Proposed Aldi Food Store. Caerphilly Road, Cardiff TRANSPORT ASSESSMENT. Prepared by: Entran Ltd

Transcription

1 Proposed Aldi Food Store Caerphilly Road, Cardiff TRANSPORT ASSESSMENT Prepared by: Entran Ltd

2 Entran is committed to reducing unnecessary waste in the environment. For this reason our paper reports are printed: Double sided; Using 10 point font; and Report on recycled paper. Additional copies of this report are available on CD-ROM. If you require this report in another format please ask.

3 Proposed Aldi Food Store Caerphilly Road, Cardiff TRANSPORT ASSESSMENT Revision Date Notes Author Checked Approved Issue April ST Issue DJA DTW RW RAF Entran Limited Unit 7 Greenway Farm Bath Road, Wick Bristol BS30 5RL T:

4 CONTENTS 1.0 INTRODUCTION SITE & SURROUNDING AREA DEVELOPMENT PROPOSALS DELIVERY AND SERVICING TRIP GENERATION AND IMPACT PROPOSED LAND USE EXTANT LAND USE TRIP GENERATION TOTAL NETT TRIP GENERATION DEVELOPMENT IMPACT STAGE 1 ROAD SAFETY AUDIT SUMMARY AND CONCLUSIONS 22 FIGURES 2.1 Existing Site Layout (topographical survey) 2.2 Strategic Site Location Plan 2.3 Local Site Context 2.4 Local Cycle Routes 2.5 Bus Map APPENDICES A Council Highway Scheme B Cycle Mapping C Bus Timetables D ATC Data E Application Site Layout F Staff Travel Plan G Swept Path Analysis H TRICS Data Proposed I TRICS Data Extant J Junction Analysis K RSA 1 Transport Statement 1

5 1.0 INTRODUCTION 1.1 Overview This Transport Statement (TS) has been prepared by Entran Ltd in order to detail and assess transport matters associated with the proposed development of a site located on Caerphilly Road, Cardiff, for an Aldi Food Store. The site, whilst currently vacant, was previously a 10 pump Petrol Filling Station and a B8 warehouse It is noted however, that recent improvements have taken place along Caerphilly Road which has resulted in the sites previous two access being closed Throughout this process this TS has sought to reference both National and Local Policy and Plan Documents including: TAN 18; Cardiff County Borough Council Local Transport Plan and relevant SPG s; and National Standards / WG / SWTRA documents Early pre-application discussions have been held with the highway and local planning authority. 1.2 Structure of Report This report provides details of the traffic and transportation issues associated with the development proposals and addresses the following: Site and Surrounding Area Development Proposals Delivery and Servicing Trip Generation Proposed Trip Generation Extant Development Impact Junction Analysis Stage 1 Road Safety Audit Summary and Conclusions Transport Statement 2

6 2.0 SITE & SURROUNDING AREA 2.1 Existing Site Use and Access The application site is located on Caerphilly Road, Cardiff, on a vacant brownfield site which was previously an 10 pump Petrol Filling Station and a B8 warehouse It is noted however, that recent improvements have taken place along Caerphilly Road which has resulted in the sites previous two access being closed. This issue has been resolved and the PFS accesses are to be reinstated The Council s scheme details are attached as Appendix A The existing site layout based on a recent topographical survey that included for the recent works is shown in Figure 2.1 below. Figure 2.1 Existing Site Plan 2.2 Local Highway Network Caerphilly Road is a 30mph road with a northbound bus lane, on-street parking along both flanks and a comprehensive pedestrian network To the south of the site is a new residential development which also serves the rear of the application site, but not the site itself The site in its strategic and local context is shown in Figures 2.2 to 2.3 below. Transport Statement 3

7 Figure 2.2 Strategic Site Location Figure 2.3 Local Site Context Plate A below shows the current access arrangements. Transport Statement 4

8 Plate A Site Access from Caerphilly Road looking Northbound 2.3 Pedestrian/Cycle Facilities Local and National guidance considers that walking is used to access a wide variety of destinations including educational facilities, shops, and places of work, normally within a range of up to 2 miles Such guidance also suggests that cycling is used for accessing a variety of different destinations, including educational facilities, shops and places of work, up to a range of around 5 miles. Walking There is a comprehensive footway network to and from the site in all directions with a range of crossing facilities ensuring that pedestrians can safely access the site without impediment. Cycling There are new cycle facilities local to the site as well as further afield ensuring that cyclists can safely access the site without impediment The full cycle map is attached as Appendix B, with local routes map shown below as Figure 2.4. Transport Statement 5

9 Figure 2.4 Local Cycle Routes 2.4 Public Transport There are high quality bus immediately adjacent to and within 200m of the site in both directions. Route that can be accessed from these stops include: Route 27 linking Cardiff City Centre to Llanishen with the following frequencies; Monday to Friday; Day 7-8 minutes; Evening 30 minutes Saturday; Day 10 minutes; Evening 30 minutes Sunday; Day 30 minutes; Evening 60 minutes The route timetable is attached as Appendix C, with the bus route map shown below as Figure 2.4. Transport Statement 6

10 Figure 2.5 Bus Map This level of service ensures that the use of bus travel to visit and shop at the site is a viable option 2.5 Baseline Traffic Flows In order to inform this TS, baseline ATC traffic surveys were undertaken on Caerphilly Road during the period 31/03/2017 and 06/04/2017 with results summarised as follows: Northbound 5 day average and with 85th percentile speed of 32mph Southbound 5 day average and with 85th percentile speed of 29mph Survey data is attached as Appendix D. Transport Statement 7

11 3.0 DEVELOPMENT PROPOSALS 3.1 Development Composition The development proposal comprises; 1804 Sqm GFA Aldi food store; Pedestrian access routes; 125 car parking spaces including 8 blue badge spaces and 8 parent and child spaces; 10 cycle parking spaces; and 2 motorcycle spaces The internal layout of the site facilitates access and egress for service vehicles from the site access that will be able to be undertaken in a forward gear The constituent design components of the proposed development layout are discussed in more detail below. 3.2 Development Layout The current proposed development layouts are contained in Appendix E, This TA should be considered with regard to those drawings only. 3.3 Access As shown above, the site access is proposed via a new ghost island right turn lane. The key design criteria associated with the proposed design are: Visibility splays commensurate with identified speeds in Section 2 Site access junction radii 8m Tactile paving provided at site access Southbound through lane 3.0m wide Northbound through lane 3.0m wide Right turn lane 3.0m wide at 35m in length Northbound bus lane 3.0m wide Cycle lane at 1.2m provided and tie in with existing On street parking west side Loss of 6 new spaces provided as part of the recent road works but were not there previously On street parking east side No impact Relocated bus stop Ties directly in with the right turn lance facility at Phoenix Way. 3.4 Parking Local parking standards are set out in the Council s Supplementary Planning Guidance Supplementary Planning Guidance Access, Circulation and Parking Standards Approved January 2010, which for the proposed development advises: Transport Statement 8

12 Car A1 food - Large Retail max 1 space per 14sqm GFA1% - incl 6% disabled Cycle 1/500 sqm GFA Long Stay and 1/250 sqm GFA short stay Motorcycles 1% - 5% of car provision Accordingly Aldi propose the following provision which is based both on standards and local experience at other nearby stores; Car 125 at 1 per 14.4sqm GFA, with 6% disabled provision Cycle 10 at 1 per 180 sqm GFA Motorcycles 2 at 2% These levels of parking provision are considered to be appropriately commensurate with both trading and operational requirements Employee cycle parking would be provided internal to the store to a level required by staff and is therefore considered separate to the above provision See Appendix F Travel Plan It is noted that Aldi do seek to encourage travel by cycle whenever possible and in this regard will, through their Travel Plan, review the occupation of cycle stands and, if necessary and justified, introduce additional shoppers cycle parking facilities. 3.5 Inclusive Access The car park areas will have an average fall of approximately 1 in 40. This gradient will be both suitable for trolley use and wheelchair users alike Four disabled parking bays are provided within the site proposals close to the store entrance, as well as eight parent and child parking bays, also close to the entrance. Cycle parking stands are located under the canopy Access into the building will be via flush thresholds between paving and car parking. The paving itself will fall no greater than 1 in 60 from a level threshold at the store entrance to the flush threshold within the car park surface. This approach will be fully compliant with the Equality Act and will permit unhindered access both for disabled wheelchair users and those users with restricted mobility The new store entrance will comprise of two sets of bi-parting automatically opening doors, both a minimum clear opening width of 1100 mm. These doors operate on PIR presence detection and will fail safe in the open position upon activation of the building fire alarm. Both sets of doors are fully glazed with toughened glass. To ensure safe use for partially sighted users, manifestation of the glazing will be provided, in accordance with current British Standards and Codes of Practice Shopping trolley storage is provided adjacent to the main entrance. Trolleys are secured via a coinoperated chain, encouraging customers to return the trolleys after use. Wheelchair accessible trolleys are also provided within the same area as the main trolley store Internally, the merchandising layout provides minimum aisle widths of 1800mm, or greater, that permits unhindered passage to the whole of the store for disabled wheelchair users and affords easy two way passing. The nature of goods sold within the retail sales area allows wheelchair users to comfortably reach goods with little or no external assistance. A customer wheelchair accessible WC will be provided directly off the sales floor The proposals are single storey, thus maintaining a consistent floor datum throughout the store and Transport Statement 9

13 into the staff welfare and warehouse areas. Door openings are designed to give unhindered passage to disabled wheelchair users. 3.6 Alternative Access Options The Council have requested that Aldi explore an alternative access via Phoenix Way and Waun Ddyfal However, a number of issues arise that make this option inappropriate including: Rear access makes the site unviable for Aldi in terms of customer attraction; Inappropriate to attract levels of traffic associated with a food store through heavily parked residential roads. Some roads already do not have sufficient width as to deliver the carriageway width as marked on site (i.e.: existing right turn lane on Phoenix Way). Furthermore, parked cars on both sides of the residential roads may result in long stretches of effectively one-way working leading to the potential for cars reversing; and Inappropriate to advise Aldi s articulated vehicles to pass through residential areas (see above) particularly on Waun Ddyfal where evidence shows that the gap between parked cars is narrow and depending on how cars are parked there may be times when the angle of approach by the artic off the roundabout may mean that access in actually unachievable or create significant oneway lengths working leading to the potential for cars / HGV s reversing 3.7 Transport Implementation Strategy The aim of the Transport Implementation Strategy (TIS) is to set out the measures the development proposal will support to provide travel choice and support the objectives of the LDP and in this regard presents: Target Modal Split The target mode split for the TIS for all journeys to and from the development proposal is summarised in in Table 3.1. The only target is car driver, with the targets for individual sustainable travel modes indications only of what one might expect the approximate split of journeys to be, but not specific targets in their own right. (I.e., all non car driver modes of travel are sustainable travel modes ) Provided the overall contribution of sustainable travel modes helps deliver the car driver target, variations from the targets for sustainable travel modes is acceptable. Indeed, in some instances it is hoped they are exceeded. Mode of Travel Expected Initial Modal Split 2 year Modal Split Target 5 Year Modal Split Target Car Driver 80% 75% 65% Car Passenger, Cycle, Walk, Bus Table 3.1 Indicative Staff Mode Share Targets TIS Measures 20% 25% 35% The TIS aims to make the inevitable step change shift in overall travel mode across the area easier and quicker, providing travel choice for all. A Travel Plan should include the provision of up-to-date information about public transport services, timetables, and opportunities for car sharing (e.g. via a car share website) The measures within the TIS, which are set out in a Staff Travel Plan included at Appendix F, aimed at providing this travel choice include (In addition, all employees will receive details of the TP upon Transport Statement 10

14 commencement of employment and a copy of the TP will be kept in the staff room). Measures and Actions The Travel Plan Co-ordinator will ensure that the Travel Plan is implemented; operating efficiently and that all the measures for encouraging sustainable travel are in place. Responsibilities include: Promoting and encouraging travel modes other than the car, including providing information to staff via a notice board in the staff room, which will be checked every three months. Travel options will also be discussed at staff meetings; Ensuring that all information relating to public transport, cycling, walking and car sharing is displayed on staff notice boards and is kept accurate and up to date, as well as discussing the TP at staff meetings to continually encourage use of alternative modes than the private car; Ensuring that all information relating to public transport, cycling, walking are available to customers via availability of bus timetables etc, on the packing shelf at the front of the store and that the provided information is kept accurate and up to date; Promoting car sharing during both the staff interview and induction process as well as ongoing reminders from the TPC; Identify employee travel habits through staff surveys; Monitoring and reviewing the Travel Plan as set out in the TP; Training / induction of staff to cover Travel Plan and travel options; Ensuring the needs of the less mobile is incorporated in the Plan; and Coordinate and monitor the TP, update as required and liaise with external bodies such as the CC and other relevant developers (in discussion with CCBC) in accordance with the contents of this TP The measures developed on site shall be largely based on the outcomes of the initial travel survey. Some measures are essential in meeting with current standards, for example the quantity of cycle and car parking provision, other measures will be unique to the site. As such the following sections are intended to give an overview of the potential measures that could be implemented by the Travel Plan Co-ordinator if the travel survey highlights them as being appropriate. TP Measures Due to the changing characteristics of the development over time it would be ineffective for the TP to specify TP measures or funding for measures that may not be required, Nevertheless, funding will be made available for the implementation of measures should the need arise through the monitoring process. In this regard therefore, required measures must be determined by reference to travel surveys and importantly, an understanding of the factors that would motivate staff to alter their travel behaviour. The programme of surveys and monitoring therefore not only needs to identify travel behaviour but also attitudes to travel and key motivators for change Notwithstanding this, the TP s measures are divided into sub-categories: Hard measures these are infrastructure provision or improvements; Soft measures these are management measure, incentives, marketing initiatives etc; Secured measures these are measures that will be implemented; and Failsafe measures these are an arsenal of measures available to the TP Coordinator to be chosen according to survey feedback so that resources can be targeted towards those measures found to be most effective The following tables describe both secure and failsafe measures per mode. Secure measures are those that will be adopted prior to recruitment of staff or as part of the build process, with the failsafe measures being those that could be introduced should the need arise. Transport Statement 11

15 In addition, all employees will receive details of the TP upon commencement of employment and a copy of the TP will be kept in the staff room. Hard measures Secured Good on-site lighting; Lockers; New footway across store frontage Failsafe Additional pedestrian signage; Soft measures Secured Marketing promoting walking in all written and electronic material - Travel pack Notice board in staff room displaying the above Failsafe Personalised Travel Planning. Table Measures to encourage walking Hard measures Secured Good on-site lighting; 10 external prominent and covered cycle parking spaces via Sheffield loops usage to be monitored See Appendix E Provision for in-store cycle storage facilities for employees convenient to staff room Implement the Government backed cycle purchase scheme (Aldi standard) Failsafe Additional cycle parking Soft measures Secured Marketing promoting cycling in all written and electronic material - Travel pack Notice board in staff room displaying cycle routes to and from the development Failsafe Negotiated discount with local bike shop; Personalised travel planning. Table Measures to encourage cycling Transport Statement 12

16 Soft measures Secured Marketing promoting the use of public transport in all written and electronic material; Travel pack (including bus routes and bus/train timetable info) Travel notice board in staff room displaying bus timetables Failsafe Personalised travel planning; Investigate bus discounts for staff Table Measures to encourage public transport use Hard measures Secured Marketing promoting car sharing in all written and electronic material as well as interview and induction process Guaranteed ride home (emergency only) Failsafe Personalised travel planning Table Measures to encourage car sharing The Travel Pack (to be agreed with CCBC) will contain information on the alternatives to singleoccupancy car use available to staff including; comprehensive walking and cycling route maps linking the site to local infrastructure including shops, residential areas and bus station Bus maps and timetables as well as leaflets describing the health benefits of cycling and walking; contact details of the Travel Plan Co-ordinator for the site; and Useful resources such as the Transport Direct Journey Planner website to enable people to plan their own journeys Travel Packs will be issued to all staff as part of their induction process. Staff will also be advised of the Travel Plan and Pack during the interview process. Transport Statement 13

17 4.0 DELIVERY AND SERVICING 4.1 Aldi Company Specific Servicing Arrangements Aldi, as a company, operate the following specific servicing arrangements and working practices A store in Cardiff, as per Aldi s other stores in South Wales will be serviced from Aldi s Regional Distribution Centre in Cardiff This RDC currently supplies goods to in excess of 50 stores across the southwest region of England as well as South Wales Up to 40 staff are employed at each store, comprising a Store Manager, Assistant Store Manager and Store Assistants, although not all staff are present on site at all times Delivery routes are planned to minimise distances travelled by each vehicle and maximise efficiency of goods per delivery. This practice is economically prudent for Aldi but also sustainable by virtue of reducing vehicle kilometres travelled. Each vehicle will visit between 1 and 6 stores per trip depending on the nature of the delivery and the geographical location of the stores On average each store will have only two deliveries by articulated lorry per day plus a modest number of smaller vehicles delivering locally sourced fresh produce. This compares with an average of 6 to 10 articulated lorries and up to a 20 subsidiary vehicles (including HGVs) per day usually associated with the larger supermarkets Each store manager will have an allotted time each day by which the main delivery will have taken place. Each driver is furnished with a mobile phone and is able to inform the distribution centre if any delay is likely. However, this is very rare and allocated delivery times are consistently met by the distribution teams Delivery practices are identical at each store. Goods delivery is a one-man function carried out by the driver. The vehicle is reversed down the delivery ramp to the loading bay which is fitted with a dock leveller to provide a flush ramp from the floor of the lorry to the floor of the storage area The driver gains access to the building by means of a driver s door located next to the loading bay. The driver opens the roller shutter door from within the building then unloads the goods directly into the storage area. The driver is then responsible for locking the shutter and the side door before leaving. Contact with the store manager is only required where site specific special arrangements dictate The daily HGV delivery arrival journey will normally take place outside peak highway network hours as well as peak store trading hours; The standard delivery period is ½ hour; Vehicular access to the delivery ramp will be through the car park; Aldi s service vehicles benefit from operational safety improvements including; Rear Cameras; Audible Warning Systems; and Reversing Object Sensors. Transport Statement 14

18 4.2 Site Specific Operational Requirements Aldi, as a company, operate the following specific servicing arrangements and working practices: The store will normally be served by two HGV s and a number of smaller vehicles per day, which will unload their goods using a dock leveller adjacent to the store building; Access for service vehicles will be from Caerphilly Road. Turning and reversing manoeuvres undertaken within the car park; Egress in a forward gear; The daily HGV delivery arrival journey will normally take place outside peak highway network hours; and Any non-staff vehicles remaining anywhere in the car park once the store is closed will be warned/fined and eventually removed The swept path of the HGV to and from the dock leveller is illustrated in Appendix G. Transport Statement 15

19 5.0 TRIP GENERATION AND IMPACT PROPOSED LAND USE 5.1 Proposed Use Traffic Analysis As described in Chapter 3 of this report, it is proposed to redevelop this site for Discount Food Retail purposes In order to understand the potential future vehicular trip generating characteristics of the site, the TRICS database has been interrogated The results of this analysis are illustrated in Table 5.1 below, with a copy of the TRICS output data attached as Appendix H. Discount Food Store Time Trip Rate (per unit) Traffic Flows (per unit) Arrivals Departures trip rate Arrivals Departures Trips Daily Table 5.1 Summary of TRICS data Discount Food Stores (visible errors due to rounding) Table 5.1 above illustrates that the development of an Aldi store on the site will, in theory, generate approximately 1517 two-way vehicle weekday daily trips During the sensitive weekday peak hours, the proposed redevelopment of this site will, in theory, result in 32 two-way trips during the AM peak hour and 136 two-way trips during the PM peak hour. 5.2 Total New Trips on the Highway Network In order to understand the overall impact of the development on the local highway network, it is necessary to clearly identify the actual impact after external factors are considered. 5.3 Vehicular Pass-by Trips Whilst the above table illustrates the Gross theoretical impact that an Aldi store might have in this location, this is only a part of the exercise. An Aldi store in this location will also attract trips that are already on the local highway network and take the opportunity of passing the site to use the Aldi store; such trips are known as pass-by trips It is evident that many of the customers who visit food stores by car during the busiest highway periods will already be using the route (and the greater highway network) for another purpose rather than choosing the peak highway periods to just visit a food store and then return home again. In this regard it is highly likely that 90% of all visitors to a food store during such periods can be classified as pass-by, diverted or linked trips In recognition of the site s location and for the purposes of this TA it has been assumed that the proposed Aldi store will result in pass-by-trips along the A4058. In recognition of national research and reflective of the site s location on an important radial route, and one that is likely to attract more traffic in the future, a minimum figure of 30% pass-by-trips is considered appropriate when assessing total new trips produced by Aldi in this location. 5.4 Diverted and Linked Trips Due to the location of the site in relation to other food stores, it is considered the proposed development is likely to result in a measurable volume of diverted trips (which for the purpose of this report is considered to include an element of linked trips) which are already on the highway network. Nevertheless, this element of trips has not been deducted from this exercise but will be used to distribute traffic and determine any resultant development impact. Transport Statement 16

20 5.4.2 The resultant volume of vehicular trips after allowance for pass-by and linked trips is illustrated in Table 5.2 below. Less Pass trips (30%) Time Total New Trips -30% Passy-by Arrivals Departures Trips Daily Total New Time Total New Trips Arrivals Departures Trips Daily Table 5.2 Vehicular Trip Generation After Allowance for Pass-by Trips (visible errors due to rounding) Table 5.2 above illustrates that the development of an Aldi store on the site would actually generate approximately 607 new two-way vehicle weekday daily trips on Caerphilly Road During the sensitive weekday peak hours, the proposed redevelopment of this site would actually result in 19 new two-way trips during the AM peak hour and 82 two-way trips during the PM peak hour. Transport Statement 17

21 6.0 EXTANT LAND USE TRIP GENERATION 6.1 Available Re-useable Area of Site We are informed that the existing permitted land use on the site consists of a 10 pump PFS and 2467 sqm GFA of B8 uses In order therefore to understand the potential trip generating characteristics of the site should the part of the site realistically available be brought back in to use, the TRICS database has been interrogated to determine what level of trip generation is possible under the extant land use. Table 6.1 provides a summary of the assessment with the full TRICS outputs contained at Appendix I. PFS 10 pumps Time Trip Rate (per 100sqm) Traffic Flows Arrivals Departures trip rate Arrivals Departures Trips Daily B sqm GFA Time Trip Rate (per 100sqm) Traffic Flows Arrivals Departures trip rate Arrivals Departures Trips Daily Total Extant Trips Time Total New Trips Arrivals Departures Trips Daily Table 6.1 Extant Land Use (visible errors due to rounding) Table 6.1 above illustrates that the existing development on the site, in theory, could generate approximately 1926 two-way vehicle weekday daily trips During the sensitive weekday peak hours, the existing development on this site can, in theory, result in 144 two-way trips during the AM peak hour and 141 two-way trips during the PM peak hour. Transport Statement 18

22 7.0 TOTAL NETT TRIP GENERATION 7.1 Introduction Whilst the current application for Aldi is a separate Full Planning Application and as so should be assessed on its own merits, DfT Guidance on Transport Assessment (March 2007) advises at paragraph 4.7 that baseline traffic data should be derived as follows: Baseline transport data The quantification of person trips generated from the existing site and their modal distribution, or, where the site is vacant or partially vacant, the person trips which might realistically be generated by any extant planning permission or permitted uses; In this regard therefore, this chapter has been prepared to identify the potential traffic generation profile of the site were it to be developed as proposed. 7.2 Total Nett Impact The transport impact of the proposed development is therefore determined by comparing the journeys associated with the extant use of the site and those anticipated for the proposed use. The following assessment therefore examines the journeys associated with the extant and proposed uses In order therefore to quantify the total net theoretical impact of the development on the local highway network, it is necessary to subtract the potential land use traffic flow values from the nett proposed land use traffic flow values. The result of this exercise is presented in Table 7.1 below; Total New Trips Time Total New Trips Arrivals Departures Trips Daily Table 7.1 Aldi less Pass-by and Existing Use Table 7.1 illustrates that an Aldi store in this location when compared to the extant land use would generate less traffic during all periods. Transport Statement 19

23 8.0 DEVELOPMENT IMPACT 8.1 Purpose This section of the report has been prepared in order to provide evidence of highway capacity at the proposed site access based on information presented in Sections 3 and Table 8.1 below provides a summary of results with the full output including trip generation, trip distribution and junction analysis contained at Appendix J. Table 8.1 Summary of Junction Analysis Based on the data and analysis presented in this paper, and according to Junctions 9/PICADY output the junction will operate within capacity in all peaks with no impact on through traffic The traffic from the proposed development is therefore considered able to be accommodated on the local highway network without creating material issues, or delay to through traffic on Caerphilly Road. Transport Statement 20

24 9.0 STAGE 1 ROAD SAFETY AUDIT 9.1 Introduction In order to inform access options, an independent RSA1 has been carried out on two access options. Both options include for a right turn lane, with option 1 relocating the bus stop and option 2 not relocating the bus stop The RSA concludes that both options are acceptable, with option 1 being preferred The RSA is attached as Appendix K. Transport Statement 21

25 10.0 SUMMARY AND CONCLUSIONS 10.1 Summary Based on the data and analysis presented in this report, the following conclusions are drawn: The development proposes adequate car parking for all elements of the development proposal as well as 10 secure, covered and illuminated cycle parking spaces for the discount food store. In addition the site supports safe access and turning of service vehicles; Consistent with local policy, the site access has been designed to provide safe and efficient access for all modes; The site includes for a staff Travel Plan and a Transport Implementation Strategy; This report has considered the potential vehicle generating characteristics of the site and has demonstrated that traffic from the proposed development can be accommodated on the local highway network without creating material issues, or delay to through traffic on Caerphilly Road. A RSA1 is being undertaken on two access options and this statement will be updated when these are complete 10.2 Conclusion Based on these conclusions the impact of the development proposals on the surrounding transportation network should be considered acceptable. Transport Statement 22

26 APPENDIX A Transport Statement 23

27 APPENDIX B Transport Statement 24

28 APPENDIX C Transport Statement 25

29 APPENDIX D Transport Statement 26

30 Transport Statement 27