Treforest Industrial Estate Transport Statem Ent SEGRO Industrial Estates Ltd on Behalf of the Treforest Unit Trust October 2008

Treforest Industrial Estate Transport Statem ent SEGRO Industrial Estates Ltd on behalf of The Treforest Unit Trust October 2008

Issue/revision Issue 1 Revision 1 Revision 2 Revision 3

Remarks Draft Issue

Date September 2008 October 2008

Prepared by Stephen Foxcroft Stephen Foxcroft

Signature

Checked by Mike Sheehan Mike Sheehan

Signature

Authorised by Mike Sheehan Mike Sheehan

Signature

Project number 11012327 11012327

File reference Transport Statement ISSUE.doc

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Contents

1 Introduction 1

2 Policy Context 2

3 Existing Conditions 7

4 Developm ent Proposals 11

5 Traffic Im pact and Access 14

6 Sum m ary and Conclusion 15

Figure 1 Site Location Figure 2 Existing Public Transport Netw ork Figure 3 PIA Locations

Appendix A Bus Tim etables Appendix B Personal Injury Accident Records Appendix C Developm ent Layout Appendix D Trics Output Appendix E Sw ept Path Analysis

1 Introduction

1.1 PREAM BLE

1.1.1 WSP Development and Transportation (WSPD/T) has been commissioned by SEGRO Industrial Estates Ltd on behalf of The Treforest Unit Trust to provide transportation and highways advice in support of a planning application for the proposed rationalisation of Unit B13 of the Treforest Industrial Estate. 1.1.2 As illustrated in Figure 1 the site lays within Treforest Industrial Estate which is located approximately 15km northeast of the centre of Cardiff and approximately 3km southeast of the town of Treforest (Welsh: Trefforest). The site is presently comprised of 5,062.4m2 Gross Floor Area (GFA) of mixed B1 and B2 uses. 1.1.3 This Transport Statement has been produced in line with guidance set out in ‘Technical Advisory Note 18: Transport’, March 2007 (Welsh Assembly Government). 1.1.4 The content and scope of this Transport Statement has been guided in part by pre-submission discussions with the local planning authority, Rhondda Cynon Taf. 1.2 STRUCTURE

1.2.1 This Transport Statement is structured as follows: 1.2.2 Section 2 provides an overview of national, regional and local policy in relation to the site and the development proposals; 1.2.3 Section 3 describes the existing conditions of the surrounding area, including existing transport facilities and local highway conditions; 1.2.4 Section 4 outlines the development proposals and trip generation from the development compared with that of the extant uses; 1.2.5 Section 5 provides a review of the traffic impacts of the development proposals and reviews the access and parking arrangements; and 1.2.6 Section 6 provides a summary and conclusion.

2 Policy Context

2.1 INTRODUCTION

2.1.1 Planning at the national, regional and local level is a material consideration in determining development proposals that are progressing through the planning process. 2.1.2 This section summarises the relevant national, regional and local transport policy relevant to the proposed development within Treforest Industrial Estate. The following policy and guidance documents have been referred to:

¢ Government Transport White Paper, The Future of Transport: A network for 2030;

¢ Planning Policy Wales;

¢ Technical; Advisory Note 18: Transport;

¢ South East Wales Draft Regional Transport Plan;

¢ Rhondda Cynon Taf Draft Local Development Plan; and

¢ South Wales Parking Guidelines and Addendum. 2.2 NATIONAL POLICY

THE FUTURE OF TRANSPORT: A NETW ORK FOR 2030

2.2.1 The Department for Transport’s latest White Paper sets out the government’s strategy for transport during the period to 2030. 2.2.2 The publication of this White Paper seeks to bring about improvements to all modes of transport through the creation of a coherent network with:

¢ “the road network providing a more reliable and freer-flowing service for both personal travel and freight, with people able to make informed choices about how and when they travel”;

¢ “the rail network providing a fast, reliable and efficient service, particularly for interurban journeys and commuting into large urban areas”;

¢ “bus services that are reliable, flexible, convenient and tailored to local needs”; and

¢ “making walking and cycling a real alternative for local trips”. 2.2.3 The strategy supports a multi-modal approach that seeks to capitalise on the benefits offered by each mode, whilst mitigating detrimental impacts. Each mode will play a vital role in bringing forward the development through facilitating the range of trips and journey patterns associated with it. 2.2.4 The need to provide a more efficient road system for road users is promoted, whilst mitigating adverse impacts of road traffic on the environment and other people. To achieve this five key objectives are identified:

¢ Improve road safety;

¢ Increase capacity where appropriate;

¢ Improve performance through management;

¢ Manage demand for road use; and

¢ Adopt new approaches to funding road use.

2.2.5 The continuing role of rail is seen to be of paramount importance in carrying a large proportion of travellers. Emphasis is placed on utilising the existing network and not just focusing on new infrastructure. 2.2.6 The White Paper highlights the increasing role that bus services could play in delivering modal shift from the private car if genuine choice is offered. “We need bus networks that provide flexible and convenient services tailored to local needs, offering a reliable way to travel to and from jobs schools, shops and other services”. 2.2.7 The contribution of walking and cycling as a realistic choice for short journeys is supported through the White Paper. Authorities are encouraged to ensure that these modes are more convenient and attractive particularly for journeys to work and school. In part, this is to be promoted though the delivery of better designed local roads and reallocating road space to benefit pedestrians. PLANNING POLICY W ALES.

2.2.8 Planning Policy Wales (PPW), published in 2002, sets out the Welsh Assembly Government’s land use planning policies. It is supplemented by a set of detailed Technical Advisory Notes (TANs) which, in combination with PPW, are used by local planning authorities in Wales to prepare unitary development plans. They may also be material in the determination of individual planning applications. 2.2.9 Section 8 of PPW outlines the Welsh Assembly Government’s transport objectives and policies. The principal objective within transport is to extend choice and secure accessibility in a manner which supports sustainable development through the establishment of an integrated transport system. This will be achieved through integration:

¢ within and between transport modes;

¢ between transport measures and land use planning;

¢ between transport measures and policies to protect and improve the environment; and

¢ between transport measures and health, education, social inclusion and wealth creation. 2.2.10 PPW continues further by identifying that land use planning can help to achieve the overall transport objectives via, inter alia:

¢ reducing the need to travel, especially by car, through the locating of developments in places with good access to non-car modes;

¢ Improving accessibility on foot, by cycle and by public transport;

¢ Supporting the provision of high quality public transport; and

¢ Ensuring that, as far as possible, transport infrastructure does not contribute to land take, urban sprawl or severance. TECHNICAL ADVISORY NOTE 18: TRANSPORT

2.2.11 Technical Advisory Note 18 (TAN 18) is the Welsh Assembly Government’s technical policy document on transport which complements Planning Policy Wales. The document provides planning guidance on, inter alia: the integration of land use planning 3

and transport; the location of developments; parking; walking and cycling; public transport and transport assessments. 2.2.12 As with Planning Policy Wales, the emphasis within TAN 18 is on accessibility through sustainable modes of transport. With regard to walking it states that: “Local authorities should promote walking as the main mode of transport for shorter trips through the use pf their planning and transport powers.” In the context of cycling TAN 18 delivers a similar message in that it identifies that cycling has the potential to substitute shorter car journeys or form part of a longer journey in combination with public transport. 2.2.13 In the context of public transport TAN 18 identifies that new or improved public transport provision can potentially provide an alternative to the use of private cars and alter prevailing travel demands and characteristics. Public transport can be a fundamental element of the accessibility of a site. Pertinent to this is the importance of interchange facilities between different modes. With regard to transport interchange TAN 18 states that: “The development of safe and efficient public transport facilities where different modes of transport intersect, including cycling, is essential for the integration of transport provision.” 2.3 REGIONAL POLICY SOUTH EAST W ALES TRANSPORT ALLIANCE (SEW TA) DRAFT REGIONAL TRANSPORT PLAN

2.3.1 The SEWTA Outline Regional Transportation Plan (RTP) was produced in 2007 and underwent consultation. As a result the Draft Regional Transport Plan was produced and another period of consultation followed which will end at the end of September 2008. Although as yet unpublished, it will form the regional transport agenda once adopted in December 2008 and consideration has been made to relevant parts of the draft plan. 2.3.2 The RTP promotes: “A balanced programme of investment and support for all modes of travel; a programme of interventions which interlace transport planning with land-use and public service planning and balances the conflicting requirements of protecting the environment, addressing problems of social exclusion and promoting the economy.” 2.3.3 The RTP seeks: “To provide a modern, integrated and sustainable transport system for South East Wales that increases opportunity, promotes prosperity and protects the environment; where public transport, walking, cycling and sustainable freight provide real travel alternatives.” 2.3.4 A preferred strategy aims to reduce car dependence and improve public transport which will address key issues of social exclusion by improving accessibility to key services. Core actions to achieve the SEWTA vision are:

¢ Continuing investment into the regional rail system;

¢ Improving quality of the bus services;

¢ Developing of public transport integration;

¢ Making better use of the existing road system; and

¢ Development of a Smarter Choice programme. (including walking and cycling). 2.4 LOCAL POLICY

RHONDDA CYNON TAF DRAFT LOCAL DEVELOPM ENT PLAN

2.4.1 The Rhondda Cynon Taf Draft Local Development Plan (LDP), published in January 2007, will replace the local plans once it is adopted. The overall vision of the LDP is that it will seek to ensure that: “Rhondda Cynon Taf will be a community where everyone who lives, works in or visits the area will enjoy the benefits of a better quality of life, achieving their potential, whilst helping to develop and protect the area for future generations.” 2.4.2 Of the key objectives the LDP one is stated as: “to reduce the need to travel and promote more sustainable modes of transport.” This objective reflects the wider policy and objectives set out in PPW and TAN 18. In the context of transport the LDP goes on to identify that development will be directed toward places offering a choice of transport modes with particular focus on developments which support or contribute to an integrated system in the County Borough. 2.5 SOUTH W ALES PARKING GUIDELINES AND ADDENDUM

2.5.1 The South Wales Parking Guidance and Addendum, published in 1993 with additions in 2001, sets out the parking guidance for developments within the South Wales region, inclusive of which is Glamorgan area. The document is intended to assist developers, designers and builders with the preparation and submission of planning applications as well as achieving a consistent approach to the provision of car parking facilities. 2.5.2 The guidance document provides parking guidance for central and non-central areas. Central areas are those within Cardiff, Swansea and Newport. As the site lies outside of these areas it is considered to be non-central. Table 2.1 below summarises the parking guidance for industrial units and wholesale warehousing in non-central areas.

Table 2.1 – South Wales Parking Guidance for Industrial and Wholesale Warehousing Uses in non-central areas

Operational Requirement Non-Operational Land Use Minimum GFA (m2) Requirement Space (m2)

100 70

Industrial (up to 250 85 1 per 60m2 above a minimum 2 1,000m GFA) 500 100 of 2 spaces 1,000 150

1,001 150 Industrial (over 2,000 200 1 space per 80 – 120m2 1,001m2 GFA) 2,000+ 10% of GFA

100 70 Wholesale 250 85 1 space per 80 – 100m2 above Warehousing (up to a minimum of 2 spaces 1,000m2 GFA) 500 100 1,000 150

1001 150 Wholesale Warehousing(over 2,000 200 1 space per 100 – 140m2 1,000m2 GFA) 2,000+ 10% of GFA

Source: South Wales Parking Guidelines and Addendum 2.5.3 It should be noted that operational parking space should be sufficient to allow the maximum number and size of any vehicles likely to serve the development at any one time and to manoeuvre with ease and stand stationary for loading and unloading without impeding the movement of other vehicles and pedestrians on the public highway or other users of the site. 2.5.4 Non-operational parking space is that occupied by vehicles not used for the operation of the business. Non-operational parking space is divided into two classes: a) long term mainly occupied by employee vehicles; and b) short term parking space required by shoppers or callers having business at the premises. 2.5.5 The guidance states that disabled parking should be provided at 5% of capacity, subject to a minimum of two spaces for sites providing up to 200 spaces in total. For sites providing over 200 spaces the standard is 2% of capacity plus six spaces. 2.6 SUM M ARY

2.6.1 The policy and guidance discussed within this Section forms the basis for undertaking this Transport Statement. The development proposals are in full accordance with relevant policy frameworks at a national, regional and local level.

3 Existing Conditions

3.1 INTRODUCTION

3.1.1 As shown in Figure 1 the site is located approximately 15km northwest of the centre of Cardiff and 8km southeast of Pontypridd. Treforest Industrial Estate is bordered on its north eastern edge by the A470. The development site itself is comprised of Unit B13. Treforest is within the authority of the county borough of Rhondda Cynon Taf. 3.2 HIGHW AY NETW ORK

3.2.1 Figure 1 shows the local highway network in the vicinity of the site. As Figure 1 illustrates the site is accessed via Taffs Mead Road and Taffs Fall Road. Access to the wider sub-region and the city of Cardiff is via the A4054 and the A470. The A4054 is a dual carriageway in the vicinity of the site and subject to a 40mph speed limit. The A470 is a dual carriageway and subject to the national speed limit of 70mph. 3.3 JOURNEYS ON FOOT AND CYCLE

3.3.1 The site is accessible on foot via series of lit and continuous footways running along the immediate access roads of Taffs Fall Road, Taffs Mead Road and Heol Gwarlod-y-garth. These connect to the wider road network providing pedestrian access to and from surrounding residential areas. 3.3.2 The site is well served by existing national and local cycle routes. National Cycle Route 8 runs in a northwest-southeast alignment parallel to the A470. The significant majority of this route is off-road providing direct, safe and convenient access to Rhydyfelin, Treforest and Pontypridd. To the southeast National Cycle Route 8 connects with Route 4, an off-road route providing direct connectivity to both Cardiff and Caerphilly. 3.4 JOURNEYS BY BUS

3.4.1 There are two bus services which operate in the vicinity of the site. The number 120/130 service is operated by Stagecoach and routes between Blaencwm and Caerphilly. The number 132 service is also operated by Stagecoach and provides a connection between Maerdy and Cardiff. Both services arrive and depart from stops located on the A4054 Main Avenue with a peak hour frequency of 2 departures per hour Monday to Friday. A summary of these services is provided below in Table 3.1.

Table 3.1 – Summary of Bus Services in the vicinity of the site

Frequency (departures per Service Route Summary hour) (Operator) AM Peak PM Peak

120/130 Blaencwm/Blaenrhondda - Treorchy - Tonypandy - Porth - 2 2 (Stagecoach) Pontypridd - Caerphilly

120/130 Caerphilly – Pontypridd – Porth – Tonypandy – Treorchy – 2 2 (Stagecoach) Blaencwm/Blaenrhondda

132 Maerdy - Porth - Pontypridd - 2 2 (Stagecoach) Whitchurch - Cardiff

132 Cardiff – Whitechurch – 2 2 (Stagecoach) Pontypridd – Porth - Maerdy

Source: Operator Timetables 3.4.2 Figure 2 provides an illustration of the routing of these services, whilst copies of the operator timetables are contained within Appendix A. 3.5 JOURNEYS BY RAIL

3.5.1 Trefforest Estate railway station is located approximately 400m to the southeast of the site. The station was built to provide access to and from Treforest Industrial Estate for its employees. The station is presently managed by Arriva Trains Wales. Table 3.2 below provides a summary of the approximate journey durations and peak hour frequencies of direct rail services to and from principal destinations from Trefforest Estate railway station. Figure 2 illustrates the location of Treforest Estate railway station. Table 3.2 – Summary of Rail Services at Treforest Industrial Estate Railway Station

Frequency (services per hour) Duration Destination Arrivals Departures (HH:MM) AM Peak PM Peak AM Peak PM Peak

Treforest 00:04 2 2 2 2

Cardiff Central 00:22 2 2 2 2

Newport 00:47 2 2 2 2

Source: National Rail Enquiries. 3.6 PERSONAL INJURY ACCIDENTS

3.6.1 Personal Injury Accident (PIA) data has been obtained from Glamorgan Engineering Consultancy for the latest available five year period (01/04/2003 – 31/03/2008) for a study area comprising the local highway network. A plot identifying the

study area, location and severity of the accidents is given in Figure 3. The full non- confidential accident reports including full descriptions are contained within Appendix B. 3.6.2 The data shows there were a total of nine personal injury accidents on the local highway network during the study period. All of the accidents that occurred were classified as slight. Eight of the accidents involved collisions between cars and the remaining accident involved a collision between a motorcycle and a car. All of the accidents in the study area occurred at the priority junction of Tonteg Road / Gwaleod-y- garth Road. 3.6.3 The accident involving a motorcyclist occurred after a car, travelling along Gwaleod-y-garth Road, failed to give way at the junction with Tonteg Road resulting in a collision with the motorcycle travelling along Tonteg Road. The accident occurred during wet conditions. 3.6.4 Four of the accidents occurred when cars failed to give way on entering the junction when travelling northeast along Gwaleod-y-garth Road and another car was attempting to travel from a northeast direction of Gwaleod-y-garth Road into a northwest direction on Tonteg Road. Two of these accident occurred during dark and wet conditions. 3.6.5 One accident occurred as a car, travelling in a southeast direction along Tonteg Road onto Gwaleod-y-garth Road failed to give way at the junction and collided with a car travelling in northeast direction along Gwaleod-y-garth Road. The accident occurred during wet conditions. 3.6.6 Two of the accidents that occurred on the junction were rear shunts. One of these accidents occurred as a car, travelling in a southeast direction along Tonteg Road, came to a stop at the junction whilst a following car collided with the rear of the vehicle having failed to stopped in time. The accident occurred during wet conditions. The other of these accidents occurred when a vehicle travelling in a southwest direction along Gwaleod-y-garth Road came to a stop at the junction and the following car failed to stop in time resulting in a rear shunt. 3.6.7 The remaining accident occurred as a car, having taken a wrong turn at the A470 gyratory, performed a U-turn and failed to give way to a second car which had begun a right turn manoeuvre onto Tonteg Road from Gwaleod-y-garth Road leading to a collision. The accident occurred during dark and wet conditions. 3.7 SUM M ARY

3.7.1 The site is located to the northwest of Cardiff and to the southeast of Treforest with the main A470 to the north providing access to the trunk road network. A series of well-lit footways on the immediate access roads provide pedestrian access to and from surrounding areas whilst the nearby National Cycle Route 8 offers good opportunity for access by cycle. 3.7.2 Bus services in the vicinity of the site provide access to Cardiff, Caerphilly and Pontypridd amongst other conurbations. These services along with the provision of peak hour rail services departing and arriving Trefforest Estate railway station offer a good opportunity for access to and from the site by public transport. 3.7.3 Analysis of the latest available five year accident data for roads and junctions in the vicinity of the site demonstrate the accidents have occurred at various times of the day and night during various conditions. The accident reports demonstrate that driver

error is the common factor with all accidents being classified as slight and none involving heavy goods vehicles. Subsequently, there is no evidence to suggest the geometry of the highway network was the cause of any of the accidents.

4 Development Proposals

4.1 INTRODUCTION

4.1.1 This Section outlines the development proposals, the extant vehicular trip generation of the site and the expected net vehicular trip generation of the proposals. 4.2 DEVELOPM ENT DESCRIPTION

4.2.1 The development proposals involve the rationalisation of unit B13 of Treforest Industrial Estate. The current structure at the unit B13 site comprises 5,062m2 Gross Floor Area (GFA) of B1(c) and B2 uses. The proposals involve reducing the total GFA to a total of 3,859m2 comprising a mix of B1(c), B2 and B8 uses with ancillary office facilities. The ancillary office use comprises 208m2 GFA and is solely for use in conjunction with the main uses of the Unit. Appendix C contains a copy of the proposed layout of the site. At this stage of the project the specific mix of the remaining proposed GFA between use classes is not known and subsequently a worse case scenario of trip generation rates has been presented in order to provide a robust assessment. 4.2.2 The total proposed floor area of 3,859m2 is split into two applications as follows:

2 ¢ 1,488m GFA – full application; and

2 ¢ 2,371m GFA (including ancillary B1(a) office space) – outline application. 4.3 VEHICULAR TRIP GENERATION

4.3.1 In order to derive the vehicular trip generation of both the extant use of Unit B13 and the proposed use the TRICS 2008(b) database of surveyed sites has been consulted. Vehicular trip rates for use classes B1(a), B1(c), B2 and B8 have been generated by selecting sites of a similar nature to that of the development proposals. These trip rates for B1(a), B1(c), B2 and B8 uses are provided below in Tables 4.1, 4.2, 4.3 and 4.4 respectively. A copy of the TRICS output is contained within Appendix D. Table 4.1 – B1(a) Vehicular Trips Rates (vehicles per 100m2 GFA)

Arrivals Departures Two-way

AM Peak 1.398 0.150 1.548

PM Peak 0.120 1.001 1.121

Daily 4.218 4.342 8.560

Source: TRICS 2008(b) Table 4.2 – B1(c) Vehicular Trips Rates (vehicles per 100m2 GFA)

Arrivals Departures Two-way

AM Peak 0.337 0.083 0.420

PM Peak 0.088 0.479 0.567

Daily 1.960 2.105 4.065

Source: TRICS 2008(b)

Table 4.3 – B2 Vehicular Trips Rates (vehicles per 100m2 GFA)

Arrivals Departures Two-way

AM Peak 0.279 0.062 0.341

PM Peak 0.026 0.195 0.221

Daily 1.708 1.763 3.471

Source: TRICS 2008(b) Table 4.4 – B8 Vehicular Trips Rates (vehicles per 100m2 GFA)

Arrivals Departures Two-way

AM Peak 0.141 0.079 0.220

PM Peak 0.096 0.154 0.250

Daily 2.442 2.447 4.889

Source: TRICS 2008(b) PERM ITTED USE TRIP GENERATION

4.3.2 Given the permitted use of the building is a mix of B1(c) and B2 class uses it is necessary to consider trip rates for both of these uses. However, as the share between these two classes is not know for the building’s last use the decision has been taken to assume a split of 50% B1(c) and 50% B2 use. 4.3.3 Table 4.5 below summarise the level of trip generation from the extant use of the building if it was used entirely for 50% B1(c) and 50% B2. Table 4.5 – Extant Vehicular Trip Generation

Arrivals Departures Two-way

AM Peak 16 4 19

PM Peak 3 17 20

Daily 93 98 191

Consultant Calculations DEVELOPM ENT TRIP GENERATION

4.3.4 Give that the development proposals involve the provision of a mixed use facility between classes B1(c), B2 and B8 and a worse case assessment of proposed trip generation has been undertaken for the purposes of robustness. In the AM and PM peak hours this is B1(c). Subsequently the B1(c) trip rates from Table 4.2 have been applied to the 3,651m2 GFA of the proposed development with rates from Table 4.1 applied to the ancillary office space of 208m2. The subsequent development trip generation is summarised below in Table 4.6.

Table 4.6 – Proposed Development Trip Generation if all B1(c)

Arrivals Departures Two-way

AM Peak 15 3 19

PM Peak 3 20 23

Daily 80 86 166

Consultant Calculations NET TRIP GENERATION

4.3.5 Given the extant trip generation and the development trip generation it is possible to derive the net trip generation as a result of the development proposals. Table 4.7 below summarises the net trip generation as a result of the development proposals. Table 4.7 – Net Vehicular Trip Generation

Arrivals Departures Two-way

AM Peak 0 0 -1

PM Peak 1 3 3

Daily -13 -12 -25

Consultant Calculations 4.3.6 As Table 4.7 demonstrates, the development proposals are expected to result in a net reduction in the number of vehicular trips associated with the site over the course of a day. On a daily basis the development proposals are expected to generate 25 fewer two-way trips compared to that of the extant use. In the PM peak there is expected to be a total of 3 more two-way trips.

5 Traffic Impact and Access

5.1 INTRODUCTION

5.1.1 This Section reviews the traffic impact of the proposed development. In addition, an assessment of the proposed HGV access arrangements is provided alongside a demonstration of compliance with parking guidance in South Wales. 5.2 TRAFFIC IM PACT

5.2.1 The trip generation of the development proposals compared to the extant use of the site is provided in Table 4.7. These trip generation changes demonstrate the development proposals would result in a net decrease in Daily vehicular trips with no change expected in the AM peak hour and an insignificant increase in the PM peak hour. Given this, it is considered that the net vehicular trip generation of the development proposals would have no material impact on the operating capacity or safety of roads and junctions of the surrounding highway network. 5.3 HGV ACCESS

5.3.1 The development proposals include the provision of loading bays in order that HGV deliveries may be made directly into the proposed buildings. 5.3.2 In order to demonstrate that HGVs will be able to ingress the site in forwards gear, turn around, unload and egress the site in a forwards gear a swept path analysis of a 15.95m articulated lorry has been undertaken. The swept path analysis is shown in drawing number 2327/ATR/01 contained within Appendix E. The analysis clearly indicates an HGV will be able to safely ingress and egress the site in a forwards gear whilst not impeding the use of the site by other vehicles or pedestrians. Furthermore, access to and from the site by HGVs does not interfere with the use of the parking facilities provided and discussed below. 5.4 PARKING PROVISION

5.4.1 The development proposals include the provision of 58 car parking spaces of which four will be allocated as disabled parking bays. In addition to this there will be space for 14 servicing vans and dock levellers at Unit B13(i) will provide loading and unloading access for four HGVs. Given this, the development proposals are in accordance with parking guidance for South Wales as summarised in Section 2.

6 Summary and Conclusion

6.1 INTRODUCTION

6.1.1 WSP Development and Transportation were commissioned by SEGRO Industrial Estates Ltd on behalf The Treforest Unit Trust to provide transportation and highways advice and to produce a Transport Statement in support of a planning application to rationalise the use of Unit B13 of the Treforest Industrial Estate. The development will include the provision of 3,859m2 of Gross Floor Area of mixed B1(a), B1(c), B2 and B8 uses. Of this, 1,488m2 is within a full application and 2,371m2 is within an outline application. 6.2 SUM M ARY

6.2.1 Section 2 of this Transport Statement sets out the national, regional and local planning and transport policies relevant to the site and the development proposals. The dominant theme throughout is one of sustainability and developing sites with the objective of creating a development which is accessible and reduces the need to travel, especially by car. 6.2.2 Section 3 provides a review of the existing conditions in the vicinity of the site including existing public transport provision and local road characteristics. A good level of access between the site and existing public transport facilities is demonstrated with access to the neighbouring conurbations of Pontypridd and Cardiff possible within the peak hours. 6.2.3 Section 4 provides a description of the development proposals demonstrating they are in accordance with the policies reviews in Section 2. The development proposals involve the rationalisation of the existing use of the site to include 3,859m2 GFA of mixed B1(c), B2 and B8 uses. A review of trip rates from the TRICS 2008(b) database of surveyed sites is presented and suitable trip rates identified. These demonstrate that the development proposals would result in a net reduction of daily vehicular trips. 6.2.4 Section 5 provides a review of the traffic impact and access arrangements for the proposed development demonstrating there is not expected to be any material effect on traffic or safety on the local highway network and that HGVs would be able to ingress and egress the site in a safe manner. 6.3 CONCLUSION

6.3.1 On the basis of the information presented within this report it is evident the site is well located to take advantage of existing walking, cycling and public transport provision. In respect of this the site is well located for employees to take advantage of travel to work by sustainable modes of transport. 6.3.2 The impact of the development proposals on the local highway network has been shown to be insignificant given the expected net reduction in daily vehicular trips associated with the site. An analysis of the latest available five year accident data for the surrounding roads demonstrates no discernable trend in accidents caused by the highway geometry with no accidents involving HGVs. Furthermore, safe HGV access in and out of the site has been demonstrated along with compliance with parking guidance for South Wales. The development proposals are therefore in accordance with national, regional and local transport policy. 6.3.3 Therefore, it is considered that there are no highways or transportation grounds for planning permission for the development proposals to be refused.

Appendices, Figures & Tables

Appendix A Bus Timetables