WALL BRICK

132 69 132 67

132133 90 05

BIN 132 36 ROAD BANGOR

132 95

132133 97 07 BUS SHELTER BUS Structural Engineers Consulting Civil & RBA Ltd, 26 Mostyn Road, Colwyn Bay, Conwy LL29 8PB )

CLWB RYGBI, BETHESDA PROPOSED HOUSING DEVELOPMENT, PROPOSED HIGHWAY LAYOUT - OPTION 1 GRŴP CYNEFIN 01492 533117 1:250

* A3

[email protected]

www.rba.ltd.uk 5084 SK07 STONE WALL STONE 1

131 78 131 69 131 81

RIDGE HEIGHT = 140.01 131 84 131 75 1 131 73

BRICK WALL131 76 DK 0.7M HIGH 2 EAVES HEIGHT = 137.47 131 72

131 84 BITMAC

131 77131 92 131 64

131 79 131 74

131 69 BITMAC 3

131 73 I/R 1.1M HIGH BRICK WALL 0.4M HIGH DK PAVING TACTILE PAVING TACTILE 131 95

CL = 131.85 MH 131 78 4

131 73 131 92 131 80 BOX TELEPHONE

FH 131 73 SV 131 98 131 62 131 73 131 83 PAVING TACTILE 5 ST BT ST 132 12 DK 131 84 BITMAC 131 78 131 74 131 91 I/R 1.1M HIGH BT BRICK WALL 0.4M HIGH

6 131 93

131 69 131 81 RS

131 74 131 77 DK 131 74 STATION ROAD 1

131 74 GU LP GU BT ROOF HEIGHT = 134.33 GU 131 60 131 72 I/R 1.1M HIGH BRICK WALL 0.4M HIGH 134131 3385

7 FH

FH BITMAC

BITMAC LP ROOF HEIGHT = 135.29

ST GU

131 72 8

131 60 EAVES HEIGHT = 137.29 131 65 131 71

GU 9 GU 131 61 ST 131 84 ST 2 I/R 1.1M HIGH ST BRICK WALL 0.4M HIGH ST GAS 131131 69 96

GU 3

131 78 EAVES HEIGHT = 135.67

ST 131 87 131 71 BT

CL = 131.67 IC ST 131 75 ST PAVING TACTILE ST DK ST 4 RS 131 90 RS 131 93

BITMAC ST CL = 131.94 MH

GAS CL = 132.03 IC DK

131 95 GU 131 97 ST 131 83 131 91 ST ST

ST LONDIS MP

DK 132 00 FLATS PAVING 131 98 TACTILE

FH RIDGE HEIGHT = 138.44 BITMAC

132 03 ST

ST FLAGS

ST DK

132 11

132 17 141.56 = HEIGHT EAVES

I/R

132 15 145.09 = HEIGHT RIDGE 1.1M HIGH 1.1M

RENDERED WALL RENDERED 132 30 LP

132 22 132 29 132 24

7 BITMAC RS

BT DK

ST 8

132 40 132 44

BITMAC BITMAC

132 39 DK

132 41 9

I/R FLAGS

132 50 STONE WALL 1.1M HIGH 1.1M WALL STONE ST

132 67

132 63 BRICK WALL 0.8M HIGH 0.8M WALL BRICK

132 69 132 67

132133 90 05

BIN 132 36 ROAD BANGOR

132 95

132133 97 07 BUS SHELTER BUS Structural Engineers Consulting Civil & RBA Ltd, 26 Mostyn Road, Colwyn Bay, Conwy LL29 8PB )

CLWB RYGBI, BETHESDA PROPOSED HOUSING DEVELOPMENT, PROPOSED HIGHWAY LAYOUT - OPTION 2 GRŴP CYNEFIN 01492 533117 1:250

* A3

[email protected]

www.rba.ltd.uk 5084 SK08 David High

From: [email protected] on behalf of [email protected] Sent: 21 February 2017 13:24 To: David High Cc: [email protected] Subject: RE: Proposed Residential Development at Clwb Rygbi, Station Rd, Bethesda (RBA Ref 5084)

Dear David.

I have now had the opportunity to review your proposal and have the following comments:

The Welsh Government would consider a combination of both options to be the way forward, this would include the build out of the footway either side of Station Road and reducing the footway width on the other side of the A5 Trunk Road.

The combination of both options will improve the visibility out of the junction whilst maintaining the current width of the A5 Trunk Road. Due to the reduced visibility compared with a compliant design a Departure from Standard application will still have to be submitted.

The applicant should be advised that they will be required to enter into an Agreement with the Welsh Ministers under Section 278 of the Highways Act 1980 / Section 23 of the New Roads and Street Works Act 1991 to enable the Applicant to undertake agreed improvement works on the trunk road. This Agreement will contain details of the improvement works, construction conditions and financial arrangements under which agreed measures can be put in place, including indemnifying the Welsh Ministers against third party claims. Without such an agreement in place, any consent that may be granted by the Planning Authority cannot be implemented.

If you require any further information please don’t hesitate to get in touch.

Kind regards

Rhys.

John Rhys Jones Transport - Trafnidiaeth Department for Economy and Infrastructure - Adran yr Economi a’r Seilwaith Welsh Government - Llywodraeth Cymru Tel - Ffon: 03000528993 e-bost mailto:[email protected]

Please note that any details agreed prior to planning permission being granted are only in principle, and will not be accepted as evidence of consent

From: David High [ mailto:[email protected] ] Sent: 20 January 2017 11:26 To: Jones, Alun W (ESNR-Transport-Network Management) 1

APPENDIX J:

Correspondence with Gwynedd Council (Transportation) DH/5084.17a/LB 20 October 2016

Mrs Mari L Williams Gwynedd Council Council Offices Caernarfon Gwynedd LL55 1SH BY EMAIL ONLY

Dear Mari

PROPOSED RESIDENTIAL DEVELOPMENT AT CLWB RYGBI, STATION ROAD, BETHESDA

~ Thank you for your letter of 27 July 2016 regarding the extent of the public highway on Station Road, Bethesda. The attached Drawing 5084/SK03A shows a proposed highway layout to serve the existing medical centre and proposed housing development on the former Bethesda Station site. It is constricted by a number of factors, which are summarised below:

The drawing is based on information from four sources:

• A topographical survey. • Records available from the Land Registry website. • Extent of public highway (as sketch provided by Gwynedd Council with letter of 27 July 2016). • Exchange of correspondence with the Historical Railways Estate

The proposed layout on Drawing 5084/SK03A: Proposed Highway Layout Option 1 has the following features:

• carriageway of Station Road narrowed to 5.50m through junction • access to Army Cadet Force Compound formalised • New road (to be offered for adoption) to medical centre and proposed development to be 5.50m wide • width of incoming lane of junction for Station Road to be sized for largest incoming vehicle to clubhouse site etc, to enable it to enter the junction (ideally) without the need to cross centreline of junction

We appreciate that (from an adoption perspective) the layout is non-standard. To achieve a workable design at this particular location we anticipate that there is a need to compromise normally accepted standards.

Continued...../ DH/5084.17a/LB 20 October 2016 Page 2 of 2

PROPOSED RESIDENTIAL DEVELOPMENT AT CLWB RYGBI, STATION ROAD, BETHESDA

Before we start to develop the design we would be grateful for your views on the proposal and also your advice on the largest vehicle which is likely to use the junction.

Although the existing ad-hoc layout has been used for many years, our Client (Gr ëp Cynefin) understands the need for the junction to be approved, the challenge is to provide an acceptable layout within the site imposed constraints. Any feedback you can provide at this stage will be most welcome and we will be pleased to meet you and discuss the matter if this is of any assistance.

Yours sincerely for RBA Ltd

~ Encs

David High

From: Williams Mari Lyn (Rh-CTGC) [[email protected]] Sent: 31 October 2016 10:50 To: David High Subject: FW: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639) Attachments: 2016-10-20 letter GC Bethesda Rugby.pdf; 5084-SK03A Junction Option 1.pdf

Good morning David,

Further to my e-mail below, my engineer has come back to me with the following comments.

The Transportation Service would have no objections in principal to a housing development at this location, and would accept the features as listed. Some of the detail within the proposed housing development would however require some further revision, such as the provision of a service strip along the Medical Centres’ boundary, revisions to the footway/parking layout in order t o provide the footway adjacent to the highway, and further consideration to the location of any landscaping adjacent to the highway.

The current site is used as a means of access to a builders yard therefore it is assumed that large goods vehicles ( e.g. a 12 meter rigid lorry) will make regular use of the access. This in turn means the main spine road through the site to its boundary with the builders yard must be constructed to the Council’s industrial estate road specification rather than the standard residential estate road specification, in order to ensure a suitable construction make-up for the type of traffic that can be expected to pass through the site.

The question of land ownership at the entrance still remains. I note the proposed highway layout plan indicates that the Historical Railways Estate owns the parcel of land at the junction. If that be the case the Estate as landowner would have to be part of any adoption agreement, or alternatively Grwp Cynefin would need to purchase the land prior to entering into an agreement.

I trust the above information is of assistance to you but should you require any fuarther information do not hesitate to contact me.

Regards,

Mari

Mrs Mari L. Williams Cydlynydd Prosesau Statudol/Statutory Processes Co-ordinator, Gwasanaeth Trafnidiaeth /Transportation Service. Adran Rheoleiddio/Regulatory Department, Cyngor Gwynedd Council, Swyddfa’r Cyngor/Council Offices, Caernarfon, Gwynedd. LL55 1SH

Ffôn/Telephone: 01286 679650 E-bost/E-mail: [email protected]

Ydych chi’n fodlon gyda’r gwasanaeth a gewch ar hyn o bryd? Are you happy with the existing service that you are receiving?

Yndw Yes

Nac ydw

1 David High

From: David High Sent: 31 October 2016 11:03 To: 'Williams Mari Lyn (Rh-CTGC)' Cc: '[email protected]'; '[email protected]' Subject: RE: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639) Attachments: 2016-10-14 E mail HRE.pdf

Mari,

Thank you for your prompt feedback. I can confirm that agents for the Historical Railways Estate are establishing a value for the land in their ownership to allow transfer to take place (see attached copy of e mail exchange).

Knowing that the land issue can be resolved, together with the information in your e mail we are now in a position to develop the proposal in more detail.

Regards

From: Williams Mari Lyn (Rh-CTGC) [mailto:[email protected]] Sent: 31 October 2016 10:50 To: David High Subject: FW: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639)

Good morning David,

Further to my e-mail below, my engineer has come back to me with the following comments.

The Transportation Service would have no objections in principal to a housing development at this location, and would accept the features as listed. Some of the detail within the proposed housing development would however require some further revision, such as the provision of a service strip along the Medical Centres’ boundary, revisions to the footway/parking layout in order to provide the footway adjacent to the hig hway, and further consideration to the location of any landscaping adjacent to the highway.

I trust the above information is of assistance to you but should you require any fuarther information do not hesitate to contact me.

1 David High

From: David High Sent: 07 February 2017 14:04 To: 'Williams Mari Lyn (Rh-CTGC)' Cc: '[email protected]' Subject: RE: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639) Attachments: 5084 SK03B.pdf

Dear Mari,

Further to your e mail below please find the attached revision (5084/Sk03B) to the proposed junction to Station Road, Bethesda. The kerb lines have been modified slightly to allow the junction to be used by a 12m rigid lorry as requested in your e mail below.

Assuming that the highway authority will consider this layout to be satisfactory we will recommend that a copy of the drawing is included in any subsequent planning application for the site.

Regards

From: Williams Mari Lyn (Rh-CTGC) [mailto:[email protected]] Sent: 31 October 2016 10:50 To: David High Subject: FW: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639)

Good morning David,

Further to my e-mail below, my engineer has come back to me with the following comments.

The Transportation Service would have no objections in principal to a housing development at this location, and would accept the features as listed. Some of the detail within the proposed housing development would however require some further revision, such as the provision of a service strip along the Medical Centres’ boundary, revisions to the footway/parking layout in order to provide the footwa y adjacent to the highway, and further consideration to the location of any landscaping adjacent to the highway.

David High

From: Williams Mari Lyn (Rh-CTGC) [[email protected]] Sent: 08 February 2017 08:23 To: David High Subject: RE: Land at Station Road, Bethesda (RBA ref 5084) (GC ref MLW/SWW 12/2/554 (1639)

Good morning David,

The swept path analysis drawings for the proposed entrance layout are acceptable. As the site will act as a through route to industrial units, I’ d recommend that additional swept path drawings are also submitted with any Section 38 submissions for the entire length of estate road, to ensure larger vehicles can also negotiate the bend further into the site.

I hope the above is of assistance to you.

Regards,

Mari

Ffôn/Telephone: 01286 679650 E-bost/E-mail: [email protected]

Ydych chi’n fodlon gyda’r gwasanaeth a gewch ar hyn o bryd? Are you happy with the existing service that you are receiving?

Yndw Yes

Nac ydw No

Os na, eglurwch pam os gwelwch yn dda. If No, please explain why.

Rydym yn edrych ar lunio trefniadau gweithio newydd ar gyfer yr Uned. Fel cwsmer/defnyddiwr beth fyddech chi’n hoffi i ni ei ddarparu i chi pe bai’r dewis yn eich dwylo chi? Beth sydd yn bwysig i chi fel cwsmer i’r Uned Traffig a Phrosiectau? We are reviewing our current working arrangements within the Unit. As a customer/user, if given the choice, what service would you wish us to provide for you? What is important to you as a customer/user of the Traffic and Projects Unit?