County Borough Council Local Development Plan 2011 –2026

Transport Topic Paper August 2013

www.npt.gov.uk/ldp Contents

1 Introduction 1 2013) 2 Background 3

3 Policy Context: National, Regional & Local 5 (August 3.1 National Policy Context 5 Paper

3.2 Regional Policy Context 11 opic T 3.3 Local Policy Context 15 ransport

4 Current Situation and Trends 19 T -

5 Summary of Consultation Responses 39 LDP 6 Issues to be Addressed 43 Deposit 7 Objectives 45 8 Strategy Development 47 9 Strategic and Detailed Policy Development 53 Contents Deposit LDP - T ransport T opic Paper (August 2013) 1 . Introduction

1 Introduction 2013) 1.0.1 This topic paper is one of a range of papers prepared to offer more detailed

information and to provide an explanation of the approach taken in the Local Development (August Plan (LDP) in relation to different topics and issues affecting the County Borough. Paper 1.0.2 This paper specifically considers Transport. opic T 1.0.3 The Deposit Plan consultation is the second statutory stage of the Plan and allows a further period of formal public consultation. Comments received at this stage will ransport T

be considered by an Independent Planning Inspector who will hold an Examination in - Public into the Plan. If the Inspector considers the Plan to be 'sound' it will be recommended for adoption and once adopted it will supersede the current Unitary LDP Development Plan (UDP) and be the primary document for use in the determination of planning applications. Deposit

1.0.4 The Topic Paper can be read in isolation or in conjunction with the other Topic Papers and Background Studies that have been prepared to provide a full picture of Neath Port Talbot. (1)

1

1 The information contained within this Topic Paper is correct as of the date sent to print. 1 . Introduction Deposit LDP - T ransport T opic Paper (August 2013)

2 2 . Background

2 Background 2013) 2.0.1 Transport and accessibility have a key role in providing economic and social

opportunities and providing a good quality of life. Accessibility provides residents with (August access to everyday goods and services, whether it be for education, employment, health or social opportunities. Good accessibility can therefore help to increase social inclusion, Paper provide healthier and more active communities and can improve economic activity. opic T 2.0.2 In the Pre-Deposit Plan, the objectives, strategy and strategic policies were grouped

under the 5 Spatial Plan (WSP) themes: ransport T - Building Healthy, Sustainable Communities; Promoting a Sustainable Economy; LDP Valuing our Environment; Achieving Sustainable Accessibility; Deposit Respecting Distinctiveness.

2.0.3 Transport is a fundamental consideration for future development and for delivering the objectives set out within these themes. Addressing travel patterns and movement is a key factor in ensuring the above are met and that Neath Port Talbot has sustainable, prosperous communities, where opportunities are available to all. Transport underpins many elements of the Plan, from strategic policies and objectives to influencing key decisions on the selection of sites and the level of development a given area is able to accommodate.

2.0.4 To achieve future growth, the LDP needs to develop a sufficient and sustainable transport system that supports the economy of Neath Port Talbot, fosters economic growth, encourages more sustainable travel patterns and promotes healthier lifestyles.

2.0.5 Within this document, the relationship between land use planning and travel is examined and ways in which a more effective and efficient transport system can be provided is addressed. Careful consideration has been given to the interaction between land use and travel to ensure allocations and policies contained within the Plan help to achieve more sustainable communities.

3 2 . Background Deposit LDP - T ransport T opic Paper (August 2013)

4 3 . Policy Context: National, Regional & Local

3 Policy Context: National, Regional & Local 2013) 3.1 National Policy Context (August Planning Policy Wales (PPW) Edition 5 (2012) Paper 3.1.1 Aims to extend choice in transport and secure accessibility which supports opic sustainable development and helps to tackle the causes of climate change by: encouraging T a more effective and efficient transport system with greater use of the more sustainable and healthy forms of travel, and minimising the need to travel. This will be achieved through ransport T

integration: -

Within and between different types of transport; LDP

Between transport measures and land use planning; Deposit

Between transport measures and policies to protect and improve the environment; and

Between transport measures and policies for education, health, social inclusion and wealth creation.

3.1.2 Development plans need to provide a framework to stimulate, guide and manage change towards sustainability. They should secure a sustainable settlement pattern which meets the needs of the economy, the environment and health, while respecting local diversity and protecting the character and cultural identity of communities. In their land allocation policies and proposals, local planning authorities should:

promote sustainable patterns of development, identifying previously developed land and buildings, and indicating locations for higher density development at hubs and interchanges and close to route corridors where accessibility on foot and by bicycle and public transport is good;

3.1.3 Plans need to be consistent with minimising the need to travel and increasing accessibility by modes other than the private car. Major generators of travel demand should be located in areas which are, or can be, well served by public transport, or can be reached by walking or cycling.

3.1.4 Support is given to the development of a transport hierarchy for new development whereby they are accessible in the first instance by walking/ cycling, public transport and then the private car. 5

3.1.5 Land use plans can help achieve the Welsh Government's (WG) objectives for transport by:

reducing the need to travel; 3 . Policy Context: National, Regional & Local

Deposit locating development near other related uses to encourage multi-purpose trips and reduce the length of journeys; LDP improving accessibility by walking, cycling and public transport; - T ransport ensuring that transport is accessible to all; T

opic promoting walking and cycling;

Paper supporting the provision of high quality public transport;

(August supporting traffic management measures;

2013) promoting sustainable transport options for freight and commerce;

supporting sustainable travel options in rural areas;

supporting necessary infrastructure improvements; and

ensuring that, as far as possible, transport infrastructure does not contribute to land take, urban sprawl or neighbourhood severance.

3.1.6 Walking will be promoted for shorter trips and cycling for short trips and as a substitute for shorter car journeys or, as part of a longer journey when combined with public transport.

3.1.7 Public transport should be supported as a means to achieve environmental objectives, to assist in relieving congestion and to encourage social inclusion. The ease of interchange between transport modes and personal safety are important determinants of public transport use.

3.1.8 Local Authorities should adopt an integrated approach to traffic management, and consider how different measures can complement one another and contribute to the achievement of wider planning and transport objectives.

3.1.9 The strategic significance of freight access to industry and commerce should be taken into consideration by planning authorities. Wherever possible they should promote the carriage of freight by rail, water or pipeline rather than by road and promote the use of ports and inland waterways.

3.1.10 Development Plans should provide the means for: 6 examining the relationship between transport and land use planning;

promoting the integration and co-ordination of transport and land use planning; and

promoting strategies to reduce the need to travel. 3 . Policy Context: National, Regional & Local

3.1.11 The Development Plan should: 2013) set out the land use / transportation strategy, addressing accessibility and the provision of strategic and integrated transport facilities, including roads, railways and interchanges; (August Paper ensure that new housing, jobs, shopping, leisure and services are highly accessible opic

by public transport, walking and cycling; T

locate major generators of travel demand within existing urban areas, or in other ransport

locations that can be well served by public transport, walking or cycling; T -

encourage higher density and mixed-use development near public transport nodes, LDP or near corridors well served by public transport; Deposit ensure that development sites which are highly accessible to non-car modes are used for travel intensive uses, reallocating their use if necessary;

in rural areas, designate local service centres, or clusters of settlements where a sustainable functional linkage can be demonstrated, as the preferred locations for new development;

include specific measures to promote walking and cycling;

set out policies to promote the use of public transport including new and improved interchange facilities and, where appropriate, park and ride schemes;

include appropriate traffic management policies;

identify the primary road network, including trunk roads, and separately identify the core network;

identify proposals for new roads and major improvements to the primary route network and the broad policy on priorities for minor improvements;

include policies and proposals relating to the development of transport infrastructure other than roads;

identify, and where appropriate, protect routes required for the sustainable movement of freight;

protect disused transport infrastructure, including railways, rail sidings, ports, harbours and inland waterways from development that would compromise their future transport 7 use, where re-use is a possibility; and

minimise the adverse impacts of transport infrastructure projects on the natural, historic and built environment and on local communities. 3 . Policy Context: National, Regional & Local

Deposit Wales Spatial Plan (WSP) Update (2008): People, Places, Futures

LDP 3.1.12 One of the key priorities for the Bay Waterfront and Western Valleys area is to improve accessibility. - T ransport 3.1.13 In order to help build sustainable communities, housing growth, new employment sites and retail and indoor leisure development should be co-located and well served by

T public transport. opic

Paper 3.1.14 To achieve the aim of spreading prosperity, it is critical that all communities are linked to the key employment hubs by both road links and public transport provision. (August 3.1.15 The amount of traffic on the roads and congestion will increase if action is not

2013) taken. The priority is to create an effective and sustainable transport network within the city region, making better use of the existing infrastructure and delivering greater choice and more efficient and sustainable transport options. It also means looking at patterns of service provision and land use to ensure that, where possible, overall demand is reduced. The key settlements will play a key role as important service centres, employment locations and transport hubs enabling greater accessibility.

3.1.16 The accessibility objectives will be delivered in part through the system of LDPs and the Regional Transport Plan. These objectives include:

Strengthening the area's hubs and supporting communities;

Improving public transport to existing strategic employment sites and locating new strategic sites where they can be well served by public transport;

Health care education and leisure services need to be easily accessible by public transport from both the key settlements and more remote valley communities;

Innovative public transport services and opportunities (e.g. car sharing) need to offer improved opportunities for the economically inactive to access jobs across the region;

Developing and promoting safer routes for walking and cycling particularly for shorter journeys within settlements.

3.1.17 In terms of external links, connectivity to Cardiff and further afield is essential to attract inward investment and for the Area to attract a high skilled, high paid workforce. The area's important port facilities give the region an economic edge. 8 Technical Advice Note (TAN) 18: Transport (2007) 3.1.18 Policies and proposals in development plans should address the overall development of the transport network and related services, including public transport, interchange facilities including park and ride, multi-modal freight facilities, rail depots, roads, cycleways, pedestrian routes, inland waterways, harbours/ports and airports (including safeguarding zones). 3 . Policy Context: National, Regional & Local

3.1.19 Development plans should provide a clear land use policy framework for achieving local authority road traffic reduction targets, where they are set and assessing the transport 2013) implications of planning applications.

3.1.20 Planning authorities should ensure that their development plan strategy is (August compatible with the aim of reducing the need to travel and provides greater choice of Paper means of transport other than the private car. opic T 3.1.21 In determining an appropriate development pattern, local planning authorities should seek to maximise relative accessibility rather than ensuring everyone can travel ransport everywhere (mobility). T -

3.1.22 The location of new residential development has a significant influence on travel LDP patterns as the majority of trips start or finish at home. ...it should be a key aim of

development plans to identify residential sites that are accessible to jobs, shops and Deposit services by modes other than the car and where public transport services have the existing or planned capacity to absorb further development. Local authorities should seek to achieve a broad balance between housing and employment opportunities to minimise the potential need for long distance commuting.

3.1.23 The location of major travel generating uses including employment, education, shopping and leisure can significantly influence the number and length of journeys, journey mode and the potential for multi-purpose trips. Development plans should seek wherever possible to identify locations for such developments, which offer genuine and easy access by a range of transport modes.

3.1.24 A co-ordinated approach to parking provision should be pursued at both regional and local levels. Regional parking frameworks should be developed as part of the Regional Transport Plan (RTP) to support both the transport strategy of the RTP and the development strategies of the corresponding development plans.

3.1.25 Local authorities should adopt an integrated approach to traffic management in RTPs and their development plans. They should consider how different measures can complement each other and contribute to the achievement of wider planning and transport objectives including their network management duty.

3.1.26 Development plans should integrate policies and objectives for walking and cycling, with policies for development design, traffic management, protecting and enhancing green spaces, and safeguarding routes in urban and rural areas for walkers, cyclists and horse-riders.

3.1.27 Local authorities should promote walking as the main mode of transport for shorter trips through the use of their planning and transport powers ...when preparing development 9 plans ...authorities should:

ensure that new development encourages walking as a prime means for local journeys by giving careful consideration to location, access arrangements and design, including the siting of buildings close to the main footway, public transport stops and pedestrian desire lines; 3 . Policy Context: National, Regional & Local

Deposit ensure that pedestrian routes provide a safe and fully inclusive pedestrian environment, particularly for routes to primary schools; LDP ensure the adoption of suitable measures, such as wide pavements, adequate lighting, -

T pedestrian friendly desire lines and road crossings, and traffic calming; ransport

promote the reallocation of road space to pedestrians; T opic consider the needs of all pedestrians in the design of town environmental improvement Paper schemes, which may involve pedestrianisation and restricted access schemes;

(August support the use of public rights of way for local journeys; and

2013) identify and protect existing and proposed routes suitable for the use of cyclists and walkers. These may include recreational or commuter routes alongside river banks, canal towpaths and disused railway lines.

3.1.28 The document acknowledges the importance of freight transport and wherever possible, the carriage of freight by rail, water or pipeline rather than road, where it forms a feasible alternative for part or all of the journey, should be promoted.

Walking and Cycling Strategy (2009)

3.1.29 This Welsh Government document identifies the steps that are needed to secure a walking and cycling culture in Wales. It aims to encourage walking and cycling and highlights the benefits of using these methods and explains the disadvantages of using the private car. The document also emphasises the benefits to health and environment of choosing to use walking, cycling and public transport for journeys.

A Walking and Cycling Action Plan for Wales 2009- 2013

3.1.30 The Action Plan looks to encourage more people to walk and cycle safely and more often.

3.1.31 The key objectives are to:

Improve the health and well being of Wales through increased physical activity; Improve the local environment for walkers and cyclists; Encourage sustainable travel to combat climate change; Increase levels of walking and cycling through promotion of facilities; and 10 Ensure that walking and cycling are prioritised in policies, guidance and funding. 3 . Policy Context: National, Regional & Local

3.2 Regional Policy Context 2013) City Region (2013)

3.2.1 In July 2013, Swansea Bay was launched as Wales' first City Region", to boost (August investment and job opportunities. The Swansea Bay City Region includes the Local Authority areas of Pembrokeshire, Carmarthenshire, City and County of Swansea and Paper opic

Neath Port Talbot. T

3.2.2 The identification of the City Region has emerged as a result of a report ransport commissioned by the Welsh government highlighting economic growth increasingly happens T in regions centred on a city, attracting higher skilled jobs and pay. - LDP 3.2.3 The City Region concept will remove existing administrative boundaries between Local Authorities to create a central business area. The approach will create a larger and Deposit more efficient labour market and better prospects for job creation, attracting inward investment and innovation to create additional value added to the local economy. The approach also offers better scope for planning housing, transport, support for business and other services.

3.2.4 Specific reference is made to transport under the 'Distinctive Places and competitive Infrastructures' objective aims to address strategic transport issues to unlock long-term growth.

The Economic Growth Strategy for South West Wales (2013 - 2030)

3.2.5 This strategic framework looks to support South West Wales and future economic development. The New South West Wales (NSWW) represents an ambitious new economic growth plan for South West Wales. The strategy found that despite investment into infrastructure within the area, the region is under performing and focuses on the most important strategic challenges the region faces. The long term vision is for economic success, to allow South West Wales to be a confident, ambitious and connected City-Region, recognised internationally for its emerging Knowledge and Innovation economy.

3.2.6 Transport is a fundamental component to achieving enhanced intra-regional connectivity between key centres of employment and foci of innovation; included targeted investment in alleviating the capacity restrictions of the M4.

3.2.7 Another aim is to adopt a coherent approach to support and drive investment in port, road, rail (further electrification, increased frequency and upgraded rolling stock), and air (via Cardiff) assets to enhance the City-Region's strategic connectivity. 11 3 . Policy Context: National, Regional & Local

Deposit South West Wales Regional Transport Plan (RTP) (2010-2015)

LDP 3.2.8 Good access is an essential element for a good quality of life. Good access can be provided when services and facilities (such as health care, employment, education, -

T and leisure) are brought directly to users, or when reliable, integrated and accessible ransport transport is available to take users to those services and facilities. Good access helps to achieve strategic aims of Government at all levels, including: T opic Improving economic activity; Paper Raising skill levels; (August Healthier and more active individuals and communities; 2013) Increasing social inclusion.

3.2.9 The following key transport issues, which have arisen repeatedly during consultation, have formed the basis for the development of the RTP:

Road traffic volumes in the region have grown considerably during the last decade resulting in pressures in terms of unreliable journey times, increased congestion, reduced air quality, increased noise, vibration and carbon emissions;

Road safety issues raise public concerns and whilst there has been a general reduction in serious injuries and deaths from road traffic collisions, there are wide variations across the region and for particular road users categories;

Car Ownership and use has increased rapidly although there are disparities across the region. Those with cars are able to participate in a far wider range of opportunities than those reliant on public transport, walking or cycling;

Public Transport provision broadly matches population distribution with higher frequency services and better coverage to the south and east of the region where the majority of the population lives, and less extensive provision in the more sparsely populated rural areas. Rail, bus and coach services are provided by private sector companies through a mixture of commercial operation and subsidised services. Physical access to bus and rail services and rolling stock remains a barrier to mobility impaired in some locations.

3.2.10 Other key transport facilities and services which have influenced the RTP 12 development include:

Freight operation is an essential contributor to the economy but is planned and delivered by the private sector within European and UK legislative processes;

Ports and Shipping facilitate the movement of passengers and freight to and from the region and are a critical link in the national supply chain network. 3 . Policy Context: National, Regional & Local

3.2.11 The Vision for South West Wales is to improve transport and access within and beyond the region to facilitate economic development and the development and use of 2013) more sustainable and healthier modes of transport.

3.2.12 From this vision stem the following strategic objectives: (August

1. To improve access for all to a wide range of services and facilities including Paper opic

employment and business, education and training, health care, tourism and leisure T activities; ransport

2. To improve the sustainability of transport by improving the range and quality of, and T - awareness about, transport options, including those which improve health and well

being; LDP

3. To improve the efficiency and reliability of the movement of people and freight within Deposit and beyond South West Wales to support the regional economy;

4. To improve integration between policies, service provision and modes of transport in South West Wales;

5. To implement measures which make a positive contribution to improving air quality and reducing the adverse impact of transport on health and climate change, including reducing carbon emissions;

6. To implement measures which help to reduce the negative impact of transport across the region on the natural and built environment including biodiversity;

7. To improve road safety and personal security in South West Wales.

3.2.13 A long term strategy for the RTP was developed in conjunction with stakeholders. It identifies:

Improving land use and transportation planning – through the use of Accessibility Planning to ensure that development is put in the right place;

Improving strategic east/west road and rail links – to create more reliable internal connectivity and improved connectivity with rest of Wales, the UK and European neighbours;

Improving Strategic Bus Corridors – to create more reliable and attractive connectivity between key settlements; 13 Promoting integration – to encourage more sustainable travel choices and reduce the barriers to interchange;

Improving safety in transport – to reduce personal injuries and fears for personal safety; 3 . Policy Context: National, Regional & Local

Deposit Providing more and better information – to raise awareness on the range and use of sustainable transport options; LDP Improving linkages between key settlements and strategic employment sites - to -

T create a range of attractive passenger transport and walking and cycling opportunities ransport linking key settlements with their hinterlands and with strategic employment sites; T

opic Improving the efficiency of the highway network – through a range of appropriate mechanisms including demand restraint. Paper

(August 3.2.14 A range of policies are identified, under the following broad headings: Reducing Greenhouse gas emissions and other environmental impacts from transport; Integrating

2013) local transport; Improving access between key settlements and sites; Enhancing International Connectivity; and Increasing Safety and Security.

3.2.15 Priorities for those transport areas which will be delivered by the National Transport Plan, namely Trunk Road, Rail and Revenue priorities are identified.

3.2.16 A number of schemes are identified, some of which are relevant to the County Borough. These include :

PDR Phase 2 (the PDR is subsequently referred to as the 'Harbour Way');

Port Talbot to Swansea Bus Corridor;

Neath (Llandarcy) to Swansea Bus Corridor;

Port Talbot Parkway;

Coed Darcy southern link;

Swansea Valley to City Centre Bus Corridor;

Port Talbot to Neath Bus Corridor;

Baglan Energy Park Link Bridge;

Access to Kenfig Industrial Estate.

3.2.17 A monitoring framework will be established to monitor progress of the plan and 14 its policies. 3 . Policy Context: National, Regional & Local

3.3 Local Policy Context 2013) Neath Port Talbot Community Plan (2010-2015)

3.3.1 The vision acknowledges that “We want Neath Port Talbot to be a place where (August local services help people look after themselves, each other and their communities; with greater opportunity for all – in a greener, healthier and safer environment.” Paper opic T 3.3.2 This means that by 2020; ransport

M4 congestion will have been relieved by the completion of the peripheral distributor T road network/harbour way and more comprehensive public and community transport -

will be available, whether for work or pleasure, providing more choice for the citizen LDP and reduced private car usage. Rail, bus and road links will also be better integrated and a network of footpaths, bridleways and cycle paths maintained, with more Deposit businesses providing facilities for cyclists.

3.3.3 In terms of where we want to be in respect of transport by 2014 :

1. The Stage 2 Port Talbot Peripheral Distributor Road (now known as Harbour Way)is completed;

2. The Port Talbot Parkway Station improvements and the construction of a new interchange bus facility in Port Talbot;

3. A more comprehensive network of accessible public and community transport, including taxi services, is providing local communities and employment sites with a range of travel options;

4. The highway network is efficient and the maintenance backlog reduced;

5. The awareness, acceptability and use of sustainable transport, such as public transport, walking and cycling has increased.

Single Integrated Plan (SIP): Neath Port Talbot Working in Partnership (2013-2023)

3.3.4 Incorporating the vision and guiding principles of the Community Plan, the Single Integrated Plan (SIP) sets out the Council’s vision for Neath Port Talbot.

3.3.5 The Plan’s vision; ‘Creating a Neath Port Talbot where everyone has an equal opportunity to be healthier, happier, safer and prosperous’. The Plan outlines steps to 15 protect and improve local services and support our communities over the period 2013-2023 and prioritises action in the following areas;

Children and Young People – working to ensure that children and young people get the best possible start in life and achieve their potential. Anti-poverty –supporting families on low incomes, prioritising mitigating impacts of welfare reform and make best use of available European funding. 3 . Policy Context: National, Regional & Local

Deposit Health inequalities - working to integrate local health and social care services for older and disabled people, with a strong focus on enabling people to retain or regain

LDP their independence. Transport - identifying transport issues locally and explore how these might be - T

ransport addressed through local, regional and national mechanisms.

3.3.6 The Plan has 5 main outcomes to achieve the vision: T opic 1. Outcome 1- Healthier: Children and Young People in Neath Port Talbot are physically Paper and emotionally healthy; Adults of working age in Neath Port Talbot are physically and emotionally healthy; and Older People are independent and enjoy a good quality (August of life;

2013) 2. Outcome 2 - Safer: People in Neath Port Talbot “Feel Safe and are Safe”;

3. Outcome 3 - Sustainable: Neath Port Talbot’s communities and environment are sustainable;

3.3.7 Relating to transport, this theme looks to develop sustainable transport to;

Work with partners, planners and developers to promote investment and regeneration, including sustainable transport options providing access to employment and amenities for all. Complete Harbour Way Stage 2 to increase opportunities for economic development and reduce congestion on the M4. Complete the re- development of the Port Talbot Parkway station. Further enhance and integrate Community Transport. Develop a comprehensive commuter cycle network that enables residents and visitors to access towns, employment centres and visitor attractions effectively and safely.

4. Outcome 4 - Prosperous: Neath Port Talbot has a strong and prosperous economy leading to reduced poverty;

5. Outcome 5 - Learning: People in Neath Port Talbot fulfil their learning potential.

Neath Port Talbot Walking and Cycling Action Plan (2010 -2014)

3.3.8 Our vision for walking and cycling within Neath Port Talbot is for the County Borough to become a place where increased numbers of residents and visitors walk and cycle as part of their daily lives.

3.3.9 The mission statement is to encourage more people to walk and cycle more safely 16 and more often. To achieve this we will: 3 . Policy Context: National, Regional & Local

1. Promote and encourage walking and cycling as an alternative to the private car (where

practical), as an enjoyable, environmentally friendly and healthy activity for people of 2013) all ages and abilities; (August 2. Assist residents and visitors alike to pursue and enjoy the social, economic and leisure

opportunities within the community in safety. Paper opic T 3.3.10 The actions we will undertake are grouped around four main themes: ransport

1. Active Communities: Develop active communities through promotion to encourage T walking and cycling for health and wellbeing, economic, and social inclusion benefits; - LDP 2. Healthy Commuting and Work Travel: Encourage active commuting by walking and cycling within Neath Port Talbot for environmental and health benefits; Deposit

3. Tourism: Promote available activities and opportunities to tourists for economic development;

4. Improving the Network: Improve and maintain the walking and cycling network to enable safe walking and cycling.

3.3.11 The Key Actions under each section are identified in the Walking and Cycling Strategy.

Rights of Way Improvement Plan (2008-2018)

3.3.12 Neath Port Talbot County Borough Council has a statutory duty to produce a Rights of Way Improvement Plan (ROWIP) under the Countryside and Rights of Way Act 2000. The ROWIP has to set out the means by which the Council intends to improve access to the countryside over the period 2008 - 2018.

3.3.13 The Plan assesses the current position in respect of access opportunities in the County Borough before outlining a statement of action, detailing policies relating to the Definitive Map, PROW Maintenance and Improvement, Enforcement Policies and Policies relating to the management of the Countryside other than PROWs.

3.3.14 The plan outlines its actions for improving access to all and its annual action programme.

17 3 . Policy Context: National, Regional & Local Deposit LDP - T ransport T opic Paper (August 2013)

18 4 . Current Situation and Trends

4 Current Situation and Trends 2013) 4.0.1 A good transport system is vital for the economic well being of the County Borough.

There needs to be a range of transport options to allow choice and assist sustainability (August objectives. Paper 4.0.2 Transport in Neath Port Talbot (NPT) encompasses a wide range of modes: car, opic bus, cycling, walking, rail, freight transport and sea transport. It is important to consider T the needs of all transport users from the day to day commuting needs of the population,

leisure and recreational needs and the ability of the population to access services and ransport T facilities. The transport system needs to be developed to meet their needs in as sustainable - a way as possible. LDP

4.0.3 The County Borough consists of 3 main towns: Neath, Port Talbot and .

These tend to be the focus for main facilities and services. Neath and Port Talbot contain Deposit the main railway stations for the Borough and the main bus interchanges. There are a number of Valley communities which contain a number of smaller settlements with a range of facilities serving the local area and feeding into the main arterial routes, which link with the towns.

4.0.4 The main arterial routes in the County are the M4 which crosses from east to west along the coastal belt, the A465 which runs north-south from Llandarcy to (and beyond), and a range of classified and local roads, linking the valley communities and running along the coastal belt. Neath Port Talbot is the highway authority responsible for the majority of the roads in the County. The exceptions are the and A465 which are the responsibility of the Welsh Government.

4.0.5 The County is served along the coastal belt by the main London- Swansea railway line, with mainline stations at Neath and Port Talbot. , and Baglan are served by a 2 hourly service. There are a number of freight only lines which include: 1) - to Cwmgwrach; 2) Dulais Valley - to and 3) Amman Valley - Ammanfoird to Tairgwaith. The mainline also carries freight.

4.0.6 The Port Talbot Docks and the river wharves along the provide berthing for ships transporting a range of products. Sand dredged locally from the Bristol Channel is landed at Briton Ferry, whereas the Wharves are used for offloading dredged aggregates and a range of cargo. Port Talbot Docks lands a wide range of cargo from around the world and the tidal harbour lands raw materials associated with the Tata steelworks.

4.0.7 The western side of the County Borough is served by a network of canals - the Swansea Canal is mostly non navigable, the Neath Canal which has been restored between 19 Briton Ferry and and from to . The Tennant Canal which runs from Neath to Swansea is navigable between and . These canals whilst no longer offering commercial transportation opportunities enable pedestrians to walk along their towpaths for commuting or recreational use. Only the Neath and Swansea Canals offer opportunities for cycling along their towpaths. 4 . Current Situation and Trends

Deposit 4.0.8 The cycle network within NPT is quite extensive with National Route 4 passing along the coastal belt and recreational mountain bike routes in the Afan Valley. In addition

LDP there is a cycle route along the Afan Valley which is being extended to link to the seafront at whilst passing through and its Local Retail Centre. - T ransport Key Transport Proposals

T 4.0.9 There are a number of key transport schemes that will be implemented over the opic Plan period. A major scheme currently being constructed is the Peripheral Distributor Road Paper (PDR), known as Harbour Way. This road will provide an alternative route from Baglan to (Junction 38) to relieve the congested M4 of local traffic as well as opening up (August development opportunities. The construction of the PDR is one of the largest infrastructure projects seen in Wales in recent years and its completion will enable the Welsh Government

2013) to consider slip road closures, or partial closures (at Junctions 40 and 41), to discourage the use of the M4 for local traffic. To date, no decision has been made on potential closures.

4.0.10 A Southern Access Road will be developed to facilitate the Coed Darcy Urban Village and provide a link from Coed Darcy to Fabian Way. To facilitate the Coed Darcy Urban Village, improvements to existing junctions, traffic management and public transport infrastructure will also be undertaken. In addition, the Ffordd Amazon stage 2, which is due for completion in 2013 (final stage of construction of the Ffordd Amazon Road). The road will act as a primary public transport link between the Coed Darcy Urban Village and Swansea City Centre. Construction of the road will also open up the area and release employment land. There will also be major junction improvements to J43 of the M4 as part of the Coed Darcy Development.

4.0.11 The Port Talbot to Swansea Bus Corridor was identified in the RTP as a priority bus corridor, with developments along the route, such as Neath Port Talbot Hospital, Baglan Moors, Baglan Energy Park (BEP), Amazon and the proposed University complex on Fabian Way giving the corridor increased significance as an employment and service route. At present, there is a broken link in BEP, by a railway line that severs the Park. Bus services serving the area are restricted by the fact there is no through road, and with the Park being developed as a strategic employment site, work is needed to bridge the gap and allow the park to reach its full potential. This part of the project will address the gap in the route through BEP, with construction of approximately 500m of bus and cycle route, and will include a new bridge spanning one railway line. Funding will enable the route to be upgraded to carry local traffic and work will also cover the completion of traffic signal modifications on the A48 Baglan to Earlswood. Work is scheduled to be completed in 2015.

4.0.12 Through the RTP, access to Kenfig Industrial Estate has recently been improved 20 through the modification of an existing rail over road bridge with low headroom, which will allow an alternative access for high vehicles. The only access for high vehicles was through the narrow, suburban roads of North Cornelly, which had limited potential development on the industrial estate as the Planning Department through the use of conditions has had to constrain the number of high vehicles that would need access. These improvements should allow these planning constraints to be removed and allow further development on the estate. 4 . Current Situation and Trends

4.0.13 The RTP identifies Park and Share sites along the M4 corridor as priority projects.

Park and Share facilities can provide an opportunity for car users to meet, park and continue 2013) their journey in one car. Such provision can reduce pollution and congestion and provide benefits such as reduced fuel costs to users and therefore provide more choice and (August accessibility to residents. Paper Commuting opic T 4.0.14 An increasing number of people in the County Borough commute to and along the M4 corridor to access employment, leisure activities, retail and entertainment. ransport T 4.0.15 Such commuting and travel patterns relate poorly to existing public transport - services. They increase the reliance on the car and increasing costs of travel and LDP congestion are likely to encourage people to move away in order to live closer to jobs and

facilities. Deposit

4.0.16 Recent data illustrates strong commuting patterns between the Neath Port Talbot labour market and neighbouring authorities across the M4 corridor.

4.0.17 The table below illustrates that the number of commuters out of the area exceeds those coming into the area, indicating a negative net inflow pattern. The trend however does appear to be reducing, with levels falling over recent years and the net inflow reducing by half between 2007 and 2010.

Table 4.1 Statistics on Commuting in Neath Port Talbot 2007-2010

Year Commuting out of Commuting into Net Inflow area area

2007 24,400 11,000 -13.4%

2008 24,000 14,100 -9.9%

2009 22,000 13,200 -8.8%

2010 20,400 13,800 -6.7%

Source: Statistics on Commuting in Wales, Welsh Government.

21 4 . Current Situation and Trends

Deposit 4.0.18 Table 4.2 shows that the percentage of residents working in NPT has increased over the period 2007-2010. LDP Table 4.2 Statistics on Commuting in Neath Port Talbot 2007-2010 - T ransport Year No. of Working Residents Percentage of Residents Working in Home Authority T

opic (Neath Port Talbot)

Paper 2007 54,800 55%

(August 2008 57,200 58%

2009 54,200 59% 2013) 2010 54,300 62%

Source: Statistics on Commuting in Wales, Welsh Government.

4.0.19 The above table illustrates that in 2010, there was a greater percentage of Neath Port Talbot's residents working in the Authority than in 2007, increasing from 55% to 62%. Over the same period the work force did reduce by 500 people, however, the increase of 7% reflects a positive change and may indicate that Neath Port Talbot is retaining a greater percentage of its workforce for the local economy.

4.0.20 Whilst the increase in residents working in the Authority is positive, in 2010, 38% of the workforce still commuted outside the County Borough for employment purposes.

Current Travel to work patterns

4.0.21 As anticipated by the high commuting rates, Table 4.3 shows a high proportion of the population travel to work by car. The 2011 Census found that 80.4% of people in Neath Port Talbot travel to work by car. The greatest percentages of those travelling by car were found in the Amman and Swansea Valleys.

22 4 . Current Situation and Trends

Table 4.3 Current Travel to Work Patterns 2013) Travel by Travel by Travel by Travel by Travel by Car public foot/cycle taxi motorcycle (August transport Paper Afan Valley 79.7% 7% 8.2% 0.9% 0.3% opic T Amman Valley 86.5% 2.9% 5.6% 0.2% 0.6%

Dulais Valley 84.2% 4.1% 7.2% 0.2% 0.7% ransport T - Neath 79.9% 5.7% 9.7% 0.5% 0.7% LDP Neath Valley 81.8% 4.5% 9.4% 0.2% 0.5% Deposit Pontardawe 82.5% 3.9% 6.9% 0.6% 0.9%

Port Talbot 78.72% 5.1% 11.6% 0.6% 1%

Swansea Valley 85.47% 2.9% 6.4% 0.3% 0.8%

Neath Port Talbot 80.4% 5.11% 9.6% 0.5% 0.8%

Source: 2011 Census

4.0.22 In terms of distanced travelled to work, data from the 2011 Census has not yet been released, the following table therefore uses data from the 2001 Census. It indicates that Neath Port Talbot has a diverse travel to work base largely due to its geographical make-up. A high percentage of those living in Port Talbot work less than 5km from their home while 40% of residents in the Neath Valley travel between 20 and 30km to work. This suggests that jobs are centred within the main urban areas and along the M4 corridor in particular with residents in valley communities having to travel longer distances to work.

4.0.23 Home working figures within the Valley communities are also higher than the average for Neath Port Talbot.

23 4 . Current Situation and Trends

Deposit Table 4.4 Distance Travelled to Work

LDP Works Less 2km to 5km to 10km to 20km to 30km to 40km to 60km No fixed Working Working

mainly at than 2km less than less than less than less than less than less than and over place of outside at - T

ransport or from 5km 10km 20km 30km 40km 60km work the UK offshore

home installation T

opic Afan 7.04 10.58 10.97 17.33 38.64 7.28 1.99 1.26 1.55 3.35 - -

Valley Paper

Amman 9.20 13.42 3.87 19.16 33.20 8.44 2.70 2.07 3.04 4.91 - - (August Valley

2013) Dulais 6.55 12.00 8.86 15.63 32.20 12.60 2.53 2.20 2.09 5.01 0.33 -

Valley

Neath 6.96 14.59 22.61 20.24 20.02 5.05 1.11 3.52 2.43 3.10 0.37 -

Neath 6.81 17.92 4.12 19.04 27.06 13.87 2.40 2.04 1.92 4.63 0.19 -

Valley

Pontardawe 7.96 15.26 4.44 31.50 27.11 2.11 2.46 2.77 2.60 3.46 0.18 0.16

Port 6.46 20.97 22.44 17.21 18.78 3.94 1.70 2.88 2.34 2.98 0.29 0.02

Talbot

Swansea 7.52 11.85 10.50 13.14 39.27 7.17 2.69 2.09 1.79 3.14 0.55 0.30

Valley

Neath 6.60% 19.85% 16.13% 21.19% 20.40% 5.44% 1.54% 2.74% 2.33% 3.43% 0.27% 0.08%

Port

Talbot

Source: 2001 Census

Car Ownership

4.0.24 Within Neath Port Talbot levels of car ownership vary between wards, as indicated in table 4.5 below. The table shows that there are wide variations in levels of car ownership in the County Borough. The average for non car ownership in Neath Port Talbot is 25.5% across the County Borough, with the greatest percentage of non car ownership being in the Afan Valley with 33.6%, which is significantly higher than the Amman Valley which has 19.4% of households with no car. A large proportion of households within the County 24 Borough have 1 car or van, with an average of 43.3% across the County Borough and by spatial area the level of 1 car ownership is fairly consistent, ranging from 41.2% to 44.7%. 4 . Current Situation and Trends

Table 4.5 Car Ownership in Neath Port Talbot 2013) No 1 car or 2 cars or 3 cars or 4 or more cars/vans van (%) vans (%) vans (%) cars/vans (August (%) (%) Paper Afan Valley 33.6 43.1 17.8 4.3 1.2 opic T Amman Valley 19.4 44.5 27.7 6.6 1.9

Dulais Valley 20.9 42.9 26.4 7.2 2.7 ransport T - Neath 25.7 42.6 24.8 5.5 1.4 LDP Neath Valley 24.1 45.5 22.9 6 1.5 Deposit Port Talbot 27.5 43.9 22.3 5 1.3

Pontardawe 19.8 41.2 28.7 7.7 2.6

Swansea Valley 21.8 44.7 26 5.8 1.6

Neath Port Talbot 25.5 43.3 24 5.6 1.5

Source: 2011 Census

4.0.25 With the exception of the Afan Valley wards, the spatial areas of Neath and Port Talbot have the next greatest percentage of households with no car. A large proportion of these spatial areas are within the built up area and close to the main bus routes and the town centres and therefore access to goods and services is likely to be good. However, the Afan Valley is more isolated and does not have such easy access to facilities and services. Low levels of car ownership can affect people’s choices and their ability to access services. It is therefore evident that for significant proportions of the population public transport will be an important factor in determining whether they can access the services that they need.

4.0.26 Where car ownership levels are low people without cars are more likely to be reliant on local services for their day to day needs. The LDP needs to address the services communities should expect, and where services are not provided locally how people can travel to access them. Poor access can lead to social exclusion and isolation, which can lead to a range of health and social problems. Within areas of low car ownership Community Transport fulfils an important role.

4.0.27 The following table sets out data from the Department for Transport showing the 25 level of Vehicle Ownership in Neath Port Talbot between 2001 and 2011. 4 . Current Situation and Trends

Deposit Table 4.6 Vehicle ownership levels in Neath Port Talbot 2001-2011

LDP Year Total Vehicle ownership

- 2001 61,100 T ransport 2002 64,300 (+3,200)

T 2003 69,900 (+5,600) opic 2004 70,500 (+600) Paper

2005 73,200 (+2,500) (August 2006 74,000 (+800)

2013) 2007 75,000 (+1000)

2008 76,000 (+1000)

2009 76,000 (0)

2010 74,800 (-1200)

2011 75,100 (+300)

Source: Department for Transport

4.0.28 The above table shows that over the 10 year period 2001 to 2011, an additional 14,000 vehicles have been registered in NPT. The rate of growth between 2001 and 2008 has been quite significant, from 61,100 vehicles in 2001 to the peak of vehicle ownership being in 2008 at 76,000 vehicles.

4.0.29 However between 2009 and 2010 there was actually a decline in the levels of ownership, reducing by 1,200 vehicles. The data refers to all types of vehicle and the decrease of 1200 vehicles between 2009 and 2010 equates to a reduction of -400 cars, -500 light goods vehicles and -300 in heavy goods vehicles.

4.0.30 Between 2010 and 2011 there was a slight increase from the previous years' decline. Therefore whilst there has been a significant increase in vehicles over the period, the rate of increase has fallen considerably over more recent years.

4.0.31 Table 4.7 sets out levels of car ownership (excluding other types of vehicles such as construction and agricultural vehicles). It shows that the level of car ownership has been fairly consistent over the past 5 years, with a total increase of 700 cars between 2006 and 2011, also mirroring a decline between 2009 and 2010. 26 4 . Current Situation and Trends

Table 4.7 Total Car Ownership in Neath Port Talbot 2006-2011 2013) Year Total Car Ownership

2006 63,000 (August

2007 64,000 (+1,000) Paper opic 2008 64,000 T

2009 64,000 ransport T - 2010 63,600 (-400) LDP 2011 63,700 (+100) Deposit

Source: Department for Transport

4.0.32 The data above shows a steady increase in the number of vehicles between 2006 and 2011, again with a notable decline between 2009 and 2010. The decrease could be a result of the economic climate over the period as there was an increase of 300 vehicles the following year.

4.0.33 These figures, combined with the high commuting levels in table 4.1 indicates a reliance on journeys by private car in Neath Port Talbot.

Congestion

4.0.34 It is evident that the increase in car ownership from 2001 to 2011 and the increased reliance on the private car has put pressure on roads and existing junctions. A number of key areas and junctions are close to capacity and congested which can be a constraint to future development in some communities. The statistics below, from the Department for Transport, indicated the increase in volume of traffic over the past 10 years.

Table 4.8 Volume of Traffic in Neath Port Talbot 2000-2010

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Billion Vehicle 1.11 1.14 1.18 1.21 1.26 1.28 1.31 1.39 1.35 1.33 1.28 Kilometres in NPT

Source: Department for Transport.

4.0.35 The table above illustrates an increase in traffic every year on year, reaching its 27 highest volume in 2007. Interestingly, after 2007, the volume of traffic has fallen, with the volume of traffic in 2010 reducing to the same level as in 2005. 4 . Current Situation and Trends

Deposit Table 4.9 Volume of Traffic by Class of Road 2007-2010

LDP Motorway A Trunk- A Trunk- A County- A County- All Major Urban Rural Urban Rural Roads - T ransport 2007- 0.55 0.02 0.20 0.11 0.24 1.12 billion T

opic vehicle kilometres Paper 2008- 0.53 0.02 0.20 0.11 0.23 1.09 (August billion vehicle

2013) kilometres

2009- 0.51 0.02 0.20 0.11 0.23 1.07 billion vehicle kilometres

2010 - 0.48 0.02 0.19 0.11 0.22 1.03 billion vehicle kilometres

Source: Department for Transport

4.0.36 The volume of traffic by the major roads in Neath Port Talbot also reflects a reduction in traffic between 2007 to 2010, reducing from 1.12 billion kilometres in 2007 to 1.03 billion in 2010. The greatest reduction was on Motorway travel, however, the reason for the reduction is unknown and could be a result of a number of factors, possibly due to the increased cost of fuel, the financial down-turn or residents choosing more active forms of travel.

Air Quality

4.0.37 An Air Quality Management Area (AQMA) has been designated in the Margam area of Port Talbot, as a result of air quality problems from local industry. This area is closely monitored and the development of the Harbour Way (PDR), which is presently under construction, should help improve this with local traffic being diverted from the M4 to avoid queuing at peak times. Other local problems also resulting from traffic have been 28 identified in locations that experience high levels of traffic and congestion. Car Parking

4.0.38 Car parking has been identified in previous retail studies as being a concern for shopping centres and in particular Neath, Pontardawe and Skewen. Car parking levels also cause problems for residents, particularly in traditional, high density housing areas with few off-street parking spaces. 4 . Current Situation and Trends

4.0.39 Car parking provision for town centres comprises of on and off-street parking.

Off-street parking is generally subject to charges and time restrictions. This can cause 2013) conflict with residents who use the car parks and for retailers who also face competition from out of town stores with free parking. At present the Council operates the following (August car parks for which charges are made: Paper Table 4.10 Council Car Parking Provision - Port Talbot opic T Car park Capacity Operational hours Cost

Multi storey car 663 spaces, including 62 Monday - Friday 7.15am to 7.15pm Time dependent ransport T

park disabled spaces and 18 parent Saturdays 8am -6pm , Sunday see below* - and child spaces 9.30am - 4.30pm LDP R/o Station Rd 108 spaces, including 8 24 hours closed Tuesday and £2.00 all day disabled spaces Saturday Deposit Bethany Square 159 spaces including 8 24 hours Time dependent disabled spaces see below*

St Mary's 43 spaces includng 7 disabled 24 Hours Time dependent spaces see below*

Port Talbot Civic 80 spaces, including 6 Saturday 8am -6pm Time dependent disabled spaces see below*

Ocean Way 284 spaces, including 21 1st May - 29th Sept 7am -10pm £1.00 all day disabled spaces

Bay View 71 spaces, including 6 1st May - 29th Sept 7am -10pm £1.00 all day disabled spaces

* Up to 1 hour - £1.00, 1-2 hours - £1.50, 2-3 hours - £2.00, 3-4 hours -£2.50, over 4 hours £3.00

Table 4.11 Council Car Parking Provision - Neath

Car park Capacity Operational hours Cost

Multi storey car park 443 spaces, including 13 Monday to Friday 7am -7pm, Time dependent disabled spaces Saturday 7am - 6.30pm Sunday see below* 10am -4pm

Former Council 182 spaces, including 10 24 hours Time dependent offices site disabled spaces see below*

Rosser Street 31 spaces, including 7 24 hours Time dependent disabled spaces see below* High Street 36 spaces, including 6 24 hours Time dependent 29 disabled spaces see below*

Milland Rd 450 spaces, including 37 24 hours pay on exit £2.00 disabled space

* Up to 1 hour - £1.00, 1-2 hours - £1.50, 2-3 hours - £2.00, 3-4 hours -£2.50 4 . Current Situation and Trends

Deposit 4.0.40 Traffic management (parking restrictions) are used to balance parking for residents and shoppers, while in residential areas parking levels overnight can cause problems for

LDP residents and through-traffic. -

T 4.0.41 Where car ownership levels are high, or where there is traditional housing with ransport limited off street car parking, on street parking can become an issue. Schemes like residents' parking permits can help to ease problems. However there can also be issues T

opic on newer developments,for example many properties have hard surfaced front gardens to allow residents to park off street due to high levels of car ownership, garage conversions Paper etc. This impacts on the street scene and raises issues with speed of water run off compared with a traditionally lawned and planted front garden. (August

4.0.42 In terms of parking standards for planning applications a Supplementary Planning

2013) Guidance (SPG) on Parking will be published alongside the LDP which will outline maximum parking standards based on parking zones. Consideration will be given to sustainability matters such as proximity to bus routes, frequency of bus services, car parking proposed, provision of cycle racks etc in order to determine the parking zone and level of parking required.

Public Transport - Rail

4.0.43 Neath Station is a very popular Park & Ride destination with Milland Road car park providing long stay car parking for commuters and visitors.

4.0.44 The redevelopment of Port Talbot Parkway Station is currently in preparation and will enable it to fulfil its role as a Park & Ride facility in Port Talbot and support retail along the lower end of Station Road, providing an important pedestrian link to the Harbourside development at Port Talbot Docks. The scheme will provide an integrated transport hub and include a new footbridge connecting the town to the station, lift access for all including cyclists, waiting area and facilities, a 200 space car park offering ‘park and ride’ to commuters, facilities for cyclists and cycle storage.

4.0.45 The existing links between transport modes in the Town Centre are poor due to the distance of approximately 1.1km (on foot) between the bus and train station. The new transport hub associated with the Parkway development will provide integration of transport modes, including bus and also reduce the requirement to travel between the sites and would complement the wider Port Talbot regeneration scheme by providing increased access to facilities. It is envisaged that both the Parkway and new interchange will be completed by 2015-2016.

4.0.46 Currently, the local rail stations at Skewen, Briton Ferry and Baglan are poorly 30 used. The problems are twofold – firstly, they are only served by a 2 hourly service and this level of service discourages use; and secondly, due to the absence of security, people are reluctant to use the stations for Park & Ride purposes. The designation of the strategic employment site at could result in increased use of the rail station which could potentially in turn result in more frequent services. 4 . Current Situation and Trends

4.0.47 The Department of Transport has announced plans for the electrification of the rail network between Swansea and London by the end of the plan period, 2026. Once this 2013) project and the other planned upgrades to Valley areas in Wales are complete, it is estimated two-thirds of people in Wales would be served by an electrified train service (August from their local station. The improvements will reduce journey time, allow trains to carry

more carriages and will make the area more attractive for investment and businesses. Paper opic Public Transport - Bus T

4.0.48 Bus routes form an important mode of transport for many. The main urban areas ransport have the greatest number and frequency of services. However in many of the valley T - communities there are issues with having to change buses, length of journey time, cost and lack of evening and late night services. In addition whilst Neath and Port Talbot have LDP centralised bus stations, in Pontardawe there are 2 bus stops acting as interchange facilities. In both Neath and Port Talbot the existing bus and train stations are some distance Deposit apart, making connections more difficult. The new interchange proposed for Port Talbot will address this and provide a more attractive facility. There is a small bus station situated outside , however the services here are limited and passengers need to travel to the main bus station at Victoria Gardens to access the majority of bus routes.

4.0.49 Whilst many of these issues are beyond the reach of the LDP, the plan needs to address the provision of public transport facilities and location of new development to ensure that people have sustainable travel options.

4.0.50 Bus services currently serve those without access to a car and essentially focus on the main demand routes which themselves are focused on the town centres as hubs.

4.0.51 Data on bus usage is not readily available. The Authority holds passenger data for the bus services it subsidises but a data gap currently exists with regard to passenger figures for commercial routes.

4.0.52 The Authority currently subsidises a number of bus services through a grant from the Welsh Government. However, grants have recently been reduced and as such the Authority has had to withdraw funding to a number of services. The strategy therefore needs to support public and community transport and this will be achieved by locating new development close to existing public transport routes and through improvements to existing facilities.

Community Transport

4.0.53 Community Transport is an important resource for many communities in Neath Port Talbot. There are a number of ways in which Community Transport is provided within Neath Port Talbot; 31

DANSA provides low cost accessible transport for residents living within Neath Port Talbot’s Valley areas. It provides local bus services, group hire of mini buses, dial a ride, Community Car Service and low cost door to door service 7 days a week; 4 . Current Situation and Trends

Deposit DANSA currently operate some bus services on routes which were withdrawn by commercial bus operators as they were no longer considered to be commercially

LDP viable. Some of these routes are subsidised with grant funding and therefore their long term sustainability is unknown. Many of these routes provide bus services to the - T

ransport valley communities.

Neath Port Talbot Community Transport provides affordable, accessible transport to T

opic voluntary and community groups in the urban areas of Neath Port Talbot;

Paper Urban Community Transport provides transport for disabled and elderly people who are unable to travel by other means. The scheme uses volunteer drivers who use (August their own vehicles to pick up passengers and convey them to their destination. It also has 2 wheelchair accessible people carriers; 2013) The Upper Amman Valley Community Car Scheme (currently managed by Neath Port Talbot Community Transport) provides a Community car scheme for elderly and disabled residents of , Gwaun Cae Gurwen, Tairgwaith and . Volunteer drivers use their own vehicles to transport individuals to their destinations;

Ystalyfera Community Cars is based at the Development Trust Offices and has volunteer coordinators and a Committee. The scheme uses volunteer drivers using their own vehicles and has 2 cars which are owned by the scheme. The service is available for people with medical needs.

Cycle & Walking Network

4.0.54 NPT is well served by a range of footpaths, byways, bridleways and long distance walks which provide access routes through both urban and rural areas. The Rights of Way Improvement Plan (ROWIP) identifies the main routes and the policies for their protection, improvement and management.

4.0.55 The following table shows the lengths of paths within the County Borough. It should be noted that in addition to these routes there is also open access land and common land which can be used for walking and recreation. These routes provide convenient linkages between settlements and communities.

32 4 . Current Situation and Trends

Table 4.12 Rights of Way in Neath Port Talbot 2013) Definitive For use by Length (km) Number of paths Approximate Classification network % Map (August

Footpath Walkers 566.636 825 75.9 Paper

Bridle way Walkers, Horse Riders, 141.744 96 19 opic T Cyclists

BOAT (By ways Walkers, Horse Riders, 38.36 32 5.1 ransport

open to all traffic) Cyclists, Horse Drawn & T - Motor Vehicles LDP Total 746.74 953 100 Deposit

Source: Neath Port Talbot County Borough Council (2012)

4.0.56 Routes within the more rural areas are used predominantly for leisure or recreational uses and those within urban areas provide links with other communities. It is unclear how many people use the Rights of Way network for purposes other than leisure. However they form an important option for local everyday journeys.

4.0.57 There are currently three long distance trails which pass through Neath Port Talbot; and these provide links to adjacent local authority areas. Some sections of these paths are registered public rights of way, while other sections are permissive paths where use is allowed by the landowner. The Coed Morgannwg Way runs for 58km and starts at Margam Park and passes through . The St.Illtyd’s Walk, 103km in length, links Pembrey Country Park in Carmarthenshire with Margam Park in Neath Port Talbot. The Ogwr Ridge Way Walk links Margam Park with Mynydd y Gaer in where it then links with the Taff Ely Ridge way. It is almost entirely in the administrative area of Bridgend, but the link with the Coed Morgannwg Way in Neath Port Talbot allows walkers the opportunity for long distance walking across .

4.0.58 The Neath Port Talbot section of the All Wales Coastal Path opened in May 2012. The route area forms part of the broad sweep of Swansea Bay, following an extensive area of coastal land. Due to the geographical make up of the County Borough and the development along the coastal belt, the route has been divided into two sections with the upland route taking a route along the sea cliffs and a lowland route following the seafront. The variety of routes offer a range of walks, striking views, wildlife and reflects the varying character and features of interest in Neath Port Talbot.

4.0.59 In terms of the existing network of Public Rights of Way, adding routes to this involves a particular legal process, outside the remit of the LDP. The lines of the existing 33 routes are detailed on the definitive map. 4 . Current Situation and Trends

Deposit Map 4.1 Extract from Rights of Way Improvement Plan LDP - T ransport T opic Paper (August 2013)

34 4 . Current Situation and Trends

4.0.60 The Authority has a network of cycle routes, using both existing public highways and designated cycle routes. Within settlements, local networks of routes are being provided 2013) to schools and other community destinations under the Safe Routes initiative. There are a range of long distance cycle routes which cross the County including NCN Route 4, 43 (August and 47(high level route). Paper 4.0.61 Currently, there are approximately 122km of existing designated highway network opic (on road and off road) within Neath Port Talbot. There are also a number of existing T non-designated off road leisure and commuter routes, which includes routes along existing tracks/forestry roads/canal towpaths etc. Current estimates are; ransport T - Off Road Commuter Routes (tarmac): 68km LDP Off Road Communter Routes (other, no tarmac): 12km Deposit Off Road Leisure Route (tarmac): 27km

Off Road Leisure Route (other, not tarmac): 124km

4.0.62 In the Amman Valley, under the RTP scheme, the Amman Valley Cycle Way which links Ystradowen (in ) with , Brynamman and Garnant in Carmarthen County Council is currently being implemented. The track is approximately 10km and involved the construction of a rural walking and cycling track from Cwmllynfell to Ammanford. The Garnet to Brynamman section of the route was completed in January 2013. The next stage is the Cwmllynfell to Cwmtwrch Section which is due for completion in 2013/2014. Prior to construction of this route, there were no designated cycle routes in the Amman Valley.

4.0.63 Within the Swansea Valley and Pontardawe Spatial areas the only designated route is along the valley floor and extends from Trebanos to beyond the Authority's boundary at Ystalyfera where it links with the Powys cycle route. It links the settlements of Trebanos, Pontardawe, Godre’r Graig and Ystalyfera and links to routes in Swansea.

4.0.64 Within the Neath Spatial area one of the main routes runs along the canal towpath from Briton Ferry (linking with NCN 4) through Neath to Tonna. NCN 4 runs from Port Talbot alongside the M4 motorway to the County boundary at Skewen and a spur of NCN 4 runs from Earlswood along Fabian Way to Swansea. Within this area there are proposals to extend the Fabian Way section to create a link via . There is potential to improve the cycle network in the area particularly in Skewen and Jersey Marine by utilising the Canal Towpaths.

4.0.65 Within the Neath Valley Spatial area the only designated cycle route is a high 35 level track running between the Neath and Afan valleys. The proposals in this area include the Heads of the Valleys Section of NCN Route 46 which will link Tonna with Resolven and Glynneath to a proposed route in Cynon Taff. 4 . Current Situation and Trends

Deposit 4.0.66 Within the Port Talbot Spatial area there is the main coastal cycle route NCN4 which extends from the County Boundary with Bridgend near Pyle through Margam,

LDP Taibach, Port Talbot Town centre, Sandfields, Aberafan and Baglan, and links with routes to Neath, Swansea and beyond. There is a separate route between and Bryn and - T

ransport the route from Port Talbot to Cwmafan is being extended to link with the Afan Forest routes to the north. T

opic 4.0.67 Within the Afan Valley Spatial area there are cycle routes from Pontrhydyfen, via Dyffryn Rhondda, Cynnonville, Cymmer, to Blaengwynfi. At Cymmer there is a link to Paper Abercregan and . A Croeserw link is proposed as part of works to link with and the Afan Forest network of routes. Within the Afan Valley there are also a (August range of world famous mountain bike trails which are used for recreational purposes.

2013) 4.0.68 A strategic cycle route to connect Aberafan Seafront with Afan Forest Park is currently being developed and due for completion in 2013. The Afan Valley Trail involves the construction of new sections of cycleway and upgrading of existing sections and will create safe, attractive footpaths and cyclepaths between Aberavon Seafront, Port Talbot, Cwmafan, Pontrhydyfen, the Afan Forest Park and the communities of Cymmer and Glyncorrwg . Works to some sections is part of the Sustrans Connect 2 project.

4.0.69 Within the Dulais Valley spatial area there are no designated cycle routes but a route down the valley could link to the existing network at Aberdulais/ Tonna.

4.0.70 The Council has prepared a Walking and Cycling Strategy which seeks to increase participation in these methods of transport for health, well being and environmental reasons. The LDP needs to address the need to identify a network and, where necessary, protect land to ensure that links can be provided in the Plan period. This is especially important when new housing or employment sites are proposed to ensure that they have good access to the existing network to encourage alternative transport means for local journeys, commuting and recreation.

4.0.71 In order that people are encouraged to cycle to employment, the shops etc, it is important that there are cycle racks located in public areas and under natural surveillance for people to park their bikes safely and securely. Similarly green transport plans should seek to ensure that new developments provide amenities for people who cycle to work (showers, lockers, secure parking etc).

4.0.72 The LDP needs policies to ensure the appropriate infrastructure is put in place to encourage greater use of walking and cycling for shorter trips. Such infrastructure includes: 36 1. Providing safe, continuous and convenient cycle routes which link settlements to employment, leisure and community facilities;

2. Ensuring new developments are designed for the needs of those walking and cycling; and

3. Providing necessary facilities at destinations (e.g. secure cycle parking). 4 . Current Situation and Trends

4.0.73 The Regional Transport Plan has proposed a bus/walking and cycling priority corridor along Fabian Way (A473) from Jersey Marine to Swansea Marina, linking in to 2013) the new development areas of Coed Darcy Urban Village, around the Visteon SME Site, park and ride sites, the University Campus, SA1, the Boulevard scheme and Swansea (August city centre. A transport ‘hub’ is proposed in the new University Campus along with a new

bus bridge on existing piers over the River Tawe. This is a collaborative, cross border Paper project between Swansea and Neath Port Talbot Councils, which should address concerns opic about the traffic generated by proposed developments on Fabian Way and the need for T improved public transport links between Port Talbot and Swansea. Total project length

is about 6km. Preparation and feasibility studies are currently on-going. ransport T - 4.0.74 The Welsh Government is introducing the Active Travel Wales Bill (ATWB) in 2013. A requirement of the Bill is to develop maps to show the provision of cycle routes LDP within the County Borough. This mapping will require updating every three years. The

Bill relates to ‘utility’ routes and does not deal with those routes designed solely for pleasure Deposit or leisure purposes.

4.0.75 NPTCBC have developed an integrated network of utility or ‘Commuter Cycle Routes’ designed to provide safe and sustainable cycle transport between communities and employment centres and it is hoped the missing links will be developed over the LDP period. This has been seen as good practice by the developers of the ATWB and has been endorsed by Sustrans.

4.0.76 Commuting is a cross boundary issue so the development of the routes has been done in conjunction with neighbouring authorities, especially City and County of Swansea (CCS). Route designation and design will be agreed with CCS and be supported by a public awareness campaign. Wherever possible the network includes off road hard surfaced routes suitable for rapid travel by any type of cycle. Barriers have been kept to a minimum to aid unhindered travel. The majority of routes at inception are on road as these provide the fastest routes for all cycle types. Secure cycle provision has been included in centres of population.

4.0.77 Funding for the integrated network, which mainly includes direction and warning signs for existing routes has been provided through the SWWITCH(2) Regional Transport Plan grant. The network will be delivered in phases but is expected to be mostly in place by March 2014 and completed by March 2015.

Freight Transport

4.0.78 Neath Port Talbot retains key elements of its freight network which was developed to serve traditional industry. They still play an important role to reduce the number of lorries on the roads. 37

2 South West Wales Integrated Transport Consortium (SWWITCH) is a formal alliance between the four Unitary Authorities in South West Wales: Pembrokeshire, Carmarthenshire, City & County of Swansea and Neath Port Talbot. 4 . Current Situation and Trends

Deposit 4.0.79 Within Port Talbot there is the Tidal Harbour which currently just serves the Tata Steel Works, and the Town Docks. The Tidal harbour can accommodate ships of up to

LDP 180,000 tonnes and the Town Docks general can accommodate cargo vessels of up to 8,000 tonnes. The tidal River Neath contains the River Wharves which can accommodate - T

ransport ships of up to 4,000 tonnes.

4.0.80 All of these facilities offer the opportunity for increased and more varied use and T

opic could reduce freight movements on land and encourage port related activities. The construction of the PDR will improve access to Port Talbot Docks and Tata and will help Paper to reduce traffic impacts in Port Talbot.

(August 4.0.81 The importance of these facilities for the local economy, and the impact on the road network in terms of reduction in the number of associated lorry movements that these

2013) facilities provide, is acknowledged and the facilities will be safeguarded and promoted.

4.0.82 NPT also has a range of freight lines, which whilst not available for passenger use provide an important means of bulk transport. These routes operate in the Amman, and Dulais Valleys, and Swansea Docks via Jersey Marine and the River Neath Wharves. The main line is also used for freight transport. These routes are important as they reduce traffic on the roads by providing an alternative for Heavy Goods vehicles (HGV's).

38 5 . Summary of Consultation Responses

5 Summary of Consultation Responses 2013) 5.0.1 This section of the paper summarises the main issues and comments raised

following: (August

The formal Pre-Deposit Consultation (September / October 2011); and Paper opic The informal Emerging Deposit Plan Proposals Consultation (September / October T 2012). ransport T - 5.0.2 The Pre-Deposit Consultation was the first of two formal consultations on the

LDP and focused on the Authority's vision, strategic options, preferred strategy and key LDP policies. A previous version of this Topic Paper was published alongside the Pre-Deposit

Plan. Deposit

5.0.3 The Emerging Deposit Plan Proposals were discussed at a series of informal meetings with a variety of stakeholder organisations. These included representatives of the many interest and community groups in the County Borough. At the same time all of the information presented at the stakeholder meetings was made available on the Council's website and anyone or organisation that is interested in the future development of Neath Port Talbot was invited to comment.

5.0.4 The Deposit Plan Proposals Report (Sept’12) set out the emerging picture both in terms of the overall strategy for the LDP and the various topic based policies that will be included. The report was accompanied by the emerging Proposals Map which showed the geographical location of the emerging policies and proposals.

5.0.5 It should be emphasised however that this section does not present a comprehensive and exhaustive list of all comments received, moreover the following seeks only to summarise the main issues raised. Full details of comments received and the Council's responses to those comments are set out in the Initial Consultation Report(3).

5.0.6 The comments are summarised as follows;

[1] Highway Network, Traffic Management and Congestion

5.0.7 There is a need to ensure the local street environment is suitable for the needs of all.

5.0.8 Major roads that divide communities need to ensure suitable crossing facilities are provided for people of all abilities. 39 5.0.9 The road network is congested and would be unable to accommodate future housing development in certain areas of the County Borough.

3 Initial Consultation Report (August 2013). 5 . Summary of Consultation Responses

Deposit 5.0.10 Action to reduce bottlenecks would be supported and would be important in the Afan Valley if further developments are planned due to Cwmavon Road and Intervalley

LDP Road which are bottlenecked at key times. -

T 5.0.11 Neath's congestion can be reduced by introducing a 'road train' running from ransport Milland Road car park to Victoria Gardens.

T 5.0.12 There are concerns over parking provision/problems. opic

Paper 5.0.13 Proposed new allocations would impact upon significant traffic problems between Pen-y-Wern Hill and Neath Abbey roundabouts, where these roads, and associated roads (August experience delays at peak times.

2013) [2] Public Transport

5.0.14 Railway Stations in Neath and Port Talbot are unsuitable for use by disabled people and Neath and Port Talbot Bus Stations require improvements to bring them to modern accessibility standards.

5.0.15 The passenger waiting areas at Victoria Gardens, Neath are inadequate due to over crowding and poor separation from bus fumes and the distance between Port Talbot bus station to Aberafan shopping centre, Station Road and Rail station discourages use.

5.0.16 The community and public transport network is important, especially to isolated valley communities in Neath Port Talbot.

5.0.17 The lack of affordable regular public transport to support commuters to major employment areas is an issue.

5.0.18 Many station and routes are operating close to capacity and an increase in patronage would require improvements to the existing rail infrastructure.

5.0.19 Developer contributions would be appropriate to find improvements to the rail network as a result of commercial development.

[3] Walking and Cycling

5.0.20 There is a need to implement more and safer cycle routes in the community.

5.0.21 There should be a network of cycle and walking routes for everyday use.

5.0.22 The public rights of way network can be positive in terms of the environment by 40 providing green corridors. 5.0.23 Long distance footpaths need to be promoted and enhanced as a means of attracting sustainable tourism. 5 . Summary of Consultation Responses

[4] Freight 2013) 5.0.24 Freight facilities can contribute to airbourne particles. Control of these facilities should be maintained to ensure all contributions to PM10 are minimised. (August 5.0.25 Policy should include reference to Port Talbot Docks to ensure the importance to freight transport is recognised and the road network to the Port Talbot Harbour and Port Paper opic

Talbot Docks should be protected. T

5.0.26 Support the safeguarding of existing and potential mineral related frieght facilities ransport and access routes, such as rail depots, wharves and sidings. T -

[5] Other LDP

5.0.27 Suggested parking charges reduced/removed in Town Centre locations to stimulate local retail. Deposit

5.0.28 The built environment should cater for people with walking difficulties, especially when there are long distances to transport and shopping centres.

41 5 . Summary of Consultation Responses Deposit LDP - T ransport T opic Paper (August 2013)

42 6 . Issues to be Addressed

6 Issues to be Addressed 2013) 6.0.1 This Chapter seeks to identify some of the key issues the LDP will need to address.

The previous chapter identified the current situation in relation to Transport in the County (August Borough and many of the factors which affect the movement of goods and population.

Some of these have planning implications and the LDP through policy and allocations can Paper seek to address some of the issues identified. opic T 6.0.2 Key Issues for the Deposit Plan: ransport T

6.0.3 The Pre-Deposit plan had 2 key issues which related to transport, these were; -

There are high levels of commuting out of the area to access employment and facilities; LDP

There are a number of traffic hot-spots where congestion is an issue; Deposit

6.0.4 Based on national policy, comments received at the Pre-Deposit stage and the evidence base will need to be reassessed for the Deposit Plan to determine whether they will remain fundamental considerations for the LDP.

6.0.5 Pre-Deposit key Issue: There are high levels of commuting out of the area to access employment and facilities;

6.0.6 Latest statistics show the levels of commuting out of the area for employment has fallen quite considerably over recent years, with 24,400 residents commuting out of the area in 2007 and reducing to 20,400 in 2010. Neath Port Talbot also saw an increase in the level of those commuting into the area, from 11,000 in 2007 to 13,800 in 2010, showing the overall net inflow reducing from -13.4% in 2007 to -6.7% in 2010. In addition, the percentage of Neath Port Talbot's workforce who remained within the Authority for employment increased from 55% in 2007 to 62% in 2010.

6.0.7 Therefore, whilst this was identified as a key issue in the PreDeposit, as the net inflow and the percentage of workforce being retained in Neath Port Talbot has changed to reflect more positive patterns, the issue of out commuting does not appear to be as key an issue as it once was. However, the data available does not give any further background information on what the reasons for this change are and as we still have a negative net inflow and a reasonable percentage commuting out of the area, this issue will remain as a sub issue for the plan to consider in the overall economic strategy, but is no longer considered a fundamental issue for transport.

6.0.8 Pre-Deposit key Issue:'There are a number of traffic hot-spots where congestion is an issue; 43

6.0.9 Whilst there are areas of the County Borough that are close to capacity, statistics from the Department of Transport indicate a reduction in road traffic between 2007 and 2010, with traffic on all major road within Neath Port Talbot, reducing from 1.12 billion vehicle kilometres in 2007 to 1.03 billion kilometres in 2010. 6 . Issues to be Addressed

Deposit 6.0.10 The LDP is taking measures to encourage more sustainable travel and is locating new developments in the most sustainable locations. These measures, combined with

LDP RTP schemes, construction of new infrastructure such as the Southern Link Road and PDR and noting traffic in the County Borough has reduced, congestion will not be as - T

ransport fundamental as previously envisaged. However, the plan still needs to have regard to the highway network and maintain steps which have a positive effect on alleviating congestion, improving access and enabling future growth. T opic 6.0.11 The revised key issue will therefore be; Paper 'There is a need for improvement to the highway network to facilitate new (August development, deliver key regeneration proposals and improve accessibility'.

2013) 6.0.12 Issues arising from evidence base

6.0.13 There are a number of other issues that the LDP will need to take account of, based on the current situation and trends.

6.0.14 High reliance on private car: Over recent years, there has been a high increase in private car use. Whilst these modern transport trends have allowed more opportunities and greater access to social and employment services, the level of increase is not sustainable and healthier and more environmentally friendly alternatives need to be encompassed into the LDP. Aiming to address this issue will also have a positive impact on air quality and congestion.

6.0.15 Low levels of Car Ownership in Some Areas: Whilst, in general terms, there is a high reliance on the private car, there are also areas within the County Borough that experience high levels of households without access to a car. The LDP therefore has to have regard for public transport, improved travel choices and consider sustainable travel when making policy choices and allocations.

6.0.16 Decline in public transport: Bus services, particularly in Valley communities have declined in recent years, with commercial operators reducing the route and frequency of some services. Such reductions have made access to some facilities and services more difficult. The LDP needs to therefore focus on accessibility as a key factor when determining location of new developments. More active travel needs to be promoted and support given for new public transport infrastructure.

6.0.17 Climate Change. This will be a key issue for the LDP and will be addressed in further detail within the Climate Change Topic paper. In terms of transport, the LDP looks at ways the effects of transport on the environment can be reduced by looking at and encouraging more sustainable travel choices. In addition, the construction of the Harbour 44 Way Peripheral Distributor Road should help to reduce local traffic in the Port Talbot area by removing local trips off the M4. 7 . Objectives

7 Objectives 2013) 7.0.1 The previous chapters set about reviewing national, regional and local policy,

addressing trends and stakeholder views. These were then pooled together to identify (August what the emerging issues are in relation to transport. Paper 7.0.2 Taking on board these issues, the LDP will need to identify what the objectives opic are for the Plan to seek to address the aforementioned issues. The objectives will be T factored into the strategy adopted for transport which will subsequently feed into the

proposals and policies in the Plan. ransport T - 7.0.3 The Pre-Deposit plan identified a number of objectives relating to transport. These were as follows; LDP

Reducing the impacts of traffic growth, congestion and commuting levels whilst Deposit promoting the safe and efficient use of the transport network. Provide opportunities for integrated sustainable transport for increased walking, cycling, car-sharing and use of public and community transport. Encourage a modal shift to more sustainable modes of transport for people and freight.

7.0.4 From the evidence gathered and issues identified, the LDP, in terms of transport, will need to:

Reduce traffic and congestion; Promote walking, cycling, public and community transport; Promote a more active lifestyle and travel behaviour; Provide easier access to jobs and facilities; Promote movement of freight by means other than road.

7.0.5 Building on the Pre-Deposit objectives, taking into consideration further evidence and comments received, the wording of the Pre-Deposit objectives will be amended to reflect the issues that have emerged as a result of the Emerging Deposit Plan proposals consultation. The objectives will therefore be to:

1. Increase accessibility, promote active travel and encourage a shift to more sustainable modes of transport for people and freight. 2. Reduce impacts of traffic growth and congestion and promote the efficient and effective use of the transport network.

45 7 . Objectives Deposit LDP - T ransport T opic Paper (August 2013)

46 8 . Strategy Development

8 Strategy Development 2013) 8.0.1 A previous version of this Topic Paper was published alongside the Pre Deposit

Plan in September 2011 and identified amongst other matters, the Council's preferred (August strategy, strategies for different topic areas and strategic policies. A number of comments were received and full details of how these have been addressed/ considered is contained Paper in the Initial Consultation Report. opic T 8.0.2 This chapter examines how the LDP will address the issues and objectives identified

in the previous chapters by devising a transport strategy. ransport T - 8.0.3 The LDP transport strategy will have a key role in delivering the overall LDP strategy and will need to provide a safe, efficient and integrated transport system. It LDP recognises that Neath Port Talbot lies within a wider Travel To Work Area that focuses on Swansea Bay but extends to Cardiff and beyond. Deposit

The Pre-Deposit Plan

8.0.4 Within the Pre-Deposit plan, the following Transport Strategy was contained within the Preferred Strategy;

1. The strategy recognises that residents of Neath Port Talbot are heavily dependent on the use of the car to access employment and a wide range of facilities and services. With an ageing population, often concentrated in increasingly isolated villages and suburbs, it will be important that alternatives to the private car are made more attractive for access to services and that local settlements and their centres are able to meet most needs.

2. Through its allocations and delivery of the Settlement Strategy, this strategy will shape the growth of the urban area and the traffic generated to help deliver more sustainable communities by reducing traffic, congestion, noise and pollution.

3. This strategy will focus on helping people reduce their dependency on the car and use walking, cycling, bus, rail and community transport and car sharing for at least part of their journey. A network of routes for cycling and walking will meet everyday needs and link with public transport while also providing leisure opportunities for residents and visitors. New developments will have to be accessible by public transport, walking and cycling and link into the existing network.

4. Parking provision will focus on meeting the needs of shoppers and people using town and smaller centres, people commuting to work and parking near the home. In the short term most people are likely to remain dependent on the car, and constraining 47 or reducing provision would only undermine the strategy by diverting trade to out of town outlets with free parking. An adaptive approach to parking provision will be pursued which could include legal agreements, contributions and work-place levies on new developments to contribute towards better and cheaper access to centres; the reassessment of existing private car parking provision to identify any potential to 8 . Strategy Development

Deposit contribute to the strategy (i.e. provide shopper and commuter parking) and revisions to existing Traffic Management Regulations. These will seek to provide a greater

LDP balance between residents and visitor parking. -

T 5. Traffic management will focus on: protecting the primary and freight road network for ransport commuting, freight, deliveries, public transport and emergency services. Away from these routes the emphasis will be on creating a quieter, safer and healthier quality of T

opic life with increasing precedence for walking, cycling and public and community transport.

Paper 6. Investment in improvements to the highway network will focus on addressing key congestion points. (August

7. Neath Port Talbot has the Tidal harbour, Port Talbot Docks, the Neath River wharfs 2013) and still retains a network of freight railways and trans-shipment points. Transport of bulk freight should use rail or water wherever feasible.

8. The public rights of way network will become increasingly important for leisure, everyday needs and as part of a healthier lifestyle. The focus will be on providing paths near settlements that are accessible to all, on routes that would improve accessibility and on leisure routes for residents and visitors.

9. The role of the rail network and railway stations for commuters and travellers will be promoted. Where opportunities arise e.g. to improve accessibility, infrastructure, parking etc, which would encourage a modal shift away from the private car these will be supported.

8.0.5 Within the Area based strategies, the following were identified;

8.0.6 Neath;

Neath acts as a public transport hub for bus and rail travel. The mainline railway station offers regular services to the east and west. Briton Ferry and Skewen have local stations which offer less frequent services but link with services at mainline stations. Local bus services operate out of Neath and operate between local communities.

There is a park and ride/ long stay car park at Milland Road which satisfies the needs of rail commuters and long stay parking for the town. Other car parks around the town provide short stay car parking while the proposed town centre redevelopment would provide substantial new parking. Parking for shoppers visiting the Skewen and Briton 48 Ferry centres can prove problematic. Opportunities for more active forms of travel and car sharing will be provided.

The town’s highway system is experiencing increasing congestion at peak times. In particular, the access to Bryncoch (Pen-y-Wern Hill), Cimla and Skewen from the centre of Neath are experiencing high levels of peak hours traffic and congestion. 8 . Strategy Development

The potential to build new roads to create additional capacity is severely limited. Traffic

management will focus on discouraging through traffic from communities and 2013) residential areas and guiding commuters and through traffic to main roads. (August Highway improvements will target strategic 'hot spots.' Paper The River Neath wharfs at Briton Ferry and Neath Abbey, which play an important opic

role in coastal shipping and sand dredging, will be protected and supported. T ransport

8.0.7 Port Talbot T -

Port Talbot is strategically located and contains important infrastructure including the LDP deep water harbour, Port Talbot Docks, the M4 and the mainline Swansea to London Paddington railway. The town centre is an important public transport hub and Deposit interchange for both bus and train services. There is a local train station at Baglan which offers less frequent services but links with the mainline stations to allow good access to the east and west. Opportunities for more active forms of travel will be promoted.

The re-development of Port Talbot Parkway station (with the programme of works to enhance the station precinct area and provide additional car parking for users) will enable it to fulfil its role as a Park and Ride station and support the retail offer along the lower end of Station Road and provide an important pedestrian link to the Harbourside.

In addition to relieving congestion on the M4 the construction of the Harbour Way will act as a catalyst for the regeneration of the Harbourside area.

8.0.8 The Valleys

Improving access to shopping facilities and employment will be central to sustaining the valley communities.

The strategy will support community transport and improve public transport. This will be achieved by locating new development close to existing public transport routes and through the provision and improvements to existing facilities. It will set out measures to improve commuting and promote the sharing of cars and use of public transport, cycling or walking for all the journey.

A large proportion of the valleys' population commute out for employment. The LDP will provide sites for park and share car parks at key road interchanges as a means 49 of addressing congestion and carbon emissions as a result of high levels of commuting. 8 . Strategy Development

Deposit How the Strategy has evolved since the Pre-Deposit Plan

LDP 8.0.9 The Pre-Deposit strategy addressed the trends that were identified at the time of publication. This strategy has been reviewed and expanded on to reflect the comments -

T received and further information obtained since the Pre-Deposit publication. ransport

8.0.10 The revised strategy still contains the majority of points raised in the Pre-Deposit

T strategy, however, the following elements are excluded; opic

Paper '...An adaptive approach to parking provision will be pursued which could include legal agreements, contributions and work-place levies on new developments.....' (August

8.0.11 The possible introduction of work place levies was carefully considered as to 2013) whether the introduction of such measures would have a detrimental impact on the economy. Within the existing financial climate, it is considered detrimental in the short term to place restrictions on potential businesses/developments looking to locate within Neath Port Talbot as it may discourage potential business and cause them to locate outside of the County Borough. In place of these measures, the strategy looks to reduce need to travel through allocation of housing and employment land and also look at parking measures and restrictions within the Supplementary Planning Guidance.

'Investment in improvements to the highway network will focus on addressing key congestion points'

8.0.12 Within Neath Port Talbot there are a number of highway related projects that are currently on-going or scheduled, such as the PDR. Beyond these road schemes and over the Plan period, the level of funding and investment that will be made to the highway network is unclear and as such it maybe misleading to retain this within the strategy. In place of this element, the strategy guides development to the most suitable locations and considers a number of factors in the allocation of sites, including the highway network.

8.0.13 The area based strategies contained within the Pre-Deposit Plan provide specific details of the spatial areas, however, some elements were more characteristic of those areas rather than actually listing what the Plan is trying to achieve. As these and other characteristics have been detailed in chapter 4 of this document, the strategy elements of the area based strategies will be extrapolated and fed into the over all Deposit strategy. An over view of area specific measures are as follows;

8.0.14 Neath;

50 The Coed Darcy Southern Link Road and the completion of the Ffordd Amazon Road will provide transport improvements to allow the development of the Coed Darcy Urban Village and allow opportunities for further development within the area. 8 . Strategy Development

8.0.15 Port Talbot; 2013) The redevelopment of Port Talbot Parkway Station will enhance the facilities on offer, making the station more accessible and user friendly for all, providing enhanced park and ride facilities. The new bus station will complement the redevelopment and will (August be located in close proximity to the rail station, providing an efficient interchange Paper facility for users; opic T The construction of Harbour Way (PDR) will help to alleviate congestion in Port Talbot and the M4 by removing the number of local trips using the M4, whilst acting as a ransport T

catalyst for the regeneration of the Harbourside area. BaglanEnergyPark link bridge - will improve the public transport infrastructure and accessibility to the park, allowing it to reach it’s full employment potential; LDP

A park and share site will be identified off J38 of the M4, Margam providing an Deposit opportunity for car users, whether commuting or for leisure purposes, to meet, park and continue their journey in one car;

8.0.16 The Valleys;

Walking and cycling will be promoted through developer contributions, where appropriate. The construction of the Amman Valley Cycle Way, Cognation and the Afan Valley cycle route connecting Port Talbot to the Afan Valley will be supported.

Deposit Plan Transport Strategy:

8.0.17 In order to fully meet the objectives and issues raised in previous chapters, the overall transport strategy is now more specific than in the Pre-Deposit. Transport covers a wide range of factors, and to reflect this the strategy has been divided into sub sections to ensure all considerations under the transport umbrella are addressed. The sub sections are 'Highway Network, Traffic Management and Congestion', 'Freight', 'Walking and Cycling', and 'Public and Community Transport', as follows;

8.0.18 Highway Network, Traffic Management and Congestion:The highway network is vital to facilitate the movement of people and goods throughout the County Borough and to link to other authorities. It should be a safe, efficient and effective network that can facilitate movements, provide access to regional transport networks and aid economic regeneration.

8.0.19 The LDP will: 51 Identify a primary and core highway network whereby development that would compromise their role would be resisted; Support proposals for new roads or major improvements to the network; Regulate the access, layout and design of new development and where appropriate require new developments to make appropriate contributions towards infrastructure improvements; 8 . Strategy Development

Deposit Seek to reduce impacts of traffic growth, congestion and commuting through allocating development in the most sustainable locations;

LDP Use parking provision to protect the road network, address highway safety issues and ensure adequate provision. - T ransport 8.0.20 Public and Community Transport: Public and community transport plays a vital role in connecting residents to services and facilities. Provision for such services will T

opic be integrated into new developments and allocations. The plan will:

Paper Ensure the location, access and design of new developments enables ease of access to public transport and links to the existing network; (August Support improvements to public transport facilities, including enhancements to railways and transport interchanges, park and ride promoting use through improved access 2013) and facilities.

8.0.21 Walking and Cycling: Enhancements to the walking and cycling network will help reduce the dependency on the private car, promote healthier lifestyles, and increase accessibility. The LDP will assist in promoting a cycling and pedestrian network that provides a safe passage to link local communities and encourage greater activity levels amongst the population. The LDP will:

Develop an integrated, cycleway/walkway network to meet everyday, commuting and leisure needs; Require allocation and design of new development to promote co-location, accessibility and sustainability; Where possible, provide high quality cycle parking on new developments, key destinations and transport interchanges;

8.0.22 Freight:The geography of Neath Port Talbot provides a variety of ways in which freight can be carried. The plan will encourage a movement away from travel by road to more sustainable means. The plan will:

Protect existing freight facilities and promote use of the rail freight network, the tidal harbour and the Neath river wharves;

52 9 . Strategic and Detailed Policy Development

9 Strategic and Detailed Policy Development 2013) "Achieving Sustainable Accessibility" (August Transport Paper 9.0.1 Strategic Policy SP20 Transport Network opic T

SP 20 ransport T - Transport Network LDP

The transport system and infrastructure will be developed in a safe, efficient and sustainable manner through the following measures: Deposit

1. Implementing key transport projects and supporting schemes identified in the Regional Transport Plan;

2. Promoting connectivity and access to public transport through improving bus and rail facilities;

3. Supporting enhancements to the walking and cycling network;

4. Promoting park and share schemes along key highway routes;

5. Promoting efficient use and links to the transport network through the identification of a road hierarchy;

6. Restricting development which would have an unacceptable impact on highway safety;

7. Requiring development proposals to be designed to provide safe and efficient access and promote sustainable transport;

8. Requiring appropriate parking provision;

9. Facilitating movement of freight by means other than road.

LDP Objectives: OB 21 and OB 22 53 9.0.2 The Authority's strategy seeks to support and develop the transport network to safely and effectively facilitate the movement of people and freight within the Country Borough, to reduce reliance on the private car and to improve connectivity to neighbouring areas. 9 . Strategic and Detailed Policy Development

Deposit 9.0.3 The implementation of key transport projects including Harbour Way (PDR), Coed Darcy Southern Access Road and the integrated transport hub at Port Talbot will help to

LDP facilitate projected demographic and economic growth while allowing a more efficient use of the network. - T ransport 9.0.4 In order to reduce the need to travel and restrict negative impacts of traffic growth, the LDP will assist in developing a sympathetically designed, high quality and well T

opic maintained network of public transport, cycle and walking routes in and between communities. The Plan will support the implementation of planned new walking and cycling Paper routes and will give favourable consideration to proposals that will improve the cycle and walking network and public and community transport. (August

9.0.5 Parking provision for both motor vehicles and bicycles will be required to be

2013) incorporated into developments focusing in particular on meeting the needs of residents. In addition, park and share facilities will provide an opportunity for car sharing, reducing road traffic for both leisure and commuting purposes.

9.0.6 The identification of the road hierarchy establishes the most important routes within the County Borough, identifying the main corridors for movement and highlights local roads of significant importance.

9.0.7 The Primary network comprises the M4 motorway, the A465(T) and the A483. These are routes that are fundamental in allowing Neath Port Talbot to function regionally and provide the key network for the movement of people and goods, carrying a substantial amount of traffic. New direct access will generally not be appropriate unless it can be demonstrated that a new access is required to facilitate wider regeneration initiatives and any development will be expected to demonstrate that the proposal will not be detrimental to the flow of traffic or highway safety.

9.0.8 The Core network comprises the A48, A4109, A4107, A474, A4067, A4221 and A4069. These routes are identified in the Regional Transport Plan as the Regional Strategic Highway Network and consist of major roads that provide key routes through the County Borough. In relation to the Core road network, generally the provision of on-street parking, new direct frontage access, and turning movements will be restricted in the interest of highway safety and the efficient movement of traffic.

9.0.9 Neath Port Talbot is also well served by alternatives to road transport. The main London to Swansea rail line provides good links across South Wales and is due to be upgraded and electrified within the Plan period bringing the prospect of improved services, while proposals for Port Talbot Parkway Station and transport interchange will further enhance local and regional travel. There is significant potential for the movement of freight 54 using the harbour, docks, river wharves and rail lines which will help to reduce road congestion and environmental effects. Alternatives to road transport will be supported wherever possible. 9 . Strategic and Detailed Policy Development

9.0.10 Policy TR1 Transport Proposals 2013)

Transport Proposals (August

The following key transport schemes are identified: Paper opic

Highway Network Enhancements T

Reference Site ransport T TR1/1 Baglan Energy Park Link Road - LDP TR1/2 Coed Darcy Southern Access Road

TR1/3 Ffordd Amazon (Stage 2) Deposit

TR1/4 Junction 43, M4 Improvements

TR1/5 Harbour Way (PDR)

Public Transport Station Improvements

Reference Site

TR1/6 Integrated Transport Hub (Port Talbot)

Walking and Cycling Routes

Reference Site

TR1/7 Amman Valley Cycle Way

TR1/8 Afan Valley Trail (Port Talbot - Afan Valley)

Park and Share Site

Reference Site

TR1/9 Junction 38 (M4) Margam

Any proposals that would prevent, or have an adverse impact on the implementation of the schemes, will be resisted. 55 9 . Strategic and Detailed Policy Development

Deposit Highway Network Enhancements

LDP 9.0.11 These highway schemes will provide improvements to Neath Port Talbot's highway network and support future demographic and economic growth. The implementation of -

T such schemes will help to alleviate road congestion, improve accessibility and will be ransport fundamental in providing appropriate infrastructure to support a number of the Plan's employment, residential and regeneration sites. T opic 9.0.12 The proposed Baglan Energy Park link road forms part of the Port Talbot to Paper Swansea Bus Corridor. This project will create a through road to connect the two phases of Baglan Energy Park while retaining the rail freight connection, improving public transport (August infrastructure, allowing services to flow through both parts of the site. The project will also allow the Park to reach its full employment potential and become more attractive to potential

2013) businesses, providing the infrastructure which could aid future economic and employment growth in this area.

9.0.13 The construction of the Coed Darcy Southern Access Road will provide a link between Coed Darcy and Fabian Way and will allow the effective and efficient delivery of the strategic regeneration site at Coed Darcy.

9.0.14 The Ffordd Amazon Stage 2 construction will be the final stage of construction of the Ffordd Amazon road. The road will act as a primary public transport link between the Coed Darcy Urban Village and Swansea City Centre.

9.0.15 A series of staged improvements to Junction 43 (M4) are required to facilitate the Coed Darcy Urban Village Development, with the phasing of improvements designed to provide additional capacity for each successive level of the development. Such improvements include adding additional lanes onto the roundabout's gyratory and entry carriageways and the signal control of gyratory entry junctions.

9.0.16 Harbour Way (PDR) is the largest transport project in Wales since the construction of the M4 and involves the creation of a 4.8km link from Junction 38 of the M4 at Margam into Port Talbot and the Harbourside. Construction will help to reduce congestion, reduce the number of local trips on the M4 and provide a vital link which will be able to facilitate future growth.

Public Transport Station Improvements

9.0.17 Neath Port Talbot has a well established rail and bus network although some elements of the bus network have been reduced in recent years due to funding shortages. The planned transport interchange scheme in Port Talbot involves improvements and alterations to Port Talbot Parkway Station and development of an integrated transport hub 56 to provide an interchange facility for different forms of transport. 9 . Strategic and Detailed Policy Development

Walking and Cycling Routes 2013) 9.0.18 Land will be safeguarded for the implementation of the Amman Valley Cycle Way where it lies within the County Borough. This scheme is part of a joint Neath Port Talbot and Carmarthenshire project that involves the completion of a rural walking and cycle track (August between Cwmllynfell and Ammanford. Paper opic

9.0.19 The Afan Valley Trail will provide a safe and attractive network of foot and cycle T paths, linking Aberafan Seafront to Port Talbot, Cwmafan, Pontrhydyfen, the Afan Forest Park and the communities of Cymmer and Glyncorrwg. Once complete, the tracks, along ransport with the proposed network of paths and bridges, will allow residents and visitors to travel T - between key destinations, access services and will link into two key tourist destinations, the Afan Forest and Aberafan sea front. Work to certain sections is part of the Sustrans LDP Connect 2 project. Deposit Park and Share Site

9.0.20 Provision for a Park and Share facility has been made along the A48 layby at Junction 38 of the M4, Margam. Park and Share facilities can provide an opportunity for car users to meet, park and continue their journey in one car. Such provision can reduce pollution and congestion and provide benefits such as reduced fuel costs to users and therefore provide more choice and accessibility to residents. However, such schemes will only be viable if they can be provided in a safe and secure environment.

9.0.21 The implementation and effective functioning of the scheme is important to the future growth of Neath Port Talbot and as such, any development proposals that would hinder or have any detrimental impact on the scheme will not be permitted.

9.0.22 Policy TR2 Design and Access of New Development

Design and Access of New Development

Development proposals will only be permitted where all of the following criteria, where relevant, are satisfied:

1. The development does not compromise the safe, effective and efficient use of the highway network and does not have an adverse impact on highway safety or create unacceptable levels of traffic generation;

2. Appropriate levels of parking and cycling facilities are provided and the access arrangements for the site allow for the safe manoeuvring of any service vehicles associated with the planned use; 57

3. The development is accessible by a range of travel means, including public transport and safe cycle and pedestrian routes;

4. Transport Assessments and Travel Plans are provided for developments that are likely to create significant traffic generation. 9 . Strategic and Detailed Policy Development

Deposit 9.0.23 New development will be required to demonstrate that it will have no adverse effect on the existing highway network and traffic or congestion will not be increased to

LDP unacceptable levels. -

T 9.0.24 In the interests of creating more sustainable communities new development ransport proposals should be accessible by a variety of means, not just the private car. Walking, cycling and public transport play an important role in reducing the number of shorter T

opic journeys taken by car and contribute towards the Plan's aim to provide a sustainable and more integrated transport network. Where appropriate, new developments will be required Paper to demonstrate how they connect to existing, adjacent settlements.

(August 9.0.25 The Authority has set out parking and access standards that developments will be required to meet in line with the 2008 County Surveyors Society Wales Parking

2013) Standards. Due to the diverse nature and varying characteristics of the County Borough, the Authority has divided the area into parking zones, with respective parking standards applied to each zone. Full details will be set out in Supplementary Planning Guidance.

9.0.26 Larger developments will be required to submit a Transport Assessment in accordance with national guidance. The Transport Assessment will need to identify what the transport impacts of the development will be and set out measures that will be taken to address anticipated transport impacts and how any negative effects can be mitigated.

9.0.27 Policy TR3 Safeguarding of Disused Railway Infrastructure

Safeguarding of Disused Railway Infrastructure

Disused or redundant railway infrastructure will be safeguarded and development which would inhibit the re-opening or the re-use for transport purposes will be resisted, unless it can be demonstrated that such re-opening or re-use is not realistic or necessary.

9.0.28 Neath Port Talbot has a number of disused or redundant railway lines which have the potential for redevelopment as transport corridors. In line with national planning policy, disused infrastructure will be safeguarded where there is a realistic prospect of its re-use for transportation, or where it is appropriate to be developed for a walking and cycling route. Development which would inhibit the potential re-opening or re-use will not be permitted unless it is demonstrated that the route is unsuitable for a future transportation use. 58 9 . Strategic and Detailed Policy Development

9.0.29 Policy TR4 Safeguarding Freight Facilities 2013)

Safeguarding Freight Facilities (August

The following will be safeguarded for the transportation of freight: Paper opic Reference Site T

TR4/1 Port Talbot Tidal Harbour ransport T TR4/2 Port Talbot Docks - LDP TR4/3 Existing & Potential Wharves

TR4/4 Existing Rail Connections & Sidings Deposit

Proposals that would inhibit the use of the above for transport purposes will be resisted, unless it can be demonstrated that the use of the route for movement of freight is not realistic or necessary.

9.0.30 Due to the geographical make up and historic industries of the County Borough, Neath Port Talbot has a variety of means by which freight can be carried. The Port Talbot Tidal Harbour, Port Talbot Docks, Neath River wharves and a number of rail connections and sidings are major freight facilities operating in the County Borough and offer the potential for increased and more varied use.

9.0.31 In accordance with national policy, the policy promotes the integration and coordination of transport and land use planning, by ensuring that adequate provision of storage and processing facilities for minerals is made at docks and railheads. The Port Talbot Tidal Harbour, Port Talbot Docks, existing and potential wharves and the important rail connections and sidings are identified on the Proposals Map. These will be safeguarded in recognition of the important role they have in supporting the local economy and allowing goods to be transported by means other than road, reducing congestion and emissions.

9.0.32 Any development that would prejudice the existing or future use of Neath Port Talbot's harbours, docks, wharfs and rail connections and sidings for the movement of freight will be resisted, unless it is demonstrated the route is unsuitable for transportation use. 59 9 . Strategic and Detailed Policy Development Deposit LDP - T ransport T opic Paper (August 2013)

60 Local Development Plan Cynllun Datblygu Lleol

August 2013 ENVT1554 www.npt.gov.uk/ldp