Pencoedtre High School, Barry

Travel Plan

Vale of Glamorgan Council

Project number: 60610283

August 2019 Pencoedtre High School, Barry

Quality information

Prepared by Prepared by Checked by

Matt Davies Kirsty Cox Spiro Panagi Senior Consultant Principal Consultant Associate Director Approved by

To be undertaken following PAC

Jeremy Douch Regional Director

Revision History

Revision Revision date Details Authorized Name Position

V1 16.08.2019 Project team review MD Matt Davies Senior Consultant

Distribution List

# Hard Copies PDF Required Association / Company Name

Prepared for: Vale of Glamorgan Council AECOM Pencoedtre High School, Barry

Prepared for: Vale of Glamorgan Council

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Prepared for: Vale of Glamorgan Council AECOM Pencoedtre High School, Barry

Table of Contents

1. Introduction...... 5 2. Existing Situation and Site Accessibility...... 7 3. Development Proposals ...... 13 4. Scope, Objectives and Implementation ...... 17 5. Measures...... 18 6. Targets and Monitoring...... 20 7. Summary...... 22

Figures

Figure 1.1 Site Location Plan Figure 2.1 Local Facilities Plan Figure 2.2 Route of Bus Service 97/97A

Appendices

Appendix 2.1 Accessibility Index Appendix 3.1 Proposed Masterplan Appendix 3.3 Access Arrangements

Prepared for: Vale of Glamorgan Council AECOM Pencoedtre High School, Barry

1. Introduction

1.1 Introduction

1.1.1 AECOM was commissioned by the Vale of Glamorgan (VoG) to provide transport planning and highways advice to inform a planning application for application for the proposed new development of Pencoedtre High School (PHS). The location of the site is shown on Figure 1.1.

1.1.2 This document provides a Travel Plan (TP) aimed at facilitating and encouraging sustainable transport and the reduction of single occupancy vehicle use for staff, parents, pupils and visitors to the School.

1.1.3 This is an interim document which sets out the scope and initial objectives, measures and targets of the TP prior to the opening year of the new school development. Upon opening, the content of this document will be updated and tailored to the specific requirements of the development to form a Full TP.

1.2 What is a Travel Plan?

1.2.1 TPs are a way of promoting sustainable travel behaviour through a range of mechanisms, initiatives and targets that when combined can help to reduce unnecessary travel and encourage journeys to be undertaken in a more environmentally sustainable way.

1.2.2 For new developments, it is important that sustainable travel measures are in place prior to opening of a new development as travel habits in favour of walking, cycling and public transport are more readily established from the outset.

1.2.3 It should be noted that a TP is a document that will evolve over time as additional information becomes available and the travel habits of staff/parents/pupils change.

1.3 Benefits of Travel Planning

1.3.1 Benefits of implementing a TP can include:

§ Increased travel choice: TPs can increase personal travel choice by promoting existing and providing additional sustainable travel options; § Health benefits: Many alternative forms of travel involve an element of physical activity that can help improve the physical health and mental wellbeing of users of a development. For employers, this can also reduce the number of days lost to staff illness; § Public/environmental responsibility: A decrease in the number of vehicle trips results in cleaner air and eases congestion both in the development and on the local highway network. As a result of the reduced number of car movements, the site may also become more attractive for pedestrians and cyclists; § Positive publicity: TPs can generate positive publicity and improve the environmental image of an organisation, an area or a development. It demonstrates to residents living in the surrounding areas that the organisation/developer is committed to limiting single occupancy car trips and promoting sustainable travel options; and § Financial savings: Users of a development can make savings by switching to or encouraging travel by non-car modes. For staff employed on a site, this is primarily related to reduced fuel consumption and vehicle depreciation.

1.4 Policy Context

1.4.1 This document has been prepared in accordance with Technical Advice Note (TAN) 18: Transport, published by the Welsh Government (WG). TAN 18 sets out technical guidance for the transport related elements of development and also confirms the WG’s commitment to sustainable travel via the implementation of TPs for new developments.

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1.4.2 TAN 18 states that the WG “wishes to promote the widespread adoption of travel plans by businesses, schools, hospitals, tourist attractions and other significant travel-generating uses”.

1.5 Report Structure

1.5.1 The TP is structured as follows:

§ Section 2 – Existing Situation and Site Accessibility: Examines the local transport conditions in the vicinity of the site and makes an assessment on the accessibility of the site to non-car modes of travel; § Section 3 – Development Proposals: Provides a description of the development proposals, including the proposed means of access by all travel modes and parking provision; § Section 4 – Scope, Objectives and Implementation: Sets out the scope and objectives for the implementation of the TP; § Section 5 – Measures: Outlines the measures proposed in order for the TP to meet the objectives detailed in Section 4; and § Section 6 – Targets and Monitoring: Sets out the initial mode share targets for the monitoring period, against which the success of the TP will be measured, and associated procedures for monitoring and evaluation.

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2. Existing Situation and Site Accessibility

2.1 Introduction

2.1.1 This section of the TP provides a description of the site location and its existing usage, the local highway network, current safety and traffic conditions, and accessibility to non-car modes of travel.

2.2 Site Location and Existing Usage

2.2.1 The site is situated in Barry, within the VoG. It lies to the south of the A4050, around 3km to the northeast of Barry Town Centre. The site is occupied by the existing PHS and associated playing fields and sports pitches. Residential areas are located to the east, south and west. Barry Rugby Football Club (BRFC) is located immediately to the south of the site. The location of the site and the surrounding area is shown on Figure 1.1.

2.3 Local Highway Network

2.3.1 The local highway network is shown on Figure 1.1. The site is accessed via Merthyr Dyfan Road (MDR) to the west. The access road from MDR is around 125m in length and has a minimum carriageway width of 5.5m. The access road provides access to a roundabout at the school entrance. The school car park is accessed from this junction; parking is also provided on and around the junction and subsequently it forms a turning circle for vehicles. There is a continuous footway on the south side of the carriageway of 2m minimum width. The roundabout has a footway bisecting through its centre to facilitate pedestrian movements from the car park. There is no designated crossing location from the roundabout to the school entrance.

2.3.2 There is a continuous footway on the south side of the carriageway of the site access road, which is of 2m minimum width. There is also a footway on the north side of the carriageway, which terminates around 50m east of MDR. The access road is subject to a 30mph speed limit and street lighting is provided.

2.3.3 The access road forms a priority junction with MDR; MDR forms the major arms and the access road forms the minor arm. The junction incorporates a ghost island right-turn lane for movements from the southern arm of MDR to the site access; there is storage within this facility for up to for up to six vehicles. There are crossing facilities located immediately to the north and south of the junction. The northern crossing is uncontrolled, comprising dropped kerbs, tactile paving and a central refuge island, allowing for crossing movements to be undertaken in two stages, if required. The southern crossing is signal-controlled. The proximity of this to the site access not only has a benefit in terms of providing for controlled crossing movements on pedestrian desire lines, but also in terms of junction operation, creating gaps in northbound traffic, thereby facilitating northbound exit movements from the site access.

2.3.4 MDR routes on a north-south alignment between the A4050 and Skomer Road, primarily serving surrounding residential areas. It is a single carriageway road, which has a minimum carriageway width of 6.5m. There is some localised widening of up to 9m, but this typically includes hatching and on- street parking (through either marked bays or informal arrangements) such that the typical effective carriageway width is 6.5m. There are footways on both sides of the carriageway of 2m minimum width. The road is subject to a 30mph speed limit and street lighting is provided.

2.3.5 Winston Road is a residential street served via MDR, and provides access to other residential areas. Its junction with MDR is located approximately 100m south of the school access and is subject to a 20mph zone along its entire length, accompanied by traffic calming.

2.3.6 MDR connects to the A4050 at a signal-controlled junction located around 200m north of the site access. The A4050 forms the eastern and western arms of the junction, and MDR forms the southern arm. The junction incorporates signal-controlled pedestrian crossings on the eastern and southern arms.

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2.3.7 The A4050 is one of the key highway links in the wider area. It provides a connection between the A48 and A4232 at Culverhouse Cross (Cardiff) to the north and the A4226 to the southwest (which serves Cardiff Airport and also provides a connection to the A48). It also connects with the A4231 to the east, which provides access to industrial land to the southeast.

2.3.8 The A4050/A4226 corridor within Barry is a single carriageway road subject to a 40mph speed limit, which is enforced through speed cameras. There is a shared footway/cycleway on the south side of carriageway, with crossing facilities provided on side roads. There is also footway on the north side of the carriageway along most of the corridor, with non-provision generally limited to the section east of MDR. Other key junctions along the corridor and not already referenced in the preceding paragraphs include the A4050/A4231, A4050/A4226 and A4226/B4266 roundabouts junctions, and the A4050/Stirling Road signal-controlled junction.

2.4 Walking and Cycling

2.4.1 As identified in Section 2.3, the local area to the site provides a network of footways and cycleways and pedestrian/cycle infrastructure which facilitate active travel for users of the site.

2.4.2 There are generally footways on both sides of the site access road serving PHS, and MDR, the A4050 and A4226. There is also shared footway/cycleway along the A4050/A4226 corridor. Street lighting is provided. Crossing movements are facilitated through the provision of both controlled and uncontrolled crossing facilities.

2.4.3 The site access road is around 125m in length with a continuous footway on the south side of the carriageway of 2m minimum width and a footway on the north side of the carriageway, which terminates around 50m east of MDR. There are no dropped kerbs or tactile paving at this point nor at the access junction, to facilitate pedestrian movements.

2.4.4 The surrounding residential areas generally have footways on both sides of the carriageway and have street lighting. However, along MDR and at junctions with residential streets, there are dropped kerbs but no tactile paving. This is evident at the junction with Morningside Walk, which is approximately 20m south of the site access, and Winston Road, which is subject to a 20mph zone and traffic calming for its entire length.

2.5 Local Facilities

2.5.1 The Institution for Highways and Transportation’s (IHT’s) Guidelines for Providing for Journeys on Foot, published in 2000, identifies that 2km is the preferred maximum distance that people will walk for commuting and education purposes. Cycling has been identified as having the potential to replace car trips of up to 5km. The travel distance of 5km equates to approximately a 20 minute journey by bicycle.

2.5.2 Figure 2.1 shows a 2km walking catchment from the site. From a pupil and staff perspective, this is primarily related to the distance travelled from their place of residence. This shows that there is a significant level of residential development within walking distance. Areas beyond this and located in Barry are within cycling distance.

2.5.3 It is also important for other day-to-day facilities such as retail and health facilities to be within walking and cycling distance. The distance and indicative walking/cycling times to these facility types are set out in Table 2.1 and the locations of the facilities shown on Figure 2.1. This shows there is a range of retail and health facilities within active travel distances of the site.

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Table 2.1: Accessibility to Local Facilities

Walking Accessibility Cycling Accessibility Local Facilities Distance (m Time (Minutes) Distance (m) Time (Minutes)

Costcutter/Post Office 1 250m 3 minutes 250m 1 minute (MDR)

Premier Convenience 2 1,000m 12 minutes 1,000m 3 minutes Store (Skomer Road)

Vale Family Practice 3 1,200m 14½ minutes 1,200m 3½ minutes (Ramsey Road)

One Stop Convenience 4 1,400m 16½ minutes 1,400m 4 minutes Store (Winston Road)

5 Lidl Supermarket (A4231) 2,300m 27½ minutes 2,300m 7 minutes

6 Barry Hospital 1,900m 22½ minutes 1,900m 6 minutes

Highlight Park Medical 7 2,400m 28½ minutes 2,400m 7½ minutes Practice (Stirling Road)

Tesco Supermarket 8 2,500m 30 minutes 2,700m 8 minutes (Stirling Road)

9 Barry Town Centre 3,700m 44 minutes 3,800m 11 minutes

Note: Distances are approximate and measured from the centre of the site and along existing footways and cycleways.

2.6 Public Transport

Introduction

2.6.1 Existing public transport services operating in the vicinity of the site have been identified with reference to current timetable and routeing information.

Bus Services

2.6.2 The nearest bus stops to the site are the ‘Barry Rugby Club’ bus stops on MDR, located approximately 400m southwest of the site, equating to a 5 minute walk. The northbound bus stop comprises a pole- mounted flag and bus shelter. The southbound bus stop is marked by a pole-mounted flag. The locations are shown on Figure 2.1.

2.6.3 The IHT’s Guidelines for Providing for Public Transport in Developments, published in 1999, suggests 400m as the acceptable walking distance to a bus stop. These bus stops are therefore considered to be of acceptable walking distance from the site.

2.6.4 Table 2.2 provides a summary of bus services accessed from these bus stops.

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Table 2.2: Bus Service Information

First Last Approximate Service Route Direction Days Service Service Frequency

Mon-Fri 07:46 16:26 30 minutes Clockwise Sat 09:16 15:46 30 minutes 97/97A Barry – Barry Mon-Fri 08:06 17:16 30 minutes Anticlockwise Sat 09:36 16:06 30 minutes

Merthyr Dyfan – Towards Highlight Park Sun 11:31 19:01 90 minutes 100 Highlight Park (via Barry) Towards Merthyr Dyfan Sun 12:49 20:19 90 minutes

Notes: 1. Information obtained from Traveline Cymru (July 2019). 2. Service times are arrival/departure times at/from the ‘Barry Rugby Club’ bus stops on MDR. 3. Services 97/97A and 100 are operated by Cardiff Bus.

2.6.5 Table 2.2 shows that the 97/97A offers frequent weekday services; this serves numerous residential areas and key destinations within Barry, including the hospital, town centre and railway stations. The route is shown on Figure 2.2.

Figure 2.2: Route of Bus Service 97/97A

Source: Traveline Cymru.

2.6.6 In addition to these services, there are numerous school transport services that provide specifically for pupil travel to/from the site. These are as follows:

§ S1 – From East Aberthaw, Rhoose and Rhoose Point;

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§ S3 – From Barry Island; § S10 – From Holton Road via Barry (also serves WHS and YGBM); and § S14 – From Broad Street, Barry (also serves WHS).

2.6.7 This assessment of bus service provision within walking distance of the site shows that there are opportunities to replace car trips from the surrounding area. An assessment of the accessibility of the site to these bus services has been undertaken using the ‘Accessibility Index’ (AI) calculator and associated methodology contained within the BREEAM guidance (a scheme for assessing the sustainability credentials for the built environment). This involves establishing the average number of services per hour from compliant transport nodes during a site’s operating hours. For schools, a five- hour operating period is specified (from 07:30-10:00hrs and 15:00-17:30hrs). Compliant bus stops are those within 650m of a site. Where bus services are duplicated across bus stops, they should be included only once. For bi-directional services, average frequency should be calculated for one direction only.

2.6.8 The AI calculations are contained in Appendix 2.1. The average number of services per hour for services 97/97A and 100 has been based on the ‘Barry Rugby Club’ bus stops, approximately 400m from the site; this is identified as ‘Node 1’. The input of the frequencies at these nodes results in an AI of 1.65.

Rail Services

2.6.9 There are four railway stations serving Barry; these are Barry, Barry Island, Barry Docks and Cadoxton. All stations are located on the Barry Branch line between Cardiff Central and Barry Island. Barry is also the rail junction at the start of the VoG line which serves Rhoose and Llantwit Major and terminates at Bridgend.

2.6.10 The nearest station to the site is Cadoxton; this is located approximately 2.6km walk (equating to 31 minutes) or 2.8km cycle (equating to 8½ minutes) to the southeast of the site. The station is managed by Transport for Wales. Table 2.3 provides a summary of the rail services accessed from Cadoxton.

Table 2.3: Railway Service Information

Approximate Direction Days First Service Last Service Frequency

Mon-Fri 05:20 23:31 15 minutes Cardiff Central – Sat 05:20 23:30 15 minutes Cadoxton Sun 08:24 22:25 15-30 minutes

Mon-Fri 05:25 23:21 15 minutes Cadoxton – Cardiff Sat 05:25 23:21 15 minutes Central Sun 09:11 23:06 15-30 minutes

Mon-Fri 05:57 22:59 60 minutes Cadoxton – Sat 05:57 21:57 60 minutes Bridgend Sun 08:57 20:57 120 minutes

Mon-Fri 06:21 23:21 60 minutes Bridgend – Sat 06:21 23:21 60 minutes Cadoxton Sun 10:21 22:21 120 minutes

Notes: 1. Information obtained from National Rail timetable (July 2019). 2. Services times are arrival/departure times for direct services at/from Cadoxton.

2.6.11 Table 2.3 shows that regular services to key destinations are accessible from Cadoxton railway station. Barry railway station provides access to the same services; while this is further from the site (an additional 1km), it has a greater level of facility provision in terms of cycle parking, staffing presence and waiting areas, and can also be accessed via the 97/97A bus service.

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2.6.12 The site is considered to have a good accessibility via railway services. The provision of direct services is a considerable benefit to encouraging sustainable travel for site users and an alternative to travelling by vehicle.

2.7 Summary

2.7.1 The site is situated in Barry, within the VoG. It lies to the south of the A4050, around 3km to the northeast of Barry Town Centre. The site is occupied by the existing PHS and associated playing fields and sports pitches. Residential areas are located to the east, south and west. BRFC is located immediately to the south of the site.

2.7.2 The local highway network to the site includes the PHS access road, MDR, the A4050 and A4226.

2.7.3 The site benefits from existing provision for pedestrians and cyclists in the locality; this includes footways on both sides of the majority of roads surrounding the site, with some allowing for shared use. Local facilities are located within walking and cycling distance of the site.

2.7.4 Bus services are accessible from bus stops located on MDR, which are within the IHT’s suggested ‘acceptable’ walking distance. These provide access to a frequent weekday service that serves numerous residential areas and key destinations within Barry, including the hospital, town centre and railway stations. There are also numerous school transport services that provide specifically for pupil travel to/from the site.

2.7.5 Rail services are available from numerous railway stations in Barry, the nearest being Codoxton. This provides accesses to high frequency services to/from Cardiff Central (every 15 minutes on weekdays) and reasonable frequency services to/from Bridgend (every hour on weekdays). Barry railway station provides access to the same services; while this is further from the site, it has a greater level of facility provision in terms of cycle parking, staffing presence and waiting areas, and can also be accessed via bus services. Overall, the site is considered accessible by sustainable modes.

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3. Development Proposals

3.1 Introduction

3.1.1 This section of the report provides a description of the development proposals, including the site access strategy.

3.2 Overview of Proposals

3.2.1 The existing school, rebranded as PHS, currently has 846 pupils enrolled (at the time of the traffic surveys) with a permitted total capacity of 1,331 pupils. The existing staff numbers are a total of 78, with 53 being teaching staff and 25 being non-teaching staff.

3.2.2 The proposals seek to develop a full new school facility on the same wider school site. The new school is expected to open in 2021, with up to 1,100 pupils enrolled, of which up to 200 will be sixth form students. Pupil numbers are expected to steadily increase until full capacity is reached in 2026, at which point the school will enrol up to 1,250 pupils, of which up to 200 will be sixth form students. The number of staff is expected to increase in accordance with pupils to 150, with 105 being teaching staff and 45 being non-teaching staff.

3.3 Access Strategy

Vehicle Access

3.3.1 The site will continue to be served off MDR; this includes for all modes, i.e. vehicles, pedestrian and cyclists. The current vehicle activity on this access road includes teachers, parents dropping off and collecting pupils, school bus services and service vehicles. Parent vehicles and buses park within the internal junction with spaces provided on the roundabout island and around the circulatory. This current arrangement has caused concern from the LHA and has been the subject of safety assessments in the past.

3.3.2 To improve the current arrangement, the masterplan has considered the needs of the future school and the best use of the available space. This has resulted in a redesign of the internal access arrangements to include some minor improvement works.

3.3.3 It has been confirmed that the school will not be operating four bus services at the time of the new school opening. The ongoing adjustments to pupil catchment area and policy on pupil travel provision will result in two school buses being required and potentially a minibus. This future service requirement has helped to formulate a rationalisation of the junction and parking provision.

3.3.4 The parking provision which currently exists on the roundabout requires reversing movements which are contrary to the circulation of a roundabout junction. This was deemed one of the areas of most conflict within the current layout. This parking provision is therefore proposed to be removed. The roundabout island will be set out in a more uniform shape and the infill areas hatched out. The existing circulatory parking also currently contributes to congestion and multi-direction conflict opportunities, and this has therefore been reduced to provide two bus parking bays and a minibus parking bay. The masterplan illustrates this area to the east of the roundabout and includes the areas which are needed for manoeuvring by PSV vehicles, shown in hatch road markings. These areas will be monitored to ensure that they remain free for intended use. As part of these proposals, it is also proposed to remove the existing footpath which bisects the roundabout island; this serves parking areas and future use would be discouraged given that all pupil movements will be contained to the south of the junction, which are more direct.

3.3.5 The location of these bus bays ensures the shortest transition from bus drop off to the school entrance with now crossings or further interaction with the carriageway required. This location also provides adequate areas for pupil holding and waiting should buses be delayed at the end of the school day. The access arrangement improvements can be seen more clearly in the layout included at Appendix 3.2.

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3.3.6 Swept Path Analysis (SPA) has been undertaken of the proposed bus bay pick-up/drop-off point, as shown in Appendix 3.3. Based on information provided by the Client team, a mix of coaches and minibuses will serve this area; therefore, SPA was undertaken using a 15m coach. The SPA indicates that the current design adequately accommodates the manoeuvring of a 15m coach and parking in each of the two bays and a minibus in the northern most allocated space

3.3.7 SPA was also undertaken of a fire tender vehicle, refuse vehicle and service vehicle entering school grounds, turning and exiting in a forward manoeuvre. These are also included in Appendix 3.3.

3.3.8 General staff parking will be provided to the north of the building cluster. This car park includes all the parking requirements for the school including cycle, motorcycle, staff and visitor cars and minibus. The design of the pedestrian area to transfer from the mobility parking areas will ensure that it is flat and easy to access.

Pedestrian and Cycle Access

3.3.9 It is proposed that pupils and visitors of all abilities shall be able to easily enter into and move through the landscape and each space within it, via level or ramped entry points where necessary.

3.3.10 The current access arrangements will be retained with minor modifications, where necessary, to improve the current footway to a shared cycle/footway facility. The proposed width of the facility will be broadly 3m; this width will be provided from the access with the local highway through to the school. The limiting factor in the width provision is the area adjacent the caretaker’s property, south of the roundabout, with topographical surveys confirming a width of between 2.95m and 3.0m.

3.3.11 Where this shared facility crossing internal access roads, dropped kerbs and tactile paving will be provided. The access arrangement improvements can be seen more clearly in the layout included at Appendix 3.2.

3.3.12 The masterplan confirms that there is an opportunity to link with the footpath to the south to provide a link to the school building. The other areas of the wider school site will be accessible with internal footpaths and where required shallow gradient ramps to aid those with mobility issues.

3.4 Parking Provision

Car Parking

3.4.1 The VoG parking standards are set out in Supplementary Planning Guidance (SPG) to the adopted Local Development Plan (LDP); the SPG was adopted in March 2019.

3.4.2 The SPG sets out the VoG’s parking standards and explains the planning policy for parking requirements for new developments or changes of use. The parking standards seek to promote and ensure transparent and consistent approaches to the provision of parking. In addition to this, it helps to inform developers and designers what is expected of them in terms of sustainability considerations and travel planning.

3.4.3 The standards are defined according to a zoning system, with the site falling within Zone C - Suburban. Table 3.1 summarises the car parking standards in the SPG and their application to the proposed development at full capacity.

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Table 3.1: VoG Car Parking Standards Applied to Proposed Development

Type Sub-Category Standard Maximum Provision

Commercial Vehicle Space 1 space 1 Operational Total 1

Teaching Staff 1 space per each member of teaching staff 102

Ancillary Staff 1 space per two ancillary staff 24 Non- Students aged 17+ 1 space per 20 students aged 17+ 10 Operational Visitors 3 spaces 3

Total 139

Note: Standards are for the ‘Education – Secondary Schools & Colleges of Further Education’ use type in the SPG.

3.4.4 Table 3.1 shows that, in terms of operational parking, one commercial vehicle space is required; there is available space within the area outside the loading bay / adjacent to the refuse storage area (located in the southwest corner of the site). In regard to non-operational parking, the maximum provision permitted by the standards is 139 spaces. The SPG also states that disabled parking should account for 5% of the total parking provision; on the basis of the maximum provision permitted of 139 spaces, this equates to seven disabled bays. The proposed development provides a total of 139 spaces, of which eight are designated as disabled bays. The total provision is therefore in accordance with standards. The provision is spread across two adjacent areas; the eastern area provides nine spaces and the western area provides 130 spaces (including the eight disabled bays, in proximity to the main entrance).

Cycle Parking

3.4.5 Table 3.2 summarises the cycle parking standards in the SPG and their application to the proposed development at full capacity.

Table 3.2: VoG Cycle Parking Standards Applied to Proposed Development

Cycle Parking Type Standard Required Provision

Short Stay 1 stand per 100 students 13

1 stand per 5 staff 30 Long Stay 1 stand per 6 students aged 17+ 33

Total 76

Note: Standards are for the ‘Education – Secondary Schools & Colleges of Further Education’ use type in the SPG.

3.4.6 Table 3.2 shows that a total of 76 cycle parking spaces are required. The masterplan shows a total of 76 cycle parking spaces (38 stands allowing for two spaces per stand), which is in accordance with standards.

3.4.7 The SPG states that cycle parking should be located in a safe, secure and convenient location and for reasons of security, cycle parking facilities should be located in areas that are visible and therefore allow for informal surveillance. The proposed cycle parking is located in the southwest corner of the western parking area, which is in proximity to the main entrance, and is therefore considered to be in accordance with standards.

3.4.8 The SPG also requires the provision of appropriate lockers, changing and shower facilities to support staff cycling trips; these facilities are included as part of the internal building design.

Motorcycle Parking

3.4.9 The SPG requires motorcycle parking to be provided at a level of 5% of the total car parking provision; this equates to a requirement for seven spaces. The masterplan shows a total of nine spaces, which is considered a reasonable level of provision. This will be located in the eastern parking area.

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Coach and Minibus Parking

3.4.10 Parking for two coaches and a minibus is provided off the main roundabout within the site. Parking for two additional minibuses is provided in the eastern parking area.

3.5 Summary

3.5.1 This section has provided a description of the development proposals, including the site access strategy.

3.5.2 The existing school, rebranded as PHS, currently has 846 pupils enrolled (at the time of the traffic surveys) with a permitted total capacity of 1,331 pupils. The existing staff numbers are a total of 78, with 53 being teaching staff and 25 being non-teaching staff.

3.5.3 The proposals seek to develop a full new school facility on the same wider school site. The new school is expected to open in 2021, with up to 1,100 pupils enrolled, of which up to 200 will be sixth form students. Pupil numbers are expected to steadily increase until full capacity is reached in 2026, at which point the school will enrol up to 1,250 pupils, of which up to 200 will be sixth form students. The number of staff is expected to increase in accordance with pupils to 150, with 105 being teaching staff and 45 being non-teaching staff.

3.5.4 The site will continue to be served off MDR; this includes for all modes, i.e. vehicles, pedestrian and cyclists. The proposed modifications to existing arrangements include:

§ Improved footway to accommodate shared pedestrian and cyclist use; § Reconfiguration of internal access junction to remove roundabout island and circulatory parking; § Formal bus/coach drop-off and pick-up bays with pupil holding areas; and § Minibus parking for school travel transport and also for school time events.

3.5.5 Car, cycle and motorcycle parking will be provided in accordance with adopted standards. In summary this includes 139 car parking spaces (of which eight are designated as disabled bays), 76 cycle parking spaces and nine motorcycle parking spaces. Parking for two coaches and a minibus is provided off the main roundabout within the site. Parking for two additional minibuses is provided in the eastern parking area.

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4. Scope, Objectives and Implementation

4.1 Introduction

4.1.1 This section of the report outlines the scope and objectives of this TP, including a strategy for its implementation. The current PHS School does not have a TP and as such this is an opportunity to introduce this document and commitments to sustainable travel to coincide with the change of setting to a new purpose built facility.

4.2 Scope

4.2.1 This TP is aimed at facilitating and encouraging sustainable transport and the reduction of single occupancy vehicle use by staff, parents, pupils and visitors of the school. In this case, a change of behaviour is required given that the existing school will be redeveloped for a new facility.

4.2.2 It is an interim document, meaning that the scope of this TP is to outline the initial objectives, measures and targets prior to opening and full occupation of the proposed development. Upon opening, the content of this document will be updated and tailored to the specific requirements of the development to form a Full TP.

4.3 Objectives

4.3.1 The primary objectives of this TP are as follows:

§ To encourage staff, parents, pupils and visitors to use more sustainable modes of transport to travel to and from the site; § To improve awareness of transport issues and reduce the impact of traffic on the local environment; § To minimise the proportion of single occupancy car trips made by staff, parents and visitors to and from the site; § To develop a change in travel behaviour of individuals towards sustainable modes of travel and then maintain that change.

4.4 Implementation

4.4.1 A Travel Plan Coordinator (TPC) will be appointed to oversee the implementation and management of the TP. The TPC will be ‘hands-on’, actively implementing and monitoring the TP.

4.4.2 The TPC will be appointed a minimum of six months prior to opening of the newly constructed comprehensive school. It will be the responsibility of the Local Education Authority (LEA) to appoint the TPC. This role will typically be undertaken by a member of the school community, e.g. Headteacher, other senior member of staff, governor, etc.

4.4.3 The responsibilities of the TPC will include:

§ Acting as the point of contact for the TP; § Marketing and promoting the TP; § Providing sustainable travel information to the school community; § Monitoring and reviewing the TP; § Liaison with the VoG, transport operators and specialist groups; and § Arranging for travel surveys to be undertaken of the school community.

Prepared for: Vale of Glamorgan Council AECOM 17 Pencoedtre High School, Barry

5. Measures

5.1 Introduction

5.1.1 This section of the TP sets out the measures that are proposed in order to achieve the objectives set out in Section 4.

5.2 Measures and Initiatives

Travel Information

5.2.1 Travel information will be distributed to the school community, the intention of which will be to encourage engagement in sustainable modes of transport. The travel information will include:

§ Maps and information on local walking and cycling routes; § Public transport information including bus and rail services; § Details of public transport discounted fares/season tickets; § Details of the ‘Cycle 2 Work’ scheme; § Information on marketing and promotional events at a national and local level; and § Reasons for using sustainable modes of transport.

5.2.2 The travel information will be communicated through a number of channels including the school prospectus, school website, new starter packs and the school notice board.

Walking and Cycling Measures

5.2.3 It is proposed that people of all abilities shall be able to easily enter into and move through the landscape and each space within it via level or ramped entry points where necessary.

5.2.4 The masterplan includes a safe and convenient network of footways into the school. Pedestrian access will be via the existing vehicle access off MDR to the west. A pedestrian only link will also be provided to Blyth Close, located to the south, which provides a more direct route to Skomer Road. The existing footway will be improved to accommodate a shared footway/cycleway which will run to the school building. Internal access roads which require crossing will include dropped kerbs and tactile paving. The bus bay areas will include easy and direct transfer facilities to the school together with pupil holding areas.

5.2.5 There are footpaths within the site, generally surrounding the building. The school buses will drop-off pupils at the front of the school, providing direct access to the school entrance.

5.2.6 A total of 76 cycle parking spaces are proposed, in accordance with parking standards, to be located near the main entrance.

5.2.7 The general walking and cycling measures that will be implemented are as follows:

§ Promotion of the ‘Cycle to Work’ scheme; § Promotion of walking and cycling events such as ‘Walk to School Week’ and ‘Bike Week’; § Promotion of walking and cycling in travel information distributed to the school community and in classroom sessions; and § Provision of lockers and changing/shower facilities for pupils and staff.

5.2.8 In addition, the TPC will investigate the potential for the following walking and cycling measures:

§ Junior Road Safety Officers (JRSOs) Scheme – this scheme seeks to empower children to take the lead in promoting road safety within their school. Participating schools elect JRSOs who will be responsible for tasks such as maintaining a road safety notice board and promotion of road safety topics through class or school presentations;

Prepared for: Vale of Glamorgan Council AECOM 18 Pencoedtre High School, Barry

§ Cycle Training – Bikeability cycle training is available through BikeAbility Wales; and § Liaison with local walking and cycling shops to establish if discounts on cycles/equipment or outdoor clothing can be agreed. Public Transport Measures

5.2.9 Public transport measures will generally be promoted through the travel information distributed to the school community and in classroom sessions.

Car Sharing

5.2.10 Car sharing databases will be set up for both pupils and staff. This will allow those wishing to car share to identify potential matches in journeys. An indication of the financial savings which can be made through car sharing will be provided with the travel information. Staff will also be offered a free ride home in an emergency.

Visitor Information

5.2.11 Visitors to PHS will be encouraged to travel to the site by means other than the car. This will be facilitated through the provision of travel information, including local walking/cycling maps and bus timetables, in a prominent position within the school. The TPC will be responsible for the production and publication of visitor travel information.

5.2.12 Pre-planned visitors to the site will be provided with travel information prior to their visit in order to allow them to make well-informed travel plans, with an awareness of the sustainable travel options available to them.

Prepared for: Vale of Glamorgan Council AECOM 19 Pencoedtre High School, Barry

6. Targets and Monitoring

6.1 Introduction

6.1.1 This section of the TP sets out initial mode share targets for the monitoring period and associated procedures for monitoring and evaluation.

6.2 Mode Share and Targets

6.2.1 Mode share targets are used to evaluate the success of the TP and to identify areas on which further measures should be focused in order to help to drive travel behaviour change. To enable the setting of valid and realistic targets, a valid baseline first needs to be established.

6.2.2 As set out earlier there is no current live TP at the school so travel information is not being collected. Section 5 of the Transport Assessment (TA) prepared for the planning application set out the forecast mode share of the school with the development proposals, as well as the calculation method and assumptions. For the pupil population, this involved the use of postcode data of the existing pupil population, and details of mode share by travel distance from the National Travel Survey (NTS). For the staff population, this involved the use of data from the 2011 Census.

6.2.3 The staff and pupil mode share which has been calculated as part of the assessments for both the existing and new school is summarised in Table 6.1.

Table 6.1: Forecast Mode Share

Existing School New School (2021) New School (2026) Mode Staff Pupils Staff Pupils Staff Pupils

Walk 16% 54% 16% 55% 16% 54%

Cycle 1% 0% 1% 0% 1% 0%

Public Transport/ 3% 14% 3% 14% 3% 14% School Bus

Car 80% 32% 80% 31% 80% 32%

Total 100% 100% 100% 100% 100% 100%

6.2.4 Table 6.1 provides mode share forecasts for both 2021 (opening year) and 2026 (full capacity). Given that the TP will be implemented from the opening year, it is appropriate to set targets based on the forecast mode share for that time. The target will be to reduce the ‘car’ mode share by 6% (from 31% to 25% for pupils, from 80% to 74% for staff) over five years, consistent with Smarter Choices’ report Changing the way we travel (2004). Following the baseline travel survey this target can be confirmed or adjusted as appropriate, following discussion between the VoG and the TPC.

6.2.5 The target for a reduction in single occupancy vehicle use encompasses both staff and parent/pupil travel to the development. This is likely to provide a suitable sample size from which performance against the target can be reliably measured.

6.3 Monitoring and Evaluation

6.3.1 The point at which baseline travel surveys are required will be subject to agreement with the VoG. A minimum response rate to the travel surveys will be required to be set and agreed to ensure that the data is representative.

Prepared for: Vale of Glamorgan Council AECOM 20 Pencoedtre High School, Barry

6.3.2 The format of the baseline and monitoring surveys will need to be agreed with the VoG. In general, these will seek to establish the actual travel patterns, the reasons for travel choice and potential measures to encourage consideration of alternatives. For staff, it is envisaged that the surveys will be primarily online-based, but paper copies will also be made available to staff should they prefer. For pupils and staff at the schools, a combination of survey methods could be utilised, and is likely to include the following:

§ Hands-up surveys of pupils; § Manual counts at school drop-off/pick-up periods; and § Pupil/parent and staff questionnaires.

6.3.3 The results of the baseline travel surveys will be analysed and the factors influencing travel behaviour will be investigated. It will then be necessary for the TPC to review and update the respective TP to include additional details and the need for any other measures not already included that require further investigation. Specific objectives and targets will need to be identified, separated into short/medium/long term targets, and will need to be SMART (Specific, Measurable, Achievable, Realistic, and Timed). Specific actions and measures to encourage sustainable modes of travel will be identified. For the on-going management of the TP to be successful and to deliver the desired outcomes, it is important that the parties involved in the delivery of the TP, which means the TPC, and the VoG, work effectively in partnership to achieve the desired results.

6.3.4 Monitoring of the TP will be required for a five year period from the date of the baseline travel surveys. They will be undertaken at one, three and five years after the date (or close to the date) of the baseline travel surveys. The TPC will aim to coordinate the baseline travel surveys and subsequent monitoring surveys to ensure consistency between the collection of data for the TP. Surveys will avoid sustained periods of inclement weather or when there is significant disruption to the local road or public transport network.

6.3.5 A monitoring report will be prepared by the TPC for each monitoring survey. These will identify the results of the surveys and success of the measures implemented in achieving the targets. The reports will be submitted to the VoG for comment. If the targets are not met, then it will be necessary to review what remedial measures need to be implemented to mitigate the impact of any under achievement.

6.3.6 At the end of the formal monitoring period (five years), if the target for reduction in single occupancy vehicle use has not been achieved, the TPC will liaise with VoG to extend the period of monitoring or agree that the actual level of reduction achieved is satisfactory.

6.3.7 A TP is a living document, and as such it is expected that it evolves over the five year monitoring period to fit the changing requirements of the hub. By instilling a sustainability “ethos” at the school from the outset, it is more likely that engagement with sustainable travel will continue after the end of the formal monitoring period.

Prepared for: Vale of Glamorgan Council AECOM 21 Pencoedtre High School, Barry

7. Summary

7.1.1 AECOM was commissioned by the VoG to provide transport planning and highways advice to inform a planning application for a new school development at PHS.

7.1.2 The existing school, rebranded as PHS, currently has 846 pupils enrolled (at the time of the traffic surveys) with a permitted total capacity of 1,331 pupils. The existing staff numbers are a total of 78, with 53 being teaching staff and 25 being non-teaching staff.

7.1.3 The new school is expected to open in 2021, with up to 1,100 pupils enrolled, of which up to 200 will be sixth form students. Pupil numbers are expected to steadily increase until full capacity is reached in 2026, at which point the school will enrol up to 1,250 pupils, of which up to 200 will be sixth form students. The number of staff is expected to increase in accordance with pupils to 150, with 105 being teaching staff and 45 being non-teaching staff. In terms of transport, the proposals include:

7.1.4 The proposed development will not result in an increase in the number of pupils beyond the permitted capacity (1,331 pupils). There will be an increase in staffing level to support the increase in pupil population from what is currently on roll.

7.1.5 Car, cycle and motorcycle parking will be provided in accordance with adopted standards. In summary this includes 139 car parking spaces (of which eight are designated as disabled bays), 76 cycle parking spaces and nine motorcycle parking spaces. Parking for two coaches and a minibus is provided off the main roundabout within the site. Parking for two additional minibuses is provided in the eastern parking area.

7.1.6 A detailed review of the existing highway network and baseline situation has been carried out. The site benefits from existing provision for pedestrians and cyclists in the locality, including footways on both sides of the majority of roads surrounding the site. Residential areas and a range of local facilities are located within walking and cycling distance of the site. Frequent weekday bus services to numerous residential areas and key destinations within Barry are accessible from bus stops within the IHT’s suggested ‘acceptable’ walking distance. An assessment of the accessibility of the site to these bus services has been undertaken using the ‘Accessibility Index’ (AI) calculator and associated methodology contained within the BREEAM guidance (a scheme for assessing the sustainability credentials for the built environment); this has confirmed an AI of 1.65. Rail services are available from numerous railway stations in Barry, the nearest being Codoxton. This provides accesses to high/reasonable frequency services to/from Cardiff Central and Bridgend.

7.1.7 A TPC will be appointed to oversee the implementation and management of the TP. The TPC will be ‘hands-on’, actively implementing and monitoring the TP. The TPC will be appointed a minimum of six months prior to completion of the school expansion. It will be the responsibility of the LEA to appoint the TPC.

7.1.8 A range of potential sustainable travel measures to be implemented as part of the TP have been identified with reference to best practice. They form a starting point and the need for further measures to cater to the specific travel characteristics and demands of staff/parents/pupils/visitors will need to be considered when developing the TP.

7.1.9 Indicative targets for the TP have been established; these target a 6% reduction in car/van mode share. These will need to be reviewed following baseline travel surveys, along with the need for any specific TP measures. Monitoring of the TP will be required for a five year period from the date of the baseline travel survey. The monitoring survey will be undertaken at one, three and five years after the date (or close to the date) of the baseline travel survey. A monitoring report will be prepared by the TPC for each monitoring survey.

Prepared for: Vale of Glamorgan Council AECOM 22 Pencoedtre High School, Barry

7.1.10 In summary, it is considered that the TP provides a solid foundation for the development of TP measures across the development. A package of measures has been identified with reference to best practice guidance, and these will complement the development proposals. A robust monitoring strategy has been set out, which will ensure effective monitoring and review to establish whether the TP is proving successful.

Prepared for: Vale of Glamorgan Council AECOM 23 Pencoedtre High School, Barry August 2019

Figures Filename: F:\$DEVELOPMENT PLANNING\CARDIFF OFFICE WORK\BARRY SCHOOLS PROJECT, VALE OF GLAMORGAN\FIGURES\PENCOEDTRE HIGH SCHOOL FIGURES.DWG Last saved by: BENJAMIN.BURTON1 Last Plotted: 12/3/2018 9:55 AM Project Management Initials: Designer: BB Checked: MD Approved: SP ISO A4 210mm x 297mm Printed on___% Post-Consumer Recycled Content Paper

Merthyr Dyfan Road A4231 Towards M4 / Cardiff

A4050 Towards Cardiff Winston Road Skomer Road

A4226

Cardiff Airport

Key:

Site

Pencoedtre High School, Barry Travel Plan 60610283 Figure 1.1: Site Location Plan Filename: F:\$DEVELOPMENT PLANNING\CARDIFF OFFICE WORK\BARRY SCHOOLS PROJECT, VALE OF GLAMORGAN\FIGURES\PENCOEDTRE HIGH SCHOOL FIGURES.DWG Last saved by: BENJAMIN.BURTON1 Last Plotted: 12/3/2018 9:55 AM Project Management Initials: Designer: BB Checked: MD Approved: SP ISO A4 210mm x 297mm Printed on___% Post-Consumer Recycled Content Paper

Costcutter / Post Office

Premier Convenience Store

One Stop Store Lidl Supermarket

Barry Hospital Vale Family Practice

Highlight Park Medical Practice Barry Town Centre Key:

Tesco Supermarket Site Bus Stop 2km Walking Catchment Local Facility Pencoedtre High School, Barry Travel Plan 60610283 Figure 2.1: Local Facilities Plan Pencoedtre High School, Barry August 2019

Appendix 2.1

Accessibility Index BREEAM 2018 Tra01/02 Accessibility Index calculator

Using the drop down boxes make the relevant selections and press the 'Select' button

Building type Select No. nodes required

NODE 1 Public transport type Bus Distance to node (m) 400 Service 1 Service 2 Service 3 Service 4 Service 5 Service 6 Service 7 Service 8 Service 9 Service 10 Average frequency per hour 2 0.66

NODE 2 Public transport type Distance to node (m) Service 1 Service 2 Service 3 Service 4 Service 5 Service 6 Service 7 Service 8 Service 9 Service 10 Average frequency per hour

Accessibility Index 1.65 Pencoedtre High School, Barry August 2019

Appendix 3.1

LANDSCAPE SITE PLAN KEY EX +86,270

Site Boundary

+84.000 EX Existing Levels

P +84,138 +84.000 P Proposed Levels EX +85,930

EX +85,395 HARD LANDSCAPE

EX +86,000 Existing Hard Standing P +84,818 To be retained and made good (if required)

EX +86,360 Proposed Vehicle Grade Porous Asphalt Paving Vehicle Grade Asphalt Paving to access road-To match existing

location Jump this Long in Proposed Porous Pedestrian Grade Concrete reprovided to be Asphalt Paving To MUGA area long jump Existing

EX +85,810 Proposed Permeable Concrete block Paving

EX Pedestrian Grade Permeable Paving (Fire and +86,140 Services access requirement to be confirmed)

Proposed Buff colour Asphalt

Proposed bridge over swales

EX P +86,010 +85,760 Hockey Proposed mulch Senior To Allotment area EX +86,110 Football EX +86,190 / U16 U15 Proposed External Steps Football With Handrail :100 10 1 /U Proposed 9 P U +85,520 2x U12 Proposed Retaining Wall U11 / Union Rugby SOFT LANDSCAPE

Existing tree ( Rugby min To be retained.

Senior

- Existing tree Union goal To be removed.

) Existing Soft Landscape EX +83,024 +83,049 To be retained and made good (if required) 1:60 EX

P +82,954 P +82,885 SWALES Proposed Sport Pitch with Line

P Marker +81,633 EX EX +84,190 +84,097 Turf surface to be refurbished or made good (if required). P +83,654

P +84,000 10EX +84,2 Proposed Embankment & Shrub

EX +84,220 EX Planting +81,013 The embankment to steep slope will be SWALES EX FALL tufted with a mix of native shrubs and EX +84,090 :50 +84,180 1 CH wildflowers providing biodiversity and low ,180 EX TREN +84 P GRAVEL +81,465 Memorial P Storage maintenance +81,446 20ft Container FALL EX Storage 1:100 +84,150 1:3 FALL

20ft Container

SWALES FALL

0 0

4 :

Garden 1 Proposed ornamental planting Low maintenance ornamental planting P +81,325 P 0 EX +84,030 84,06 21 FALL P + 1: +81,300 and grasses to school entrance and rain

EX garden for aesthetic value. +84,070

P +84,155 P +83,975 EX +84,110 SWALES Proposed multi-purpose lawn area FALL U 1:21 P P Football +83,955 +82,475 11 CH TREN GRAVEL Proposed Biodiversity Habitat Areas P P / P +82,400 +82,460 U +84,000 1:8 FALL Biodiversity Native Shrub & Wildflower 12 Storage meadow planting with low maintenance. 20ft Container

P MUGA +82,540 FALL 1:100

SWALES Proposed All Weather Hockey Pitch P +82,345 MUGA P +81,560 P

+82,470

BUS

INI INI

M SPACES

+83,010

CHARGING CHARGING

. .

PARKING

FALL

0 0

4 : P 1 FENCING +83,115

SUDS FEATURE P EX +82,700 +83,360 1:3 FALL Existing Boundary Fences EX +83,860 Car Park To be retained, where construction access is

+83,458 required _ these sections will be made good.

FALL

0 0 3

: P 1 Proposed Fence +82,945 EX +84,720 Refer to Hard Landscape Strategy Drawings EX SUDS FEATURE +85,000 POTENTIAL AREA OF Bus & Coach ORNAMENTAL GARDEN for Details P FALL FALL +81,090 :21 1 2 X CANOPIES- Drop Off 21 : 1 OPTION 2

P FURNITURES +83,515

FALL EX 21 : +79,060 1

P +79,756 FALL

+83,675 P

21 +80,650 Outdoor Dining Tables and Benches : EX 1 P +85,110 +81,685 P +80,650 FALL P 21 : +82,225

FALL

0 0

CYCLE 1 P

. . +84,050 P

P +80,450 EX

PARKING

NO +80,365 +78,930

6 +84,050 Proposed Benches 7

P P +81,990 +80,450

0 FALL P P 1:4 FALL +84,060 +84,180 1:60

BAYS P Proposed bins PARKING +84,246 . CAR 39 NO 1 P

+84,095

P 12

+84,425 13

11 15

P 10 16

9 17

+84,050 8 18

7 19 20 EX

6 Proposed sail shade

5 21 +79,310

4 22 3 23 2 FFL 1 Location to be confirmed 80.45 1:60 FALL P +84,095 EX EX Sports Hall +85,700 +84,590 Proposed table tenis

P +84,095 FFL +84,350 FFL 84.35 P +84,350P +84,610

13 12

11 15

10 16

P 9 17

P 8 18 P

+85,000 7 19 +84,440 20

6 +80,600

5 21

4 22 1: 23 80 FALL 3 P 2 1 GRASS FORMED +80,448 SEATING FOR UP TO 30 EX P05 S3 PAC ISSUE WITH BUS SET DOWN ADDED 15.08.2019 HV BT P +79,860 24 23 22 21 20 +85,100 19 18 17 16 PERFORMANCE 15 PUPILS 14 +84,960EX 13 MUGA SIZE & CYCLE LOCATION CHANGE 12 11 10

9 8 AREA 7 6 5 4 3 P04 S1 07.08.2019 BT AS 2 FFL 1 12 11 FALL +84,350 10 :60 P UPDATED ISSUE FOR CO-ORDINATION 9 1 8 7 P +80,450 EX FALL 1:21 6 +85,116 5 +80,560 4 P 3

2 EX 1 +84,210 P03 S3 REVISED ISSUE FOR COMMENT 22.07.2019 BT MT +85,257 P +84,350 P 1 P P 1 P +80,600 P02 S3 REVISED ISSUE FOR COMMENT 11.07.2019 HV BT :21 :21 +84,300 +84,350 +80,320 FALL FALL EX P P01 S3 PRELIMINARY ISSUE FOR COMMENT 04.07.2019 BT MT +85,094 P +80,450 +83,820 Rev Sbty Description Date By Chk P 1 +80,820 :21 P +85,550EX P EX

FALL +82,060 +80,320 +80,470 Revisions Suitability

FALL BENCH SEATING FOR

P 21 : P P

+84,300 UP TO 20 PUPILS 1 EX +83,430 +80,310 +86,140 UNDER 2 X CANOPIES- P +80,320 Project S3 - REVIEW & COMMENT P OPTION 1 +83,430 1 1 :21 : FALL 12

P FALL 1:7 FALL +84,200 P :60 FALL +84,200 1:21 EX 1 FALL P P +85,555 +82,910 +81,900 60 FALL 15-1050-01 1: P FALL FFL 1:60 5 +82,390 84.3 P P +82,390 +81,200 PENCOEDTRE P P P P P +83,520 +82,815 +82,815 +82,720 +82,670 P HIGH SCHOOL 1:21 FALL +81,490 P P P P +84,200 +83,700 +83,200 +82,770

P +84,350

1:5 FALL

FALL

12 : 1 Client P P +83,195 +83,145 P EX P +82,600 +85,940 +84,300 VALE of GLAMORGAN

BIN

STORE

2 23

FALL P 3 22 5 4

1:2. 21

+84,300 5 20

6 19

7 18

8 17

9 16 1

2 15

3 14

4 13

23 5 22 6

21 7 BOUYGUES

20 8 9 P P

18 10 +83,670 +83,620

17 11 FALL 12 UK 16 15 :12 14 1 13 P 1:21 FALL P P +84,320 1:40 FALL +83,640 +83,590

P +84,500

P P P +84,235 +84,235 +83,870 BRO MORGANNWG P +84,360 Title Retaining Feature Required P +84,300 SPRINKLER LOCATION POTENTIALTANK 1:21FALL STATION SUDS FEATURE SUB P 1:2 FALL +82,530 P EX +84,235 +82,280 +86,140EX PROPOSED P +84,805 MASTERPLAN SWALES

1 : 60

FALL FALL

: 1 Water mains from utility

EX +85,006 EX +84,840 Drawing No. Revision

EX +86,340

EX +82,140 PHS-HLM-SW-ZZ-GA-L-0002 P05

FALL 30 1:

EX +85,515 Scale @ A0 Drawn PROPOSED EX ALLOTMENT +83,000 GARDEN 1:500 HV

PROPOSED Date Checked PLANTING ORCHARD TO BE CARRIEDAREA - 15.08.2019 BT TREE EX OUT -160 BY OTHERS

EX +84,769

EX +86,400 HLM Architects © HLMArchitects www.hlmarchitects.com Suite 104 T. +44 (0) 29 2039 6070 The Creative Quarter F. +44 (0) 29 2039 6080 +86,250EX Morgan Arcade [email protected] The Hayes Cardiff CF10 1AF Pencoedtre High School, Barry August 2019

Appendix 3.2

Access Arrangements

83.85 X 81.72 X

83.40 X 81.62

81.70X

82.90 X

X 81.61 DO NOT SCALE FROM THIS DRAWING.

X 81.57

83.86 82.95 X 81.70 X 81.59CONTRACTORS MUST CHECK ALL DIMENSIONS ON SITE.

X X

81.60 ONLY FIGURED DIMENSIONS ARE TO BE WORKED FROM.

X 81.56 X

X X DISCREPANCIES MUST BE REPORTED IMMEDIATELY TO

X X81.59

X 81.70 X CAMBRIA CONSULTING LIMITED BEFORE PROCEEDING. X X

TARMAC

X 81.60 X

Spread:6.00 83.42

X 81.57 X THE CONTRACTOR IS TO REFER TO THE SPECIFICATION,

X X

Girth:0.3 84.04 81.60 X X MH UTR FULL SCHEDULE OF RESIDUAL RISKS IN THE CONTRACT

X X

G CL=81.51m DOCUMENTATION AND ALSO TO INFORMATION FROM OTHER X X

81.99

X 81.51 X DESIGNERS, IN PARTICULAR THE M&E CONSULTANT

NORTH X 81.89 X X X 81.59

83.82 MH UTR REGARDING EXISTING LIVE SERVICES. X X 81.68 81.58 BLOCKED GREASE TRAP X X

82.28 X CL=81.57m 81.53 REMH

TOP OF TREES=92.78 X 82.20 X 81.65 CL=81.53m THIS SYMBOL IS USED TO HIGHLIGHT INSTANCES

82.40 82.470mX EAVE X Spread:6.00 OF RISK WITHIN THE CONSTRUCTION PROCESS. Spread:6.00 82.32 81.87X 88.52

83.26 81.94 Girth:0.3 81.51 Girth:0.3 X 82.470mX 82.22 TOP OF TREES=93.05 ALWAYS CHECK FOR LATER REVISIONS OF THIS DRAWING. Spread:6.00

83.99 82.61 X X AIR CON Girth:0.3 CCTV 82.54 X 81.53

82.24X GRASS X 82.53 81.54 KEY: 82.33 81.54 Spread:4.00 X Spread:6.00 81.53

83.70 Girth:0.2 X Girth:0.3 83.05 X 82.51X NEW ROAD CONSTRUCTION (TBC) 82.58

82.87 X Spread:4.00 81.99 X 82.71 82.81 Girth:0.2 2.0m CHAINLINK X TOP OF TREES=92.48

X 82.65 82.77 NEW PEDESTRIAN AREA (TBC) X 82.71 Spread:4.00

TARMAC Spread:4.00 Girth:0.2 X 83.31 X MH S Girth:0.2

CL=83.04m NEW LANDSCAPING (TBC) 83.62 Spread:4.00 X

Girth:0.2 X GRASS SEAT TOP OF TREES=91.5783.44 X X MH F 81.51 NEW CAR PARK AREA (TBC) Spread:4.00 82.810mSpread:2.00 81.52 EAVE CL=83.02m 82.36 Girth:0.2 Girth:0.1 88.50 X 81.50 NEW ROAD MARKINGS TO EXISTING 83.81 TOP OF TREES=93.97 SEAT 82.860m 83.38 8.12 (TBC) Spread:2.00 83.29 83.25 83.18 Girth:0.1 NEW BUS DROP OFF AREA (TBC) ROUNDABOUT TO ENCOURAGE X 81.53 81.52 83.25 Spread:2.00 SINGLE LANE MOVEMENT. (EXACT 83.31 81.45

X LC RS 12.00 (TBC) Spread:6.00 Spread:2.00 Girth:0.1 SEAT

MARKINGS & SIGNAGE TBC) 83.51 83.43 X Girth:0.3 X Spread:2.00 NEW CROSSING POINTS (TBC) X Girth:0.1 83.41 83.56 3.20 81.54 83.36 RSX

83.45 X Girth:0.1

83.86

TOP OF TREES=90.43 BT 81.47 81.45 STOP X 83.72 EXISTING KERBLINE TO BE X Spread:6.00 MINI BUS 83.65 82.06 81.49 REMOVED Girth:0.3 83.88

Spread:6.00 83.47 X 83.83 CONFIRMATION OF 6m PEDESTRIAN Girth:0.3 83.81 83.72 82.78 "WAITING AREA" REQUIRED TO

Spread:6.00 84.16 83.73 X Post 81.52 NEW PROPOSED KERBLINE

TOP OF TREES=91.29 Girth:0.3 84.08 CONTINUE SITE LAYOUT DESIGN. 81.54 X 83.56 Spread:6.00 Spread:6.00 84.45 TOP OF TREES=90.21 Spread:6.00 Girth:0.3 Girth:0.3 84.37 ARCHITECTS PROPOSED

Post STEPS 81.69 EAVE X GRASS EAVE Girth:0.3 84.57 84.72 KERBLINE 82.24 FFL=81.69 TOP OF TREES=91.73 84.89 84.71 84.48 19.50 88.50

84.95 85.00 84.77 84.72 COACH 1 X ACO .1m 84.88 84.07 83.69 81.55 CL=81.50m 84.63 82.21 MH CABLES 85.07 84.37 Post 82.93 81.52 NEW PROPOSED CAR PARK 83.575m

84.96 84.07 83.98 X Spread:4.00 81.58 TOP OF TREES=90.05 83.89 81.47 LEVEL 84.77 6.00 (TBC) 83.210mGirth:0.3 85.04 84.55 TARMAC Spread:6.00 85.12 84.75 DP

85.02 X 2.72TOP 83.465mOF TREES=88.57 81.51 81.49 Girth:0.3 5.00 Spread:5.003.0083.68 3.28 82.25 81.53 G MH FPREVIOUS PROPOSED CAR 83.350m Girth:0.2 82.23 CL=81.53m

1.2m HR DP MH UTR PARK LEVEL X 81.78 84.97 84.76 G 82.85 CL=81.50m 19.50 1.2m HR

COACH 2 84.21 82.03 84.14 0.50 TARMAC ST4 83.92 X RS 83.47 83.350m 82.00 E 311921.335 81.49 85.25 84.55 82.03 85.13 84.98 G 83.99 83.00 STEPS N 170257.692 84.95 84.62 FH 81.74 84.74 X 1.2m HR TARMAC 83.575m81.95 81.71 Z 81.518 81.66 84.79 84.34 X 84.23BL 83.69 DP TARMAC 84.03 X 81.50 85.30 84.42 X RS 84.07 5.00

83.98 X 81.64 BL 82.39 81.58 85.23 3.00 81.62 Spread:6.00 84.12 BL LC 84.07 85.35 84.99 83.97 ST3 EAVE Girth:0.3 Spread:5.0084.97 LC

85.38 84.02 83.91 X BL E 311881.612 84.99 Girth:0.2 83.96 BL TARMAC TOP OF TREES=90.69 85.11 Spread:6.00 N 170251.423 84.18 84.25 85.09 85.05 Girth:0.6 Z 84.036

Spread:6.00 85.13 84.26 84.16BL BL 0.50 84.12X 81.55

86.00 Girth:0.3 TOP OF TREES=92.18 CCTV 84.13 LC BL X Spread:5.00

85.49 84.20 84.30 Girth:0.2 85.21 X 85.82 85.14 84.18 81.60 85.37 84.79 84.12 82.83 CANOPY 86.27 83.66

GRASS 84.20

84.25 85.87 X 84.17 ST2 Spread:5.00 GRASS STEPS E 311854.364 Girth:0.2

83.97 DP

Spread:5.00 SEAT N 170245.184 84.11 84.27 85.22 X 85.29 84.06 85.15 85.30 Z 84.553 81.61 81.55 85.36 Girth:0.3 86.22 SEAT 82.30 Spread:1.00 84.64 84.35 Spread:4.00 Spread:6.00 TOP OF TREES=92.02 85.25BUS / COACH DROP OFF TO BE SEAT

Girth:0.1 X Girth:0.2 Girth:0.0 84.65 MANAGED AS A "STACKED SYSTEM" Spread:5.00 Spread:5.00 84.36 TOP OF TREES=91.96 84.26 Girth:0.3 Girth:0.3 84.39 DP DP 85.33 81.59 85.39 83.715m 2.0m METAL TARMAC X 82.77 (INCLUDING MINI BUS BAY) TOP OF TREES=89.68 81.59 86.07 MARKINGSLC & SIGNAGE TBC) Spread:5.00 Spread:5.0083.865m 81.59 X Girth:0.3 Girth:0.3 81.62 85.57 Spread:4.00 81.66 85.49 84.73 Girth:0.2 85.05 83.48

84.36 86.38 RIDGE 85.01 X 81.63 DP GRASS SEAT 84.30 85.36 85.33 85.57 GRASS 81.60 84.28 84.48 81.70

84.21 81.60 84.11 X 82.36 84.39 Spread:6.00 85.46 STEPS 85.52 Girth:0.3 86.17

84.38 84.44 85.47 84.80 81.57 TARMAC 84.53 85.47 STEPS O/H LINE 81.77 85.73 85.02 85.64 81.66 86.48 84.46 82.78 LC 81.75 81.62 AIR CON FIRST ISSUE FOR COMMENT SJ CP GC SEAT P01 83.55 81.93 16/08/19 85.51 TOP OF TREES=93.73 RS 81.55 X Spread:1.00 84.49 Rev. Description By Chk App 85.32 Girth:0.4 84.44 81.55 85.74 Spread:6.00 84.34 GRASS 85.60 X Spread:6.00 Spread:6.00 85.68 85.62 84.35 82.24 X 85.62 Girth:0.3 Girth:0.3 Girth:0.3 G 84.58 84.095m Client:

85.53X 85.51

85.59 82.89 X Spread:1.00 X 84.56 86.29 84.62 84.63 82.25 85.47 84.58 84.095m

SEAT 84.59 Girth:0.1 82.12

85.46 X 85.46 SEAT 82.77 82.43 X MH F 86.60 85.34 84.71 1.2m HR

85.62 GRASS 84.64 CL=84.74m

85.70 85.39 TOP OF TREES=91.31 82.18 ST1 X Spread:2.00 85.28 83.02 STEPS 2.0m METAL E 311824.726 85.42 Girth:0.1 82.39

85.04 84.61 N 170223.313 85.40G X

86.18 84.56 84.73 GRASS GRASS 83.19

Z 85.719 SEAT 84.66 85.63 X 84.68 83.47

85.71 84.76 83.58 TARMAC 82.98

86.57 85.33 X MH S Project:

85.30 CL=84.72m 83.25

85.23 84.75 84.70 CL=83.64m

GRASS 85.54 X X 84.13

Spread:5.00 84.79 TARMAC 84.77 LC 83.47 MH DP O/H LINE

X 83.73 G 1.2m HR X

85.23 Girth:0.2 X 84.72 PENCOEDTRE 83.67 X

85.20 X 83.93 83.68 85.20 X

85.26 83.58 83.97 X 85.20 X

84.78X 84.69 84.08 83.90 83.63 X HIGH SCHOOL

85.16 85.02 84.87 84.82 G MH

85.71 85.64

84.95 84.81 83.99X 83.86 CL=83.72m

NEW CROSSING POINTS ADDED GRASS X X X

85.53 X 83.94 85.36 85.07 ST5 (CC1941)

84.86 X

TO EXISTING FOOTWAY 85.58 84.99 84.65 E 311908.586 86.14 X

84.89 X 83.77

MH F X X N 170217.962

(MARKINGS & SIGNAGE TBC) 85.67 2.0m METAL

85.62 85.42 CL=84.82m 84.45 Drawing Title: 85.00 X

85.59 Z 83.961 EAVE

85.48 85.25X X 84.36

84.86 84.92 85.13 86.99 G X X 84.01

GARDENS 84.96 X X 2.0m METAL X 85.00 X 85.22X

Spread:6.00 85.36 85.19 84.99X 84.98 BUS & COACH DROP OFF:

// X

// 85.68

// GRASS

// 85.39

// 85.53 GRAVEL

// //

Girth:0.3 X //

// Post 85.61 85.33 // 85.04 X 84.94 84.43

// 85.61 85.58 RS X 85.91 85.29 X

86.20 X

86.49 1.7 RAIL

// 85.60 TOP OF TREES=93.42 85.16 84.84 GENEARL ARRANGEMENT //

85.75 1.2m HR X

// G 85.27

// 85.50 85.21 85.11

// 86.77 85.09 85.24

// 86.59 X

85.60 X X

85.46 X

// 85.83 85.22

TARMAC RS X // 85.35

// 85.43 X 84.90 84.00

85.49 85.24 85.36 X

X 85.35 // MH F X G 85.13 83.88

// 86.85 85.67 85.33 85.46 // CATV

// 86.30 CL=85.49m 85.38 85.27 X

// 0.8 CB 85.56 85.35 // 85.53 85.30 85.50

// 85.38 Drawing No.

// 86.90 85.92

85.08 X

// 86.72 85.60 85.45 X

// 85.81 ST X // 85.81 85.80 TARMAC 85.18 X 85.21

// 85.50 X 86.98 X

// G 85.44 2.0m WOODEN X PHS CAM SW XX GA C 1163

// 85.71 85.33 85.33 85.12 TARMAC // 85.45 X

85.39 85.20

// 85.33 // 85.66 X 86.11 85.43 85.43 X 85.620.1 PVC 85.56X X X 84.19

85.98 85.53 IL=85.53 X X 85.42 X Project No. Org. Vol. Level Type Dis. Number 87.11 86.94 85.71Post 85.58 85.92 85.72 85.60 85.54 85.89 85.61 85.62 85.54 Spread:10.00 85.82 85.72 X Suitability Status: Scale @A1: Rev:

Girth:0.7 85.50 84.62 X 85.73 86.07 85.63 Post 85.97 85.67// 1:200 86.22 85.76 X S3 PRELIMINARY P01

86.24 85.99 // 85.74 85.66 2.0m METAL X BL 86.14 85.83 E 311807.191 // 87.07 85.95 85.75// 85.05 // 84.23 // 86.12 85.98 84.11

ST8 N 170200.712 Post X G 85.88 X 86.03 Z 85.999 85.94 Post 86.14 PROPOSED 86.25 86.12 // // X

86.06 SCHOOL 86.06 X 86.54 Post G

86.43 CCTV // EXISTING FOOTWAY TO BE USED AS X

86.20 85.43 // 84.36 86.26 X MH 85.55 LC 85.55 86.37 SHARED FOOTWAY / CYCLEWAY. CL=86.37m X

// WIDTH VARIES APPROX. 2.95m 86.49 86.95 87.03 Civil & Structural Engineers T 029 2009 3333

// CONFIRMATION NEEDED ON SUITABILITY 84.81 86.45 X Cambria House E [email protected] LC 85.18

87.20 (MARKINGS & SIGNAGE TBC) 16 Plas St. Pol de Leon W www.cambria.co.uk 86.57 // 87.13 Spread:4.00

86.65 X Penarth Marina @cambriauk // Spread:8.00 Girth:0.2 Cardiff, CF64 1TR uk.linkedin.com/in/cambriauk

1.28 CB // 2.0m METAL TARMAC 87.15TP Girth:0.4 86.74 X Pencoedtre High School, Barry

AECOM Limited 1 Callaghan Square Cardiff CF10 5BT United Kingdom

T: +44 29 2067 4600 aecom.com

Prepared for: Vale of Glamorgan Council AECOM 24