Pupil Referral Unit (PRU), Land to the rear of Cockett House, Swansea.

Transcription

1 Pupil Referral Unit (PRU), Land to the rear of Cockett House,. Transport Statement Education 26 th October 2017

2 Quality information Prepared by Checked by Approved by Spiro Panagi Principal Consultant Matt Davies Senior Consultant Jeremy Douch Regional Director Revision History Revision Revision date Details Authorized Name Position V2 26 th Oct 2017 Client Comment JD Jeremy Douch Regional Director Distribution List # Hard Copies PDF Required Association / Company Name One Asbri Planning

3 Prepared for: City and County of Council Eductation Prepared by: Limited 1 Callaghan Square Cardiff CF10 5BT UK T: +44 (0) aecom.com 2017 Limited. All Rights Reserved. This document has been prepared by Limited ( ) for sole use of our client (the Client ) in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed between and the Client. Any information provided by third parties and referred to herein has not been checked or verified by, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of.

4 Table of Contents 1. Introduction Existing Situation and Site Accessibility Development Proposals Planning Policy Review Trip Generation and Distribution Conclusions Figures Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 3.1 Figure 3.2 Figure 5.1 Figure 5.2 Site Location Local Highway Network Surveyed Traffic Flows AM Peak Surveyed Traffic Flows PM Peak Site Access Proposals Swept Path Assessments Development Traffic Flows AM Peak Development Traffic Flows PM Peak Appendices Appendix A Appendix B Traffic Survey Data Illustrative Masterplan

5 1. Introduction 1.1 Introduction was commissioned by the City and County of to provide transport planning and highways advice to inform a planning application for a facility which provides a Pupil Referral Unit (PRU) for education other than at school. The proposed educational facility is intended to be situated at an existing City and County of Social Care and Education site on Cockett Road,. The site will be partly redeveloped in order to provide this specialist and rare service The existing site is currently in use and provides both social care and educational support services. Whilst part of the site will be redeveloped, the existing services will continue to be provided, with some moving off-site The proposed new facility will provide education for children of school ages 4-16 years and who qualify for this level of care and attention. The facility is considered unique without any other comparable facilities within this country that will offer the same scale of PRU This Transport Statement (TS) will address the transport planning inputs required to inform the planning application and has been informed by meetings and discussion with the Local Highway Authority (LHA). 1.2 Report Structure This TS is structured as follows: Section 2 examines the local transport conditions in the vicinity of the site and the accessibility of the site by non-car modes of travel; Section 3 provides a description of the development proposals, including the site access strategy; Section 4 considers the development in the context of relevant national and local planning and transport policies; Section 5 sets out the forecast trip generation for all modes of travel and method of trip distribution for the proposed development; Section 6 examines the impact of the development proposals on the highway network during the weekday morning and evening peak hours; and Section 7 summarises the key findings of the TS. 5/28

6 2. Existing Situation and Site Accessibility 2.1 Introduction This section of the report provides a description of the site location and its existing usage, the local highway network, current safety and traffic conditions, and accessibility of the site to local facilities and by non-car modes of travel. 2.2 Site Location and Existing Usage The proposed development will be located within a premises which is currently operated by the City and Council of. The existing site includes Cockett House and the Social Care Workforce Development Partnership Llwyncelyn Campus Staff Development and Training Unit. The development is known as land to the rear of Cockett House The site is broadly rectangular in its shape with the eastern boundary abutting the A4216 Cockett Road, which serves as one of the entrance approaches. The land is bound to the northeast by residential dwellings, to the northwest, southwest and west by open fields and by a police station to the southeast. The police station and the development area are accessed from John Street which abuts the site at the southeast corner. A second site access is provided on John Street The premises comprises a number of existing buildings, car parking areas and internal access arrangements. The existing buildings are arranged in three distinct areas; Cockett House, which sits at the boundary with Cockett Road, forming the front of the site, two dwelling shaped buildings for Youth Offending Team in the central area and the social services Staff and Development Training Unit at the rear of the site The geographic location of the site is shown on Figure Local Highway Network The A4216 Cockett Road abuts the eastern boundary of the site, and provides access to University and Singleton Hospital in the south. Within the vicinity of the site, the A4216 Cockett Road is residential in character, is illuminated and subject to a 30mph speed limit. Parking does not normally take place along this route, in the vicinity of the site, and double yellow line traffic regulation orders (TROs) are in place around the approaches to junctions The location is well positioned in relation to the strategic highway network. The A4216 connects with the A483 around 750m north of the site. The A483 provides a strategic route from Junction 47 of the M4, in the north, to City Centre in the south. City Centre is around 4km driving distance from the site and Junction 47 of the M4 motorway network is 5km The site is located within a residential settlement known as Cockett, to the northwest of City Centre and immediately south of Forest Fach. The A4216 Cockett Road runs north to south in the vicinity of the site and provides a connection to the primary and strategic transport routes. At the southeast corner of the site, John Street and Glasfryn Close meet with Cockett Road at a crossroads priority junction. John Street continues in a south westerly direction from the site and provides access to the site, the police station and Dylan Thomas Community School The site is shown in the context of the local highway network on Figure /28

7 2.4 Existing Traffic Conditions A full traffic turning count survey was commissioned by on the A4216 Cockett Road Junction with John Street and Glasfryn Close. The surveys also recorded traffic movements at the site accesses on both Cockett Road and John Street. The surveys were carried out on Wednesday 13th September 2017 between 0600 and 2300 hours. The surveys took place at a neutral time period after the school holiday period Tables 2.1 and 2.2 summarise the traffic flow information that was obtained from the analysis of the traffic survey. The summary provides the peak hour traffic movements for the A4216 Cockett Road and the two site accesses. This is also shown at Figure 2.2. The survey results indicate that the morning and evening road network peak hours between 07:45 08:45 hours and 16:15 17:15 hours respectively. The peak hour periods were obtained from analysis of both junctions. The AM peak hours coincided, however in the case of the PM peak, calculations were used to find the collective and consecutive four busiest 15 minute periods. Table 2.1: Summary Traffic Flow Information A4216 Cockett Road (at site access) Time Period Direction Total Vehicles HGV (%) Northbound 864 2% AM Peak Hour (07:45 08:45) PM Peak Hour (16:15 17:15) Southbound % Two-Way % Northbound % Southbound 864 2% Two-Way % Table 2.2: Summary Traffic Flow Information Site Accesses Site Access Time Period Direction Total Vehicles HGV (%) Cockett Road John Street AM Peak Hour (07:45 08:45) PM Peak Hour (16:15 17:15) AM Peak Hour (07:45 08:45) PM Peak Hour (16:15 17:15) Arrivals 11 0% Departures 3 0% Two-Way 14 0% Arrivals 2 0% Departures 14 0% Two-Way 16 0% Arrivals 11 0% Departures 1 0% Two-Way 12 0% Arrivals 7 0% Departures 1 0% Two-Way 8 0% 7/28

8 2.4.3 The traffic surveys quantify the traffic movements at the two site accesses during a typical weekday AM and PM peak hours. The Cockett Road access appears to be used marginally more by vehicles accessing the development, but there is no serious imbalance to note. The AM and PM peak hour surveys are shown diagrammatically on Figures 2.3 and 2.4 respectively and a copy of the traffic survey data is contained in Appendix A It is important to set out that this traffic survey observed a typically low traffic use day for the site. The social services training centre can experience periods of high attendance, as evidenced by the sizeable car park located at the rear of the site which is specifically for that services use. Therefore peak traffic activity to the site could easily be three times, or more, of the number observed on this survey. 2.5 Road Safety The area considered for the road safety review is the A4216 Cockett Road, including John Street, south to the junction with Gors Avenue and north to St Peter s Church. Personal Injury Collisions (PIC) data was obtained from the City and Council of. However, at this current time there are issues in the collection of PIC information due to changes in data protection handling which have been issued by the Welsh Government The information which has been obtained contains a short headline of any incidents which have occurred in the latest available three year period, up the end of December In order to supplement this information has considered information which is stored on the Crashmap service. This information is not intended to be fully accurate or replace the information that would have been obtained from the City and Council of. The Crashmap information has been used to identify the broad location of the incidents which have been reported The PIC records confirmed that there have been four collisions reported within the study area and in the period which is available to review. The four incidents resulted in eight personal injuries, all of which were categorised as slight in severity. The collisions have been reported to have been attributed to turning manoeuvres and potential failing to stop The locations of these incidents have been reported in Crashmap and the mapping information has been reproduced in the image below. The location of the incidents has not been validated through the Council auditing process and should be considered for indicative purposes only. Insert 2.1 Indicative Collision Locations Information obtained from Crashmap. 8/28

9 2.5.5 The four incidents shown illustratively in the above image amount to eight personal injuries and have occurred in the latest three year period. This correlates with the PIC information which has been obtained The northern most incident adjacent to Saint Peter s Church occurred in March 2015, involved three vehicles and resulted in three personal injuries all reported as slight in severity The next incident, shown as having taking place to the immediate south of the one discussed above, occurred in June The collision report confirms that four vehicles were involved and this resulted in three personal injuries of slight severity The incident which has been shown to have taken place in the vicinity of the Cockett House access occurred in July This has been reported to have involved two vehicles and resulted in one personal injury of slight severity The southernmost incident, on the map above, appears to have occurred in the vicinity of the Cockett Road crossroads junction with John Street and Glasfryn Close. The incident report confirms that it occurred in December 2014 and two vehicles were involved in a collision that resulted in one personal injury of slight severity Whilst the information which has been used to undertake this analysis is not as fully detailed as a full PIC report, some useful information can be extracted and conclusions drawn. The incidents do not appear to correlate or indicate any reoccurring safety issue. The incidents are all in separate locations and have occurred over a lengthy period. There is no clustering of incidents at junctions in close proximity of the site, such as the Cockett House access and the John Street crossroads junction. The information which has been obtained indicates that one incident has been reported at each junction in three years and the severity of the injuries recorded as slight. This concludes that there is no existing safety concern and the incidents are not linked and do not indicate any deficiencies. 2.6 Walking and Cycling There are footways provided on both side of Cockett Road, of varying width and separated from the carriageway with a grass verge. The footways are generally between 1.2m and 1.6m in useable width and verges are between 2.7m and 2.9m wide. The footways are illuminated and the carriageway is subject to a 30 mph speed restriction Formal controlled pedestrian crossings are provided to the north and south of the site at the junctions with the B4295 Cwmbach Road / St Peter s Terraces and Gors Avenue, respectively John Street also provides opportunities to walk safely with footways and street lighting on both sides of the carriageway. Glasfryn is a residential cul-de-sac which includes footways and lighting on both sides of the carriageway. Dropped kerbs are installed at the junctions to allow pedestrians to leave one footway and cross the road to another There are no official cycle routes within the local area around the site. However, Cockett Road is a wide carriageway which could allow for cyclists and vehicles to share this on road route. Cyclists are also able to use all highways in the local area. Cycling is an attractive option for shorter journeys, based on the relatively slight gradient changes, wide lanes and the 30 speed limit on surrounding roads. 9/28

10 2.7 Local Facilities The Chartered Institute of Highways and Transportation (CIHT) Guidance for Providing for Journeys on Foot identifies that 2km is the preferred maximum distance that people will walk for commuting or education purposes. All of Cockett and significant proportions of Cwmdu, Townhill, Ravenhill and Penlan residential settlements are located within 2km walk of the site In addition, there are a number of retail outlets all within around 2km walking distance from the site both to the north east and north west. The closest facility for day to day shopping is 200m north of the development at CK Budgens Planning Policy Guidance (PPG) 13: Transport identified the potential for cycling to replace short car trips, specifically those less than 5km in distance. This equates to approximately a 20 minute journey by bicycle. Whilst this document has been superseded in planning terms, this advice is still considered relevant. The majority of the city centre and the adjacent residential areas are within 5km cycling distance of the site. 2.8 Public Transport Existing public transport services operating in the vicinity of the proposed development have been identified with reference to current timetable and routeing information. Bus Services The CIHT Guidance Planning for Public Transport in Developments defines 400m as the recommended distance to walk to a bus stop. The nearest bus stop to the site is around 50m to the north of the site on Cockett Road for soutbound travel and 100m north for northbound travel. There are further bus stops provided to the south of the site on Cockett Road for travel in both directions at 200m for northbound travel and 300m for southbound. Further bus stops are provided on Gors Avenue Table 2.3 provides a summary of the bus timetable information for the bus stops in within the area described above. 10/28

11 Table 2.3: Summary Timetable Information (Hanley Road) Service Route Days Waunarlwydd via Uplands and Cockett (First Cymru) Pontarddulais Via Gowerton and Gorseinon (First Cymru) Waunarlwydd via Cockett (First Cymru) Clydach Tycoch College (First Cymru) University Campus Library (First Cymru) Morriston Hopsital Centre (South Wales Transport) Service Start Service Finish Approximate Frequency (per hour) Mon-Fri 07:55 17:50 1 service Sat Sun Mon-Fri 05:58 23:47 2 services Sat 05:58 23:47 2 services Sun Mon-Fri 09:30 16:20 1 service Sat 09:30 16:20 1 service Sun Mon-Fri 07:50 08:40 1 service Sat Sun Mon-Fri 06:29 07:44 2 Services Sat Sun Mon-Fri 07:30 18:36 1 service Sat 07:58 18:21 1 per 2 hours Sun Mon-Fri 06:50 15:19 1 per 2 hours 53 Centre - Tircoed Sat 08:34 15:19 1 per 2 hours Sun This assessment of bus service provision within walking distance of the site shows that there are opportunities to replace car trips from the surrounding area. The availability of bus services to and from the site is likely to be in the order of 8 per hour. This is considered to be a good level of public transport with a range of journey routes. Bus services 15, 16 and 17 also link with trains stations such as Rail Station and Gowerton. Rail Services The nearest railway station to the site is - Abertawe at 3.8km to the east of the site. The station is accessed from the site via a 14 minute bus journey or a 20 minute cycle ride. Rail Station is served by Arriva Trains Wales and Great Western Railways. Regular inter city services are provided to Cardiff, London and Manchester and local services include Llansamlet, Skewen, Neath, Briton Ferry, Carmarthen and Llanelli. 11/28

12 2.9 Summary This section of the report has provided a description of the site location and its existing usage, the local highway network, current safety and traffic conditions, and accessibility of the site to non-car modes of travel The proposed development will be located within an existing residential area, placing it at a strategic location for pupil catchment areas. The current site accesses link the A4216 Cockett Road, which provides access to the strategic road network and the city centre Two-way traffic flows on the A4216 Cockett Road are around 2,045 vehicles in the morning (07:45 08:45) and 2,055 vehicles in evening (16:15 17:15) network peak hours. HGVs account for no more than 3% of two-way traffic during the peak hours Analysis of three year PIC data on the local highway network and consideration of other sources as a cross reference, has demonstrated that there is no clear pattern or trend in accidents which will be exacerbated by the proposed development There are a range of facilities within appropriate walking and cycling distances of the site which indicates a potential for walking and cycling to replace shorter car trips and create opportunities for linked trips with the site. There is a good level of footway provision in the vicinity of the site and cyclists are able to use all highways in the local area There are existing opportunities for bus travel to replace longer distance car trips with services provided to the surrounding residential areas and the city centre. The nearest railway station is Abertawe around 3.8km to the east and accessible via a short bus journey or a 20 minutes cycle ride. 12/28

13 3. Development Proposals 3.1 Introduction This section of the report provides a description of the development proposals, including the site access strategy. 3.2 Development Proposals The planning application submission proposes the redevelopment of part of the existing City and County of Education and Social care site, known as Cockett House and the Social Care Workforce Development Partnership Llwyncelyn Campus Staff Development and Training Unit The proposed development includes a facility which provides a Pupil Referral Unit (PRU). This will provide education for children of school ages 4-16 years and who qualify for this level of care and attention. The facility is considered unique without any other comparable facilities within this country that will offer the same scale of PRU. The facility will accommodate 135 pupils and around 75 full time staff The pupils who attend this school will come from a wide catchment area which will be dictated by an education support need rather than locality. This would mean that travel to school will also be subject to management by the school leaders. In addition to geographical challenges, there will also be individual issues and needs, which mean that pupils are unlikely to be able to travel together and will need to be chaperoned by a travel assistant The buildings which are currently providing social services training and development and the youth offending services will be demolished and replaced with a new PRU building and associated car parking. The services provided out of the existing buildings are to relocated off site The proposed development will result in Cockett House and the PRU facility sharing the site. Discussions with the Planning and Highway Authorities have informed the access strategy for the site and this includes the retention of both accesses, albeit with a change in their operation An illustrative masterplan is shown at Appendix B. 3.3 Access Strategy Vehicle Access The vehicular access strategy for the site includes the redesign and re use of the existing accesses on Cockett Road and John Street. There are currently no restrictions on the two existing site accesses The discussions with the LHA confirmed the preference to keep the interruption to existing traffic flow on the A4216 Cockett Road as minimal as possible. Therefore, it was requested that a full turning access and egress was not provided at the existing access on Cockett Road The access design proposals include the use of the existing access on Cockett Road for access to Cockett House and PRU and the existing access on John Street for egress only. This will include appropriate internal circulation to accommodate the one way access and exit. 13/28

14 3.3.4 The access strategy will include additional measures to improve the current arrangements. These include the addition of a right turn lane on Cockett Road so that traffic waiting to enter the site does not impact on the main road flow, the exit onto John Street will be re-aligned to increase the opportunity for visibility. In order to accommodate these improvements some minor changes will be made and these will be contained within the adopted highway. The widening required for the Cockett Road right turn junction will result in the narrowing of the wide grass verge on the eastern side of the carriageway. The exit onto John Street may require adjustment of the existing TROs and may result in one or two less spaces for onstreet parking between restrictions. This is not considered to be an issue; there are more opportunities for parking in the local area and the site is accessible by sustainable travel The proposed site access is shown on Figure 3.1. The ghost island arrangement on Cockett Road allows for an addition right turn lane into John Street. Whilst this is not required for the site access strategy, this additional lane may provide improve the existing junction arrangements and help to remove another potential point ion the main route subject to traffic blocking Swept Path Analysis (SPA) has been conducted at the proposed site access using a standard refuse vehicle, shown at Figure 3.2. The SPA indicates that the refuse vehicle may slightly overrun the centre line of John Street upon exiting the site. However, due to the infrequency of this movement it is not considered that this will have a material impact on the delivery of a safe and suitable access strategy. A wider exit may not be achievable in within the extent of the land ownership or in proximity to the John Street junction with Cockett Road. Pedestrian and Cycle Access Access for pedestrians will continue to be provided at the two existing accesses. The adjoining footways will link to the site access and egress, with the internal access arrangements remaining as before, operating as an informal shared route. There also grass verges which adjoin the internal roads which can be used by pedestrians, if required. The slow internal travel speeds of vehicles and the proposals to create a separate access and egress will further enhance the shared space approach. 3.4 Parking Provision The site has an existing number of car parking spaces and these are generally located adjacent the buildings that they serve. The parking areas have been reviewed which includes and on-site inventory. Spaces are summarised below: 8 parking spaces at the front of Cockett House; 22 parking spaces in the formal car park behind Cockett House; 25 parking spaces (estimated) in the informal car park behind Cockett House; 15 parking spaces in Social Services (including 2 disabled parking spaces); and 52 parking spaces in the rear car park (including 3 disabled parking spaces) The above totals 122 existing useable car parking spaces and a higher number could be achieved if the informal car park was maintained to its full space The masterplan for the new development proposals indicate that the development could provide 77 parking spaces. However, car and cycle parking numbers will be finalised and provided generally in line with the guidance set out in the City and County of Parking Standards Supplementary Parking Guidance March The current guidance in relation to educational land class uses is summarised in Table /28

15 Table 3.1: Parking Standards Land Use Class Car Parking (maximum standard) Cycle Parking (minimum standard) Motorcycle Parking (minimum standard) Visitor Parking Nursery / Infants / Primary Schools Secondary Schools 1 space per each member of teaching staff (1 commercial vehicle space) 1 space per each member of teaching staff, 1 space per 2 ancillary staff, 1 space per 20 students of age 17. (1 commercial vehicle space and bus parking as required) 1 stand per 5 staff and 1 stand per 20 children 1 stand per 5 staff and 1 stand per 6 students of age 17 5% of the provision for car parking 3 car parking spaces And 1 cycle stand per 100 children / students specified in each land use class Additional information contained within the SPG states that in addition to the parking spaces set out in the table, parking areas must be provided for the picking up and setting down of children. Parental drop off and pick up should be dictated by local circumstances and school travel planning. These areas must be located so that the safety of pupils walking or cycling is not jeopardised. Internal circulations are required to include a facility for vehicles to turn without reversing There is also a note included within the SPG which states that exceptions may arise for specialised educational services Parking provision advice for disabled blue badge holders does not specifically mention the school land use class. Instead the requirement is set out as 5% for employment parking and one space (minimum) plus 6% for parking open to the general public. On this basis the requirement for 5% would be most appropriate for these proposals The guidance states that for residential purposes, cycle parking should be within a covered, and secure and where possible supported by on site changing and washing facilities The proposed level of parking provision for this site has been formulated on the basis of the requirements set out above and the specific needs of the site. These have been adjusted for the requirements of the facility given that specialised schools will can exceptional parking provision The proposed parking provision for the site is as follows: 77 car parking spaces 25 taxi parking spaces Mini bus pull in parking area Motorcycle and cycle parking will be provided in accordance with the parking guidance as the masterplan is developed. 15/28

16 The site will be partly redeveloped to accommodate the proposals, as will the parking areas. An assessment has been undertaken to determine the resultant net difference in car parking provision. The taxi parking and mini bus parking are considered to perform the function of pick up and drop off parking and are therefore discounted from the following assessment The resultant car parking spaces are detailed below: 8 parking spaces at the front of Cockett House; 6 parking spaces in the formal car park behind Cockett House (reduced from 22); 12 parking spaces (estimated) in the informal car park behind Cockett House (reduced from 25); 0 parking spaces in Social Services (including 2 disabled parking spaces); 0 parking spaces in the rear car park (including 3 disabled parking spaces; and 77 parking spaces associated with the PRU facility The proposals would result in a total 103 parking spaces at the site, a net reduction of 19 parking spaces. The taxi and mini bus parking will be marked for the authorised vehicle use and will not be permitted for parking use by staff or visitors The site access and car parking access routes have been designed and checked using swept path assessment. A refuse vehicle has been used to undertake these assessment and plans showing these are included at Figure Summary This section of the report has provided a description of the development proposals, including the site access strategy The full planning application is for a new specialist educational facility known as PRU. The proposed scale of this facility is unique and as such cannot be compared to other facilities or use data gathered in the normal way. The school will accommodate up to 135 pupils and contain around 75 employees Access to the site will be achieved via a reuse of the two existing accesses to provide an access and egress. The access will be taken from the A4216 Cockett Road which has been redesigned to include a ghost island right turn lane; this will reduce the existing blocking back of traffic behind vehicles waiting to turn right. Egress will be provided through the access on John Street, this will include a re-alignment to improve the current arrangements location adjacent the John Street and Cockett Road junction. In order to improve the current operation of the crossroads junction near the exit, a second ghost island will be introduced. The access proposals for the site have been developed following discussions with the LHA and an understanding of the importance of this route and its existing issues The internal site layout will be redesigned in order to facilitate the access and egress including the use of one way routes and a new car parking layout Car and cycle parking will be provided in line with prevailing standards at the time of the detailed planning application or subject to planning conditions. 16/28

17 4. Planning Policy Review 4.1 Introduction This section of the report provides a review of existing planning and transport policies at a national and local level considered relevant to the proposed development. 4.2 National Policy Planning Policy Wales (PPW) Edition 8 (2016): PPW sets out the land use planning policies of the Welsh Government (WG). It is supported by a number of Technical Advice Notes (TANs) which provide detailed planning advice on subjects contained within PPW; TAN 18: Transport is considered of particular relevance to the proposed development and is included in this policy review. An overarching theme within PPW is the commitment of the Welsh Government to sustainability Planning policy in Wales is plan-led, with up to date Local Development Plans (LDP) forming a fundamental part of the system: Planning applications must be determined in accordance with the adopted plan unless material considerations indicate otherwise (p.18). This section provides a review of the UDP and submitted LDP to demonstrate that the proposed development accords with policy Chapter 8 of PPW is specific to transport and outlines policy relating to the development of a more effective and efficient transport system, the promotion of more sustainable and healthy forms of travel, as well as minimising the need to travel. PPW indicates that this will be achieved through integration: within and between different types of transport; between transport measures and land use planning; between transport measures and policies to protect and improve the environment; and between transport measures and policies for education, health, social inclusion and wealth creation The Welsh Government outlines a support for a transport hierarchy in relation to the accessibility of new development that prioritises walking and cycling in the first instance, followed by public transport, and finally private motor vehicles Paragraph describes how land use planning can contribute to achieving the Welsh Government s objectives for transport. This is predominantly through ensuring accessibility for all via a range of sustainable modes of transport. Locating development near other related uses can encourage multi-purpose trips and reduce trip length. The proposed development will be highly accessible by a range of sustainable modes Paragraphs promote active travel, stating that walking and cycling should be encouraged for shorter trips. This aligns with the aims of The Active Travel (Wales) Act The location of the site will facilitate the use of walking or cycling for either a part or whole of a journey Paragraphs are aimed at supporting public transport through providing improved facilities and services and by making it easier to interchange between transport modes. The existing public transport corridor of Cockett Road links with the train station and City Centre. 17/28

18 4.2.8 Paragraph requires that safe and suitable access can be achieved by all to a development, including by walking, cycling and public transport. The proposed development will provide opportunities for both walking and cycling along a route which contains wide grass verges and increase the feeling of personal safety. Technical Advice Note (TAN) 18: Transport (2007) TAN 18 describes how to integrate land use and transport planning, and explains how transport impacts should be assessed and mitigated. It supports and should be read in conjunction with PPW The integration of land use and transport planning forms part of an overall sustainable development approach by the Welsh Government towards strategy and policy objectives. This is predominantly through maximising the accessibility of developments by sustainable modes of transport. This also includes reducing the need to travel and encouraging multipurpose trips. Accessibility is defined in TAN 18 as the relative ability to take up services, markets or facilities (p.8) The proposed development demonstrates a clear link between land use and transport planning, and is accessible by a range of sustainable transport modes. It provides opportunities to reduce the distances travelled by residents and employees of the PRU development through close proximity to amenities, enhancing the potential for active travel Paragraph 4.6 states that parking standards for new development should be determined on an evidence basis which includes accessibility to other modes of transport. The parking strategy for the site will be designed with the view of reducing overspill parking on the local highway while balancing operational spaces with promoting sustainable travel Section 5 requires all new development to be designed in a way that is inclusive for all. The design of the development also plays an important role in providing genuine alternatives to car travel Section 7 considers the role that public transport can play in offering an alternative to car travel, giving emphasis to the provision of new services and facilities, as well as facilitating interchange, as methods of encouraging uptake. The Wales Transport Strategy (2008) The Wales Transport Strategy sets out the Welsh Government s main aims in improving transport: - Reducing greenhouse gas emissions and other environmental impacts; - Improving public transport and better integration between modes; - Improving links and access between key settlements and sites across Wales and strategically important all-wales links; and - Increasing safety and security As discussed in previous sections, the proposed development will improve integration between modes, facilitate use of existing public transport availability, enhance sustainable travel, and improve connectivity. It is therefore considered to be aligned with the Wales Transport Strategy. 4.3 Local Policy Planning legislation states that applications must be determined in accordance with the Development Plan unless material considerations indicate otherwise. 18/28

19 The City and County of Unitary Development Plan The council submitted the Local Development Plan (LDP) to Welsh Government Ministers on 28th July 2017 for independent examination. Until the examination period and formal adoption has been completed on the LDP, The City and County of Unitary Development Plan (UDP) remains the adopted plan. The UDP was adopted on the 10th November 2008, and is confirmed as the most up to date development plan The UDP is based firmly on sustainable planning principles and set out in two parts the overall strategy and the policies and proposals for delivering the strategies. The Written Statement confirms in Chapter 1 Creating a Quality Environment that: The siting and location of new development is fundamental to achieving sustainable development. It is important that previously developed land is used for new development wherever feasible and that it is located to minimise the need to travel, especially by car, whilst maximising energy efficiency Chapter 5 Improving Accessibility informs us that the UDP considers that the location, design and type of new development will directly influence people s choices relating to travel and modes of travel The Integrated Transport System states a number of objectives, those which are most applicable to the proposed site are: To Support development at accessible and safe locations (5.a); To reduce the need to travel and reduce reliance on the private care (5.b); and To make the most use of existing transport infrastructure (5.d) The LDP Deposit Plan sets out the City and County of Council s planning framework to address issues, guide planning decisions and deliver the strategic social and economic growth required in the plan period. The LDP echoes much of the priorities of the UDP to locate development in appropriate areas where existing sustainable travel choice exists and can be taken advantage of from the onset In addition to this, policies under Transport, Movement and Connectivity, specifically policies T1 and T5 provide further guidance for developments. The polices which are applicable to this scheme are summarised below: T1: Transport Measures and Infrastructure Development must be supported by appropriate transport measures and infrastructure, and depending on the nature, scale and siting of the proposal will be required to: i. Prioritise the delivery of the key transport measures and schemes identified in the Transport Measures Priority Schedule, which must be delivered in an efficient and timely manner in accordance with development phases; ii. Be designed to provide safe and efficient access to the transport network, which includes the Active Travel, public transport and street networks; iii. Safeguard, enhance and expand the active travel network, particularly by means of improving connectivity; iv. Reduce reliance on car use by maximising the potential of movement to/from the development by public transport, including for the urban area ensuring developments are located a walkable distance to a public transport access point on a route with a high frequency service; 19/28

20 v. Ensure all new transport measures are designed as integral elements by means of a Placemaking approach; vi. Deliver new transport infrastructure and improvement measures required to mitigate the impact of the development; and vii. Ensure developments are served by appropriate parking provision and circulation areas, including adequate road widths to allow access for service vehicles. T5: Design Principles For Transport Measures And Infrastructure All proposals must ensure that the design of development, together with any supporting transport measures and infrastructure: i.maximises the accessibility of the site via public transport and Active Travel; ii. Provides suitable facilities and a safe, attractive environment for pedestrians, cyclists and other non-motorised modes of transport; iii. Allows for the safe, efficient and effective movement of vehicles, inclusive of service vehicles; iv. Minimises vehicle speeds where appropriate; v. Considers the place and movement of any transport infrastructure in line with Streets Hierarchy and User Hierarchy concepts to ensure appropriately designed transport infrastructure; vi. Does not encourage extraneous traffic unless there is a specific strategic need for an access route through the area; vii. Does not give rise to any significant adverse effect on the natural heritage, and the historic and cultural environment is preserved and enhanced; viii. Maintains the character of rural lanes and public paths; ix. Complies with the principles of Accessibility For All; x. Accords with standards of good practice, including the Active Travel Act Design Standards; and xi. Considers, and responds to, the findings of any relevant Travel Plan and/or Transport Assessment. Development that would have an unacceptable impact on the safe and efficient operation of the transport network will not be permitted. Joint Transport Plan for South West Wales The Local Transport Plan for is the Joint Transport Plan for South West Wales ( ) (JTP). It is the statutory policy which determines the strategy and programme for transportation and transport infrastructure within the City and County The JTP provides a consistent policy which is applied across the four councils in South West Wales. These are Carmarthenshire County Council, City and County of, Neath Port Talbot County Borough Council and Pembrokeshire County Council These authorities joined and formed a transport consortium to set out a coherent vision, key objectives and a long term strategy for transport schemes. The aims are to deliver cost effective transport infrastructure and services and contains a series of local and regional transport-specific objectives, which include the economy, environment and health and safety. 20/28

21 Whilst the JTP does not reference the exact locality of the proposed PRU site, it does present the regional aspirations and objectives. The JTP aims to improve access to employment and education, leading to improved health and well being The objectives also seek to increase levels of active travel which can be achieved by locating development adjacent to established public transport corridors. City and County of Parking Standards March The City and County of Parking Standards 2012 has been based upon the CSS Wales Parking Standards 2008, adjusted and updated to reflect changes in legislation and in accordance with local circumstances The CSS Wales 2008 document was drafted by a committee of authors who represented Neath Port Talbot County Borough Council, Caerphilly County Borough Council, Bridgend County Borough Council and Torfaen County Borough Council The 2012 parking standards have been adopted as supplementary planning guidance. The parking standards seek to promote and ensure transparent and consistent approaches to the provision of parking. In addition to this it helps to inform developers and designers what is expected of them in terms of sustainability considerations and travel planning The internal site layout will be designed in accordance with the guidance within this document, or with any other relevant parking policy at that time, wherever possible. 4.4 Summary This section of the report has provided a review of existing planning and transport policies at a national and local level that are considered relevant to the proposed development Planning law requires that applications for planning permission must be determined in accordance with the current Development Plan. The proposed development is considered to align with the objectives of the UDP and soon to be adopted LDP, particularly in terms of its chosen location within an existing site and adjacent established public transport route The proposed development will facilitate opportunities for sustainable travel through the implementation of a Travel Plan, which is both a requirement of the national and local policy The internal site layout will comply with the design criteria and principles set out in Manual for Streets (MfS), national and local policy and guidance. Access to the site will be safe and suitable for all users and improved over the existing situation. 21/28

22 5. Trip Generation and Distribution 5.1 Introduction This section of the report sets out the method for calculating the trip generation of the proposed development for all modes of travel, and the method for distribution of traffic onto the local highway network It is considered appropriate to consider a number of elements of the proposed site; these can be grouped into pupils and staff, with either group having functions that operate in differing ways to traditional schools. As set out previously in this report, the school will be constructed with a capacity for 135 pupils and around 75 staff Pupils will have a range of personal needs, whether this is behavioural, emotional or physical it will require travel planning for each new starter. Pupils can attend the PRU facility full time, part time or on a needs specific attendance. The needs and attendance requirements of the pupils therefore creates a complex travel issue Staff will comprise employees who teach pupils, support staff, social service staff and will be supported by administrative assistants and pupils travel chaperones. The nature of the services that are proposed within PRU will mean that some staff will travel into the facility as and when required The methodology used will be described in detail in the following paragraphs. 5.2 Mode Share and Trip Generation Mode Share - Staff Census dataset and software has been used to derive trip generation; the 2011 data remains the most up to date and is still considered to be best practice. Prior to assessing the likely modal split of the PRU staff, consideration was given to likely number of staff that would attend on a normal day. At the time of this assessment, the 75 staff comprised 57 full time equivalent site based staff and 18 agile working staff. The 18 agile working staff are not based on-site full time and will have duties which require them to be mobile across other areas of work. Therefore, this assessment has concentrated on the daily attendance number of 57 staff Data has been gathered from the 2011 super output area middle layer, 017 which corresponds to the site s geographical location. The method of journey to work data was interrogated for the existing local travel information Home workers and those currently not working are excluded from the percentages in order to only consider those who travel to work. Rail based travel choices have been aggregated with bus uses under Public Transport given that any rail based journey is likely to involve bus use to connect with the site. The mode share is summarised in Table /28

23 Table 5.1: Mode Share (Based on 2011 Census Journey to Work Data) Mode Percentage Walk 7% Cycle 1% Car Driver 79% Car Passenger 8% Public Transport 4% Taxi 0% Motorcycle, Scooter or Moped 1% Other 0% Total 100% Source: 2011 Census Journey to Work Dataset Table 5.1 shows that Car Driver constitutes the highest mode share at 79%. This is comparatively high, though not unexpected due to the nature of the site within an existing residential area and limited number of significant employment opportunities within walking and cycling distance of the site. Mode Share Pupils As set out earlier, the pupils of this school will have specific needs and these could translate into more unique travel requirements. At this present time it is not fully known where these pupils will travel from or where they will transfer from. This school will not function as a typical school which serves a catchment area. It can therefore not easily be assumed to be accessed in line with national guidance and statistics on walking and cycling within certain distances from the school The catchment for this school will be largely undefined and will instead be based on pupil need, as and when it arises across the county. The pupils who attend this school could have a range of needs which require more personal transport to ensure that they arrive and without issues In order to try and assess the likely school pupil traffic, robust assumptions have to be made. It has been assumed that 80% of pupils will travel to school at typical school times, and remain for the duration of the day. This would provide around 27 pupil spaces for part time attendance or specific needs appointments In terms of the travel into school, it has been assumed that 79% of pupils will travel within private or private hire vehicles. This is in line with car use in journey to work and represents a significantly higher percentage of car travel than is found in national statistics for typical school journeys Once fully operational and each individual pupil s needs are assessed as they enrol, more work can be undertaken on travel planning. This would likely enable the school administration to combine pupil journeys and reduce single passenger car use. There are also likely to be reductions on this forecast due to pupils who do not attend the school on a full time basis It has therefore been calculated that 85 pupils will travel to school by private or private hire vehicles during the traditional school peak hours. 23/28

24 Trip Generation The trip generation of the proposed development has been calculated using the staff and pupil information and the modal split assessment undertaken above, rather than using national database statistics Given the nature of the proposals as an educational facility, there is unlikely to be any significant traffic generated in the traditional PM peak hour period. The PRU proposals will include flexibility in start and finish times in order to avoid coinciding with children leaving the nearby Dylan Thomas Community School Person trips were established for weekday peak periods of between 07:45 08:45 hours for the morning peak and between 16:15 17:15 hours for the evening peak. The evening peak hour activity includes an allowance for teachers and administrative staff leaving at the end of a typical workday. Table 5.2: Person Trip Generation AM Peak Hour 07:45 08:45 PM Peak Hour 16:15 17:15 Arrivals Departures Total Arrivals Departures Total Pupils Staff The person trip generation profile shown in Table 5.2 has been applied to the mode share data to provide a predicted trip generation by mode. This is shown in Table 5.3. Table 5.3: Total Predicted Trip Generation by Mode AM Peak Hour 07:45 08:45 PM Peak Hour 16:45 17:45 Arrivals Departures Total Arrivals Departures Total Walk Cycle Car Driver Car Passenger Public Transport* Taxi** Motorcycle, Scooter or Moped Other Total Note: *Public Transport modal share includes journeys by train and bus. **Taxi modal share includes approximately 50% of pupils travel by car, the remainder are classed in car passenger It can be seen from Table 5.3 that a total of 142 and 28 two-way person trips will be generated by the development in the morning and evening peak hours respectively. The vehicular trips can be calculated by using the modes Car Driver, pupil Car Passenger and Taxi. This would result in some 118 and 22 two-way vehicle trips in the morning and evening peak hours respectively /28

25 The current operation of the site has been considered and a typical low use day observed as part of the commissioned traffic surveys. At peak use, the social services training centre could see the 52 space car parking area at capacity. If considering the arrival and departure of those additional site users, the proposed development AM peak may be similar and the proposed PM peak would be significantly lower. 5.3 Trip Distribution The distribution of existing local traffic was analysed in order to forecast where traffic associated with the site would arrive from and depart towards. The calculated distribution for the two site access is shown below. This analysis takes into account the proposed access strategy for the site which includes access only from Cockett Road and egress only onto John Street. The distribution of proposed development traffic is summarised in Table 5.4. Table 5.4: Vehicle Trip Distribution Direction Access: Trip Distribution AM PM From Cockett Road North 58% 42% From Cockett Road South 42% 58% Egress: To Cockett Road 42% 71% To John Street 58% 29% Table 5.4 shows that the traffic travelling to the site is almost fairly balanced between the north and south, with a slight tidal variance in the AM and PM peak hours. Vehicles egressing the site are broadly balance in the AM and the majority travel to Cockett Road in the PM peak By applying the assignment percentages to the predicted trip generation in Table 5.4, and assigning traffic through the Cockett Road and John Street crossroads junction, the forecast vehicle trips generated by the proposed development have been assigned to each route from the access and egress. This is illustrated on Figures 5.1 and Figure 5.1 shows that at the site access there will be 69 arrivals from the north and 50 from the south, with no departures during the morning peak hour (07:45 08:45). In the evening peak hour (16:15 17:15), Figure 5.2 shows at the site egress there will be 6 departures to the west onto John Street and 13 departures to the east to the junction with Cockett Road. This is not considered to be a significant amount of traffic In the AM peak, the arrivals would equate to around one extra vehicle per minute in each direction; this level of traffic would not be easily perceivable as an increase in any typical peak hour. The PM peak hour development traffic of 22 departures is unlikely to be noticed and is likely to be in the order of normal daily traffic fluctuation. 5.4 Summary This section of the report set out the method for calculating the trip generation of the proposed development for all modes of travel, and the method for distribution of traffic onto the local highway network. In addition, the Census dataset and first principles were used to derive trip generation which is considered to be best practice in this instance and in the absence of similar site information. 25/28

26 5.4.2 Mode share was determined using the 2011 Census Journey to Work dataset. It confirmed that private car use constituted the highest mode share at around 79% The trip generation of the permitted development has been concluded to not be of material concern. In the busiest development peak hour there would be an extra vehicle per minute arriving from both Cockett Road north and Cockett Road south in the AM peak. This level of traffic increase is low and represents around 5% to 6% increase in each direction. 26/28

27 6. Conclusions This TS has been prepared by on behalf of the City and County of Council Education to provide transport planning and highways advice to inform a planning application for facility which provides Pupil Referral Unit (PRU) The context of the site in terms of the local highway network and safety conditions, and accessibility to non-car modes of travel has been considered. Analysis of available PIC data on the local highway network has demonstrated that there is no clear pattern or trend in accidents which will be exacerbated by the proposed development. There is potential for sustainable modes to replace car journeys to and from the site, with a range of facilities within appropriate walking and cycling distances and bus services providing links to destinations including City Centre and local train stations The location and form of the access and egress junction has been informed through discussion with the LHA. The proposals include re-use of the two existing site accesses; Cockett Road will be used for access and John Street for egress. This TS has shown that safe and suitable access can be achieved The development proposals align with existing planning and transport policy at both a national and local level. The proposals will facilitate sustainable travel through a number of measures including the implementation of a Travel Plan, which can be secured through a planning condition The development is forecast to generate a total of 118 and 22 two-way vehicle trips in the morning and evening peak hours respectively. This level of traffic has been concluded to be low and not significant. This is particularly the case if the peak use of the existing site as a training centre was used for comparative purposes Further to the findings of this TS, it can be concluded that there are no transport reasons why the proposed development should not be granted planning permission. 27/28

28 Pupil Referral Unit (PRU), Land to the rear of Cockett House, October 2017 Figures

29 Filename: F:\$DEVELOPMENT PLANNING\CARDIFF OFFICE WORK\COCKETT HOUSE SWANSEA\COCKETT HOUSE SWANSEA.DWG Last saved by: SQUIRESM Last Plotted: 10/26/2017 9:15 AM Project Management Initials: Designer: MS Checked: SP Approved: SP ISO A4 210mm x 297mm Printed on % Post-Consumer Recycled Content Paper Key: Site Location Boundary N SITE Pupil Referral Unit (PRU) Figure 2.1 Site Location

30 Filename: F:\$DEVELOPMENT PLANNING\CARDIFF OFFICE WORK\COCKETT HOUSE SWANSEA\COCKETT HOUSE SWANSEA.DWG Last saved by: SQUIRESM Last Plotted: 10/26/2017 9:15 AM Project Management Initials: Designer: MS Checked: SP Approved: SP ISO A4 210mm x 297mm Printed on % Post-Consumer Recycled Content Paper Key: A483 Site Location Boundary N B4295 A4216 A483 A483 A4216 Pupil Referral Unit (PRU) Figure 2.2 Local Highway Network

31 A4216 Cockett Road % 3% % % 0 2 EOTAS SITE % 2% % 0% 0% 2% 0% % % % % % John Street 9 0 0% % % % % % 2% 0% Glasfryn Close A4215 Cockett Road Notes: Key: This data has been obtained from a commissioned traffic survey undertaken on 13th September The above represents 's interpretation of the John Street EOTAS access following the survey report as a five arm junction. xx Total Vehicles xx HGVs xx HGV % xx PCUs 1 Callaghan Square Cardiff CF10 5BT Client: City and County of Education Project: Title: Pupil Referral Unit (PRU) 2017 Base: Weekday AM Peak Hour (07:45-08:45) Drawn SP Checked MD Verified MD Approved JD Date Scale NTS Fig No. 2.3

32 A4216 Cockett Road % 2% % % 0 1 EOTAS SITE % 1% % 0% 0% 2% 0% % % % % % 0 85 John Street 6 0 0% % % % % % 2% 0% Glasfryn Close A4215 Cockett Road Notes: Key: This data has been obtained from a commissioned traffic survey undertaken on 13th September The above represents 's interpretation of the John Street EOTAS access following the survey report as a five arm junction. xx Total Vehicles xx HGVs xx HGV % xx PCUs 1 Callaghan Square Cardiff CF10 5BT Client: City and County of Education Project: Title: Pupil Referral Unit (PRU) 2017 Base: Weekday PM Peak Hour (16:15-17:15) Drawn SP Checked MD Verified MD Approved JD Date Scale NTS Fig No. 2.4

33 ISO A1 594mm x 841mm Last saved by: JULIA.TORRALBOASLA( ) Last Plotted: Project Management Initials: Designer: Checked: Approved: Filename: C:\USERS\JULIA.TORRALBOASLA\DESKTOP\COCKETT RD\COCKETT RD OPTION 1 SKETCH.DWG access barrier N Police Station REALIGNED EXIT FROM EOTAS SITE ONTO JOHN STREET EXISTING FOOTWAY RETAINED PARKING BAY REMOVED TO IMPROVE VISIBILITY TO EOTAS EXIT John Street A4216 Cockett Road Cockett House EXTENT OF TRO TO BE DISCUSSED WITH AUTHORITY PROPOSED RIGHT TURN LANE INTO JOHN STREET EXISTING ENTRANCE TO EOTAS SITE MAINTAINED EASTERN EDGE OF CARRIAGEWAY WIDENED TO ACCOMMODATE RIGHT TURN LANE PROPOSED RIGHT TURN LANE INTO EOTAS SITE KEY CARRIAGEWAY EXTENT NEW FOOTWAY PROPOSED VERGE PROJECT Pupil Referral Unit (PRU) CLIENT City & County of Civic Centre, Oystermouth Road, SA1 3SN tel CONSULTANT Murdoch Building, Radnor Road Scorrier, Cornwall, TR16 5EH +44 (0) tel ISSUE/REVISION A First Issue I/R DATE DESCRIPTION KEY PLAN PROJECT NUMBER SHEET TITLE COCKETT ROAD LAYOUT OPTION 1 SCALE A1 SHEET NUMBER SHT-20-C-0001 Printed on % Post-Consumer Recycled Content Paper

34 ISO A1 594mm x 841mm Last saved by: JULIA.TORRALBOASLA( ) Last Plotted: Project Management Initials: Designer: Checked: Approved: Filename: C:\USERS\JULIA.TORRALBOASLA\DESKTOP\COCKETT RD\TRACKING\COCKETT RD OPTION 1 SKETCH TRACKING.DWG TRACKING FOR DB32 REFUSE VEHICLE - RIGHT TURN IN AND RIGHT TURN OUT N Cockett House Police Station DB32 Refuse Vehicle John Street DB32 Refuse Vehicle A4216 Cockett Road DB32 Refuse Vehicle TRACKING FOR DB32 REFUSE VEHICLE - LEFT TURN IN AND LEFT TURN OUT N Cockett House Police Station DB32 Refuse Vehicle John Street DB32 Refuse Vehicle A4216 Cockett Road DB32 Refuse Vehicle Overall Length 7.900m Overall Width 2.400m Overall Body Height 3.183m Min Body Ground Clearance 0.388m Max Track Width 2.400m Lock to lock time 6.00s Kerb to Kerb Turning Radius 9.625m DB32 Refuse Vehicle PROJECT Pupil Referral Unit (PRU) CLIENT City & County of Civic Centre, Oystermouth Road, SA1 3SN tel CONSULTANT Murdoch Building, Radnor Road Scorrier, Cornwall, TR16 5EH +44 (0) tel ISSUE/REVISION A First Issue I/R DATE DESCRIPTION KEY PLAN PROJECT NUMBER SHEET TITLE COCKETT ROAD LAYOUT OPTION 1 TRACKING SCALE A1 SHEET NUMBER SHT-20-C-0002 Printed on % Post-Consumer Recycled Content Paper

35 A4216 Cockett Road 69 EOTAS SITE John Street Glasfryn Close 50 A4215 Cockett Road Notes: Key: This data has been obtained from a commissioned traffic survey undertaken on 13th September The above represents 's interpretation of the John Street EOTAS access following the survey report as a five arm junction. xx Total Vehicles xx HGVs xx HGV % xx PCUs 1 Callaghan Square Cardiff CF10 5BT Client: City and County of Education Project: Title: Pupil Referral Unit (PRU) DevelopmentTraffic: Weekday AM Peak Hour (07:45-08:45) Drawn SP Checked MD Verified MD Approved JD Date Scale NTS Fig No. 5.1

36 A4216 Cockett Road 0 EOTAS SITE John Street Glasfryn Close 0 A4215 Cockett Road Notes: Key: This data has been obtained from a commissioned traffic survey undertaken on 13th September The above represents 's interpretation of the John Street EOTAS access following the survey report as a five arm junction. xx Total Vehicles xx HGVs xx HGV % xx PCUs 1 Callaghan Square Cardiff CF10 5BT Client: City and County of Education Project: Title: Pupil Referral Unit (PRU) DevelopmentTraffic: Weekday PM Peak Hour (16:15-17:15) Drawn SP Checked MD Verified MD Approved JD Date Scale NTS Fig No. 5.2

37 Pupil Referral Unit (PRU), Land to the rear of Cockett House, October 2017 Appendix A: Traffic Survey Data

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42 Leg Cockett Road (N) Glasfryn Close Cockett Road (S) John St. Access to Proposed EOTAS Direction Southbound Westbound Northbound Northeastbound Eastbound Start Time Right Bear right Thru Left U-Turn App Total Right Thru Bear left Left U-Turn App Total Right Thru Left Hard left U-Turn App Total Hard right Bear right Bear left Hard left U-Turn App Total Hard right Right Thru Left U-Turn App Total Int Total :45: :00: :15: :30: Grand Total % Approach 0.3% 10.4% 89.1% 0.1% 0.1% 33.3% 0.0% 0.0% 66.7% 0.0% 0.1% 91.3% 0.6% 8.0% 0.0% 29.4% 0.0% 69.2% 1.4% 0.0% 0.0% 100.0% 0.0% 0.0% 0.0% % Total 0.2% 5.6% 48.2% 0.0% 0.0% 54.1% 0.1% 0.0% 0.0% 0.3% 0.0% 0.4% 0.0% 35.4% 0.2% 3.1% 0.0% 38.8% 1.9% 0.0% 4.6% 0.1% 0.0% 6.6% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% PHF (7:45AM - 8:45AM) Lights % Lights 100.0% 100.0% 97.6% 100.0% 100.0% 97.9% 100.0% 0.0% 0.0% 83.3% 0.0% 88.9% 100.0% 98.3% 100.0% 100.0% 0.0% 98.4% 100.0% 0.0% 98.0% 100.0% 0.0% 98.6% 0.0% 100.0% 0.0% 0.0% 0.0% 100.0% 98.1% Articulated Trucks and Single-Unit Trucks % Articulated Trucks and Single-Unit Trucks 0.0% 0.0% 1.4% 0.0% 0.0% 1.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.8% 0.0% 0.0% 0.0% 0.7% 0.0% 0.0% 2.0% 0.0% 0.0% 1.4% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% Buses % Buses 0.0% 0.0% 1.0% 0.0% 0.0% 0.9% 0.0% 0.0% 0.0% 16.7% 0.0% 11.1% 0.0% 0.9% 0.0% 0.0% 0.0% 0.8% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.8%

43 Leg Cockett Road (N) Glasfryn Close Cockett Road (S) John St. Access to Proposed EOTAS Direction Southbound Westbound Northbound Northeastbound Eastbound Start Time Right Bear right Thru Left U-Turn App Total Right Thru Bear left Left U-Turn App Total Right Thru Left Hard left U-Turn App Total Hard right Bear right Bear left Hard left U-Turn App Total Hard right Right Thru Left U-Turn App Total Int Total :15: :30: :45: :00: Grand Total % Approach 0.3% 3.2% 96.3% 0.1% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 0.1% 98.9% 0.3% 0.6% 0.1% 20.7% 0.0% 78.2% 1.1% 0.0% 20.0% 26.7% 0.0% 53.3% 0.0% % Total 0.1% 1.3% 40.2% 0.0% 0.0% 41.8% 0.0% 0.0% 0.0% 0.1% 0.0% 0.1% 0.0% 52.7% 0.1% 0.3% 0.0% 53.3% 0.9% 0.0% 3.2% 0.0% 0.0% 4.2% 0.1% 0.2% 0.0% 0.4% 0.0% 0.7% PHF (4:15PM - 5:15PM) Lights % Lights 100.0% 100.0% 97.9% 100.0% 0.0% 97.9% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0% 100.0% 98.0% 100.0% 100.0% 100.0% 98.0% 100.0% 0.0% 100.0% 100.0% 0.0% 100.0% 100.0% 100.0% 0.0% 100.0% 0.0% 100.0% 98.1% Articulated Trucks and Single-Unit Trucks % Articulated Trucks and Single-Unit Trucks 0.0% 0.0% 0.6% 0.0% 0.0% 0.6% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.1% 0.0% 0.0% 0.0% 1.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.8% Buses % Buses 0.0% 0.0% 1.5% 0.0% 0.0% 1.5% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.9% 0.0% 0.0% 0.0% 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.1%

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