The movement of construction vehicles is predicted to: give rise to some measurable increases in the early morning and evening;

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1 5 TRAFFIC AND TRANSPORT 5.1 SUMMARY OF RESIDUAL IMPACTS The movement of construction vehicles is predicted to: give rise to some measurable increases in the early morning and evening; be outside of the am and pm peaks when the road network is substantially under capacity; and only be a temporary impact. The movement of operational vehicles will be minimal and any increases over the IHT guidelines, as stated in TAN 18, are not significant as they are outside of peak times, when the roads are under capacity. Finally, mitigation measures are detailed to minimise impacts from the construction and operation of the proposed development. As such there are not considered to be any significant impacts arising from either construction or operational traffic and transport. 5.2 INTRODUCTION This section of the Environmental Statement (ES) provides an assessment of the predicted construction and operational traffic impacts of the proposed scheme. Specifically, it describes the existing traffic conditions, the access routes for the transportation of materials to the site during the construction phase, and the estimated impact of the construction workers and operational traffic. The section first describes the assessment methodology and scope of the study. This is followed by a review of current national, regional and local policies that are relevant for the proposed scheme. A baseline assessment of the current conditions is then provided followed by an analysis of the potential impacts of the construction and operation of the scheme on the existing baseline conditions. Finally, mitigation measures are described and taken into account within the assessment of residual impacts. 5.3 ASSESSMENT SCOPE AND METHODOLOGY Study Area The site is located near several high capacity roads and major routes, specifically the M4 which links Baglan Bay to Swansea, West Wales, Cardiff 5-1

2 and Bristol and runs immediately to the east and north west of the site (see Figure 5.1) Significance Criteria and Definitions The assessment methodology in this section has been carried out in accordance with the principles of Planning Policy Wales (1), TAN 18 and the Wales Spatial Plan. The following types of potential impacts were assessed for this section: changes in traffic conditions and their potential for delays and congestion; and pedestrian and cyclist conditions and their potential conflict with road traffic. The method of assessing the impacts of construction and operation of the scheme on traffic and transport involves: describing the existing transport network, existing road traffic flows and the receptors that are potentially sensitive to traffic and transport impacts; identifying the future baseline conditions based on factored survey information and the expectations of public transport; predicting the traffic impacts that are likely to arise during the construction and operation of the development using, as appropriate, Institution of Highways and Transportation (IHT) guidance and consultation guidance on Transport Assessment; and identify measures to mitigate any predicted impacts. ( 1 ) National Assembly for Wales, Planning Policy Wales, March

3 CLIENT: Construction Route Red Line Boundary 0. Metres 500 APCL SIZE: A4 ERM Llandarcy House 11A The Courtyard Llandarcy Swansea Bay, SA10 6EJ Tel: Fax: SOURCE: Reproduced from Ordnance Survey digital map data. Crown copyright, All rights reserved License number PROJECTION: British National Grid TITLE: Figure 5.1 Construction Route DATE: 29/05/2008 CHECKED: SD PROJECT: DRAWN: CO SCALE: 1:25,000 DRAWING: APPROVED: SD ConstructionRoute.mxd REV: 1 File: BaglanBayGIS\mxds\NewB oundary_es\constructionroute.mxd KEY:

4 5.3.3 Assessment Criteria The guidance from Technical Advice Notice 18 has been used to consider the need for a full Transport Assessment. As the construction period is short and there will be negligible operational traffic, a full Transport Assessment is not considered to be necessary. Where there are residential properties or other sensitive receptors near roads, guidance provided by the former Institute of Environmental Assessment (1) (now the Institute of Environmental Management and Assessment, IEMA), suggests that significant traffic-related environmental impacts, such as air quality and noise as assessed in Chapters 8 and 12 respectively, may occur if: traffic generated by the development increases baseline traffic flows by more than 30%; or site-related HGV traffic increases HGV flows by more than 30%. The Institution of Highways and Transportation (IHT) (2) suggest that significant impacts to highway capacity may occur if: peak hour traffic flow increases by more than 10%; or peak hour traffic flow increases by more than 5% (where the network is sensitive). Although the above criteria are designed for assessing the long term traffic impacts, they will also be used for the assessment of the impacts of construction traffic. In the absence of criteria specifically for the assessment of construction traffic impacts on traffic conditions, a common sense approach and professional judgement will be used to identify whether or not an impact may occur in the event of an exceedance of criteria. These criteria are not prescriptive and consideration needs to be given to local conditions, existing flows and the short-term nature of any potential impacts in determining the likely magnitude of traffic impacts Construction Construction activities for the proposal will be undertaken between summer 2011 and autumn 2013 for a maximum of 30 months for Stage 1. In addition to this, elements of Stage 2, such as the civil and building works will be executed at the same time as Stage 1. Construction activities to complete Stage 2 will be undertaken between summer 2015 and autumn 2016 for a maximum of 18 months. Construction traffic is likely to be generated by the following activities: (1) Institute of Environmental Assessment (1993) Guidelines for Environmental Assessment of Road Traffic, Guidance Notes No 1, IEA. (2) The Institution of Highways and Transportation (1994), Guidelines for Traffic Impact Assessment, IHT 5-4

5 5.3.5 Operation construction workers accessing and egressing worksites; the supply of construction materials; delivery of equipment items; the removal of waste; the mobilisation of plant; and other activities, including visitors and service vehicles. The assessment will examine the impact of the scheme in terms of the magnitude of change of both total traffic and HGV flows generated by its construction. As noted, a change in excess of 10% (5% in sensitive locations) will be considered as potentially significant (with respect to road capacity), taking into account professional judgement. Combined with this aspect is the length of time the likely disruption will be maintained. The overall objective of this assessment is to ascertain the potential impacts of the development on the existing road network. Operational traffic is likely to be generated by the following activities: Data Sources operational workers accessing and egressing the site; and any significant maintenance work. The assessment considers the effects of the operational traffic generated on the existing traffic flows. The impact of the total number of operational vehicles will be assessed throughout the working day. Two way, 24 hour traffic flow counts from 2005 (adjusted to 2007) and projected counts for 2012, were obtained from Neath Port Talbot County Borough Council. 5.4 LEGISLATION AND POLICY REVIEW Introduction Transport Policy for the area is guided by a range of policies at the national, regional and local level. The way in which the proposed scheme accords with policy is described in Chapter 3 Planning Policy Context. National, regional and local policies have been described below, with particular emphasis placed on sustainable transport and accessibility. 5-5

6 5.4.2 National Regional Technical Advice Note (TAN) 18 Planning Guidance Wales 1998 and March The technical advice notes have been produced as supplementary to Welsh Planning Policy. It is a comprehensive document and it aims to provide a technical update on previous planning policy guidance. The document identifies the need for an effective, efficient and sustainable transportation system and that this can only arise from the full integration of land use planning and the development of transport infrastructure. Wales 2040 A Vision for Transport This 2004 document summarises the pressures and opportunities that are relevant to aspects such as land use, environment, network capacity and infrastructure, focussing on the problems Wales faces in terms of increasing accessibility whilst reducing the need to travel through improved land use and technology. Additionally, the document establishes that urban areas will need to be provided with additional public transport capabilities to increase levels of service through improved use of existing and future infrastructure and systems. People, Places, Future The Wales Spatial Plan, November 2004 The Wales Spatial Plan is a comprehensive plan outlining location specific strategies for each key region. The plan describes the vision for the Swansea Bay Waterfront and Western Valleys: An area of planned sustainable growth and environmental improvement, realising its potential, supported by integrated transport within the area and externally and spreading prosperity to support the revitalisation of West Wales. (Chapter 3, Page 54) The plan outlines the objectives for the area to achieve sustainable accessibility. One such objective is to enhance the transport links between the inland communities and the coast to improve the links within the region. This is combined with improving the links within the area to make it appropriate for its needs. South West Wales Integrated Transport Consortium (SWWITCH) SWWITCH was formed in 1998 and is an alliance between four local authorities in South West Wales. SWWITCH has a vision that it will: improve transport and access within and beyond the region to facilitate economic development and the development and use of more sustainable and healthier modes of transport. (Chapter 4, Page 15, Paragraph 2) 5-6

7 5.4.4 Local SWWITCH is designed to develop an integrated transport strategy for the region and it covers all forms of transport whilst combining the role of land use planning and a range of behavioural change options. Neath Port Talbot County Borough Adopted Unitary Development Plan, March 2008 The Neath Port Talbot County Borough Unitary Development Plan (NPTCBUDP) sets out the Council s policies and proposals for development and land use. The purpose of the NPTCBUDP is to guide development, conservation and land use up to 2016, which is the estimated date for the completion of the proposed development at Baglan Bay. The central themes of the draft NPTCBUDP are the principles of sustainability and community development aimed at rejuvenating the region whilst not detracting from its future potential. The NPTCBUDP emphasises the need for development to be integrated. The Neath Port Talbot County Borough Council strategy is designed to:..achieve an integrated and comprehensive transport system. The need to reduce dependency upon the car, and encourage alternative modes of travel which have less environmental impact is a major commitment. (Chapter 12, Page 131) The policies within the NPTCBUDP emphasise the desire of Neath Port Talbot County Borough Council to develop an integrated and flexible transport strategy aimed at encouraging sustainable development. The policies encourage the improvements on diverse transportation routes as it seeks to promote a multimodal transport system that considers the needs of all sections of the community through Policy T3 in the NPTCBUDP. Neath Port Talbot Community Plan The Neath Port Talbot Community Plan was produced, as required by the Local Government Act 2000, in 2005, and identifies seven significant action areas. One of these key areas was transport and the plan proposes that the transport system should: be accessible to all, both physically and in terms of information; enable businesses to operate efficiently; be convenient and safe; and encourage sustainable forms of transport. There are a number of guiding principles of the community plan. These include sustainable development, social inclusion and equal opportunities. Integration of the underlying principles and the key action areas will make sure that the aims and objectives are complied with. 5-7

8 5.4.5 Policy Summary The policies and strategies from a range of national, regional and local sources establish that there is a significant level of support for establishing sustainable and integrated transport solutions. 5.5 BASELINE CONDITIONS Existing Road Network The site is located near several high capacity roads and major routes. The M4 which links Baglan Bay to Swansea, West Wales, Cardiff and Bristol runs immediately to the east and north west of the site. The site will be approached from Junction 41 of the M4, where it joins the A48. Traffic will run north west along the A48 to Baglan until it reaches the roundabout joining the A4241 Seaway Parade. It will then run south west along the A4241 Seaway Parade until it reaches the initial roundabout on the A4241 Seaway Parade and then turn north west into the Baglan Energy Park (see Figure 5.1) Baseline Data Collection Baseline data was obtained from Neath Port Talbot County Borough Council. Additionally, a site visit was carried out to assess the access routes to the site Baseline Traffic Flows Baseline traffic flow data was taken in 2005 and factored up to 2007 levels at the following locations: the M4 between slips; J41 West Side of Slip Roads to Sunnycroft; the A4241 Baglan Link before the Energy Park Roundabout; and the access road to the Energy Park. The baseline flows are shown in Table 5.1, the am peak being and pm peak being

9 Table Baseline Two-way Traffic Flow Hour M4 between slip roads M4 J41 west side slip road A4241 South of Sunnycroft Energy Park Link 5.6 POTENTIAL IMPACTS Construction Construction of the power plant is expected to begin in 2011 and will last for approximately 30 months for Stage 1. Stage 1 is the peak construction phase as materials required for the construction of Stage 2 will be transported to site during Stage 1. Whilst exact details of the construction methodology and programme are not known at this stage, an indication of the likely levels of HGV and personnel movements which are expected have been obtained using ERM s experience with similar projects and information gained from APCL s construction consultants. It is assumed that the construction work will take place during a five day week, with the maximum length of the working day being 12 hours between 0700 and 1900 hours Generated Construction Traffic Assumptions In undertaking the assessment of the construction traffic impacts, reasonable assumptions have been made in order to calculate the construction traffic generation and the potential impact that this will have on the existing road 5-9

10 5.6.3 HGV Traffic network. The majority of the following assumptions have been drawn from information provided by APCL. The number of HGVs used throughout the construction phase will vary. However, APCL has established that the peak construction period will be two thirds of the way through the construction period, that is, month 20. It has been assumed from previous projects that there will be approximately 90 movements per day on site during the peak construction period. At all times outside of the peak construction month the generated HGV traffic is expected to be less than Construction Personnel At the peak period of construction there will be a maximum number of 1000 construction workers on site, however, this number will be less throughout the remainder of the project. For the purpose of this assessment it is assumed that 50% of staff will travel to site via 15-seater minibuses and 50% will travel by private vehicle at an occupancy rate of 1.3 persons per vehicle. This shows that during peak construction, there will be around 420 trips (two way) per day. Additionally, it has been assumed from similar projects that there will also be approximately 20 movements in the morning and evening peaks by employees at management level. Table 5.2 Generated Construction Traffic Hour HGV Movements Vehicle Movements Total Table 5.2 establishes the predicted worst case construction traffic movements throughout a day during the peak construction month. A summary of the table is shown below. 5-10

11 Construction staff inbound; HGVs inbound; Two way flow of HGVs; Managerial staff inbound; Managerial staff outbound; HGVs outbound; and Construction staff outbound. The following tables assess the combined impacts of the HGV and vehicle movements on the 2007 baseline provided by Neath Port Talbot County Borough Council for each individual road. Table 5.3 Generated Construction Traffic M4 Between Slips Hour 2 Way Baseline Flows Predicted Construction Traffic Movement Percentage Change % % % % % % % % % % % % % % Table 5.4 Generated Construction Traffic M4 Slips to Sunnycroft Hour 2 Way Baseline Flows Predicted Construction Traffic Movement Percentage Change % % % % % % % % % % % % % % 5-11

12 Table 5.5 Generated Construction Traffic A4241 Hour 2 Way Baseline Flows Predicted Construction Traffic Movement Percentage Change % % % % % % % % % % % % % % Table 5.6 Generated Construction Traffic Energy Park Link Hour 2 Way Baseline Flows Predicted Construction Traffic Movement Percentage Change % % % % % % % % % % % % % % As shown in Table 5.3 to Table 5.6, throughout each day in the peak month of construction, the traffic generated as a result of construction will not cause a significant impact except between the hours of and The increases resulting from construction staff accessing and leaving the site exceed the IHT Guidelines. However, this is outside of the network am and pm peaks and as such it is expected there will be capacity available on the network. It should also be noted that the peak construction period is only one month and therefore will be a temporary impact. Section 5.8 outlines mitigation measures that will be implemented to reduce the impacts of construction traffic. 5-12

13 5.6.5 Cumulative Construction Impacts Neath Port Talbot is an area of significant development and as a result cumulative impacts of this development and other developments in the area have been considered. The two significant developments are the new distribution warehouse for Amazon and the Coed Darcy Urban Village. Amazon is currently operational and as a result there are no cumulative construction impacts associated with this development. Coed Darcy is a large development and will be constructed in a number of phases. However, according to the work undertaken by ARUP for Coed Darcy the majority of construction impacts will occur in Phase One which is prior to 2008 and as a result will not coincide with this development. In addition, the maximum number of construction vehicles used per day is 30 HGVs and 30 LGVs. This is for the worst case scenario at Phase One and as a result will be lower at all other times as the average per day will be 20 HGVs and 15 LGVs. Furthermore, the access routes for construction vehicles are not similar and as a result the only road used which is similar is the M4 and both developments do not use the same slip roads. Assuming a similar split of construction traffic to this development throughout the day there will not be any negative significant impacts Abnormal Loads The construction of the power plant will involve the transport of a number of large structures into the site. It is assumed from similar projects that there will be around 75 abnormal loads throughout the construction phase. These movements will be carefully planned and controlled in conjunction with the police Operational Traffic Impacts The power plant will operate 24 hours a day and will create a number of permanent jobs within the area. The site will be operated on a two shift basis throughout each 24 hours. Five groups will operate in two shifts each group will have six operational staff as specified by APCL. It is expected that there will be a maximum of 40 personnel vehicles on site throughout the day, which translates into 80 movements throughout a 24 hour period. There will be 18 operational staff throughout the day plus an additional 10 personnel. In total there will be 28 staff during the day shift which is between 0700 and There will also be 12 operational staff working the night shift from 1900 until Operational staff will access the site in the hour prior to the commencement of their shift and leave immediately following the end of their shift. 5-13

14 Throughout the operational period there will be negligible numbers of HGVs accessing the site so no HGV movements have been factored into the operational assessment. The operational impacts have been based on a projected baseline for 2012 produced by Neath Port Talbot County Borough Council. The baseline counts take into account the traffic generated by other developments in the surrounding area, such as Coed Darcy, Amazon s distribution centre and the Peripheral Distributor Road (PDR) which are all explained in Section 5.7. Table 5.7 Projected Baseline Traffic Flows 2012 Hour M4 between slip roads M4 J41 west side slip road A4241 South of Sunnycroft Energy Park Link As a worst case scenario it is expected that up to six slip roads will be closed in 2012 as work will be underway to increase the capacity of the elevated M4 by diverting local traffic along the PDR. The six closed slip roads will be: the eastside of Junction 41 ie westbound on, and eastbound off sliproads. It must be noted that the west side of Junction 41 consists of the westbound off and eastbound on, to/from the Sunnycroft Roundabout; and the westside of Junction 40 ie westbound on, and eastbound off sliproads. 5-14

15 The projected figures take into account any road and junction closures that are expected to occur during that time period. As a result of six slip roads closing traffic will be redirected along local roads and as a result local network flows will be increased whilst M4 flows should be slightly reduced. However, traffic accessing the site will have access using M4 J41 on the west side so will use a slightly less trafficked route. Each of the roads identified along the access route is analysed individually using the predicted operational traffic in accordance with the relevant guidance presented in Section The hours of 6am until 8am and 6pm until 8pm have only been assessed within the following section as these are the times when staff access and egress the site when it is operational. Both of these times are when traffic is expected to arrive at site although at some points it may be necessary for maintenance vehicles to access the site. However, these vehicles will access outside of peak hours and are not frequent so their impact will be negligible. Table 5.8 Generated Operational Traffic M4 between Slip Roads Hour Traffic Flows Predicted Operational Percentage Change Traffic Movements % % % % Table 5.9 Generated Operational Traffic M4 J41 West Side Slip Road Hour Traffic Flows Predicted Operational Percentage Change Traffic Movements % % % % Table 5.10 Generated Operational Traffic A4241 South of Sunnycroft Hour Traffic Flows Predicted Operational Percentage Change Traffic Movements % % % % 5-15

16 Table 5.11 Generated Operational Traffic Energy Park Link Hour Traffic Flows Predicted Operational Percentage Change Traffic Movements % % % % While there are some increases above the 10% threshold identified in the IHT Guidance, operational traffic will have a minimal impact on peak hour traffic as can be seen from Table 5.8 to Table The increases above the threshold are outside the network peak hours and as such there will be available capacity on the network to accommodate this short exceedance. It should also be noted that the period of exceedance is lower than the network peak. The most significant impacts will be between and However these increases above the Guidelines are outside of peak hours, as a result there is no significant operational impact. However, it should be noted that the baseline traffic flows for these roads between the specified times are low and the networks are operating with spare capacity Impacts on Pedestrians and Cyclists The increase in traffic caused by construction and operational vehicles, however minor, could potentially reduce the levels of amenity for cyclists and pedestrians using these roads. Within Neath Port Talbot there is a National Cycle Network and alongside the A4241 there is a National Cycle Network traffic free route which, according to Sustrans, includes some forested routes and paths alongside busy roads. In this case it is mainly a path alongside a busy road. During construction there may be a slight negative impact as a result of increased traffic and its impacts such as dust. However, this will be a short term impact and it will not constitute a significant impact. In addition, the mitigation measures that have been identified will help to reduce any potential impacts on the cycle network. 5.7 CUMULATIVE IMPACTS The APCL development at Baglan Bay coincides with many other developments within Neath Port Talbot. Within the region a PDR is being developed between M4 Junction 38 at Margam and Sunnycroft Roundabout. The PDR will open up large areas of land in the Docks area for development and provide a major infrastructure improvement to the Baglan Energy Park and other development areas on the M4 corridor. The PDR will also relieve congestion on the elevated section of the M4 in the area and will remove local traffic off the M4, thus providing additional capacity. 5-16

17 Two major developments will occur within the region alongside the APCL development; these are Coed Darcy and Amazon. Coed Darcy is an urban village which will be built over the next 20 years which will contain some 4,000 houses, educational facilities and community facilities and will transform the former brownfield site into a thriving location in South Wales. Additionally, Amazon has recently completed the build out of a new distribution centre in Neath Port Talbot which is approximately 800,000 sq foot. This will bring increased employment numbers in the region and significantly increase vehicular flows in the region. All three developments have been taken into consideration in the evaluation of operational traffic flows for the APCL development and with these developments there will not be a significant cumulative impact. 5.8 MITIGATION AND MONITORING The following mitigation measures will be adopted to reduce the impact of construction traffic: wherever practical, deliveries of abnormal loads will be made outside of peak hours and where appropriate during the night; construction vehicles will be required to use identified construction routes; materials and equipment will be stored securely on site to minimise unnecessary traffic movements; and wheel washing will be carried out. 5.9 CONCLUSIONS The movement of construction vehicles is predicted to give rise to some measurable increases in the early morning and evening. However, these increases appear when the road network will be substantially under capacity as they occur outside of the am or pm peak periods. Furthermore, any increases will be short term and therefore are not considered to be significant. Mitigation measures described in Section 5.8 will, in addition, be implemented to ensure that impacts on the network are minimised. The measures address requirements such as designated construction routes and restrict the movement of abnormal loads to outside of the peak times. Operational residual impacts are minimal, although there are some increases between 0600 and 0700 and 1900 and 2000 that are over the IHT guidelines, as 5-17

18 detailed in Section However, significant delays will not be caused at these times as the roads are operating under capacity. 5-18