Lidl Great Britain Limited PROPOSED FOODSTORE RE-LOCATION

TRANSPORT STATEMENT

20-00693/TS/01 DECEMBER 2020

Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

DOCUMENT SIGNATURE AND MODIFICATION SHEET

Project Details

Project Title: Proposed Foodstore Re-location, Gorseinon

Project No: 20-00693 Document No: TS/01

Client: Lidl Great Britain Limited

- Name Signature Date

Prepared by Mark Murawski December 2020

Checked and Approved for Issue Matthew Anderson December 2020 by

Modification Details

Rev Date Description Checked By

Issued By:

Corun Associates Limited

T 01792 229155 E [email protected]

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CONTENTS Page

1 INTRODUCTION 4 1.1 Background 4 1.2 Scope 4 2 EXISTING CONDITIONS 5 2.1 Site Description and Location 5 2.2 Site History 5 2.3 Local Highway Network 6 2.4 Pedestrian Facilities 7 2.5 Cycle Facilities 9 2.6 Public Transport Facilities 11 2.7 Local Highway Safety 13 3 LOCAL AND NATIONAL PLANNING GUIDANCE 16 3.1 Overview 16 3.2 Overall Policy Objective 16 3.3 Conclusion 16 4 DEVELOPMENT PROPOSAL 17 4.1 Proposed Re-Development 17 4.2 Proposals in Context of Existing Planning Consent 17 4.3 Vehicular Access 17 4.4 Parking Provision 17 4.5 Sustainable Transport Enhancements 19 5 DEVELOPMENT TRAFFIC GENERATION AND IMPACT 20 5.1 Introduction 20 5.2 Proposed Lidl development trip generation 20 5.3 Development Modal Split 21 5.4 Existing Unit trip generation 22 5.5 Proposed Development Trip Generation Difference 23 5.6 Proposed Development Highway Impact 24 6 SUMMARY AND CONCLUSION 27 6.1 Summary 27 6.2 Conclusion 28

FIGURES

Figure 2.1: Site in Local Context Figure 2.2: Site in Strategic Context

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Figure 2.3: 1.2km and 2km indicative walking catchments from the site Figure 2.4: Cycle Network ‘Tube Map’ Figure 2.5: 4km and 12km indicative cycle catchments from the site Figure 2.6: Bus services in the vicinity of the site Figure 2.7: PIA plot extract and location of DfT count site

APPENDICES

Appendix A – Proposed Site Layout Plans Appendix B – Swansea Bay Cycle Map Appendix C – TRICS Outputs

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1 INTRODUCTION

1.1 Background

1.1.1 This Transport Statement (TS) has been produced by Corun Associates Ltd (Corun) on behalf of Lidl Great Britain Limited, the applicants, to examine the highway and transportation issues associated with the proposed re-location of a Lidl food store (Class A1) along Gorseinon Road, Gorseinon.

1.1.2 The proposal involves the re-location of an existing 1,384 m2 (GFA) Lidl food store to a neighbouring plot, with demolition of an existing Poundstretcher retail unit, and construction of a new 2,195m2 (GFA) Lidl food store unit. A total of 120 car parking spaces are proposed at the new Lidl food store unit. Layout plans of the proposed re- development site are contained at (Appendix A).

1.1.3 The aim of this report is to demonstrate that there are no reasons, in highway and transportation terms, why the proposed re-development site should not be allocated planning permission.

1.2 Scope

1.2.1 This report will discuss the following key transportation issues arising from the proposals:

(i) the existing site location and transport infrastructure; (ii) analysis of personal injury traffic accident data; (iii) the site’s compliance with applicable transport policy; (iv) the development proposal in detail; (v) development-generated vehicular traffic; and (vi) development impact on the surrounding highway network.

1.2.2 Corun contacted the Local Highway Authority (LHA) directly in advance of submission to discuss the scope of works for the TS, which was agreed in advance.

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2 EXISTING CONDITIONS

2.1 Site Description and Location

2.1.1 The proposed re-development site (hereon referred to as the ‘site’) is located along the A4240 Gorseinon Road between the villages of Gorseinon (to the west) and Penllergaer (to the east) in the county of Swansea. The site forms part of the Garngoch Industrial Estate, and currently contains a Poundstretcher retail unit approximately 2,454m2 (GFA) in size.

2.1.2 The site is bordered by the A4240 Gorseinon Road along its northern edge, with neighbouring industrial units to the east, west, and south. These industrial units include a Lidl food store, bakery, timber supplier, and tyre service centre.

2.1.3 The existing Poundstretcher unit currently provides parking for approximately 85 vehicles.

2.1.4 The site is shown in a local context in Figure 2.1.

Figure 2.1: Site in Local Context

© openstreetmap contributors

2.2 Site History

2.2.1 Planning permission on the site was originally granted in March 1980 by the then Lliw Valley Borough Council for the erection of a warehouse for the sale of building materials and garden materials only (as per application ref: 2/2/79/0826/02). Condition 1 of the planning permission stated the following:

"The use shall be strictly confined to the sale of building materials and gardening materials only and the sale of any other type of goods whatever from the premises is expressly excluded from the consent”

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2.2.2 In December 2016 the site (which was then owned and occupied by B&Q) was granted approval for a variation of the Condition 1 planning permission, to broaden the range of goods that could be sold from the site (as per Swansea Council application ref: 2016/3169/S73). This approved variation was as follows:

“The use shall be strictly confined to the sale of the following goods, provided that no more than 20% of the gross floor area shall be used for the sale of goods from any one category:

• Building Materials and Gardening Materials;

• Home Furnishings and Furniture;

• Toiletries and Household Goods;

• Car and Electronic Accessories;

• Kitchenware;

• Luggage and Storage;

• Toys, Clothing, Stationery and Partyware; and

• Food and Drink;

No more than 30% of the gross floor area shall be used for the sale of Pet Care Products.”

2.2.3 On granting of this variation, the unit was let out and used as a Poundstretcher retail unit, selling a range of discount items including home and garden, clothing, electrical, and ancillary food / drink products. Poundstretcher no longer operate from this unit, which has been vacant for some time.

2.3 Local Highway Network

2.3.1 The site is accessed directly off the A420 Gorseinon Road via a priority junction with a ghost island right-turn layout, at a point along the north eastern border of the site.

2.3.2 In the vicinity of the site, the A4240 Gorseinon Road is approximately 9m in width with a central hatched area to divide the opposing flows, and designated ghost island right-turn areas provided at access points to neighbouring industrial units. The road is subject to a 30mph speed limit, with footway provision on each side of the carriageway.

2.3.3 To the east of the site, the A4240 Gorseinon Road routes through the town of Penllergaer providing a direct connection to the M4 Junction 47 (approximately 1.6km to the east).

2.3.4 This in-turn provides a route to M4 junctions for towns in the north of Swansea, and further to the larger settlements of to the west (approximately 37km), and , Bridgend, and Cardiff to the east (approximately 17km, 44km, and 74km respectively). The M4 Junction 47 also provides a connection to the A483, which in turn provides a route south through to Swansea city centre (approximately 10km to the south of the site).

2.3.5 West from the site, the A4240 routes through the town of Gorseinon, connecting with the A484 (at the Bridge), which in turn provides a route into the town of (approximately 14km to the west). Approximately 0.5km west from the site, Hospital Road also provides a route south into Swansea city centre via onward connections to the A483.

2.3.6 The site is shown in a wider strategic context in Figure 2.2.

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Figure 2.2: Site in Strategic Context

© openstreetmap contributors

2.4 Pedestrian Facilities

2.4.1 In the vicinity of the site, footways of between approximately 2.8m to 3.0m are present on both sides of the A4240 Gorseinon Road (with the footway on the southern side of the carriageway separated from the carriageway by a 0.8m wide grass verge). Street lighting is present on both sides of the carriageway.

2.4.2 Pedestrian access to the site is provided at the same point as the vehicular access junction, via a connection directly into the existing footway located along the southern edge of the A4240 Gorseinon Road.

2.4.3 A ghost island pedestrian crossing is situated approximately 10m north of the site access point, providing a crossing point to the footway along the northern edge of the A4240 Gorseinon Road carriageway. A signalised crossing across the A4240 Gorseinon Road is also provided near the Phoenix Way junction, approximately 140m to the north of the site pedestrian access point.

2.4.4 To the east of the site, these footways provide a pedestrian route into the residential area of Penllergaer. To the west of the site, the footway along the northern edge of the carriageway provides a route into the residential areas of Gorseinon, , and Loughor.

2.4.5 As shown in Extract 2.1 from DfT’s ‘Inclusive Mobility’ document (2002), the aforementioned footway widths of 2.8m to 3.0m are more than suitable for a variety of users, including a wheelchair user and an ambulant person side by side.

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Extract 2.1: Footway widths (DfT ‘Inclusive Mobility’ 2002)

2.4.6 Table 3.3 in The Chartered Institution of Highways and Transportation document ‘Providing for Journeys on Foot’ identifies suggested acceptable walking distances for pedestrians to a range of local facilities. For retail stores (under the elsewhere category) the preferred maximum walking distance specified is 1.2km, and for commuting trips (for staff to the site) the preferred maximum walking distance specified is 2km. Figure 2.3 identifies the walking catchments to the site based on these suggested walking distances.

Figure 2.3: 1.2km and 2km indicative walking catchments from the site

© openstreetmap contributors

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2.4.7 Figure 2.3 demonstrates that the entire residential area in the western part of Penllergaer is located within a 1.2km walking distance from the site, with almost all of Penllergaer and the eastern part of Gorseinon within a 2km walking distance of the site. This identifies that the site is well located for a good proportion of residents in the local area to access the site by foot as a customer or staff member.

2.4.8 It should also be noted that these maximum acceptable walking distances specified are not definitive, and ‘acceptable’ walking distances will vary between individuals and circumstances. As such, with the walking connections available to the site, there is no reason that residents from further west in Gorseinon and Loughor could not also access the site by foot if they desired.

2.5 Cycle Facilities

2.5.1 Cycling facilities within Swansea are outlined on the Swansea Bay cycle map published by Swansea Council. A copy of this map for the locality of the proposed re-development site is included at Appendix B.

2.5.2 As identified on the Swansea Bay cycle map the A4240 Gorseinon Road is identified as an advisory on-road cycle route, forming part of the Swansea Bay Cycle Network Orange Route (also known as the Cross Valley Route). This is a mixed on-road and off-road route running between Gorseinon and . The site provides direct access into this route.

2.5.3 This Orange Route forms part of the wider Swansea Bay Cycle Network, which is a scheme developed by both Swansea Council and Neath Council to encourage people in the area to travel by bike instead of car as part of their journey to work, school or the shops.

2.5.4 There are fourteen different routes in the Swansea Bay Cycle Network, with each assigned a different colour. The network was developed with routes which take the most direct and flattest journey, suitable for all kinds of bike. The routes are a combination of both on-road and off- road sections, with route colours replicated on signs across the network. Figure 2.4 shows a tube style map of the entire Swansea Bay Cycle Network, along with approximate cycle times between key points on the network.

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Figure 2.4: Swansea Bay Cycle Network ‘Tube Map’

Source: www.cycleswanseabay.org.uk

2.5.5 East from the site, the Orange Route continues towards Morriston (approximately a 33- minute cycle), where it connects with the entirely off-road Yellow Route (also known as the Swansea Valley route) routing between and Swansea City Centre. In Morriston a connection onto the (Swansea to Caehopkin) is also provided.

2.5.6 West from the site (approximately a 9 minute cycle), the Orange Route continues into both the Gorseinon advisory on-road cycle network, and to a connection with the predominantly off-road Grey Route (also known as the Clyne Line) routing between and Gowerton. Approximately a 9-minute cycle to the southern end of the Grey Route in Gowerton, a connection to the ( to ) is also provided.

2.5.7 LTN1/04 identifies that the mean average length for cycling is 4km (2.4 miles), although journeys of up to three times this distance is not uncommon for regular commuters. As such, a 12km (7.4 mile) cycle commuter distance normally applies.

2.5.8 A 4km cycle distance covers the whole of Penllergaer, Gorseinon, Loughor, Gowerton and Waunarlwydd. A 12km cycle distance covers the whole of Swansea, Llanelli, and Pontarddulais. Figure 2.5 illustrates these indicative cycle catchments.

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Figure 2.5: 4km and 12km indicative cycle catchments from the site

© Crown Copywright OS OpenData (2020)

2.5.9 With its location directly along the Swansea Bay Cycle Network, and the number of residential settlements within the 4km and 12km cycle catchment areas, the site is well located to attract staff and customer cycle trips.

2.6 Public Transport Facilities

Bus

2.6.1 Guidance relating to the accessibility of development proposals to public transport is provided in the Institution of Highways and Transportation (IHT) document ‘Planning for Public Transport in Development’ (March 1999). The IHT guidance recommends that:

“‘new developments should be located so that public transport trips involve a walking distance of less than 400m from the nearest bus stop …”.

2.6.2 Figure 2.6 identifies the bus stops in the vicinity of the site.

2.6.3 The nearest bus stop to the site is the B&Q stop, located on the northern side of the A4240 Gorseinon Road carriageway, directly opposite the site vehicular access point. This stop operates via a bus bay, with a sheltered waiting area provided.

2.6.4 The B&Q stop provides access to N.A.T. Group Route 46 (eastbound) service, routing between Gowerton and Morriston (via Gorseinon). This service operates Monday to Saturday with a service frequency of approximately 120-minutes, as summarised in Table 2.1.

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2.6.5 The Dilwyn Road stop located approximately 150m to the east of the site along the A4240 Gorseinon Road provides access to the N.A.T. Group Route 46 (westbound) service. The westbound route operates with the same service frequency as the eastbound route (as per Table 2.1), with the stop also operating via a bus bay, and a sheltered waiting area also provided.

Figure 2.6: Bus services in the vicinity of the site

© Crown Copywright OS OpenData (2020)

2.6.6 Both the Roundabout stop along the A48 Pontarddulais Road, and the stops at Gorseinon Bus Station offer access to further more frequent First Group bus services. These stops are located approximately 1,100m and 2,000m from the site respectively. Although outside the recommended 400m walking distance, these stops would offer viable options for more mobile customers and staff to the site. Table 2.1 outlines the services available from these stops.

Table 2.1 – Local bus service summary Approximate service frequency and operating hours Service Route Mon-Fri Saturday Sunday B&Q Stop (>10m walk from site) N.A.T Group Gowerton – 1 service every 1 service every Route 46 Morriston (via 120 minutes 120 minutes No Service

(eastbound) Gorseinon) (0730 to 1800) (0900 to 1800) Dilwyn Road Stop (approximately 150m walk from site) N.A.T Group Morriston – 1 service every 1 service every Route 46 Gowerton (via 120 minutes 120 minutes No Service

(westbound) Gorseinon) (0800 to 1830) (0800 to 1830) Roundabout Stop (approximately 1,110m walk from site) First Group 1 service in each 1 service in each 1 service in each Swansea – Route X13 direction every direction every direction every (via (both 30 minutes 30 minutes 120 minutes Pontardulais) directions) (0600 to 1800) (0600 to 1800) (0900 to 1800)

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Gorseinon Bus Station (approximately 2,000m walk from site) First Group Swansea – 1 service in each 1 service in each Route 16 Pontarddulais (via direction every direction every No Service (both Gowerton and 30 minutes 30 minutes

directions) Gorseinon) (0600 to 2030) (0600 to 2030) First Group 1 service in each 1 service in each Route 110 / Swansea – Llanelli direction every direction every No Service 111 (both (via Gorseinon) 15 minutes 15 minutes

directions) (0600 to 2000) (0700 to 2000) Note: Data obtained from www.natgroup.co.uk and www.firstgroup.com, and are subject to change. Times stated are approximations only.

2.6.7 Table 2.1 identifies that regular bus services are available connecting the site to other residential areas within Swansea, and to neighbouring towns such as Llanelli, Llandeilo, and Pontarddulais.

2.6.8 The site is therefore considered to be in a reasonable location to offer staff and visitors to the site opportunities to travel via bus modes.

Rail

2.6.9 The nearest train station to the site is in Gowerton, approximately 5km away. Although located outside an acceptable walking distance for most people, Gowerton Station does connect into the Swansea Bay Cycle Network, and is approximately an 18-minute cycle away from the site (as identified on the Swansea Bay Cycle Network Tube Map at Figure 2.4).

2.6.10 Gowerton station is operated by Transport for (TfW) and provides access to regular rail services (at least 1 service per hour in each direction) routing between west and east Wales stations. Stations within an approximate 30-minute rail travel time catchment to Gowerton include Llanelli (7-minutes) and Carmarthen (35-minutes) to the west, and Swansea (15-minutes) and Neath (30-minutes) to the east.

2.6.11 Travel by train as part of a longer multi-modal trip including cycling is therefore an option to users of the site, especially as part of a commuting trip for staff members.

2.7 Local Highway Safety

2.7.1 A review has been carried out on local highway network safety in order to establish whether there are any current accident clusters or blackspots in the vicinity of the site that may be exacerbated by the development proposal. In this instance, a cluster is identified as a closely defined area of five or more accidents.

2.7.2 The website www.crashmap.co.uk has been interrogated to provide a review of accidents in the surrounding area.

2.7.3 CrashMap uses data collected by the police about road traffic crashes occurring on British roads where someone has been injured. This data is approved by the National Statistics Authority and reported on by the Department for Transport each year. The website uses data obtained directly from official sources and compiled in an easy to use format showing each incident on a map. Incidents are plotted to within 10 metres of their location and the data includes all incidents up to the end of 2019.

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2.7.4 Figure 2.7 provides an extract of all PIAs identified on CrashMap along the A4240 Gorseinon Road in the vicinity of the site over the 5-year period between 2015 and 2019. A total of 10 PIAs are identified, with 7 being classed as slight, and 3 being classed as serious. This equates to an average of 2 PIAs per year.

Figure 2.7: PIA plot extract and location of DfT count site

Source: www.crashmap.co.uk - data extracted December 2020

2.7.5 A COBALT analysis has been undertaken to determine how this observed accident rate compares to the national average rate expected for a road of this type. COBALT is a computer program developed by the DfT to undertake the analysis of the impact of accidents as part of economic appraisal for a road scheme. Although the program does not take into account any site specific details (road surface types, road geometry and visibility etc) it provides a good idea of how many accidents a section of road might expect over a given period.

2.7.6 To undertake the COBALT analysis, the Annual Average Daily Traffic flow for the A4240 Gorseinon Road was required. The Department for Transport count site (ref: 50564) was used to get these flows. This site is located along the A4240 Gorseinon Road at a point just west of the junction with Hospital Road (as identified on Figure 2.7). The latest manual count at this site was undertaken in 2017 and identified an AADT of 17,347 vehicles.

2.7.7 Along with this AADT value, the road type (modern single carriageway), and study area length (1.5km) were also entered into the COBALT calculations. The latest version of the COBALT software (version 2013.2) was utilised, along with the latest parameters file (COBALT TAG parameters 2020.1). The results of this assessment are shown in Table 2.2.

2.7.8 Over the five-year period between 2015 and 2019, the COBALT expected accident rate for the study area section of the A4240 Gorseinon Road is 3.6 accidents per year. This is 1.6 accidents per year greater than the observed average over the same period.

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Table 2.2: Comparison of observed and expected accidents along the A4240 study area Assessment Year Observed Accidents Expected Accidents per year* per year** 2015 3 3.9 2016 0 3.8 2017 3 3.6 2018 4 3.5 2019 0 3.3 5-Year Average 2.0 3.62 * CrashMap annual average over 5-year period between 2015 and 2019 ** COBALT calculated annual average over 5-year period between 2015 and 2019. Based on AADT taken from DfT count site (ref:50564)

2.7.9 The accident data does not therefore appear to identify any significant highway safety issue within the immediate area of the development site, and the minor increase in traffic generated by the proposed development (as discussed later on in this report) is highly unlikely to exacerbate the existing safety record to a significant enough level to warrant concern.

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3 LOCAL AND NATIONAL PLANNING GUIDANCE

3.1 Overview

3.1.1 In transport terms the relevant policy guidance that applies to this site are contained in the following documents:

• Planning Policy Wales (Edition 10, December 2018);

• Technical Advice Note (Wales) (2007) 18 - Transport;

• Wales Transport Strategy (2008);

• Joint Transport Plan for South (2015 – 2020); and

• Swansea Local Development Plan 2010 - 2025, adopted February 2019

3.1.2 Consideration is also given to the following legislation, which has an emphasis on sustainable transport provision:

• Active Travel Wales Act 2013;

• Well-being of Future Generations (Wales) Act 2015.

3.2 Overall Policy Objective

3.2.1 The overarching desire at all tiers of planning policy guidance is to influence a modal shift from single occupancy car travel towards more sustainable modes such as walking, cycling, and public transport.

3.2.2 In order to achieve this, it is recognised that development should be located such that the need to travel to by private car is reduced, by locating development where there is good access to high quality public transport, walking and cycling provision.

3.3 Conclusion

3.3.1 As identified in Section 2 of this report, the site is well located to encourage travel by sustainable modes for both staff and visitors of the proposed development.

3.3.2 The site is therefore concluded to comply with transport planning policy at local and national level.

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4 DEVELOPMENT PROPOSAL

4.1 Proposed Re-Development

4.1.1 The proposed re-development involves the demolition of the existing unit on site, and construction of a new 2,195m2 (GFA) Lidl food store (Class A1).

4.1.2 Indicative site layout plans of these proposals are contained at Appendix A.

4.2 Vehicular Access

4.2.1 Vehicular access to the re-developed site is proposed via the existing point along the A4240 Gorseinon Road. The junction will form the same layout as currently exists.

4.2.2 Swept path analysis for a max legal 16.5m articulated vehicle accessing the proposed site is shown on the indicative layout plans at Appendix A. This shows that there is sufficient room for a vehicle of this size to manoeuvre within the site, and safely enter and exit the site in a forward gear.

4.3 Parking Provision

4.3.1 The development proposal includes 120 parking spaces, made up of 103 (~86%) standard parking spaces, 7 (6%) for disabled customers, 9 (~8%) parent and child spaces, and 2 (~2%) electric vehicle charging spaces.

4.3.2 The supplementary planning document ‘City and County of Swansea Parking Standards’ adopted in March 2012 sets out detailed parking requirements according to land use and type of development across the county. These parking standards differ across six distinct zones identified within the document. The proposed development falls within ‘Zone 4 – Suburban or Near Urban’.

4.3.3 As outlined in Section 4.3 of the document, the parking standards aim to set a maximum level of parking to be provided at developments, in line with national and regional policies to encourage a move to more sustainable modes of transport.

4.3.4 The Zone 4 parking standards for the ‘Shops (including shops, supermarkets, and superstores)’ category with a GFA greater than 2,000m2, identify that a maximum of 1 space per 14 m2 (GFA) should be provided. For the proposed development this equates to a maximum of 153 car parking spaces.

4.3.5 The proposed parking provision of 120 parking spaces is within the maximum provision suggested, and based on the good accessibility to non-car modes of travel to the site, and the operator’s extensive experience of demand at stores throughout the UK, this is considered to be appropriate for the intended food store use.

4.3.6 However, to further justify the parking provision, reference is made to the TRICS output files to represent the proposed Lidl development (discussed later in this report), whereby a vehicular parking accumulation study has been undertaken, as summarised in Table 4.1.

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Table 4.1: TRICS Parking Accumulation Study for proposed Lidl Development Time Period Weekday Saturday Arr. Dep. Accum. Arr. Dep. Accum. 07:00 - 08:00 7 2 5 12 2 10 08:00 - 09:00 50 34 21 61 46 25 09:00 - 10:00 73 62 32 100 75 50 10:00 - 11:00 81 81 32 114 107 57 11:00 - 12:00 100 95 37 147 143 61 12:00 - 13:00 104 104 37 124 142 43 13:00 - 14:00 97 101 33 118 112 49 14:00 - 15:00 99 102 30 116 119 46 15:00 - 16:00 95 95 30 112 119 39 16:00 - 17:00 91 83 38 109 114 34 17:00 - 18:00 87 88 37 93 95 32 18:00 - 19:00 69 76 30 52 59 25 Notes: Yellow highlight identifies peak car park accumulation Values based on selected sites for TRICS category ’01-Retail/C – Discount Food Store’ (output contained at Appendix B) for a development of 2,195sqm GFA

4.3.7 As shown in Table 4.1, the peak car parking occupancy using the TRICS data is forecast to be 38 vehicles on a weekday and 61 vehicles on a Saturday. This is only an estimate of potential accumulation values, but identifies that based on surveys undertaken at similar developments to the proposed Lidl food store, 120 parking spaces are deemed adequate.

4.3.8 The Swansea parking standards provide recommended dimensions of car park space of 4.8m x 2.6m, with 6.0m provided between opposing bays. The proposed layout includes car parking spaces of dimensions 5.0m x 2.6m, with 7.5m provided between each opposing bay. These generous spaces will allow easy and safe manoeuvring of vehicles into the spaces and through the car park area.

4.3.9 The Swansea parking standards identify that 3 parking spaces should be provided for commercial vehicles. The proposals include 1 loading bay space for vehicles at the southern edge of the store. Based on the operator’s extensive experience throughout the UK, this is deemed sufficient for the sites needs, and this loading bay will be managed to ensure that no more than one articulated vehicle is scheduled to arrive and park within the site at any one time.

4.3.10 As shown on the swept path analysis contained at Appendix A, there is sufficient room within the site for a max legal 16.5m articulated vehicle to manoeuvre in and out of the loading bay safely.

Enhanced Access Parking Bays 4.3.11 Swansea parking standards require retail sites to provide a minimum of 6% of the total car park capacity for disabled motorists, plus an additional space for each disabled employee. These spaces are preferably to be located within 50m of the facility served by the car park, and designed to recommendations set out in the DfT document ‘Inclusive Mobility, A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure (2002)’.

4.3.12 A total of 15 enhanced parking bays (7disabled and 9 parent and child) are proposed out of the 120 bays. Inclusive of the parent and child bays, this represents 13% of the total provision.

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4.3.13 The disabled bays are reserved for vulnerable and impaired users and will include an additional 1.2m buffer strip around each space to assist with access, especially for wheelchair users. This is in line with the DfT guidance.

4.3.14 All enhanced bays are conveniently located near the proposed entrance and within the Swansea parking guidelines recommended 50m distance.

Bicycle Parking 4.3.15 Swansea parking standards require 1 short stay and 1 long stay cycle spaces per 500m2 (GFA) at supermarket developments. This equates to a total of 8 cycle parking spaces at the proposed site.

4.3.16 A total of 6 Sheffield cycle stands are included within the site proposals, which will allow parking for up to 12 bicycles. These are to be located in a prominent and convenient location to promote natural surveillance and are covered. This generous provision will help encourage this mode of travel.

4.4 Sustainable Transport Enhancements

4.4.1 As identified in Section 1 of this report, it is considered that the site is well located to encourage pedestrian travel from the nearby residential areas of Penllergaer and Gorseinon.

4.4.2 To further promote this mode of travel, the existing vehicular access junction will be improved to include tactile paving and dropped kerb crossings to assist mobility impaired users. Direct access from the internal pedestrian footway onto the existing pedestrian footway along the southern edge of the A4024 Gorseinon Road will also be included at the vehicular access point.

4.4.3 To promote the use of electric vehicles to the site, 2 electric vehicles charging parking spaces are also included within the proposals.

4.4.4 A Travel Plan will also be created as part of the proposals. This is a document that will be produced with the intention of promoting and increasing sustainable modes of travel to the site. This Travel Plan will be primarily targeted at trips made by staff of the proposed development.

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

5 DEVELOPMENT TRAFFIC GENERATION AND IMPACT

5.1 Introduction

5.1.1 Predicted site traffic flows have been forecast using the TRICS database. TRICS is a nationally accepted database providing information relating to the total number of trips generated by various land uses, based on existing trips observed at similar sites throughout the United Kingdom.

5.1.2 From the TRICS database, a Trip Rate is derived which provides the number of expected trips per unit of measurement (e.g. unit, bay or area). The TRICS good practice guide promotes an ‘inclusive’ rather than ‘exclusive’ approach to site selection.

5.2 Proposed Lidl development trip generation

5.2.1 The category ’01-Retail/C – Discount Food Store’ was used in TRICS to represent the proposed Lidl store. An initial filtering step was applied to remove all sites in Greater London and Ireland, and / or in edge of town centre locations from the selections. A site by site analysis was then made to only include those sites which would be representative of the proposed development (i.e. similar public transport accessibility, similar residential catchment area).

5.2.2 Sites were extracted from TRICS to develop both a weekday and Saturday trip rate separately. A total of 7 TRICS sites were identified as suitably representative of the proposed Lidl development. These TRICS sites included 5 Lidl stores, and 2 Aldi stores.

5.2.3 A copy of the TRICS selection criteria used, and trip rates calculated are included at Appendix C.

5.2.4 Table 5.1 and Table 5.2 show the total predicted vehicular trip generation for the proposed new Lid food store, over both the weekday and Saturday 12-hour period (0700 to 1900) respectively.

Table 5.1: Proposed Lidl food store, predicted weekday vehicular trip generation (based on 2,195m2 GFA) Time Period Trip Rates (per 100m2 GFA) Total Trips (all vehicles) Arr. Dep. Total Arr. Dep. Total 07:00 - 08:00 0.307 0.11 0.417 7 2 9 08:00 - 09:00 2.279 1.534 3.813 50 34 84 09:00 - 10:00 3.342 2.816 6.158 73 62 135 10:00 - 11:00 3.704 3.693 7.397 81 81 162 11:00 - 12:00 4.536 4.306 8.842 100 95 194 12:00 - 13:00 4.734 4.745 9.479 104 104 208 13:00 - 14:00 4.427 4.602 9.029 97 101 198 14:00 - 15:00 4.515 4.668 9.183 99 102 202 15:00 - 16:00 4.317 4.339 8.656 95 95 190 16:00 - 17:00 4.131 3.769 7.9 91 83 173 17:00 - 18:00 3.967 3.989 7.956 87 88 175 18:00 - 19:00 3.123 3.452 6.575 69 76 144 12-Hour Trip Rate 43.382 42.023 85.405 952 922 1,875 Note: yellow highlight identifies peak hour in two-way vehicle trips

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

Table 5.2: Proposed Lidl food store, predicted Saturday vehicular trip generation (based on 2,195m2 GFA) Time Period Trip Rates (per 100m2 GFA) Total Trips (all vehicles) Arr. Dep. Total Arr. Dep. Total 07:00 - 08:00 0.547 0.107 0.654 12 2 14 08:00 - 09:00 2.76 2.082 4.842 61 46 106 09:00 - 10:00 4.569 3.427 7.996 100 75 176 10:00 - 11:00 5.187 4.866 10.053 114 107 221 11:00 - 12:00 6.71 6.532 13.242 147 143 291 12:00 - 13:00 5.64 6.484 12.124 124 142 266 13:00 - 14:00 5.39 5.092 10.482 118 112 230 14:00 - 15:00 5.283 5.402 10.685 116 119 235 15:00 - 16:00 5.104 5.437 10.541 112 119 231 16:00 - 17:00 4.985 5.199 10.184 109 114 224 17:00 - 18:00 4.247 4.343 8.59 93 95 189 18:00 - 19:00 2.368 2.677 5.045 52 59 111 12-Hour Trip Rate 52.79 51.648 104.438 1,159 1,134 2,292 Note: yellow highlight identifies peak hour in two-way vehicle trips

5.2.5 Table 5.1 shows that the proposed Lidl store is predicted to generate 1,875 two-way vehicular trips over the 12-hour weekday period between 07:00 to 19:00. The weekday peak hour in total two-way trips is predicted between 12:00 to 13:00, with 208 trips.

5.2.6 Table 5.2 shows that the proposed Lidl store is predicted to generate 2,292 two-way vehicular trips over the 12-hour Saturday period between 07:00 to 19:00. The Saturday peak hour in total two-way trips is predicted between 11:00 to 12:00, with 291 trips.

5.3 Development Modal Split

5.3.1 The TRICS database has been interrogated for multi-modal split data, as shown in Chart 5.1 & 5.2 for a weekday and a Saturday respectively.

Chart 5.1: TRICS selected ’01-Retail/C – Discount Food Store’ sites – Daily weekday modal split of trips

1% 1%

12%

Vehicle Driver Vehicle Passenger Pedestrian 26% Cyclist 60% Public Transport User

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5.3.2 Chart 5.1 identifies that the primary mode of travel for food retail trips such as this on a typical weekday is as a vehicle driver (60%) followed by vehicle passenger (26%), pedestrian (12%), public transport user (1%) and cyclist (1%).

Chart 5.2: TRICS selected ’01-Retail/C – Discount Food Store’ sites – Daily Saturday modal split of trips

1% 1%

10%

Vehicle Driver Vehicle Passenger 47% Pedestrian Cyclist

41% Public Transport User

5.3.3 Chart 5.2 again shows the primary mode of travel for food retail trips such as this on a typical Saturday is as a vehicle driver (47%) followed by vehicle passenger (41%), pedestrian (10%), public transport user (1%) and cyclist (1%).

5.4 Existing Unit trip generation

5.4.1 Although the most previous use on the site was a Poundstretcher store, it is considered that a DIY store with garden centre is more representative of the extant site, and could restart at any time. As such, the category ’01-Retail/D – DIY Superstore with Garden Centre’ was used in TRICS to represent the proposed existing unit on the site. An initial filtering step was applied to remove all sites in Greater London and Ireland, and / or in edge of town centre locations from the selections. A site by site analysis was then made to only include those sites which would be representative of the proposed development (i.e. similar public transport accessibility, similar residential catchment area).

5.4.2 Sites were extracted from TRICS to develop both a weekday and Saturday trip rate separately. A total of 10 TRICS sites were identified as suitably representative of the proposed Lidl development. These TRICS sites included 7 B&Q stores, and 3 Homebase stores.

5.4.3 A copy of the TRICS selection criteria used, and trip rates calculated are included at Appendix C.

5.4.4 Table 5.3 and Table 5.4 show the total predicted vehicular trip generation for the existing retail unit on the site, over both the weekday and Saturday 12-hour period (0700 to 1900) respectively.

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Table 5.3: Existing retail unit, predicted weekday vehicular trip generation (based on 2,454m2 GFA) Time Period Trip Rates (per 100m2 GFA) Total Trips (all vehicles) Arr. Dep. Total Arr. Dep. Total 07:00 - 08:00 0.175 0.044 0.219 4 1 5 08:00 - 09:00 0.865 0.608 1.473 21 15 36 09:00 - 10:00 1.784 1.402 3.186 44 34 78 10:00 - 11:00 2.976 2.594 5.57 73 64 137 11:00 - 12:00 3.588 3.318 6.906 88 81 169 12:00 - 13:00 3.183 3.3 6.483 78 81 159 13:00 - 14:00 3.42 3.368 6.788 84 83 167 14:00 - 15:00 3.687 3.627 7.314 90 89 179 15:00 - 16:00 3.594 3.666 7.26 88 90 178 16:00 - 17:00 2.83 3.131 5.961 69 77 146 17:00 - 18:00 1.981 2.462 4.443 49 60 109 18:00 - 19:00 1.179 1.41 2.589 29 35 64 12-Hour Trip Rate 29.262 28.93 58.192 718 710 1,428 Note: yellow highlight identifies peak hour in two-way vehicle trips Table 5.4: Existing retail unit, predicted Saturday vehicular trip generation (based on 2,454m2 GFA) Time Period Trip Rates (per 100m2 GFA) Total Trips (all vehicles) Arr. Dep. Total Arr. Dep. Total 07:00 - 08:00 0.276 0.011 0.287 7 0 7 08:00 - 09:00 0.716 0.477 1.193 18 12 29 09:00 - 10:00 1.658 1.301 2.959 41 32 73 10:00 - 11:00 2.187 1.795 3.982 54 44 98 11:00 - 12:00 2.323 2.249 4.572 57 55 112 12:00 - 13:00 2.329 2.317 4.646 57 57 114 13:00 - 14:00 2.624 2.323 4.947 64 57 121 14:00 - 15:00 2.596 2.618 5.214 64 64 128 15:00 - 16:00 1.897 2.243 4.14 47 55 102 16:00 - 17:00 1.846 1.965 3.811 45 48 94 17:00 - 18:00 1.505 1.71 3.215 37 42 79 18:00 - 19:00 1.721 1.568 3.289 42 38 81 12-Hour Trip Rate 21.678 20.577 42.255 532 505 1,037 Note: yellow highlight identifies peak hour in two-way vehicle trips

5.4.5 Table 5.3 shows that the existing retail unit is predicted to generate 1,428 two-way vehicular trips over the 12-hour weekday period between 07:00 to 19:00. The weekday peak hour in total two-way trips is predicted between 14:00 to 15:00, with 179 trips.

5.4.6 Table 5.4 shows that the existing retail unit is predicted to generate 1,037 two-way vehicular trips over the 12-hour Saturday period between 07:00 to 19:00. The Saturday peak hour in total two-way trips is predicted between 14:00 to 15:00, with 128 trips.

5.5 Proposed Development Trip Generation Difference

5.5.1 Table 5.5 and Table 5.6 identify the difference in the total two-way trip generation predicted at the site as a result of the proposed re-development.

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Table 5.5: Proposed site re-development, weekday trip generation difference Time Period Existing Unit Proposed Lidl Store Difference Total Two-Way Trips Total Two-Way Trips 07:00 - 08:00 7 9 +2 08:00 - 09:00 29 84 +54 09:00 - 10:00 73 135 +63 10:00 - 11:00 98 162 +65 11:00 - 12:00 112 194 +82 12:00 - 13:00 114 208 +94 13:00 - 14:00 121 198 +77 14:00 - 15:00 128 202 +74 15:00 - 16:00 102 190 +88 16:00 - 17:00 94 173 +80 17:00 - 18:00 79 175 +96 18:00 - 19:00 81 144 +64 12-Hour Total 1,037 1,875 +838 Note: yellow highlight identifies peak hour in two-way trip generation increase Table 5.6: Proposed site re-development, Saturday trip generation difference Time Period Existing Unit Proposed Lidl Store Difference Total Two-Way Trips Total Two-Way Trips 07:00 - 08:00 5 14 +9 08:00 - 09:00 36 106 +70 09:00 - 10:00 78 176 +97 10:00 - 11:00 137 221 +84 11:00 - 12:00 169 291 +121 12:00 - 13:00 159 266 +107 13:00 - 14:00 167 230 +64 14:00 - 15:00 179 235 +55 15:00 - 16:00 178 231 +53 16:00 - 17:00 146 224 +77 17:00 - 18:00 109 189 +80 18:00 - 19:00 64 111 +47 12-Hour Total 1,428 2,292 +864 Note: yellow highlight identifies peak hour in two-way trip generation increase

5.5.2 Table 5.5 shows that the proposed re-development is predicted to generate an extra 838 two-way vehicular trips from the site over the 12-hour weekday period between 07:00 to 19:00. The hour between 17:00 to 18:00 is expected to see the greatest increase, with 96 additional trips generated from the site.

5.5.3 Table 5.6 shows that the proposed re-development is predicted to generate an extra 864 two-way vehicular trips from the site over the 12-hour Saturday period between 07:00 to 19:00. The hour between 11:00 to 12:00 is expected to see the greatest increase, with 121 additional trips generated from the site.

5.6 Proposed Development Highway Impact

5.6.1 To understand the impact that the predicted increase in trips generated as a result of the proposed re-development will have on the surrounding highway network, the traffic flows from the DfT count site (ref:50564) have been utilised. This count site is located along the A4240 Gorseinon Road near the junction with Hospital Road, as identified previously in Figure 2.7.

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

5.6.2 Table 5.7 identifies the two-way hourly flows counted at this site for the latest manual survey undertaken on Thursday 28th September 2017. As this survey was undertaken in 2017 it should also include trips generated as a result of the then operational B&Q unit on the site. As such, Table 5.7 also identifies the percentage impact that the proposed Lidl store will have on the total two-way flow along the A4240 Gorseinon Road.

Table 5.7: Predicted weekday impact of the proposed development on the A4240 Gorseinon Road in the vicinity of the site. Time Period Total two-way Proposed Lidl Combined Flow % Impact on flow development Observed Flow (all motor increase in trips vehicles) 07:00 - 08:00 1,103 +2 1,105 +0.2% 08:00 - 09:00 1,534 +54 1,588 +3.5% 09:00 - 10:00 950 +63 1,013 +6.6% 10:00 - 11:00 1,131 +65 1,196 +5.7% 11:00 - 12:00 1,142 +82 1,224 +7.2% 12:00 - 13:00 1,120 +94 1,214 +8.4% 13:00 - 14:00 1,251 +77 1,328 +6.2% 14:00 - 15:00 1,381 +74 1,455 +5.4% 15:00 - 16:00 1,378 +88 1,466 +6.4% 16:00 - 17:00 1,636 +80 1,716 +4.9% 17:00 - 18:00 1,370 +96 1,466 +7.0% 18:00 - 19:00 1,340 +64 1,404 +4.8% 12-Hour Total 15,336 +838 16,174 +5.5% Note: yellow highlight identifies the hour period with greatest % impact on the observed flow along the A4240 Gorseinon Road. Green highlight identifies AM highway peak hour (08:00 to 09:00) Red highlight identifies PM highway peak hour (16:00 to 17:00)

5.6.3 Table 5.7 identifies that the proposed re-development is predicted to increase trips along the A4240 Gorseinon Road in the vicinity of the site by just 5.5% over the total 12-hour weekday period between 07:00 and 19:00.

5.6.4 The greatest impact is seen between 12:00 to 13:00 where traffic is predicted to increase by 8.4% along the A4240 Gorseinon Road. This increase however occurs outside the highway AM and PM peak hours identified between 08:00 to 09:00, and 16:00 to 17:00 respectively. During these peak traffic hours, the proposed development is only predicted to increase traffic along the A4240 Gorseinon Road by 3.5% and 4.9% respectively.

5.6.5 Although no count data is available for a Saturday period from the DfT database, it would be expected that the impact on these days would be of similar levels to that of the weekday period.

5.6.6 It should be noted that this predicted increase in trips identified in Table 5.7 assumes all trips generated by the site are ‘primary’ trips, with no reductions applied for ‘secondary’ trips.

5.6.7 Primary trips are those which are new to the road network, and occur only as a result of the new development. Secondary trips however are those which already exist on the road network, but would include a visit to the new development as part of the existing trip (whether as part of a pass-by, diverted, or transferred trip). Although part of the total trip generation, these secondary trips therefore do not generate additional vehicles on the road network, and can be excluded when identifying the total vehicular impact of a development.

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

5.6.8 Although there is not currently any definitive guidance available providing levels of secondary trip reductions to be applied at certain developments, the ‘TRICS Research Report 14/1 (2014)’ provides a review on the subject. The report identifies that levels of secondary trips at any development will be dependent on variables such as its location, range of services offered, and size, and that a site-by-site approach should be taken in calculating these trip levels. The report also includes summaries of previous commercial and academic research on the subject, with one study identifying convenience stores experiencing secondary trip proportions up to 85%, with rates showing a positive relationship to adjacent street volumes.

5.6.9 As a retail store situated in an industrial estate along an A-Road carrying a significant volume of traffic, it is not considered unreasonable to expect a large proportion (at least 50%) of trips from the proposed development to be secondary trips, and already exist on the road network (i.e. from vehicles making visits to other units within the Garngoch industrial estate, or already routing past the site as part of a longer journey).

5.6.10 As such, If only considering primary trip attractions to the development (i.e. completely new trips on the network) the actual impact on the local highway network would likely to be significantly lower than identified in Table 5.7, and these represent a very robust ‘worst case’ scenario highway impact for the proposed re-development of the site.

5.6.11 On this basis, it is concluded that the re-development of the site will have a minor impact on traffic flows on the local highway network, and raises no major congestion or highway safety concerns.

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

6 SUMMARY AND CONCLUSION

6.1 Summary

6.1.1 This Transport Assessment (TA) has been produced by Corun Associates Ltd (Corun) on behalf of Lidl Great Britain Limited, the applicants, to examine the highway and transportation issues associated with the proposed re-location of a Lidl food store (Class A1) along the A4240 Gorseinon Road, Gorseinon.

6.1.2 The proposal involves the demolition of an existing Poundstretcher retail unit, and construction of a new 2,195m2 (GFA) Lidl food store unit.

6.1.3 The site is well located to encourage sustainable modes of travel for staff and visitors living in the surrounding residential areas of Gorseinon and Penllergaer. The extended cycling and bus networks through the local area will also allow opportunities for sustainable travel for longer, or multi-modal trips.

6.1.4 Vehicular access will be provided via the existing access point to the site along the A4240 Gorseinon Road. Swept path analysis for a max legal 16.5m articulated vehicle accessing the proposed site shows that there is sufficient room for a vehicle of this size to manoeuvre within the site, and safely enter and exit this junction in a forward gear.

6.1.5 Pedestrian access to the proposed development will also be provided at this existing access point. The proposals include improvements to the existing layout, with inclusion of tactile paving and a dropped kerb crossing, and provision of direct access into the existing footway network along the A420 Gorseinon Road.

6.1.6 A total of 120 car parking spaces are proposed at this new Lidl food store unit. These are within the maximum guidelines identified by local guidelines set out by Swansea Council, and based on the operator’s extensive experience of demand at stores throughout the UK, is considered to be appropriate for the intended food store use.

6.1.7 A total of 15 enhanced parking bays (7 disabled and 9 parent and child) are proposed out of the 120 bays. This represents 13% of the total provision.

6.1.8 A total of 6 Sheffield cycle stands (allowing parking for up to 12 bicycles), and 2 electric vehicle charging spaces are also included within the proposals. These will help encourage these more sustainable modes of travel to the site.

6.1.9 The re-development of the site from a DIY and garden store to a Lidl foodstore is predicted to generate an extra 838 and 864 two-way vehicular trips to the site over the 12-hour period (07:00 to 19:00) on a weekday and Saturday respectively. The greatest increase in trips on a weekday is seen between 17:00 to 18:00 (+96 trips), and between 11:00 to 12:00 on a Saturday (+121 trips).

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Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

6.1.10 A robust highway impact assessment has been undertaken identifying that over the 12- hour weekday period between 07:00 to 19:00, the proposed development would lead to an increase in traffic of just 5.5% along the A4240 Gorseinon Road (in the vicinity of the site). During the weekday AM and PM highway peak hours, this increase in traffic is predicted to be just 3.5% and 4.9% respectively. These values represent a ‘worst case’ scenario, and do not include any reductions expected as a result of secondary trip reductions which might be reasonably be expected to account for at least 50% of all trips generated by the site. It is therefore concluded that the re-development of the site will have a minor impact on weekday traffic flows on the local highway network, and raises no major congestion concerns.

6.1.11 Although no count data is available to undertake a highway impact assessment for a Saturday period, it would be expected that the impact on these days would be of similar levels to that of the weekday period.

6.1.12 A review of the accident record along the A4240 Gorseinon Road in the vicinity of the site concludes it to be relatively good, and below the national average for roads of this type. With the minor impact on traffic levels predicted from the proposed development, it is not expected to have an adverse impact on this existing highway safety record.

6.1.13 A Travel Plan will also be developed as part of the proposals, which aims to maximise active modes of travel and public transport use associated with the site.

6.2 Conclusion

6.2.1 This Transport Statement has demonstrated that the development should be considered acceptable in terms of highways and transportation.

6.2.2 There are no reasons in highway and transportation terms why the proposed development should not be granted consent.

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APPENDIX A

Proposed Site Layout Plans

20-00693/TS/01 Corun Associates Ltd December 2020 Appendix A 0 SCALE 1:200 @ A1 DESIGNERS, CONTRACTORS AND THE CLIENT. AS SUCH ALL PARTIES HAVE DUTIES UNDER THESE REGULATIONS. HEALTH AND SAFETY - CDM 2015 REGULATIONS APPLY TO ALL CONSTRUCTION WORKS BE CARRIED OUT PARTY BY PROPERTY OWNER. PARTY WALL ACT - NOTICES UNDER THE ARE TO BE SERVED BY PROPERTY OWNER OR APPOINTED THIRD IMMEDIATELY. NO DIMENSIONS TO BE SCALED FROM THIS DRAWING. DIMENSIONS TO BE CONFIRMED ON SITE PRIOR START OF WORKS AND ODAS INFORMED DISCREPANCIES IMPORTANT INFORMATION STANDARDS OR EURO CODE, PLANNING APPROVAL, CURRENT BUILDING REGULATIONS AND CODES OF PRACTICE. ALL MATERIALS AND WORKS ARE TO BE CARRIED OUT IN ACCORDANCE WITH THE LATEST REVISION OF APPROPRIATE 5m 10m

MOE ROUTE > > > >

DIS WC CHILLER

PACKING BENCH 53830

GLAZING MULLIONS 54130 DELIVERY 25250

SALES BRITISH

BAKERY WAREHOUSE FREEZER

CANTEEN BOTTLE LOBBY

Notes LOCKER

WCs MAN'G UTILITY CASH IT STORE Chy

5% 4700 16 07 2500 3600 7500

06

17 31 16100 7500 6000

2700 10400 N

10700 48 32 1800 6500 TOTAL PARKING SPACES: 120 01

49 65 10400 Rev - 10700 2700 Date

82 66 9000 Description 7500 Revisions

8000 83 100 Revised By 10400 2700 7500

Checked By 51.6m PROPOSED SITE PLAN POUNDSTRETCHERS_GORSEINON LIDL GREAT BRITAIN LTD. Drawing Status: Drawing Title: Project Name: Client: WATERTON INDUSTRIAL ESTATE, BRIDGEND, CF31 118 101 6500 3PH PLANNING Date: Drawn By: Drawing No: Project No: Checked By: Scale @ A1: 1:200 DEC 2020 DGH 20132 AD 110 SMT

BOTTLE STORE

ARCHITECTURE LOBBY FLAG POLE PROPOSED LANDSCAPED AREA PEDESTRIAN CROSSING PROPOSED ENTRANCE LOBBY PROPOSED TROLLEY BAYS PROPOSED PARENT AND CHILD SPACES PROPOSED EVC BAYS PROPOSED DISABLED BAYS SITE APPLICATION BOUNDARY Registered in England & Wales No: 8355643 One Design Architectural Services Ltd Phase II, Ashley Lane, Shipley, [email protected] www.onedesignarchs.com West Yorkshire, BD17 7DB Unit 1 Merchants Quay, Tel: 01274 591188 COPYRIGHT RESERVED A2 NOTES: ORIGINAL PLOT SIZE

2270 13690

1620 8460 130

1290 3270

BOX VAN 6AXLE mm Tractor Width : 2550 Lock to Lock Time : 6.0 Trailer Width : 2550 Steering Angle : 25.5 Tractor Track : 2550 Articulating Angle : 70.0 Trailer Track : 2550

1 1 6 6 8 8

51.6m 51.6m ter ter Shel Shel

ENT ENT LE ANKM LE ANKM G PO EMB MIND G PO EMB MIND FLA TING ETER FLA TING ETER EXIS BE D EXIS BE D S TO S TO FALL FALL

0 0 900 900 ENT 20 ENT 20 ANKM 1 ANKM 1 EMB MIND 119 EMB MIND 119 TING ETER TING ETER EXIS BE D EXIS BE D S TO S TO FALL FALL

01 01

0 0 0

06 0 06

0 0 6 6 Reproduced from Ordnance Survey Superplan Data with the permission of The Controller of 102 102 Her Majesty's Stationery Office. Crown Copyright - Licence No. AL100034021 : 120 : 120 ACES 1 ACES 1 G SP 10 G SP 10 This drawing is based on [Company's Name] Drawing No:

RKIN RKIN

0 0 A A

AL P AL P

0 0 T T

TO 8 TO 8

0 0 6 6 9 9 67 67

2 2 7 D 7 D 4 0 E , 4 0 E , 3 SSUM LINE 3 SSUM LINE 0 A Y M 0 A Y M NDAR NFIR NDAR NFIR 33 BOU O CO 33 BOU O CO LS T LS T --- -- 7500 LEGA 7500 LEGA 07 07 Drawn Checked 00 00 Rev Date Details 104 104 by by 2 2 7 000 7 000 0 9 0 9 0 0 0 0 1040 1040 2 2 00 7 00 7 75 0 75 0 Corun Associates Ltd 0 0 0 0 Swansea 1040 1040 E [email protected] 7500 7500 W www.corun.uk.com ARY ARY 00 UND TO 00 UND TO 47 2 BO ENTS 47 2 BO ENTS 7 M 7 M 2 REAT ED 2 REAT ED 7 0 T RM 7 0 T RM ONFI ONFI 0 0 BE C 0 0 BE C 0 0

CLIENT:

2 2 7 7 Lidl Great Britain Ltd 0 0

0 0

PROJECT: 1 1 2 118 2 118 85 85

84 84 Gorseinon Road

0 51 0 51

2 2

0 0

7 7

9 9

0 0

0 0

0 50 0 50 1

E 1 E TO B TO B TIVE TIVE DICA . DICA . Gorseinon G IN HERS G IN HERS CKIN Y OT CKIN Y OT TRA ED B TRA ED B 20 FIRM 20 FIRM CON CON

Swansea

% % TITLE:

5 5

AX AX 6% M 6% M Swept Path Analysis of Chy Chy Max Legal Artic.

STATUS: Information

SCALE: DATE: DRAWN: CHECKED: 1) Inbound 2) Outbound 1:500 06/20 JC MA

JOB NO: DRAWING NO: REVISION: 20-00693 SP01 -

INDICATIVE Lidl, Gorseinon Lidl Great Britain Limited Transport Assessment

APPENDIX B

Swansea Bay Cycle Map

20-00693/TS/01 Corun Associates Ltd December 2020 Appendix B