Welsh Government M4 Corridor around Newport Proof of Evidence – Engineering Design
Adran yr Economi a’r Seilwaith Department for Economy and Infrastructure
The M4 Motorway (Junction 23 (East of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and The M48 Motorway (Junction 23 (East of Magor) Connecting Road) Scheme 201-
The M4 Motorway (Junction 23 (East of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and The M48 Motorway (Junction 23 (East of Magor) Connecting Road) (Amendment) Scheme 201-
The London to Fishguard Trunk Road (East of Magor to Castleton) Order 201-
The M4 Motorway (West of Magor to East of Castleton) and the A48(M) Motorway (West of Castleton to St Mellons)(Variation of Various Schemes) Scheme 201-
The M4 Motorway (Junction 23 (East of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and the M48 Motorway (Junction 23 (East of Magor) Connecting Road) and The London to Fishguard Trunk Road (east of Magor to Castleton) (Side Roads) Order 201-
The Welsh Ministers (The M4 Motorway (Junction 23 (East of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and the M48 Motorway (Junction 23 (East of Magor) Connecting Road) and the London to Fishguard Trunk Road (East of Magor to Castleton)) Compulsory Purchase Order 201-
The M4 Motorway (Junction 23 (East Of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and The M48 Motorway (Junction 23 (East Of Magor) Connecting Road) (Supplementary) Scheme 201-
The Welsh Ministers (The M4 Motorway (Junction 23 (East Of Magor) to West of Junction 29 (Castleton) and Connecting Roads) and The M48 Motorway (Junction 23 (East Of Magor) Connecting Road) and The London to Fishguard Trunk Road (East of Magor to Castleton)) Supplementary Compulsory Purchase Order 201-
Proof of Evidence
Ben Sibert, BEng CEng FICE MIStructE MCIHT
Welsh Government, Engineering Design
Document Reference: WG 1.5.1
January 2017
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Welsh Government M4 Corridor around Newport Proof of Evidence – Engineering Design
Contents 1. Author ...... 9
2. Scope and Purpose of this Proof of evidence ...... 11
3. Development of the Scheme ...... 15
Overview ...... 15
4. The Scheme ...... 17
Scheme Overview ...... 17
Applicable Design Parameters ...... 18
Scheme Description ...... 20
Junctions and Links...... 22
J29A St Mellons ...... 22
J29 Castleton Interchange ...... 23
Docks Way Junction and Link ...... 23
Glan Llyn Junction and Link ...... 25
Junction 23 M48 Roundabout and Junction 23A Magor ...... 27
Rest Areas along the M4 Motorway ...... 29
Highway Engineering and Alignment– Proposed New Motorway and Side Roads ...... 32
Overview ...... 32
Side Roads ...... 35
Lighthouse Road ...... 36
New Dairy Farm Access Track ...... 38
Nash Road/Meadows Road ...... 38
North Row ...... 40
St Brides Road ...... 40
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The Elms (Rockfield Lane) ...... 42
Bencroft Lane ...... 42
Alignment across the Gwent Levels SSSIs ...... 43
Alignment in Vicinity of Industrial Automation and Control Systems (Ch. 12+650) ...... 44
Alignment in the Vicinity of Newport Docks and the River Usk (Ch. 8+600 to 11+400) ...... 47
Highway Engineering – Reclassification of the Existing M4 around Newport and the A48(M) ...... 50
Lighting ...... 52
Public Rights of Way ...... 52
Provision for Non Motorised Users ...... 52
Non Motorised Users and the Reclassification of the Existing M4 ...... 53
Earthworks and Geotechnics ...... 54
Structures ...... 57
River Usk Crossing ...... 60
Bridges over Railways ...... 61
Highway Drainage ...... 64
Land Drainage ...... 73
Statutory Undertakers’ Plant ...... 74
Private Means of Access ...... 75
Overview ...... 75
Ty’n y Brwyn Farm Access ...... 75
W&M McDonald Access ...... 76
Alan R Jones and Sons’ Access and Nash Road...... 76
Tatton Farm PMA ...... 77
Mr Smith - Orchard Farm (OBJ238) ...... 78
Mr Derek David - Fair Orchard Farm (OBJ0216) ...... 78
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Tata Glan Llyn Access Link ...... 78
Carlsberg Supply Company UK Ltd (OBJ 0098) ...... 79
Operations and Maintenance ...... 79
Motorway Operations and Intelligent Transport Systems ...... 80
Maintenance Facilities for Statutory Undertakers Assets ...... 83
Maintenance Facilities for Highway and Land Drainage ...... 84
River Usk Bridge Operations and Maintenance ...... 85
Demolition of property ...... 87
Further Scheme Development ...... 88
5. Land interests in the Compulsory Purchase Order ...... 89
Overview ...... 89
Network Rail (OBJ0025) ...... 90
Mr T G Hicks, Parc Golf Club (OBJ0049) ...... 90
Industrial Automation and Control Systems (IAC) Systems. (OBJ0068) 91
Tarmac Ltd & Cambrian Stone Ltd. (OBJ0097) ...... 91
Bovis Homes (OBJ0103) ...... 92
Cargo Services (UK) Ltd (OBJ0137) ...... 93
Mr John & Mr Peter Baker, Maerdy Farm (OBJ0145) ...... 94
Sustrans Limited (OBJ0148) ...... 94
Mr Nicholas & Ms Rebecca Clarke, Whitecross Farm (OBJ0207) ...... 95
Mr Clive Rabbitt, Daffodil Lodge and Ty Knoll (OBJ0209) ...... 96
Mrs T.C. Allen, Myrtle House (OBJ0211) ...... 96
Mrs D Alred and R P Richardson (Gwent) Ltd (OBJ0212) ...... 97
Mr JS and Mrs RE Anstey, Old Court Farm (OBJ0213) ...... 98
Miss Susan Anstey, Court Farm (OBJ0214) ...... 99
Mr D Colley, Great House Farm (OBJ0215) ...... 101
Mr Derek David, Fair Orchard Farm (OBJ0216) ...... 102
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Mr Huw Edwards and Mrs Brenda Edwards, New Dairy Farm (OBJ0217) ...... 104
Mr W.T German, Arch Farm (OBJ0218) ...... 105
Executors of DG Harris (OBJ0219) ...... 105
Mr M D W Hazell, Cefn Henllan Farm (OBJ0220) ...... 106
Mr P G and Mrs D J Howells, Pant Rhiw Goch Farm (OBJ0221) ...... 107
Mr D H James, North Court Farm (OBJ0223) ...... 107
Trustees of F H James Partnership, Penterry Farm (OBJ0224) ...... 108
Mr R M Jenkins, Red House Farm (OBJ0225) ...... 109
Mr C W Jones, Barnetts Cottage (OBJ0226) ...... 109
Messrs R Jones, G Jones, K Jones M Jones and R Jones, New Park Farm (OBJ0227) ...... 110
Mr W D Jones, Carrowhill Farm (OBJ0228) ...... 111
Mr John and Mrs Joan Major, Langley Villa (OBJ0229) ...... 112
Miss Laura Neville, Cefn Llogell Fach (OBJ0230) ...... 113
Mr N Park, Pembroke House Miss A S Park, Miss S R Park Miss V L Park and Mr A B T Park, White House Farm (OBJ0231) ...... 114
Miss Christine Phillips, Green Farm (OBJ0232) ...... 115
Mr Stephen Phillips, Elder Cottage (OBJ0233) ...... 115
Ms Jane Renton OBJ0237 ...... 117
Mr Llewellyn Pritchard, The Beeches (OBJ0235) ...... 117
Mr William Reece, 16, Highfield, Caerwent (OBJ0236)...... 118
Mr Arthur Smith, Orchard Farm (OBJ0238) ...... 119
Messrs JJ and AD Turner & Sons, Church Farm (OBJ0239) ...... 120
Mr Alan Williams, Hendrew Farm (OBJ0240) ...... 121
Mr Lyndon Williams, Upper Grange Farm (OBJ0241)...... 122
Mr Paul and Mrs Karen Clatworthy, The Old Rectory (OBJ0257) ...... 123
Gwent Wildlife Trust (OBJ0270) ...... 124
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Ashtenne (OBJ0301)...... 125
Hanson UK (OBJ0305) ...... 126
Royal Ordnance (Crown Service) Pension Scheme Trustees Limited (OBJ0306) ...... 126
Liberty Steel Newport Ltd (OBJ0308)...... 127
Technoplan Anstalt (OBJ0317) ...... 128
Mr Mark Williams, Mr Mark Skinner, Mr. Mark Williams Pension Fund Administrators and Mr Clive Coulthard, Hollywood Farm (OBJ0322) . 129
UK Healthcare Property 1 LLP (OBJ0339) ...... 129
Mr Melville Waters (OBJ6891) ...... 130
Marshalls Mono Ltd (OBJ0329) ...... 131
Newport Docks – Associate British Ports (OBJ 0031) ...... 132
Newport Docks - LDH Plant Limited (OBJ0047) ...... 135
Newport Docks - Origin UK Operations Ltd (OBJ0291) ...... 136
Newport Docks - W E Dowds Shipping Ltd (OBJ0302) ...... 137
Newport Docks - CJN Engineering Ltd (OBJ0312) ...... 138
Newport Docks - Jewson Limited & Saint Gobain Building Distribution Ltd (OBJ0313) ...... 139
Newport Docks - Ronnie Evans Bulk Hauliers UK & Europe (OBJ0316) ...... 140
Magor Service Station ...... 141
Statutory Utilities...... 141
Mr and Mrs Gill – The Croft, Coedkernew ...... 142
6. Conclusions ...... 143
Development of the Scheme ...... 143
Route Selection ...... 143
The Gwent Levels SSSIs and River Usk SAC ...... 145
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Junctions ...... 147
Motorway Rest Areas ...... 149
Side Roads ...... 150
Reclassification ...... 151
Non Motorised Users ...... 152
Land in the Compulsory Purchase Order ...... 152
Intelligent Transport Systems ...... 153
The Scheme ...... 154
7. References – Drawings ...... 159
General Arrangement Drawings ...... 160
Highway Drainage and Reen Mitigation ...... 161
Landscape Environmental Master plans ...... 162
Highway Geometry Plan and Profile Drawings ...... 163
Typical Highway Cross Sections ...... 166
8. Appendices (Separate Volume) ...... 167
List of Figures
Figure 1 - Visualisation showing Glan Llyn Junction and the Tata Site ...... 26 Figure 2 - Visualisation showing Lighthouse Road and New Dairy Farm Access Bridges, St Brides Wentlooge ...... 37 Figure 3 – Visualisation showing Nash Road and Meadows Road, Newport 39 Figure 4 - Visualisation showing North Row, Redwick...... 41 Figure 5 - Visualisation of the River Usk Crossing from the east ...... 46 Figure 6 - Extract from Amendment Scheme Order Schedule 3 (Doc. 2.4.20) ...... 49 Figure 7 - Visualisation of Percoed NMU Bridge ...... 57 Figure 8 - Visualisation showing Duffryn Railway Bridge and Percoed NMU Bridge, Duffryn ...... 59
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Figure 9 - Visualisation showing Llandevenny Railway Bridge and WTAs 9 and 10 ...... 68 Figure 10 - Visualisation showing junction 23A, west Magor and WTAs 11 .. 71 Figure 11 - Example Motorway Signal Mark 4 (MS4) sign ...... 81 Figure 12 – Example traffic sign warning of steam cloud on the A548 in Flintshire near the Deeside power station ...... 81 Figure 13 - Visualisation of ITS gantry at Ch.10+500 on the River Usk Crossing ...... 82
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Welsh Government M4 Corridor around Newport Proof of Evidence – Engineering Design
1. Author
1.1 I am Benjamin Sibert. I am a Director of Ove Arup and Partners Ltd (Arup), a multi-disciplinary consultancy, where I have responsibility for Highways and Civil Engineering in the firm’s West region: Wales, Northern Ireland and South West England. I am a Chartered Civil Engineer with 24 years’ experience in the design and construction of highway schemes. I graduated from the University of Sheffield in the summer of 1992 with a first class honours degree in Civil and Structural Engineering.
1.2 I am a Fellow of the Institution of Civil Engineers (2015), a member of the Institution of Structural Engineers (1996) and a member of the Chartered Institution of Highways and Transportation (2012).
1.3 Upon graduating from university in 1992, I joined the Cardiff office of Arup working on the design of highways and bridges. I spent a year between July 1994 and July 1995 working for the civil engineering contractor Christiani and Nielsen, on the construction of the A470 Pentrebach to Cefn Coed dual carriageway, after which I returned to engineering design work at Arup. I became a chartered engineer in 1996. Between July 1999 and July 2001, I worked for the bridge engineering consultant Cass Hayward and Partners, based in Chepstow. I returned to work at Arup in Cardiff in July 2001 where I have been based since except for two notable assignments. In 2004, I spent a short assignment working for the steel bridge fabricator Cleveland Bridge in their design office company Dormon Long Technology. In 2005 I spent a three month assignment working for Arup in the firm’s office in Brisbane, Australia.
1.4 I am a review panel member for the Design Commission for Wales.
1.5 I specialise in the design of highway schemes. My experience includes the N25 Waterford Bypass, the Port Talbot Peripheral Distributor Road, the A465 Dualling Section 3 Brynmawr to Tredegar, the M4 Corridor
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Around Newport Key Stage 2, the Rheola Bridge part of the Porth Relief Road and bridge designs on the A350 Semington to Melksham Bypass, the M6 Toll, the A650 Bingley Relief Road and the A41 Aston Clinton Bypass. More information on notable schemes I have worked on is provided in the following paragraphs.
1.6 Port Talbot Peripheral Distributor Road, Wales. An Early Contractor Involvement (ECI) Design and Build (D&B) project for Costain and Neath Port Talbot County Borough Council comprising 4km of dual carriageway with a major bridge crossing the South Wales Mainline railway, signal relocations and permanent way realignment. My roles between 2008 and 2013 included Project Manager then Project Director and Contractor’s Responsible Engineer for civil works for Arup. The Scheme value was £60M and it was completed 2013.
1.7 N25 Waterford Bypass, Waterford, Ireland: 250M Euro dual carriageway bypass in Ireland. My role was Designer’s Project Manager. The Scheme was opened to traffic in October 2009 and comprises 17km mainline, 50+ structures including 465m long cable stayed River Suir Bridge. Ove Arup and Partners Ltd. was appointed as designers to the design and build contractor BAM-Dragados JV.
1.8 I led the design of the £110M A465 Dualling Section 3 Brynmawr to Tredegar, Wales, from March 2010. In March 2012, I was the witness for Engineering Design at the Public Local Inquiry, held in Ebbw Vale into the draft Orders and Environmental Statement. The Orders for this Scheme were made in the autumn of 2012 and the Scheme opened to traffic in September 2015.
1.9 From July 2013 until March 2014, I was the structures design team leader for the preparation of the M4 Corridor Around Newport Plan (Doc. 4.5.7) and preferred route (Doc. 4.6.8) announcement.
1.10 In March 2015 I was appointed as the Design Project Manager for the development of the preliminary design and draft Orders for the M4
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Corridor around Newport (the Scheme), working in Arup Atkins Joint Venture for the ECI design and build contractor Costain Vinci Joint Venture. I have led the development of the Scheme through this period to the present including the publication of draft Orders in March 2016. I am responsible for managing and coordinating the engineering design teams involved in the Scheme, namely: highways, structures, geotechnics and drainage. I have worked with my colleague, Dr Peter Ireland, the Environmental Coordinator, to ensure coordination between the engineering design and environmental disciplines.
1.11 In preparing the draft Orders design I have been supported by my team of engineers and consultants. They have worked to my instruction and I adopt their work as my own and opinions I express are my own. My field of expertise is the design of structures, the coordination of input from other specialists and the holistic engineering design of the Scheme. The engineering team includes specialists in the fields of highway alignment, junction layout and the design of associated highway features including traffic signs and road markings, boundary fencing and road restraint systems, drainage, geotechnical design and the design of pavements and road lighting. I have drawn upon the expertise of these specialists in the production of this Proof of Evidence.
1.12 The evidence which I have prepared and provide in this Proof of Evidence has been prepared and is given in accordance with the guidance of my professional institution and I confirm that the opinions expressed are my true and professional opinions.
2. Scope and Purpose of this Proof of evidence
2.1 My evidence will explain the engineering design aspects for the Scheme: the M4 Corridor around Newport (hereafter referred to as the Scheme), comprising a proposed new dual three lane motorway to the south of Newport and complementary measures. It includes the vertical and horizontal highway geometry, the junction designs, design of the new structures, the earthworks, elements of surface water drainage and the
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associated infrastructure (fencing, safety barrier, pavement, traffic signs, road markings, road lighting and intelligent transport systems).
2.2 I will explain the reasons why aspects of the Scheme have been proposed where they relate to topics raised by objectors including:
a) the development of the horizontal and vertical alignment across the Gwent Levels SSSIs and the Newport Docks; b) the development of junctions and links; c) the land in the draft Compulsory Purchase Order (Doc. 2.1.5) (CPO) which is essential for the Scheme, including the engineering reasons why the Scheme footprint is as proposed; d) the access to rest areas along the M4 motorway; e) interfaces with statutory undertakers Network Rail and ABP; f) private means of access;
2.3 For surface water drainage, my evidence will present the highway drainage engineering details, locations of ponds with respect to existing topography and ground features and the engineering layout of attenuation lagoons and reed beds.
2.4 My evidence will explain the land required for the Scheme for the permanent engineering works and for operations and maintenance. I will present the reasons for the compulsory purchase of land from Statutory Objectors.
2.5 My evidence will present the decision making for developing the TR111 layout into the Scheme which leads to the land required in the CPO. It will show how have taken into consideration the environmental issues and proposed mitigation as detailed in the ES, including the requirements of Section 28G of the Wildlife and Countryside Act (Doc. 3.1.7) with respect to the Gwent Levels SSSIs “to take reasonable steps, consistent with the proper exercise of the authority’s functions, to further the conservation and enhancement of the flora, fauna or geological or physiographical features by reason of which the site is of special
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scientific interest”; and the requirements of The Conservation of Habitats and Species Regulations 2010 (Doc. 3.1.22) with respect to the River Usk Special Area of Conservation (SAC). These sites and other habitats support protected and notable species, such as bats, otters, dormouse, water vole, badger, hedgehog, reptiles, great crested newts and other amphibians, birds, fish, invertebrates and fora species.
2.6 Aspects of my evidence interface with the evidence of other witnesses including Matthew Jones (WG1.1.1), Bryan Whittaker (WG1.2.1), Barry Woodman (WG1.6.1), Dr Peter Ireland (WG1.7.1), Julia Tindale (WG1.10.1), Andy Clifton (WG 1.11.1), and Jonathan Vine (WG 1.22.1). The interface between my evidence and that of Mike Vaughan (WG1.17.1) and Richard Graham (WG1.15.1) is set out in more detail in the following two paragraphs.
2.7 The Flood Consequences Assessment Proof of Evidence (WG1.17.1) will be presented by Mike Vaughan, including matters related to the highway drainage including the rainfall, volumes of water, rates of discharge of water, volumes of water to size the Attenuation Lagoons, levels of water in the Attenuation Lagoons.
2.8 The Water Quality Proof of Evidence (WG1.15.1) will be presented by Richard Graham, including the function of reed beds and the plan areas required for reed beds.
2.9 The objective of this evidence is to demonstrate that due regard has been taken of the physical characteristics and constraints imposed by the topography and local features and that the proposed alignment accords with the relevant standards and meets the relevant objectives of the Scheme covered by my area of expertise. In addition it will demonstrate that the environmental issues and proposed mitigation as detailed in the Environmental Statement (Doc. 2.3.2) and the Environmental Statement Supplement (Doc. 2.4.4) have been taken into account in the engineering design.
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2.10 For simplicity of reference, throughout my evidence I will refer to the following abbreviations:
a) draft Compulsory Purchase Order (Doc. 2.1.5) as the “CPO”; b) the draft Side Roads Order (Doc. 2.1.3) as the “SRO”; c) the Environmental Statement and its Supplements (Docs. 2.3.2, 2.4.4 and 2.4.14) as the “ES”; d) the Design Manual for Roads and Bridges (Doc. 6.1.8) as the “DMRB”.
2.11 My evidence is presented in the following structure, with a detailed contents provided at the start of the document.
1. Author 2. Scope and Purpose of this Proof of evidence 3. Development of the Scheme 4. The Scheme 5. Land Interests in the Compulsory Purchase Order 6. Conclusions 7. References - Drawings 8. Appendices (Separate volume)
2.12 The drawings describing the Scheme and supporting my evidence are provided in a number of different locations within the Environmental Statement, the Supplements and associated reporting. To assist the reader, I have included in section 7 of my evidence, a list of drawings, their revision numbers and their location within the PLI library.
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3. Development of the Scheme
Overview
3.1 Matthew Jones will explain the development of the Scheme up to the adoption of the Plan (Doc. 4.5.7) for the M4 Corridor around Newport in July 2014 and the TR111 (Doc. 4.6.8) preferred route layout of the same date.
3.2 My evidence will cover the development of the Scheme from the July 2014 TR111 (Doc. 4.6.8) layout to the present.
3.3 I have worked closely with Dr Peter Ireland, the Environmental Coordinator, to ensure that the engineering proposals have taken due regard of environmental factors, legislation and that appropriate mitigation has been included in the CPO.
3.4 I have worked closely with Barry Woodman and his team of construction engineers as an Early Contractor Involvement (ECI) team to develop the designs and to ensure that the buildability of the Scheme has been incorporated in the design and in the CPO.
3.5 Peter, Barry and I have integrated our teams in a collocated office throughout the ECI phase from March 2015 onwards which has ensured that the Scheme is coordinated.
3.6 The engineering proposals accord generally with the TRIII preferred route (Doc. 4.6.8) published in July 2014.
3.7 Engineering design options considered during the development of the preliminary design and draft Orders are described in the Design Options Report (Doc. 6.2.4 and 6.2.5). I will explain in my evidence changes to the engineering layout which result in differences between the published Scheme and the TR111 (Doc. 4.6.8) alignment, referred to as the conceptual design. The decision making process used in the appraisal of
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options and the benefits they bring to the Scheme are explained in the report.
3.8 From March 2015, I have led the development of the preferred route layout to the preliminary engineering design layout which has been used to prepare the draft Orders. In leading the development of the preliminary design during this period, I have considered the physical characteristics and constraints imposed by the topography and local features, I have ensured that the proposed alignment accords with the relevant standards or requested departures from standards where considered appropriate, and that it meets the Scheme objectives and I have taken into consideration the environmental issues and proposed mitigation as detailed in the ES, including the requirements of Section 28G of the Wildlife and Countryside Act (Doc. 3.1.7) with respect to the Gwent Levels SSSIs “to take reasonable steps, consistent with the proper exercise of the authority’s functions, to further the conservation and enhancement of the flora, fauna or geological or physiographical features by reason of which the site is of special scientific interest” and the requirements of The Conservation of Habitats and Species Regulations 2010 (Doc. 3.1.22) with respect to the River Usk Special Area of Conservation (SAC).
3.9 The Scheme has been reviewed by the Design Commission for Wales (DCFW) on four occasions during its development in November 2007 (Doc. 4.2.15), April 2008 (Doc. 4.2.16), June 2015 (Doc. 4.6.9) and October 2015 (Doc. 4.6.10); the latter two being during the development of the preliminary design and draft Orders.
3.10 The June 2015 review was an update for the Commission on progress of the Scheme and to seek their overall views on direction. At the October 2015 review, more information was available for the panel to review the details of the Scheme. I will explain modifications to the design and response to the comments made by the Commission in section 4.146 of my evidence in respect of engineering and structures. Nick Rowson will address matters of Landscape design in his evidence (WG 1.8.1).
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3.11 The Welsh Government wrote to the DCFW on 4 January 2017 to advise of the change in height of the River Usk Crossing implemented in the Amendment Scheme Order (Doc. 2.4.16 and 2.4.20), to seek comments regarding the change. At the time of writing evidence, no response had yet been received.
3.12 The Scheme was originally proposed as a dual three lane motorway in the 1993 public consultation (Doc. 4.1.10) and this was repeated in the 2006 Public Exhibition Brochure (Doc. 4.2.8) and in the July 2014 Plan (Doc. 4.5.7).
3.13 The choice of D3M cross section was verified during the preparation of the Plan in 2014 and is summarised in the Stage 2 Scheme Assessment Report (Doc. 4.5.18) at paragraph 12.3. I provide more information on highway cross sections in section 4 of my evidence.
4. The Scheme
Scheme Overview
4.1 In my evidence, I will often use the following terms to describe different parts of the Scheme as appropriate:
a) The proposed new motorway – referring to that part of the Scheme which would be the new dual three lane motorway to the south of Newport. b) The reclassified M4 – referring to that part of the Scheme which is the existing M4 route to the north of Newport and the A48(M) between junction 29 and junction 29A at St Mellons, which would be reclassified as trunk roads. c) The proposed new trunk road link – referring to that part of the Scheme which would be the new length of dual two lane trunk road link between junctions 23 and 23A.
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4.2 Supplements to the draft Orders were published by the Welsh Government in September 2016 and December 2016 as described by Matthew Jones in his evidence (WG 1.1.1).
4.3 Proposed Modifications to the draft Orders have been prepared and will be presented to the Inspector at the Public Local Inquiry. They have been sent to the relevant land interests. The principles of the modifications are described in Matthew Jones’ evidence. (WG 1.1.1).
4.4 As explained by Bryan Whittaker in his evidence (WG1.2.1), on the 28 th July 2016 a new version of TEMPRO and National Trip End Model (NTEM) dataset was published and replaced Version 6.2, which had formed the basis of the development of the Reference Case in the March 2016 Forecasting Report, which necessitated a model update considering the scale of change between the two versions.
4.5 The Scheme highway design published in March 2016 was based upon traffic data from the March 2016 Traffic Forecasting Report (Doc. 2.3.10). I have led re-evaluation of the Scheme highway design for the data from the December 2016 Revised Traffic Forecasting Report (Doc. 2.4.13), the findings of which confirmed that no changes to the Scheme engineering proposals or draft Orders were required as a result of the change to the TEMPRO and NTEM dataset.
Applicable Design Parameters
4.6 The Scheme generally accords with the standards of the Design Manual for Roads and Bridges (DMRB) (Doc. 6.1.8).
4.7 The Alignment and Junctions Report (Doc. 6.2.1) also describes the design parameters used for the highway geometric design. The Scheme components are design for the following design speeds. Refer to Alignment and Junctions report except where noted 1.
1 Doc. 6.2.1 – Alignment and Junctions Report section 6.1.
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a) The proposed new dual three lane motorway: 120A kph, national speed limit for motorways. b) Junction 23 to junction 23A trunk road link: 120A kph. Speed limit: national speed limit for dual carriageways. c) Side Roads: 50kph. Speed limits vary and would be agreed further during detailed design with the local authorities and the police. d) Reclassified M4 and A48(M): Design speed: 120B kph 2. Speed limits: national speed limit for dual carriageways except for 60mph limit between junctions 25 and 26 approximately, through the Brynglas tunnels. e) Links and slips roads: varies – refer to Doc. 6.2.1 for details.
4.8 A number of departures from the DMRB highway geometry standards are proposed that would benefit the Scheme holistically. These are described in the Departures from Standards Report – (Highways) (Doc. 6.2.22), where 26 departures are identified along with an explanation of the benefits of each departure. These departures from Standards have all been approved by the Welsh Government. I provide further explanation of selected departures from standards in later sections of my evidence.
4.9 For the reclassification of the existing M4 around Newport and the A48(M), the Welsh Government policy for accepting modifications to existing roads is to assess the highway layout as per new highway design standards. The Departures from Standards Report – (Reclassified M4 and A48(M)) (Doc. 6.2.23) describes 109 departures along with an explanation of the benefits of each departure. These departures from Standards are currently with the Welsh Government for approval and are expected to be approved before the start of the Public Local Inquiry.
4.10 Parameters for clearances and dimensions of bridges crossing Network Rail assets have been established through consultation with Network
2 Doc. 6.2.6 – Reclassification Design and Options Report section 6.1.1.
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Rail and documented in the Approvals in Principle for the bridges which I will cover later in the structures section of my evidence.
4.11 Minimum parameters for clearances and dimensions of bridges crossing railways in Newport Docks have been taken as the same Network Rail Standards indicated above, and I note that the clearances provided to the railways in the Newport area far in excess of the minimum required. Refer also to section 4.112 of my evidence for more detail of vertical clearances beneath the River Usk Crossing over the Newport docks. I note that the railways in the docks are not owned and operated by Network Rail but that they are connected to Network Rail infrastructure.
4.12 The River Usk Crossing would be provided with clearance beneath the structure to water levels as given in the M4 Motorway Scheme 201- Schedule 3 (Amendment) Plan of Bridge (Doc. 2.4.20). Refer also to section 4.103 of my evidence.
Scheme Description
4.13 The Scheme engineering comprises the following principal components:
a) A new dual three lane motorway to the south of Newport connecting to the existing route at junctions 23 and 29. The 23km route of 3- lane motorway would pass south of Newport, crossing the Gwent Levels, River Usk Estuary, Newport Docks, and close to the Llanwern Steelworks site and the Docks Way landfill site. To cross the River Usk it would be raised on approach viaducts and a cable stayed bridge. See Figure 5 - Visualisation of the River Usk Crossing from the east. b) Reclassification of the existing M4 around the north of Newport between junctions 23 and 29 as a trunk road, or ‘A’ road, with changes to lane configurations. The existing A48(M) between junction 29 and St. Mellons in Cardiff would also be reclassified. The road between Junction 24 (Coldra) and Junction 23 (Magor) would become a two lane dual carriageway.
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c) A new B4245/M48/M4 connection at Junction 23 which would reduce traffic through Magor and improve accessibility, including to the Severn Tunnel Junction railway station. d) A new interchange junction at Castleton would connect the proposed new motorway to the existing M4 between Newport and Cardiff and to the reclassified A48(M). e) Intermediate junctions at Glan Llyn and Docks Way would connect into existing roads at the A4810 and A48, serving Newport and its development sites, and Newport Docks. See Figure 1 - Visualisation showing Glan Llyn Junction and the Tata Site. f) Re-opening of the west facing slip roads of Junction 25 (Caerleon), improving access to Caerleon and the St. Julians area of Newport.
4.14 Plans of the Scheme are provided in Figure 2.4, 2.5 and 2.6 as described in 2.3.4 of Chapter 2 of the ES and its Supplements. Refer also to section 7 of my evidence for current drawing lists at the time of writing evidence.
4.15 General arrangement plans of the Scheme are provided as Figure 2.4 of the ES and its Supplements which show the highway layout, horizontal alignment, extent of embankment and cuttings and key structures.
4.16 Plans showing the highway drainage network are provided as Figure 2.5 of the ES.
4.17 The Scheme Assessment Report (Doc. 2.3.6) includes a plan of the M4 Corridor around Newport.
4.18 The Alignment and Junctions Report (Doc. 6.2.1) and the Alignment and Junctions Report Supplements (Docs. 6.2.27 and 6.2.34) describe the detail of the highway alignment and geometry of the proposed new motorway, side roads which are intersected by the Scheme and junction link roads. The report describes the constraints that control both the horizontal and vertical alignments and include plan and profile drawings.
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4.19 The reclassification of the existing M4 motorway is described in Reclassification of the M4 and A48(M): Design and Options Report (Doc. 6.2.4).
4.20 I note that the difference in route length between the existing M4 around Newport and the proposed new motorway to the south of Newport is 2.8km, the latter being shorter.
Junctions and Links
4.21 New junctions would be provided at each end of the Scheme where the proposed new motorway connects with the existing M4 motorway at Magor (J23) and Castleton (J29). Intermediate junctions are proposed at Docks Way Junction and Glan Llyn Junction.
4.22 The junction strategy was determined during the preparation of the Plan and the corresponding preferred route published in July 2014 and is described by Matthew Jones in his evidence (WG 1.1.1).
4.23 During the development of the preliminary design and draft Orders, I have led layout development to the design of the junctions along the Scheme. These changes, the process of appraisal and the benefits that they have brought to the Scheme are detailed in the Design Options Report (Doc. 6.2.4).
J29A St Mellons
4.24 The A48(M) between J29 Castleton and J29A St Mellons is proposed to be reclassified to an all purpose trunk road. Refer to Reclassification of the M4 and A48(M): Design and Options Report (Doc. 6.2.6).
4.25 No modifications are proposed to the layout of J29A on the existing A48(M). The cross section of the reclassified A48(M) would remain as existing.
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J29 Castleton Interchange
4.26 The J29 Castleton interchange would provide free flow interchange links between the proposed new motorway and the existing M4 west of the Scheme. It also would provide free flow links between the proposed new motorway and the A48(M), which would be reclassified, and thus to Cardiff.
4.27 The Alignment and Junctions Report (Doc. 6.2.1) provides details of each interchange link connection.
4.28 I led the development of the layout of J29 Castleton Interchange from the July 2014 TR111 preferred route (Doc. 4.6.8) as part of the design options process described in the Design Options Report (Doc. 6.2.4) and Section 4.23 of my evidence under option J1, which results in a simpler layout and a significant cost and programme saving compared to the conceptual design. There would be no change to the amount of land taken from the SSSI.
Docks Way Junction and Link
4.29 The Docks Way Junction and Docks Way Link would provide a full movements, traffic signalised connection with the A48 Southern Distributor Road and thus to the Newport Docks which is owned and operated by Associated British Ports (OBJ0031). The connection to the A48, which would be a dual two lane carriageway, also would provide an access point to the motorway network for the south west and central part of Newport and to other businesses in the vicinity.
4.30 I led the development of the layout of Docks Way Junction from the July 2014 TR111 preferred route (Doc. 4.6.8) as part of the design options process described in the Design Options Report (Doc. 6.2.4) and Section 4.23 of my evidence under option J2. This amendment moved the gyratory approximately 250m east of the conceptual design location, and whilst it would increase the land required from the SSSI on the west
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bank of the River Ebbw, it reduces land impact on ABP and scheme costs.
4.31 The junction would be connected to the A48 by a dual carriageway trunk road link with cross section of a Dual Two Lane All Purpose Trunk Road (D2AP) designation in Figure 4-3a of TD27/05 3. The September 2016 Modifications (SCHEME MOD 1 and LINE MOD 1) changed the Docks Way Link road designation from a Special Road to a Trunk Road.
4.32 In respect of the traffic flow ranges indicated in Table 2.1 of TA46/97 4 for a D2AP cross section, the traffic flows reported by Bryan Whittaker in his evidence (WG 1.2.1) lie in the range appropriate for a D2AP and in excess of those appropriate for single carriageway cross section. Refer also to Revised Traffic Forecasting Report (Doc. 2.4.13) Figure 10.6 and Table 1 - Docks Way Link Road Traffic Flows and Cross Section. Furthermore, the link would connect between a dual two lane carriageway and a dual three lane motorway which would make a single carriageway link inappropriate.
Carriageway Opening Year AADT flow ranges from TA Core Scenario Standard 46/97 Forecast 2022 AADT – D2AP Minimum Maximum Docks Way Link S2 up to 13,000 WS2 6,000 21,000 22,100 D2AP 11,000 39,000 Table 1 - Docks Way Link Road Traffic Flows and Cross Section
4.33 I note that the flow ranges given in TA 46/97 are not absolute requirements but are recommendations for “the starting points for economic assessment of new roads”.
3 DMRB Volume 6 Section 1: Links: TD27/05 – Cross Sections and Headrooms 4 DMRB Volume 5 Section 1: Assessment of Road Schemes: TA 46/97 – Traffic Flow Ranges for the Assessment of New Rural Roads
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Glan Llyn Junction and Link
4.34 The proposed junction at Glan Llyn would provide a full movements connection with the A4810. The junction gyratory would be connected to the dual carriageway A4810 via the Glan Llyn Link which would be a D2AP cross section. The junction also provides one of the possible access routes to the rest area at Magor junction 23A. See Figure 1 - Visualisation showing Glan Llyn Junction and the Tata Site.
4.35 The area upon which the Glan Llyn junction would be constructed is underlain by contaminated materials. Andy Clifton will describe the engineering of these materials in his evidence (WG 1.11.1).
4.36 I led the development of the layout of Glan Llyn Junction from the July 2014 TR111 preferred route (Doc. 4.6.8) as part of the design options process described in the Design Options Report (Doc. 6.2.4) and Section 4.23 of my evidence under option J3, which moved the junction approximately 400m west to avoid overhead electricity power line diversions. I note that this move has placed the junction closer to land owned by Tata Steel UK Ltd. and leased by Tarmac Ltd. and Cambrian Stone Ltd
4.37 The junction would be connected to the A4810 by a dual carriageway trunk road link with cross section of a D2AP designation in Figure 4-3a of TD27/05. The September 2016 Modifications (SCHEME MOD 1 and LINE MOD 1) changed the Glan Llyn Link road designation from a Special Road to a Trunk Road.
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Figure 1 - Visualisation showing Glan Llyn Junction and the Tata Site
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4.38 The WG have made the strategic decision to provide a D2AP cross section rather than a single carriageway road, which would be adequate for the forecast traffic flows. The link connects between a dual two lane carriageway road and a dual three lane motorway, making a single carriageway link inappropriate, providing support for the decision to adopt a D2AP cross section. This is broadly consistent with the advice of TD 9/93 5 to avoid changes from dual to single carriageways which are a potential hazard.
4.39 In respect of the traffic flow ranges indicated in Table 2.1 of TA46/97 for a D2AP cross section, the traffic flows reported by Bryan Whittaker in his evidence (WG 1.2.1) lie less than the range appropriate for a D2AP section. Refer also to Revised Traffic Forecasting Report (Doc. 2.4.13) Figure 10.6 and Table 2 - Glan Llyn Link Road Traffic Flows and Cross Section.
Carriag eway Opening Year AADT flow ranges from TA Core Scenario Standard 46/97 Forecast 2022 AADT – D2AP Minimum Maximum Glan Llyn Link S2 up to 13,000 WS2 6,000 21,000 8,900 D2AP 11,000 39,000
Table 2 - Glan Llyn Link Road Traffic Flows and Cross Section
4.40 The September 2016 Modifications (SCHEME MOD 1, LINE MOD 1, CPO MOD 52 and SRO MOD 11) added a direct access off this link road to Tata’s land on the east side.
Junction 23 M48 Roundabout and Junction 23A Magor
4.41 At the eastern end of the Scheme, the proposed new motorway would tie into the existing M4 route to the Second Severn Crossing and connect with the existing M48 and the proposed new trunk road link at Junction 23 M48 Roundabout. Junction 23A Magor would remain in its current
5 DMRB Volume 6 Section 1: Links: TD9/93 – Highway Link Design clauses 7.36 to 7.41.
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layout albeit it would connect with the reclassified M4 and not the proposed new M4 motorway.
4.42 The Supplement to the draft Orders published in September 2016 made changes to the J23 M48 Roundabout. These changes included a revised vertical alignment to lower part of the roundabout, achieved by realigning Bencroft Lane, removing Bencroft Lane underpasses and providing an overbridge to the east over the M48 (SBR-2340 Windmill Hill Overbridge).
4.43 The junction arrangement at junctions 23 and 23A would serve to provide connection with the motorway network for the B4245, the A4810, the rest area and Roadchef’s (OBJ0026) service area, businesses near junction 23A, Magor, Undy, Rogiet, Severn Tunnel Junction railway station and Caldicot. The junction fulfils the stated aim of The Plan (Doc. 4.5.7) complementary measures: “ A connection between the M4, M48 and B4245 - would provide relief to Junction 23A and to the local road network. It would also provide improved access to proposed park and ride facilities at Severn Tunnel Junction ;”.
4.44 I led the development of the layout of Junction 23 from the July 2014 TR111 preferred route (Doc. 4.6.8) as part of the design options process described in the Design Options Report (Doc. 6.2.4) and Section 4.23 of my evidence under option J6. The amendment to the conceptual design was essential due to changes in the traffic forecasts through the junction between 2014 and 2016 forecasts. The amendment provided a west bound free flow link and an amended gyratory layout.
4.45 The highway layout at J23 includes a signalised gyratory providing connection between the proposed new motorway, the reclassified M4, the M48 and the B4245 between Undy and Rogiet. The size and layout of the gyratory, including separation of the different arms of the gyratory, have been designed to ensure sufficient capacity based on forecast design year peak hour traffic flows. I have ensured that the design has
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been verified against the latest traffic flows from the Revised Traffic Forecasts.
Rest Areas along the M4 Motorway
4.46 The requirements for rest areas on the motorway network are given in TD 69/07 6. In my evidence I shall use the term rest area to be consistent with the term in TD69/07 which sets out the provision requirement.
4.47 The Department for Transport Circular 02/2013 – The Strategic Road Network and the Delivery of Sustainable Development (Doc. 6.1.16) “sets out the way in which the Highways Agency will engage with communities and the development industry to deliver sustainable development and, thus, economic growth, whilst safeguarding the primary function and purpose of the strategic road network” and “sets out the requirements for roadside facilities that are eligible for permanent signing from the strategic road network”.
4.48 The policy in DfT Circular 02/2013 regarding spacing of rest areas are identical to the requirements of TD 69/07.
4.49 Within the extents of the Scheme is the existing motorway rest area at Magor junction 23A. This rest area provides service area facilities and is operated by Roadchef, who have objected to the draft Orders (OBJ0026). Roadchef are the lessee of the land the freehold of which is owned by Rontec who have also objected to the draft Orders (OBJ 0292).
4.50 The existing rest area at Magor is accessed indirectly from the M4 motorway at J23A where motorway users leave the motorway via the junction slip roads and access via the grade separated J23A gyratory.
6 DMRB Volume 6 Section 3 Highway Features: TD 69/07 – The Location and Layout of Lay- bys and Rest Areas, paragraph 8.1.
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4.51 Access to the rest area at J23A Magor would be provided in the Scheme layout from the proposed new motorway, the M48, the A4810 and the reclassified M4.
4.52 I have included in Appendix B to my evidence, drawings showing the routes motorway users would make to and from the J23A Magor rest area in the existing and proposed arrangements.
4.53 The recommendations for the frequency of rest areas as part of a route strategy are given in paragraph 8.3 and 2.6 of TD 69/07 which states: “…….rest areas should be provided in addition to lay-bys, at not more than 45km intervals and at no more than 30 minutes driving time apart,….”. I note that 45km is equal to 28.0 miles.
4.54 The distances between rest areas along the M4 motorway both at present and with the Scheme would be as given in the schedule with accompanying drawings in Appendix B to my evidence. Bryan Whittaker will cover journey times associated with the rest area in his evidence (WG 1.2.1).
4.55 I have also included in Appendix B to my evidence drawings M4CaN- DJV-HGN-ZG-GEN-SK-CH-0043 – Existing rest areas along the M4/M5 and drawing M4CaN-DJV-HGN-ZG-GEN-SK-CH-0044 – rest areas along the M4/M5 with the Scheme.
4.56 The east bound route between rest areas on the M4 motorway at Magor and Leigh Delamere would be 33.1 miles / 53.2km. This journey would be 0.2 miles / 0.3km greater than the existing situation and would be 5.1 miles, 8.2km greater than the recommendations of TD 69/07.
4.57 Traffic travelling eastbound on the M4 would experience a more indirect arrival to and exit from the rest area than present. Traffic travelling westbound would experience a more indirect exit from the rest area than at present. All other access routes (arrivals and departures) to the rest area would be similar to existing conditions with changes in distance
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ranging from insignificant up to approximately 300m due to the need to pass through junction 23.
4.58 The spacing between rest areas on the M4 at Magor and Leigh Delamere is presently 32.9 miles / 52.9km with both eastbound and westbound journeys being similar; 4.9 miles, 7.9km greater than the recommendations of TD 69/07. With the Scheme, the eastbound route would be 33.1 miles / 53.2km; 0.2 miles / 0.3km greater than the existing situation and 5.1 miles, 8.2km greater than the recommendations of TD 69/07. The westbound journey from Leigh Delamere to Magor would experience negligible difference.
4.59 In their letter of objection to the Scheme dated 29 April 2016, Roadchef comment that the changes to the access between the motorway and the rest area would inconvenience travellers and could have safety implications of drivers not taking sufficient/regular rest breaks.
4.60 The Scheme would provide comprehensive advance sign information to inform drivers of both the distances to other rest areas and how to access Magor rest area. The combination of effects of more inconvenient access eastbound coupled with the greater than recommended distance to the next rest area at Leigh Delamere, does nevertheless warrant careful examination of the balance of access provision and safety with cost and impacts on the local area and the strategic road network.
4.61 I have considered further this balance. In order to provide eastbound travellers a convenient opportunity to make a stop at Magor, before embarking on the 33.1 miles / 53.2km journey to the next stop opportunity, I have concluded that the addition of an eastbound off slip road at junction 23A could be an appropriate addition to the Scheme and could add value against the Scheme objectives.
4.62 In the westbound direction, the free flow link between the M4 and the Trunk Road Link provides equivalent access to the existing arrangement
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with no less convenience. Consequently, I am content that the westbound traveller is provided with a convenient access and additions to the Scheme here would not add value.
Highway Engineering and Alignment– Proposed New Motorway and Side Roads
Overview
4.63 The highway alignments of the proposed new motorway and side roads are described in the Alignment and Junctions Report (Doc. 6.2.1) and the Alignment and Junctions Report Supplements (Doc. 6.2.27 and 6.2.34).
4.64 During the development of the preliminary design and draft Orders, I have led layout changes to the alignment along the Scheme compared to the conceptual design. These changes, the process of appraisal and the benefits that they have brought to the Scheme are detailed in the Design Options Report (Doc. 6.2.4).
4.65 As explained in section 3 of my evidence, the proposed new motorway would be a dual three lane motorway. The cross section would generally accord with the Dual three lane motorway (D3M) designation in Figure 4- 1a of TD27/05 – Cross Sections and Headroom.
4.66 In respect of the traffic flow ranges indicated in Table 2.1 of TA46/97 for a D3M cross section, the traffic flows reported by Bryan Whittaker in his evidence (WG 1.2.1) are similar to those used historically to set the carriageway cross section as D3M and lie towards the middle and upper extents of the ranges for D3M cross section. Refer also to Revised Traffic Forecasting Report (Doc. 2.4.13) Figure 10.6 and Table 3 - Proposed New Motorway Traffic Flows and Cross Section.
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Carriageway Opening Year AADT flow Core Scenario Forecast 2022 AADT – All Standard ranges from TA 46/97 D3M Minimum Maximum J23 – Glan Glan Llyn - Docks – J29 Llyn Docks D2M up to 41,000 D3M 25,000 67,000 52,200 54,500 54,000 D4M 52,000 90,000
Table 3 - Proposed New Motorway Traffic Flows and Cross Section 4.67 I have recommended to the Welsh Government that they grant three departures from this cross section standard which would reduce the land required for the Scheme and reduce the Scheme cost, thus improving the value for money of the Scheme and reducing the land required in the Gwent Levels SSSIs. Full details of these departures are given in the Departures from Standards Report (Doc. 6.2.22) which provides the safety, economic and environmental justification for the departures. These are summarised in the following paragraphs.
4.68 DFS0021 - The Departure is to provide a carriageway cross section with reduced lane widths on the River Usk Crossing to be narrower than the Rural Dual 3 Lane Motorway cross section as specified in Fig4-1a of TD27/05. Details of the proposed reductions in carriageway widths are laid out in the table below:
Lane \ Width D3M to TD27/05 Proposed Reduction Hard shoulder 3.30m 3.00m 0.30m Lane 1 3.65m 3.60m 0.05m Lane 2 3.70m 3.50m 0.20m Lane 3 3.65m 3.00m 0.65m Total 14.30m 13.10m 1.20m
Table 4 - Lane Widths on the River Usk Bridge
4.69 There is local precedent for the proposed carriageway cross-section, having been used on the nearby Second Severn Crossing. However, this departure would provide a greater hard shoulder width than on the Second Severn Crossing.
4.70 To complement DFS0021, DFS0048 provides for a reduced raised verge width between the paved width and the adjacent parapet of 0.2m.
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TD27/05 requires a raised verge of 0.6m minimum width as standard, so the reduction is 0.4m
4.71 DFS0021 and DFS0048 thus provide for a reduction in bridge width of 0.7m at each verge/hard shoulder; a total reduction of bridge deck of 1.4m, compared to the motorway either side of the bridge.
4.72 DFS0022 – The Departure is to reduce the central reservation width along the entire length of the proposed new motorway. It is proposed that the central reservation width for the entire length of carriageway will be designed based on the minimum width criteria of 1.60m which is consistent with a 2 lane urban motorway (Fig4-2a of TD27/05). The fully compliant cross section is a minimum central reserve width of 3.1m (Fig4-1a of TD27/05), thus a reduction in overall Scheme footprint of 1.5m. A concrete central reserve barrier would be provided as the two way AADT is greater than 25,000 in accordance with TD19/06 7.
4.73 The carriageway would have a low noise emitting surface.
4.74 Safety barriers, road markings and signs would all be provided in accordance with current design standards.
4.75 A Road Safety Audit Stage 1 (Doc. 6.2.8 and 6.2.11) has been carried out on the draft Orders proposals in accordance with HD 19/15 8. The auditor made 79 recommendations across the two reports, although 2 of the original comments are removed through the design changes covered in the Addendum. My response to the auditor’s comments is provided in the Road Safety Audit Stage 1 Response Reports (Doc. 6.2.8, 6.2.11) where I have accepted 67 of the audit 77 recommendations.
4.76 For reasons explained in the Response Report, I have proposed to the Welsh Government that 10 of the audit recommendations are not accepted which has thus required the Welsh Government to prepare an
7 DMRB Volume 2 Section 2: Special Structures: TD 19/06 – Requirements for Road Restraint Systems clause 3.59. 8 DMRB Volume 5 Section 2: HD 19/15 - Road Safety Audits
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exceptions report to the Road Safety Audit (Doc. 6.2.9) which are approved with comments.
Side Roads
4.77 In this section of my evidence I will explain the engineering layout of Side Roads where they have an effect on land owners who have objected to the Scheme.
4.78 For side roads crossing the proposed new motorway and adjustments to adjacent side roads as indicated in the SRO, Newport City Council and Monmouthshire County Council are the relevant highway authorities. Records of meetings with these organisations together with documentation of the proposals for their comments are included in the Alignment and Junctions Report (Doc. 6.2.1). This report also states the standards used for the design of side roads.
4.79 The Scheme includes maintaining connectivity of the majority of the side roads which are crossed by the line of the new motorway using new bridges either over or under the motorway. The exceptions are Pound Hill Lane at Castleton and Green Lane near Duffryn which are both proposed to be stopped up with access provided via adjacent crossings.
4.80 Both local authorities have reported their broad agreement to the side roads proposals and dialogue continues with them regarding the development of the Scheme design. No departures from standards for side roads are required.
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Lighthouse Road
4.81 Lighthouse Road would cross the proposed new motorway at Ch. 7+360 where it would be diverted to the west of its current alignment. The decisions to choose this alignment are explained in the Design Options Report Option SR2b (Doc. 6.2.4). Design option SR2b provides for alternative alignment to the conceptual design which would realign Lighthouse road to the west of its current alignment. The residual carriageway from the existing Lighthouse Road would be retained to serve as an access road for an existing farm and buildings to the south of the proposed new motorway, and field access for the land to the north. New junctions would be provided either side of the proposed new motorway to connect the new access road into the diverted Lighthouse Road. See Figure 2 - Visualisation showing Lighthouse Road and New Dairy Farm Access Bridges, St Brides Wentlooge.
4.82 This section of the Scheme is wholly within the Gwent Levels St Brides SSSI. The design option SR2b would take more land from the SSSI than the conceptual design due to the new bridge being built off the line of the existing Lighthouse Road, and would not extend works or move features beyond existing SSSI boundaries. This change, considered holistically, would greatly simplify the construction works required for this part of the scheme. Building an offline alignment would have the benefits of enabling the existing road to be kept open without the need for a temporary road diversion, and would also avoid the need to divert the utilities twice. There would be less disruption to the residents in the vicinity of the new bridge.
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Figure 2 - Visualisation showing Lighthouse Road and New Dairy Farm Access Bridges, St Brides Wentlooge
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New Dairy Farm Access Track
4.84 At Ch. 8+050, a new overbridge would carry the access track to the New Dairy Farm. The alignment of the access track is proposed to be straightened to simplify the bridge construction but moving the line approximately 50m to the east. Due to the low lying nature of the existing ground and high groundwater levels, an overbridge is the only practical solution. The approaches to the proposed new bridge would be built up to level with earthworks embankments. The proposed new bridge and track would be provide with rights of access for NRW for maintenance and for the diversion of the footpath from its current line to the west. See Figure 2 - Visualisation showing Lighthouse Road and New Dairy Farm Access Bridges, St Brides Wentlooge.
Nash Road/Meadows Road
4.85 The realigned Nash Road / Meadows Road would cross the proposed new motorway at Ch. 12+600. The decisions to choose this alignment are explained in the Design Options Report Option SR3 (Doc. 6.2.4). See Figure 3 – Visualisation showing Nash Road and Meadows Road, Newport.
4.86 This section of the Scheme is principally outside the Gwent Levels Nash and Goldcliff SSSI except for the south end of Nash Road over a length of approximately 300m. The proposal requires additional land from the SSSI compared to the conceptual design and would extend works beyond existing SSSI boundaries due to the off line diversion of the south end of Nash Road over a length of approximately 200m. This change, considered holistically, would result in a shorter side road diversion and provide a better connection between Nash Road and Meadows Road. Furthermore, it would remove any construction works from an area known to contain a number of utility services. The alternative would result in both cost and programme savings.
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Figure 3 – Visualisation showing Nash Road and Meadows Road, Newport
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North Row
4.87 North Row would cross the proposed new motorway at Ch. 17+550 where it would be diverted approximately 300m to the west of its current alignment. The decisions to choose this alignment are explained in the Design Options Report Option SR4c (Doc. 6.2.4). This section of the Scheme is wholly within the Gwent Levels Redwick and Llandevenny SSSI. The proposal requires additional land from within the SSSI compared to the conceptual design. This change, considered holistically, would avoid impacts upon National Grid power lines, which would be very expensive to divert, and thus the proposal delivers significant cost savings for the scheme. See Figure 4 - Visualisation showing North Row, Redwick.
St Brides Road
4.88 At Ch. 21+250, St Brides Road crosses under the existing motorway. The Scheme proposals are to construct a new underbridge (SMN-2135) beneath the J23 to J23A trunk road link to extend the existing bridge. This new bridge would be aligned along the axis of the existing underbridge. The construction works would thus require a realignment of St Brides Road approximately 20m to the east of its current alignment, locally at the north end of the existing bridge. This realignment would facilitate the straight through route along the line of existing underbridge and it would brought back on line to tie into the existing road alignment approximately 200m to the north.
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Figure 4 - Visualisation showing North Row, Redwick
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The Elms (Rockfield Lane)
4.89 At Ch. 22+700, the lane known as The Elms (also known as Rockfield Lane) crosses under the existing motorway. The Scheme proposes to construct a new underbridge (SBR-2265 Rockfield Lane Underbridge 2) beneath the J23 to J23A trunk road link. This new bridge would be aligned along the axis of the existing Rockfield underbridge. The construction works would require a realignment of the lane approximately 10m to the east of its current alignment, locally at the north end of the existing bridge. This realignment would facilitate the straight through route along the line of existing underbridge and it would brought back on line to tie into the existing lane alignment approximately 100m to the north.
Bencroft Lane
4.90 The September 2016 Supplement includes a diversion of Bencroft Lane to cross the M48 approximately 500m to the east of its existing location. As described in the ES Supplement Section 5 (Doc. 2.4.4), this realignment removes a vertical alignment constraint to the new trunk road link, allowing the J23 to be lowered by approximately 3.7m at the existing line of Bencroft Lane, thus reducing earthworks movements during construction and the size of the embankments.
4.91 Bencroft Lane is diverted alongside the northern edge of the Scheme and crosses the M48 on a new bridge to join the B4245 in Rogiet. This modification removes farm traffic from close to the motorway junction gyratory on the B4245 and the farmer would no longer need to track cattle across this gyratory. It also removes the need for two new bridges to be constructed and would require the demolition of two existing bridges, providing future maintenance savings for the Welsh Government.
4.92 The diversion route of Bencroft Lane is designed as a 4.5m wide carriageway with passing bays to allow vehicles to pass each other and
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with swept paths to allow the passage of milk collection lorries to Mr Phillips’ dairy farm to the north (OBJ0233).
Alignment across the Gwent Levels SSSIs
4.93 The proposed horizontal alignment of the proposed new motorway follows that of the TR111 preferred route (Doc. 4.6.8) published in July 2014 with modifications as described in the Design Options Report (Doc. 6.2.4).
4.94 The vertical alignment of the proposed new motorway across the Gwent Levels SSSIs has been designed to be as low as practical to achieve a balance for construction and operation. A low height is desirable to reduce earthworks volumes, land required from the SSSI and visual impacts. It is controlled by a number of factors: the drainage design 9, bridges, culverts and the geometric standards of DRMB TD9/93 – Highway Link Design.
4.95 The drainage system is designed to operate under gravity flow, without the need for pumping, to discharge at or above the Summer Penning Level (SPL) of the reens. The water levels through the water treatment areas and the falls in the collection pipes thus dictate minimum embankment heights above the Gwent Levels SSSIs of approximately 2.1m above the SPL 10 .
4.96 The culverts crossing beneath the motorway across the Gwent Levels would be provided with a minimum 200mm freeboard above the summer penning levels of the reens 11 .
4.97 At Duffryn Railway Bridge (Ch. 6+500), a minimum headroom of 5.45m would be provided 12 . This headroom is chosen, in consultation with Network Rail, so that the proposed bridge can be constructed over the
9 Section 6 of the Drainage Strategy provided as Appendix 2.2 to the ES Chapter 2 – Scheme Description 10 ES Chapter 2 Appendix 2.2 Drainage Strategy paragraph 6.1.4 11 ES Chapter 2 Appendix 2.2 Drainage Strategy paragraph 7.1.3. 12 Approval in Principle SBR-0650 Duffryn Railway Underbridge Doc. 6.2.25.
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top of Network Rail’s electrification infrastructure. Network Rail are due to install the electrification conductors supported off gantries in advance of the construction of the Scheme.
4.98 At the eastern end of the Gwent Levels SSSIs, from Ch. 19+180 to the crossing of the SSSI boundary at Ch. 20+500, the embankment height rises up to cross SBR-1980 Bareland Street (Ch. 19+800) and SBR- 2000 Llandevenny Railway Bridge (Ch. 20+700) The alignment in this area is governed by a combination of factors including the drainage high spot at Ch. 20+240, the clearance over the South Wales Main Line railway, the drainage low spot at Ch. 20+800, clearance beneath SBR- 2080 Newport Road Overbridge at Ch. 20+865 and minimum gradients for drainage of the highway. See also Figure 9 - Visualisation showing Llandevenny Railway Bridge and WTAs 9 and 10.
4.99 At SBR-2000 Llandevenny Railway Bridge (Ch. 20+700), the bridge is designed to have its soffit above the level of the Network Rail signalling gantry approximately 10m west of the new bridge. This is so that the bridge does not interfere with the signal sighting on the railway or future electrification and the bridge is set with approximately 8.3m above the rail level as shown on the drawings in the Approval in Principle 13 . The bridge also provides for NMU access under the north end of the bridge to provide connectivity beneath the motorway for Green Moor Lane.
Alignment in Vicinity of Industrial Automation and Control Systems (Ch. 12+650)
4.100 At Ch. 12+650 approximately, the alignment of the proposed new motorway is placed just to the north of an overhead electricity pylon in order to avoid moving the pylon. The benefits to the Scheme of this chosen alignment are described in the Design Options Report (Doc. 6.2.4) under option M6. This alignment avoids impacts upon a key Western Power 132kV overhead electrical power line pylon which is
13 Approval in Principle SBR-2000 Llandevenny Railway Underbridge Doc. 6.2.26
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located on the southern side of the proposed new motorway. This power line supplies the Severn Tunnel Pumping Station, so is of critical importance and would be expensive to divert with long programme lead in times of two years to implement.
4.101 As a result of this choice of alignment, the proposed new motorway impacts upon the parking area and access arrangements to the building to the north of the Scheme at Ch. 12+550. The lessees and business owner for this building is Industrial Automation and Control Systems (IAC Systems, who objected to the draft Orders (OBJ0068).
4.102 One of the proposed modifications to the draft Orders (CPO MOD 50), adds a retaining wall alongside the proposed new motorway at Ch. 12+550 in order to reduce the impact on the parking and access to the rear of IAC Systems’ building. Refer also to Section 5.13 of my evidence.
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Figure 5 - Visualisation of the River Usk Crossing from the east
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Alignment in the Vicinity of Newport Docks and the River Usk (Ch. 8+600 to 11+400)
4.103 During the development of the draft Orders, I have maintained the principles of July 2014 preferred route horizontal alignment.
4.104 The vertical alignment of the proposed new motorway accords with the principles set out in the DMRB Stage 2 Assessment Report (Doc. 4.5.18 and 4.5.19) route option B2 and described in detail in the Alignment and Junctions report (Doc. 6.2.1). Matthew Jones has described in his evidence (WG 1.1.1) the history of decision making to select the vertical clearances over the Newport Docks. See Figure 5 - Visualisation of the River Usk Crossing from the east.
4.105 The March 2016 published draft Orders allowed for a 25.5m clearance above the design water level of +7.56m Above Ordnance Datum (AOD), approximating to the Highest Astronomical Tide (HAT), giving a structure soffit minimum level of +33.06mAOD. Refer to the draft Scheme Bridge Plan (Doc. 2.1.1). The 25.5m clearance assumed a 0.3m safety clearance, thus providing for 25.2m above the design water level for ships.
4.106 Since preparing the draft Orders, further information was provided by ABP regarding water levels in the Newport Docks which is different to the basis of the draft Orders.
4.107 As a result of the ongoing dialogue between the Welsh Government and ABP since publishing draft Orders (meeting of 8 July 2016 and ABP’s letter of 5 August 2016), the Welsh Government has written to ABP on 16 September 2016 to advise that change to the published draft Orders would be made as follows:
a) The Design Water Level is +8.4mAOD b) The Bridge minimum soffit level would be +34.60mAOD
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4.108 The basis for the change of design water level to +8.4mAOD is ABP’s stated plan to change the outer lock gates suitable for a future impounded water level of +8.4mAOD.
4.109 The Supplement to the draft Orders published in December 2016 made changes to the vertical alignment over the River Usk Bridge. Refer to the ES Supplement 2 and the Alignment and Junctions Report Supplement 2 (Doc. 6.2.34) for a description of these changes.
4.110 The purpose of the amendment would be to maintain the 25.2m clearance for ships above the design water level whilst accommodating an increase in safety clearance from 0.3m to 1m and the increase in water level to the maximum that would be possible with ABP’s new lock gates. i.e. 26.2m above 8.4mAOD = 34.6mAOD; an overall increase in height of the bridge of 1.54m. Refer also to the evidence of Jonathan Vine (WG 1.22.1).
4.111 This Amendment Scheme Order (Doc. 2.4.16 and 2.4.20) was published by the Welsh Government on 14 December 2016. An extract of Doc. 2.4.20 is provided in Figure 6 - Extract from Amendment Scheme Order Schedule 3 (Doc. 2.4.20) overleaf.
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Figure 6 - Extract from Amendment Scheme Order Schedule 3 (Doc. 2.4.20)
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4.112 The vertical alignment through the Newport Docks provides for clearances over existing docks road and rail routes which are described in the River Usk Crossing Approval in Principle (Doc. 6.2.24). Table 5 summarises the vertical and lateral clearances between the River Usk Crossing structure and the road and rail corridors which it crosses:
Location Minimum Minimum Minimum Minimum Vertical Vertical horizontal horizontal clearance clearance clearance clearance specified provided specified provided East Port Rail 4.78m 32.1m 4.5m 26.9m Line West Port Rail 4.78m 16.5m 4.5m 12.0m Line East Usk 4.78m 6.3m 4.5m 9.2m (to closet Railway column) 3.4m to crosshead at 4.78m level Eastway Road 5.3m 32.1m N/A 12.8m (Newport Docks) Westway Road 5.3m 13.9m N/A 18.3m (Newport Docks)
Table 5- Vertical and Horizontal Clearances provided to road and rail routes beneath the River Usk Crossing
4.113 Jonathan Vine will explain in his evidence (WG 1.22.1) how the height of the River Usk Crossing over the Newport Docks and the River Usk would affect the passage of ships.
Highway Engineering – Reclassification of the Existing M4 around Newport and the A48(M)
4.114 The existing M4 north of Newport, between junctions 29 and 23a, and the A48(M) between J29 Castleton and J29A St Mellons are proposed to be reclassified to all-purpose trunk roads. Additionally, the existing M4 junction 25 Caerleon is proposed to be reconfigured to provide all movements connections to the reclassified M4, where it presently connects only via the east facing slip roads. The reclassification of the
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existing M4 motorway is described in the Reclassification of the M4 and A48(M): Design and Options Report (Doc. 6.2.4) and a summary of the elements of reclassification is provided in more detail in the ES Chapter 214 .
4.115 A Road Safety Audit Stage 1 – Reclassified M4 (Doc. 6.2.14) has been carried out on the draft Orders proposals for the reclassification in accordance with HD 19.15 15 . The auditor made 20 recommendations and my response to the auditor’s comments is provided in the Road Safety Audit Stage 1 – Reclassified M4 Response Report (Doc. 6.2.14) where I have accepted all 20 of the audit recommendations and no exceptions are required.
4.116 The reconfiguration of Junction 25 Caerleon Road would provide connection to the reclassified M4 where presently connections are provided only to the A4042. This would be achieved by reconfiguring the existing Junction 25A slip roads to route traffic through the junction 25 roundabout. The west facing slip roads would be re-opened to connect the reclassified motorway with the Junction 25 roundabout. The Junction 25 roundabout would be provided with full time signal control.
4.117 The existing Variable Speed Limit infrastructure would be maintained after reclassification and would be used in an advisory speed limit capacity.
4.118 No land outside the existing highway boundary would be required for the reclassification of the existing M4 around Newport and so it does not feature in the CPO. The draft Line Order (Doc. 2.1.2), the draft Variation Order (2.1.4) and SRO include the proposals for trunking, reclassification and stopping up of the various road elements for this junction reconfiguration.
14 ES Chapter 2, Scheme Description, Section 2.4. 15 (DMRB) Volume 5 Section 2 HD 19/15 - Road Safety Audits
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Lighting
4.119 The extent of lighting on the proposed new motorway is shown on the General Arrangement drawings in Chapter 2 and the ES. I have also included a simplified drawing in Appendix C of my evidence.
4.120 The proposed new motorway would generally be unlit, except at junctions. Road lighting would be provided at the new Castleton Junction, Docks Way Junction, Glan Llyn Junction and the Magor Junction. At Docks Way Junction, the lighting would extend over the full length of the River Usk Crossing. I have included in Appendix C to my evidence a schedule of the lighting extents by chainage of the Scheme and a simplified plan to show the extent of lighting on the existing and proposed new motorways.
4.121 There would be minor modifications made to the lighting systems on the reclassified M4 around Newport, which are required to support the revised junction and road layouts proposed at Junctions 28, 25, 24 and 23a.
Public Rights of Way
4.122 The SRO and CPO includes for stopping up and new routes for public rights of way.
4.123 Details of the Scheme’s effects on Public Rights of Way are detailed in Chapters 2 and 14 of the ES and are explained by Julia Tindale in her evidence (WG 1.10.1).
Provision for Non Motorised Users
4.124 The Scheme Assessment Report (Doc. 2.3.6) and ES Chapters 2 and 14 provide details of the cycling and walking friendly infrastructure delivered as a part of this Scheme.
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4.125 A Non-Motorised User (NMU) Context Report (Doc. 6.2.18 and 6.2.19) has been prepared for the Scheme in accordance HD 42/05 16 . This report sets out the baseline for NMUs and establishes 31 objectives specifically for NMUs, against which the Scheme is audited. Of these objectives, 28 relate to the proposed M4, and three relate to the reclassified M4.
4.126 The proposed new motorway and side roads have been audited against the objectives set in the NMU Context Reports (Docs. 6.2.17, 6.2.18 and 6.2.19), and the findings are reported in the Stage 1 NMU Audit Reports for the Proposed M4 (Docs. 6.2.20). In addition to recording the provisions made by the Scheme proposals for each of the 28 objectives relating to the proposed M4, the audit report also considers 20 key design issues affecting NMUs, recording design considerations (either made or future) to overcome the potential issues for NMUs. The audit concludes that provisions have been made to meet the objectives in the Scheme proposals.
4.127 In the vicinity of the B4245 at Junction 23, the Scheme would maintain existing NMU connections along the existing roads. Along the B4245 within Junction 23, the B4245 would benefit from provision of a combined footway/cycleway running on the southern side of the road, avoiding the need for NMUs to cross the busier arms of the junction.
Non Motorised Users and the Reclassification of the Existing M4
4.128 The reclassified M4 has been audited against the objectives set in the NMU Context Report, and the findings are reported in the Stage 1 NMU Audit Report for the Reclassified M4 (Doc. 6.2.21). In addition to recording the provisions made by the Scheme proposals for each of the three objectives relating to the reclassified M4, the audit report also considers three key design issues affecting NMUs, recording design
16 DMRB Volume 5 Section 2 Part 5 HD 42/05 – NMU Audits
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considerations (either made or future) to overcome the potential issues for NMUs.
4.129 Due to the nature of the reclassified existing M4, with constrained cross sections, high speed traffic and grade separated junctions with merges and diverges, I do not consider the reclassified existing M4 to be a suitable environment for NMUs. NMUs would be prohibited from the reclassified M4 for reasons of highway safety.
Earthworks and Geotechnics
4.130 Earthworks, geotechnical works and foundations are described in the Geotechnical Design Report (GDR) (Docs. 6.2.3 and 6.2.31). The earthworks, together with the highway alignment, play a significant role in defining the land required in the CPO to construct the proposed new motorway and associated works. In my evidence I will explain matters of engineering design of earthworks relating to the requirement of land in the CPO where it affects land interests of objectors or the SSSI.
4.131 The Ground Conditions pertaining to the Scheme have been obtained from ground investigation reports listed in Chapter 11 of the ES and in the Ground Investigation Report (GIR) (Doc. 6.2.2 and 6.2.30).
4.132 Bulk earthworks are described in Table 1 in section 3 of the GDR. These earthworks are shown on the drawings included with the ES Chapter 2.
4.133 Details of the earthworks slopes to cuttings and embankments are given in section 3 of the GDR with further detail provided in the appendices A to D of the GDR for principal embankment and cutting earthworks sections.
4.134 Across the Gwent Levels SSSIs, the proposed new motorway would carried on low embankment (Refer to section 4.94 of my evidence for highways geometry). The embankment side slopes on the SSSI are proposed at a slope of 1(V):2(H).
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4.135 The Design Options Report (Doc. 6.2.4) explains the option considered to steepen the embankment side slopes across the Gwent Levels SSSI, which would reduce the land required. Steepening up the side slopes to 1:1.5 would increase the complexity of the construction, and require slope stabilisation techniques, resulting in programme and cost increases. Based on the increased risks and associated costs, this option to steepen the side slopes was rejected.
4.136 Due to the combination of vertical alignment, minimum embankment heights, limited extent of cuttings and the natural topography, the Scheme would require earthworks materials to be both imported and sourced through borrow pits in order to construct the earthworks.
4.137 Piled embankments (refer GDR Section 9.2.38) are proposed where embankments more than 5m high are required on the Wentlooge or Caldicot levels and also for lower height embankments at the following features:
a) Approaches to culverts if a piled culvert solution is adopted; b) Locations in close proximity to pylons or where conductor wires from pylons cross the alignment causing low headroom issues for band drain installation; c) Approaches to piled reinforced concrete slabs associated with utilities crossing the alignment.
4.138 At Castleton, two significant cuttings are proposed to the north of the existing motorway to accommodate the proposed new interchange at Castleton: Castleton Cut East and West. These cuttings would require land as title in the CPO to the north of the Scheme from Mr. Jones, title holder of New Park Farm who, along with his immediate family members, has objected to the Scheme (OBJ0227), and Miss Neville, title holder of Cefn Llogell Fach, who has also objected to the Scheme (OBJ0230).
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4.139 The engineering design of these cuttings at Castleton is described in Appendix A to the GDR, termed Castleton Cut West (Ch. 2+580 to Ch. 3+040) and East (Ch. 3+055 to Ch. 3+600). They are proposed with cutting slopes of typically 1(V):3(H) due to discontinuity planes in the St. Maughan’s formation, containing interbedded layers of mudstone, siltstone and sandstone.
4.140 In addition to the geotechnical considerations, the 1(V):3(H) slope facilitates planting of trees for environmental mitigation on the slope and it produces a softer land form. It also produces more arisings for fill material thereby reducing the amount of material required from borrow pits.
4.141 The land required in the CPO is as a consequence of the relatively slack slope of 1(V):3(H). This slope is however, essential to provide a stable engineered cutting, for landscape and visual impact mitigation and to assist to achieve an earthworks balance. A steeper slope, of say 1(V):2(H), similar to other cuts, would take less land but would require additional stabilisation engineering, which would add cost and programme risk.
4.142 There would be two smaller cuttings immediately to the west, also described in Appendix A to the GDR, termed New Park Farm Cut West (Ch. 1+570 to 1+670) and East (Ch. 1+935 to 2+440). These cuts are both proposed with a profile of 1(H):2(V) which is possible due to the ground conditions and height of cutting in this area. As a consequence, these cuttings take proportionally less land than the Castleton Cuts.
4.143 On the north west corner of the Glan Llyn junction gyratory earthworks, a potential modification to the Scheme earthworks is under discussion between the Welsh Government and Tarmac (OBJ0097) to steepen the earthworks and to thus reduce the amount of land taken from the objector’s site. Refer also to Section 5.17 of my evidence.
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Structures
4.144 Bridges are proposed at interfaces between the proposed new motorway and rivers, water courses, side roads, rights of way and at junctions. Principal structures are indicated on the General Arrangement drawings in Chapter 2 of the ES.
4.145 In this section of my evidence I will describe structures provided where they interface with objectors’ land interests. I will also explain the engagement with the Design Commission for Wales in respect of structures.
4.146 The DCFW commented in their October 2015 report that the Percoed Non-motorised Users (NMU) bridge near Duffryn [footbridge in the DCFW report], should be further developed and as a result the Welsh Government agreed that the form of this bridge would be modified. See Figure 8 - Visualisation showing Duffryn Railway Bridge and Percoed NMU Bridge, Duffryn for location and Figure 7 - Visualisation of Percoed NMU Bridge below.
Figure 7 - Visualisation of Percoed NMU Bridge 4.147 The Commission was happy with the development of the River Usk Crossing. They stated that a “family link” between the numerous structures on the scheme was not apparent.
4.148 To clarify in response to this comment, families of structures are included in the design in three areas:
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a) Highway overbridges would typically be of precast concrete beam construction with similar design details. b) At Castleton Interchange, the more substantial bridge structures would be of a common family form comprising steel girders with a concrete deck slab. c) Underline structures, less visible together, would be typically of concrete construction.
4.149 Retaining walls would be provided where it would be impractical to construct battered earthworks and also to reduce the title land required in the CPO. For example, at bridges at all bridges to retain the approach earthworks and support the bridge superstructure and between junction link roads of different levels.
4.150 At Ch. 12+550 a retaining wall is proposed to be added to the Scheme as a modification to respond to OBJ0068 (Industrial Automations and Control Systems Ltd) as I have explained in section 4.102 of my evidence.
4.151 On the Docks Way Link, a new retaining wall has been proposed as a CPO modification alongside land owned by ABP and leased by LDH Plant Ltd, in order to avoid part of their external operations and reduce impact on their business.
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Figure 8 - Visualisation showing Duffryn Railway Bridge and Percoed NMU Bridge, Duffryn
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River Usk Crossing
4.152 Where the proposed new motorway crosses the Newport Docks and the River Usk, a cable stayed bridge and approach viaducts would be provided. The new bridge would be a 440m main span cable-stayed bridge crossing the River Usk and would have viaducts on the approaches to the main span providing an overall length of 2.1km. Technical details of the bridge are provided in the River Usk Crossing Approval in Principle (Doc. 6.2.24), including General Arrangement Drawings. See also Figure 5 - Visualisation of the River Usk Crossing from the east.
4.153 The siting of the cable-stayed bridge foundations has been chosen to avoid the River Usk Special Area of Conservation (SAC) as far as possible. They would be located outside the River Usk mean high water level in order to avoid impacting on the migratory fish in the River Usk, which are one of the principle reasons for its designation. The west foundation would be wholly outside the River Usk Special Area of Conservation (SAC) whilst the east foundation would be constructed within the SAC boundary but still outside of the mean high water level.
4.154 The River Usk Crossing west approach viaduct crosses the Junction Cut at Ch. 9+650m. The viaduct would provide for a clearance beneath the bridge of 25.2m for ships above the design water level plus a 1m safety clearance, as described in section 4.110 of my evidence.
4.155 The width of the Junction Cut itself limits the size of ship which can pass through it and beneath the viaduct. The superstructure, piers and foundations of the Western Approach viaduct in the vicinity of the Junction Cut would be designed for the residual risk of impact from the smaller vessels which are able to enter the North Dock.
4.156 Without additional mitigation, some of the larger ships which use the South Dock could nevertheless get close enough to the viaduct, causing
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unacceptable risk to the structure. This could occur through accidental situations of equipment failure or human error, for example.
4.157 At the meeting between the Welsh Government and ABP on 8 July 2016, ABP made it clear that they have no means to eliminate or mitigate the consequences of errant vessel contact. The further meeting of 26 September 2016 identified that appropriate mitigation measures might be available and ABP requested a risk assessment to include a war ships, a cruise ship, an 8,000 DWT cargo ship and a 47,000 DWT cargo ship, which was subsequently done. Thus, following a detailed risk assessment procedure, I concluded with the Welsh Government that additional physical works would be required in the south dock to prevent larger ships getting close to the viaduct to reduce the risks to an acceptable level.
4.158 On 17 January 2017, the Welsh Government wrote to ABP to seek their opinion on works options being explored by the Welsh Government. At the time of writing my evidence, further dialogue on this matter had not yet occurred. Nevertheless, the intention is that a supplemental CPO would be prepared to deliver the required mitigation. With this mitigation in place, I am content that the risks to the structure and the safety of both users and workers would be acceptable.
4.159 Section 4.252 describes the future maintenance of the River Usk Crossing and the land required beneath the Crossing for future maintenance.
Bridges over Railways
4.160 The proposed new motorway crosses railways at three locations where new bridges would be provided as described in the following paragraphs. Network Rail have objected to the draft Orders (OBJ0025) – refer also Section 5.6 of my evidence.
4.161 A bridge crossing of The South Wales Mainline would be constructed at Duffryn at engineers’ line reference (ELR) SWM2 161m 57ch and
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proposed new motorway Ch. 6+500. The CPO does provide for S250 rights over the railway land for inspection and maintenance of the proposed new bridge, which is essential for the Scheme (plot 5/8a). Title of Network Rail land is also required for the bridge supports (plots 5/8 and 5/8b).
4.162 The South Wales Mainline is not presently electrified and Network Rail have advised their proposals to electrify the railway which are currently under construction and which will be completed in this area before construction of the proposed new bridge.
4.163 The general arrangement of the bridge at Duffryn has been developed in consultation with Network Rail to agree clearances between the bridge, the railway infrastructure and the proposed electrification apparatus. The details of these parameters are provided in the Approval in Principle document for the proposed new bridge (Doc. 6.2.25) and discussed in my evidence at section 4.97.
4.164 Immediately adjacent to the proposed new motorway at this location and at the north west corner of the proposed bridge, Network Rail have proposals for a new electricity feeder station to supply electricity to the proposed electrification of the London to Swansea railway. This is indicated on the Scheme general arrangement drawing sheet 4 included in Chapter 2 of the ES.
4.165 On the east bank of the River Usk, the River Usk Crossing passes over the East Usk Railway and Ch. 11+000 of the proposed new motorway and ELR EUB 2m 18ch. The East Usk Railway is also referred to in the documentation for the Scheme as the Uskmouth railway, although the correct Network Rail line reference is the East Usk Railway: the terms are thus interchangeable within the documentation and I will use the East Usk Railway hereafter.
4.166 Network Rail do not presently have proposals to electrify this section of track. The general arrangement of the River Usk Crossing of the East
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Usk Railway has been developed in consultation with Network Rail to agree clearances between the bridge and the railway infrastructure. The details of these parameters are provided in the Approval in Principle document for the proposed new bridge (Doc. 6.2.24).
4.167 The bridge support at Ch. 11+100 is proposed with a cross head beam to straddle the railway, with supporting columns thus provided either side of the railway tracks. The bridge supports proposed at Ch. 11+020 and Ch. 11+180 would be sited either side of the railway tracks and no diversions of the railway tracks are proposed. However, adjacent to the support at Ch. 11+180 is a rail cargo terminal which would be affected by the works. The terminal serves the adjacent Bird Port which is owned and operated by Cargo Services Ltd. who have objected to the Scheme (OBJ0137). This building and terminal would need to be moved south east along the EUB rail line as would its access. Land is provided in the CPO for this access but not for the relocation of the building. The Welsh Government is in dialogue with Cargo Services Ltd. regarding the potential relocation of the building.
4.168 The CPO provides for essential land for construction, operation and maintenance of the Scheme by way of title land for bridge supports (plots 8/7, 8/7f, 8/7g, 8/7m and 8/7q), essential licence for construction (plots 8/7a, 8/7b, 8/7d, 8/7n, 8/7r), S250 rights for inspection and maintenance (plots 8/7b, 8/7j) and title for private means of access to Cargo Services Ltd.’s Bird Port (OBJ0137) (plot 8/7p). Plots 8/7c, 8/7e and 8/7h are included as title in the CPO, but the intention would be an offer back of suitable lesser interest in or rights to the land, provided there is access for maintenance purposes and a restriction on uses that could present a risk of damage to the structure, e.g. fire. If such licence can be negotiated then ownership would remain with the landowner.
4.169 Near Magor at Ch. 20+070, the proposed new motorway would cross the South Wales Mainline on the Llandevenny Railway Bridge at ELR SWM2 151m 60ch. The bridge would be a single span structure crossing
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the railway at a small skew angle. The Approval in Principle for this bridge is provided as Doc. 6.2.26.
4.170 The CPO provides for essential land for construction, operation and maintenance of the Scheme by way of title land for bridge supports (plots 15/10 and 15/10g), essential licence for construction (plots 15/10a, b, c, d, f, j and k), S250 rights for inspection and maintenance (plots 15/10e) and title dedication for a new footpath (plot 15/10h).
4.171 At the east end of the Scheme, the proposed new motorway ties into the existing motorway immediately to the north of the existing bridge carrying the motorway over the South Wales Mainline; Ch. 23+960, ELR SWM2 149m 46ch. This avoids any requirement to undertake construction works on the existing railway bridge to construct the Scheme.
4.172 A consequence of avoiding the existing railway bridge at Ch. 23+960 would be that it would not be possible to provide highway geometry fully in accordance with the Welsh Government’s standard, TD9/93. I have therefore recommended appropriate departures from standards in order to achieve this tie in (DFS nos. 26, 27, 31, 32, 36, 37, 38) all of which save the Scheme cost and programme risk and disruption to the railway infrastructure. The departures are related to stopping sight distance and junction geometry which would not be to standards in order to avoid affecting the bridge.
Highway Drainage
4.173 The highway drainage system is described in the Drainage Strategy Report included as Appendix 2.2 to Chapter 2 of the ES.
4.174 The drainage systems would include features to address risk of pollution and to maintain the water quality to the Gwent Levels SSSIs even during periods of heavy rainfall. The ES Supplement Appendix S2.2 – Drainage Strategy (Doc. 2.4.4) details these system on pages 2 and 3.
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4.175 The drainage system includes features designed to protect the water environment of the Gwent Levels SSSIs as follows:
a) Grass lined channels in the highway verge which have both attenuating and pollution control effects; b) Pollution Control lagoon or “forebay” to remove hydrocarbons and silt particles; c) Attenuation and permanent dilution lagoon; d) Reed bed to provide additional pollution control “polishing” of the water before out-falling into the reen network.
4.176 Richard Graham will cover in his evidence (WG 1.20.1) the matters of water quality and the provision and function of the reed beds.
4.177 The matters of hydrological design of the drainage system will be covered by Mike Vaughan in his evidence (WG 1.17.1).
4.178 The highway drainage strategy has been developed to minimise the impact of the proposed new motorway on the Gwent Levels SSSIs by providing the minimum height of the earthworks embankments. By providing the highway surface water run off collection into grass lined channels rather than to a closed pipe drainage system, the longitudinal gradients of the motorway can be much flatter, thereby reducing the height gain of embankments along drainage runs.
4.179 The CPO (Doc. 2.1.5) incudes for land that is essential for attenuation lagoons, water treatment areas, pipes and ditches associated with the highway drainage network.
4.180 The surface water drainage proposals generally accord with the standards of the Design Manual for Roads and Bridges. The design rainfall storm return period is 1 in 100 years with allowance for climate change compared with the standard DMRB requirement of 1 in 5 years without surface flooding. The 1 in 100 year return period provides additional protection to the Gwent Levels SSSI reen network to mitigate against the risk of overtopping of the verge grass lined channels causing
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pollution of the water in the reens at the toes of embankments. Refer to the Drainage Strategy Report Supplement (Doc. 2.4.4) paragraphs 1.4 and 1.5 and Mike Vaughan’s evidence (WG 1.17.1).
4.181 At the Magor and Castleton ends of the Scheme, the highway runoff would outfall to concrete surface water channels in the verge or central reservation dependent on the superelevation. Surface runoff from the cutting slope would outfall to either open ditches or filter drains located at the base of the cutting. These would not be treated as highway run-off and would therefore be separated from the highway run-off and be discharged directly into existing watercourses.
4.182 On the Gwent Levels highway drainage would outfall to lined grassed channels in the verge, or concrete channel in the central reservation if the carriageway is superelevated.
4.183 The longitudinal gradient of the proposed new motorway would be very shallow with gradients as low as 0.05%. As mentioned above, this would be facilitated by the choice of grass lined verge channels and has the benefit of keeping the embankment heights over the Gwent Levels SSSIs as low as practically possible. Refer to the Alignment and Junctions Report (Doc. 6.2.1) for plan and profile drawings, and drawing list in Section 7 of my evidence.
4.184 To provide a safe highway in wet conditions, the highway relies upon carriageway cross fall and superelevation to drain water to the verges and into the grass lined channels. At areas of transition between carriageway cross fall and superelevation, rolling crowns would be required to ensure adequate surface water runoff and safe operation in wet conditions. These locations are identified in the Alignment and Junctions Report (Doc. 6.2.1) section 13.
4.185 The matter of potential safety hazard arising from water retention on the proposed new motorway across the Gwent levels has been raised by the Road Safety Auditor in the Road Safety Audit Stage 1 Response
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Report (Doc. 6.2.8) problem 64. I have accepted the recommendation identified by the auditor and the matter would be addressed at the next stage of design through the inclusion of rolling crowns in the finished road levels, should the Welsh Government decide to proceed with the Scheme.
4.186 The side roads drainage proposals are designed to minimise the increase in impermeable area compared to the existing side road. Where there would be an increase in impermeable area compared to the existing, the outflow would be limited to greenfield runoff rate for the additional impermeable area.
4.187 All highway drainage outfalls would discharge into either the Gwent Levels reen system, main rivers or ordinary watercourses. The details of the outfall locations are within the Drainage Strategy Report (ES Chapter 2).
4.188 Water Treatment Areas (WTA) would be required for attenuating flows to green field runoff rate and improving water quality. As explained in the Drainage Strategy Report (Doc. 2.3.2) section 6, the flood storage variation in the WTAs would generally be limited to 1.1m with 0.2m freeboard, in order to minimise the heights of the embankment across the Gwent Levels. The network of highway drainage pipes is designed to flow freely into the WTAs with outfall invert levels above this flood storage level. The areas of WTAs are thus determined as a function of this 1.1m flood storage depth and the volume of storm water required to be stored to achieve the agreed rate of outfall.
4.189 Mike Vaughan will explain in his evidence (WG 1.17) how the volume of storm water to be stored is calculated.
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Figure 9 - Visualisation showing Llandevenny Railway Bridge and WTAs 9 and 10
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4.190 During the development of the design, I have considered the locations of the WTAs and Reed beds and the Design Options Report (Doc. 6.2.4 and 6.2.5) explains the decision making in arriving at the locations in the published CPO (Doc. 2.1.5). Natural Resources Wales has expressed preference for WTAs to be located to the north of the proposed new motorway and thus to keep them separate from the SSSI to the south.
4.191 This is achieved where practical with the exceptions being WTA 4a, 8 and 10, the locations of which were considered and arrived at as part of the Design Options Report (Doc. 6.2.4 and 6.2.5) options D3, D6 and D7.
4.192 The position of WTA4a, located near Duffryn, is essential to be compatible with the highway alignment which avoids diversion of overhead electricity cables at CH 5890. The low lying nature of the land and high ground water levels mean that it would not be possible to locate the WTA remote from the alignment low point and run a connecting length of pipe. The alternative, to move the overhead electricity cables, would give increases in project cost and programme and would, itself, disrupt the SSSI.
4.193 The CPO (Doc. 2.1.5) includes land for WTA5 and Reed Bed 5 owned by R.P. Richardson (Gwent) Ltd. (OBJ0212) and Mr Derek David (OBJ0216) both of whom have objected to the draft Orders. WTA 5 is located to suit the low point in the highway alignment which occurs at Ch. 7+200 and is located to the north of the proposed new motorway, adjacent to the railway line, to avoid a greater impact on the SSSI which would be associated with a location to the south of the proposed new motorway. There is no practical alternative to the location of this WTA and Reed Bed.
4.194 WTA 8 near Glan Llyn Junction, is located to the south of the motorway in SSSI land. Alternative locations in the vicinity and north of the motorway would not be suitable due to contaminated ground which would not be appropriate for a water treatment area.
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4.195 WTA 10 would be located south of the proposed new motorway between North Row and Bareland Street. There would be no practical alternative to the location of this WTA and Reed Bed. To locate the WTA and Reed Bed to the north of the proposed new motorway would require an excavation under the A4810 to provide an outfall pipe. The resulting additional length of pipe and falls would have the effect of raising the height of the embankment over the Gwent Levels SSSI which would increase the land taken from the SSSI beneath the embankment. A pipe crossing the A4810 would also be disruptive to buried services in the area. See Figure 9 - Visualisation showing Llandevenny Railway Bridge and WTAs 9 and 10.
4.196 The CPO includes land for WTA10 and Reed Bed 10 owned by Mr James (OBJ0223) who has objected to the draft Orders. WTA 10 is located to suit a transition in the type of drainage network from a closed system to the open channel system at Ch. 19+130.
4.197 The CPO includes land for Reed Bed 11b owned by Mr John and Mrs Joan Major, Langley Villa (OBJ0229) who have objected to the draft Orders. See Figure 10 - Visualisation showing junction 23A, west Magor and WTAs 11. The Reed Bed 11b and WTA 11b would ultimately outfall to Mill Reen which crosses beneath the proposed new motorway at Ch. 21+400. There is little land available in this area on the north west side of Magor to accommodate the Reed Bed 11b and this has necessitated the division of this Reed Bed into two parts, either side of St Brides Road. The eastern part of Reed Bed 11b would lie in the Majors’ land (plot 16/6c) and this part could not be sited to the field adjacent and to the east because this field is classified as flood plain. It could not be sited entirely to the west of St Brides Road due to the existing ground topography. Richard Graham will describe in his evidence (WG 1.15) the reason for the size of Reed Bed 11b.
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Figure 10 - Visualisation showing junction 23A, west Magor and WTAs 11
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4.198 The CPO includes for land for Water Treatment area 11c owned by Mr Lyndon Williams of Upper Grange Farm who has objected to the draft Orders (OBJ0241). The location of Water Treatment Area 11 is explained in the Design Options Report (Doc. 6.2.4 ad 6.2.5), Design Option D8, which explains the difficulties of achieving a practical drainage solution in this part of the scheme due to topography and land use.
4.199 The CPO includes land for WTA 12a and Reed Bed 12a owned by Mr JS and Mrs RE Anstey, Old Court Farm (OBJ0213) who have objected to the Scheme. Water Treatment Area 12a would be required to treat highway runoff from the new section of motorway around the proposed Junction 23 Magor Interchange. It has been located as close as possible to the new section of motorway on land that is low enough to allow the majority of the highway to the east of the high point t Ch. 22+050 to drain by gravity. The WTA 12 was previously located south and west of its currently proposed location, in plot 17/6a, which is now proposed for essential mitigation planting. It was moved to the plot 17/5 & 17/5m location in order to avoid extending the motorway estate more than necessary beyond its physical boundaries and make better use of otherwise sterilised land. I note that plot 17/5r and 17/6d are identified as title in the CPO and that this land is for essential licence for the construction of the motorway and not for permanent works.
4.200 The CPO (Doc. 2.1.5) includes land for WTA 12b and Reed Bed 12b owned by Miss Christine Phillips, Green Farm (OBJ0232) who has objected to the Scheme. Water Treatment Area 12b is required to attenuate and treat highway runoff from the gyratory located on B4245. It is not possible to route the highway drainage from the gyratory to the main treatment area (WTA12a) due to the topography of the area.
4.201 On the east bank of the River Usk, the highway runoff from the east side of the River Usk Crossing would discharge to the river via a pollution control lagoon. This lagoon would be sited in an area of grassland of which the title holder is Liberty Steel Newport Ltd. who have
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objected to the Scheme (OBJ0308). The purpose of this lagoon would be to provide a pollution trap to capture oil/hydrocarbon contained within highway runoff and to provide storage for surface water to avoid flooding in a situation when the level of the River Usk is high enough to stop water from discharging. This attenuation and pollution control is essential for the Scheme. The lagoon could not be moved any closer to the River Usk without causing loss of flood plain conveyance.
4.202 At the Plan stage of the project in 2014, proposals indicated outfalls to the dock known as Birdport, approximately 200m to the north of the discharge location proposed in the draft Orders, and assumed no pollution control on outfalls to the River Usk Refer to the Stage 2 Scheme Assessment Report (Doc. 4.5.18, section 9.1.1.6). During the development of the Scheme proposals, this change was required to provide improvements to the water treatment facilities for drainage into the River Usk SAC. The considerations in making this decision to change from the outfall location are set out in the Design Options Report (Doc. 6.2.4 and 6.2.5) option D1.
4.203 The water quality of discharge into the Gwent Levels main reen system and other water courses will be described by Richard Graham in his evidence (WG 1.15).
Land Drainage
4.204 The Scheme would cross a number of existing land drainage water courses and rivers. Flow of water in these would be maintained with a combination of bridges and culverts.
4.205 The primary culverts required to convey fluvial flows within water courses and reens are described in the Drainage Strategy Report included as Appendix 2.2 to Chapter 2 of the ES with updates in the ES Supplement. Other smaller culverts would be required as indicated in paragraph 7.1.4 of the Drainage Strategy Report.
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4.206 Mike Vaughan will describe fluvial flooding in his evidence (WG 1.17). The proposals for culverts have been coordinated with the hydraulic requirements of the work covered in Mike Vaughan’s evidence.
4.207 Away from the Gwent levels at the Magor and Castleton areas of the Scheme, lined cut-off ditches at the top of cuttings and unlined cut-off ditches at the bottom of embankments would intercept natural runoff. If the natural topography falls away from the road alignment, cut off ditches are not included other than to mitigate local flooding risk.
4.208 On the Gwent levels, the proposed new motorway would cross the network of reens and drainage ditches. Mike Vaughan will describe the reen mitigation strategy in his evidence (WG 1.17.1) which is also covered in Appendix 2.3 to Chapter 2 of the ES.
4.209 The CPO (Doc. 2.1.5) includes for land that is essential for cut off ditches, culverts, reens and field ditches. At each ditch and reen that would be crossed by the Scheme, the CPO includes for rights of access for a distance of typically 50m outside the highway boundary for rights to cleanse and align these relatively flat water courses which is essential for the construction of the Scheme.
Statutory Undertakers’ Plant
4.210 Barry Woodman will explain further details of Statutory Undertaker’s plant in his Construction proof of evidence (WG 1.6).
4.211 Land required for diversions of statutory undertakers’ plant outside the Scheme boundary is not included in the CPO (Doc. 2.1.5) and is the responsibility of the statutory undertaker to arrange. They have statutory powers to acquire the land for diversions which would be progressed once further design and surveys for the diversions have been undertaken.
4.212 There is nevertheless one matter of title land in the CPO which is related to statutory undertakers’ plant: that of maintenance laybys for
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National Grid overhead electric cables, described in section 4.245 of my evidence.
4.213 At Castleton interchange, a high pressure buried gas pipe crosses the Scheme at Ch. 3+660. The proposals for structures carrying the proposed new motorway are designed to accommodate the gas main in situ and diversion would not be required thus avoiding cost and programme risk. The locations of the pipe and structures are shown on the general arrangement drawing in figure 2 to chapter 2 of the ES.
Private Means of Access
Overview
4.214 Private Means Access (PMA) are stopped up or provided for where the Scheme requires an alteration to existing access to premises.
4.215 The SRO includes for a number of PMA as summarised in the SRO Schedule. The reference numbers identify the PMA on the SRO site plans.
4.216 A number of land interests in the CPO have objected to the scheme on account of changes to their PMA. In the following section of my evidence, I will describe amendments that have been made to Private Means of Access as a result of objections and correspondence since the publication of the draft Orders. All modifications have been consulted upon with relevant interests and details provided in the modifications package
Ty’n y Brwyn Farm Access
4.217 Mr Jeff Neale, 2 Ty’n-y-Brwyn Farm (OBJ 0003), Ms Clair Rose, 3 Ty’n-y-Brwyn Farm (OBJ 00273), Christopher and Wendy Perkins, 3a Tyn y Brwyn Farm (OBJ 0330) have objected to the changes of the access off the A48 to the residential properties locations at Ty’n-y-Brwyn Farm, Coedkernew.
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4.218 The SRO (Doc. 2.1.3) would permanently stop up the eastern access. From consultation with several affected parties, I have reconsidered the proposals and have developed a solution for reinstating the eastern access and have proposed the modification (CPOMOD 18 and SROMOD2). After completion of the construction works this would give similar provision to that of the existing conditions.
W&M McDonald Access
4.219 W&M McDonald (Pencarn Farms) have objected (OBJ0019) to the access arrangement provided by the Scheme to their agricultural land at Coedkernew. The current access arrangement is via Green lane, which would be stopped up by the Scheme. The proposed replacement route would be via a PMA labelled 4/3a and 4/3b on the SRO Plans. The route, would pass under a non-motorised user bridge on Percoed Lane, labelled 4/A in the SRO, where normal highway clearance would be provided. This has been designed to ensure there is no derogation in terms of vehicular access when compared to the existing access arrangements, with similar track widths and turning movements.
4.220 I note that W&M McDonald have not proposed any alternative access arrangements to those published in draft.
4.221 The access at the eastern end of the PMA is proposed to be modified to improve the access provision which is shown on the proposed modifications CPOMOD 51 and SROMOD 10. This modification fits within the CPO. This modification has not yet been agreed with W&M McDonald.
Alan R Jones and Sons’ Access and Nash Road.
4.222 During the Statutory Orders Exhibitions held in March 2016, Alan R Jones and Sons requested a replacement PMA to the stopped up access (labelled 8/3) to their yard as they operate a one way system within their yard. This is included in the proposed modification CPOMOD19 and SRO MOD3.
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4.223 Through ongoing discussions with Newport City Council (NCC), the extent of the proposed stopping up of Nash Road has been increased and included in the proposed modification CPOMOD19 and SROMOD3. The access to the Alan R Jones and Sons would be stopped up as public highway and then re-provided as a PMA for their exclusive rights. In this way, their access would be effectively unchanged, other than the access would no longer be public highway.
4.224 I note that Alan R Jones and Sons have written to confirm their acceptance of the modification.
4.225 Further design development after A R Jones & Sons’ acceptance resulted in a change to the proposed modification CPO MOD19 and SRO MOD3. The proposed junction layout connecting Nash Road and Nash Mead has been changed from a t-junction to a mini-roundabout. Extra land outside of the CPO is required from A R Jones and Sons for this junction arrangement, however through discussions with A R Jones they indicated that they are favourable to the proposed change to the modification. This change can be seen in CPO MOD19 REV2 and SRO MOD3 REV2. A R Jones & Sons would still be provided with a replacement PMA, as per their original request.
Tatton Farm PMA
4.226 Through discussions with Newport City Council, the length of road known as Tatton Road is not included in NCC’s adopted highway, therefore the PMA to Tatton farm (labelled 9/11a in the SRO) would need extending to the adopted highway (Meadows Road). Through further design development, an alternative alignment has been considered in order to provide access to Tatton Farm, which utilises an existing track through the farm and tieing into Longditch Road to the north of the farm. This route would avoid the potential development land, which the original proposal passed through the middle, affectively severing the operation of the land. The new alignment is shown in CPO MOD21 REV 02 / SRO MOD4 P02.
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Mr Smith - Orchard Farm (OBJ238)
4.227 Part of Mr Smith’s objection (OBJ238) related to the alignment of the PMA giving access to the adjacent plot of land, to the south of his holding at Undy, labelled 15/11a in the SRO. He objected to the impact of the PMA on the established hedgerow on the boundary of his land. The route has been amended to reduce the impact and is included in the proposed modifications CPOMOD33 and SROMOD8, for which Mr Smith has not yet confirmed his acceptance at the time of writing evidence.
Mr Derek David - Fair Orchard Farm (OBJ0216)
4.228 Mr Derek David objected to the access arrangement provided by the Scheme. Fair Orchard Farm is accessed from Lighthouse Road, which would be realigned as part of the Scheme. Access to the Farm would be provided by utilising the existing Lighthouse Road as PMA’s, both north and south of the proposed motorway.
4.229 Mr. David’s objection relates primarily to the geometry of the southern access provided within the draft Orders, which he considered would not accept the vehicle movements that his farm operations require. Through discussions with Mr David an alternative access has been prepared. This is included within the proposed modifications CPOMOD30 and SROMOD7, which have been sent to Mr. David. I have covered in section 5.76 of my evidence the further points of Mr.David’s objection.
4.230 The Road Safety Auditor commented on the access for Fair Orchard Farm in problem 13. I have agreed with the auditor’s comment and modification of the layout is under discussion with the landowner as described above.
Tata Glan Llyn Access Link
4.231 Through correspondence with Tata, a new PMA has been proposed to give better access to Tata into their land to the east of the new Glan Llyn
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Junction. The PMA would be provided off the new Glan Llyn Junction link road and would be a priority junction left in/left out arrangement. This has been included in the proposed modification CPOMOD52 and SROMOD11.
4.232 The Glan Llyn link road is proposed to be modified to become a trunk road, rather than a special road in order that Special Road (i.e. motorway) regulations apply only for the motorway and the slip roads. . This is included in the Scheme MOD 1 and LINE MOD 1 which was published in the Supplementary draft Orders in September 2016.
Carlsberg Supply Company UK Ltd (OBJ 0098)
4.233 Carlsberg have objected to the access arrangement to their premises at Nash Mead. They did not object to the locations and provision within the SRO but have concerns relating to the detail of the accesses. During the Exhibitions and through further correspondence it was agreed that the Welsh Government would continue to engage with Carlsberg during detailed design development to work up and agree accommodation works.
4.234 Following further design development and engagement with Carlsberg, the proposed junction between Nash Road and Nash Mead has been changed from a t-junction to a mini-roundabout. This design provides a dedicated access into the Carlsberg facility from the mini-roundabout which maintains the flow of their site operations, where the currently operate a one-way operation. This is shown in CPO MOD19 REV2 and SRO MOD3 REV 2.
Operations and Maintenance
4.235 I have led the design of the Scheme with due regard for operations and maintenance. The CPO includes land required for operations and maintenance which is essential for the Scheme. In this section of my evidence I will describe the key matters associated with this land.
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Motorway Operations and Intelligent Transport Systems
4.236 The proposed new motorway would operate as a standard Dual 3 lane Motorway (D3M) with a hard shoulder as a non-running lane.
4.237 Intelligent Transport Systems (ITS) would be provided as listed in the schedule in Appendix D to my evidence. To summarise, these would be:
a) Closed Circuit Television (CCTV) b) Motorway Incident Detection and Automatic Signalling (MIDAS) systems c) Journey Time Information Systems d) Emergency Roadside Telephones e) Weather Detection Systems f) Speed Enforcement
4.238 Associated British Ports have advised that there is a risk of ship funnel smoke emissions spreading across the carriageway as it passes over the Newport Docks. Jonathan Vine has considered the likelihood of this risk in his evidence (WG 1.22.1). The ITS would be employed to mitigate any effects of poor visibility on road users. They include fog detectors as part of the weather detection systems and CCTV at maximum 1km centres along the route. If funnel smoke is detected or observed, then warnings, and if necessary advisory speed limits, would be displayed on the Motorway Signal Mark 4 (MS4) signs. See Figure 11 - Example Motorway Signal Mark 4 (MS4) sign. I thus consider that the ITS would provide a satisfactory level of mitigation for the risk of funnel smoke causing poor visibility on the motorway crossing the docks and is comparable to the traffic signs provided on the A548 dual carriageway in in Flintshire (See Figure 12 – Example traffic sign warning of steam cloud on the A548 in Flintshire near the Deeside power station ) where the Deeside Power Station adjacent to the road can sometimes create a steam cloud which extends across the road. See Figure 13 - Visualisation of ITS gantry at Ch.10+500 on the River Usk Crossing.
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Figure 11 - Example Motorway Signal Mark 4 (MS4) sign
Figure 12 – Example traffic sign warning of steam cloud on the A548 in Flintshire near the Deeside power station
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Figure 13 - Visualisation of ITS gantry at Ch.10+500 on the River Usk Crossing 4.239 At each MS4 ITS sign, a maintenance lay by would be provided which accords with the standard set out in the TD69/07 17 . The CPO includes land required for the widening of the embankments at these lay bys which are shown on the general arrangement drawings in the ES Chapter 2 (Doc. 2.3.2 and 2.4.4) and which are essential for the Scheme.
4.240 During the development of the preliminary design and draft Orders, I led a review of the options for highway edge boundary treatment for maintenance access at the toe of the embankments on the Gwent levels. These options, the process of appraisal and the benefits that they have brought to the Scheme are detailed in the Design Options Report (Doc. 6.2.4) option H1, which has allowed a reduction in the amount of land identified in the CPO as Title compared to standard practice for highway construction. The CPO includes land on the Gwent Levels SSSI with rights of access for the Welsh Government to maintain the highway infrastructure which is essential for the Scheme.
4.241 At the eastern end of the Scheme, traffic leaving the existing Second Severn Crossing tolls would need to prepare to for the diverging interchange link to join the reclassified M4 heading westwards. The
17 DMRB Volume 6 Chapter 3 TD 69/07 – The Location and Layout of Lay-bys and Rest Areas
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Road Safety Auditor has identified the need for an advance warning strategy in his recommendation, which I have accepted in the Road Safety Audit Stage 1 Response Report (Doc. 6.2.8).
4.242 Additionally, as raised by Allan McBain (OBJ0010), the operation of the tolls would need to be considered as part of the advance strategy for this diverge. The distribution of different types of toll lane across the width of the toll plaza would be configured so that travellers wishing to use the diverge lanes would have appropriate choice on the south side, such as TAG lanes. The Welsh Government has confirmed that they would liaise with the Department for Transport on this matter should the Scheme proceed to the next stage of design. I acknowledge also that there is no certainty that toll collection in its current form would be in place at the proposed opening date of the Scheme, e.g. Electronic Toll Collection or Free Flow Charging could be in place.
4.243 Adjacent to the Glan Llyn Junction, the Scheme includes a proposed new highway maintenance depot. This new depot would replace the Welsh Government’s existing highway maintenance depot at Magor, which lies on the route of the proposed new motorway and which would be demolished (Ch. 20+700). The new Glan Llyn maintenance depot would be provided with access with the A4810, improving the existing access to land owned by Tata Steel UK Ltd. (SUP0138) and plots leased by Tarmac Ltd. and Cambrian Stone Ltd. (OBJ0097). The CPO includes land required for the proposed maintenance depot and its access which is essential for the Scheme.
4.244 On the existing M4 motorway to the north of Newport, which is proposed to be reclassified, the existing Variable Speed Limit infrastructure would remain in place in an advisory speed limit capacity.
Maintenance Facilities for Statutory Undertakers Assets
4.245 At Ch. 5+900, 7+850, 13+200 and 15+100 lay bys would be provided on each side of the carriageway for the future maintenance of high
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voltage overhead electric power lines owned and operated by National Grid (OBJ0205). These would be required only at locations where insufficient maintenance access would be provided in the future case without the lines being diverted. The CPO (Doc. 2.1.5) includes for land required for the widening of the embankments at these lay bys which are shown on the general arrangement drawings in the ES Chapter 2 (Doc 2.3.2 and 2.4.4) and which are essential for the Scheme.
Maintenance Facilities for Highway and Land Drainage
4.246 To enable Natural Resources Wales (OBJ0268) to maintain the Gwent Levels SSSI Reen network, access routes have been identified to gain access to every reen and field ditch alongside the Scheme. Where crossings of ditches or reens would be required to gain maintenance access, culverts would be provided if none exist presently. These access routes and culverts are shown on the Highway Drainage and Reen Mitigation drawings in the ES Chapter 2.
4.247 The CPO includes for rights of access for these maintenance access routes and title for land for culverts which are essential for the Scheme.
4.248 Every water treatment area and pollution control facility would be provided with a dedicated access track for maintenance vehicles. The CPO includes rights of access for these maintenance access routes and title for land for culverts which are essential for the Scheme.
4.249 The current obligations for the field ditches outside the CPO boundary would not change. However, it is proposed, subject to agreement, that Natural Resources Wales would maintain the new field ditches inside the CPO, although Welsh Government would have easement rights to maintain them if necessary.
4.250 The land on which the reens and field ditches will be constructed are in the CPO and would be in the ownership of Welsh Government. Easements have been included in the CPO for the Welsh Ministers to
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enter and re-enter for the construction and maintenance of the reens and field ditch network provided.
4.251 The Welsh Government will become the owner of the new culverts and thus will have the responsibility for having them maintained, along with their sluices.
River Usk Bridge Operations and Maintenance
4.252 The River Usk Crossing would be a major piece of highway infrastructure which would require significant maintenance. The River Usk Crossing Approval in Principle (Doc. 6.2.24) and the River Usk Crossing Future Maintenance Report (Doc. 6.2.33) describe the design basis and the future maintenance considerations for the River Usk Crossing.
4.253 Access for maintenance for the River Usk Crossing where this would pass over the Newport Docks would require access rights for the Welsh Government across land owned by Associated British Ports (OBJ0031) (ABP). The CPO includes rights of access for these maintenance access routes which are essential for the Scheme.
4.254 The River Usk Crossing would require electricity supply for road lighting, maintenance lighting, maintenance, the aviation warning light on the tops of the main cable stayed bridge towers and marine navigation lights on the bridge deck. A bridge services building is proposed adjacent to the west tower which would house this electrical infrastructure as well as IT systems, an office, welfare facilities and parking facilities. An access track would be provided in order to gain access to the bridge services building. This building would be sited directly beneath the bridge deck in order to reduce the amount of land required for the Scheme from ABP (OBJ0031) beyond the footprint of the bridge.
4.255 Where the River Usk Crossing would pass over land on either side of the River Usk, the CPO (Doc. 2.1.5) incorporated the following:
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a) The footprint of the foundations has land provided as title in the CPO. b) In between the foundation title plots and beneath the projected area of the bridge deck above, the land is provided as title with the option to agree the lesser requirement as Section 250 rights of access (i.e. easement for access without acquiring title), should the Welsh Government and the landowner agree a suitable covenant to control the use of the land beneath the bridge. The reason for this approach to the CPO is to minimise the land required and disruption from ABP and its tenants and to manage the interests of the Welsh Government and the travelling public in respect of safety, fire and security risks arising from land based operations beneath the bridge, and to ensure that the Welsh Government has access available beneath the bridge for inspection and maintenance. c) There is an exception to the principle of b) above in the area of the channel between the North and South Docks at Newport Docks, known as the Junction Cut. Here, the CPO is drafted with the footprint of the foundations has land provided as title and the remainder of the land with S250 rights of access, leaving the dock walls in the ownership of ABP (OBJ0031). d) Where the bridge crosses the River Usk and the docks east railway line the land is shown with S250 rights of access. e) A 5m wide maintenance and access strip of S250 rights is provided for the land outside the projected area of the bridge deck above. In the CPO, this 5m strip also has the land designated as essential licence, for the construction of the bridge, and so appears as title in the CPO. The Land Reference Drawings with Engineering Layout (Doc. 2.3.12) and the Land Reference Schedule (Doc. 2.3.1) provide additional clarity on the designation of this strip on land in the CPO.
4.256 Towards the western end of the land for the River Usk Crossing, plot 7/3ac was provided in the CPO March 2016 as a single plot of title. The modification to the CPO MOD2 has amended this to provide the potential for more land to be returned to ABP along the principles of c)
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above. This change amendment has been facilitated by a change to the form of the structure supporting the proposed new motorway which was previously a reinforced soil embankment and has been amended to a reinforced concrete bridge structure supported on columns with discrete foundations. This amendment also would facilitate the future construction of a western railway line in the docks, as proposed in ABP’s The Port of Newport Masterplan 2015-2035 Consultation Draft (Doc. 7.1.6), should they decide to proceed.
4.257 The piers supporting the River Usk Crossing at Ch. 9+9590 and 9+660 approximately, either side of the junction cut, have been designed without the need for the dock walls to be stable and in place in the future. The Welsh Government’s asset would not rely upon the continued maintenance of these walls by ABP or any future party which may own and operate the Newport Docks.
4.258 At the proposed new highway maintenance depot at Glan Llyn, the south west corner of the depot compound would be reserved for future River Usk Crossing maintenance equipment storage.
Demolition of property
4.259 The Scheme as published in the March 2016 draft Orders would require the demolition of 12 residential properties, 8 of which are already in Welsh Government ownership. Demolition, or partial demolition of 47 commercial buildings or property would be required.
4.260 Modifications to the CPO proposed since publishing draft Orders would, if agreed, reduce the number of commercial properties by 5 to 42.
4.261 Appendix E to my evidence provides details of properties that would require demolition including those which could be retained pending agreement of amendments.
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Further Scheme Development
4.262 Subject to satisfactory completion of the statutory procedures and receipt of instruction from the Welsh Government, detailed design of the Scheme would be prepared. This process would take the Made Orders proposals and develop them further to sufficient detail to provide construction information.
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5. Land interests in the Compulsory Purchase Order
Overview
5.1 This section of my evidence will address matters of land required for the Scheme in relation to objections received from private individuals or businesses with interests in the land, such as Freehold, Leasehold or tenants in the CPO.
5.2 The Land Reference Schedule (Doc. 2.3.1) and the Land Reference Plans with the engineering layout overlaid (Doc. 2.3.12) provide additional information for each CPO plot in respect of the requirement of the land for the Scheme.
5.3 To summarise the land designations of each different type of land use are: Title, Title Mitigation, Exchange Land, Easement, Essential Licence, Title (PMA), Licence (PMA) Dedication (for Public Rights of Way) and land in the ownership of Welsh Government.
5.4 My evidence has addressed the reasons why engineering features are essential in terms of title for the permanent works, for private means of access and rights of access for maintenance. Barry Woodman will address in his evidence (WG 1.6.1) land required for Essential Licence required for the construction of the Scheme. Peter Ireland will address in his evidence (WG 1.7.1) land for Essential Mitigation land required for the Scheme. Julia Tindale (WG 1.10.1) will address the viability of the agricultural holdings during and after construction of the Scheme.
5.5 I have included in Appendix A to my evidence, plans which show the land interest locations of the objectors discussed in the following paragraphs.
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Network Rail (OBJ0025)
5.6 Network Rail has objected to the Scheme on the grounds that their operational railway land is adversely affected. The Scheme interfaces with the railway at three locations along the Scheme, which are described in Section 5.12 of my evidence.
5.7 A modification (CPOMOD54) has been proposed to account for the land at Green Lane (St. Brides) that Network Rail has recently acquired to site a substation required for the mainline electrification works.
5.8 At the time of writing evidence, dialogue was ongoing between the Welsh Government and Network Rail who remain an objector to the Scheme.
Mr T G Hicks, Parc Golf Club (OBJ0049)
5.9 Parc Golf Club is located in Coedkernew on the south western side of the proposed Church Lane Overbridge. Mr Hicks has objected to the loss of land included in the CPO, which is part of the Golf Course and the impact on the golf course business as a result of this.
5.10 Plots 3/2, 3/2f and 3/2h would be required as title for the construction of the new motorway, re-alignment of the existing Church Lane and all associated works. Plots 3/2a and 3/2g would be required as easements for access to construct and maintain the Scheme drainage field ditches. Plots 2/25 and 3/2d would be required for the dedication of a new footpath. Plots 3/2h and 3/2j would be for half width of public highway known as Church Lane. It is standard practice to assume the half width of the highway subsoil is in the ownership of the frontager, if the land is not registered with Land Registry.
5.11 Essential mitigation plots 3/2b, 3/2cand 3/2j have been included for essential planting and landscaping and essential mitigation plots 3/2b and 3/2e are required for replacement field ditches.
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5.12 Through discussions with Mr Hicks, the landscaping proposals were amended to reduce the amount of landscaping required in plot 3/2b. Plot 3/2a, which was required for the construction and maintenance of a field ditch / reen, was also removed which further reduced the land take on Parc Golf Club. This was proposed within modification CPO MOD29, which was sent to Mr. Hicks on 3 rd November 2016. This modification has not been agreed, and Mr Hicks remains an objector to the scheme.
Industrial Automation and Control Systems (IAC) Systems. (OBJ0068)
5.13 IAC Systems are the lessee of a building and land located immediately north of the proposed new motorway at Ch. 12+550 which is owned by The Welsh Ministers. IAC Systems have objected to the Scheme on the grounds of impact to their building and their operations.
5.14 Plot 10/1cx is required for the construction of the new motorway. Refer to Section 4.100 of my evidence for more details of the reasons for the alignment of the route, which results in the land required for the Scheme from IAC.
5.15 A proposed modification to the CPO has been proposed to IAC to reduce the land take required, which I have covered in section 4.102 of my evidence.
5.16 At the time of writing my evidence, IAC had not withdrawn their objection and dialogue with the Welsh Government was ongoing. IAC has also proposed an alternative route which the Welsh Government is currently reviewing and will be included in the alternatives brochure if IAC do not withdraw.
Tarmac Ltd & Cambrian Stone Ltd. (OBJ0097)
5.17 Tarmac Ltd and Cambrian Stone are located immediately northwest of the proposed Glan Llyn Junction. Tarmac and Cambrian Stone have objected to the Scheme on the grounds of not wanting to be deprived of
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part of their leasehold interest and occupation of the site, the acquisition of land requiring a reconfiguration of the property to allow continued operation.
5.18 Plot 11/2ar is required as title for the construction of the new Glan Llyn Motorway Junction. Plots 11/2aq and 11/2bu are required as essential licence to construct new land drainage to replace land drainage lost to the Scheme. This land would be handed back to the land owner once complete, however a permanent easement would still be required over plot 11/2bu for all purposes to do with the maintenance of a highway fence. Tarmac is the leaseholder of the plots listed above, with Tata the freeholder.
5.19 I have covered in section 4 and 5.4.5 of my evidence the reasons for the alignment of the route and the reason for the layout of the proposed new Glan Llyn Junction, which results in the land required for the Scheme from Tarmac Ltd & Cambrian Stone Ltd.
5.20 A change to the earthworks engineering design has been discussed with Tarmac Ltd and Cambrian Stone Ltd, which allows the existing drainage ditch to be retained. This allows the area of land required for the Scheme to be reduced, which lessens the impact on Tarmac’s operations. A proposed modification to the CPO, CPO MOD 49, is currently being discussed with Tarmac Ltd.
5.21 At the time of writing my evidence, Tarmac Ltd and Cambrian Stone Ltd were maintaining their objection.
Bovis Homes (OBJ0103)
5.22 Bovis Homes are located on the south western side of Knollbury Lane Overbridge. Bovis Homes have objected to the Scheme on the grounds of the inclusion of plot 16/16a in the CPO, impact of access on their land for housing development off Grange Road, Undy, disruption during construction and the specific environmental impact on their site.
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5.23 Plot 16/16a is the half width of the public highway known as Knollbury Lane and is included within the CPO. Although this is Monmouthshire adopted highway it is a presumption in law that a frontager owns the subsoil to the half width of the highway unless it is known to be in some other ownership. The plot would be required for the Scheme to ensure that there would be adequate working space to construct Knollbury Lane overbridge and tie in highway works, but there are no proposed physical changes to the public highway.
5.24 Grange Road is Monmouthshire County Council adopted highway. The subsoil is in the ownership of the Welsh Government and registered with Land Registry. There is no intention to do any work on this road and there would be no change to access as part of the Scheme.
5.25 Following consultation with Bovis, a modification (CPO MOD 57) to the CPO has been proposed to remove Grange Road and plot 16/16a. At the time of writing my evidence, Bovis were maintaining their objection.
Cargo Services (UK) Ltd (OBJ0137)
5.26 Cargo Services (UK) Ltd have objected to the Scheme on the grounds of loss of operational facilities and opportunity for future development. Cargo Services are the leasehold occupier on the site, which lies to the east of the River Usk and to the west of Corporation Road.
5.27 Plot 8/6d and 8/6q would be required as title for the construction of a bridge pier. Plots 8/6c, 8/6g, 8/6j, 8/6r and 8/6n would be required for the construction of a new viaduct to carry the proposed motorway and included as title within the CPO but the intention would be an offer back of suitable lesser interest in or rights to the land, provided there is access for maintenance purposes and a restriction on uses that could present a risk of damage to the structure. If such licence can be negotiated then ownership would remain with the landowner.
5.28 Plots 8/6, 8/6b and 8/6h would be required as essential mitigation for essential planting. Plots 8/6e, 8/6f, 8/6k, 8/6m, 8/6p, 8/6s, 8/6t, 8/6u,
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8/6v and 8/6w would be required as essential licence for their temporary use for working space and access during construction.
5.29 I have explained more detail on the land required for the Scheme from Cargo Services in Section 4.167 of my evidence. At the time of writing my evidence, Cargo Services were maintaining their objection.
Mr John & Mr Peter Baker, Maerdy Farm (OBJ0145)
5.30 Mr J & Mr P Baker have objected to the Scheme on the grounds of an area of woodland being rendered inaccessible, the land taken for the Scheme leaves small parcels of land that are not reasonably commercially economical to farm and that the farm house and buildings would not be worth retaining as much of the agricultural land would be taken by the Scheme. They object to the essential mitigation plots 20/2 and 20/3 inclusion within the CPO, near Coedkernew and south of the proposed new motorway, and also the impact due to alterations to the land drainage.
5.31 A proposed modification CPOMOD59 has been proposed to reduce the land take from plot 3/4d and to include additional essential mitigation land. This modification was proposed to Messrs Baker in a letter dated the 18 th October 2016. No response has been received since, and Mr John & Mr Peter Baker remain as objectors to the scheme.
5.32 The farmhouse, buildings and area of woodland cannot be justifiably and have not been included with the CPO. The Welsh Government is in dialogue with Mr J & Mr P Baker on consideration of their objection and the ongoing commercial viability of their land interest.
Sustrans Limited (OBJ0148)
5.33 Railway Paths Ltd objected on behalf of Sustrans Limited to the Scheme on the grounds of inaccurate recognition of Sustrans interest in land within the CPO, adequacy of time to respond to the published CPO,
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maintained connectivity of the NCN Route 4 and additional infrastructure provision for Active Travel provided by the Scheme.
5.34 Sustrans’ interest in plots 9/2c, 9/2e, 9/2f, 9/2g and 9/2j has been recorded and included in a proposed modification CPOMOD16. Railway Paths Ltd have confirmed in an email dated 5 August 2016 that this modification satisfied this point of the objection.
5.35 Additional Active Travel provision and connectivity during and after construction of NCN Route 4 is described by Barry Woodman (WG 1.6.1) and Julia Tindale (WG 1.10.1) in their evidence.
5.36 Railway Paths Limited replied on 7 th September 2016 to state that they were happy that the points raised in their original objection do not need to be raised at the Public Local Inquiry, however they remain opposed to the Scheme in general.
Mr Nicholas & Ms Rebecca Clarke, Whitecross Farm (OBJ0207)
5.37 Whitecross Farm is located on the northern end of the proposed Lighthouse Road Overbridge, Wentlooge and is adjacent to the South Wales Mainline Railway. Mr and Ms Clarke have objected to the Scheme on the grounds of the land take to the access of their driveway and the impact of the motorway and realigned side road on their property.
5.38 Plots 6/6, 6/6a, 6/6b and 6/6c would be required for the Scheme as part of the realignment of Lighthouse Road. Plots 6/6a and 6/6b are the half width of the public highway (Lighthouse Road) and is included in the CPO. Although this Newport adopted highway it is a presumption in law that a frontager owns the subsoil to the half width of the highway unless it is known to be in some other ownership. Plot 6/6c would be required as licence (PMA) to make minor amendments to the Private Means of Access to Whitecross Farm as part of the tie in works.
5.39 The new motorway, which would be 200m south of their property, would be on an embankment approximately 2m high. The overbridge finished
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road level would be approximately 9.5m above the existing ground level. The overbridge would have parapets along its edge, which would be 1m high.
5.40 I have covered in section 4.81 of my evidence the reasons for the layout of the proposed realignment of Lighthouse road, which result in the alterations to Mr and Ms Clarke’s private means of access.
5.41 At the time of writing my evidence, Mr Nicholas & Ms Rebecca Clarke were maintaining their objection to the Scheme.
Mr Clive Rabbitt, Daffodil Lodge and Ty Knoll (OBJ0209)
5.42 Daffodil Lodge is located north of the existing M4, north-east of the proposed Knollbury Lane overbridge extension. Mr Rabbitt has objected to the Scheme on the basis of the impact on his land, access, and the land to the west of the property (plot 16/9a).
5.43 Plot 16/12b is would be required as title for the localised improvement of the alignment for Private Means of Access from Knollbury Lane. Plot 16/12 would be required temporarily during construction under as essential licence, which includes part of the access leading to Daffodil Lodge. Plot 16/12a would be required for the partial realignment of the access to land at Undy House and Daffodil Lodge. Access to the properties would be be maintained during construction via an alternative route, for which a swept path analysis has been undertaken for a 10m rigid Heavy Goods Vehicle to ensure that the proposed route is appropriate.
5.44 Mr Rabbitt maintains his objection to the scheme on the grounds on the viability of his business.
Mrs T.C. Allen, Myrtle House (OBJ0211)
5.45 Mrs Allen has objected to the Scheme on the grounds of the impact of the Scheme on her and her property, known as Myrtle House, at
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Coedkernew, and the impact of loss of income from the telecommunications mast that is on her land.
5.46 The entirety of Mrs Allen’s land and property, plots 2/17, 2/17a and 2/17b would be required for the Scheme, including the demolition of the property. The Welsh Government has discussed the options available with Mrs Allen and would be sympathetic in their approach to the acquisition of the property, however no blight application has yet been submitted to the Welsh Government. Plot 2/17b is the half width of the highway known as Pound Hill.
5.47 The land for plots 2/17, 2/17a and 2/17b in the CPO would be required for the proposed new motorway and lies beneath the alignment of the proposed westbound M4 to A48(M) interchange link road at Ch. 3+600. The location of Myrtle House is shown on the general arrangement drawing included as figure 2 to chapter 2 of the ES.
5.48 I have covered in section 4.26 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange which result in the land required for the Scheme from Mrs Allen.
5.49 Following discussions with Mrs Allen regarding the points raised in her objection, she maintains her objection and does not intend to make representations at the Public Local Inquiry.
Mrs D Alred and R P Richardson (Gwent) Ltd (OBJ0212)
5.50 R P Richardson (Gwent) Ltd and Mrs D Alred objected to the Scheme on the grounds of the viability of the agricultural holding at Wentlooge after construction, enjoyment of the retained property and loss of land regarded as not essential to the Scheme.
5.51 Plots 5/9, 5/9b, 5/9g, 5/9j, 6/3 and 6/3b are required as title for the construction of the new motorway, water treatment area and associated drainage. Plots 5/9a, 5/9c, 5/9f, 5/9h, 5/9k, 6/3a and 6/3d are required for easements for access to construct and maintain the Scheme
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drainage and the replacement reens. Plots 5/9d, 5/9e and 6/3c are required as essential mitigation for the replacement reens.
5.52 Following discussions with Mrs Alred regarding the points raised in her objection, she maintains her objection and does not intend to make representations at the Public Local Inquiry.
Mr JS and Mrs RE Anstey, Old Court Farm (OBJ0213)
5.53 Old Court Farm is located south east of the proposed Magor Interchange, to the west of the community of Rogiet. Mr and Mrs Anstey have objected to the Scheme on the grounds of the viability of the agricultural holding at Rogiet during and after construction, enjoyment of the retained property, loss of land regarded as not essential to the Scheme, inability to forward plan the running of the agricultural unit and the effect on the sale of the property.
5.54 Plots 17/5, 17/5n, 17/5q, 17/5v, 17/5ac, 17/5ae and 18/4a would be required as title for the construction of the new motorway, motorway junction, slip roads and all associated works. Plots 17/5an and 17/5aq are half widths of the existing B4245 road and would be required for works on the B4245. Plots 17/5k, 17/5m, 17/5p, 17/5u, 17/5x, 17/5z, 17/5aa, 17/5ab, 17/5af, 17/5ag and 17/5ap would be required for water treatment area 12A and Reed bed, headwalls and all associated drainage works. Plots 17/5s, 17/5w, 17/5ad and 17/5ah would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing.
5.55 Plots 17/5a, 17/5b, 17/5c, 17/5d, 17/5e, 17/5f, 17/5h, 17/5j, 17/5t, 17/5y and 17/5ak would be required as essential mitigation for essential planting. Plots 17/5r, 17/5s, 17/5w, 17/5ad, 17/5aj and 17/5am would be required as essential licence for their temporary use for working space and access during construction.
5.56 I have covered in section 4.41 of my evidence the reason for the layout of the proposed new motorway at J23/J23A Magor. Section 4.173 of my
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evidence gives details to the highway drainage network layout and section 4.198 of my evidence gives the reasons for the location of the Water Treatment Areas 12A and reed beds, which result in land required for the Scheme from Mr and Mrs Anstey.
5.57 A modification to the draft Supplementary CPO (CPO MOD 67) has been proposed to reduce the area of land required for the new headwall. The land over Mr and Mrs Anstey’s shared PMA has been changed to an easement to construct the outfall and headwall, with the ownership and access rights remaining with the owners.
5.58 A proposed modification CPO MOD 64 would remove Plot 23/3 from the CPO as part of the overall revised proposals for land required for the SSSI mitigation land. Refer to the December 2016 ES Supplement (Doc. 2.4.14), which Peter Ireland will describe in his evidence (WG 1.7.1).
5.59 At the time of writing my evidence, Mr and Mrs Anstey were maintaining their objection.
Miss Susan Anstey, Court Farm (OBJ0214)
5.60 Court Farm is located south east of the proposed Magor Interchange, to the west of the community of Rogiet. Miss Anstey has objected to the Scheme on the grounds of the viability of the agricultural holding during and after construction, enjoyment of the retained property, loss of land regarded as not essential to the Scheme including development land, inability to forward plan the running of the agricultural unit and the effect on the sale of the property.
5.61 Plots 17/3, 17/3f, 17/3p, 18/7 and 18/7c would be required as title for the construction of the new J23 to J23A new trunk road and roundabout on the B4245. Plot 18/7m is the half width of the existing B4245 road and is required for works on the B4245 including its change of highway authority from Monmouthshire CC to the Welsh Government as a Trunk Road. Plots 17/3d, 17/3k, 18/7b, 18/7e and 18/7k, would before culvert headwalls and all associated drainage works. Plots 17/3b, 17/3c, 17/3g,
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17/3h, 17/3j, 17/3m, 17/3q, 18/7a, 18/7d, 18/7g and 18/7j would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 17/3j would be required to reprovide a Private Means of Access for the benefit of Miss Anstey as outlined in the SRO.
5.62 Plots 22/3 and 23/7 would be required as essential mitigation for the requirements of the SSSI Mitigation strategy. Plots 17/3a, 17/3b, 17/3c, 17/3e, 17/3g, 17/3h, 17/3j, 18/7f and 18/7h would be required as essential licence for their temporary use for working space and access during construction.
5.63 A draft Supplementary CPO was published on 5 th September 2016, which includes more land that Miss Anstey has an interest in. Further investigation work carried out since the publication of the draft Orders has revealed that the Vurlong Reen, into which the Water Treatment Area 12b would discharge, would not be sufficient for the needs of the Scheme. The reen at this location has been blocked by an earth embankment and does not flow. An alternative discharge point has been identified, which runs alongside the Old Court Farm access drive, where it ties into existing drainage.
5.64 The draft Supplementary CPO incorporates the necessary land and rights to provide the alternative arrangement. Plot 1/4 would be required for an easement to construct and maintain a drainage pipe, 1/4a would be required temporarily to install the drain pipe and plot 1/3 would be required to construct a new drainage headwall. Land included within the published CPO that would no longer be required would be removed through a proposed modification to the CPO (CPO MOD 67). Plots that would in consequence be removed from the published CPO that are in Miss Anstey’s interest are 18/7f, 18/7g, 18/7h, 18/7j and 18/7k.
5.65 Miss Anstey has objected behalf to the published draft Supplementary CPO. A modification to the draft Supplementary CPO (CPO MOD 67) has been proposed to reduce the area of land required for the new
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headwall, and was sent to Miss Anstey on 18 th January 2017. The land Miss Anstey’s shared PMA has been changed to an S250 Rights to construct the outfall and headwall, with the ownership and access rights remaining with the title holder.
5.66 I have covered in section 4.41 of my evidence the reason for the layout of the proposed new motorway at J23/J23A Magor. Section 4.173 of my evidence gives details to the highway drainage network layout and section 4.198 of my evidence gives the reasons for the location of the Water Treatment Area 12B and Reed Beds, which result in the land required for the Scheme from Miss Anstey.
5.67 Since publication of the draft Orders in March 2016, the original plot 23/7 required for essential mitigation has been found to be in the ownership of Miss Anstey. This is covered in proposed CPO MOD 26.
5.68 Proposed modification CPO MOD 64 would remove Plot 23/7 from the CPO as part of the overall revised proposals for land required for the SSSI mitigation land. Refer to the December 2016 ES Supplement (Doc. 2.4.14), which Peter Ireland will describe in his evidence (WG 1.7.1).
5.69 At the time of writing my evidence, Miss Anstey was maintaining her objection.
Mr D Colley, Great House Farm (OBJ0215)
5.70 Mr Colley is the freeholder of Great House Farm which is located east of Undy, and south of the Main South Wales to London Railway Line. Mr Colley has objected to the Scheme on the grounds of the viability of the agricultural holding at Undy during and after construction and loss of land regarded as not essential to the Scheme including development land.
5.71 Plots 17/6e and 17/6f are the half widths of the existing B4245 road and are required for works on the B4245 including its change of highway authority from Monmouthshire CC to the Welsh Government as a Trunk
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Road. Plot 17/6, would be required for a drainage outfall headwall. Plot 17/6c would be required for easements for access to construct and maintain the Scheme’s drainage.
5.72 Plots 17/6a and 17/6b would be required as essential mitigation for essential landscaping and planting. Plot 22/2 would be required as essential mitigation for the SSSI mitigation strategy. Plots 17/6c and 17/6d would be required as essential licence for their temporary use for working space and material stockpiling during construction.
5.73 I have covered in section 4.41 of my evidence the reason for the layout of the proposed new motorway at J23/J23A Magor. Section 4.173 of my evidence gives details to the highway drainage network layout, all of which result in the land required for the Scheme from Mr Colley.
5.74 Since publication of the draft Orders in March 2016, plot 22/2 required for essential mitigation has been found to be in the ownership of Mr Colley. This is covered in the proposed CPO MOD 48.
5.75 At the time of writing my evidence, Mr Colley was maintaining his objection to the Scheme.
Mr Derek David, Fair Orchard Farm (OBJ0216)
5.76 Fair Orchard Farm is located adjacent to the current alignment of Lighthouse Road, immediately south of the proposed Lighthouse Road Overbridge. Mr David has objected to the Scheme on the grounds of the viability of the agricultural holding during and after construction, enjoyment of the retained property, loss of land regarded as not essential to the Scheme including development land, inability to forward plan the running of the agricultural unit, concerns over access to the farm during and post construction and the effect on the sale of the property.
5.77 I have covered in section 4.228 of my evidence the effect on Mr David’s access and the proposed modification to the draft Orders to
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accommodate his requirements. The proposed modification also removes the area of garden of the property, part of plot 6/4y.
5.78 After receiving the proposed modification regarding access arrangements to Fair Orchard Farm, Mr. David asked that the project team review the arrangement for the farm access as the arrangement proposed does not offer segregation of Mr. David’s commercial and residential vehicles. Discussions with Mr David are ongoing regarding the details of the access arrangements.
5.79 Plots 6/4, 6/4d, 6/4g, 6/4r, 6/4u, 6/4ae, 6/4an, 6/4ar, 6/4ay, 6/4az, 6/4bg, 6/4bk, 6/4bm, 6/4bz and 6/4cc would be required as title for the construction of the new motorway, re-alignment of the existing B4329 and all associated works. Plots 6/4, 6/4n, 6/4af would be required for water treatment area, headwalls and all associated drainage works. Plots 6/4a, 6/4b, 6/4c, 6/4e, 6/4j, 6/4p, 6/4q, 6/4s, 6/4t, 6/4v, 6/4w, 6/4x, 6/4z, 6/4ab, 6/4ad, 6/4ag, 6/4ah, 6/4ak, 6/4ap, 6/4as, 6/4au, 6/4av, 6/4ba, 6/4bc, 6/4bd, 6/4bj and 6/4ce would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 6/4aq, 6/4bb, 6/4be, 6/4bf would be required for a new footpath. Plots 6/4e, 6/4s, 6/4t, 6/4v, 6/4w, 6/4bd, 6/4be, 6/4bu, 6/4bv, 6/4cb, 6/4cd and 6/4ce would be required for construction of new PMA for Mr David, Fair Orchard Farm. Plots 6/4ap, 6/4ba would be required to provide a PMA for the benefit of New Dairy Farm and Natural Resources Wales as outlined in the SRO.
5.80 Plots 6/4f, 6/4m and 6/4bw would be required as essential mitigation for essential planting and landscaping. Plots 6/4aa, 6/4ac, 6/4aj, 6/4am, 6/4at and 6/4bh would be required as essential mitigation for replacement field ditches and replacement reens. Plots 6/4h, 6/4k, 6/4y, 6/4ax, 6/4bn, 6/4bp, 6/4by and 6/4ca would be required as essential licence for their temporary use for working space and access during construction.
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5.81 I have covered in section 4.81 of my evidence the reasons for the layout of the proposed realignment of Lighthouse Road, which would result in the land take from Mr David and the effects on his access.
5.82 At the time of writing my evidence, Mr David was maintaining his objection.
Mr Huw Edwards and Mrs Brenda Edwards, New Dairy Farm (OBJ0217)
5.83 New Dairy Farm is located west of the River Ebbw, to the south of the proposed M4 mainline. Mr and Mrs Edwards are the owners of the farm. They have objected to the Scheme on the grounds of the viability of the agricultural holding during and after construction, enjoyment of the retained property, loss of land regarded as not essential to the Scheme including development land, inability to forward plan the running of the agricultural unit.
5.84 Plots 6/9, 6/9e, 6/9k, 6/9m, 6/9u, 6/9x, 6/9z, 6/9ae, 6/9ak and 6/9an would be required as title for the construction of the new motorway, and all associated works. Plots 6/9a, 6/9c, 6/9f, 6/9h, 6/9n, 6/9p, 6/9q, 6/9s, 6/9v, 6/9ab, 6/9ac, 6/9af, 6/9ap, 6/9aq, 6/9as, 6/9at, 6/9ax and 6/9ay would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 6/9d, 6/9j, 6/9w and 6/9ad would be required for a new footpath. Plots 6/9c, 6/9v, 6/9ab and 6/9ap would be required to provide a PMA for the benefit of New Dairy Farm and Natural Resources Wales as outlined in the SRO. Plot 6/9ah, 6/9ap would be required for construction of new PMA to access land owned and leased by Mr David, Fair Orchard Farm.
5.85 Plots 6/9b, 6/9g, 6/9t, 6/9y, 6/9ag, 6/9am, 6/9as, 6/9au and 6/9aw would be required as essential mitigation for replacement field ditches. Plots 6/9aa, 6/9aj 6/9aq, 6/9ar, 6/9at, 6/9av, 6/9az and 6/9ba would be required as essential licence for their temporary use for working space and access during construction.
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5.86 An area of land was left severed by the published CPO for which a modification, CPO MOD47 and SRO MOD14, has been prepared to provide access. Mr & Mrs Edwards have confirmed that they accept this modification.
5.87 I have covered in section 4.84 of my evidence the reasons for the layout of the proposed realignment of New Diary Farm Access Road, which results in the land take from Mr H and Mrs B Edwards.
5.88 Mr & Mrs Edwards have confirmed that, having held discussions with members of the project team regarding their objection, they have agreed to the proposed modification, they maintain their objection and do not intend to make representations at the Public Local Inquiry.
Mr W.T German, Arch Farm (OBJ0218)
5.89 Mr German is title holder of land required for the Scheme in the vicinity of Nash Road. Mr German has withdrawn his objection to the Scheme. The Welsh Government has received written confirmation from Mr. German for the acceptance of the modification and withdrawal of his objection.
Executors of DG Harris (OBJ0219)
5.90 The Executors of the estate of DG Harris have objected to the Scheme on the grounds of loss of land at Magor with development potential and severance of areas.
5.91 Plots 15/11 and 15/11e would be required for the construction of the new motorway. Plots 15/11j, 15/11n and 15/11m would be required for the construction of a new Public Right of Way as provided for in the SRO. Plot 15/11j would be required temporarily for working space to construct the new footpath.
5.92 Plots 15/11a, 15/11b, 15/11d, 15/11f, 15/11g and 15/11h would be required as essential mitigation for essential planting. Plot 15/11c would
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be required as essential licence for their temporary use for working space and access during construction.
5.93 I have covered in section 4.41 of my evidence the reason for the layout of the proposed new motorway at J23 Magor, which results in the land required for the Scheme from the estate of D G Harris.
5.94 No remaining parcels of land are severed as part of the Scheme. Access to the field would be via the reopened section of Green Lane labelled shown in Inset E of Site Plan 14 of the SRO.
5.95 At the time of writing my evidence, the Executors of DG Harris were maintaining their objection.
Mr M D W Hazell, Cefn Henllan Farm (OBJ0220)
5.96 Mr Hazell’s land is located to the east of the proposed North Row Overbridge. Mr Hazell has objected to the Scheme on the grounds of loss of land at Redwick with development potential and inclusion of essential mitigation land.
5.97 Plot 13/5 and 13/5n would be required as title for the construction of the new motorway. Plot 13/5u would be required for the works associated with realignment of the public highway known as North Row; this plot being the half width of the existing road for highway to be improved which would not result in any changes to the existing land boundaries following completion of the Scheme. Plots 13/5b, 13/5j, 13/5f and 13/5p would be required temporarily to re-provide the Private Means of Access into the remaining parcels of the field. Plot 13/5e would be required for the new reen. Plots 13/5c, 13/5g, 13/5d and 13/5s would be required for easements to access and maintain a drainage reen.
5.98 Plots 13/5k, 13/5r and 13/5h would be required as essential mitigation for essential planting and landscaping. Plots 13/5a, 13/5e, 13/5q and 13/5t would be required as mitigation for the provision of replacement field ditches.
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5.99 I have covered in section 4.87 of my evidence the reasons for the alignment of North Row road which results in the land required for the Scheme from the Mr Hazell.
5.100 At the time of writing my evidence, Mr Hazell was maintaining his objection.
Mr P G and Mrs D J Howells, Pant Rhiw Goch Farm (OBJ0221)
5.101 Mr and Mrs Howells are title holders of land required for the Scheme near Druidstone Road, Michealstone-y-Fedw. Mr and Mrs Howells have withdrawn their objection to the Scheme.
Mr D H James, North Court Farm (OBJ0223)
5.102 Mr James’ land is located south west of Magor, between Rush Wall and the A4810 Steelworks Access Road. Mr James has objected to the Scheme on the grounds of the loss of potential development land regarded as not essential for the construction of the proposed road and severance of land, with the inability to utilise the resulting areas.
5.103 Mr James owns the freehold of plot sequence, 13/7e 14/5, 14/9, 14/11 and 15/3 sequences at Redwick and Magor. He also tenants and occupies an area of land in Tata’s ownership with various 13/2 plot numbers.
5.104 Plots 14/5, 14/5h, 15/3 and 15/3b would be required for the construction of the new motorway and associated works. Plots 14/5k, 14/5m, 14/5u 14/5v and 14/5w are required for the construction of culvert headwalls. Plots 14/5d, 14/5e, 14/5g, 14/5p, 14/5q,14/.5r, 14/5s and 14/9 would require an easement to access and maintain drainage and replacement reens. Plots 14/5e, 14/5f, 14/5p, 14/5q and 14/5t would be required for a bridleway. Plot 14/5j would be required for a PMA for the benefit of Mr David James. Plots 14/5t, 14/5u, 14/5v and 14/5w would be for the half width of Rush Wall. It is a presumption in law that a frontager
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owns the subsoil to the half width of the highway unless it is known to be in some other ownership.
5.105 Plots 14/5a, 14/5b, 14/5c and15/3a would be required as essential mitigation for essential planting and landscaping. Plots 14/5a, 14/5b and 14/5c would be required as essential mitigation for the provision of replacement field ditches and replacement reens.
5.106 At the time of writing my evidence, Mr James was maintaining his objection to the Scheme.
Trustees of F H James Partnership, Penterry Farm (OBJ0224)
5.107 The land owned by the trustees of FH James Partnership is located south west of Magor, between Rush Wall and the A4810 Steelworks Access Road. The Trustees of F H James Partnership have objected to the Scheme on grounds of loss of potential development land and land take not essential for the Scheme.
5.108 Plots 13/7, 14/2 and 14/2j would be required for the construction of the new motorway. Plots 14/2d, 14/2e, 14/2f and 14/2g would be required for the construction of culvert headwalls. Plots 13/7c, 14/2c, 14/2h and 14/2p would require an easement to access and maintain drainage and replacement reens.
5.109 Plots 13/7d and 14/2n would be for half widths of the existing Rush Wall Lane required temporarily under a licence to upgrade the NMU route. This is highway to be improved in the SRO and can be seen on Site Plans 12 and 13.
5.110 Plots 13/7a, 13/7b, 14/2a, 14/2b, 14/2k and 14/2m would be required as essential mitigation for essential planting and landscaping. Plots 13/7a, 13/7b, 14/2a, 14/2b, 14/2k and 14/2m would be required as essential mitigation for the provision of replacement field ditches.
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5.111 I have covered in section 4.173 of my evidence the reasons for the drainage network which results in the land required for the Scheme from the Trustees of F H James Partnership.
5.112 At the time of writing my evidence, Trustees of F H James Partnership were maintaining their objection.
Mr R M Jenkins, Red House Farm (OBJ0225)
5.113 Mr Jenkins has objected to the Scheme on the grounds of the viability of the agricultural holding at Magor during and after construction, enjoyment of the retained property and loss of land not essential to the Scheme.
5.114 Plots 15/8 and 15/8e would be required as title for the construction of the new and all associated works and realignment of Barecroft Common. Plot 15/8d would be required for the provision of a new PMA for the benefit of Mr Jenkins.
5.115 Plots 15/8a and 15/8b would be required as essential mitigation for essential planting and landscaping. Plots 15/8b would be required as essential mitigation for the provision of replacement field ditch. Plots 815/8c and 15/8d would be required as essential licence for their temporary use for working space and access during construction.
5.116 Mr Jenkins also tenants surrounding land that is affected by the Scheme, which forms part of the 14/4 series of plots. These are discussed further in Section 5.185 (OBJ240) of my evidence.
5.117 At the time of writing my evidence, Mr Jenkins was maintaining his objection to the Scheme.
Mr C W Jones, Barnetts Cottage (OBJ0226)
5.118 Mr C W Jones owns plots 23/4 and 23/4a which are presently pastureland on the Gwent Levels SSSI, south of the existing M4 toll plaza. The proposed CPO plots would be for SSSI mitigation land.
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5.119 Mr C W Jones would remove his objection to the scheme, subject to the removal of his land from the draft SSSI mitigation strategy. He has objected on the grounds of the viability of the agricultural holding in the land taken on the Caldicot Moor for essential mitigation.
5.120 Proposed modification CPO MOD 64 would remove Plot 23/4 and 23/4a from the CPO as part of the overall revised proposals for land required for the SSSI mitigation land. Refer to the December 2016 ES Supplement (Doc. 2.4.14), which Peter Ireland will describe in his evidence (WG 1.7.1).
5.121 At the time of writing evidence, Mr Jones was maintaining his objection.
Messrs R Jones, G Jones, K Jones M Jones and R Jones, New Park Farm (OBJ0227)
5.122 New Park Farm is located immediately north east of the proposed Castleton interchange. The objection to the Scheme on the grounds of the viability of the agricultural holding during and after construction, enjoyment of the retained property, loss of land regarded as not essential to the Scheme including land for stone extraction and mitigation planting, inability to forward plan the running of the agricultural unit, proximity of the residential dwelling in relation to the property, effects of noise, dust and disturbance during construction, possible effects on their wind turbine, effect on future expansion of the farmstead, possible effect on the farms spring-water supply and proposed methods of noise and pollution monitoring to assess pre and post Scheme.
5.123 Plots 1/3, 1/3m, 1/3q, 2/2, 2/2h would be required as title for the construction of the proposed cutting on the north side of the Castleton Junction. Plots 1/3a and 1/3b would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 1/3f, 1/3h, 1/3s, 2/2b, 2/2d, 2/2e and 2/2g would be required for the provision of a new public footpath. Plots 1/3e
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and 1/3k would be required for the provision of a new PMA as provided for in the SRO.
5.124 Plots 1/3c, 1/3p, 2/2a and 2/2c would be required as essential mitigation for essential planting and landscaping. Plots 1/3d, 1/3g, 1/3j, 1/3n, 2/2f and 2/2j would be required as essential licence for their temporary use for working space and access during construction.
5.125 The wind turbine is located approximately 450m north east of the residential property and is thus remote from the Scheme and any land in the CPO.
5.126 The farm holding’s water supply is from a spring located north east of the farms residential property. There would be no impact on the spring supply as part of the Scheme. It would be monitored through the construction of the project.
5.127 I have covered in section 4.260 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange which result in the land required for the Scheme from New Park Farm. I have also described in my evidence in section 4.139 the engineering design of the cutting slopes at Castleton Junction.
5.128 A modification to the published CPO has been proposed after a meeting (20 May 2016) with the land owner where the area of woodland planting (plot 1/3g) would be relocated to adjoin plot 2/2j. Plot 1/3g would still be required to be used temporarily during the construction of the Scheme. This modification is being discussed with the land owners and at the time of writing my evidence, they were maintaining their objection to the Scheme.
Mr W D Jones, Carrowhill Farm (OBJ0228)
5.129 Mr Jones has objected to the Scheme on the grounds of the land take within the CPO, in particular the essential licence plot 2/18k and viability of the agricultural holding at Coedkernew during and post construction.
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5.130 Plots 2/18, 2/18d, 2/18f, 2/18g and 2/18h would be required as title for the construction of the new motorway, bridge structure, headwall and all the associated works. Plots 2/18b, 2/18e, 2/18j and 2/18n would be required for easements for access to construct and maintain the Scheme’s drainage. Plots 2/18e, 2/18m, 2/18n and 2/18p would be required for a new footpath. Plot 2/18a would be required for the construction of a new PMA.
5.131 Plots 2/18c would be required as essential mitigation for essential planting and landscaping. Plots 2/18j and 2/18k would be required as essential licence for their temporary use for working space, material storage areas and access during construction.
5.132 I have covered in section 4.26 and 4.173 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange and the reason for the highway drainage network.
5.133 An alternative access to the farm, which is shared with the properties at Ty’n y Brwyn has been proposed as a modification as described in Section 4.218 of my evidence.
5.134 The land, labelled plots 2/18k on CPO Plan 2, would be required to be used temporarily during the construction of the Scheme for stockpiling and processing materials.
5.135 Mr Jones has confirmed that, having held discussions with members of the project team regarding his objection, having agreed to the proposed modification, he maintains his objection and does not intend to make representations at the Public Local Inquiry.
Mr John and Mrs Joan Major, Langley Villa (OBJ0229)
5.136 Langley Villa is located on St. Brides Road, Magor, immediately south of the St. Brides Road underbridge. Mr and Mrs Major have objected to the Scheme on the grounds of land included within the CPO, location of the proposed bridleway location and enjoyment of retained property
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during and post construction. The land included in the CPO is at Magor can be seen on CPO Plan 16.
5.137 Title is required for plots 16/6, 16/6b (the paddock) and 16/6e, for the construction of a new trunk road and the realignment of St. Brides Road.
5.138 Title is required for plot 16/6c would be for the construction of Reed Bed 11b. I have covered in section 4.197 of my evidence the reasons for the location of the reed bed and the highway drainage network for the route which results in the land required for the Scheme from Mr and Mrs Major.
5.139 The location of the bridleway has been reassessed by the project team and an alternative route has been determined. The proposed modification CPOMOD34 and SROMOD9 has been prepared for this arrangement.
5.140 Following discussions between the project team and Mr & Mrs Major regarding the proposed modification and the points raised in their objection, they have decided not to make representations at the Public Local Inquiry but they maintain their objection to the scheme.
Miss Laura Neville, Cefn Llogell Fach (OBJ0230)
5.141 Miss Neville has objected to the Scheme on the grounds of the viability of the agricultural holding during and after construction and the enjoyment of the retained property during and post construction.
5.142 Plots 2/16 and 2/16g would be required as title for the construction of the proposed cutting on the north side of the Castleton Junction. Plots 2/16d would be required for a headwall and all associated drainage works. 2/16b and 2/16f would be required for the dedication of a new public footpath. Plot 2/16a would be required to provide a new Private Means of Access for the benefit of Miss Neville.
5.143 Plots 2/16c would be required as essential mitigation for essential planting and landscaping. Plots 2/16e and 2/16h would be required as
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essential licence for their temporary use for working space and access during construction.
5.144 I have covered in section 4.26 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange which result in the land required for the Scheme from New Park Farm. I have also described in my evidence in section 4.139 the engineering design of the cutting slopes at Castleton Junction.
5.145 Since the publication of the draft Orders and through further consultation with Newport City Council and other land owners a modification is proposed (CPO MOD17 and SRO MOD1). This is to extend the footpath along the stopped up Pound Hill Road to tie in with the new footpath provided by the Scheme. It is also proposed to realign the Private Means of Access to utilise Pound Hill Road to improve access for Miss Neville.
5.146 Miss Neville has confirmed that, having held discussions with members of the project team regarding her objection, she has agreed to the proposed modification, she maintains her objection and does not intend to make representations at the Public Local Inquiry.
Mr N Park, Pembroke House Miss A S Park, Miss S R Park Miss V L Park and Mr A B T Park, White House Farm (OBJ0231)
5.147 This objection is on the grounds of use of land for a haul road, land on Caldicot Moor for essential mitigation and the viability of the holding after the land take.
5.148 Plots 22/4 would be required as essential mitigation for the SSSI mitigation strategy. Plots 18/9 would be required as essential licence for the temporary haul road to Ifton Quarry.
5.149 I have covered in section 3 of my evidence the reasons for the alignment of the route and in Section 4 the engineering design of the Scheme’s earthworks.
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5.150 At the time of writing evidence, this objection was being maintained.
Miss Christine Phillips, Green Farm (OBJ0232)
5.151 Green farm is located to the west of Rogiet, between the M48 and the Main South Wales to London Railway Line. Miss Phillips has objected to the Scheme on the grounds of the impact of the Scheme on the farm holding, the effect during and post construction on the residential property and its enjoyment.
5.152 Plot series 18/5 would be required for the construction of the new Magor Junction, Water Treatment Areas 12b and reed bed 12b and all associated works. The entirety of the agricultural land in the ownership of Miss Philips would be required within plot 18/5 series. No land is required from the residential property known as Green Farm.
5.153 I have covered in section 4.41 of my evidence the reasons for the layout of the proposed new motorway at J23/J23A Magor. Section 4.173 of my evidence gives details to the highway drainage network layout the reasons for the location of the Water Treatment Area 12b and Reed Bed, which result in the land required for the Scheme from Miss Philips.
5.154 At the time of writing my evidence, Miss Phillips was maintaining her objection.
Mr Stephen Phillips, Elder Cottage (OBJ0233)
5.155 Mr Phillips owns land in the vicinity of the proposed Magor Interchange. Mr Phillips has objected to the Scheme on the grounds of the viability of the agricultural holding and dairy farming business during and after construction, enjoyment of the retained property, loss of land not essential to the Scheme including mitigation land on Caldicot Moor, impacts on land drainage following stone extraction, inclusion of haul road and borrow pits within the CPO and inability to forward plan the running of the farm.
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5.156 Plots 15/18, 15/21, 17/9, 18/3, 18/3n, 18/8a would be required as title for the construction of the new motorway, proposed J23 Junction, J23 to J23a trunk Road and all associated works. Plots 18/3a, 18/3b, 18/3e, 18/3k and 18/8b would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. 15/21c, 18/3c 18/3g, 18/3f, 18/3h and 18/3j would be required for the construction of a new PMA for the benefit of Mr Philips, which is included in the SRO.
5.157 Plots 15/18a and 15/21a would be required as essential mitigation for essential landscaping and planting. Plots 15/21b, 17/9a, 18/3c, 18/3d, 18/3e, 18/3f, 18/3h, 18/3k and 18/3m would be included as essential licence and are required temporarily for the construction of the Scheme. Plot 17/9a would be required as a borrow area for earthworks materials, which would be returned to Mr Phillips once construction is complete. Barry Woodman will explain more details about the borrow pit in his evidence (WG 1.6.1).
5.158 Mr Stephen Phillips also tenants surrounding land that is affected by the Scheme. Section 5.60 (OBJ214) describes the impact on the land he tenants from Miss Anstey. (CPO Plots17/3, 17/3a, 17/3b, 17/3c, 17/3d, 17/3e, 17/3e, 17/3f, 17/3g, 17/3h, 17/3j and17/3p).
5.159 Proposed modification CPO MOD 64 would remove Plot 22/5 and 23/5 from the CPO as part of the overall revised proposals for land required for the SSSI mitigation land. Refer to the December 2016 ES Supplement (Doc. 2.4.14), which Peter Ireland will describe in his evidence (WG 1.7.1).
5.160 As explained in section 4.89 of my evidence, the September 2016 Supplement modified the alignment of Bencroft Lane.
5.161 A draft Supplementary CPO was published on 5 September 2016, which includes additional land where Mr Stephen Phillips holds the freehold. The draft Supplementary CPO incorporates the necessary land
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and rights to provide the alternative arrangement, plots 1/1, 1/1a, 1/1b, 1/1c and 1/1d and 1/1e (note numbering for Supplementary CPO starts at Sheet 1 and so duplicates some numbers of the March 2016 CPO Sheet 1, but it is a different Order). Land included in the published CPO no longer required would be removed through a proposed modification to the CPO (CPOMOD53). Plots that would in consequence be modified in a reduction in size from the published CPO that are in Mr Phillips’s interest are 18/3a, 18/3b, 18/3c, 18/3d, 18/3e, 18/3f, 18/3g, 18/3h, 18/3j and 18/3q. Mr Phillips has not objected to the Supplementary Land requirements.
5.162 At the time of writing my evidence, Mr Phillips maintains his objection and intends to make representations at the Public Local Inquiry.
Ms Jane Renton OBJ0237
5.163 Ms Renton owns land to the west of Rogiet, between the M48 and B4245. Ms Jane Renton was an objector to the draft Statutory Orders published in March 2016, but had no land interests listed within the CPO.
5.164 The draft Supplementary CPO published on 5 September 2016, incorporates the land and rights necessary to provide the realignment of Bencroft Lane. Ms Renton is the freeholder of plots 1/2, 1/2a, 1/2b, 1/2c, 1/2d, 1/2e, 1/2f, 1/2g, 1/2h and 1/2j.
5.165 Mrs Renton has not objected to the Supplementary Land requirements, however her original objection has been considered as a Statutory Objection to the scheme and CPO / Supplementary CPO.
5.166 At the time of writing evidence, Mrs Renton was maintaining her objection to the Scheme.
Mr Llewellyn Pritchard, The Beeches (OBJ0235)
5.167 The Beeches is located north of the existing M4 at Magor. Mr Pritchard has objected to the Scheme on the grounds of the effect on the Beeches
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Caravan Park, the property and the holding during and after construction and the loss of land affecting the viability of the holding.
5.168 Plots 16/7c, 16/7h, 16/7m, 16/7q, 16/7r, 16/7s and 16/8 would be required for the construction of the new trunk road and associated works. Plot 16/7 would be required for the construction of new WTA. Plots 16/7d, 16/7e, 16/7f 16/7g and 16/8a would be required temporarily to construct a new Private Means of access to the property. An easement will be required over this access for the Welsh Government to access the Water Treatment Area in an adjacent plot.
5.169 Plots 16/7a would be required as essential mitigation for essential planting and landscaping. Plots 16/7b, 16/7j, 16/7k, 16/7n and 16/7p would be required as essential licence for their temporary use for working space, material storage areas and access during construction.
5.170 I have covered in section 4.41 of my evidence the reason for the layout of the proposed new motorway at J23 Magor, which results in the land required for the Scheme from Mr Pritchard.
5.171 At the time of writing my evidence, Mr Pritchard was maintaining his objection to the Scheme.
Mr William Reece, 16, Highfield, Caerwent (OBJ0236)
5.172 Mr Reece owns land to the west of Magor, north of the Main South Wales to London Railway Line. Mr Reece has objected to the Scheme on the grounds of the viability of the agricultural holding during and after construction, enjoyment of the retained property, loss of land not essential to the Scheme including potential development land.
5.173 Plots 15/9, 15/9n, 15/9s, 15/9v, would be required as title for the construction of the new motorway, Bencroft Common side road realignment and all associated works. Plots 15/9b, 15/9c, 15/9q and 15/9t would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 15/9b,
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15/9f, 15/9j, 15/9q and 15/9t would be required to provide a new bridleway. These plots would also be shared with a Private Means of Access to adjoining fields.
5.174 Plots 15/9a, 15/9d, 15/9e, 15/9g, 15/9h, 15/9k, 15/9m, 15/9p, 15/9r, 15/9u and 15/9w would be required as essential mitigation for essential planting and landscaping.
5.175 Mr Reece also tenants surrounding land that is affected by the Scheme, which forms part of the 14/4 series of plots. These are discussed further in Section 5.185 (OBJ240) of this evidence.
5.176 At the time of writing my evidence, Mr Reece was maintaining his objection to the Scheme.
Mr Arthur Smith, Orchard Farm (OBJ0238)
5.177 Mr Smith has objected to the Scheme on the grounds of the need for the Scheme, the loss of land and the viability of the holding, effect on land during and post construction, inclusion of plot 16/17c, 16/17f and 16/17g within the CPO. The land is at Undy and can be seen on CPO Plan 16.
5.178 Plot 16/17, 16/17g 16/17j and 16/17m would be required as title for the construction of the new motorway, bridge structure, re-alignment of the existing public highway known as The Elms Lane and all the associated works. Plots 16/17e and 16/17h would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 16/17b would be required for restricted byway and to provide a Private Means of Access for the benefit of Monmouthshire County Council as outlined in the SRO. Plot 16/17k would be required for restricted byway and Plot 16/17f would be for the construction of new PMA for the benefit of Mr Smith, Orchard Farm. Plots 16/17h, 16/17j, 16/17k, 16/17m and 16/17n would be for half widths of the public highway known as The Elms Lane. Plot 16/17f would be required to provide a new Private Means of Access to the land. This
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aligns with the access labelled 15/9a in the published SRO. The land would only be required temporarily to provide the access. Plot 16/17g would be required for the realigned The Elms lane. The Elms lane underpass is required to be extended as part of the Scheme, which means The Elms lane needs to be realigned in order to tie into existing lane.
5.179 Plots 16/17a, 16/17d and 16/17n are included as essential licence and are required temporarily for the construction of the Scheme.
5.180 I have covered in section 4.89 of my evidence the reasons for the layout of the proposed realignment of the Elms lane, which results in the land required for the Scheme from Mr Smith.
5.181 Plot 16/17c is included in CPO for planting of trees for screening purposes. Mr Smith objected due to the property itself being a farm outbuilding, and Mr Smith has requested that he keep the land for use for pasture. Mr Smith also requested a change of layout for his PMA in order to reduce the land take on his property. The proposed modification CPO MOD33 includes these suggested amendments, which he has confirmed his acceptance of, although Mr Smith wishes to maintain his objection. Following discussions with the project team, Mr Smith has decided that he will not be making representations at the Public Local Inquiry.
Messrs JJ and AD Turner & Sons, Church Farm (OBJ0239)
5.182 Messrs JJ and AD Turner & Sons, of Church Farm, Wentlooge, have objected to the Scheme on the grounds of the land included in the CPO is not essential for the road. Title is required for plots 5/7, 5/7a and 5/7f would be for the construction of the new motorway and a new bridge structure crossing the South Wales Mainline railway. Easements would be required for plots 5/7b, 5/7c, 5/7e and 5/7g for access to maintain the new reen network. Plot 7/5d would be included as essential mitigation for the provision of a replacement reen.
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5.183 The approval in principle for the Duffryn Railway Bridge, which provides detail of the bridge layout, is included as Doc. 6.2.25 of the PLI library.
5.184 Following discussions with the project team about the points raised in their objection, Messrs JJ and AD Turner have decided that they will not be making representations at the Public Local Inquiry, but maintain their objection to the Scheme overall.
Mr Alan Williams, Hendrew Farm (OBJ0240)
5.185 Mr Williams has objected to the Scheme on the loss of land including potential development land and loss of land for Title Mitigation at Llandevaud.
5.186 Plots 14/4, 14/4e and 16/5e, would be required as title for the construction of the new motorway, new trunk road and all associated works. Plots 14/4d and 16/5b would be required for headwalls and all associated drainage works. Plots 14/4g, 14/4h and 14/4j would be required for easements for access to construct and maintain the Scheme’s replacement drainage reens and field ditches. Plots 16/5 and 16/5g would be required for the realignment of St. Brides Road. Plots 16/5c and 16/5h would be required for Private Means of Access. Plots 14/4g, 14/4h, 14/4j, 15/17b and 16/5d would be required to provide new Public Right of Way. I note that plot 14/4e, whilst being title in the land referencing, would be partly required for essential mitigation Marsh and Wet Grassland at the south end of the plot.
5.187 Plots 14/4a, 14.4b, 14/4c, 14/4e and 14.4f would be required as essential mitigation for essential planting and landscaping. Plots 14/4a, 14/4b, 14/4c and14/4f would be required as essential mitigation to provide replacement field ditches. Plots 15/17a, 16/5c, 16/5f, 16/5h and 19/4 would be required as essential licence for their temporary use for working space and access during construction.
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5.188 Plot 15/17 would be required as for exchange land for the field garden allotments as outlined in the proposed Section 19 Certificate (Doc. 2.1.6).
5.189 Plot 19/6 would be required for an easement in order to discharge surface and flood water and for all purposes connected with flood management, including the right to enter and re-enter the land to inspect, cleanse and maintain it in connection with such purposes. This is because the potential for flooding occurring due to the widening of the highway and extension of the downstream culvert marginally increases the flood risk. During a storm event (modelled to be a 1 in 100 years) the majority of the land already floods.
5.190 At the time of writing evidence, Mr Williams was maintaining his objection to the Scheme.
Mr Lyndon Williams, Upper Grange Farm (OBJ0241)
5.191 Mr Williams is the title holder of land required for the Scheme to the north of Magor. Mr Williams has objected to viability of the agricultural holding, enjoyment of the retained property, loss of land for easements and stone extraction in adjacent land plots. The land required for the construction of the Scheme can be seen on CPO Plan 16 and 19.
5.192 Plots 16/3, 16/3c, 16/3d, 16/3e, 16/3m and 16/3t would be required as title for the construction of the new motorway, re-alignment of the existing St Brides Road and all associated works. Plot 16/3n would be required for the construction of a water attenuation area. Plots 16/3b, 16/3f, 16/3g and 16/3j would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing.16/3k and 16/3q would be required for the provision of a new footpath. Plots 16/3b and 16/3g would be required for new bridleway. Plot 16/3t would be the half width of public highway known as St Brides Road. It is standard practice to assume the half width of the highway
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subsoil is in the ownership of the frontager, if the land is not registered with Land Registry.
5.193 Plots 16/3p and 16/3r would be required as essential mitigation for essential planting and landscaping. Plots 16/3a, 16/3h, 16/3s and 19/5 would be required as essential licence for their temporary use for working space and access during construction.
5.194 I have covered in section 4.88 of my evidence the reasons for the proposed layout of St. Brides Road, which results in the land required for the Scheme. I have also covered the requirement for the Water Treatment Area 11c in section 4.198 of my evidence.
5.195 Plots 19/5a and 19/5b would be required for an easement in order to discharge surface and flood water and for all purposes connected with flood management, including the right to enter and re-enter the land to inspect, cleanse and maintain it in connection with such purposes. This is because the potential for flooding occurring due to the widening of the highway and extension of the downstream culvert marginally increases the flood risk. During a storm event (modelled to be a 1 in 100 years) the majority of the land already floods.
5.196 The WG has confirmed in writing to Mr Williams that there are no proposed borrow bits in the vicinity of Mr Williams land, to respond to his concern raised.
5.197 Mr Williams has confirmed that, having held discussions with members of the project team regarding his objection, he maintains his objection and does not intend to make representations at the Public Local Inquiry.
Mr Paul and Mrs Karen Clatworthy, The Old Rectory (OBJ0257)
5.198 Mr and Mrs Karen Clatworthy have objected to the land required for the Scheme including part of their garden and the duration of works required on the property. The land plots labelled 2/11 (sequence) and 2/12 (sequence) at Coedkernew would be required to install a buried drainage
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pipe to allow existing water runoff to the north of the Scheme to flow beneath the proposed highway. This includes Essential Licence for work space, Title for the construction of a headwall and an Easement to allow for the Welsh Government to construct and maintain the pipe.
5.199 I have covered in section 4.173 of my evidence the reasons for the layout of the proposed highways drainage network which result in the land required for the Scheme from Mr and Mrs Clatworthy.
5.200 I have considered an alternative alignment for the drainage pipe to avoid affecting the Clatworthy’s garden. This proposed modification is included in the CPOMOD 8. The drainage run has been moved further south avoiding the boundary of the garden. This includes the working space required for its installation.
5.201 At the time of writing my evidence, Mr and Mrs Clatworthy were maintaining their objection.
Gwent Wildlife Trust (OBJ0270)
5.202 Gwent Wildlife Trust have objected to the Scheme on the grounds of the impact on the ecology, landscape and historic interest on the Gwent Levels. They are the title holders of pastureland located south of the South Wales Mainline Railway and south west of the junction of the B4245 and Blenheim Avenue, which was acquired on 12 September 2012 when the TR111 Preferred Route was existent. This land is separate from the Magor Marsh SSSI Nature Reserve which Gwent Wildlife Trust own, promote and maintain, which is approximately 1.5km to the east. The Scheme does not include any land from Gwent Wildlife Trust’s Magor Marsh Nature Reserve in the CPO.
5.203 Plots 15 /7, 15/7c &15/7k would be required as title for the construction of the new motorway and all associated works. Plots 15/7a, 15/7e & 15/7j would be required as essential mitigation for replacement reens and landscaping. Plots 15/7b, 15/7f & 15/7h would be required to provide a new bridleway, these plots would also share a Private means of
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Access and access to construct and maintain the Scheme drainage. Plots 15/7d & 15/7g would be required as easements for access to construct and maintain the Scheme drainage and replacement reens. Plot 15/7k and 15/7j would be the half width of the public highway known as Barecroft Common.
5.204 I have covered in section 3 of my evidence the reasons for the alignment of the route and the engineering design of the Scheme’s earthworks at Section 4.130, which results in the land required for the Scheme from Gwent Wildlife Trust.
5.205 At the time of writing my evidence, Gwent Wildlife Trust were maintaining their objection.
Ashtenne (OBJ0301)
5.206 Ashtenne have objected to the Scheme on the grounds that there is an impact on their business. Plot 10/11 would be for the half width of the public highway known as Meadows Road. This plot is included in the CPO to allow for the highway improvements that are provided for in the SRO. Although this is adopted highway it is standard practice to assume the half width of the highway to be in the ownership of the adjacent land owner, if the land is not registered with Land Registry.
5.207 Nash Road and Meadows Road are to be realigned to allow for the crossing of the proposed new motorway. Meadows Road is stopped up along the eastern side of the land in the ownership of Ashtenne. Part of this is designated as a Private Means of Access in the SRO for the benefit for Industrial Automation Ltd (labelled 9/15a on Site Plan 9). Ashtenne’s land does not have any access off Nash Road into their adjacent area of land and therefore there is no new provision provided. There is no impact on Ashtenne’s plot of land nor any change to the existing access provision. Future access to this plot could be provided by others from existing turning heads off Nash Mead.
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5.208 I have covered in section 4.100 of my evidence the reasons for the alignment of the proposed Nash Road Side Road alignment, which results in the land required for the Scheme from Ashtenne.
5.209 At the time of writing my evidence, Ashtenne were maintaining their objection.
Hanson UK (OBJ0305)
5.210 Hanson UK have objected to the Scheme on the grounds of the inclusion of some of their operational land with the CPO. They operate a sand aggregate yard which receives materials via the wharf labelled on the General Arrangement drawings as Dallimore’s Wharf on the east bank of the River Usk. The land, labelled plot 8/4e on CPO Plan 8, near the proposed east tower of the Usk Crossing structure and is required to be used temporarily during the construction of the Scheme.
5.211 The land in the CPO is presently used by Hanson for the storage of aggregate materials in storage bays, thereby affecting their operations.
5.212 A modification to the CPO (CPO MOD65) has been proposed to essential licence plot 8/4e to reduce the impact on the operational land but this has not yet been agreed at the time of writing evidence.
5.213 At the time of writing evidence, dialogue between the Welsh Government and Hanson was ongoing and they were maintaining their objection.
Royal Ordnance (Crown Service) Pension Scheme Trustees Limited (OBJ0306)
5.214 Royal Ordnance Pensions Scheme Trustees Limited have objected to the Scheme on the grounds of land take within the CPO and access to the site which they own and is tenanted by Carlsberg. The land, labelled plot 9/8 and 9/8b on the CPO Plan 9, is required for the construction of the Nash Road realignment. Plot 9/8a is required temporarily for the
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construction of the new access into the property. Carlsberg, who have also objected (OBJ0098), tenant this unit.
5.215 The land within the CPO include part of the unit’s car park and access into the property. Access is provided for in the SRO, labelled 8/2 on SRO Site Plan 8.
5.216 I have covered in section 4.85 of my evidence the reasons for the alignment of the proposed Nash Road Side Road alignment, which results in the land required for the Scheme from Royal Ordnance (Crown Service) Pension Scheme Trustees Ltd., owner of the Carlsberg site.
5.217 Following further design development and engagement with Carlsberg and Royal Ordnance Pension Scheme Trustees the proposed junction between Nash Road and Nash Mead has been changed from a T- junction to a mini-roundabout. This design provides a dedicated access into the Carlsberg facility from the mini-roundabout which maintains the flow of their site operations, where the currently operate a one-way operation. This is shown in CPO MOD19 REV2 and SRO MOD3 REV 2.
5.218 At the time of writing my evidence, the Welsh Government were still discussing the Modification with Royal Ordance Pension Scheme Trustees and the objection had not been removed.
Liberty Steel Newport Ltd (OBJ0308)
5.219 Liberty Steel have objected to the Scheme on the grounds of land take in the CPO that they have identified for future development of their facilities. The land, labelled 8/9 and 8/9d CPO Plan 8, would be required for the construction of a Pollution Control Lagoon and associated works.
5.220 I have covered in Section 4.201 of my evidence the reason for the land needed for the Pollution Control Lagoon.
5.221 Plots 8/9a, 8/9b, 8/9c, 8/9e and 8/9g would be required as essential mitigation for essential planting and landscaping. Plots 8/9f and 8/9h
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would be required as essential licence for their temporary use for working space and access during construction.
5.222 I note that at the time of writing my evidence, Liberty Steel Newport did not have any planning permission in place for their piece of land in the CPO. They do have planning permission granted for a site to the east of their building away from the river for a power development which was granted on 3 March 2016, which is remote from the land required for the Scheme.
5.223 At the time of writing my evidence, Liberty Steel were maintaining their objection.
Technoplan Anstalt (OBJ0317)
5.224 Technoplan Anstalt have objected to the land within the CPO that is in their ownership, severance and sterilisation of the land and the impact of the Scheme on their proposals for the site. This land, labelled 9/3 sequence on CPO Plan 9, would be required for the construction of the motorway, dedication for a Public Right of Way and essential mitigation for planting and landscaping. I note that that at the time of writing this evidence, there are no planning applications relevant to this land.
5.225 The Scheme passes through the northern extremity of the land and does not leave any parcels of land or any accesses severed. The access route to the south of the Scheme at this location would be via Nash Road, which is of similar provision to the current access arrangement. Nash Road would pass over the proposed motorway on an alignment to the east of the existing Nash Road. There is no severance or sterilisation of land owned by Technoplan Anstalt Ltd. Should the land be presently accessed via Picked Lane, this Lane would not be affected by the Scheme.
5.226 I have covered in section 4.85 of my evidence the reasons for the proposed Nash Road Side Road alignment, which results in the land required for the Scheme from Technoplan Anstalt.
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5.227 At the time of writing evidence, Technoplan Anstalt were maintaining their objection to the Scheme.
Mr Mark Williams, Mr Mark Skinner, Mr. Mark Williams Pension Fund Administrators and Mr Clive Coulthard, Hollywood Farm (OBJ0322)
5.228 Mr Williams, Mr Skinner, Mr Mark Williams Pension Fund Administrators and Mr Coulthard have objected to the Scheme on the loss of land at Castleton, and the impact on the agricultural based business. The land, labelled 1/4 sequence on CPO Plan.
5.229 Plots 1/4, 1/4b and 1/4k would be required as title for the construction of the new motorway, and all the associated works. Plots 1/4a, 1/4c, 1/4e, 1/4f and 1/4h would be required for easements for access to construct and maintain the Scheme’s drainage and environmental fencing.
5.230 Plots 81/4j would be required as essential mitigation for essential planting and landscaping. Plots 1/4a, 1/4c, 1/4d, 1/4f, 1/4g and 1/4h would be required as essential licence for their temporary use for working space and access during construction.
5.231 I have covered in section 4.26 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange which result in the land required for the Scheme from Mr Williams, Mr Skinner and Mr Coulthard.
5.232 At the time of writing my evidence, Mr Mark Williams, Mr Mark Skinner, Mr. Mark Williams Pension Fund Administrators and Mr Clive Coulthard were maintaining their objection to the Scheme.
UK Healthcare Property 1 LLP (OBJ0339)
5.233 UK Healthcare Property 1 LLP have objected to the Scheme on the grounds of the need to maintain 24 hour access to the care home,
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located at Castleton, and the impact on safety and comfort of residents and employees during construction, in particular construction noise.
5.234 Plots 1/8 and 1/8b would be required as easements for access to construct and maintain the Scheme’s drainage and environmental fencing. Plots 1/8a would be required as an essential license for temporary working space to construct and maintain a drainage channel, the land subsequently returned to the owner.
5.235 I have covered in section 4.26 of my evidence the reasons for the layout of the proposed new motorway at J29 Castleton Interchange which results in the land required for the Scheme from New Park Farm.
5.236 At the time of writing my evidence, UK Healthcare Property 1 LLP were maintaining their objection.
Mr Melville Waters (OBJ6891)
5.237 Mr Waters objected to the Scheme on the grounds of the Scheme does not deliver a sustainable solution to the traffic congestion in the Newport area and is poor use of public funds, ecological damage due to the noise and light pollution and the large loss of woodland and practical issues of access and loss of land which will affect the retained land post Scheme.
5.238 Mr Waters tenants the land from Solutia who own the freehold. Plots 9/2bj would be required as title for the construction of a Water Treatment Area 6, near Nash Road. Plots 9/2be, 9/2bf and 9/2bk would be required as title for part of a maintenance access route for the Scheme for the construction and maintenance of the new bridge structure that crosses the Uskmouth railway, Corporation Road, Queensway Meadows Industrial Estate, River Usk and Newport Docks. Due to the type of maintenance vehicles required to access the bridge an access road is required. Plots 9/2bd and 9/2bg would be required as essential mitigation for the provision of replacement field ditches.
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5.239 The proposed SRO and CPO modification (SRO MOD 3 Rev2 and CPO MOD 19 Rev2) stops up the existing Nash Road as public highway, therefore a new means of access must be provided. This PMA would provide access to several land interests and would be shared. As there are multiple users of the access, title would be taken and the Welsh Ministers would grant rights by means of a Deed of Grant.
5.240 At the time of writing my evidence, Mr Waters was maintaining his objection.
Marshalls Mono Ltd (OBJ0329)
5.241 Marshalls Mono Ltd have objected on the grounds of their operational lands inclusion within the CPO and the resulting impact on their business. The land, labelled 8/5 sequence (freehold) and 8/4h and 8/4k (leasehold) on sheet 8 of the CPO Plans, is required to construct a new bridge to carry the proposed Motorway. The land beneath the bridge is designated as Title. Easement strips are included to provide access to the bridge for the Welsh Government to maintain the structure.
5.242 The CPO indicates that the land beneath the bridge deck, labelled 8/5g, 8/5q, 8/5ad, is designated as Title, required for the construction, maintenance and protection of a new bridge. However, the intention will be an offer back of suitable lesser interest in or rights to the land, provided there is access for maintenance purposes and a restriction on uses that could present a risk of damage to the structure. If such licence can be negotiated then ownership would remain with Marshalls.
5.243 I have covered in Section 3 of my evidence the reasons for the alignment of the proposed new motorway which results in the land required from Marshalls Mono Ltd.
5.244 At the time of writing my evidence, dialogue between the Welsh Government and Marshals was ongoing and they were maintaining their objection.
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Newport Docks – Associate British Ports (OBJ 0031)
5.245 Associated British Ports (ABP) (OBJ0031) are the freeholder of the docks and have objected to the draft Orders. ABP are a statutory undertaker and are the Competent Harbour Authority in respect of their role as owner and operator of Newport Docks.
5.246 The following leaseholders and tenants within Newport Docks have objected to the Scheme; LDH Plant (OBJ0047), Origin UK Operations Ltd (OBJ0291), WE Dowds Shipping Ltd (OBJ0302), CJN Engineering Ltd (OBJ0312), Jewson Ltd & Saint Gobain Building Distribution Ltd (OBJ0313) and Ronnie Evans Bulk Hauliers UK & Europe (OBJ0316). I will explain the particulars of the land of each of these objectors in the following sections of my evidence and how they are affected by the CPO.
5.247 I have included as Appendix A to my evidence, plans which shows the land interests in the Newport Docks.
5.248 I have included in Appendix F to my evidence a schedule of the total land area of the docks and that which is included in the CPO, identifying permanent land take in Title, easements for Section 250 rights of access and essential licence land that would be intended to return to ABP ownership following completion of construction. To summarise, the areas are as in Table 6 - Summary of ABP Land Areas in the CPO overleaf:
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Land designation Acres Hectares Percentage of Percentage of Total ABP ABP’s Freehold (%) accessible land area (%) Total land take 90.9 36.8 13.1 20.2 required during construction
Title to be purchased 37.3 15.1 5.4 8.3 permanently by WG for Highway Operation & Maintenance Total S250 Rights 14.3 5.7 2.0 3.2 required by WG for Highway Maintenance. Essential Licence 39.3 15.9 5.6 8.7 land to return to ABP (assuming total land designated in CPO is returned) Essential Licence 2.7 1.1 0.4 0.6 Land to be returned, of which WG would still require S250 Rights for Highway Maintenance
Table 6 - Summary of ABP Land Areas in the CPO
5.249 The land in Newport Docks is required to construct a new bridge to carry the proposed Motorway over the docks. The land for the Bridge piers, towers, approach embankments along with the docks way link are designated as Title. Easement strips are included to provide access to the bridge structure for the Welsh Government to maintain the structure. Essential licence plots for the provision of replacement PMA’s are included for the provision within the SRO. An operations and maintenance building would be situated beneath the new bridge structure behind the western tower on land required as title.
5.250 The CPO indicates that the land beneath the bridge deck is designated as Title, required for the construction, maintenance and protection of a new bridge. However, the intention would be an offer back of suitable
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lesser interest in or rights to the land, to minimise the land required and disruption from ABP and its tenants and to manage the interests of the Welsh Government and the travelling public in respect of safety, fire and security risks arising from land based operations beneath the bridge, and to ensure that the Welsh Government has access available beneath the bridge for inspection and maintenance. If such licence can be negotiated then ownership would remain with Newport Docks. These plots are detailed further in the Land Reference Schedule. At the time of writing evidence, dialogue was ongoing between the Welsh Government and ABP regarding this matter.
5.251 The intention for CPO land identified as Essential Licence for use during construction would be to hand this land back to ABP following completion of the Scheme. I note that due to the length of time required for construction that impact on ABP and its tenants would require a reorganisation of their operations on Essential Licence plots to enable their operations to continue during construction. This reorganisation has the potential to be either permanent or to subsequently relocate to the original land, depending upon the particulars of the land and the operation concerned.
5.252 Sections 3, 4.103, 4.152 and 4.252 of my evidence describe the elements of the Scheme in the Newport Docks area.
5.253 Section 4.259 and Appendix E of my evidence describes properties which would require demolition. There are 36 properties in Newport Docks on land owned by ABP which would require demolition or partial demolition as part of the CPO March 2016. Modifications to the CPO would change these numbers if agreed; e.g. CPO MOD 2.
5.254 The Welsh Government issued land ownership questionnaire to ABP on 5th May 2015 and received ABP’s Land Questionnaire on 8th February 2016, within which the limits of all tenancy and lease agreements on ABP’s land were identified. At this point, the CPO Documentation was in the midst of publication. The information provided
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in ABP’s Land Questionnaire has subsequently been incorporated through a modification to the CPO (CPO MOD 2).
5.255 Dialogue between ABP and the Welsh Government regarding the effects of the Scheme occurred both before and after publication of the draft Orders and is continuing. I have explained in Section 4.107 of my evidence the Welsh Government’s change to the vertical alignment of the River Usk Crossing over Newport Docks arising out of this dialogue, which was published as an Amendment Scheme Order (Docs. 2.4.16 and 2.4.20).
5.256 A number of design changes and access alterations have also been agreed between the Welsh Government and ABP which have also been incorporated into the above mentioned proposed modification (CPO MOD2) which includes an amended CPO Sheet 7.
Newport Docks - LDH Plant Limited (OBJ0047)
5.257 LDH Plant Limited has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.258 LDH Plant Limited is a supplier of plant and machinery to the construction industry. They occupy an area off Westway Road which consists of land and buildings, which they tenant from ABP. The rear part of the yard consists of structures and plant and part of this land is required for the permanent works.
5.259 Plot 7/3y would be required as title for the construction of the new motorway, and all associated works. Plot 7/3dq would be required for essential licence for working space during construction and would be subsequently returned to the owner.
5.260 A modification to the CPO (included within CPO MOD 2) has been proposed following LDH’s objection and following correspondence. A retaining structure would be provided to minimise the land required,
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which would have reduced impact on LDH Plant’s operations and avoid demolition of one of their buildings required with the original CPO. At the time of writing evidence, this proposal had been made to LDH and they were in dialogue with the Welsh Government.
5.261 At the time of writing evidence, with the proposed CPO MOD 2, I do not anticipate that the impact on LDH plant would necessitate moving their operations to a new location.
5.262 Should LDH’s operations need to move, it would not be essential to relocate them within the Newport Docks as their operations do not rely upon handling materials by ship. However, they choose to locate in the docks for access and security reasons.
Newport Docks - Origin UK Operations Ltd (OBJ0291)
5.263 Origin UK Operations Ltd has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.264 Origin is a manufacturer and distributor of fertilisers to agriculture throughout Great Britain. Newport docks is used for import, storage and handling of the fertiliser material. They occupy the northern part of shed 9 (Shed 9 and 9A) and the surrounding yard and an area of land east of shed 9, off West Way Road. The northern part of Shed 9, which houses Origin UK’s offices, would be required to be demolished. The yard to the north, used as part of their operations, is partly required for the realignment of the docks internal access road. This area of land is also required temporarily for the construction of the new bridge structure. The main operational body of shed 9 would remain.
5.265 Origin’s operations in Newport Docks, handling fertiliser materials, are covered by a Health and Safety Executive COMAH (Control of Major Accident Hazards) licence. Matthew Jones will describe this further in his evidence (WG 1.1.1).
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5.266 Plots 7/3ac, 7/3am and 7/3at are required as title for the construction of the new motorway, all associated works and construction, maintenance and protection of a new bridge structure. Plot 7/3af required to provide a PMA for the benefit of ABP and all relevant tenants of ABP.
5.267 Information on Origin UK Operations’ land interests was included in the modification to the CPO (CPO MOD 2) described under ABP above.
5.268 The plots referred to in the proposed modification to the CPO (CPO MOD 2), are plots 7/3ka, 7/3kc, 7/3fh, 7/3fj, 7/3fk, 7/3fm, 7/3fr, 7/3fs, 7/3ft, 7/3fx, 7/3fy, 7/3fz, 7/3gb, 7/3hr, 7/3hs, 7/3hx, 7/3hz, 7/3jb, 7/3jd, 7/3jp, 7/3jw and 7/3jy.
5.269 The physical impact of the CPO on the land and buildings used by Origin UK Operations Ltd. would require some form of relocation of their operations. Relocation would be essential within the Newport Docks because they import their raw materials by ship.
5.270 At the time of writing evidence, Origin were maintaining their objection.
Newport Docks - W E Dowds Shipping Ltd (OBJ0302)
5.271 W E Dowds Shipping Ltd has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.272 W E Dowds Shipping Ltd is a company operating out of Newport Docks that specialises in the handling of steel products. It has the use of seven warehouses within the docks and utilises both the north and south dock: Shed 2 together with two adjacent un-numbered warehouses, Shed 5, Shed 5A/5B, Shed 7/7A, Shed 10.
5.273 Shed 10 and its surrounding yard is affected by the Scheme and the northern part of shed 10 is required to be demolished in order to construct the new motorway and to align the new internal docks access road. Part of the yard and buildings is required temporarily for the construction of the new bridge structure.
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5.274 Information on W E Dowds Shipping Ltd’s land interests was included in the modification to the CPO (CPO MOD 2) described under ABP above.
5.275 The plots referred to in the proposed modification to the CPO (CPO MOD 2) are 7/3ev, 7/3ew, 7/3ex, 7/3ey, 7/3gz 7/3jr and 7/3kh.
5.276 The physical impact of the CPO on the land and buildings used by Dowds would require some form of relocation of their operations; specifically in relation to the impact on Shed 10. Relocation would be essential within the Newport Docks because they import materials by ship.
5.277 At the time of writing evidence, Dowds were maintaining their objection.
Newport Docks - CJN Engineering Ltd (OBJ0312)
5.278 CJN Engineering Ltd has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.279 CJN Engineering is an engineering and fabrication company with their yard and workshops located at Newport docks. The entirety of their site is required for the construction and maintenance of the new bridge, either permanently or temporarily. The single building which they occupy would be demolished as part of the Scheme. Refer to Appendix E of my evidence for more details of the buildings to be demolished in this area.
5.280 Plots 7/3cp and 7/3cu would be required as title for the construction, maintenance and protection of a new bridge structure. Plot 7/3cn would be required for easement for access to construct and maintain a bridge structure.
5.281 Information on CJN Engineering’s land interests was included in the modification to the CPO (CPO MOD 2) described under ABP above.
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5.282 The plots referred to in the proposed modification to the CPO (CPO MOD 2) are 7/3cm, 7/3cn, 7/3cp, 7/3cr, 7/3cu, 7/3gt and 7/3gv.
5.283 The physical impact of the CPO on the land and building used by CJN Engineering would require complete relocation of their operations. It would likely not be essential for CJN to be relocated with the Newport Docks as their operations are not dependent upon handling materials by ship.
5.284 At the time of writing evidence, Origin were maintaining their objection.
Newport Docks - Jewson Limited & Saint Gobain Building Distribution Ltd (OBJ0313)
5.285 Jewson Limited & Saint Gobain Building Distribution Ltd has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.286 Jewson is a large chain of British general builders’ merchants distributing materials to building contractors and the general public. International Timber, who import and distribute timber, also operate from the Jewson Saint Gobain site (International Timber are a trading company of Jewson Saint Gobain). Jewson Saint Gobain occupy land between North Dock and the private railway line which runs through ABP’s site.
5.287 Plots 7/3be, 7/3bj and 7/3bq would be required as title for the construction, maintenance and protection of a new bridge structure. Plot 7/3ay and 7/3bd would be required for easement for access to construct and maintain a bridge structure. None of the buildings which Jewson Limited & Saint Gobain Building Distribution Ltd use are affected by the Scheme.
5.288 Information on Jewson Limited & Saint Gobain Building Distribution Ltd’s land interests was included in the modification to the CPO (CPO MOD 2) described under ABP above.
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5.289 The plots referred to in the proposed modification to the CPO (CPO MOD 2) are 7/3an, 7/3at, 7/3ay, 7/3az, 7/3bc, 7/3bd, 7/3be, 7/3bf, 7/3bg, 7/3bh, 7/3bj, 7/3bk, 7/3bm, 7/3bq, 7/3fq, 7/3fr, 7/3gc, 7/3ge, 7/3gg, 7/3gh,7/3gj, 7/3gk, 7/3gm, 7/3gn, 7/3gp, 7/3hc, 7/3hd, 7/3hg, 7/3hj, 7/3hk, 7/3hm,7/3hn,7/3hp, 7/3hq and 7/3hv.
5.290 The physical impact of the CPO on the land used by Jewson Saint Gobain would require some form of relocation of their operations; principally in relation to the loss of storage space. Relocation would be essential within the Newport Docks because they import materials by ship.
5.291 At the time of writing evidence, Jewson Ltd. & St. Gobain Building Distribution Ltd. were maintaining their objection.
Newport Docks - Ronnie Evans Bulk Hauliers UK & Europe (OBJ0316)
5.292 Ronnie S Evans Bulk Hauliers UK & Europe has objected to the Scheme on the grounds of loss of operational facilities during and post construction due to land required for the Scheme.
5.293 Ronnie S Evans Bulk Hauliers is a business specialising in transporting goods and materials for a wide range of clients across industry, manufacturing and food production to the whole of the UK and into Europe. Their yard at Newport docks, which is located along the northern side of Tom Lewis Way, is required for the Scheme temporarily for the construction of the new bridge crossing.
5.294 There are no buildings on Ronnie S Evans’ tenanted land, therefore no demolition would be required as a result of the Scheme.
5.295 Information on Ronnie S Evans Bulk Hauliers’ land interests was included in the modification to the CPO (CPO MOD 2) described under ABP above.
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5.296 The plots referred to in the proposed modification to the CPO (CPO MOD 2) are 7/3eu and 7/3ez.
5.297 The physical impact of the CPO on the land used by Ronnie Evans would require complete relocation of their operations, at least for the duration of construction. Their tenanted land in the CPO is principally required for Essential Licence during construction. There would be no buildings affected; only hard standing. It likely would not be essential for Ronnie Evans to be relocated with the Newport Docks as their operations are not dependent upon handling materials by ship. However, they choose to operate out of the docks for access and security reasons.
5.298 At the time of writing evidence, Ronnie Evans was maintaining their objection.
Magor Service Station
5.299 Rontec (OBJ0292) and Roadchef (OBJ0026) are the freeholder and leaseholder of this land respectively, who have both objected to the Scheme. Section 4.46 of my evidence describes the Scheme’s interface with the Service Station in terms of access and section 4.41 describes the choice of junction layout at Magor. The land required for the Scheme would be for the construction for a new trunk road slip road and associated works.
5.300 At the time of writing evidence, the Welsh Government was in dialogue with Rontec, Roadchef and their technical advisors regarding their points of objection.
Statutory Utilities.
5.301 There are several Statutory Utilities with an interest in the land required for the Scheme that have objected; Vodafone (OBJ0090), National Grid (OBJ0205), Western Power Distribution (WPD) (OBJ0303), Surf Telecom (OBJ0304) and Dwr Cymru Welsh Water (DCWW) (OBJ0321).
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5.302 Barry Woodman will describe the interface with Statutory Utilities in his evidence, such as plant diversion, plant protection, plant avoidance and programme and setting up agreements (WG 1.6.1).
Mr and Mrs Gill – The Croft, Coedkernew
5.303 Further to site visits, surveys and discussions held at Public Information Exhibitions, a request was made by Mr Gill to alter the current design in the vicinity of the property known as The Croft. Following a review of the design, the areas of Title Mitigation 1/18a and area of Title plot 1/18 have been reviewed and a modification is being discussed with Mr and Mrs Gill, at the time of writing evidence.
5.304 Mr and Mrs Gill did not object to the Scheme.
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6. Conclusions
Development of the Scheme
6.1 My evidence has presented the decision making for developing the TR111 layout of the Scheme which leads to the land required in the CPO. I have demonstrated how I have taken into consideration the environmental issues and proposed mitigation as detailed in the ES, including the requirements of Section 28G of the Wildlife and Countryside Act (Doc. 3.1.7) with respect to the Gwent Levels SSSIs “to take reasonable steps, consistent with the proper exercise of the authority’s functions, to further the conservation and enhancement of the flora, fauna or geological or physiographical features by reason of which the site is of special scientific interest”; and the requirements of The Conservation of Habitats and Species Regulations 2010 (Doc. 3.1.22) with respect to the River Usk Special Area of Conservation (SAC).
6.2 I have worked closely with Peter Ireland, the Environmental Coordinator, to ensure that the engineering proposals have taken due regard of environmental factors, legislation and that appropriate mitigation has been included in the CPO.
6.3 I have worked closely with Barry Woodman and his team of construction engineers as an Early Contractor Involvement (ECI) team to develop the designs and to ensure that the buildability of the Scheme has been incorporated in the design and in the CPO.
Route Selection
6.4 The selection of the preferred route being the corridor of the proposed new motorway which passes to the south of Newport and is aligned:
a) as far as practical to the northern edge of the Gwent Levels SSSI; b) to the west of Coedkernew and to the east of Parc Golf Club; c) south of the South Wales Mainline railway at Duffryn;
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d) through Newport Docks across the cut between the North and South Dock; e) north of the Whitson electricity sub station; f) to the south and east of the A4810 and the Tata Steel UK site; g) to the north of Magor and Undy along the route of the existing M4 motorway.
6.5 I have reviewed of the historical selection of the corridor to the south of Newport, I have considered the reasons recorded for the decisions and, in my opinion, they are well considered reasons that are appropriately justified with physical characteristics and constraints imposed by the topography and local features that are present today as they were at the time.
6.6 The decision which was taken during 1993 and recorded in the Technical Appraisal Report (Docs. 4.1.13 to 4.1.16), to select a route to the south of Newport rather than to the north of Newport, meant that the proposed new motorway would inevitably pass through some parts of the Gwent Levels SSSIs. In my opinion, this remains the correct decision and any route to the north of Newport, which could avoid the Gwent Levels SSSIs, would not be practical due to the impacts which would result on communities and the engineering complexity which would result due to the topography.
6.7 With the selection of a route to the south of Newport, the alignment inevitably is required to pass through or near Newport Docks. A route to the south of the dock entrance, crossing the River Usk, was correctly discarded in 1995. Routes to the northern extent of the docks have been considered in 1995 and again in 2014 and each time rejected to avoid impacts on the Docks Way Landfill site and other commercial interests on the east bank of the River Usk. In my opinion, the route crossing the Junction Cut of Newport Docks achieves the appropriate balance between construction cost and impact on physical constraints.
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6.8 I consider that the modifications, such as the amendment in 1997 to avoid the then proposed LG development, the 2006 amendment to keep further north within the SSSI on the Caldicot Levels and the 2014 amendments to junction strategy are sound decisions which are appropriate for the Scheme and assist the conservation and enhancement of the SSSI. In forming this opinion I draw upon the reports which have been prepared by others.
6.9 In my opinion, the route of the proposed motorway south of Newport provides an appropriate balance between the needs of the environment and designated sites, buildings, communities, rivers and watercourses, ground conditions, physical constraints, the local road network, railways and statutory undertakers’ assets, costs and programme.
The Gwent Levels SSSIs and River Usk SAC
6.10 The drainage system includes features designed to protect the water environment of the Gwent Levels SSSIs as follows:
a) Grass lined channels in the highway verge which have both attenuating and pollution control effects b) Pollution Control lagoon or “forebay” to remove hydrocarbons and silt particles c) Attenuation and permanent dilution lagoon
6.11 Reed bed to provide additional pollution control “polishing” of the water before out-falling into the reen network.
6.12 The highway drainage strategy has been developed to minimise the impact of the proposed new motorway on the Gwent Levels SSSIs by providing the minimum height of the earthworks embankments. By providing the highway surface water run off collection into grass lined channels rather than to a closed pipe drainage system, the longitudinal gradients of the motorway can be much flatter, thereby reducing the height gain of embankments along drainage runs.
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6.13 The drainage proposals are designed for rainfall storm return period is 1 in 100 years with allowance for climate change; in excess of the standard DMRB requirement of 1 in 5 years without surface flooding. The 1 in 100 year return period provides additional protection to the Gwent Levels SSSI reen network to mitigate against the risk of overtopping of the verge grass lined channels causing pollution of the water in the reens at the toes of embankments.
6.14 To enable maintenance of the Gwent Levels SSSI Reen network, access routes have been identified to gain access to every reen and field ditch alongside the Scheme. Where crossings of ditches or reens would be required to gain maintenance access, culverts would be provided if none exist presently. These features will help to facilitate conversation of the Gwent Levels SSSI reen network post construction.
6.15 I have led the siting of the cable-stayed bridge foundations to avoid the River Usk Special Area of Conservation (SAC) as far as possible. They would be located outside the River Usk mean high water level in order to avoid impacting on the migratory fish in the River Usk, which are one of the principle reasons for its designation. The west foundation would be wholly outside the River Usk Special Area of Conservation (SAC) whilst the east foundation would be constructed within the SAC boundary but still outside of the mean high water level.
6.16 In my opinion, I have taken into consideration the environmental issues and proposed mitigation as detailed in the ES, including the requirements of Section 28G of the Wildlife and Countryside Act (Doc. 3.1.7) with respect to the Gwent Levels SSSIs “to take reasonable steps, consistent with the proper exercise of the authority’s functions, to further the conservation and enhancement of the flora, fauna or geological or physiographical features by reason of which the site is of special scientific interest” and the requirements of The Conservation of Habitats and Species Regulations 2010 (Doc. 3.1.22) with respect to the River Usk Special Area of Conservation (SAC).
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Junctions
6.17 I have led the design development of the junction arrangement proposed at Junctions 23 and 23A during the preparation of the preliminary design for draft Orders from junction strategies developed during earlier stages of the evolvement of the proposed new motorway, as outlined in my evidence section 4.41.
6.18 The junction arrangement at Junctions 23 and 23A serves to provide connection with the motorway network for the B4245, the A4810, the rest area and Roadchef’s (OBJ0026) service area, businesses near Junction 23A, Magor, Undy, Rogiet, Severn Tunnel Junction railway station and Caldicot.
6.19 Junction 23 would provide connection between the motorway network at the B4245 between Undy and Rogiet, providing one of the Welsh Government’s complementary measures.
6.20 Access to the motorway rest area would be maintained via Junction 23A.
6.21 In my opinion, the junction arrangement at proposed at Junctions 23 and 23A would provide improved connections between the motorway network, the local road network and residential centres. The arrangement provides an appropriate balance between connectivity, construction cost and land required for the Scheme, whilst helping to achieve the Transport Planning Objectives for provide safer, easier and more reliable travel east-west in South Wales and to make the M4 attractive for strategic journeys that discourage local use. The junction fulfils the stated aim of The Plan (Doc. 4.5.7) complementary measures: “A connection between the M4, M48 and B4245 - would provide relief to Junction 23A and to the local road network. It would also provide improved access to proposed park and ride facilities at Severn Tunnel Junction ;”.
6.22 The junction at Glan Llyn provides a full movements connection with the A4810 and thus to the Tata Steel UK site, the proposed housing
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development named Glan Llyn Llanwern Housing development, which is being developed by St Modwen Developments Ltd, and to the proposed park and ride railway station at Llanwern. The connection to the A4810 also provides an access point to the motorway network for the south eastern part of Newport, to other businesses in the vicinity and one of the points of connection to the rest area at Magor
6.23 The Docks Way Junction would provide a full movements connection with the A48 Southern Distributor Road and thus to the Newport Docks which is owned and operated by Associated British Ports (OBJ0031). The connection to the A48 also provides an access point to the motorway network for the south west and central part of Newport and to other businesses in the vicinity.
6.24 In my opinion, the junction arrangements proposed at Glan Llyn and Docks Way would provide appropriate strategic connections between the motorway network, the local road network, residential centres, businesses and local development areas.
6.25 The Junction 29 Castleton interchange provides free flow interchange links between the proposed new motorway and the existing M4 west of the Scheme. It also provides free flow links between the proposed new motorway and the A48(M), which is to be reclassified, and thus to Cardiff.
6.26 In my opinion, the junction arrangement at proposed at Castleton would provide appropriate free flow connections to help achieve the Transport Planning Objectives for safer, easier and more reliable travel east-west in South Wales and to make the M4 attractive for strategic journeys that discourage local use.
6.27 I am content that all the junctions on the Scheme are designed to accommodate the forecast level of traffic passing through them.
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Motorway Rest Areas
6.28 The distance between rest areas on the M4 motorway at Magor and at Leigh Delamere is presently greater than that recommended. With the proposed new motorway in place, this journey would be 33.1 miles / 53.2km; 0.2 miles, 0.3km greater than the existing situation and would be 5.1 miles / 8.2km greater than the recommendations of TD 69/07.
6.29 I note that the exceedance of the recommendations of TD 69/07 does not constitute a departure from standards because clause 2.6 provides guidance, not mandatory requirements in a black solid box outline and the document provides only recommendations.
6.30 I acknowledge that traffic travelling eastbound on the M4 would experience a more indirect arrival to and exit from the rest area than present. Traffic travelling westbound would experience a more indirect exit from the rest area than present. All other access routes (arrivals and departures) to the rest area would be similar to existing conditions with changes in journey time and distance ranging from insignificant up to approximately 300m due to the need to pass through Junction 23. Bryan Whittaker will explain in his evidence the differences in journey time would be less than 2 minutes.
6.31 The Scheme would provide comprehensive advance sign information to inform drivers of both the distances to other rest areas and how to access Magor rest area.
6.32 My opinion is that the Scheme provides access routes to and from the rest area at Junction 23A Magor to allow travellers to stop should they need to or wish to. If a traveller needs to make a stop, the facilities to make that stop would be provided together with advance information signs to direct them to the rest area. The traveller would also be provided with comprehensive advance sign information for access to allow them to make the decision on whether to stop or not.
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6.33 Nevertheless, in order to provide eastbound travellers a convenient opportunity to make a stop at Magor, before embarking on the 33.1 miles / 53.2km journey to the next stop opportunity, I have, with the Welsh Government, concluded that the addition of an eastbound off slip road at junction 23A could be an appropriate addition to the Scheme that would add value against the Scheme objectives.
6.34 In the westbound direction, I am content that travellers are provided with a convenient access and additions to the Scheme here would not add value.
Side Roads
6.35 The Scheme includes maintaining connectivity of the majority of the side roads which are crossed by the line of the new motorway using new bridges either over or under the motorway. The exceptions are Pound Hill Lane at Castleton and Green Lane near Duffryn which are both proposed to be stopped up with access provided via adjacent crossings.
6.36 Development of the design has moved elements of side roads construction within SSSI from existing alignments to adjacent, off line locations, when compared with the conceptual design for The Plan. These locations are at Lighthouse Road, Nash Road and North Row. In leading the engineering design of these changes, I have considered the Welsh Government’s duties under Section 28G of the Wildlife and Countryside Act and in my opinion the changes are appropriate and provide a balance for the holistic delivery of the Scheme.
6.37 In my opinion, the provision of Side Road crossings of the Scheme and realignments of existing routes are appropriate and achieve a balance of the factors of environment, local communities, land interests and the travelling public.
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Reclassification
6.38 The preparation of the reclassification design has identified 109 departures from the Welsh Government’s highway geometry standards on the existing M4 motorway around Newport. These departures are measured against the lower standard of provision of an all-purpose trunk road rather than motorway standard.
6.39 In my opinion, the extent of the departures identified serves to quantitatively demonstrate the poor standard geometry that is the existing M4 around Newport and provides evidence of the need for the Scheme to improve safety.
6.40 The proposed reconfiguration of Junction 25 Caerleon on the reclassified M4 would provide significant accessibility benefits to the communities of Caerleon and St Julians by providing direct connections with the reclassified M4 to the west, where presently access is only possible via the A4042.
6.41 The importance to the community of Caerleon of re-opening this connection has been repeatedly raised at Public Consultations and Public Information exhibitions in Caerleon during the development of the Scheme.
6.42 The reclassification would enable provision of continuous hard shoulder where currently there is a discontinuous hard shoulder between Junction 23a and Junction 24 in both directions and westbound between Junction 24 and Junction 25. Also a continuous hard shoulder would be available at Junction 28 through the junction.
6.43 The reclassification would deliver capacity benefits at J28 through the introduction of lane gain/drop type layouts, which would provide enhanced merge and diverge capacity for traffic joining/leaving the reclassified M4. This improvement would complement the M4 Junction 28 Improvements which the Welsh Government is presently undertaken, where modifications to the existing M4 mainline are currently not
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possible until the proposed new motorway south of Newport is constructed.
6.44 In my opinion, the reclassification of the existing M4 around Newport would provide significant benefits to the communities of Caerleon and St Julians through improved accessibility to the strategic and local road network. The assessment of the existing road geometry to current standards has highlighted how poorly it measures up and how necessary the proposed new motorway is to provide a strategic route of modern design standards. The improvements to the highway layout proposed on the reclassified M4 would address some of the substandard highway geometry aspects of the existing road and should thus provide a safer route for road travellers.
Non Motorised Users
6.45 I have ensured that the needs of Non Motorised Users (NMUs) have been considered in the development of the Scheme which includes cycling and walking friendly infrastructure features.
6.46 Between Undy and Rogiet, B4245 within Junction 23, the B4245 would benefit from provision of a combined footway/cycleway running on the southern side of the road, avoiding the need for NMUs to cross the busier arms of the junction.
6.47 In my opinion, the needs of NMUs have been accommodated in the Scheme and have helped to achieve the aim of making “it easier and safer for people to access their homes, workplaces and services by walking, cycling, public transport or road.”
Land in the Compulsory Purchase Order
6.48 The land required in the CPO for the permanent works arises from the alignment and the engineering required to deliver the proposed new motorway, junctions, side roads, structures, drainage, private means of access and Intelligent Transport Systems (ITS).
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6.49 In my opinion, the footprint of the Scheme which requires title land for permanent works in the CPO is appropriate and achieves a balance between the factors of environment (including SSSIs), land interests, construction risk and programme and Scheme cost.
6.50 The CPO would necessitate that some businesses would need to be relocated and there is ongoing dialogue between the Welsh Government and land interests in the CPO to achieve agreement on plans for relocation.
6.51 The CPO also includes for rights of access for the Welsh Government to inspect and maintain the highway infrastructure. It also includes for land and access rights for the NRW to maintain the SSSI reen network.
6.52 It includes land for essential licence for construction operations, and land for essential mitigation.
6.53 In my opinion, the title land for the permanent works and the rights of access for inspection maintenance included in the CPO is essential for the Scheme.
Intelligent Transport Systems
6.54 The Scheme would be provided with Intelligent Transport Systems which I have described in Section 4.237.
6.55 As explained in IAN 160/1218: “Technology potentially has impacts under all of the WebTAG appraisal headings of Economy, Environment and Society. The main source of benefits of the technology covered in this guidance is a reduction in accident rates and/or incident durations. This can lead to significant benefits under Economy in terms of reduced delay due to queuing at accidents and the associated improvement in journey time reliability. It can also lead to significant Accident benefits under the Society heading.”
18 DMRB Interim Advice Note (IAN) 160/12 – Appraisal of Technology Schemes, Section 2.2
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6.56 This document goes on to state in Table 2-8 that a Closed Circuit Television System (CCTV) with Motorway Incident Detection and Automatic Signalling (MIDAS) systems, as proposed for the new motorway, can reduce accidents by 13%.
6.57 In my opinion, the proposals to include Intelligent Transport Systems on the proposed new motorway would contribute to improving safety on the motorway network around Newport.
The Scheme
6.58 The Scheme would provide a new dual three lane motorway to the south of Newport which would provide a new route for strategic motorway traffic to pass along the motorway network around Newport.
6.59 The existing M4 around Newport has a substandard highway layout and, in my opinion, the proposed new motorway would provide a safer journey for motorway users passing along the motorway network around Newport because of improved highway design standards.
6.60 In my opinion, the Scheme would have a positive impact when measured against Transport Planning Objectives which are within my area of expertise:
1. Safer, easier and more reliable travel east-west in South Wales. By providing for a new motorway to the south of Newport, strategic traffic would make their journeys on a stretch of road designed to current standards of safety. The reclassification of the existing M4 around Newport would allow the layout of the existing road to be modified to improve safety by making alterations to junction layouts which are presently substandard. This would make travel safer, easier and more reliable.
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2. Improved transport connections within Wales and to England, the Republic of Ireland and the rest of Europe on all modes on the international transport network. The M4 around Newport is a route of strategic importance and forms part of the Trans European Transport Network Route E30 from Cork to Omsk (Russia), connecting Fishguard to Felixstow in the UK, and is the gateway to Wales. The Scheme would provide for easier and more reliable journeys along the existing and new section of the M4 motorway, improving accessibility along this important part of the transport network.
3. More effective and integrated use of alternatives to the M4, including other parts of the transport network and other modes of transport for local and strategic journeys around Newport. The reclassification of the existing M4 to the north of Newport, together with the transfer of traffic onto the new motorway, would allow Junction 25 at Caerleon to be reopened to full movement connections. This would make more effective use of the existing transport network and improve accessibility to communities, jobs and services in northern Newport. The Scheme’s junction strategy would also improve connections to the A48 and A4810, serving the city centre and Glan Llyn strategic development, where there is a proposed Metro park and ride rail facility. At Magor, Undy and Rogiet, the proposed connection between the B4245, M48 and the motorway network at Junction 23 would provide an additional connection to the strategic road network and improve local accessibility, including to the Severn Tunnel Railway station.
4. Best possible use of the existing M4, local road network and other transport networks. Reclassification of the existing M4 as a trunk road, or ‘A’ road, would allow changes to be made to enable traffic management, safety and revised access arrangements. Reclassification would include works to
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reopen the west facing slip roads of Junction 25 (Caerleon), improving access to Caerleon and St. Julian’s areas. This would improve accessibility to northern Newport.
7. Improved safety on the M4 Corridor between Magor and Castleton. The new section of motorway would be designed to current standards of safety, with free flow conditions. This would address the traffic congestion problem, which in turn reduces the risks of incidents and accidents. The reclassification of the existing M4 around Newport would also allow the layout of the existing road to be modified to improve safety by making alterations to junction layouts which are presently substandard.
13. Improved traffic management in and around Newport on the M4 Corridor. The Scheme would provide improved resilience to the road network on the M4 Corridor around Newport by providing more options for alternative routes for traffic management in the event of incidents or accidents on either the proposed new motorway or the existing M4, which would be reclassified. The two intermediate junctions on the proposed new motorway would improve connectivity and assist with traffic management when required. Reclassification of the existing M4 around Newport would also allow changes to enable traffic management, safety and revised access arrangements.
14. Easier access to local key services and residential and commercial centres. The two intermediate junctions along the new section of motorway would improve accessibility to key services, commercial centres and communities at Newport Docks, the City centre, and the Glan Llyn development.
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At Magor, Undy and Rogiet, the proposed connection between the B4245, M48 and the motorway network at Junction 23 would provide an additional connection to improve local accessibility to the east of Newport. Reclassification of the existing M4 around Newport would allow us to reopen the west facing slip roads of Junction 25 (Caerleon), improving access to the residential areas in northern Newport, and to tourist sites at Caerleon.
6.61 The proposed Improvement would bring up to standard and maintain the function of this section of the M4 motorway network. It would also allow future maintenance to take place on the proposed new motorway and reclassified existing M4 more easily than currently experienced on the existing M4 around Newport.
6.62 It would contribute to improving links to West Wales, Ireland, the English trunk road network and Europe with improved journey times and reduced journey time variability.
6.63 The design of the Scheme, which I have led, seeks to minimise environmental impacts whilst providing an appropriately balanced solution for the environment, local communities and the travelling public. Factors that have been taken into account include the impact on environmental and topographical constraints, traffic patterns and volumes, and safety.
6.64 In my opinion, these solutions strike a balance between the interests of local residents, the environment and the travelling public, such that the design is the most appropriate taking into account the constraints and factors influencing the Scheme.
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6.65 In overall summary, the Scheme, in my opinion, would deliver the stated aim a) of making it easier and safer for people to access their homes, workplaces and services by walking, cycling, public transport or road, in a way that a Do Minimum intervention would not achieve and that the Scheme’s impacts are balanced appropriately against the Welsh Government’s aim.
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7. References – Drawings
This section of my evidence provides a list of the relevant engineering drawings and environmental master plans that are included in the Public Inquiry Library and the locations thereof with latest revisions. The list is correct at the time of publishing evidence.
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General Arrangement Drawings
Name Title Line 1 Title Line Version Location 2 M4CaN-DJV- GENERAL SHEET 1 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0001 M4CaN-DJV- GENERAL SHEET 2 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0002 M4CaN-DJV- GENERAL SHEET 3 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0003 M4CaN-DJV- GENERAL SHEET 4 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0004 M4CaN-DJV- GENERAL SHEET 5 Issue 3 ES Supplement HGN-ZG_GEN- ARRANGEMENT OF 16 December 2016, Figure DR-CH-0005 SR2.4, Doc. 2.4.14.2 M4CaN-DJV- GENERAL SHEET 6 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0006 M4CaN-DJV- GENERAL SHEET 7 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0007 M4CaN-DJV- GENERAL SHEET 8 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0008 M4CaN-DJV- GENERAL SHEET 9 Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT OF 16 R2.4, Doc. 2.4.4. DR-CH-0009 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 10 OF 16 R2.4, Doc. 2.4.4. DR-CH-0010 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 11 OF 16 R2.4, Doc. 2.4.4. DR-CH-0011 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 12 OF 16 R2.4, Doc. 2.4.4. DR-CH-0012 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 13 OF 16 R2.4, Doc. 2.4.4. DR-CH-0013 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 14 OF 16 R2.4, Doc. 2.4.4. DR-CH-0014 M4CaN-DJV- GENERAL SHEET Issue 2 ES Supplement, Figures HGN-ZG_GEN- ARRANGEMENT 15 OF 16 R2.4, Doc. 2.4.4. DR-CH-0015 M4CaN-DJV- GENERAL SHEET Issue 3 ES Supplement HGN-ZG_GEN- ARRANGEMENT 16 OF 16 December 2016, Figure DR-CH-0016 SR2.4, Doc. 2.4.14.2
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Highway Drainage and Reen Mitigation
Name Title Line 1 Title Line Version Location 2 M4CaN-DJV- HIGHWAY SHEET 1 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0001 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 2 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0002 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 3 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0003 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 4 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0004 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 5 Issue 3 ES Supplement HDG-ZG_GEN- DRAINAGE AND OF 16 December 2016, Figure DR-CD-0005 REEN MITIGATION SR2.5, Doc. 2.4.14.3 M4CaN-DJV- HIGHWAY SHEET 6 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0006 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 7 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0007 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 8 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0008 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET 9 Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND OF 16 R2.5, Doc. 2.4.4. DR-CD-0009 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 10 OF 16 R2.5, Doc. 2.4.4. DR-CD-0010 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 11 OF 16 R2.5, Doc. 2.4.4. DR-CD-0011 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 12 OF 16 R2.5, Doc. 2.4.4. DR-CD-0012 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 13 OF 16 R2.5, Doc. 2.4.4. DR-CD-0013 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 14 OF 16 R2.5, Doc. 2.4.4. DR-CD-0014 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 2 ES Supplement, Figures HDG-ZG_GEN- DRAINAGE AND 15 OF 16 R2.5, Doc. 2.4.4. DR-CD-0015 REEN MITIGATION M4CaN-DJV- HIGHWAY SHEET Issue 3 ES Supplement HDG-ZG_GEN- DRAINAGE AND 16 OF 16 December 2016, Figure DR-CD-0016 REEN MITIGATION SR2.5, Doc. 2.4.14.3
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Landscape Environmental Master plans
Name Title Line 1 Title Version Location Line 2 M4CaN-DJV- LANDSCAPE SHEET 1 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0001 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 2 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0002 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 3 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0003 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 4 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0004 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 5 Issue 3 ES Supplement ELS-ZG_GEN- ENVIRONMENTAL OF 16 December 2016, DR-EN-0005 MASTERPLAN Figure SR2.6, Doc. 2.4.14.4 M4CaN-DJV- LANDSCAPE SHEET 6 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0006 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 7 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0007 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 8 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0008 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET 9 Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL OF 16 Figures R2.6, Doc. DR-EN-0009 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 10 OF 16 Figures R2.6, Doc. DR-EN-0010 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 11 OF 16 Figures R2.6, Doc. DR-EN-0011 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 12 OF 16 Figures R2.6, Doc. DR-EN-0012 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 13 OF 16 Figures R2.6, Doc. DR-EN-0013 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 14 OF 16 Figures R2.6, Doc. DR-EN-0014 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 2 ES Supplement, ELS-ZG_GEN- ENVIRONMENTAL 15 OF 16 Figures R2.6, Doc. DR-EN-0015 MASTERPLAN 2.4.4. M4CaN-DJV- LANDSCAPE SHEET Issue 3 ES Supplement ELS-ZG_GEN- ENVIRONMENTAL 16 OF 16 December 2016, DR-EN-0016 MASTERPLAN Figure SR2.6, Doc. 2.4.14.4
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Highway Geometry Plan and Profile Drawings
Drawing Number Title Line 1 Title Line 2 Version Location M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0071 PROFILE 1 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0072 PROFILE 2 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0073 PROFILE 3 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0074 PROFILE 4 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P05 ALIGNMENT AND ZG_GEN-DR-CH-0075 PROFILE 5 JUNCTIONS REPORT OF 15 SUPPLEMENT 2, DOC. 6.2.34 M4CAN-DJV-HGN- MAINLINE PLAN AND P04 ALIGNMENT AND ZG_GEN-DR-CH-0076 PROFILE 6 JUNCTIONS REPORT OF 15 SUPPLEMENT 2, DOC. 6.2.34 M4CAN-DJV-HGN- MAINLINE PLAN AND P04 ALIGNMENT AND ZG_GEN-DR-CH-0077 PROFILE 7 JUNCTIONS REPORT OF 15 SUPPLEMENT 2, DOC. 6.2.34 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0078 PROFILE 8 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0079 PROFILE 9 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0080 PROFILE 10 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0081 PROFILE 11 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE MAINLINE P04 ALIGNMENT AND ZG_GEN-DR-CH-0082 AND AND JUNCTIONS REPORT, BARELAND BARELAND DOC. 6.2.1 ST ST PLAN AND PROFILE 12 OF 15 M4CAN-DJV-HGN- MAINLINE PLAN AND P04 ALIGNMENT AND ZG_GEN-DR-CH-0083 PROFILE 13 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- MAINLINE PLAN AND P04 ALIGNMENT AND ZG_GEN-DR-CH-0084 PROFILE 14 JUNCTIONS REPORT OF 15 SUPPLEMENT, DOC. 6.2.27 M4CAN-DJV-HGN- MAINLINE PLAN AND P04 ALIGNMENT AND ZG_GEN-DR-CH-0085 PROFILE 15 JUNCTIONS REPORT, OF 15 DOC. 6.2.1 M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0086 EXISTING M4 PROFILE 1 JUNCTIONS REPORT, EASTBOUND OF 6 DOC. 6.2.1
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Drawing Number Title Line 1 Title Line 2 Version Location LINK M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0087 M4 PROFILE 2 JUNCTIONS REPORT, WESTBOUND OF 6 DOC. 6.2.1 DIVERGE SLIP M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0088 A48M TO M4 PROFILE 3 JUNCTIONS REPORT, EASTBOUND OF 6 DOC. 6.2.1 M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0089 A48M PROFILE 4 JUNCTIONS REPORT, WESTBOUND OF 6 DOC. 6.2.1 M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0090 EXISTING M4 PROFILE 5 JUNCTIONS REPORT, WESTBOUND OF 6 DOC. 6.2.1 LINK M4CAN-DJV-HGN- CASTLETON PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0091 M4 PROFILE 6 JUNCTIONS REPORT, EASTBOUND OF 6 DOC. 6.2.1 DIVERGE SLIP M4CAN-DJV-HGN- LIGHTHOUSE PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0093 ROAD PROFILE JUNCTIONS REPORT, DOC. 6.2.1 M4CAN-DJV-HGN- DOCKS WAY PLAN AND P06 ALIGNMENT AND ZG_GEN-DR-CH-0094 LINK TO A48 PROFILE JUNCTIONS REPORT SUPPLEMENT 2, DOC. 6.2.34 M4CAN-DJV-HGN- DOCKS PLAN AND P06 ALIGNMENT AND ZG_GEN-DR-CH-0095 JUNCTION PROFILE JUNCTIONS REPORT SLIP ROADS SUPPLEMENT 2, DOC. 6.2.34 M4CAN-DJV-HGN- NASH ROAD PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0096 PROFILE JUNCTIONS REPORT, DOC. 6.2.1 M4CAN-DJV-HGN- GLAN LLYN PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0097 LINK TO PROFILE JUNCTIONS REPORT, A4810 DOC. 6.2.1 STEELWORK S ACCESS ROAD M4CAN-DJV-HGN- GLAN LLYN PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0098 JUNCTION PROFILE JUNCTIONS REPORT, DOC. 6.2.1 M4CAN-DJV-HGN- NORTH ROW PLAN AND P01 ALIGNMENT AND ZG_GEN-DR-CH-0099 PROFILE JUNCTIONS REPORT, DOC. 6.2.1 M4CAN-DJV-HGN- NEWPORT PLAN AND P03 ALIGNMENT AND ZG_GEN-DR-CH-0100 RD AND ST PROFILE JUNCTIONS REPORT, BRIDES RD DOC. 6.2.1 M4CAN-DJV-HGN- J23 TO J23A PLAN AND P05 ALIGNMENT AND ZG_GEN-DR-CH-0101 TRUNK ROAD PROFILES JUNCTIONS REPORT LINK EB SLIP SUPPLEMENT, DOC. 6.2.27 M4CAN-DJV-HGN- J23 TO J23A PLAN AND P05 ALIGNMENT AND ZG_GEN-DR-CH-0102 T R LINK, PROFILES JUNCTIONS REPORT KNOLLBURY SUPPLEMENT, DOC.
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Drawing Number Title Line 1 Title Line 2 Version Location LANE 6.2.27
M4CAN-DJV-HGN- MAGOR PLAN AND P05 ALIGNMENT AND ZG_GEN-DR-CH-0103 JUNCTION PROFILE JUNCTIONS REPORT SLIP ROADS SUPPLEMENT, DOC. 6.2.27 M4CAN-DJV-HGN- CHURCH PLAN AND P03 ALIGNMENT AND ZG_GEN-DR-CH-0104 LANE PROFILE JUNCTIONS REPORT, DOC. 6.2.1 M4CAN-DJV-HGN- MAGOR PLAN AND P07.1 ALIGNMENT AND ZG_GEN-DR-CH-0105 JUNCTION PROFILE JUNCTIONS REPORT SLIP ROADS SUPPLEMENT, DOC. 6.2.27 M4CAN-DJV-HGN- MAGOR PLAN AND P05 ALIGNMENT AND ZG_GEN-DR-CH-0106 JUNCTION PROFILE JUNCTIONS REPORT SLIP ROADS SUPPLEMENT, DOC. 6.2.27 M4CAN-DJV-HGN- NEW DAIRY PLAN AND P02 ALIGNMENT AND ZG_GEN-DR-CH-0107 FARM PROFILE JUNCTIONS REPORT, DOC. 6.2.1
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Typical Highway Cross Sections
Drawing Number Title Line 1 Title Line 2 Version Location M4CaN-DJV- TYPICAL Issue ALIGNMENT AND HML-ZG_GEN- SECTIONS JUNCTIONS REPORT, DR-CH-0001 DOC. 6.2.1 M4CaN-DJV- TYPICAL 2+350, 2+850, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 3+400 JUNCTIONS REPORT, DR-CH-0005 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 3+900, 5+250 P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY JUNCTIONS REPORT, DR-CH-0006 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 6+800, 8+360, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 6+650 JUNCTIONS REPORT, DR-CH-0007 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 8+950, 11+900, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 12+550 JUNCTIONS REPORT, DR-CH-0008 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 14+500, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 14+900, JUNCTIONS REPORT, DR-CH-0009 SECTIONS 15+100, DOC. 6.2.1 15+180 M4CaN-DJV- TYPICAL 16+735, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 17+980, JUNCTIONS REPORT, DR-CH-0010 SECTIONS DOCKS LINK DOC. 6.2.1 ROAD M4CaN-DJV- TYPICAL 19+950, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 20+550 JUNCTIONS REPORT, DR-CH-0011 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 20+950, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 21+350, JUNCTIONS REPORT, DR-CH-0012 SECTIONS 22+150 DOC. 6.2.1 M4CaN-DJV- TYPICAL 22+750, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 23+750, JUNCTIONS REPORT, DR-CH-0013 SECTIONS DOC. 6.2.1 M4CaN-DJV- TYPICAL 23+050, P01 ALIGNMENT AND HML-ZG_GEN- HIGHWAY 23+400 JUNCTIONS REPORT, DR-CH-0014 SECTIONS DOC. 6.2.1
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8. Appendices (Separate Volume)
Appendix A –Land Owner Objection Plans
Drawing M4CaN-DJV-LSI-ZG_GEN-DR-YL-1581 – Plan of Land Interest Objectors
Drawing M4CaN-DJV-LSI-ZG_GEN-DR-YL-1582 – Plan of Land Interest Objectors – Newport Docks Sheet 1 of 2 - North
Drawing M4CaN-DJV-LSI-ZG_GEN-DR-YL-1583 – Plan of Land Interest Objectors – Newport Docks Sheet 2 of 2 - South
Appendix B – Motorway Rest Areas
Drawing M4CaN-DJV-HGN-ZG-GEN-SK-CH-0043 – Existing Rest Areas along the M4/M5.
Drawing M4CaN-DJV-HGN-ZG-GEN-SK-CH-0044 – Rest Areas along the M4/M5 with the proposed Scheme.
File Note M4CaN-DJV-GEN-ZG-GEN-FN-TR-0004 – Schedule of Frequencies of Rest Areas.
Appendix C – Road Lighting
Drawing M4CaN-DJV-HGN-ZG-GEN-SK-CH-0045 – Existing and Proposed Road Lighting Extents.
File Note M4CaN-DJV-GEN-ZG-GEN-FN-LE-0001 – Schedule of Road Lighting.
Appendix D – Intelligent Transport Systems
Schedule of Intelligent Transport Systems File Note M4CaN-DJV-HAC- ZG_GEN-FN-CH-0001
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Appendix E – Demolition of Property File Note M4CaN-DJV-LSI-ZG_GEN-FN-YL-0011 – Affected Residential Properties File Note M4CaN-DJV-LSI-ZG_GEN-FN-YL-0012 – Affected Commercial Properties Appendix F – Summary of ABP Land Areas in the CPO
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